The development of a high speed pantograph
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Following the successful high speed current collection programme (HSCCP) undertaken by BR's Research & Development Division at the Old Dalby test track, the BR/Brecknell Willis Highspeed pantograph was born. Following the extensive R&DD development programme of the pantograph, which was based on Brecknell, Willis' simple Highreach Rapid Transit pantograph, the final product featured primary air suspension, secondary spring suspension on the head, lightweight carbon carriers, aerofoils and an aerodynamically balanced head. Here are a selection of photos of the various tests undertaken during the pantograph's development. Click on the picture for a bigger image - all photos are the author's unless otherwise credited |
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This is the initial production version on
the standard locomotive base frame - a shot in the lab for publicity purposes.
Note the aerofoils, the one piece aluminium lightweight carbon carriers, the
tabs on the end of the horns to balance the head and the robust production air
cylinder.
Author's collection |
The pantographs in regular use at the time
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A class 86 with an example of a Stone Faiveley AMBR pantograph and a class 87 with an AEI Cross Arm pantograph pictured at Euston on 13th February 1980. |
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An interesting shot of a class 86 leaving Crewe under the wires with a mixed bag of stock on an Up express in the early 1980's |
Early testing
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An early version of the pantograph
pictured on Lab 1 at Old Dalby - note absence of aerofoils and the separate horns. Author's collection |
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The pantograph underwent aerodynamic
testing in the wind tunnel at the Motor Industry Research Association (MIRA)
near Nuneaton. Here it is shown on a mock-up roof on the turntable in the wind
tunnel. Note the restraining wires and instrumentation. Author's collection |
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After extensive trials at Old Dalby the pantograph was mounted on Lab Coach 6 'Prometheus' and in December 1978 undertook a week's running between Euston and Blackpool. The pantograph was lowered at Preston before the wires ran out! Based on several unexpected problems encountered, these trials were repeated in July 1979 between Euston and Carlisle, after some design changes and the addition of aerofoils to the pantograph head. |
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On July 30th 1979 the prototype pantograph had its second test series on the main line. Mounted on Laboratory Car 6 'Prometheus' RDB975422 at the rear of a service train, running took place between London Euston and Carlisle for a week. The rather dark picture shows 'Prometheus' at the buffer stops at Euston on the rear of the 09.00 departure. |
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Lab Coach 6 pictured on the back of
the 09.00 passing Winwick later that day Brian Watkins |
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A close up of the original aerofoils
fitted after the first series of main line running Photo taken on roof of
Lab 6. Author's collection |
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Following these trials further work was undertaken which included aerodynamic tests on the ECML (before it was electrified) to ascertain the pantograph's performance at maximum reach (or high wire height). These had HST super power as can be seen from the picture and ran at up to 125 mile/h between Selby Station and Shaftholme Junction on the old alignment. The picture shows the Faiveley pantograph under test in September of 1979 mounted on Laboratory Car 6 'Prometheus' . Richard Billinge |
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By February 1980 the pantograph was fitted to a class 86 locomotive 86 244 for extended trials and is pictured at Euston on a Holyhead service - its first revenue earning trip after fitting. |
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As was normal practice, on the train's arrival at Crewe the electric loco was replaced by a diesel. 86 244 sits in the sidings just south of the LNWR Carriage Sheds together with sister loco 'Sanspareil' |
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86 224 pictured in service much later, at Hademoor Crossing on the WCML. The pantograph covered over half a million miles on 86 244. Richard Billinge |
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86 244 pictured on an Up service south of Warrington |
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After eighteen months a second pantograph was fitted to 87 005 'City of London' which is pictured receiving some attention in the yard at Crewe diesel depot during a series of special high speed tests between Camden and Carnforth in March 1982 |
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A view of 87005 in service approaching Crewe from the south |
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The test train stands at Crewe awaiting departure for Carnforth. (Another end of the film picture!) |
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The train approaches Preston hauled by 87005 |
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87005 runs round the test train at Carnforth following the high speed run from Crewe. |
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During June 1982 an unusual HST set could be seen on the northern end of the WCML. At the time there were proposals for an electric version of the HST which would have a power car at each end of the train with pantograph raised. In order to test the performance of two BR/BW pantographs at high speed on the same train eight redundant Mk3 Restaurant cars were acquired and these were assembled at Craigentinny Depot, Edinburgh together with two laboratory coaches (Nos:1 and 6) to form up to a 10 car HST set. With special arrangements in place and permission from the Civil Engineers the train was tested well above line speed at up to 125 mile/h down Beattock bank through Lockerbie towards Carlisle. The formation of the train was varied during the tests to judge the affect of differing pantograph spacing on performance. |
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A fine view of the train with seven intermediate Mk3 coaches rounding Carstairs South Junction en route from Craigentinny to Carlisle |
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The test train with eight intermediate Mk3 coaches heads south over Beattock Summit towards England |
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After a run to and from Carlisle the test train stands on the Down Goods Loop at Carstairs station awaiting a further run south. |
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Engineers make adjustments to the pantograph at Kingmoor Yard, Carlisle ready for the next run |
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Further expansion saw the pantograph fitted to the Advanced Passenger Train (APT-P) in early 1980. It was on 'P train' that the pantograph operated successfully a speed of over 150 mile/h between Beattock and Lockerbie. |
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In
the early summer of 1980 a special version of the pantograph with a modified
base was installed on APT-P set No: 370 004 .........
Author's collection |
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...... and is pictured later in the year in Willesden Sidings, London after an unfortunate train failure en route from Euston - we didn't get very far! |
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A close up of the base of the APT
version of the pantograph in the static test rig at RTC. Note the hydraulic
actuator on the right and the restraining wires and the air reservoir now
incorporated into the front frame member. By vibrating the pantograph at various
frequencies and amplitudes the optimum values of pneumatic damping and spring
rates were evaluated. Author's collection |
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In 1982 the set is pictured
passing Polesworth on
the Trent Valley route.
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Further development and marketing saw the pantograph being trialled by SJ in Sweden and SAR in South Africa.
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In November 1989, the X15 test EMU is pictured at Skövde after a test run - the Highspeed pantograph can be discerned towards the centre of the unit. |
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An SAR test engineer climbs aboard the GEC 6E locomotive E1525 which was fitted with a BR/Brecknell Willis pantograph. This picture was taken in November 1980 on the line between Pretoria and Kimberley. |
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A close up of the SAR version of the pantograph. The head was approx. 0.5m wider than the UK version which lead to aerodynamic problems |
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A version was also developed for the North East Corridor Project in the USA. This had a much longer reach than the European version and was consequently known as the 'Hugereach' pantograph. |
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The BR version of the pantograph sits on a special framework on the FRA's Pantograph Test Car pictured on the test track at Pueblo, Colorado in May 1980. Following successful trials, in June 1981 a prototype larger version known as the 'Hugereach' pantograph was fitted to a 125 mile/h Metroliner, which were then about to start running between Boston and New York on the NEC. An order for 12 pantographs was completed by late 1982, which replaced the original Faiveley 2-stage pans. Author's collection |
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Here's a close-up of the arrangement. The British pantograph needed to be mounted on a framework to raise it to enable the pantograph to reach the OHLE, which is approx. 1 metre higher in the USA than in UK. Note the different head design for the US. Author's collection |
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AMTRAK's ASEA AEM7
locomotive number 900 fitted with the Highspeed pan is pictured here at
Pueblo on October 10th 1980 Robert Harman |
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Another shot of 900 - look
here for
more pictures and find out what happened to this loco. Author's collection |
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Today the pantograph and its variants are fitted to the majority of electric locos in the UK and a large number of EMU fleets. The Pendolinos are fitted with their own version as are the Eurostars (for use in Belgium) . Developments in pantograph head design, which had their roots in the High Speed Current Collection Project and were tested at BR's Old Dalby test track, have been adopted by numerous train companies and can be seen on nearly all the Faiveley pantographs in the UK. The original 'Highreach' Brecknell Willis pantographs are also employed on the Tyne & Wear Metro and increasingly on the UK rail network and world-wide. |
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An Up Eurostar service crosses the Medway Bridge on 8th March 2004 |
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The latest US high speed train, the Acela carries a BR/Brecknell, Willis Highspeed pantograph. Author's collection |
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This is one of the HHP-8
locomotives pictured at Pueblo during aerodynamic testing
Author's collection |
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A Pendolino set on a Down service leans to the curve north of Weedon on 17th June 2005 |
