PANTOGRAPH

Main requirement of a collection gear is that it should not leave the contact of
OHE under any circumstances. Contact wire in all practical installations is never
perfectly horizontal. It raises and falls depending upon the weight of the contact
wire, the distance between the droppers. Also the contact wire comes very low
under bridges and tunnels and raises high over public crossings. Depending upon
the speed of the electric vehicle, collector gear has to rise and falls in order to
maintain the contact with OHE.
Main function of Pantograph is to maintain a link between the overhead
system and power circuit of the locomotive at varying speeds in different climatic
and wind conditions on varying stiffness of OHE. These factors and differing riding
qualities of the locomotives at various speeds result in differing dynamic conditions,
which affect the contact pressure between the collector strip and contact wire.
A positive pressure has to be maintained at all times to avoid loss of contact
and sparking. Yet this pressure must be as low as possible to ensure minimum wear
of contact wire.
There are 2 types of Pantographs
1. Diamond type pantographs are used for DC EMUs
2. Single ended Faiveley types are used for AC/DC locos and AC EMUs.
Again, Faiveley type pantographs are 2 types
1. AM 12for 25 KV AC single pan is used.
2. AM 18 for 1500 V DC two pans are used
In case of 25 KV AC traction systems, the contact wire of OHE is of light
section. This would mean low contact pressure of 6.5 to 9 Kg as against average
pressure of 10 to 15 Kg for DC pantograph. At higher speeds, aerodynamic pressure
gets developed, which usually adds up to the static pressure. However it is
advisable to keep this variation to the minimum by proper aerodynamic design of
the locomotive body and positioning of the pantograph suitably on the roof.
Pan extremities have special shape of inverted horn. This prevents pan from
fouling with contact wire at crossings and also getting entangled with sagging
contact wire.
There are 2 pantographs mounted on the roof of an electric locomotive, each
one on four insulators. At a time, one is raised and connects the locomotive with
OHE contact wire. Normally the pantograph rear to the cab used for driving is
raised. i.e. rear to the direction of movement of the locomotive (if rear is defective
or damaged, front can be used to work )
MAIN PARTS OF PANTOGRAPH
1)
Base
8) Spring box
2)
Horizontal spindle
9) Positioning link
3)
Lower arm
10) Raising springs
4)
Yoke
11) Servo motor
5)
Upper arm
12) Collector
6)
Thrust rod
13) Un-insulated horn
7)
Transverse tube
14) Support insulator

CONSTRUCTION:
The AM type pantograph comprises of Base and Articulation system. Base is
very light and is made up of welded sections, carrying the articulated system on two
ball bearings.
Articulation system is formed by:
A horizontal spindle, which is turning inside two bearings. A lower arm is
welded with horizontal spindle. An upper framework is jointed to the extremity of
the lower arm through Yoke. An upper frame consists of two tubes one end fixed to
yoke and at the other end braced across by Transverse tube. A thrust rod is pivoted
at a fixed point on the base and other end is fixed on the yoke. This rod ensures the
positioning of the upper frame, as the arm rotates. A resilient suspension for the
collector is made on two spring boxes, which are carried at the end of transverse
tube. In each box there is a sliding plunger, which carries a fork, on which is fixed
the yoke of collector. A Positioning link is pivoted on a pin at the end of Thrust rod
and other end is fixed to transverse tube through a shank (steady link). This link
maintains the contact plane horizontal during vertical movements of collector. This
articulated system is designed to allow an extension of 2.460 meters. Two raising
springs balances the mass of the articulated system and at the same time, raises
the pantograph and provides contact force. These springs are fixed between the
ends of a balancing member and arms (shackles) on the horizontal spindle. A Pan is
of light alloy frame and carries two bolted collecting strips and un-insulated inverted
horns.
PNEUMATIC CONTROL MECHANISM
The piston is held at the bottom of its stroke by the group of 3 springs whose
force overcomes that of the working springs causing the pantograph to lower and
be held in the down position even at high speeds. Force is transmitted by a piston
inside a cylinder and held back by springs, the insulating link which carries at one
end a slotted member sliding on the pin of the horizontal spindle. Admission and
escape of air are regulated by the throttle valve, whose action permits raising
without shock at the catenary and a rapid initial lowering followed by a slowing
down at the end of the movement, thus avoiding shocks on the base. The throttle
valve includes a barrel, its seat, nozzle connected to the feeding pipe and several
escape holes.
OPERATION
Basically, compressed air raises and the springs lower the pantograph. The
sole function of air is to cancel the lowering effort of the springs and it has no direct
effect on the pantograph. When the pantograph is working and the air pressure is
maintained in the control cylinder, the piston is kept still and the articulated system
is entirely free kept raised only by the up-spring device. It therefore follows freely all
the oscillations of the contact wire. Should lack of air occur, the equipment
collapses by itself.
Maintenance:
1. Servomotor:

Drain the cylinder and overhaul

Check the piston for wear, lubricate the cylinder walls and check for air
leakages.
Use multipurpose grease 3, Beacon 2 (esso), Regal starfak special (shell)
2. Adjustments:
Static contact pressure of 7 kg.
Raising time and lowering time
Horizontality of pan by spirit level
Transverse flexibility
3. Lubrication:

Graphite grease (grade 2) lubrication on panto pan

Throttle valve lubrication by Vaseline

Oiling of spring plungers with URSA oil / TALPA 40 (Shell)/Mobil oil DTE 3
Ball bearings of articulations by Alvania 3 /Mobilux 2
Pin joint articulation by Thuban K (caltex)/ Mobilux C 140 /Mobilux C90 /
Nassa 79 / Limia 15 shell / Thuban 140
Articulation of thrust rod
Servo motor piston packing
4. Insulators:
Check for flash marks / cracks
Cleaning with petrol and wiping by dry cloth
5. Bow assembly:
Thickness of wearing strips
Cleaning of contact surface
Check for grooves and sharp edges
Check for any strip fixing screw missing/ projection/loose
Apply graphite grease
Check bow plunger for easy movement
Oil the plunger
Check any cross members of panto / pan are bending
Check end strips for wear and damage
Check horn for cracks
6. Copper shunts:

Check for damage or deficiency

Check for any wear and any flash over.

7. Main springs:

Check visually for any cracks etc.

8. Stopcocks:

Operate stopcocks
9. Roof bars/connections:

Check visually
10. Frame:

Check visually for any bending etc.

11. Throttle valve:

Check, clean and lubricate with Vaseline

12 Split pins:

Check for no missing and should be opened 60 0

13. Articulation assembly: the longitudinal tubes with its fittings are to be
checked for any looseness, crack or excessive side play.
14. Bearings:
All bearings are to be checked for its lubrication and any
malfunctioning
due to breakage or other reasons. Recommended grease ALVANIA
3 (shell) 300 grams
To achieve reliability of locomotives through proper maintenance
Persons engaged in locomotive maintenance should know all that what is needed to
be done for proper maintenance of the locomotives during various schedules.
1. thickness of wearing strips : not less than 4 mm.
Result of not checking : burning of strips, damage to the OHE due to
formation of sharp edges.
2. grooves & sharp edges on strip : max. permissible groove is 1 mm.
RNC : sparking, damage to OHE.
3. strip fixing screws : should not be missing, projecting or loose.
RNC : sparking , damage to OHE, damage to panto
pan.
4. application of graphite grease : between the strips upto the level of strips.
RNC : excess friction between strip and OHE and thus
more wear.
5. easy movement of bow plunger : free sliding when pressed and released.
Oiling of plunger with URSA oil is required.
RNC : sparking between OHE and panto pan due to
natural vibration.
6. minimum working air pressure for complete rise of panto : 3.5 kg/cm2
(servo motor spring adjustment)
RNC : less contact pressure, bad current collection,
raising will be more than 10 sec.
7. static contact pressure of panto pan : with 7 kg wt. balncing of panto at
0.5 / 1 / 1.5 / 1.75 / 2 meters.
RNC : bad current collection, wear of contact wire and
contact strip.
8. horizontality of panto pan : panto pan should be horizontal when loco is
standing on level track. Adjustment of the bow friction plane to horizontal plane
at 1.5 mt. Extension by thrust rod.
RNC : unequal wear of panto, entanglement with
OHE.
9. raising time : 6 10 sec. from the time air fed till the time the panto reaches
1.5 mt. height. Adjustment through throttle valve gauged hole. The raising
spring should never be tightened to increase the raising time.
RNC : variation in raising time.
10. lowering time : max. 10 sec. generally from the height of 1.5 mt, till it rests
on its stop. Adjustment through throttle valve.
RNC : bridging of OHE, panto damage due to sudden
lowering.
11.Foot insulators and slotted rod insulator : no flash marks or cracks and no
dirt accumulation.
RNC : flashovers and OHE trippings.

12. max. rise of panto : 2460 mm. Adjust max. rise.

RNC : panto horizontality will be lost and damage to
pantopan.
13.copper shunts or braids : not more than 10 % of strands be cut. The contacts
of the braid on steel be tinned.
RNC : damage to bearings and bimetallic action.
14. insulator rod adjustment : 3 5 mm play between pin and slot. Check with
Go-NoGo gauge.
RNC : affects full extended position of pantograph.
ALL SPLIT PINS SHOULD BE CHANGED DURING POH AND OPENING SHOULD
BE 600
Inspection, Checks and Tests on Pantograph :
1.
Visual
2.
Dimensional
3.
Static Performance
4.
Actual performance of Pantograph with servo motor and throttle valve.
Visual :
General appearance
Locking arrangement
Panto Pan top surface
Fitment of Shunts.
DIMENSIONAL CHECKS: Height of Panto Pan on Collapsed condition : 276 + 5mm
Overall dimensions of Panto pan: 1800 + 5mm x 240 mm
Max. extended height : 2460 + 0 mm / -20 mm
Wearing Strips
: 25 x 7 mm x 1037 mm
transverse flexibility at 50 kg ---- 36 + 5 mm
horizontality of panto pan at 1.5 mt. Height with spirit level.
Static performance : static pressure adjusted at 7 kg check at 0.5 / 1.0 / 1.5 / 1.75 mt
deflection of plunger checked :
at 7 kg --- 10 +2mm / --0 mm
Actual performance of pantograph :
raising time and lowering time

min. air pressure for complete extension --- 4.5 kg/cm 2

air pressure when panto starts lowering ---- 3 to 3.5 kg/cm 2

Pantograph defects :
1. broken / defective spring box, pins etc. :- two spring boxes keep panto
in balanced position and gives required contact pressure on contact wire. If
spring boxes or any of its part broken / defective / removed, panto will lose its
equilibrium and becomes tilted and may hit with any cantilever part and may
be broken.
2. upper frame tube :- on defective / broken upper frame tube , panto pan
tilts and entangles with OHE.

3. defect in positioning link :- if defective, panto pan reverses down in its

position, under parts of panto pan like rod, spring box etc. will go upside and
entangles with OHE.
4. broken insulator :- panto tilts and entangles with OHE.
5. broken / defective yoke :- equilibrium is lost and may entangle with OHE.
6. breakage of steady link :- due to poor quality of welding.
7. missing pins and fasteners :8. cracks in mechanical parts :- plunger, balancing rod and articulation rod
etc. LDPT should be done on critical components like plungers, pins to detect
cracks.
9. improper leveling of panto pan :10.
longitudinal tubes getting broken :_ because of rusting due to
seepage of water.
11.
grease pan modification :12.
improper static force on OHE :CHECKS AFTER PANTO ENTANGLEMENT: Even after ensuring all precautionary items, pantograph entanglement may
occur. In such cases, it is necessary to quickly check the following items pertaining
to the OHE and pantograph. This should be done without causing any delay in the
restoration work.
MEASUREMENTS
The measurements so recorded should tally with the measurements in the
structure erection drawing for entanglement locations (marked on OHE mast). It
should also be checked whether steady arm holding contact wire is freely moving
vertically or not.
LOCATION OF HIT MARKS:Search for hit marks in steady arm and the registration arm tube, PG clamp,
droppers, contact wires, dropper clips, splice and jumpers. Any hit mark observe in
this locations should be noted.
CONDITION OF CRACKED OHE FITTINS:Such as clamps, suspension brackets and contact wire should be checked to
record whether the cracks are fresh or old.
PANTOGRAPH WEARING STRIP :Pantograph wearing strip should be properly fastened with panto pan. There
should no bent strip or deep grooves. Strip joints must be smooth. The grease
plates should properly fastened.
AVAILABILITY OF SPLIT PINS :Check availability split pins in pantograph assembly.
BROKEN COMPONENTS OF PANTOGRAPH :The broken parts of pantograph should be inspected to check whether cracks
are fresh or old.
MEASUREMENT OF PANTOGRAPH:Measurement of intact pantograph should be A=520, B=1800, C=300 and D
=380 as shown in fig.
All dimensions are in mm.
PREPARATION OF JOINT REPORT

As soon as OHE breakdown or Panto entanglement case occurs, driver and

guard of the train shall report to TPC/SCOR the first hand information of site
condition along with the actual location of the breakdown within 15 through
emergency field telephone, gate or station whichever is nearer.
TPC on duty shall alert OHE breakdown supervisors from the both ends of
breakdown site immediately. The tower wagon with gang shall be ready
within 30 by night after message by TPC.
In case of OHE breakdown or panto entanglement, tower wagon shall be
treated as breakdown vehicle and shall be given priority over other
movements so as to reach at breakdown site within shortest possible time.
Driver of the affected train shall lower the damaged pantograph immediately
and raise the front panto only once. In case of tripping of OHE on raising the
front panto, he shall not raise it again unless instructed to do so by
TPC/TLC/LI/TRD inspector at sire.
Driver or any other railway staff shall not go on the roof of Electric loco
without ensuring that OHE has been made dead and earthed on both sides of
locomotive by OHE staff in accordance with the procedure laid down in ACTM
for power blocks.
In the affected block section no electric locomotive shall be allowed to enter
from rear of the affected portion. The rear of the affected portion shall be
treated as unsafe for electric traction till it is certified fit by TRD supervisor at
site.
Preferably diesel engine shall be given as assisting engine, in case diesel
engine is not available and OHE is holding, AC locomotive can be given as
assisting engine. However, in both cases, assisting engine shall be given from
front side to pull the train into next station.
TLC will also inform to Sr.DEE(TRS) about the incident and will arrange to
send LI immediately to the site preferably along with tower wagon for joint
measurements. Joint measurements of electric loco & OHE shall be recorded
by TRD & TRO/TRS supervisors as per annexure 9.02 & 9.03 or 8.02, 8.03
mentioned in ACTM para no.30917. The sketch and joint OHE measurements
of the affected portion shall be done before starting OHE restoration work.
The OHE measurements in rear to the location of panto entanglement for 5 to
6 locations hall also be recorded. In case, the culprit locations is noticed in
some other block section, the OHE measurement of 5 to 6 locations in rear to
this culprit location shall also be recorded.
As soon as the joint sketch & joint measurements of affected portion are
recorded, the OHE shall be restored quickly by TRD staff and traffic allowed
after imposing a temporary speed restriction, if necessary, OHE shall be
made permanently fit subsequently.
Damaged engine shall be detached at a suitable station for joint inspection
by TRD and TRS/TRO supervisors.
Complete joint report shall be sent Sr.DEE(TRD) & Sr.DEE(TRS) for further
action.

Format:
PANTOGRAPH ITEMS OF CHECK
Sr.No.

OBSERVATION
ITEMS OF CHECK

1
1

2
Wearing strips Fastening

Grease Plate

Bow Plunger

Panto Pan
(Transverse flexibility of panto pan
by pulling transversely at middle of
cross member with 50 kg force.
Displacement of the pan at the
middle cross member should not
exceed 36 + 5mm.
Positioning link

6
7

Split pins
Pantograph frame

Broken cracked fitting

STANDARD
3
1) Proper Fastening
2) No loose fastener
3) No bend strips
4) No deep grooves
5) Smooth strip Joints
6) No hindrance to smooth riding of contact
wire on pan
1)
2)
1)
2)
1)
2)
3)

Properly fastened
Standard design
Free sliding while pressing.
Availability of all split pins
Horizontal (Check it with spirit level)
Free vertical movement
Transverse flexibility of pan

1)
2)
3)
All
1)
2)
1)
2)

No bend
No crack
No dislocation from fixing pivots
splits intact
No signs of bending
No cracks on spring
No old crack
No fresh crack

Panto Pan Measurement

A
A
D
C

ACTUAL

AM-12
520
1800
300
380

ABCD-

Panto Type A
B
C
D
AM-12
520 1800 300 380
AM-18
632 2032 306 384

OHE ITEMS OF CHECK

AM-18
632
2032
306
384

Sr.No.

OBSERVATION

1
2
3
4
5
6
7
8
9
10
11
12

ITEMS OF CHECK

ACTUAL
STANDARD

Contact wire height main line

Contact wire height - turn out/cross
over
Contact wire stagger- main line
(Tangent / Curve track)
Contact wire stagger-turn out/cross
over
Steady arm length of contact wire
- main line
- turn out / cross over
Register tube
Register arm dropper clip
Track separation at obligatory point

4.8 M to (5.60 + 0.02)M

50 mm above main line

Position at which horn of pantograph

jumped over contact wire
Vertical height of steady arm contact
clamp from register arm

Should not jump

Steady arm, Register arm tube, PG

clamp, dropper, contact wire, dropper
clip splices, jumper
Steady arm vertical movement

No hitting mark, looseness, breakage

or crack

LOCO
Representative

LOCO(OP)
Representative

Push off 200/300 mm

Pull off 200/ 300 mm
300 mm (max.)
0.75 M, 0.95
1.35 M
Horizontal
No displacement
150 700 mm

0.25 M 0.3 M

Free movement

OHE
Representative

PANTOGRAPH OHE ENTANGELMENT

(TC 19)
1.0

INTRODUCTION

1.1

Entanglement of pantograph with OHE normally takes place due to

mechanical problems either in the OHE or with the pantograph. Entanglement
can also takes place during an accident. Recently, a number of cases of panto
entanglement have been reported by Railways. A study was undertaken by
RDSO to analyse them and suggest measures to avoid their recurrence.

2.0

EQUIPMENT

2.1

The majority of pantographs presently in use on 25 KV AC Electric

Locomotives, EMUs are of Faiveley type AM12 or simialr design. A limited
number of Faively type LV2600 and AM92, and SMC type BR23LE/WBL85 are
also in use. The Faiveley design of pantographs have a single collector bow
while the SMC and Secheron pantographs have two bow design with
independent suspension.

2..2

The present 25KV AC OHE system on Indian Railways with 65 mm sq. catnery
and 107 mm sq. hard-drawn grooved contact wire is simple polygonal type
regulated OHE with 1000 KgF tension for catnery and 1000 KgF tension for
contact wire. The stager of the contact wire on streight tracks in 200 mm and
on curves, it is 300 mm. The mid span sag for 72 meter span is 50mm. On
trunk routes for high speed operation, the mid span sag provided is 100 mm.

2..3

The pantograph is subjected to shock and vibration transferred to it due to

movement of the vehicle on whcih it is mounted. The factors which contribute
to these shocks and vibrations on these pantographs are:
1. Interaction between the rail and the wheel and
2. Between loco body and bogie.
Further, the pantograph is also subjected to air drag on the bow assembly.
The design of the pantograph is such as to cater to the above .

3.0

ANALYSIS OF PANTOGRAPH OHE ENTANGLEMENT

3.1

It has been observed that the entanglement of the pantograph with the OHE
is due to mechanical problems on either of these equipments. Study of the
Panto entanglement carried out reveals that loosening breakage of
components of the pantographs results in OHE entanglement. The
pantograph components which are likely to cause the entanlgements are:-

Fixing bolts of the current collector strip loosening.

Fixing studs projecting above the current collector strip.
Plunger sticking/broken.
Longitudinal tube breakage.
Top mounting assembly breakage.
Use of improper design of grease pan.

10

3.2

The probable reasons for the loosening/breakage of pantograph components

are inadequate maintenance, delay/not carrying out timely lubrication of
moving components, use of improper lubricant, water entry in the
longitudinal tube etc. The remedial measures for these have been advised to
sheds and shops for compliance.

3.3

It has also been observed that on some of the Railways, grease pan as
designed by the original equipment manufacturer has been replaced by a
plate bolted below panto pan and extending on either side for carrying
grease. Usage of this plate results in increase in the upward force on the
panto pan particularly at higher speeds which may lead to the panto pan
hitting the stay arm. Railways have been advised to use the grease pan as
per the design of the original equipment manufacturer only and not adopt
any local modification on the same.

3.4

Cases of pantograph coming in the unwired section and extending beyond

maximum limit resulting in entanglement have also been reported. Provision
of stopper arrangement to prevent the pantograph extending beyond
maximum limit has already been introduced vide RDSO modification sheet
No. WAM4/150 dated 21.05.86.

4.0

REMEDIAL MEASURES ADOPTED

The remedial measures adopted for ensuring satisfactory performance of the
pantograph in service and avoid entanglement with the OHE are detailed as
under:-

41

SMI No. RDSO/ELRS/SMI/192 dated 12.06.97 Covering general

maintenance check to be carried out on the pantograph. These instructions
cover proper balancing of the pantograph, checking correctness of the
horizontality of the pan, checking the current collector strip material/profile
and fixation etc.

4.2

Modification Sheet No. WAG5/29 dated 9.3.98 for provision of a rubber

bush inside the open end of the longitudinal tube to prevent seepage of water
entry into the tube resulting in rusting and consequent breakage.

4.3

SMI No. RDSO ELRS/SMI/198 dated 24.3.1998 giving lubrication

schedule for critical components of the pantograph such as plunger box,
servo motor throttle valve, articulation system etc. Lubricants to be used and
periodicity of lubrication so as to arrest cracks and sometimes breakage of
the components.

4.4

SMI No. RDSO/ELRS/SMI/201 dtd. 29.04.1998 giving details of the

Grease Pan to be used with the pantograph.

5.0

CONCLUSION

11

With the implementation of the above remedial measures, instances of

pantograph OHE entanglement are expected to be minimised.

12

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