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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. SNCF TESTS AT VERY HIGH SPEED (SINGLE-PHASE TRACTION CURRENT)</title>
      <link>https://trid.trb.org/View/14959</link>
      <description><![CDATA[Since 1954, the SNCF have carried out tests on 25 kV - 50 Hz electrified lines at speeds varying between 169 and 230 km;h, the purpose of which is 1) to improve rolling stock (locomotives - passenger coaches) and fixed installations (overhead contact system, track and signalling equipment), 2) to determine maintenance and operating methods suitable for high-speed running.  The first test-runs showed that the effect of speed on the performance of the rolling stock and overhead contact system raised new and difficult problems regarding satisfactory current collection at all the speeds examined.  Moreover, it was feared that, above a certain speed, the uplift and oscillations of the overhead contact system might cause the pantograph to foul the registration equipment at the supports.  Consequently, it was essential to carry out tests in order to examine the behaviour of the overhead contact system and the pantograph at high speeds, to define the limits of certain parameters (especially the aerodynamic upward force of the pantograph) and to determine the most suitable characteristics of the overhead contact system for high-speed running.  The present report gives the results of tests on the dynamic behaviour of the pantograph and the overhead contact system, carried out on the Colmer-Mulhouse line, in November 1961.]]></description>
      <pubDate>Mon, 14 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14959</guid>
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    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. STATIC TESTS CARRIED OUT BY THE SNCF (SINGLE-PHASE A.C. ELECTRIFICATION)</title>
      <link>https://trid.trb.org/View/15205</link>
      <description><![CDATA[In the context of ORE studies of overhead contact systems at high speeds, the SNCF carried out tests to determine the influence of various parameters on the fundamental characteristics of the contact system.  In particular the influence of the following parameters has been examined: span length, conductor tensions, length and tension of stitch wires, spacing of droppers, contact wire sag, contact wire stagger, and system height (encumbrance).  The maximum compliance is proportional to the span length and inversely proportional to the total conductor tensions.  Considering the contact wire uplift relative to the horizontal plane between supports it appears that, with an upward force of 10 kp and a sag equivalent to 1/1000 of the span length, the different points of contact are more or less in a horizontal plane and this corresponds to an effective compliance factor of very nearly unity (see 1.3.3.1).  The presence of a stitch wire increases minimum compliance to a variable extent depending on the length of the stitch.  The different types of dropper configuration only have an effect in so far as the distance between adjacent droppers is increased.  The frequency of oscillation is inversely proportional to the span length and proportional to the square root of the sum of conductor tensions.  It is not influenced by the  contact wire sag but it is slightly affected by the type of dropper arrangement and by the stitch wire.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15205</guid>
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    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. STATIC TESTS OF THE FS</title>
      <link>https://trid.trb.org/View/14957</link>
      <description><![CDATA[During 1965, the FS carried out tests with their improved conventional type of overhead contact system to determine various static characteristics.  The effect of varying the following parameters within the stated limits in the text was examined: span length; dropper configuration; contact wire sag.  The compliance, natural frequency and impluse propagation velocity were determined for each solution tested and these formed the basis for evaluating the various factors examined.  In general, it was found that compliance at the middle of the span (max.) is proportional to span length and is not affected by contact wire sag or non-uniform droppering.  Increasing the dropper spacing in the neighbourhood of the mast does, however, decrease the stiffness of the system near the suspension points.  Natural frequency is inversely proportional to span length and is not affected by contact wire sag although non-uniform droppering does affect it.  Impulse propagation velocity was found to be very close to the theoretical value.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14957</guid>
    </item>
    <item>
      <title>BEHAVIOR OF PANTOGRAPHS AND THE OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. HIGH-SPEED TESTS CONDUCTED BY THE SNCF ON 1.5 KV DC SYSTEMS</title>
      <link>https://trid.trb.org/View/14958</link>
      <description><![CDATA[This report describes the tests carried out by the SNCF on the Vierzon - Les Aubrais and Paris - Bordeaux 150C-V electrified lines the layout of which are given in Appendices 1 and 2 respectively.  The chief object of the tests was to study the dynamic behaviour of the overhead system, particularly resonance, under the effect of high-speed traffic, and to devise ways of minimizing adverse effects.  Two types of pantograph were used.  The overhead system on the test section was of the usual compound type, but certain modifications had been made to it for experimental purposes (pre-sag of the contact wires, special spacing of the droppers, special droppers).  It was found that by damping the pantograph the resonance oscillations were considerably reduced, and that a marked improvement was obtained by means of the pre-sag of the contact wires.  On the other hand, the modifying of the dropper-spacing - although improving the elasticity of the overhead system - did not have any marked effect on current-collection quality.  Various modifications of the overhead system have been recommended with a view to commercial speeds of 200 km/hr.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14958</guid>
    </item>
    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 169 KM/H. DB TESTS IN NIRM AND EILENDORF TUNNELS</title>
      <link>https://trid.trb.org/View/14960</link>
      <description><![CDATA[This report contains details of tests carried out on the lines of the DB between Cologne and Aachen during July 1967. The primary object of the tests was to investigate, at speeds up to 200 km/h, the aerodynamic effects on the pantograph and contact system of entry into tunnels, and when passing other trains both inside and outside tunnels. The pantographs used and the overhead contact system in the test section are described.  Measurements were made on the test-train of the pantograph trajectory and aerodynamic upward force on the pantograph, and a cine camera was used to record the vertical movements of the contact system at various locations.  The effects of varying different parameters are discussed - speed, length of tunnel, type of pantograph.  Instances of loss of contact are also examined.  The general conclusion is that no detrimental effects result from the entry into a tunnel at high speed, or the passing of two trains in a tunnel, as far as current collection is concerned.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14960</guid>
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    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. TUNNEL TESTS CARRIED OUT ON THE FS</title>
      <link>https://trid.trb.org/View/14961</link>
      <description><![CDATA[In 1967 the FS conducted tests aimed at assessing the effects arising during tunnel entry and passing of two trains within a tunnel at speeds up to 200 km/h.  Factors measured were quality of current collection, aerodynamic upward contact force and air pressures on the windows.  The tunnel used for the tests had the following measurements length 5,366 m, cross section 48.15 sq m, distance between track centres 3.55 m.  Results showed that, up to the maximum speeds reached during tests, i.e. 200 km/h on entry and 360 km/h (relative) during passing, no phenomena occurred to endanger window or passenger safety.  The main effect of the tunnel was to impart a sudden and appreciable increase in the aerodynamic upward force (approximately 38% to 24% for test speeds from 170 to 200 km/h); however, neither tunnel entry nor train passing were shown to have any noticeable effect on current collection.  Finally, results of the tests proved that runs of up to 200 km/h in very long tunnels presented no major problems.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14961</guid>
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    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND THE OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. THEORETICAL INVESTIGATIONS AND EXPERIMENTAL TESTS BY BR (STATIC BEHAVIOUR)</title>
      <link>https://trid.trb.org/View/14962</link>
      <description><![CDATA[BR have carried out a programme to develop methods for theoretical analysis of the static behaviour of the overhead contact system.  Methods have been obtained, and computer programmes written, for calculation of static geometry and of static uplift characteristics.  The results obtained are compared with those obtained from measurements made on test equipment.  The report also contains a theoretical analysis of the oscillations of the overhead contact system and the results of this study are compared with experimental results.  The way in which these results can be used in analysing the dynamic performance of the current collection system is considered, and finally an indication is given of the way in which BR are developing more complete theoretical methods for this dynamic analysis.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14962</guid>
    </item>
    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND THE OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. THEORETICAL STUDIES AND TENTATIVE TESTS CONDUCTED BY BR (DYNAMIC BEHAVIOUR)</title>
      <link>https://trid.trb.org/View/14963</link>
      <description><![CDATA[BR has conducted tests in order to develop a method leading to a better knowledge of the behaviour of the overhead equipment at high speeds and enabling the parameters, playing a predominant part in the physical system, to be represented in a convenient way.  The method which has been used in the studies is the method of the finite difference of Abbott of the Royal Aircraft Establishment.  The mathematical model has been developed so as to represent simple catenary equipment and the solution of the equations is performed at short, consecutive time intervals, using a computer,  The validity of the results obtained from the mathematical model was checked by comparision with the results obtained from the line tests.  Though there are numerous other variations of the parameters which could form the subject of detailed studies, it has been possible to draw useful conclusions and to compile recommendations from the study described in this report.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14963</guid>
    </item>
    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND THE OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. COMPARISON AND ANALYSIS OF TEST RESULTS. RECOMMENDATIONS CONCERNING THE DESIGN OF PANTOGRAPHS AND OVERHEAD EQUIPMENT</title>
      <link>https://trid.trb.org/View/14964</link>
      <description><![CDATA[The present report forms the Final Report for Question A 84. The first part gives a survey of the studies and tests carried out on behalf of the A 84 Specialists Committee and described in the ten previous reports.  A comparison is then made between the different types of pantographs and overhead equipment examined.  This is followed by: a) a comparison and analysis of the test results and b) by the results of theoretical studies and experimental tests by BR.  The conclusions take into account all the studies made by the A 84 Specialists Committee concerning the design of pantographs and overhead equipment for all the systems examined.  Finally, recommendations are given concerning pantograph and overhaed equipment designs and also some proposals for future studies.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14964</guid>
    </item>
    <item>
      <title>BEHAVIOUR OF PANTOGRAPHS AND OVERHEAD EQUIPMENT AT SPEEDS HIGHER THAN 160 KM/H. TEST RUNS ON THE FS WITH MORE THAN ONE PANTOGRAPH</title>
      <link>https://trid.trb.org/View/14956</link>
      <description><![CDATA[The general and extensive investigations carried out by ORE Specialist Committee A 3 in the field of pantographs and overhead contact systems have been continued by Specialist Committee A 84.  The investigations of this Committee are more limited, however, and have been focussed exclusively on the case of electric traction at speeds exceeding 160 km/h.  The present report describes the results obtained during high-speed test runs carried out on a line of the FS network.  The runs were conducted with one pantograph raised or with two pantographs raised, and with different pantograph spacings.  The overhead contact system of the test line was composed of sections comprising a total of nine overhead contact system variants, each with different constructional characteristics.  The pantograph and contact wire movements were measured and also the contact quality (contact losses).  The influences of passing trains travelling at high speed was also examined.  The results show that, in the case of the FS, no difficulty is anticipated for traction up to speeds of 200 km/h, when using a suitably-improved conventional type of overhead contact system or even when using two raised pantographs of the most modern FS type with appropriate pantograph spacing.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14956</guid>
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