579 Sentences With "pantograph" | Random Sentence Generator

It's probably not practical for private vehicles — who wants a pantograph mounted to their roof?

She is Editor-in-Chief of The Pantograph Punch and Contributing Editor for Design Assembly.

And it was nice to see the PANTOGRAPH, which can also be a very neat crafting tool.

Hybrid trucks specially fitted with a device called a 'pantograph power collector' can drive underneath the lines and tap into the power.

The layout and size are fine, but its pantograph keys are really mushy and unresponsive and just don't feel good to type on.

Today, computers — hyper-precise digital counterparts to the pantograph — can three-dimensionally scan a complete model and then carve marble to match, but the result can be as inexpressive as its maker.

Critic Madeleine Holden points out, in a 2013 post on the website The Pantograph Punch, that Wayne stands out among his fellow rappers, even those who also rap about eating pussy, for his passion and equanimity.

This unfortunate condition is emphasized by the fact that, as Chloe Geoghegan points out in a review for The Pantograph Punch, six New Perspectives artists also appear in The Tomorrow People—some with the same works.

With a pantograph — a centuries-old tool composed of pointers connected by an accordion arm — Hayato Cervietti painstakingly transferred pencil-mark locations on a plaster model of a standing nude to the marble sculpture taking shape.

The locomotive's pantograph placement is unusual in not being equidistant from the locomotive ends. The contact shoe centre of the front pantograph is from the longitudinal centre of the locomotive, while that of the rear pantograph is from the longitudinal centre.

Although he is typically not credited with the invention of the pantograph, his early design is superior to the pantograph invented by Christoph Scheiner.

The locomotive's pantograph placement is unusual in not being equidistant from the locomotive ends. The contact shoe centre of the no. 1 end pantograph is from the longitudinal centre of the locomotive, while that of the no. 2 end pantograph is from the centre.

The locomotive's pantograph placement is unusual in not being equidistant from the locomotive ends. The contact shoe centre of the no. 1 end pantograph is from the longitudinal centre of the locomotive, while that of the no. 2 end pantograph is from the longitudinal centre.

As on the Class 7E, the locomotive's pantograph contact shoe centres are directly above the bogie pivot centres to reduce the possibility of pantograph hookups on catenary in sharp curves, such as in turnouts, as a result of sideways movement of the pantograph in relation to the overhead wire.

The most common type of pantograph today is the so-called half-pantograph (sometimes 'Z'-shaped), which evolved to provide a more compact and responsive single-arm design at high speeds as trains got faster. Louis Faiveley invented this type of pantograph in 1955.Louis Faiveley, Current Collecting Device, , granted May 3, 1960. The half-pantograph can be seen in use on everything from very fast trains (such as the TGV) to low-speed urban tram systems.

The Class 7E was the first SAR electric locomotive on which the pantograph contact shoe centres were located directly above the bogie pivot centres. This reduces the risk of pantograph hookups on catenary in sharp curves such as in turnouts as a result of sideways movement of the pantograph in relation to the overhead wire.

The choice of which pantograph to use can be left up to the locomotive by the driver, which would automatically use the back pantograph in the direction of travel, or, in double heading, where two locomotives are coupled, it would be the front pantograph on the front locomotive, and the back pantograph on the back locomotive. Otherwise the driver, using a switch located on the battery control table in driver's cab 1, may raise one or the other, or both together. This is primarily an advantage during shunting/switching operation, where otherwise the change from one driver's cab to the other would mean the automatic switching from one pantograph to the other. In cases where the pantograph is being switched, the unit that was in the down position is lifted first, and once it is successfully pushed up against the contact wire, the pantograph that was in service is lowered.

These continued to be used until around 1980 when they were all removed. The highreach pantograph formed the basis of the BR/Brecknell Willis high speed pantograph which was a joint development between Brecknell Willis and the British Rail Research Division during the late 1970s. Today the highreach pantograph is used extensively in UK and around the world.

In 1886, Eduard Selling patented a prize-winning calculating machine based on the pantograph, although it was not commercially successful. In many cartoons, the bird in a cuckoo clock is depicted as extending on a pantograph mechanism, although this is seldom the case in actual clocks. Expanding fences or trellises use folding pantograph mechanisms, for ease of transport and storage. Longarm quilting machine operators may trace a pantograph, paper pattern, with a laser pointer to stitch a custom pattern onto the quilt.

When there was no compressed air in the unit's system to raise a pantograph to start up, a pantograph hook stick was used to manually raise the pantograph. This started the high voltage motor which drove the auxiliary alternator to supply 110 V power to start the compressor and power other control circuits. Once there was enough main air pressure to keep the pantograph in the raised position, the pantograph hook stick could be removed.Operation - South African Classes 6E, 6E1, 16E, 17E and 18E The unit was controlled via resistors over which the voltage was dropped in a configuration of series and parallel electrical circuits.

When there was no compressed air in the unit's system to raise a pantograph to start up, a pantograph hook stick was used to manually raise the pantograph. This started the high voltage motor which drove the auxiliary alternator to supply 110 V power to start the compressor and power other control circuits. Once there was enough main air pressure to keep the pantograph in the raised position, the pantograph hook stick could be removed.Operation – South African Classes 6E, 6E1, 16E, 17E and 18E The unit was controlled via resistors over which the voltage was dropped in a configuration of series and parallel electrical circuits.

Pantograph mirror Perhaps the pantograph that is most familiar to the general public is the extension arm of an adjustable wall-mounted mirror. In another application similar to drafting, the pantograph is incorporated into a pantograph engraving machine with a revolving cutter instead of a pen, and a tray at the pointer end to fix precut lettered plates (referred to as 'copy'), which the pointer follows and thus the cutter, via the pantograph, reproduces the 'copy' at a ratio to which the pantograph arms have been set. The typical range of ratio is Maximum 1:1 Minimum 50:1 (reduction) In this way machinists can neatly and accurately engrave numbers and letters onto a part. Pantographs are no longer commonly used in modern engraving, with computerized laser and rotary engraving taking favor.

Note the small DC pantograph between the two larger AC pantographs.

The Class 71 pantograph for overhead current collection was dispensed with.

For this reason, it was not only necessary to modify the catenary to increase the travelling wave speed, but also to fine-tune the pantograph itself. The pantograph used on 325 was the stock Faiveley GPU. The wiper assembly on this pantograph weighs under 8 kg (18 lb) and is mounted on a vertical shock absorber with 150 mm (6 in) travel. The main structure of the pantograph is constructed of cylindrical tubing, which (Faiveley claims) reduces the pantograph's sensitivity to random variations in environmental factors.

250px The Brecknell Willis Low Height Pantograph is one of the four standard pantographs in use on British railway locomotives and multiple units and is a development of the standard Brecknell Willis High Speed pantograph. The Low Height pantograph is suitable for speeds up to . It has a small aerofoil mounted on the knuckle joint between the upper and lower arms.

Sheffield Supertram Siemens-Duewag Supertram Manchester Metrolink AnsaldoBreda T-68 The Brecknell Willis high reach pantograph is one of the four standard pantographs in use on British railway locomotives and multiple units. In 1973 the small West Country firm of Brecknell Willis patented a very compact and ingenious design of single arm pantograph. This was a development of an idea from Doug Dixon, a consultant designer to BW & Co. The pantograph was primarily designed as a lightweight rapid transit pantograph where its compact size when folded, combined with its ability to reach up to high wire height, resulted in it being christened the 'Highreach pantograph'. It was first used on the Seaton Tramway.

Drafting pantograph in use Pantograph used for scaling a picture. The red shape is traced and enlarged. Pantograph 3d rendering A pantograph (Greek roots παντ- "all, every" and γραφ- "to write", from their original use for copying writing) is a mechanical linkage connected in a manner based on parallelograms so that the movement of one pen, in tracing an image, produces identical movements in a second pen. If a line drawing is traced by the first point, an identical, enlarged, or miniaturized copy will be drawn by a pen fixed to the other.

The detection of the small current drawn holds the signal at danger while the pantograph remains in contact with the overhead wire. This current is very audible as it manifests itself as a distinct "zzzZT" noise as an arc is struck and subsequently extinguished as the pantograph lowers. This prevents the driver from powering into the tunnel with the pantograph raised which would cause damage to the train as the pantograph ran off the end of the overhead line and struck the tunnel portal. On journeys from Moorgate traction power is maintained into Drayton Park for the rising gradient.

Both were based on the PS200 type used on the 0 Series Shinkansen trains, but the pantograph on car 951-1 was designated PS9010K, and that on car 951-2 was designated PS-1010A. Normally, only the pantograph on car 951-2 was used.

Vertical line through the centre of the board. Pantograph may be raised after passing this board.

The driver must manually lower and then raise the pantograph during the transition between catenary systems.

To reduce flange and rail wear, the bogies of both series of the Class 7E2 have a shorter wheelbase than the Class 7E, instead of . As on the Class 7E, the locomotive's pantograph contact shoe centres are directly above the bogie pivot centres. The reason is to reduce the possibility of pantograph hookups on catenary in sharp curves, such as in turnouts, as a result of sideways movement of the pantograph in relation to the overhead wire.

One horizontal line across the centre of the board. Pantograph must be down when this board is passed.

If the milling head was mounted on a pantograph, a duplicate part could be cut (and at various scales of magnification besides 1:1) simply by tracing a template. (The template itself was usually made by a tool and die maker using toolroom methods, including milling via dialing followed by hand sculpting with files and/or die grinder points.) This was essentially the same concept as reproducing documents with a pen-equipped pantograph, but applied to the machining of hard materials such as metal, wood, or plastic. Pantograph routing, which is conceptually identical to pantograph milling, also exists (as does CNC routing). The Blanchard lathe, a copying lathe developed by Thomas Blanchard, used the same essential concept.

They could also be seen on some suburban freight services. L class locomotives were equipped with two pantographs. The VR issued instructions for both pantographs to be raised in winter months, with the first pantograph serving to knock ice off the overhead catenary and ensure good contact for the second pantograph.

To prevent arcing, power must be switched off before reaching the gap and usually the pantograph would be lowered.

The end cars are each equipped with one PT-4805-A scissors-type pantograph recycled from withdrawn rolling stock.

Three ex-Pantograph cars survive as illuminated cars: No. 174 is recognisable as the trailer (renumbered 734) to the illuminated Western Train, which received a £278,000 Heritage Lottery Fund grant for restoration in 2006 and is part of the heritage fleet. No. 170 formed the basis for the illuminated Frigate (renumbered 736) in 1965 and still resembled a Pantograph car from the back end, until it was rebuilt again in 2004, altering its appearance and removing the last remnants of its Pantograph car shape.

There are not always two pantographs on an Electrical Multiple Unit, but in cases where there are the other one can be used if one is damaged; an example of this situation would be a British Rail Class 390. The rear pantograph in relation to the direction of travel is often used as to avoid damaging both pantographs in case of entanglements: if the front pantograph was used, debris from an entanglement could cause damage to the rear pantograph, rendering both pantographs and the vehicle inoperable.

The (asymmetrical) 'Z'-shaped pantograph of the electrical pickup on the Berlin Straßenbahn. This pantograph uses a single-arm design The electric transmission system for modern electric rail systems consists of an upper, weight-carrying wire (known as a catenary) from which is suspended a contact wire. The pantograph is spring-loaded and pushes a contact shoe up against the underside of the contact wire to draw the current needed to run the train. The steel rails of the tracks act as the electrical return.

The openings in these gates are too large to meet modern baby gate safety standards. Herman Hollerith's "Keyboard punch" used for the 1890 U.S. Census was a pantograph design and sometimes referred to as "The Pantograph Punch". An early 19th- century device employing this mechanism is the polygraph, which produces a duplicate of a letter as the original is written. In churches in many countries (generally before modern animal welfare), dog whippers used 'dog tongs' with a pantograph mechanism to control dogs at a distance.

The two major styles of quilting typically done by longarm quilting machines are pantograph designs, including "edge-to-edge" and custom work. Longarm machines can also come equipped with computers that will create a pantograph style design on the quilt top with the quilter resetting the needle for every section of the design.

If the opposite line is de-energized, this voltage transient may trip supply breakers. If the line is under maintenance, injury may occur as the catenary is suddenly energized. Even if the catenary is properly grounded o protect the personnel, the arc generated across the pantograph can damage the pantograph, the catenary insulator or both.

Pantograph 1 is connected directly through the roof to the main control switch in the engine room; pantograph 2 is connected via a cable splice running along the side wall of the engine room to the main switch. The contact shoes are outfitted with a monitoring system in case of contact shoe breakage. Inside of the contact shoe, which is made of graphite, runs an air channel, which is overpressurised. In case of breakage, the air escapes, causing the pantograph to automatically retract, preventing possible damage to the overhead contact wire.

New Haven EP-1 020, circa 1907. Note the small DC pantograph between the two larger AC pantographs In the United States private companies undertook electrification independently, resulting in divergent systems. Thus the New Haven EP-1 had to support three separate electrification systems: 660 V DC via third rail, 660 V via pantograph, and 11 kV 25 Hz AC via pantograph; in order to make a journey from the New York Central Railroad's Grand Central Terminal in New York City to its own station in Stamford, Connecticut. Multi- system operation continues to present day.

A pantograph with a Studio Light A pantograph is a commonly used overhead suspension system for lamps and audio and video monitors in television studios. It is also used on a smaller scale in many photography studios. Using either motor driven cables or a spring system, the pantograph can be balanced so that a light touch can readjust the height of the load (usually a lamp). The system usually works through a series of connected diagonals that can be compressed or extended to adjust the height of the rig.

Hollerith's Keyboard (pantograph) Punch. This photo is staged; the keyboard layout is for the Farm card (leftmost column is labeled "Kind of Farm") of an Agricultural Census while the paper under the punch shows the layout of the 1890 Population Census card (the actual 1890 census cards had no printing). Census worker with Hollerith pantograph punch. (Truesdell, 1965, p.

Current collection from trolley wire is done via pantograph. Construction of bogies used for T6A5 is based on North American PCC standard.

The device which maintains electrical contact with the contact wire and transfers power from the wire to the traction unit, used in electric locomotives and trams, is also called a "pantograph". Some types of trains on the New York City Subway use end pantograph gates (which, to avoid interference, compress under spring pressure around curves while the train is en route) to prevent passengers on station platforms from falling into or riding in the gaps between the cars. Some commercial vehicles have windscreen wipers on pantographs to allow the blade to cover more of the windscreen on each wipe. Old-style 'baby gates' used a 2-dimensional pantograph mechanism (in a similar style to pantograph gates on subway cars) as a means of keeping toddlers away from stairways.

Although the majority of the route is 25 kV AC overhead line equipment, the Northern City Line route between Moorgate and is third rail 750 V DC, formerly part of the London Underground's Northern line, and although built to full loading gauge there is insufficient clearance to add catenary. Trains bound for Moorgate approach Drayton Park on a falling gradient, drawing power via the pantograph. After coming to a stand at the platform the driver opens the vacuum circuit breaker, lowers the pantograph and changes over to DC. Whilst at Drayton Park, the starting signal for the platform is held at danger until the pantograph is lowered. Unusually for dual voltage trains, on this stock and its replacement, the Class 717, a shunt resistor is permanently connected to the pantograph.

The trains are equipped with both pantograph and third-rail shoe. The trains cannot be connected for multiple running with the T1000 trains.

The quality of the void pantograph is usually quite good because it was produced on a press with a very high resolution, and, when only a small number of originals are to be printed, it can be a cost-effective solution; however, the advent of the digital printer has rapidly eroded this benefit. A second technology which complements and enhances the effectiveness of the void pantograph is the Verification Grid. This technology is visible on the original, usually as fine lines or symbols but when photocopied these lines and images disappear; the inverse reaction of the void pantograph.

Pantograph car No. 167 at the National Tramway Museum, Crich The Pantograph cars were 10 trams built in 1928 by English Electric in Preston. They were numbered 167–176. These cars were single-deckers and purchased at a cost of £2,000 (equivalent to £ in ), by Blackpool Corporation Tramways. They were designed for interurban use and have an American style appearance with 48 seats.

The electric current is conveyed by pantograph rather than the trolley poles used on the PCC trams. The current delivered is 600 V DC.

William Wallace Prof William Wallace LLD (23 September 176828 April 1843) was a Scottish mathematician and astronomer who invented the eidograph (an improved pantograph).

Two horizontal lines across the board, about one quarter and three-quarters of the way down it. Warns driver to lower the locomotive's pantograph.

The original use of the pantograph was for copying and scaling line drawings. Modern versions are sold as toys. File:Pantograph 2X.gif File:Pantograph etching mechanism.

CRH2C-2068 (formerly CRH2-068C) is a 350 km/h inspection train, equipped with track inspection, dynamics performance monitor and pantograph/catenary inspection devices.

The tramcars are powered by 600 V overhead wire with electricity transmitted to the tramcars by pantograph and a few vintage trams by trolley pole.

To test a low contact wire height in tunnels and underpasses, the contact wire between Otelfingen and Würenlos was laid only 4.8 meters above the rails over a distance of one kilometre. The pantograph (current collector) was usable for both directions of travel and could follow height differences of the overhead line even at high speeds. The lifting of the pantograph was done by compressed air.

The pantographs are raised using compressed air, which is provided at 5 bar () to the lifting cylinder. Raising the pantograph takes 5 seconds, while retraction takes 4 seconds. The contact shoe pushes against the contact wire with adjustable pressure of between . The driver controls the pantograph via a push button on the driver's desk (Up, Down, and Down + Sanding for emergency cases are the settings).

Contact between a pantograph and an overhead line is usually assured through a block of graphite. This material conducts electricity while working as a lubricant. As graphite is brittle, pieces can break off during operation. Bad pantographs can seize the overhead wire and tear it down, so there is a two-way influence whereby bad wires can damage the pantograph and bad pantographs can damage the wires.

As the train moves, the contact shoe slides along the wire and can set up standing waves in the wires which break the contact and degrade current collection. This means that on some systems adjacent pantographs are not permitted. Flexity Outlook LRV with its pantograph raised. Note the trolley pole in the rear, which provides compatibility with sections not yet upgraded for pantograph operation.

50 m of the contact wire between Schöna and Dolní Žleb carries no current. In this section of the line the driver lowers the pantograph and coasts through the neutral section while changing the locomotive's electrical setting. Afterwards, the pantograph is raised again. Until 1990, suburban trains operated to Schöna at approximate 60-minute intervals, starting in the late 1980s on the service from Meissen-Triebischtal.

LGVs are all electrified at 25 kV 50 Hz AC. Catenary wires are kept at a greater mechanical tension than normal lines because the pantograph causes oscillations in the wire, and the wave must travel faster than the train to avoid producing standing waves that would cause the wires to break. This was a problem when rail speed record attempts were made in 1990; tension had to be increased further still to accommodate train speeds of over . On LGVs only the rear pantograph is raised, avoiding amplification of the oscillations created by a front pantograph. The front power car is supplied by a cable along the roof of the train.

Besides the power supply by contact shoes, every unit is also equipped with a pantograph, as parts of the maintenance facilities are electrified with overhead lines.

Older streetcar models used by the TTC, like the ALRVs and CLRVs, receive their electricity by trolley pole. The older CLRV and ALRV streetcars have only a trolley pole. New Flexity Outlook streetcars are delivered with both a pantograph as well as a trolley pole. All streetcars in service had been using the trolley pole until September 12, 2017, when 509 Harbourfront became the first route to use the pantograph.

To prevent this, a pantograph monitoring station can be used. At sustained high speeds (above ) friction can cause the contact strip to become red hot, which in turn can cause excessive arcing and eventual failure. In the UK, the pantographs (Brecknell Willis, Stone Faiveley etc.) of vehicles are raised by air pressure, and the graphite contact "carbons" create an air gallery in the pantograph head which release the air if a graphite strip is lost, activating the automatic drop device and lowering the pantograph to prevent damage. Newer electric traction units may use more sophisticated methods which detect the disturbances caused by arcing at the point of contact when the graphite strips are damaged.

New Katni (NKJ) shed has added Overhead Equipment(OHE) monitors. Some WAG-7 units have A.C. cabs, SIV, MPFDCS, MPCS, Single arm pantograph, FDCS, Additional COC, Rear-view mirrors, STS, Daulat Ram's Roof-mounted DBRs, SI, Modified ceilings, Bucket seats, Waist-level headlamps, High-reach pantographs, Vigilance Control Device(VCD), Wireless Multiple Control, Vertical Dynamic Brake Resistor(DBR) and microprocessor control. Some units have their MU cables removed. One unit has SCHUNK pantograph.

An old tram with a bow collector built in 1907 still running in Ritten, South Tyrol, Italy A bow collector on a small electric locomotive A bow collector is one of the three main devices used on tramcars to transfer electric current from the wires above to the tram below. While once very common in continental Europe, it was replaced by the pantograph or the trolley pole, itself often later replaced by the pantograph.

Thus Jakob Illsung, Georg Stengel, and Joseph Monschein were distinguished theologians; Christopher Scheiner, professor of mathematics, invented the pantograph; while Paul Laymann, F. X. Schmalzgrueber, and Joseph Biner were jurists.

Re 456 in the Sihl valley (Sihltalbahn). Be 556 524 of the Uetlibergbahn. The offset overhead line and pantograph can be seen. Share of the Bahngesellschaft Zürich-Uetliberg, issued 25.

TerraSur uses the Spanish made EMU UTS-444 series RENFE, that hold the driver's cabin and the pantograph, with one RENFE 10000 Series passenger coach in the middle of each convoy.

Advancements in technology saw a thyristor chopper system fitted to the next batch of power cars, coded DJM. The chopper cars gave a smoother and quieter ride. The chopper cars can be distinguished from the earlier camshaft cars by a large open grille at the pantograph end of the power car, and by different hatch coverings over the driver's side of the power car. DJM 8123–8137 had even larger open grilles on the pantograph end.

A new one drops down and the old one rises up, allowing the pantograph to smoothly transfer from one to the other. The two wires do not touch (although the bow collector or pantograph is briefly in contact with both wires). In normal service, the two sections are electrically connected; depending on the system this might be an isolator, fixed contact or a Booster Transformer). The isolator allows the current to the section to be interrupted for maintenance.

The New Zealand AM class of electric multiple unit (EMU) was constructed for the electrification of Auckland's railway network. The class was introduced in 2014 with the first unit having arrived in September 2013. The units are classified AM (Auckland Metro), with the driving motor car with pantograph classified AMP, the middle trailer car AMT and the driving motor car without pantograph AMA. The trains are operated by Transdev Auckland for Auckland Transport under the AT Metro brand.

The device consists of two pens transmitting motion in five degrees of freedom through four interlinked mechanisms: #A horizontal pantograph maintains identical planar (X and Y axis) movement, with two degrees of freedom #An angled pantograph descending from the bridge maintains identical vertical (Z axis) movement #A torsion beam maintains identical pen fore-and-aft tilt #A parallel linkage maintains identical pen side-to-side tilt In addition, a vertical suspension spring balances the weight of the moving parts.

Construction was completed in 1925. Car No. 400, an all-steel model with a closed body and the first on the SDERy to feature a pantograph-type current collector, was delivered in December 1923. All 50 pantograph-equipped cars would eventually have trolley poles installed at each end due to the pantographs' poor performance. By 1930 buses began to replace street cars from Ocean Beach to La Jolla, and 222 new buses were added to the fleet.

The 117 series uses the standard PS16 pantograph, however for resistance to the effects of cold weather conditions and snow encountered when running on the Kosei Line, the PS16J variant is used.

The instrument for double writing was one of the first attempts of Petty to make money with an invention. Already early in 1603, a Bavarian Jesuit priest, Christoph Scheiner (1573-1650) had invented a pantograph, a mechanical instrument, in which a pencil was connected to a stylus by means of a parallelogram. The pantograph was intended to create a copy of an image. Scheiner's invention was described in his Pantographice seu Ars delineandi res quaslibet per parallelogrammum lineare seu cavum (1631).

The catenary was standard TGV style, without any modifications. The only changes were in the tuning. In general, when a pantograph runs underneath the catenary, it sets up a wave-like disturbance which travels down the wire with a speed determined by the tension in the wire and its mass per unit length. When a train approaches this critical speed, the pantograph catches up with the disturbance, resulting in dangerously large vertical displacements of the wire as well as contact interruptions.

On overhead wires designed for trolley poles this is done by having a neutral section between the wires, requiring an insulator. The driver of the tram or trolleybus must temporarily reduce the power draw before the trolley pole passes through, to prevent arc damage to the insulator. Pantograph-equipped locomotives must not run through a section break when one side is de-energized. The locomotive would become trapped, but as it passes the section break the pantograph briefly shorts the two catenary lines.

Like the Orange Line and Red Line, the Blue Line tracks are standard-gauge heavy rail. The Blue Line fleet consists of 94 700-series cars (47 pairs) with stainless steel bodies from Siemens, with each car long and wide, with two pairs of doors per side. Uniquely among MBTA rolling stock, Blue Line cars use both third rail power and pantograph current pickup from overhead catenary wires. The overhead pantograph was implemented to avoid third rail icing that frequently occurs in winter.

Using the same principle, different kinds of pantographs are used for other forms of duplication in areas such as sculpture, minting, engraving, and milling. Because of the shape of the original device, a pantograph also refers to a kind of structure that can compress or extend like an accordion, forming a characteristic rhomboidal pattern. This can be found in extension arms for wall-mounted mirrors, temporary fences, scissor lifts, and other scissor mechanisms such as the pantograph used on electric locomotives and trams.

The pantograph retracted into a cut-out recess in the roof when not in use, to keep within the loading gauge. Certain examples were delivered new without pantographs and ran with the recess vacant for some time. Evidently supply of the overhead equipment was short. Later in life (when the wiring in yards had almost completely been removed) during overhaul the opportunity was taken, on some examples of the class, to remove the sometimes-troublesome pantograph, leading again to a vacant roof recess.

The most common technology to help differentiate originals from copies is the void pantograph. Void pantographs are essentially invisible to the untrained, naked eye on an original but when scanned or copied the layout of lines, dots and dashes will reveal a word (frequently VOID and hence the name) or symbol that clearly allows the copy to be identified. This technology is available on both traditional presses (offset and flexographic) and on the newer digital platforms. The advantage of a digital press is that in a single pass through the printer a void pantograph with all the variable data can be printed on plain paper. Copy-evident paper, sometimes marketed as ‘security paper’, is pre-printed void pantograph paper that was usually produced on an offset or flexographic press.

From 1836 to 1867 the US Mint operated the first die-engraving pantograph invented by a now forgotten French inventor whom the machine is named after. It used a rotating cutter to copy a design.

A particular type of harmonograph, a pintograph, is based on the relative motion of two rotating disks, as illustrated in the links below (as opposed to a pantograph, a mechanical device used to enlarge figures).

This is an efficient way of picking less-than-pallet-load shipments and is popular for use in large distribution centers.A reach truck with a pantograph allowing the extension of the forks in tight aisles.

He studied at the School of Art and at 21, he purchased four Swiss pantograph machines and set up business as a machine embroiderer in George Street in 1898, moving to Albion Mill in 1904.

Interurban Press (1985) They appear in photographs of the first day of service, 26 October 1903. For many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The pantograph was an improvement on the simple trolley pole, which prevailed up to that time, primarily because the pantograph allows an electric-rail vehicle to travel at much higher speeds without losing contact with the overhead lines, e.g. due to dewirement of the trolley pole.

The Be 510 trains were bought for the Uetliberg line, but to allow flexible operation and considering plans to convert the Uetliberg line to AC electrification, a multi system EMU was specified. With the pantograph in the centre standard 15 kV AC is drawn. The pantograph moved to the right allows collection of 1200 V DC, the unique supply up the Uetliberg line. These six EMUs are intended for the transition of the Uetliberg railway to AC overhead, future trains will be AC only.

View of the former Motor Brake Second Open (MBSO) vehicle showing the modified (raised) roofline above the cab when the pantograph was relocated to the centre carriage. A side view of the centre carriage showing the Stone Faiveley AMBR pantograph and the guards' section below The British Rail Class 306 was a type of electric multiple unit (EMU) introduced in 1949. It consisted of 92 three-car trains which were used on newly electrified suburban on the Great Eastern Main Line between and London Liverpool Street.

A cross-section of the Turk from Racknitz, showing how he thought the operator sat inside as he played his opponent. Racknitz was wrong both about the position of the operator and the dimensions of the automaton. The interior also contained a pegboard chess board connected to a pantograph-style series of levers that controlled the model's left arm. The metal pointer on the pantograph moved over the interior chessboard, and would simultaneously move the arm of the Turk over the chessboard on the cabinet.

Sarajevo was the only city in the former Yugoslavia to receive the K2, where it was labeled the K2YU. The only differences with the original K2 were in very minor details. One of the most noticeable differences were the corrugated sides and the pantograph, which was in the first series located at the rear of the tram, instead of the front (however it was eventually moved to the front in the 2000s for easier access). Other series already had a pantograph located at the front.

Baltimore & Ohio Railroad electric locomotive. The brass contact ran inside the ∏ section bar, so both lateral and vertical flexibility was necessary The pantograph, with a low-friction, replaceable graphite contact strip or "shoe" to minimise lateral stress on the contact wire, first appeared in the late 19th century. Early versions include the bow collector, invented in 1889 by Walter Reichel, chief engineer at Siemens & Halske in Germany,Italian Patent 35389/285, 18 December 1893; US patent 547031, 1 October 1895 and a flat slide-pantograph first used in 1895 by the Baltimore and Ohio Railroad The familiar diamond-shaped roller pantograph was devised and patented by John Q. Brown of the Key System shops for their commuter trains which ran between San Francisco and the East Bay section of the San Francisco Bay Area in California.US Patent No. 764,224The Street Railway Journal, Vol.

They have 100% low floors, have 40 seats, and have standing room for as many as 105 passengers. In Caen, where the central guidance rail has been installed on all sections of the passenger-service route, the vehicles collect their power from a pantograph, returning it through the central guidance rail, and use their diesel engines and steering wheels only while travelling to and from the depot. Use of a pantograph effectively requires that a surface guidance system be used, to ensure the vehicle remains approximately centred below the overhead wire, so that its pantograph does not slip out from underneath the wire. The Caen vehicles thus cannot move laterally away from the overhead wire except when running in diesel mode (as conventional buses), and for this reason the Caen route is not commonly considered to be a trolleybus system.

On June 12, 2020, the seventh car of set 7818 derailed while manoeuvering at Aoto Station. According to witnesses, the pantograph on the derailed car had detached from the train and became entangled with the overhead wire.

The 30 low-floor trams are manufactured by Voith, together with CRRC Changchun Railway Vehicles. All trams are low floor, fully air conditioned, can run high speed. Each tram has three cars. It takes electricity via pantograph.

Later, it was sold to a research facility in Texas, United States, who used it to test alternative power sources and after completing this role, the car's body was scrapped, with only the underframe left intact. The Rocket (732) was rebuilt from Pantograph car 168 in 1961. The Western Train Locomotive (733) was rebuilt from English Electric Railcoach car 209 in 1962 and the Western Train Carriage (734) was rebuilt from Pantograph car 174 in 1962. The Locomotive and Carriage were paired together to form the Western Train (733+734).

Close up of a single arm pantograph on a British Rail Class 333. Diagram of parts of a pantograph from ICE S Pantographs may have either a single or a double arm. Double-arm pantographs are usually heavier, requiring more power to raise and lower, but may also be more fault-tolerant. On railways of the former USSR, the most widely used pantographs are those with a double arm ("made of two rhombs"), but since the late 1990s there have been some single-arm pantographs on Russian railways.

The ancient Greek engineer Hero of Alexandria in his work Mechanics, described pantographs. In 1603, Christoph Scheiner used a pantograph to copy and scale diagrams, and wrote about the invention over 27 years later, in "Pantographice" (Rome 1631).The full title of "Pantographice" is "Pantographice seu Ars delineandi res quaslibet per parallelogrammum lineare seu cavum" (Rome 1631). One arm of the pantograph contained a small pointer, while the other held a drawing implement, and by moving the pointer over a diagram, a copy of the diagram was drawn on another piece of paper.

A pantograph connected to a pencil produced within a few minutes a "grand trait", a contour line on a piece of paper. With the help of a second scaling down pantograph, the basic features of the portrait were transferred from this sheet in the form of dotted lines to a copper plate which had previously been prepared with a ground for etching. One week later the sitter received an etched plate and twelve little prints.Physionotraces: galerie de portraits, de la Révolution à l’Empire Not only this device, but also the aquatint prints, are called physionotraces.

A pantograph is a long design that spans the length of the longarm table. The longarm quilter will take the pantograph design and place it beneath the plastic layer on the table and then trace this design using the laser or stylus found on their machine head. The design typically spans the length of the quilt and can be repeated in rows to produce an all-over design on the quilt top. This method of longarm machine quilting is popular due to the minimal amount of work required by the longarm quilter themselves.

In the event of a converter failure, it is possible to route all supply through a single converter, ensuring redundancy and margin of error operations. HEP is maintained when changing power modes, due to the fact that the pantograph is not lowered until the prime movers have been started (when changing from electric to diesel), and the prime movers are not shut down until the pantograph has made contact with the catenary wire (when changing from diesel to electric). In either case, the changeover takes approximately 100 seconds.

Traction and electrical equipment for the class (including 25 kV AC drive, asynchronous motors and GTO inverter technology) was tested on a converted Class 21 locomotive. Pantograph equipment for the class was tested on class 27 number 2719.

In line with increased air conditioning power, the heat exchanger installed on every car in the 1000 series is not installed in this series. This series is also equipped with the same diamond-shaped pantograph from the 1000 series.

On June 11, 2020, the seventh car on a 7300 series set derailed upon arriving at Aoto Station. According to witnesses, the pantograph on the derailed car had detached from the train and became entangled with the overhead wire.

The compressed air for the lifting and lowering of the pantograph, as well as for the contact shoe monitoring system, are supplied via two teflon-coated hoses on the roof, which have to withstand the 15,000 volts of contact wire voltage.

Large sections of the track were warped and misshapen, as well as the trains pantograph was melted.TGV History and Speed Records Strain gauges were placed in several locations, especially at the expansion joint at the end of the Loir bridge.

Because of the limited roof space, only one pantograph was installed. The limit on axle load makes the locomotives small and compact. They weigh , and the total train weight is limited to . This also gives the trains a short length of .

Unlike standard counterbalance and reach forklifts, These forklifts are steered via the front swivel articulation of the forklift and are therefore much different to manoeuvre than regular forklifts and additionally have no pantograph feature for retrieving stock in narrow aisles.

It was decided that 325 would have a "front" and "rear" for the high-speed runs, to simplify the modifications. Usually a TGV trainset is symmetric and reversible, but 325's two power cars, 24049 and 24050, were defined as leading and trailing units, respectively. On the roof of lead unit 24049, the pantographs were removed and the roof fairing extended over the opening; the same was done to the 1500 V DC pantograph on trailing unit 24050. Only one pantograph was to be used at high speed: the stock Faiveley GPU unit remaining on unit 24050.

Losses are also increased, though not in the same proportion, as the impedance is largely reactive. pantograph on a Corcovado Rack Railway train in Brazil The locomotive needs to pick up power from two (or three) overhead conductors. Early locomotives on the Italian State Railways used a wide bow collector which covered both wires but later locomotives used a wide pantograph with two collector bars, side by side. A three-phase system is also prone to larger lengthwise gaps between sections, owing to the complexity of two-wire overhead, and so a long pickup base is needed.

The screen was purchased and rented to the tour by XL Video. It is made up of elongated hexagonal segments mounted on a multiple pantograph system, which enables it to "open up" or spread apart vertically as an effect during the concerts. The video screen is composed of over one million pieces: 411,000 pixels, 320,000 fasteners, 150,000 machined pieces, and 30,000 cables are needed to create the visual display at each concert. The screen is mounted on a cabled pulley system to enable the entire screen and pantograph system to move lower and closer to the band.

With the introduction of the new Flexity streetcars, the TTC plans to convert the entire system to be pantograph-compatible. The new streetcars need 50% more electrical current than the older streetcars, and use of the trolley pole limits the amount of electricity the new cars can draw from the overhead wire, resulting in reduced performance. One consequence of trolley pole use on the Flexity streetcars is that air conditioning does not function in summer. Since 2008, the TTC has been converting the streetcar overhead wire to be compatible for pantograph electrical pickup as well as for trolley poles.

So, finally, the design team chose to place the engines back-to-back in the centre of the train. The two engines would be identical and both would carry a pantograph to pick up power, but in normal operation only the rear of the two engines would raise its pantograph, and the other engine would be fed power through a coupling along the roof. Power was converted to direct current by ASEA thyristors, supplying four DC traction motors mounted in each power car. The traction motors were moved from the bogies to inside the car body, thereby reducing unsprung weight.

A cross-arm pantograph was fitted to each of the three locomotives to allow them to work from overhead lines erected in some yards, (notably Hither Green marshalling yard, South East London) where it was deemed too dangerous to have 3rd rail, with staff constantly at track level, particularly in war-time blackout. The pantograph was recessed into a cut-out on the roof when not in use, to keep within the loading gauge. The locomotives were fitted with electrically-powered train heating boilers to generate steam for train heating allowing them to pull passenger trains, if necessary.

673+683 were preserved by the Fleetwood Heritage Leisure Trust. 674+684 were preserved by the North Eastern Electrical Traction Trust. In September 2015, 675+685 were reactivated and repainted into 1970s green and cream with an orange pantograph tower for 675.

The pantograph is the mainstay within the UK railway system, where is used on most overhead electric locomotives and EMUs. It has also been exported across the world, being used on the US high speed train Acela and the Eurostar Class 373.

Tilted pantograph used with offset overhead line to allow loading of open wagons On lines where open wagons are loaded from above, the overhead line may be offset to allow this; the pantographs are then mounted at an angle to the vertical.

Manufacture of the train was shared among four different manufacturers, with a number of different body construction methods used. The two ends cars employed differing nose designs, and a number of pantograph shroud designs were tested over the lifetime of the trainset.

Numerous trade-show displays use 3-dimensional pantograph mechanisms to support backdrops for exhibit booths. The framework expands in 2 directions (vertical and horizontal) from a bundle of connected rods into a self-supporting structure on which a fabric backdrop is hung.

Harré was the uncle of New Zealand politician and trade unionist Laila Harré and associate professor of psychology and environmentalist Niki Harré.Hall, D., "The observance and the breach: Rom Harré on life and its rules," The Pantograph Punch. 25 August 2015. Retrieved 20 October 2019.

He uses the analogy of a pantograph as a way of scaling down items. This idea was anticipated in part, down to the microscale, by science fiction author Robert A. Heinlein in his 1942 story Waldo.Colin Milburn. Nanovision: Engineering the Future. Duke University Press, 2008.

Comber has written about the music of Peter Jefferies for Real Groove. He has written about the non-fiction prose works of Martin Edmond for The Pantograph Punch. Comber's interview with him was included in the e-book edition of Edmond's memoir, Barefoot Years.

Each of the two outer sections of each unit was fitted with a pantograph current collector. A total of eight traction motors, two for each of the four bogies, were installed in the chassis. The total continuous power rating of the traction motors was .

18 100% low-floor bidirectional trams manufactured by CRRC Nanjing Puzhen, based on Bombardier's Flexity 2; 32.2 m long and 2.65 m wide. All trams are low floor, fully air conditioned, can run high speed. Each tram has five cars. It takes electricity via pantograph.

The roof sections are completely flat for aerodynamic reasons, with the exception of the pantographs, the signal horns, and the antenna for radio communication. Since everything on the roof is mounted just a little under the top edge of the roof of the driver's cab, almost nothing catches any wind—even a lowered pantograph is difficult to detect. In comparison to other German locomotives, the pantographs are mounted "the wrong way around"—the hinges are pointing inwards. This is also for aerodynamic reasons—since the pantograph rocker needs to be located above the center of the bogies, the pantographs would have protruded into the raised roof of the driver's cab.

Yaw dampers were stiffened, and doubled up on each side for a total of four yaw dampers on each truck, for redundancy in case of a high-speed failure. As a result of earlier testing and computer simulations, transverse dampers were stiffened on the power trucks. The 1981 test campaign provided valuable data and computer models for interaction of the pantograph with the catenary contact wire, and shed light on the very sensitive dynamics. Very large vertical wire excursion (over 30 cm, or 1 foot) had been observed in the 1981 tests, and were blamed on the pantograph catching up with the travelling wave it set up in the contact wire.

Since its debut, T6A5 was made in three versions, most changes made were minor and were mostly visual as vehicle's electronics and mechanics remained unchanged. ;First revision The First revision (noted as T6A5/I) is the oldest revision, featuring red-cream livery and classic gray- cream colored interior. Interior Design in T6A5 ;Second revision Second revision (noted as T6A5/II) is minor revision and only featured improved wheel slide protection, different pantograph and tilt sash windows. ; ;Third revision Third revision (noted as T6A5/III) saw renewed livery, redesigned interior, doors, driver's air conditioning, plastic seats with textile coating, new pantograph and electronic information displays.

This, in theory, could extend the usability of a pantograph master by using the unworn/lesser worn part of the recording for duplication. Pathé employed this system with mastering their vertically-cut records until 1923; a , master cylinder, rotating at a high speed, would be recorded on. This was done as the resulting cylinder was considerably loud and of very high fidelity. Then, the cylinder would be placed on the mandrel of a duplicating pantograph that would be played with a stylus on the end of a lever, which would transfer the sound to a wax disc master, which would be electroplated and be used to stamp copies out.

The three-car trains were converted from former Tokyu 8090 series cars. Conversion details include modifications for wanman driver-only operation, the addition of passenger door control buttons, and the replacement of the previous single-arm pantograph with two lozenge-type pantographs on the DeHa 7600 car.

Be 556 524 of the Uetlibergbahn in the snow. The offset overhead line and pantograph can be seen. The passenger services on the line now forms part of the Zürich S-Bahn, branded as the S10. Standard Zürcher Verkehrsverbund (ZVV) zonal fare tariffs apply to the line.

Once the lathe was installed, they could be reproduced mechanically by the pantograph-like device. Medal struck for the first US steam coinage, 1836. Designed by Christian Gobrecht. The first pieces produced by steam power at the Philadelphia Mint, commemorative medals, were struck on March 23, 1836.

A three-dimensional pantograph can also be used to enlarge sculpture by interchanging the position of the model and the copy. Another version is still very much in use to reduce the size of large relief designs for coins down to the required size of the coin.

A pantograph system keeps the bell and internal stairs level at all depths. Maximum working depth is 10 m. The vessel is used on those inland waterways which have locks large enough to accommodate its 52 m length overall, 11.8 m beam and 1.6 m draft.

It draws traction current though a single-armed pantograph. It is also equipped with an 88 kW diesel engine to enable it to drive to maintenance and storage sheds under Swiss standard 15 kV AC catenary. Prior to the UIC class name Bem550, they were called Bem 4/6.

Line S8 of the Nanjing Metro (), is a north-south suburban metro line serving the northern suburbs of Nanjing that will eventually link up with Tianchang in Anhui; it currently runs from to . A view of Nanjing Metro Line S8 train pantograph produced by CSR Nanjing Puzhen Co.,Ltd.

The fan features welded construction, and attached to a back coil holder. The maximal revolving frequency of engine is 2080 rpm, the engine weight . Every motor car has one pantograph. In case of doing wrong the rest four motor cars can lead the train to the closest terminal.

They were exactly "half" of the larger 1–3 units, with two motors, one pantograph and one transformer. In 1920 RjB.4 was transferred to Norwegian State Railways and designated El 6, numbered 2503. In 1934 it was rebuilt from 10 to 15 kV and moved to Drammen.

Electronically, the train is actually two identical half-trains of four coaches each, each with an independent power system, apart from the active pantograph (only a single pantograph is raised on AC-fed rail lines) and a high voltage line along the entire length of the 8-car train. The train's capacity of 404 passengers is split between three classes; with two coupled 8-car trains total capacity is therefore 808 passengers. In the end coaches (driving trailers), glass screens separate the driver and passengers, and allow passengers the same views as the driver, just as in the ICE 3 and other Velaros. The driver can turn these opaque if necessary or preferred.

Using this vehicle, the new Y226 long-wheelbase power truck (precursor of the Y230 of the production TGV) was developed and tested, with its body-mounted traction motors and tripod cardan transmission. Body mounting of the traction motors was a major innovation; it allowed a considerable (3300 kg) reduction in the mass of the power truck, giving it a very high critical speed and exceptional tracking stability. Zébulon also served to develop a two-stage high speed pantograph, which later became the AM-PSE pantograph of the TGV Sud-Est, as well as a new type of eddy current rail brake. The eddy current rail brake exerts a magnetic retention effort, without ever making contact with the rail.

A small pantograph milling machine. Detail of the table of a larger pantograph milling machine. Before the advent of control technologies such as numerical control (NC and CNC) and programmable logic control (PLC), duplicate parts being milled on a milling machine could not have their contours mapped out by moving the milling cutter in a "connect-the-dots" ("by-the-numbers") fashion. The only ways to control the movement of the cutting tool were to dial the positions by hand using dexterous skill (with natural limits on a human's accuracy and precision) or to trace a cam, template, or model in some way, and have the cutter mimic the movement of the tracing stylus.

The dual-voltage system did cause some problems. Failure to retract the shoes when entering France caused severe damage to the trackside equipment, causing SNCF to install a pair of concrete blocks at the Calais end of both tunnels to break off the third rail shoes if they had not been retracted. An accident occurred in the UK when a Eurostar driver failed to retract the pantograph before entering the third rail system, damaging a signal gantry and the pantograph. On 14 November 2007, Eurostar's passenger operations were transferred to St Pancras railway station and maintenance operations to Temple Mills depot, making the 750V DC third rail collection equipment redundant and the third rail shoes were removed.

It would have been possible to connect F directly to the piston rod (the "Watt's linkage" design), but this would have made the machine an awkward shape, with G a long way from the end of the walking beam. To avoid this, Watt added the parallelogram linkage BCDE to form a pantograph. This guarantees that F always lies on a straight line between A and D, and therefore that the motion of D is a magnified version of the motion of F. D is therefore the point to which the piston rod DH is attached. The addition of the pantograph also made the mechanism shorter and so the building containing the engine could be smaller.

The Class 88 is part of the Stadler Euro Dual family. This is a range of dual-mode locomotives that are fitted both with a pantograph, to collect electricity from overhead wires, and a Caterpillar diesel engine. The UK version is able to run either on electrified lines using the pantograph, which is the UK's standard OHLE current at 25 kV AC, or away from electrified lines with the Caterpillar C27 engine. Dual-mode locomotives have previously been mooted for freight use in the UK, using the "Last Mile" principle, where a primarily electric locomotive is fitted with a small diesel engine to allow locomotives to run without a load to non-electrified freight sidings.

Recently, the Central Railways Division (of Indian Railways) have introduced a WAP-7 powered electric locomotive at each end of the Rajadhani Express; both high-horsepower three-phase electric locomotives, from Kalyan Electric Loco Shed, power the Rajadhani Express train, and prevent an engine reversal, thereby leading to reduced travel time. The guard sits inside the rear locomotive along with two additional drivers. This leads to an additional usage of electric current, however, as these locomotives use head-on generation technique, it leads to an overall economy of usage and a much more eco friendly operation. In this configuration, the front pantograph of the locomotive needs to be raised instead of the normal conventional usage of rear pantograph.

In addition to the pantograph, the ES-2s were equipped with a wooden trolley pole which was spring-tensioned and manually-operated, in the same manner as on a trolley car, though it was never meant for use while in motion. Its sole purpose was to make stationary contact with the wire to charge an empty air compressor enough to raise the air-operated pantograph, usually when making a black start after dead storage or maintenance. For this reason, the pole was tipped with a metal plate rather than a shoe or trolley wheel. From 1951 to 1974, one ES-2 was the Deer Lodge switcher, while another unit served to switch the yard at Butte.

There is potential for confusion as "dog tensioners" are levers that are named due to the shape of the lever appearing as a dog leg, as the lever is in a pantograph arrangement, or "dog trailers", which are named due to the use of multiple trailers for transporting animal cages.

The trains have regenerative braking and use Bombardier's Orbita predictive fault monitoring system. Some features are taken from the upcoming Aventra. Interior lighting is supplied by Teknoware and includes state-of-the-art emergency lighting to fulfil GM/RT 2130 requirements. CCTV cameras on the roof monitor the pantograph arm.

Electricity is collected by a pantograph mounted on the B section. The first "Type I" LRV was delivered on March 19, 2003. 14 of 15 delivered vehicles were operational for the opening weekend. The initial order was eventually bumped up to a full 24 vehicles, which were operational by early 2005.

Class 72 is a four-car electric multiple unit built by AnsaldoBreda. The trains are long, wide and tall, weigh and run on standard gauge track. The electric power is gathered by a pantograph from a overhead wire, and gives a power output of . The trains have a maximum speed of .

From the autumn of 1605 until 1609, Scheiner studied theology in Ingolstadt. Due to his invention of the pantograph, he had already gained celebrity status. Duke William V of Bavaria even invited him to Munich to demonstrate the instrument. On 14 March 1609, he entered Holy Orders as a Deacon.

It was fitted with 400 light bulbs on its roofline."1024…MMTB Revenue Earner" Trolley Wire issue 136 October 1971 page 8 It was joined by W6 900 in 1973."Advertising Melbourne Style" Trolley Wire issue 146 June 1973 page 13 In 1977 W2 546 was fitted with an experimental Siemens pantograph.

It took Stackpole two years to complete the statue, it starting out as a three inch figure. Stackpole went through 50 renditions before settling upon the final model which was tall. The model was then divided into cross sections. Each cross section was enlarged eight-fold though a process using a pantograph.

Pantograph(left) and trolley pole in use on Queens Quay West, Toronto All trolleybuses use trolley poles, and thus trolley poles remain in use worldwide, wherever trolleybuses are in operation (some 315 cities ),Webb, Mary (ed.) (2011). Jane's Urban Transport Systems 2011–2012, p. "[23]" (in foreword). Coulsdon, Surrey (UK): Jane's Information Group. .

Streetcar service was originally expected to return on March 29, 2020, but was delayed to complete upgrades to the overhead infrastructure for pantograph operation. On April 20, 2020, Flexity Outlook streetcars went into service on 505 Dundas on the same day that streetcars were withdrawn from 511 Bathurst due to construction projects.

An electric boiler heating should replace rare coal. But when the war was over and supply restarted, pantograph and electric heater were removed .The Railway Magazine, August 2009, page 38: Kettles on wheels! After the 1999 reform of railway law, SBB Cargo decided to bring freight cars to their destinations in open access.

It was the first tram in the world in regular service that was run with electricity served by an overhead line with pantograph current collectors. The Blackpool Tramway, was opened in Blackpool, England on 29 September 1885 using conduit collection along Blackpool Promenade. This system is still in operation in a modernised form.

Overhead lines are used to provide power for most electric trams. Overhead wires are used for both trams and light rail systems. Electric trams use various devices to collect power from overhead lines. The most common device found today is the pantograph, while some older systems use trolley poles or bow collectors.

The DBAG Class 474/874 is a three-car electric multiple unit train for the Hamburg S-Bahn. The class 474 were built to replace the nearly-60-year-old class 471 trains. Some units have a pantograph (474.3) to service the 2007 opened line to Stade on an overhead catenary track.

ACR-equipped trams are powered between stops by discharging a rooftop supercapacitor battery, weighing around , which gives a range of around . The battery is partially recharged between stops by regenerative braking; at stops, it is completely recharged in around thirty seconds by current drawn via pantograph from a short section of overhead line.

The pantograph is of TransTech design. The ABB main transformer has four secondary taps, switchable to supply 1360 V under all electrification supplies. There are two MITRAC TC 3360 DP V01 main converters, one per bogie, which convert the single phase input to a 2800 V intermediate DC link using IGBT based rectifiers.

In 2010 Bombardier proposed the conversion of several Voyager multiple units into hybrid electric and diesel vehicles capable of taking power from an overhead pantograph (electro-diesels EDMUs). The proposal was named Project Thor. In October 2010 it was speculated that 123 additional pantograph vehicles would be manufactured at Derby Litchurch Lane Works, and 21 sets converted, at a cost of approximately £300million, however in 2011 the plant did not have the facilities to manufacture steel carriages, though it was expected that much of the work would take place in the UK, and provide work for the Derby plant. In December 2011 a proposal to electrify 30-35 sets for the CrossCountry franchise, referred to as "eVoyager", was considered by the Department for Transport.

On the day in question, maintenance crews were renewing the electrical insulators of the overhead wires when at 1:38 PM a hanging wire (from which the contact wire is suspended) was accidentally cut allowing the contact wire to hang down. Four minutes later a 5-car MoHa 63 series train (1271B) approached from Yokohama Station and changed lines 50 metres before Sakuragichō but the pantograph of the leading carriage became tangled in the hanging contact wire. The driver attempted to lower the pantograph, but it fell sideways and hit the wooden carriage, causing sparks which started a fire on the roof which rapidly spread to the rest of the carriage. The 150 people travelling in the carriage were unable to open the electrically operated doors.

This concept influenced future small car designs for the brand of Opel, such as the Opel Agila of May 2007. It was expected, in February 2010, that a new concept car, based on the Trixx, would appear in the Paris Motor Show in the autumn of 2010, but this did not occur. Another concept car, that was expected to develop, was an electric concept car based on the Ampera, as well as the Trixx, in May 2009, but this, also, did not occur. The 3m long car features an asymmetrical door layout, with one pantograph door, on the driver side, and one pantograph door, plus one sliding power on the passenger side, together with another sliding roof hatch, for large cargo.

In the early 1960s, the overhead wires were re-energised at 25,000 V alternating current (AC) (and 6,250 V AC in the London area) and the trains were rebuilt to use this very different electrical system. A transformer and rectifier unit was fitted to the underframe between the bogies of the intermediate carriage and the pantograph, now a more modern Stone Faiveley AMBR design, was moved to the roof of this carriage. Because this reduced the headroom inside the train, the guard's compartment was relocated to be directly below the pantograph. The trains were then re- numbered 001-092 with the last two digits of each carriage number (previously numbered in the LNER coaching series) the same as the unit number.

Since March 2009, dual- voltage Class 377 units have also been operating some Thameslink Bedford to Brighton, Rochester and Ashford services. (See below). Among the remaining units, the trailer coach in each unit has a recess in its roof where a pantograph could be fitted, to allow for future conversion to overhead AC power.

Up to four units can be run in multiple, creating 12-car (or 16-car after the upgrade) trains. However, the trains normally only operate as single or double units, limiting the length to eight cars. End cars are and weigh , while center cars are and weigh . The pantograph is located on the center car.

When these are damaged or worn out, the pantograph can tear down the catenary causing train delays. ;Wheel Profile monitors A laser wheel profile detector These laser and optical scanning devices make images of the flange and tread. These measurements are compared with acceptable dimensions. When worn beyond limits, the wheels are scheduled for replacement.

The Milwaukee Road's class ES-2 comprised four electric switcher locomotives. Two were built in 1916 and the final two in 1919. They were of steeplecab design, with a single roof-mounted pantograph to access the Milwaukee's 3,000 V DC overhead line. Originally numbered 10050–10053, they were renumbered E80–E83 in March 1939.

The electric variant is capable of operating on 1500 V or 3500 V DC power supplies with a pick-up shoe or 15 kV or 25 kV AC power supplies with a pantograph. It has so far been ordered in either three, four or five car formations, with these being capable of speeds between and .

T6B5, also known as T3M, is a four-axle motorized single-ended tram. Tram cars can be used autonomously as well as in multiple units, controlled from single console. These trams cannot be used with motorless trailer tramcars. It is possible to rise only one pantograph, when such trams are driven in sets of two.

The depot was used to receive pantograph cars in 1928 and Brush cars in 1940. The depot closed on 27 October 1963 but used as a store, Alpic Cash & Carry until the mid-1970s. The building was eventually demolished to make place for a Sainsbury's supermarket. The Depots headstone was installed at Crich's National Tramway Museum.

Because they would be sharing the same tracks as MAX, they also were equipped with a more modern style of current collector to draw power from the overhead wires, a cross between a pantograph (the type of collector used by MAX) and a bow collector, instead of the trolley poles which the city's original trolley cars used.

A pantograph hook stick was stowed in a tube mounted below the bottom edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side.

In the late 1920s/1930s 1500 V DC began to be used on the PO rail system; the locomotives were converted for 1500 V operation at workshops at Vitry-sur- Seine using a Metadyne for traction control. A new pantograph as well as sand boxes were added. After conversion the class were renumbered E.281 to E.293.

This allows a maximum speed of , limited to in city streets and in the depots. Acceleration is 1.25 m/s2 (4.13 ft/s2), and they are capable of operating on a 7.0% gradient. Current is collected via a pantograph, at 750 volts direct current. Each tram is sufficiently powerful to haul another unit in case of emergencies.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only square access panel on the opposite side.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotives had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotive had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotive had one square and two rectangular access panels along the lower half of the body on the roof access ladder side and only one square access panel on the opposite side.

A pantograph hook stick was stowed in a tube mounted below the bottom edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side.

Much simpler and more functional was an overhead wire in combination with a pantograph borne by the vehicle and pressed at the line from below. This system, for rail traffic with a unipolar line, was invented by Frank J. Sprague in 1888. From 1889 it was used at the Richmond Union Passenger Railway in Richmond, Virginia, pioneering electric traction.

However this simplicity also prevented the locomotives being connected in multiple. The driver was also better protected in case of accident. The two diamond pantographs required more space than the cab roof and so were supported on two distinctive cantilevered platforms, ahead and behind the cab. The steeplecab and its overhanging pantograph platforms gave them the nickname of 'flatirons'.

Class 73's pantograph is pivoted in order to keep it centred under the catenary when the body tilts. Detail of the doors, showing the inside steps Each train has a power output; this is an unusually high power to weight ratio for trains with that maximum speed. The units use the standard Norwegian voltage of .

Also, STCs have self diagnostics making troubleshooting easier. WAG-7H is a heavy variant of WAG-7. WAG-7H #28739 has thicker under-frames. WAG-7 #27445 has closed-circuit cameras to monitor the pantograph along with a spotlight to illuminate the same at night, green lamps to exchange signals and a single windscreen on either side.

Fifty tramcars were made available for operation through the tunnel. They possessed a -long and -wide all-steel superstructure with double-sided semi-open entrances at the ends. Power was drawn from an iron rail on the ceiling, to which the car roof's -high pantograph would attach. The cars were also fitted with rod pantographs for street operation.

The locomotives have a maximum power output of , and are capable of a continual power output of . This gives a maximum speed of and a tractive effort of . The locomotive is fed power from the pantograph. This is then converted to direct current before being converted to three-phase electricity through one of three gate turn-off thyristors.

On 8 November 2007, trainset 89, which had been shortened to about 200 m, set a Swiss land speed record for railed vehicles during trial runs for the ETCS cab signalling inside the Lötschberg Base Tunnel. The trainset reached 288 km/h. The trainset had a modified pantograph, but two of the eight traction motors had been disabled.

The Sm4 EMU consists of two powered cars, each equipped with a pantograph. The unit is capable of regenerative braking and can thereby save up to 30% of the electrical energy that would otherwise be consumed. The maximum speed is 160 km/h. The unit offers a good level of passenger comfort with a quiet and smooth ride quality.

Total weight is . Traction and braking forces are transmitted to the body via inclined rods. The end bogies on each unit have a cradle suspension, while the center bogie has a set of swinging compressed elastic rods to allow for lateral movement through curves. To provide current collection there is a pantograph above each cab of the locomotive.

In 1998/99, WAGN Railway started to refurbish its Class 317/2 fleet. The work was carried out by Railcare at Wolverton Works. The Stone Faiveley AMBR pantograph was replaced by the industry standard Brecknell Willis high speed pantograph. Units were reclassified as Class 317/6 and were renumbered into the range 317649-672. Many of the WAGN Class 317/1 units still wore the Network SouthEast (NSE) blue and red livery dating from 1986. In 2001, a new livery of metallic purple with lilac doors was introduced. The first unit so treated was 317 312, which had recently returned from loan to LTS Rail. The livery was progressively applied to the Class 317/1 fleet, with the final NSE examples (317 328 & 317 345) disappearing by mid-2004.

Train services returned to normal after 4 hours. It was suspected that the overheated transformer caused its insulating oil to vaporise, thus causing the explosion. The train-borne circuit breaker, which was connected in parallel to the voltage transformer to the train pantograph, was not designed to isolate this kind of fault. After the incident, all SP1900 EMUs had their voltage transformers replaced.

The novel feature of the coupling is the method for geometrically constraining the pair of cardan joints within the assembly by using, for example, a spherical four bar scissors linkage (spherical pantograph) and it is the first coupling to have this combination of properties. The coupling earned its inventor, Glenn Thompson, the Australian Society for Engineering in Agriculture Engineering Award.

The term is sometimes misapplied as a catch-all marketing label for art created by people who are outside the mainstream "art world" or "art gallery system", regardless of their circumstances or the content of their work."What the Dickens is Outsider Art?" The Pantograph Punch, December 2016, retrieved 2017-01-16 A more specific term, "outsider music", was later adapted for musicians.

The ZX5MAX is the longest-range option available. With a 660 kWh energy storage system, the ZX5MAX can travel up to 529 km on a single charge. The ZX5MAX battery option is only available for the 40-foot length ZX5. The ZX5 can be charged using the SAE J3105 (OppCharge) overhead pantograph charging protocol, or with a J1772 CCS charger in the depot.

The operation of each joint is linked to all the others in a scissors mechanism like those used to mount pantograph mirrors, or how a folding chair operates. In larger models, this can be accomplished by feeding out a string or cable instead. The largest existing Hoberman sphere is in the AHHAA Science Center in Tartu, Estonia. Fully expanded, it is in diameter.

This was done in Paris by Mme. Thullier, the most famous stencil-color artist, by projecting each frame onto a ground glass screen, and tracing with a Pantograph. These stencils were then used to apply colors to black-and-white prints in a process similar to silk-screening. Each shot was processed separately, so different color palettes could be used for each shot.

The scoop was mounted on a pantograph arm that could be extended about 1.5 m or retracted close to the spacecraft motor drive. The arm could also be moved from an azimuth of +40 to -72 degrees or be elevated 130 mm by motor drives. It could also be dropped onto the lunar surface under force provided by gravity and a spring.

Backgrounder: Bombardier Zefiro: The next step in very high-speed rail technology transport.bombardier.com Trains are made up of 4-car units, each of which contains a transformer and its own power supply. Typically, the end cars of each 4-car unit have powered bogies, with the two middle cars being unpowered. The pantograph is located on one of the unpowered cars.

A swing bridge near Meppel, the Netherlands. There is no overhead line on the bridge; the train coasts through with raised pantograph. Occasionally gaps may be present in the overhead lines, when switching from one voltage to another or to provide clearance for ships at moveable bridges, as a cheaper alternative for moveable overhead power rails. Electric trains coast across the gaps.

All of the driving trailers are generally on much of the earlier rolling stock. Examples of these driving trailers were on some old (now most likely scrapped) red rattler cars along with C and K sets (4 trailers). The driving trailers from the K set were later converted to ordinary trailers. These can be noted by the positioning of the pantograph.

Siemens has named the new Muni cars the S200 SF, while the SFMTA refers to them as the LRV4. They operate at speeds of up to . The S200 SF is long, wide, high (with the pantograph locked down), and weighs , making it comparable in size and weight to the existing Breda cars. The expected maximum capacity is 203 passengers per car.

The subway uses trolleys powered by electricity from overhead lines, which had been made possible by the invention of the trolley pole in 1880 by Frank J. Sprague,"Boston Transit Milestones", MIT course, 2002 (archived 2007) from his design for the Richmond Union Passenger Railway. The line has been pantograph-only since the trolley wires were modified in the 1990s.

After reminiscing briefly, Stan doesn't inform Ruiz of the copycat killings, and departs. Partway home he realizes he is being followed, and chases his stalker, who escapes. The following morning, Stan is informed Ruiz has been found murdered, his abdomen opened and his innards removed, forming an inkwell of blood. The scene includes a pantograph machine and a half- finished canvas.

Noise pollution concerns have made increasing speed more difficult. In Japan, population density is high and there have been severe protests against the Shinkansen's noise pollution. Its noise is now limited to less than 70 dB in residential areas. Improvement and reduction of the pantograph, weight saving of cars, and construction of noise barriers and other measures have been implemented.

The P865 was an articulated light rail vehicle used on the Los Angeles County Metro Rail system. It was manufactured by Nippon Sharyo and used on Metro's A Line and E Line. The trains featured air conditioning, emergency intercoms, wheelchair spaces and automated announcements. They are of an air-electric design, with air powered doors, friction brakes, and a pantograph.

The first signature duplicating machines were developed by an Englishman named John Isaac Hawkins. Hawkins received a United States patent for his device in 1803. In 1804, Thomas Jefferson began using the device extensively. This early device was known at the time as a polygraph (an abstracted version of the pantograph) and bears little resemblance to today's autopens in design or operation.

To protect maintenance workers from electrocution, all high- voltage cabinets have safety switches which automatically lower the pantograph if the cabinet is opened while the power car is energized. Late-model ER2s also feature a ladder blocking relay which prevents the extension of maintenance ladders when the pantograph is raised, thus preventing workers and bystanders from climbing onto the roof. For passenger safety, all doors are equipped with position sensors which notify the engineer whether all doors are shut (however, in practice it is standard operating procedure for the fireman to step out onto the platform and check the doors visually). Other protective equipment includes the voltage relay (which trips if the voltage in the high- voltage circuit falls below 2400 V), the dynamotor/compressor overload relay, the heating circuit overload relay, and the automatic control shutoff switch.

The Pendolino's propulsion system incorporates Alstom's Onix traction drive system, which controls 12 separate traction motors, each capable of providing up to . Combined, they are capable of producing a rate of acceleration of up to 0.43 ms−2, which enables the train to accelerate from stationary to in just over 60 seconds. Power for each Pendolino is supplied in the form of 25,000 volts AC, and is delivered via the overhead catenary infrastructure installed across its route. A particularly unusual measure, which was adopted to account for the train's tilting ability, is incorporated into the pantograph, the roof-mounted mechanism which connects the train to the overhead wires; it also features an active tilting system, which moves the pantograph to a precise angle in opposition to the direction of the carriages' tilt, allowing contact with the overhead catenary to be smoothly maintained.

It was part of a light rail demonstration at Debdale Park, Manchester for which it had a pantograph fitted by Balfour Beatty. The demonstration took place on 9 February 1987 as evaluation trials for a potential tram system in Manchester. P11 was the last unit to be delivered to the DLR at Poplar on 30 March 1987, without the pantograph. It carried the Queen and Duke of Edinburgh during the opening of the DLR on 30 July 1987 from Island Gardens (when originally above ground) to Poplar and then to Tower Gateway. It also operated the first revenue-earning DLR service and was the first to move to Essen in 1991. P86 stock with original DLR livery at Essen Hauptbahnhof, 2005 There were 84 seats in each car with most arranged in transverse bays of four to take advantage of the large windows.

Construction of the Grorud Line started in February 1956. Landwork and electrical equipment was contracted to developers, while the trackage was done by the Planning Office. The original plans called for the use of 600 to 650 volt (V) direct current (DC) fed via a pantograph, to allow comparability with the western light rail. This was later changed to 750 V DC via a third rail.

After the units were withdrawn from passenger service, they continued to be used by the Research department for further tests. For this purpose, the units and individual carriages were all renumbered into the departmental series. The two Class 446 power cars were teamed with a newly built pantograph trailer and became TOPS Class 920, number 920001. This was then used for the development of Classes 313-315.

Three-phase, 60-hertz electric current at 35,000 volts was bought from the Mount Whitney Power Company and converted at Exeter. A single bracket-type catenary using 7/16-inch steel messenger was suspended 22 feet above the rail on poles 120 ft apart, supporting 3/0 trolley wire. The locomotives used sliding shoe-type pantograph trolley exerting an upward force of ten pounds on the wire.

These improvements included a front air dam, roof fairings over the pantograph openings, membranes to cover the space between the cars, and a flush-mounted windshield. Over 600 sensors were fitted on various parts of both the engines and the cars. The train set ran with larger wheels with a diameter of 1092 mm instead of 920 mm, to limit the rotational speed of the powertrain.

In a non-modernised machine battery box was installed in A crew compartment whilst in a modernised version batteries were placed inside machine compartments. Air tank for raising the pantograph is located in B crew compartment. All high voltage devices and resistors are located inside high voltage compartment. In modernised version of ET21 locomotive this is placed in the middle part of the box.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotive had one square and two rectangular access panels along the lower half of the body and a large hatch door on the roof access ladder side, and only one square access panel and a large hatch door on the opposite side.

Other work developed rapidly. In 1928, flameproof locomotive were built for the Royal Navy and in 1929 the first export order was for seven, pantograph fitted locomotives for the Chinese Engineering and Mining Co Ltd. In 1930 the first standard gauge locomotive was built for Luton Power Station. This was a design and was capable of hauling one hundred tons at on the level.

The cars contacted this wire through the use of a trolley pole or a pantograph. Others designs collected current from a third rail. Some interurbans used both: in open country, the third rail was used and in town, a trolley pole was raised. An example of this was the Chicago, Aurora, and Elgin Railroad where a trolley pole was used in both Aurora and Elgin, Illinois.

The locomotive has a single full width air conditioned cab. At the rear end, the body work is lower to provide clearance for the 50 kV AC electrical equipment which is mounted on the roof. This consists of a single pantograph, a potential divider, a vacuum circuit breaker, a surge diverter and the main transformer’s high voltage terminal. The electrical control system is solid state, using thyristors.

The locomotive has a single full width air conditioned cab. At the rear end, the bodywork is lower to provide clearance for the 50 kV AC electrical equipment which is mounted on the roof. This consists of a single pantograph, a potential divider, a vacuum circuit breaker, a surge diverter and the main transformer’s high voltage terminal. The electrical control system is solid state, using thyristors.

The four cars couldn't be separated in normal operation. Because there was no traction voltage cable running through the train, both power heads (front and back cars) were equipped with a pantograph. Both power heads had a driver's cab and automatic +GF+-couplers. The trainsets featured multiple unit train control, whereby technically all four units could have been run together (but platforms usually were too short).

Side view of E.412.018 in Verona. The pantograph lifted is the WBL85/3, over cab "A". The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", styled by the designers Roberto Segoni and Paolo Pizzoccheri Des.Tech.

Toshiba EMU Pantograph The trains have a maximum speed of and feature a limiter which cuts-off the engines in case of speeding over . Energy is taking from a 25 kV alternate current overhead line using double arm pantographs. They operate on the ATS signaling system provided by Nippon Signal, which stops the train when trespassing a red signal or overreaching the maximum speed. Cars are long.

Some curiosities are that all Metro lines except for the A and 12 use pneumatic traction (rubber-tired trains) and gather electricity from a third rail; trains on Lines A and 12 use traditional rail traction, and gather electricity with a pantograph, from overhead wires. In addition, scenes for the 1990 motion picture Total Recall were filmed in the corridors and platforms of Metro Pantitlán.

Sneltram is operated by Gemeentelijk Vervoerbedrijf in Amsterdam lightrail with third rail and switching to overhead on the traditional tramway shared with Trams in Amsterdam. Line 51 to Amstelveen runs metro service between Amsterdam Centraal and Station Zuid. At Amsterdam Zuid it switches from third rail to pantograph and catenary wires. From there to Amstelveen Centrum it shares its track with tram line 5.

By 1890, record manufacturers had begun using a rudimentary duplication process to mass-produce their product. While the live performers recorded the master phonograph, up to ten tubes led to blank cylinders in other phonographs. Until this development, each record had to be custom-made. Before long, a more advanced pantograph-based process made it possible to simultaneously produce 90–150 copies of each record.

With diesel–electric transmission, some DMU can be no other than an EMU without pantograph, which "is substituted" by one or more on-board diesel generators; this kind of DEMU can be potentially upgraded to electro-diesel multiple unit EDMU, becoming a bi-mode multiple units train (BMU), just adding one or two pantographs (with opportune converters, if necessary) and related modifications on the electric system.

Power was collected from a diamond-shaped pantograph, and the control system consisted of a step-down transformer connected to an AC/DC rectifier powered by mercury arc ignitron tubes. The DC output was then fed into a camshaft motor controller which provided for smooth acceleration. No dynamic braking system was fitted. In 1961 the mercury arc tubes were replaced by silicon diode rectifiers.

A New Haven EP-1 electric locomotive, circa 1907. Note the small DC pantograph between the two larger AC pantographs. The New York, New Haven and Hartford Railroad pioneered electrification of main line railroads using high-voltage, alternating current, single-phase overhead catenary. It electrified its mainline between Stamford, Connecticut, and Woodlawn, New York, in 1907, and extended the electrification to New Haven, Connecticut, in 1914.

The current collector arms are electrically conductive but mounted insulated on the vehicle's roof, side or base. An insulated cable connects the collector with the switch, transformer or motor. The steel rails of the tracks act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, bow collectors or trolley poles.

The overhead over the Fleet Street tracks was the first to be so converted. The new overhead uses different hangers so that pantographs do not strike supporting crosswires. It also uses a different gauge of wire to handle the higher electrical demands of Flexity Outlook streetcars. The streetcar to the left uses a pantograph, while the one on the right uses a trolley pole.

When a document using this technique is attempted to be photocopied the scanning and re-creation by a color copier is inexact usually resulting in banding or blotching and thereby immediate recognition of the document as being a copy. A frequent example of prismatic coloring is on checks where it is combined with other techniques such as the Void Pantograph to increase the difficulty of successful counterfeiting.

Since there was not enough space for a 15 kV power line through the train, both end cars draw their power from a separate pantograph. An automatic coupling system allows for up to four trainset to be connected together for additional capacity, however in practice the maximum is three connected trains due to the limited platform lengths of 300 m at the train stations.

Instead, the company began to modernise the BB's existing rolling stock, using its own workshops at Landquart and Poschiavo. In all the existing railcars, the throttle controls and braking mechanisms, previously arranged under the railcar floor, were relocated to the roof. In some cases, the railcar side panels were lengthened, and the box girders welded. A pantograph replaced one of the two original current collectors.

Demonstration of the Tilting- Technology of a SBB RABDe 500 in stand. The RABDe 500 is an electrical multiple unit. The (body hung) motors as well as the transformers are located under the second class cars, which are the first two and the last two cars in each trainset. The first class cars and the restaurant car are non-motored, they carry pantograph and transformer.

Like most trams, Citadis vehicles are usually powered by overhead electric wires collected by a pantograph, but the trams in several places do not use pantograph current collection entirely. Other places, such as Toronto, use a trolley pole. The most popular solution is Alstom's proprietary ground-level power supply (APS, first used in Bordeaux and subsequently in Angers, Reims, Orleans, Tours, Dubai, Rio, and Sydney), consisting of a type of third rail which is only powered while it is completely covered by a tram so that there is no risk of a person or animal coming into contact with a live rail. On the networks in France and in Sydney, the trams switch to conventional overhead wires in outer areas, but the Dubai vehicles are the first to employ APS for its entire passenger length (although they are still equipped with pantographs for use in the maintenance depot).

Internacia Fervojisto (International Railways), 2005.6, p85. In Esperanto It was an advanced system for its time, being an electric railway, powered by overhead electric cables. The trains drew power from these cables by means of a pantograph system. The tracks were narrow gauge, which offered advantages in terms of costs and ease of construction given the geographical features of the route, but made the railway incompatible with the Italian network.

Owned by Canadian animator Kaj Pindal, the tramway opened in 1965 in Montreal, but moved to Oakville in 1980.Location details at The Rail Channel website. Essentially a garden railway, the line is unusual for its gauge of , usually associated with more extensive rail networks. The line is powered by overhead electric cables, with the power transmitted to the tramcars via pantograph, which is also highly unusual in the gauge.

The traction motor used has an output of either and . Batteries are supplied by XALT Energy or A123 Systems (XE60 long-range models and XHEnn fuel cell models). On-route rapid charging is provided through an overhead pantograph designed to be interoperable with the SAE J3105 standard supplying 300–450 kW. Shop or depot charging may be performed using SAE J3068 and J1772 connectors supplying up to 150 kW.

Interior of a Metro Plus (1st class) car The Class 5M2s operate on the track that is standard throughout Southern Africa. The motor coaches draw 3,000 volt direct current from an overhead pantograph; they have a power output of and produce of tractive effort. The maximum speed of a 5M2 trainset is . A motor coach can carry 56 seated and 110 standing passengers, and has a tare weight of 60 tonnes.

W8.983 along Victoria Parade. SW6 922 was partly modernised at Preston Workshops in 1993. It was to be a prototype for rebuilding the remaining SW6 fleet with air conditioning, roller bearings, modern head and tail lights, fluorescent interior lighting, dot-matrix display and pantograph using many of the same components as used in the A2 and B2 class trams. It was designated the W8 class and renumbered 1101.

The switches in the Vendôme station were passed at 502 km/h (312 mph). Instability of the contact dynamics between the pantograph and catenary caused trouble during the next several days, although intermittent runs achieved speeds above 500 km/h. Following the resolution of this problem, the final record attempt took place on 18 May 1990, with dignitaries, and journalists joining the usual complement of technicians on board the train.

Line tensioning in Germany. Catenary wires are kept in mechanical tension because the pantograph causes mechanical oscillations in the wire and the wave must travel faster than the train to avoid producing standing waves that would cause wire breakage. Tensioning the line makes waves travel faster, and also reduces sag from gravity. For medium and high speeds, the wires are generally tensioned by weights or occasionally by hydraulic tensioners.

First revision T6A5 in Bratislava T6A5 can drive as solo vehicle or can be coupled in to train set from two or three cars. Two-car sets and solo vehicles are always used, Three-car sets are used very rarely, mostly for testing purposes. Tram sets are connected with electric couplers and only one pantograph is used for powering the entire set. Maximum design speed is 65 km/h(40 mph).

Krateuas wrote a compendium on botanic pharmacy. The library of Alexandria included a zoo for research and Hellenistic zoologists include Archelaos, Leonidas of Byzantion, Apollodoros of Alexandria and Bion of Soloi. Technological developments from the Hellenistic period include cogged gears, pulleys, the screw, Archimedes' screw, the screw press, glassblowing, hollow bronze casting, surveying instruments, an odometer, the pantograph, the water clock, a water organ, and the Piston pump.Green (1990), p. 467.

Pickens, R. M., "One knowledge worker: A review of Martin Thompson's 'Eight Works'," The Pantograph Punch, 22 February 2017. Retrieved 25 February 2020. Originally created using commercial A3 and A4 graph paper, hand-coloured in fine art pens, he has now expanded to include much larger works and - since about 2016, coloured papers. Thompson is extremely particular about the pens which he uses and the colours which they produce.

In late 1992, a new experimental version of Yauza came out, equipped with Dinamo-made AC traction motors. Tests were carried out in the suburban ring VNIIZhT Sherbinka. Since there is no third rail at the test site, the train was temporarily fitted with a pantograph to collect power from overhead wires, which were set to provide 850 V of current. Unfortunately, the cars have not been completely trouble-free.

Tatra KT4 tram is exiting from depot Almaty main tram depot Most tramcars were Tatra models. These were KT4Ds from Berlin and T4Ds from other German cities. Older models used a bow collector, but newer models used a pantograph. While the city of Almaty earlier reported having 28 trams, by the time of the network's closure in 2015 there were only 12 remaining trams (of which only 7 were operational).

The company's first offering was a rather toy-like tinplate 'Trans Saharan Express - Algiers to Tombouctou' (Gurney 2003, 28). Other notable offerings were the French BB9200 which hauled the famous 'Le capitole' express. The locomotive had features like the overhead, diamond-shaped, pantograph completely detailed on the model (Gurney 2003, 322). Even today, as a part of Hornby, a main offering has been the French TGV high-speed express.

Both the passengers and drivers didn't like it. The electrical clutch linkage was replaced by a mechanical one which solved the problem. GMC gave Greyhound enough sets of parts to convert all of the previously made coaches. At the same time the windshield wipers were changed to a pantograph design which kept them in full contact with the glass at all times and this was also retrofitted to older coaches.

For this reason, trains with a pantograph (series 5200 and 5400) are equipped with turn signals just like any road vehicle. This makes it easy to see the difference between series 5300 and series 5400 Bombardier-built trains. Series 5500 and 5600 trains are also equipped, although the former is normally used on line E only as they carry the RandstadRail branding and livery while the latter carries that of RET.

By the end of 1937, PKP had 60 full units in service. A further 16 units were ordered, built until 1939. The units were marked with the PKP service designation of ECMX (E: electric, C: second class m: motor with pantograph x: four axle) and registration numbers from 91 001 to 076. The trailer carriages received the designation of EBCbdxx and driving cars received EBCbdsxx, with registrations from 92001 to 076.

The adjustable angle between the rulers allows the lines to be drawn in varying accurate angles. Rulers may also be used as a support for separate special rulers and letter templates. The rules are replaceable and they can be for example scale-rules. Drawing apparatus has evolved from a drawing board mounted parallel ruler and a pantograph, which is a device used for copying objects in an adjustable ratio of sizes.

The Pantograph Punch. Today, mostly anti-Chinese sentiment in New Zealand is about the labor issue. K. Emma Ng reported that "One in two New Zealanders feel the recent arrival of Asian migrants is changing the country in undesirable ways" Attitudes on Chinese in New Zealand is suggested to have remained fairly negative, with some Chinese still considered to be less respected people in the country.Katherine Dolan (September 16, 2016).

Conversion of the overhead wire to be compatible with pantographs began in 2008. Note that the one on the left has vinyl wrap for advertising. During a rainy period in February 2018, the TTC received an incentive to expedite the conversion of the electrical overhead for pantograph use by the Flexity streetcars. On February 20, 2018, Flexity streetcars using trolley poles were pulling down some of the overhead.

These controlled the power output directly, with a mechanism that breaking the power to the motors occurred in a contactor. The other trams had control current controllers, which was a 100 V power which controlled a contactor which again controlled the motors. Originally, the power was fed directly from the pantograph to the motors, via a resistance. From 1931, the trams were rebuilt with battery which fed the motors.

These tunnel intrusions have negatively affected both 509 Harbourfront and 510 Spadina service. On 12 September 2017, 509 Harbourfront became the first streetcar route in Toronto to operate Flexity streetcars with electrical pickup by pantograph instead of trolley pole. Pending the conversion of the overhead on other streetcar lines, runs to and from the carhouse continue to use trolley poles, with the changeover taking place at Exhibition Loop.

Units equipped for DC traction collected electrical current from a third rail using a collector shoe attached to their bogies, which were in turn connected to traction motors (mostly built in the 1950s, even those used on newer stock). AC-powered EMUs collected power from overhead lines using a pantograph. Standard across NSE's fleet were electropneumatic brakes and either semi-automatic Buckeye couplers or (on some later units) fully automatic couplers.

This involved the removal of the yellow painted front (on some cars), pantograph and opening up of the driving compartment for passengers. Some cars had their external lights removed and plated over, and their cabs removed, other retained these fittings. All retained their motors and compressors for ballast purposes. The destination indicators were also retained as it would have cost too much to have them removed; they were painted over instead.

From June 21, 2020, regular streetcar service along the entire 506 Carlton line has been temporarily replaced by buses to accommodate several construction projects. Bus replacement will last until the end of 2020. During bus replacement, the western terminal of the line will be Dundas West station instead of High Park Loop. Besides track replacement, the streetcar overhead between Bay Street and High Park will be modified for pantograph use.

Resonant translational mirror in pantograph design with a deflection of ±500 μm Therefore, they have to be differentiated from spatial light modulators, other micromirror actuators which need a matrix of individually addressable mirrors for their mode of operation. If a single array mirror already fulfils the desired modulation but is operated in parallel with other array mirrors in order to increase the light yield, then the term microscanner array is used.

Trolley pole current collection was replaced by pantograph collection with the change; the overhead wires were modified accordingly. The first of three new Bombardier vehicles arrived on 2 April 2009; the other two cars followed in early May. The delivery of the three rebuilt old cars took place at a later date. In 2011 a fourth Bombardier tramcar was delivered, numbered 504 and identical to the other three.

On 26 May 2011, a passenger train formed of two Class 377 electric multiple units operated by FCC experienced pantograph damage and broke down between Dock Junction and whilst operating a service from to . The train was carrying 472 passengers. It took three hours for the failed train to be rescued. Absence of power meant that throughout this time, air conditioning and toilets on the train were inoperative.

Local preservationist groups such as the Committee of 100 on the Federal City as well as regional planning bodies like the National Capital Planning Commission (NCPC) have opposed the current design of the streetcar system, which relies on overhead electrical wires and a pantograph to conduct power to the streetcar motor.Rein, Lisa. "Overhead Wires and Red Tape Entangles D.C.'s Bid for Streetcars." Washington Post. April 5, 2010.

Thanks to this solution the battery lifetime has been extended, whereas the buses can cover up to 300 km every day, which is an unprecedented achievement for electric buses. In October 2016, Solaris presented two Urbino 18 electric for public transport operator TMB from Barcelona. The vehicles were acquired under the European project of zero-emission public transport ZeEUS. The 125 kWh batteries are charged using a pantograph.

A three-stage process was used to create each final piece: # Cochrane sculpts Solis in clay as she holds the pose, and then casts a -scale plaster model from the clay # Cochrane sculpts an intermediate clay model enlarged by 3× over the plaster model using a pantograph # Cochrane and volunteers weld a final steel model enlarged by 3× over the intermediate clay using a pantograph The finished sculptures use steel rod and tubing connected by steel balls for the structure, finished with a stainless steel mesh skin lit by LEDs. The first piece, entitled Bliss Dance (2010), reaches in height and, after being introduced at Burning Man, was given a location on San Francisco's Treasure Island, where it remained until May 18, 2015. Bliss Dance later moved permanently to The Park, an entertainment venue near T-Mobile Arena on the Las Vegas Strip, which opened on April 4, 2016. It weighs more than .

Key to the success of this merger was the inclusion of MacKellar, Smiths, & Jordan Co. of Philadelphia, with assets of over $6 million, the Cincinnati Type Foundry of Henry Barth, which brought with it the patents to his Barth Typecaster, and Benton, Waldo Foundry of Milwaukee, which included Linn Boyd Benton and his all-important Benton Pantograph which engraved type matrices directly instead of using punches and allowed the optical scaling of type. With the inclusion of the Barth Caster and the Benton Pantograph, ATF immediately became the largest and the most technologically advanced foundry in the world. Conditions for the first few years were chaotic: while 12 foundries ceased separate operations immediately member foundries continued to operate as if they were independent firms. Real consolidation did not begin until 1894, when Robert Wickham Nelson, principal owner of the Throne Typesetting Machine Company and a new stockholder in ATF, became general manager.

It was expected that the low frequency would minimise the overheating and sparking problems and this was the case. The test track was operated between 1905 and 1909 and provided evidence for the construction of overhead line and pantograph types to allow operation with a voltage of 15,000. Because of the high voltage, the wooden passenger coaches were provided with a device that protected the passengers from the consequences of contact with drooping overhead lines.

The EMUs were delivered from 2013, with the last units in 2016. In June 2013, it was confirmed they would be classified AM class (standing for Auckland Metro), with the motor car classified AMA, trailer car AMT, and motor/pantograph car AMP. In July 2017, Auckland Council's Finance & Performance Committee approved in principle an order from CAF of 17 EMUs equipped with batteries (BEMU) that would extend electric unit services to Pukekohe.

The variable voltage variable frequency (VVVF) inverters are voltage-sourced with pulse-width modulation (PWM) control, rather than current-sourced with phase fired control (PFC) as in the KTX-I. Each converter supplies the motors on two axles of a bogie, providing for individual bogie control. New main transformers with a 15% weight reduction and a 20% power increase were also developed. The single-arm pantograph is a new development for the planned higher speed.

The twin overhead power lines are usually copper conductors with a flat surface, which are supported by a steel catenary wire. A pole or pantograph extends from the vehicle and presses 'slippers' or 'skates' against the conductors to complete the circuit. These slipper or skate contacts are frequently coated with graphite, or have a carbon block to reduce friction and ensure a good (low resistance) electrical connection. Since buses are scheduled, traffic conflicts are rare.

These included the "manifold writer," developed from Christoph Scheiner's pantograph and used by Mark Twain; copying baths; copying books; and roller copiers. Among the most significant of them was the Blue process in the early 1870s, which was mainly used to make blueprints of architectural and engineering drawings. Stencil duplicators (more commonly known as "Mimeograph machines") surfaced in 1874, and the Cyclostyle in 1891. All were manual and most involved messy fluids.

Southbound stops, on 11th Avenue, are at Alder and Taylor Streets (the latter behind the Central Library). MAX trains passing through the light rail/Portland Streetcar junction have priority over streetcar traffic, though both generally move with the traffic flow. In addition, there is also a switch to bring streetcars onto the MAX line. On a rainy day, one can see sparks when either type of train pantograph hits the electrical wire junction.

To maximize passenger accommodation, almost all electrical equipment is mounted either on the roof (pantograph) or under the car floors (starting resistors, compressors, etc.) All underfloor equipment is enclosed in cabinets with removable spring-latched access panels to protect it from blowing dust and snow. Some of the auxiliary equipment (including some high-voltage equipment such as the electric meter) is placed in cabinets inside car vestibules. Control equipment is concentrated in the engineer's cab.

Like a conventional tram, power is provided by overhead wires and collected with a pantograph. The vehicle can also be run on internal batteries (arranged in packs) on sections of the route without overhead wires. There are two main designs for the vehicles: the bi- directional STE series, and the unidirectional SP Prime series. They consist of three to six articulated sections like a conventional tram, with a length from long and wide.

The remainder of the cars were delivered with Penn Central logos, but retained the PRR-specified livery of gray paint with red pinstripes. On March 2, the first GE-powered Metroliners arrived for testing. The pantographs on the Westinghouse-powered cars would bounce on the aging catenary wires, then draw high currents due to improperly designed transformers. The GE-powered cars proved to have a superior pantograph design, but were still not fit for service.

They may be worn to a diameter of at least 59 cm. There are four monomotor bogies, each powered by a longitudinally suspended motor driving both axles. The power supply is 750 volts DC from overhead lines using a Brecknell Willis high reach pantograph. Speed is controlled from the cab by a joystick controller with a Dead man's switch, which must be held in place to keep the track brakes from automatically applying.

The network is electrified with a 1,500 V overhead line system using DC current. This voltage was previously used on the Woodhead line but is now unique in the United Kingdom. Each Metrocar has its own Brecknell Willis high reach pantograph for collecting power from the overhead line. Metro has a maximum speed of , which it attains on rural stretches of line however the Metrocars are technically capable of 90 km/h.

Prior to 1887, Opie Read edited five separate newspapers, all in the U.S. South: the Statesville Argus, the Bowling Green Pantograph, and the Louisville Courier-Journal, all in Kentucky, as well as the Evening Post, and Gazette in Little Rock, Arkansas. The Gazette was a predecessor of the Arkansas Democrat-Gazette. In 1882, Read founded his own humor magazine, the Arkansas Traveler (magazine), which he carried on after leaving newspaper journalism in 1887.

In the second part, Scheiner mentions numerous passages and quotations from the Bible, the writings of the Church Fathers and philosophers to prove that his geocentric view is in accordance with the teachings of the Catholic Church. Scheiner published Pantographice, about the pantograph which he had invented as early as 1603, and finally in 1632/1633, Scheiner published his last work Prodromus, a pamphlet against the heliocentric theory which was published posthumously in 1651.

Nice tramway was originally to use the ground-level power supply third rail system as used by Bordeaux tramway. However, this was abandoned in favour of the more conventional overhead power supply cables providing 750 V DC, except where the tram crosses the Place Masséna and Place Garibaldi, when it lowers its pantograph and relies on its onboard nickel metal hydride batteries to cross these large open spaces, where overhead wires would be an eyesore.

These locomotives also had a flywheel and pantograph, and were able to work in the more important freight yards across Kent that were fitted with the simple 750 V overhead wire system. This system was brought into use across Kent between 1959 and 1961. Although successful this system did require considerable extra cost, and maintenance, and still limited freight operations with the new locomotives to those goods yards fitted with the catenary.

However, it was quickly decided that the terminus would be Jernbanetorget, which served the Oslo East Station. Construction of the Furuset Line, from Hellerud to Tveita, started in the mid-1950s. Landwork and electrical equipment was contracted to developers, while the trackage was done by the Planning Office. The original plans called for the use of 600 to 650 volt (V) direct current (DC) fed via a pantograph, to allow comparability with the western light rail.

For his own extensive computations (for instance, signed-digit representation), he initially used computational machines by Thomas de Colmar with which he was not satisfied. Therefore, he built multiplication machines after the model of a Pantograph, for which he got a patent in 1886, and a prize at the Chicago World's Fair in 1893. However, the machine was complicated to use and to produce, so it didn't gain much importance. Some 30 to 40 devices were produced until 1898.

The Thompson constant velocity joint (TCVJ), also known as a Thompson coupling, assembles two cardan joints within each other to eliminate the intermediate shaft. A control yoke is added to keep the input and output shafts aligned. The control yoke uses a spherical pantograph scissor mechanism to bisect the angle between the input and output shafts and to maintain the joints at a relative phase angle of zero. The alignment ensures constant angular velocity at all joint angles.

Car 10, refurbished for underground use only. This unit is currently the only one being restored for preservation After a few years in service, the CTAA began reforming the cars after some problems were detected during service. As mentioned above, the windows were gradually narrowed and, since 1923, one pantograph was removed from each car. On December 31, 1926, the CTAA cancelled the mixed "tramway-metro" service as growing surface traffic caused delays to trains circulating through Rivadavia avenue.

This research was recognised with one of the most successful projects funded by the UK-India Education Research Initiative. Sun designed a sensor system that could be used to measure strain and temperature in pantographs, the connectors that are used to link overhead power cables in for electric trains. These devices are essential for train function and routine checks can miss important information. The optical sensors developed by Sun can continuously monitor pantograph behaviour during operation.

In the late 1920s, the locomotive was transferred from the Varese line to the Naples subway, to be used for freight traffic from Naples Campi Flegrei station. With the electrification at 3000 V DC of the Neapolitan line in 1937, it was transferred to the Cumana railway, which had been electrified in 1927. Here, it was converted to the 1200 V DC overhead line system and fitted with a pantograph. It remained in service until 1963.

Twelve three-car trains were converted in 1986 from former JNR 101 series commuter EMUs. Conversion included the addition of a second pantograph on the DeHa 1000 cars and the inclusion of a luggage area at the cab ends separated by a curtain arrangement. Air-conditioning was added to the end cars from fiscal 1994, with the centre cars in each set left without air-conditioning. The trains were modified for wanman driver only operation from December 1999.

Again some Class 317/7 units have had their original Stone Faiveley AMBR pantograph replaced by the Brecknell Willis High Speed design. In 2006 twelve further Class 317 EMU trains were given a more basic refresh of new carpets, retrimmed seats in new moquette and new dado side panels; by Wabtec Doncaster and the bodysides were painted in a lighter shade of blue than the Class 317/7.NewsDesk - Railway Herald. Page 3. 29 September 2006.

The design is derived from the MVG Class B. The car bodies are made out of aluminium, and the trains are powered by three-phase motors. Unlike its predecessor DT1 and the related Class B, the three-phase motors of the DT2 are arranged transverse to the direction of travel. Besides the power supply by contact shoes, every unit is also equipped with a pantograph, as parts of the maintenance facilities are electrified with overhead lines.

By changing the positions of the arms in the linkage between the pointer arm and drawing arm, the scale of the image produced can be changed. Diagram illustrating the principles used by William Wallace's eidograph In 1821, Professor William Wallace (1768–1843) invented the eidograph to improve upon the practical utility of the pantograph. The eidograph relocates the fixed point to the center of the parallelogram and uses a narrow parallelogram to provide improved mechanical advantages.

The tramcar is built on a chassis wide joined by a central chassis on which is assembled a single pantograph. The car has 3 bogies, one on each ends and one below the central portion. Only the central parts of the cars have a lowered floor, at high to enable access to disabled users by four doors. The parts at both ends of the tramcars are built at high accessible by a small three-step staircase.

Republished 2004 with or 9780753709702.) is an electric bus that draws power from dual overhead wires (generally suspended from roadside posts) using spring-loaded trolley poles. Two wires, and two trolley poles, are required to complete the electrical circuit. This differs from a tram or streetcar, which normally uses the track as the return path, needing only one wire and one pole (or pantograph). They are also distinct from other kinds of electric buses, which usually rely on batteries.

These cars are easy to recognise as they have an open space where the pantograph once was. During their history, S sets operated on all Sydney lines. The last six car R sets were deemed life expired in August 2012, with all carriages formed into four car S sets (which were typically operated in pairs). The last sets were transferred from Mortdale to Flemington in March 2013 bringing an end to their operation on Eastern Suburbs & Illawarra services.

In the United States, the term tram has sometimes been used for rubber-tired trackless trains, which are unrelated to other kinds of trams. Tram vehicles are usually lighter and shorter than main line and rapid transit trains. Today, most trams use electrical power, usually fed by a pantograph sliding on an overhead line; older systems may use a trolley pole or a bow collector. In some cases, a contact shoe on a third rail is used.

English transport publications generally refer to the GLT and the competing Translohr system as "rubber-tyred tramways", but rarely simply as "tramways", as they are not tramways in the conventional sense, but neither are they buses when pantograph-equipped and operating in service as designed (i.e. in electric mode). GLT is one of the few models (together with the Innovia APM) of rubber-tyred vehicles produced by Bombardier's transport division, which is otherwise focused on rail transport.

These were manufactured in four series, designated T1 through T4, with minor changes to specifications. During the late 1970s, the western suburban lines which were part of the tramway needed new rolling stock. Oslo Sporveier was at the time considering connecting the metro with these lines, and between 1978 and 1981, 33 new T1300 cars were built. The only difference from the T1000 was that they had a pantograph that allowed them to operate on the tramways.

Locomotives numbered from 01 to 30 had one pantograph per section, whilst those numbered from 31 to 60 had two pantographs per section. Traction motors are connected with a series connection with voltage for each motor being 1500 V. They are cooled by two fans (one fan for two engines) with the air supplied by two intakes in the roof of the locomotive. Air for braking systems is provided by two compressors (one for each section) with nominal power of 140 m3/h.

Coinage continued in small amounts until 1839, when official production of the Gobrecht dollar ceased. The coins had been struck as a trial to gauge public acceptance. The Mint acquired a portrait lathe in 1837, which allowed Gobrecht to work in large models for the later versions of the Gobrecht dollar, and for the Seated Liberty dollar. The lathe, a pantograph- like device, mechanically reduced the design from the model to a coin-size hub, from which working dies could be produced.

Refurbished set PM1504 in August 2017 In 2017, set PM4 was refurbished, renumbered as set PM1504. Refurbishment changes include replacing the traction control equipment with SiC-VVVF equipment, changing to a single-arm pantograph, tinted passenger windows, full-colour LED destination indicators, and replacement of the former transverse seating with longitudinal bench seating. The interior and exterior design for refurbished trainsets was overseen by the industrial design company Don Design Associates. The first refurbished trainset returned to service in April 2017.

In 1902, the British North Eastern Railway placed an order for two steeplecab locomotives of virtually identical design, the ES1 (although they had a dual collection system, using both 3rd rail and pantograph) . These were for the Tyneside Electrics system in North East England, where their job was to haul very heavy mineral trains relatively short distances but over a route that included gradients as steep as 1 in 27. These locomotives started work in 1905 and were only retired in 1964.

Vehicle numbers are also displayed (excluding the section letter) on the sides of the C section, on the doors of the operator cabs and on the roof of the vehicle. Both ends of the vehicle have operator cabs, allowing trains of any length to be operated normally in either direction without the need to turn the train around. The pantograph is located on the B section of the vehicle. Auxiliary power unit, traction inverter, traction motor are supplied by Toshiba.

On a single set the pantographs are placed on the second and third cars, and on an eight car train (2 sets combined) they're placed on the second, third, sixth and seventh cars. Some third Generation of Sydney Trains, Tangaras or T sets, have driving trailers but are equipped to supply electricity to the train though the use of a pantograph. Waratahs (A sets) have two driving trailers (one at each end) with power trailers in between the driving and non-driving trailers.

The schiffli machine is only limited by the length of thread that can fit on the bobbin. Like the hand embroidery machine, early schiffli machines used a manually operated pantograph to trace a pattern and translate the location of each stitch. Later, a card reader was used to program the machine. The punch card, a concept borrowed from the Jacquard loom, recorded the end points of each stitch, as well as other functions that could be performed by the machine, e.g.

Shanghai World Expo 2010 CRH380A at Luoyang Longmen railway station Development started in early 2008 during the research of CRH2-300 (later CRH2C). CSR Corporation conducted more than 1000 technical tests covering 17 specific areas such as dynamic performance, pantograph-catenary current collection, aerodynamics, and traction performance. These studies enabled CSR to develop technology allowed for increased maximum speed, and the findings were fed into designs for the new-generation high-speed train. The original project was named "CRH2-350".

In visual art, copying the works of the masters is a standard way that students learn to paint and sculpt. In sculpture, copies have often been made using devices such as the pointing machine, the pantograph or, more recently, computer guided router systems that scan a model and can produce it in a variety of materials and in any desired size. Another way of copying three-dimensional works is by lost- wax casting and other forms of molding and casting.

A woman with a Hollerith pantograph punch, the keyboard is for the 1940 US Census population card 1940 Census publicity photo shows a census worker in Fairbanks, Alaska. The dog musher remains out of earshot to maintain confidentiality. Census outreach flyers hang at Sure We Can - redemption center in Bushwick, Brooklyn - 2020 Decennial U.S. Census figures are based on actual counts of persons dwelling in U.S. residential structures. They include citizens, non-citizen legal residents, non-citizen long-term visitors and undocumented immigrants.

Due to extensive electrification, the CFF does not possess many diesel locos. The first choice was Am 4/4, (former V 200 class) but these too were unreliable forcing the occasional use of diesel Em 3/3 or quadruple voltage electric Ee 3/3IV shunting locomotives. None of these locomotives permitted train heating which was a problem in winter. In 1977, a light steel coach (B 50 85 29-30 503) was fitted with a pantograph and switchgear to solve the problem.

The locomotive could change from AC to DC without stopping; power pickup was by eight third-rail shoes which could be lowered, plus two large AC pantographs and a small pantograph for DC where short sections through switches were too complicated for third-rail supply. A second order of six supplied in 1908 had design changes, including guide wheels at each end to obviate "nose" or oscillation at high speed. The highly successful class operated to 1947, although some were retired from 1936.

The bands are combined, separated and stored by an assembly located at the base of the column. The result is an efficient (50%-80%) telescoping lifting column. To incorporate the device into a lift system, multiple helical band actuators are arranged below the lift platform where they are powered by an electric motor(s) and synchronized transmission. Helical band actuators require a separate lateral support mechanism, usually provided in the form of guide rails or self-guiding frame, such as a pantograph (e.g.

Several types of British trains have been able to operate on both overhead and third rail systems, including British Rail Class 313, 319, 325, 350, 365, 375/6, 377/2, 377/5, 377/7, 378/2, 387, 373, 395, 700 and 717 EMUs, as well as Class 92 locomotives. On the southern region of British Rail, freight yards had overhead wires to avoid the electrocution hazards of a third rail. The locomotives were fitted with a pantograph as well as pick-up shoes.

Refurbished EM1511 at Wellington railway station in 2006 in the Tranz Rail "Cato Blue" livery. Note the upgraded single-arm pantograph In 1995 a major refurbishment program of the class began, with the EMUs repainted in the then standard Tranz Rail Cato light blue and yellow livery with new seats and brighter interiors. This refurbishment program was completed by 2002. Other minor upgrades were made in the mid-2000s, replacing the original diamond pantographs with single-arm ones and adding ditch lights.

The professional carvers used life-size plaster models produced by Allward in his London studio and an enlarging instrument called a pantograph to make calculations that allowed for reproducing the figures at double life-size. All this work was carried out inside temporary studios built around each figure, including those at the top of the pylons. alt=The Vimy memorial from the front facing side. Most of the original plaster figures are stored at the Canadian War Museum in Ottawa.

The designers considered several voltages for the transmission segment of the system including 3-6 kV, 11 kV, and 22 kV. Ultimately, the transmission and catenary systems were combined into a transformerless system, that utilized the same voltage from output of generator to catenary to locomotive pantograph. As 11 kV was the highest voltage that could be obtained directly from the output of the generators of 1907, 11 kV was selected as the transmission and catenary voltage of the system.

The pantograph type DSA-350 S was specifically developed by Dornier for use in the ICE 1\. At 100 kg they were considered very lightweight with minimal resonance.. Unlike its predecessor InterCityExperimental, the ICE 1 does not have a high-voltage connection of both power cars. Because of this, the pantographs of both power cars are raised during operation. In the 1990s, the two phone booths inside each trainset were connected to Deutsche Telekom's C-Netz by 13 so-called Funkfeststationen.

From 1917 through to 1921, ACP and BCP carriages were withdrawn from steam service in preparation for electrification. The carriages taken for motor conversion had been pre-built with that in mind, having heavier underframes, bogies designed to support traction motors, and a well in the roof to allow a pantograph to be fitted. Seventeen of the ACP 49–106 range were recoded to ACPM. From 1916 on, a further 26 ACPM cars were built, bringing the fleet to 45.

At Amsterdam Zuid station, light- rail trains had to change over from metro mode to tram mode. Heading south, a light-rail train would raise its pantograph, retract its third-rail shoes and switch voltage from 750V (metro) to 600V (light rail). Also, the train had to retract its boarding plates at each door as light-rail cars were narrower than metro cars. Light-rail service was terminated because the light rail vehicles were old, crowded and prone to breakdowns.

Panshin is the author of the Anthony Villiers series, which consists of three books: Star Well, The Thurb Revolution, and Masque World. The fourth volume of the series, The Universal Pantograph,Panshin 1969, p. 157. never appeared, reputedly because of conflicts between the writer and his publisher. Of the Villiers series, noted SF writer Samuel R. Delany writes in the foreword of Star Well: Panshin published a study of the American science fiction author Robert A. Heinlein, Heinlein in Dimension.

The mechanical tension in the wire was increased to 40 kN from the standard 25 kN. The speed of the transverse wave induced in the overhead wire by the train's pantograph was thus increased to , providing a margin of safety beyond the train's maximum speed. Several measurement stations were installed along the test tracks to monitor stresses in the track and ballast, noise, aerodynamic effects, and catenary dynamics. Between kilometer posts 223 and 167, where speeds exceeded , the track was under close surveillance.

Most personal automobiles use two synchronized radial-type arms, while many commercial vehicles use one or more pantograph arms. On some vehicles, a windscreen/windshield washer system is also used to improve and expand the function of the wiper(s) to dry or icy conditions. This system sprays water, or an antifreeze window washer fluid, at the windscreen using several well-positioned nozzles. This system helps remove dirt or dust from the windscreen when it is used in concert with the wiper blades.

The train is built on a system developed by Siemens, which features three-phase induction motors and a 16-bit control system. Trains are usually operated in four-car units in the following order: a motorized car with the cab (EMC), an unmotorized car with a pantograph (EP), an unmotorized car (ET), and a motorized car (EM). The braking system is supplied by Knorr- Bremse. The exterior of the train is made of stainless steel, the first in Taiwan to use the material.

A unit on the Holmenkollen Line Both cars had two bogies, with power on all axles, giving a Bo'Bo' wheel arrangement. Four traction motors, each of , powered the car, giving a top speed of and an acceleration of 1.3 m/s2 (4.3 ft/s2). The trains were equipped with both pantograph and contact shoe, the current for both of which is supplied at 750 volt direct current. The trains could not be connected for multiple running with the T1000 trains.

The T1000 was the original series delivered between 1966 and 1978, while the T1300 was a later adoption built until 1987. The T1000 series has only a third rail shoe, while the T1300 also has a pantograph, and could be used on the Kolsås- and Holmenkoll Lines. In 1995, six two-car T2000 units were delivered for the Holmenkoll Line. They were, at the time, proposed as a possible replacement for all the T1000 and T1300 stock, but were prone to technical problems.

Scheiner 1631: . For Scheiner's pantograph see also (1990) – The Science of Art. (Part II: Machine and Mind), p. 180f. Although it is sometimes thought that the invention was a kind of typewriter, the most probable explanation is that it was some kind of jointed or flexible framework for handwriting with two pens at once.17th century typewriters. Connor (2014) - 'Technological Object: Polygraph,' on website of Literature Technology Media (LTM) Research Group at University of Cambridge, Faculty of English; accessed 2018-01-11 (the same in: this page).

The Pantograph typeface was specially commissioned from the Dalton Maag type foundry. The design standard was applied to the Metrolink network when the new M5000 trams were introduced to the network. Hemisphere chose yellow for its high visibility and to reflect Greater Manchester's culture of confidence and optimism. When the Metrolink network first came into operation in 1992, it used a system-wide colour scheme and vehicle livery of aquamarine, black and grey, along with a stylised "M" monogram placed at an angle within a circle.

In 1961, the remnants of van 218 Z (ex 241 D) were modified such that it could be used to test clearances for special loads going to Gippsland, for the Hazelwood Power Station project. A pantograph was fitted with a graphing device which recorded the height of the overhead contact wire. The vehicle was stored at Newport Workshops when not in use. It is thought that the vehicle was not used beyond 1974; it was later sold to Simsmetal and scrapped on 22 December 1979.

The Class EF70 was developed for use through the steeply graded Hokuriku Tunnel on the Hokuriku Main Line, and was designed to be capable of hauling 1,300 tonne freight trains on a 10‰ gradient and passenger trains at up to . The locomotives had two PS100A pantographs, but normally operated with only the rear pantograph raised. Locomotive numbers EF70 22 onward (built from 1964) incorporated minor design changes, including two roof-mounted headlights replacing the original centrally-mounted single headlight, and changes to the cabside window design.

The V43 will is being gradually replaced in MÁV service by modern Bombardier TRAXX locomotives. Meanwhile a part of the fleet has received minimal upgrades to comply with EUROFIMA requirements and about half of all V43s are now equipped by modern "semi-pantograph" type catenary current collectors. From the middle of 2011 MÁV-Trakció started to change the class numbers to meet the new UIC standardizations. The V43 1xxx series changed to 431 xxx, the V43 2xxx to 432 xxx and the V43 3xxx to 433 xxx.

All variants of the type were built to operate on the 3,000 V DC system. These are dual-cab locomotives with welded-steel bodies and two two-axle bogies. Each bogie has two six-pole DC traction motors, one for each axle. Current collection is via pantograph from overhead lines; the on-board electrical system is 48 V. The total number of Type 22E2 locomotives ordered by the Korean State Railways is not known, but at least three are still in service as of October 2015.

Similar hinges were located at the midpoints of the long horizontal bars of the rectangle. These midpoint pivots connected to the vertical bar on the table. The result was a pantograph that allowed the long horizontal bars to be rotated into the vertical to point upward at an aircraft, sighting along the upper bar. A final piece was a separate vertical bar connected to the two horizontals and pivoted in the same way so that it remained pointing vertically as the horizontal bars were rotated.

They are still in commercial use, but at a greatly reduced and ever-dwindling level. They are no longer built new by machine tool builders, but a small market for used machines still exists. As for the magnification-and-reduction feature of a pantograph (with the scale determined by the adjustable arm lengths), it is achieved in CNC via mathematic calculations that the computer applies to the program information practically instantaneously. Scaling functions (as well as mirroring functions) are built into languages such as G-code.

Rocket boosters and drills also feature in the design to help aid this speedy Eva once in action. It appears to lack an umbilical cord and gathers its energy from pantograph-like wires atop the shoulder pylons, which connect to the roofs of the tunnels of Bethany Base in Evangelion 2.0. The odd build is most likely due to its provisional status as moving on various terrains might be difficult. The Eva is solely sent into action against the previously released Third Angel which attempts to escape.

The locomotives coped well in service, and from 1942 it became standard practice to run three locomotives together with only two pantographs up, and have their pantographs linked by jumper cables. This was deemed dangerous and soon each locomotive ran with its own pantograph up. This often resulted in heavy sparking. so they were run as a set of three locos in multiple-unit control with a two-man crew (an uphill driver and a downhill driver) and one driver sitting in each end cab.

Retrieved 2011-02-14 for use with 750 V DC via third rail to Network SouthEast, which became Connex South Eastern upon privatisation, and then South Eastern Trains when the franchise changed. They were then transferred to WAGN (now Govia Thameslink Railway) where the shoe gear was removed and a Brecknell Willis high speed pantograph was fitted for use with 25 kv AC overhead line equipment. 41 units of the class were built between 1994 and 1995.Class 365 Electric Multiple Unit - Eversholt Rail Group.

In Toronto, the tip of the trolley pole has a shoe with a carbon insert to collect current. The carbon insert also lowers the trolley shoe so that it does not strike hangers that are not yet pantograph-compatible. During wet weather, these carbon inserts wear out faster, needing replacement after a day or two for older streetcars. However, because the Flexity streetcars draw more current than older streetcars, their carbon inserts wore out faster in less than eight hours in the wet weather.

This too proved challenging, as the old wood roofs could not support the weight of a pantograph. Some high level platforms were built, and the Key System's newest cars, "Bridge Units", were operated on the line while a limited number of New York cars were equipped with makeshift steps to street level. These cars became the symbol of the Shipyard Railway. At the end of World War II, the Shipyard Railway was offered to the Key System, but they declined, viewing the line as unprofitable.

The Class 951 train was a two-car unit formed of cars numbered 951-1 and 951-2. Car 951-1 was built by Kawasaki Sharyo (present-day Kawasaki Heavy Industries), and had a seating capacity of 40 with seats arranged 3+2 abreast. Car 951-2 was built by Nippon Sharyo, and had a seating capacity of 50, also with seats arranged 3+2 abreast. # 951-1 (Mc) # 951-2 (M'c) Both cars were fitted with a cross-arm type pantograph at the inner end.

The most common examples of this technology are on the fine lines at the edge of a cheque which will disappear when copied or on a coupon when a symbol, such as a shopping cart, disappears when an unauthorized copy is made. Verification Grid is available for either traditional or digital presses. Together the void pantograph and the Verification Grid complement each other because the reactions to copying are inverse, resulting in a higher degree of assurance that a hard copy document is an original.

Power pickup was via pantograph from overhead catenary wires, except on the Bay Bridge where a third rail pickup was used. The Key's trains ran on 600 volt direct current, compared to the 1200 volts used by the SP commuter trains. The cars had an enclosed operator's cab in the right front, with passenger seats extending to the very front of the vehicle, a favorite seat for many children, with dramatic views of the tracks ahead. The exterior color of the cars was orange and silver.

The first thirty locomotives had a small DC pantograph for use within New York City's Grand Central Terminal, where long gaps exist in the third rail because of the complex trackage that includes numerous railroad switches. For operation into the Pennsylvania Railroad's Pennsylvania Station, the FL9 used the Long Island Rail Road's third rail system. The electrical supply available from the third rail—660 V DC—was identical to the requirements of diesel locomotive traction motors, enabling a fairly easy conversion to a dual-power locomotive.

Ultra Hand is a toy that was manufactured by Nintendo in the late 1960s. It was created in 1966 by Gunpei Yokoi, who would later design the Love Tester, the D-pad, the Game Boy, and the WonderSwan. Ultra Hand consists of several criss-cross-connected plastic elements, and operates on the "lazy tongs" pantograph principle. One end of the Ultra Hand has scissor-like handles and is operated like scissors, extending when the handles are pinched together and retracting when they are parted.

After having positioned to perform a scan inspection, the pantograph elevates the 3D scanner at the fuselage. A pan-tilt unit moves the scan device to acquire the hull. By comparing the data acquired to the three-dimensional model of the aircraft, algorithms are able to diagnose any faults in the fuselage structure and provide information on their shape, size and depth. By moving the pan-tilt units of the laser range finders, it is also possible to obtain a point cloud in three dimensions.

A Pioneer III car at 30th Street Station in 1976 Although the Pioneer III design was advanced for its time, operating headaches and a ready stream of available GG1 locomotive-hauled coaches spelled a premature end to the Pioneer III coaches in long-distance passenger service. In 1963, as part of an effort to improve commuter rail service in the Philadelphia area, the PRR contracted with the Budd Company to build a more advanced version of the Pioneer III design. Using the Pioneer III as a model, the new "Silverliner", as the stainless steel MU coaches were called, differed greatly from the Pioneers. They all had fabricated trucks with air springs and disc brakes, more powerful traction motors, two rows of ceiling lights, improved air- conditioning, the use of an automatic MU coupler that automatically made electrical connections in addition to the usual AAR "knuckle" design and a sleeker T-shaped (Faiveley) pantograph in place of the diamond-shaped pantograph. Thirty-eight Silverliner cars (201-219, 251-269) were built for the PRR, with 17 nearly identical cars (9001-9017) for the Reading Company tacked onto the same order.

It also allowed printers to form matrices for types for which they did not have matrices, or duplicate matrices when they had no punches, and accordingly was less honourably used to pirate typefaces from other foundries. The technology was most commonly used for larger and more esoteric display typefaces, with punched matrices preferred for body text types. An additional technology from the 1880s was the direct engraving of punches (or matrices, especially with larger fonts) using a pantograph cutting machine, controlled by replicating hand movements at a smaller size.

A train of Arrow III cars at South Orange in 1986 New single-arm pantograph on an Arrow III. The Arrow IIIs were built in 1977 and 1978 by General Electric in the same fashion as the Arrow IIs. They consist of 200 cars built as married pairs (1334–1533) and 30 single cars (1304–1333). These cars were initially ordered as part of a plan to rehabilitate the NJDOT (Later NJ Transit's) Hoboken division, converting the 3,000 volt DC system to a 25 Kv 60 Hz AC system.

Matsumoto-based E127-100 series set A8 on the Oito Line in August 2009 Twelve two-car sets were built by Kawasaki Heavy Industries, JR East (Tsuchizaki Factory), and Tokyu Car, and delivered to Matsumoto Depot in November and December 1998 for use on Ōito Line and Shinonoi Line local services. They entered service on 8 December 1998. The external styling differs from the earlier E127-0 series, resembling the 701 series design. Sets A7 to A12 have a second de-icing pantograph on the KuHa trailer car.

The earliest form of colorization introduced limited color into a black-and-white film using dyes, as a visual effect. The earliest Edison films, most notably the Annabelle Serpentine Dance series, were also the earliest examples of colorization, done by painting aniline dyes onto the emulsion. Around 1905, Pathé introduced Pathéchrome, a stencil process that required cutting one or more stencils for each film frame with the aid of a reducing pantograph. In 1916, the Handschiegl Color Process was invented for Cecil B. DeMille's film Joan the Woman (1917).

Similar systems that avoid overhead lines have been developed by Bombardier, AnsaldoBreda, CAF, and others. These may consist of physical ground-level infrastructure, or use energy stored in battery packs to travel over short distances without overhead wiring. Overhead pantographs are sometimes used as alternatives to third rails because third rails can ice over in certain winter weather conditions. The MBTA Blue Line uses pantograph power for the entire section of its route that runs on the surface, while switching to third rail power before entering the underground portion of its route.

The pantograph was, in keeping with most pantographs at the time, spring operated with an elementary head suspension. It featured needle roller bearings at the base and knuckle. The operating rods were cleverly hidden inside the hollow arms making an excellent aesthetically pleasing design. Although it had been used on a few rapid transit systems and on a Blackpool tram, the first use in the UK on the main lines was back in 1974 when a small number were fitted to some Class 309s based at Ilford EMU Depot.

The ALRT car was a proposed rapid-transit vehicle for Greater Toronto's GO ALRT in the early 1980s. The car was longer, used a pantograph and was an articulated version of the Scarborough RT car. The ALRT car was capable of high speeds needed for interurban operation. As the required capacity of the ALRT system rose, it eventually approached the size of conventional heavy rail, and ALRT was cancelled in favour of additional diesel units pulling Bombardier BiLevel Coaches, which have since gone on to be one of Bombardier's best-selling products.

Modern techniques using RTV silicone and softer-quality rubbers have made it possible to use weaker materials, so that polymer clay masters have become more common. Fimo clay is popular, though due to the individual properties of certain colours, only a limited selection of colours is used. Masters for plastic miniatures are often made in a larger scale, often three times the required size. The master is measured with a probe linked to a pantograph that reduces the measurements to the correct size and drives the cutter that makes the moulds.

The mechanical tension in the wire was increased to 40 kN from the standard 25 kN. The speed of the transverse wave induced in the overhead wire by the train's pantograph was thus increased to 610 km/h, providing a margin of safety beyond the train's maximum speed. Several measurement stations were installed along the test tracks to monitor stresses in the track and ballast, noise, aerodynamic effects, and catenary dynamics. Between kilometer posts 223 and 167, where speeds exceeded 500 km/h, the track was under close surveillance.

The soil mechanics surface sampler was designed to pick up, dig, scrape, and trench the lunar surface, and transport lunar surface material while being photographed so that the properties of the lunar surface could be determined. The sampler consisted primarily of a scoop with a container, a sharpened blade, and an electric motor to open and close the container. The flat foot of the scoop incorporated two embedded rectangular horseshoe magnets. The scoop was mounted on a pantograph arm that could be extended about 1.5 m or retracted close to the spacecraft motor drive.

A pantograph hook stick was stowed in a tube, mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotive had one square and two rectangular access panels along the lower half of the body and a large hatch door below the second small window to the right of the side door on the roof access ladder side, and only one square access panel and a large hatch door below the first window immediately to the right of the door on the opposite side.

The catenary wire typically comprises messenger wire (also called catenary wire) and a contact wire where it meets the pantograph. The messenger wire is terminated at the portal, while the contact wire runs into the overhead conductor rail profile at the transition end section before it is terminated at the portal. There is a gap between the overhead conductor rail at the transition end section and the overhead conductor rail that runs across the entire span of the swing bridge. The gap is required for the swing bridge to be opened and closed.

Catenary (upper photo) is suited to higher-speed rail vehicles. Trolley wire (lower photo) is suited to slower-speed trams (streetcars) and light rail vehicles. RER Line C trenches and tunnels in central Paris JR West An older rail bridge in Berwick-upon-Tweed, retrofitted to include overhead catenary lines A catenary is a system of overhead wires used to supply electricity to a locomotive, tram (streetcar), or light rail vehicle that is equipped with a pantograph. Gantry with old and new suspended equipment at Grivita railway station, Bucharest.

Electric trains that collect their current from overhead lines use a device such as a pantograph, bow collector or trolley pole. It presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram and back to the feeder station through the steel wheels on one or both running rails. Non-electric locomotives (such as diesels) may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance.

The British Rail (BR) Class 310 was a slam-door, alternating current (AC) electric multiple unit (EMU) introduced in 1965 as part of the West Coast Main Line electrification project. They were initially classified as Class AM10 units before the introduction of the TOPS classification system. Constructed at BR's Derby Carriage and Wagon Works. They consisted of four carriages - a second class driving trailer, a second class trailer, a second class motor car (with guard's/luggage compartment above which the Stone Faiveley AMBR pantograph was mounted) and a composite (1st and 2nd class) driving trailer.

As an independent artist and consultant, Goudy needed to undertake a large range of commissions to survive, and sought patronage from companies who would commission a typeface for their own printing and advertising. This led to him producing a large range of designs on commission, and promoting his career through talks and teaching. As a result, many of his designs may look quite similar to modern readers. His career was aided by the new pantograph engraving technology, which made it easier to rapidly cut the matrices used as moulds to form metal type.

K. Rubins) and copyright date (1962) can be seen on the rear, proper right side base of the sculpture. Based on a forty six inch plaster mold, a three-dimensional pantograph was used to create a rough, hollow framework of the full-size model of the sculpture from wood. The surface layer of this framework was coated with a layer of oil-base non-hardening clay called plastelene and then the detail work of the sculpture was done by hand. A plaster mold was placed over the finished clay framework and allowed to dry.

Unlike the balisong knife handles that swing freely and independently, the pantographic knife uses a pantograph linkage to keep the handles aligned during opening and closing. The pantographic knife is very strong when compared to most other folding knife designs, being joined at several points and along several planes—this increases the force required to break the blade away from the handle. By enclosing the blade on both sides, double edged blades can be used. This knife is also known as a paratrooper knife, although it was never issued as such.

Throughout the history of the production of elongated coins, various methods have been used to engrave the design into the roller. Early elongateds were hand engraved with burin gravers, and some are still engraved using this method. More popular modern and contemporary methods include etching, pantograph engraving, and engraving using electric or air-powered rotary tools. In America, one-cent coins are most commonly used in these vending machines, as they are thin, easy to emboss, and are the smallest denomination of American money (most machines charge US$0.50 in addition to the cent rolled).

The design is derived from the MVG Class A. Differences include a magnetic track brake system, which Munich's Class A trains don't have. The car bodies are made out of aluminium, and the trains are powered by direct current motors. Beginning with units 465/466, built from 1980 until the end of production in 1984, the trains were delivered with three-phase motors. Besides the power supply by contact shoes, every unit is also equipped with a pantograph, as parts of the maintenance facilities are electrified with overhead lines.

A catenary pole of the system. Catenary wires and contact wires are tensioned by individual tension balancers. The basic system unit is an elementary electrical section consisting of a segment of one or more parallel tracks, each with a contiguous contact (or catenary or trolley) wire for the locomotive pantograph and an electrically separate feed wire. Elementary electrical sections are separated by section breaks where the contact and feeder wires can be interrupted with motor-operated air switches to isolate a section in the event of a fault or to permit maintenance.

The class was developed as a result of experience with the earlier prototype classes 81, 82, 83, 84 and 85, which had been produced by different manufacturers, in the early days of the WCML electrification, as testbeds for locomotive development. The AL6 featured design elements pioneered on the earlier classes, such as the general construction of the bodies and bogies, and control systems. However, some design features were unique, such as the squarer front ends, as opposed to the raked back noses of the earlier designs. Another difference was the lack of a second pantograph.

Adam Francis Cornford was born in Newcastle-upon-Tyne, the son of Christopher Cornford and a lineal descendant of naturalist Charles Darwin. Cornford moved to California in 1969. He attended the University of California at Santa Cruz, where he studied with (and was first published by) kayak editor George Hitchcock; and San Francisco State University, where his mentor was the Greek surrealist Nanos Valaoritis. Among his books are three collections of poetry: Shooting Scripts (Black Stone Press, 1978); Animations (City Lights Books, 1988) and Decision Forest (Pantograph Press, 1997).

Also known as a "gallows frame", the bridge spans the platform ("A" and "B" on diagram). In the non-portable device this is mounted on posts permanently attached to the platform. In the portable version the bridge, side posts, and a bottom cross piece form the outer rim of enclosure when in the state for transportation. The bridge divides the platform into two portions, the part toward the user upon which the papers are placed (see illustration above), and the stationary part away from the user that contains a portion of the planar pantograph.

After the renewal of the bridge-deck had been completed, plans were implemented in 2008 to electrify the final 7 km (4 miles) of line, being the section between and the , which includes the Geul Valley bridge. The bridge is significant in this respect because it marks the from the Belgian 3 kV DC system to the German 15 kV AC supply, and must be traversed using locomotives compatible with both systems, and which must be designed to pass from one supply to the other, lowering the pantograph(s) but without stopping.

The London to Shenfield route opened in 1949 with three-car EMUs with air-operated doors that collected traction current with a single diamond-shaped pantograph. Similar EMUs entered service on the Manchester end of the Manchester–Sheffield–Wath route in 1954. In 1954 compartment stock with slam doors was introduced on the London to Southend route. In 1948 a further report into electrification was commissioned, and this repeated the recommendations of the 1932 report for third rail at 750 V DC in Southern England and overhead line at 1500 V DC elsewhere.

March 1922 overhead conductor rails for the same track. Left, 1200 V DC for the Uetliberg railway (the pantograph is mounted asymmetrically to collect current from this rail); right, 15,000 V AC for the Sihltal railway River Sihl, its access is via this structure in the river. The Sihltal Zürich Uetliberg Bahn AG – commonly abbreviated to SZU – is a railway company and transport network in the canton of Zürich in Switzerland. The network comprises the Uetliberg railway line and the Sihltal railway line, a cable car and a network of bus services.

In Italy this was achieved with the long bow collectors reaching right to the ends of the locomotive, or with a pair of pantographs, also mounted as far apart as possible. In the United States, a pair of trolley poles were used. They worked well with a maximum speed of . The dual conductor pantograph system is used on four mountain railways that continue to use three-phase power (Corcovado Rack Railway in Rio de Janeiro, Brazil, Jungfraubahn and Gornergratbahn in Switzerland and the Petit train de la Rhune in France).

Thomas Shingles (3 April 1903 - 31 May 1984) was the Master Engraver of the Royal Canadian Mint from 1943 until his retirement in 1965; he first began work at the Mint in 1939. He was born in Birmingham, England. Shingles was responsible for several of the images on Canadian coinage, including the Second World War V-variant nickel, which he designed in 1943 at the behest of Mint staff;Coinscan.com although most coin designs are done at full size and then reduced via a pantograph, Shingles chose to produce this design in miniature.

El 17 hauling a train on the Flåm Line, with the locomotive in the original red and black livery The El 17 was built by the manufacturer Thyssen-Henschel of Germany. The locomotives have three-phase asynchronous motors with a continuous output power of , allowing a maximum speed of . The units receive power from a pantograph and are the first class of locomotive for NSB that has regenerative brakes. The electrical equipment was designed by the manufacturer BBC (German plant Mannheim) but built by the Norwegian manufacturer Norsk Elektrisk & Brown Boveri (NEBB).

Three blog entries analyzing counterfeits the author has been passed. blog.alism.com It was difficult to manufacture round pounds with properly-produced edges; the milling (grooves) was often incomplete or poor and the inscription (often "DECUS ET TUTAMEN") sometimes poorly produced or in the wrong typeface. A shiny coin with less wear than its date suggests is also suspect, although it may be a genuine coin that has rarely been used. Counterfeit coins are made by different processes including casting, stamping, electrotyping, and copying with a pantograph or spark erosion.

Generally, the speed range for ultra high-speed rail is between and . A number of both technological and practical variables begin to influence trains in the vicinity of 500–600 km/h. Technologically, the limitations are by no means beyond reach, however conventional trains begin to encounter several physical obstacles, most notably track damage and pantograph limitations. It is important to note that the current world record for rail vehicles is held by the TGV V150 set on 15 April 2007 at , and conventional trains may indeed eventually reach into ultra high-speeds.

The Confederation Line (), also called O-Train Line 1 (), is a light rail line operated by OC Transpo in Ottawa, Ontario, Canada, as part of the city's O-Train light rail system. The Confederation Line opened on September 14, 2019; it is the second O-Train line opened, operating on an east to west route to complement the north to south Trillium Line. Using light rail rolling stock and technology (e.g. pantograph electrical pickup from overhead catenary rather than a third rail), the Confederation Line is completely grade separated.

A pantograph hook stick was stowed in a tube mounted below the lower edge of the locomotive body on the roof access ladder side. The locomotive had one square and two rectangular access panels along the lower half of the body and a large hatch door below the second small window to the right of the side door on the roof access ladder side, and only one square access panel and a large hatch door below the first window immediately to the right of the door on the opposite side.

Beginning in 1990 he ceased writing what he refers to as "the daily poem" and turned to writing the long poem, the epic. He also founded, with Andrew Joron, Pantograph Press, which in 1992 published the first volume of his epic, the long poem "That" Goddess. While he continued to write during the next 10 years, sometimes collaborating with other poets, his published work continued to be in the vein of the book length poem. This creative direction culminated in the two-volume (867 pp.) poem Madonna Septet, published in 2000.

The step-entrance version was known as the O405. A 3-axle articulated version was also built known as O405G and a trolleybus as the O405T.The Mercedes-Benz O405 Range Buses Worldwide issue 214 July 2019 pages 30-33 There were two generations of O405, designated as O405 MkI and O405 MkII. Most of them have their boxy roof dome (slightly arched) with a double- curvature windscreen, separately mounted destination indicator and pantograph system windshield wipers that was used on some buses such as the Dennis Dart, Leyland Lynx, MAN NL262 and the MAN SL202.

Later, a pantograph mechanism was used, but it could only produce about 25 fair copies before the original was too worn down. During a recording session, as many as a dozen machines could be arrayed in front of the performers to record multiple originals. Still, a single "take" would ultimately yield only a few hundred copies at best, so performers were booked for marathon recording sessions in which they had to repeat their most popular numbers over and over again. By 1902, successful molding processes for manufacturing prerecorded cylinders had been developed.

Each car received a pantograph, a transformer, a power truck, a motorman's cab and controls at each end, and MU circuits. These cars were then designated MP54E to distinguish them from non- electrified cars. The Paoli line opened with electrical service in 1915 with great success, and other Philadelphia suburban lines were electrified in succeeding years. By 1933 the entire PRR line from Philadelphia to Penn Station had been provided with AC electrification and the lines from Philadelphia to Washington, D.C. and Harrisburg were subsequently electrified as well.

A scissor lift is a type of platform that can usually only move vertically. The mechanism to achieve this is the use of linked, folding supports in a criss-cross X pattern, known as a pantograph (or scissor mechanism). The upward motion is achieved by the application of pressure to the outside of the lowest set of supports, elongating the crossing pattern, and propelling the work platform vertically. The platform may also have an extending deck to allow closer access to the work area, because of the inherent limits of vertical-only movement.

When the Guangzhou–Shenzhen Railway was electrified, China Railway extended through trains into Hong Kong via the Kowloon–Canton Railway (KCR) East Rail Line. These trains were initially hauled by an SS8 locomotive but their pantographs were considered harmful to KCR's catenary even after necessary conversions had been made. So, for a long time, China Railways DF11 diesel locomotives were used. After KCR provided their technical requirements of HK-compliance pantographs to China Railway, the company adapted some of their SS8's in order to meet the pantograph requirements.

While APT-E was still under construction, the team was well into the design of a production version. Jones found an ally in Graham Calder, who had been promoted to become BR's chief mechanical engineer (CME) in 1971. At the time they envisioned building two new experimental trains; one was essentially a stretched version of the APT-E with turbine power, and the other was similar, but powered by overhead electrical lines via pantograph (pan). As data flowed in from the POP and APT-E, a number of changes to the design were being made.

Copies were made by having the artist play over and over or by hooking two machines together with rubber tubing (one with a master cylinder and the other a blank) or copying the sound mechanically. By the late 1890s, an improved mechanical duplicator, the pantograph, was developed which used mechanical linkage. One mandrel had a playback stylus and the other a recording one, while weights and springs were used to adjust the tension between the styli to control recording volume and tracking. This is an example of a wax cylinder mold.

CLRV car 4000 had a pantograph when being tested by SIG on the Orbe-Chavornay railway and was converted to trolley pole before being delivered to Toronto. On December 29, 1977, the first CLRV, SIG-built 4002, arrived at the Hillcrest Complex aboard a railway flatcar. On September 30, 1979, after a year of testing and modification, CLRVs started service on route 507 Long Branch (today the western portion of route 501 Queen). Twenty-two CLRVs were to run on an open-track Scarborough LRT line (to be later built as an ICTS line).

As with the CLRV prototypes, the ALRV prototype, numbered 4900, was tested with a pantograph on standard gauge tracks before delivery to the TTC. Built in 1982, prototype 4900 had features that were not implemented on either CLRVs or production ALRVs such as hand controls instead of foot controls, and electronic destination signs instead of linen rollsigns. The prototype had couplers while subsequent production units did not. Prototype 4900 ran trials in Toronto from August 10, 1982, until February 25, 1983, with a break when it was displayed at the 1982 Canadian National Exhibition.

The Class 83 is a type of electric multiple unit operated by Keretapi Tanah Melayu on its KTM Komuter services. 22 sets were built by Hyundai Precision and Marubeni of South Korea and Japan respectively, in 3-car formations. The KTM class 83 3-car formation consists of two motor cabs at either end of the set and a single trailer car in between, the trailer car in between is equipped with a Brecknell Willis high reach pantograph for electric pick up. Narrow gangways integrate the 3-car sets.

Once the train is at a stand the driver selects AC traction and raises the pantograph. There is no system forcing the driver to change traction supplies beyond the customary 'PANS UP' sign at the end of the platform. If the driver forgets to change to AC no damage will occur to the train or any infrastructure; there will simply be a loss of power as the train runs out of third rail. Great Northern 313s were electrically limited to 30 mph in DC mode, the maximum line speed on the Northern City Line.

As part of Phase 1 of the Kent Coast Electrification Scheme, the yard at Hoo Junction had a simple overhead catenary system installed in 1959, to accommodate the Class 71 electric locomotives then brought into use. These were equipped with a pantograph to work off the catenary, intended to avoid the exposed third rail which could have added a danger for yard staff. Due to introduction of diesel-electric locomotives the catenary system had become redundant by 1975. Westinghouse Rail Systems has buildings adjacent to the north perimeter of the yard.

A Sarajevo tram Sarajevo was not the first city in Europe to have a full-time (from dawn to dusk) operational electric tram line despite the claims on several websites. The electric tram started in Sarajevo only in 1895, which was much later than the first line in Austria-Hungary Mödling and Hinterbrühl Tram that was opened in 1883 in Vienna. It was the first tram in the world in regular service that was run with electricity served by an overhead line with pantograph current collectors. Sarajevo was among the pioneers but not the first.

The matrices were stamped with punches machined using pantographs from large working drawings and intermediate copper patterns, and used to cast type under the control of a keyboard. This gave much cleaner results than pre-pantograph punches, which had to be hand-carved at the size of the desired letter, and allowed fonts to be issued in more sizes faster than was previously possible. The font is Bembo. In the hot metal typesetting systems of the later years of metal type printing, from the late nineteenth century onwards, new type is cast for each job under the control of a keyboard.

Beginning in the 1890s, each character was drawn in a very large size for the American Type Founders Corporation and a few others using their technology—over a foot (30 cm) high. The outline was then traced by a Benton pantograph-based engraving machine with a pointer at the hand-held vertex and a cutting tool at the opposite vertex down to a size usually less than a quarter-inch (6 mm). The pantographic engraver was first used to cut punches, and later to directly create matrices. In the late 1960s through the 1980s, typesetting moved from metal to photo composition.

In the days of metal type, when each size was cut individually, display types were often cut that were adjusted for display use. These modifications continued to be made even after fonts started to be made by scaling using a pantograph, but began to fade away with the advent of phototypesetting and then digital fonts, which can both be printed at any size. Premium digital fonts used for magazines, books and newspapers do often include display variants, but they are often not included with typefaces bundled with operating systems and desktop publishing software.Adobe Systems , 2010-05-31.

Close-up of microprint incorporated on US$100 paper currency Microprinting is the production of recognizable patterns or characters in a printed medium at a scale that requires magnification to read with the naked eye. To the unaided eye, the text may appear as a solid line. Attempts to reproduce by methods of photocopy, image scanning, or pantograph typically translate as a dotted or solid line, unless the reproduction method can identify and recreate patterns to such scale. Microprint is predominantly used as an anti-counterfeiting technique, due to its inability to be easily reproduced by widespread digital methods.

Subterráneos de Buenos Aires (Official Page) History of Line A – Retrieved 2010-11-04 Line A used the cars used at its inauguration for just under a century. These cars were built by Belgian company La Brugeoise starting in 1913 and were refurbished in 1927 when their wooden structure was modified for underground-only use. A peculiarity of the original "pantograph" cars on the "underground tramway" is that until 1926 they had both low doors at the ends for boarding from the street and high doors in the middle for loading from platforms in the tunnel.

Additionally, the Arrow IIIs saw the return of 3-2 seating. The Arrow IIIs were given a mid- life overhaul between 1992 and 1995 by ABB. The rebuild replaced the original DC propulsion system with a new solid state AC system that also included higher power traction motors with a total of about 375 hp per two axle truck. The increased power per motor allowed for motors to be eliminated from the truck located under the pantograph in each of the married pairs, reducing the number of powered axles per pair to 6 although raising horsepower to 1125.

However, it was quickly decided that the terminus instead should be at Jernbanetorget, next to Oslo East Station (today Oslo S). The Lambertseter Line and the Østensjø Line existed as light rail lines, and were upgraded to metro standard. The Grorud Line and the Furuset Line were new and ran through previously undeveloped neighborhoods in Groruddalen. During construction, groundwork and electrical equipment was contracted to developers, while the trackage was done by the planning office. The original plans called for the use of 600 to 650 volt (V) direct current (DC) fed via a pantograph, to allow comparability with the light rail.

Cutaway and layout of an E2E Constructed in Switzerland by a collaboration between Brown, Boveri & Cie (BBC), who provided the mechanics, and Schweizerische Lokomotiv- und Maschinenfabrik (SLM), who contributed the electrics, the two E2E locomotives were introduced to pull goods on the BTB. They were equipped with two 19-pole electric motors with a one hour rating of which powered a common shaft mounted on an auxiliary frame. Power was transmitted via a countershaft and coupling rods to two axles to power four driving wheels. The railway operated at 750V three phase AC, which was transmitted to via a pantograph and overhead wires.

The stylus was connected to a reducing pantograph that caused a sharp blade to cut corresponding outlines through the actual film frame, creating the stencil for that color in that frame. This had to be done for each individual frame, and as many different stencil films had to be made as there were different colors to be added. Each of the final projection prints was matched up with one of the stencil films and run through a machine that applied the corresponding dye through the stencil. This operation was repeated using each of the different stencils and dyes in turn.

Unit 307118 was converted into a test unit for the 'Holec' three-phase AC traction motors and associated electrical gear used in the Class 323 EMUs. As 316998, the BDTBSO coach had its seating removed and the electrical equipment mounted in the passenger cabin and cooling provided via a large grill fitted in place of the guard's doors on the left hand side. The pantograph well was also revised, bringing it closer towards the cab. Later, the unit was altered for 750 V DC third rail operation, the pickup shoes being mounted on the former MSO and renumbered 316997.

The carvers used half-size plaster models produced by Allward in his studio, now on display at the Canadian War Museum, and an instrument called a pantograph to reproduce the figures at the proper scale. The carvers conducted their work year-round inside temporary studios built around each figure. The inclusion of the names of those killed in France with no known grave was not part of the original design, and Allward was unhappy when the government asked him to include them. Allward argued that the inclusion of names was not part of the original commissioning.

The first campaign, also known as operation TGV 117, took place between 30 November 1989 and 1 February 1990. After several runs, problems with pantograph contact required manual adjustments to be made by first grounding the catenary and then sending technicians onto the roof. After a series of increasingly fast runs, the first official speed record of 482.4 km/h (299.8 mph) was set at kilometer point 166 on 5 December 1989, with engineer Michel Boiteau at the controls. At the end of this run, trainset 325 had accumulated at speeds exceeding 400 km/h (249 mph).

The human restraint system includes the fully adjustable chair that the crew- member sits on, as well as a set of adjustable levers, connectors, pads, restraints, and hand-grips designed by biomechanics experts to support the nine joint configurations with subjects ranging from 5 to 95 percentile in size. The restraint system aims to isolate muscle groups under study and maintain the alignment of the joint and motor axes, while maintaining an acceptable subject comfort. The restraint system also includes a pantograph, which is capable of translating and rotating the chair into a wide range of positions relative to the main box.

K & E LEROY lettering set (1959) Mechanical lettering is sometimes done using a pantograph, a device consisting of four bars ("links") which are pinned to each other to form a parallelogram. The links can pivot about these pins. The lowermost link of the parallelogram is fixed to two rigid supports. One vertical link at one end is connected to a profile tracer, which traces the profile of the letter to be drawn, and the second vertical link and the other horizontal link are jointly connected to a pencil that draws the exact shape of the profile traced.

Transport-related typefaces have included "Pantograph" for Manchester Metrolink and "Barlow", named after William Henry Barlow, for St Pancras railway station and the associated High Speed 1 signage. "Barlow" was created from a typeface called "Stroudley", which itself was descended from "Casey", designed for the KCR Corporation in Hong Kong. The Ubuntu typeface was notable for being created for open source software company Canonical Ltd to use in their Ubuntu operating system, branding and publicity material. It was the first typeface to be designed with the intention that it should be expanded upon by the Open Source community.

A section insulator at a section break in Amtrak's 12 kV catenary To allow maintenance to the overhead line without having to turn off the entire system, the line is broken into electrically separated portions known as "sections". Sections often correspond with tension lengths. The transition from section to section is known as a "section break" and is set up so that the vehicle's pantograph is in continuous contact with one wire or the other. For bow collectors and pantographs, this is done by having two contact wires run side by side over the length between 2 or 4 wire supports.

AC systems have a particular safety implication in that the railway electrification system would act as a "Backdoor" connection between different parts, resulting in, amongst other things, a section of the grid de-energised for maintenance being re-energised from the railway substation creating danger. For these reasons Neutral sections are placed in the electrification between the sections fed from different points in a national grid, or different phases, or grids which are not synchronized. It is highly undesirable to connect synchronized grids. A simple section break is insufficient to guard against this as the pantograph briefly connects both sections.

Such vehicles can be fitted with either a pantograph or trolley pole. The Northeast Corridor in the United States has catenary over the between Boston, Massachusetts and Washington, D.C. for Amtrak's inter-city trains. Commuter rail agencies including MARC, SEPTA, NJ Transit, and Metro-North Railroad utilize the catenary to provide local service. In Cleveland, Ohio the interurban/light rail lines and the heavy rail line use the same overhead wires, due to a city ordinance intended to limit air pollution from the large number of steam trains that passed through Cleveland between the east coast and Chicago.

Japanese national network operated by Japan Railways Group employs narrow gauge and has maximum width of and maximum height of ; however, a number JR lines were constructed as private railways prior to nationalisation in the early 20th century, and feature loading gauges smaller than the standard. These include the Chūō Main Line west of Takao, the Minobu Line, and the Yosan Main Line west of Kan'onji ( height). Nevertheless, advances in pantograph technology have largely eliminated the need for separate rolling stock in these areas. There are many private railway companies in Japan and the loading gauge is different for each company.

4 Google News Archive 18 October 2016 Her beatification approximately coincided with the French invention of the Janvier transfer engraving machine (also called a die engraving pantograph), which facilitates the creation of minted coins and commemorative medallions. This invention, together with the already well-established French sculptural tradition, added another element to Joan's beatification: a series of well- made religious art medals featuring scenes from her life. Edmond Richer's La premiére histoire en date de Jeanne d'Arc: histoire de la Pucelle d'Orléans, written between 1625 and 1630, was published in two volumes in 1911 by Henri and Jules Desclée.

Over the years of trams and tramways, there have been many designs of tramcars for use on the tramways, ranging from historical locomotives pulling wagons, to some of the preserved cars such as the Pantograph, Coronation, Balloon or Standard cars at the National Tramway Museum or at the Blackpool Tramway. During the 1990s and early 2000s there was a renaissance in UK tramways with several new networks opening and expanding, leading to a second generation of modern tramcars such as the Bombardier Incentro and the AnsaldoBreda T-68 and T-69s, as well as Sheffield's Supertram.

Unlike freight locomotives, passenger locomotives have to supply heat to passenger cars. In the 1970s Amtrak operated both old-style steam-heated cars and new Amfleet cars with head-end power (HEP). GE designed two variants to handle these use cases: the E60CP had steam generators, while the E60CH had HEP generators. Both models had a cab and pantograph at each end. Reflecting the varied electrification schemes on the Northeast Corridor the Amtrak units could operate at three different voltages: 11 kV 25 Hz AC, 12.5 kV 60 Hz AC, and 25 kV 60 Hz. The wheels had a more standard diameter of .

The DC with a driving voltage of 600 volts was generated in purpose built substations. The vehicles received Lyra pantographs, which were replaced only in the Second World War because of the lower sparking of pantograph collectors. The first test drive of the electric tram in Frankfurt was carried out on 22 March 1899 from Sachsenhäuser Depot, the first own depot of the urban tram, to Bornheim and back, then on the Mörfelder highway to Palmengarten and from there back to Sachsenhausen. A few days later, on 10 April 1899, the first electrified line of the urban tram was put into operation.

An exhibition also exhibited examples of street track, overhead line and platform facilities. Tickets were sold for the event at 50p (25p for children) and a free shuttle bus was provided from Piccadilly station. Visitors were given a short ride on the DLR vehicle along a stretch of track, from just north of the Hyde Road junction to just south of the closed Reddish depot. The DLR train was specially fitted with a pantograph and powered by overhead line, and was driven manually rather than in automatic mode, which was to be normal practice when in operation on the Docklands system.

In October 2008 a new corporate identity was created by Hemisphere Design & Marketing Consultants of Manchester. The design features a pale yellow and grey colour scheme, a logotype in the specially-commissioned Pantograph sans regular typeface by the Dalton Maag type foundry, and the "M" symbol has been replaced by a diamond motif formed from a pattern of repeating circles. The designs have been applied to signage and publicity, and tram livery features yellow at the vehicle ends with grey sides and black doors. The yellow colour scheme has been likened to the Merseyrail branding used in neighbouring Liverpool.

The Encyclopædia Britannica explicitly specifies 1930 as the year this tool was introduced, but an advertisement of "Memorie di architettura pratica" from 1913 places it twenty years before this date--at least in Italy. In the older design sets, the movement of the protractor head was assured by a pantograph system that could keep the head in the same angular position throughout its range of motion. The arms were balanced by a system of counterweights or springs. Typically, the machine is mounted on a drawing board with a hard and smooth surface, anchored to a base that allows its tilting and lifting.

At Newark, the diesel motors are shut down and a pantograph is raised, since only electric trains can operate into New York Penn Station. Currently the dual-mode service is only run during off-peak hours as Penn Station cannot accommodate any more trains during rush hours. Also affected by the change was the Reading Company's Crusader service from Philadelphia, which operated over the CNJ via trackage rights. After the Aldene Plan went into effect, it began to operate into Newark Penn Station, continuing until 1981 as a through service, and then as a connecting train from West Trenton through 1982.

Old Dalby railway test centre The track was set up by British Rail Research Division, which had used it from May 1966. After closure as a through route in 1968, it was converted into a test track for the Advanced Passenger Train APT-E project, re-opening in September 1970. The track saw extensive use in the heyday of the Research Division and was used for pantograph development and OHLE testing. Following privatisation of Britain's railways, the track became the property of BRB (Residuary) Limited, the body set up to own former BR assets that were not sold off.

The former 18 units had a cab in one end, while the latter 15 had a cab in both ends, allowing Oslo Sporveier to operate single-car trains. The new units were put into service on the Røa and Sognsvann Lines, and were also used on the Kolsås Line outside rush-hour. To replace the aging Class C trains, from 1985 to 1987, ten T4s were converted to T1300. They were equipped with a pantograph, received a new front and the doors were moved. Six additional T4s were converted in 1989, and given the designation T8.

All silver dollars dated between 1800 and 1803 were subject to alteration to 1804 dollars, but 1801 was the date most commonly used for that purpose. In addition to altered dates, electrotypes of the 1804 dollar were created, both for the purposes of study and fraud. One such coin in the collection of the San Francisco Mint was described by them as genuine from 1887 to 1927. Electrotypes were also created by Mint employees, and one was used as the basis for the pantograph reproductions which appeared in Eckfeldt and DuBois' 1842 A Manual of Gold and Silver Coins of All Nations.

This was employed by Edison and Columbia in 1898, and was used until about January 1902 (Columbia brown waxes after this were molded). Some companies like the United States Phonograph Co. of Newark, New Jersey, supplied cylinder masters for smaller companies so that they could duplicate them, sometimes pantographically. Pantographs could turn out about 30 records per day and produce up to about 150 records per master. In theory, pantograph masters could be used for 200 or 300 duplicates if the master and the duplicate were running in reverse and the record would be duplicated in reverse.

Many Class 143 locomotives were in use for passenger traffic and on longer Regionalbahn and Regional-Express services, so the maximum speed of was awkward, especially as the carriages often had a maximum speed of . It was planned to rebuild some locomotives with higher maximum speeds of , which would be classified as Class 114.3 and Class 114.1 respectively. 143 171 was rebuilt with a maximum speed of and renumbered as 114 101\. During the rebuilding the pantograph was replaced with a newer model of type SSS 87 and the train protection system and brake equipment were adapted for higher speeds.

CIT400A (or CRH380AJ-0202) China Railway comprehensive inspection trains, or CITs, are high-speed test trains used on the high-speed rail network of China. The trains are normally owned and operated by China Railway or the China Academy of Railway Sciences (CARS). CIT trains are equipped with special devices to monitor the conditions of the track, the wheel-rail force, a catenary-pantograph communications system, and a signal system. Stock is usually painted with yellow bands and the words "高速综合检测列车" (meaning "High- speed Comprehensive Inspection Train") are usually painted on the side.

The trams had two parallel-connected pantographs, which were both used simultaneously. The back pantograph could be lowered by air pressure by the driver when the pantographs were used to control switches. During the 1950s, Oslo Sporveier started rebuilding the switches so that it was controlled by the tram, based on whether or not it was using power at a point. A-switches were made so the tram was to pass with power being drawn if the switch was to stay in the same place or go to the left, while B-switches would change if there was no power being drawn.

Research in the G7 programme showed that the bulk of the longitudinal aerodynamic resistance (drag) of the pantograph and the largest component of vertical aerodynamic forces (lift) acting on it derive from the contact shoe. For the HEMU-400X, researchers developed an aerodynamically optimised contact shoe cross section that reduced drag by about 40% and lift amplitude by about 25% in comparison to the contact shoe of the KTX-II pantographs. The train is designed with active suspension for increased ride comfort. To save weight, in addition to aluminum, composite materials are to be used in the carbody.

The Class 320 is effectively a three-car derivative of the Class 321 units found in and around London and Yorkshire. Built in 1990 by British Rail Engineering Limited's Holgate Road carriage works, 22 three-car sets were ordered by SPT to supersede the Class 303 and Class 311 stock which were by then 30 years old. The trains were built against lot numbers 31060–2, which were issued on 6 January 1989 and completed on 31 October 1990. The units run on 25 kV AC overhead line supply via a Brecknell Willis high speed pantograph, using four Brush TM2141B traction motors.

22 three car sets were built and delivered by Union Carriage & Wagon of South Africa from 1996 to 1997. The class 82 sets were deployed in stages, with the final set coming into service in December 1998. The KTM class 82 three-car formation consists of two motor cabs at either end of the set and a single trailer car in between, the trailer car in between is equipped with a double-arm Z shaped pantograph for 25 kV AC electric pick up. Narrow gangways integrate the three-car sets, allowing full walking from cab to cab.

The necessary modifications included restoring doors on one side of the car, restoring steps to the doors (Seattle's line used high-platform stations which didn't necessitate steps), installing two wheelchair lifts, one on each side, and replacement of the car's trolley poles with a pantograph. The three cars were moved from Seattle in early June 2016. Cars 482 and 518 were taken to St. Louis and put in indefinite storage for potential future restoration and use. Car 512 was taken to Gomaco in Iowa, which had been awarded a $676,750 contract to restore and modify the car.

When Holmenkolbanen, the operator of the Holmenkoll Line, was merged into Oslo Sporveier in 1975, plans were put in place to replace the old teak cars with faster units that could operate from Nationaltheatret to Frognerseteren in 25 minutes—allowing a turn-around time of one hour. At the time there had been two separate pools of trains for the eastern and western networks. On the eastern metro, the T1000 units were in use, while the western network was using older material. During the 1980s, some T1000 stock had been rebuilt with pantograph, and taken into use on the western network.

Each articulated car has a total passenger capacity of 264 passengers. It may be equipped with two DC motors for a total power output of and a maximum speed of , or with four AC motors for an output of and speed of . As the length of a tram or light-rail train running on shared track is restricted to a maximum of in Germany, up to four U2 cars may be used in a single consist on such track. Frankfurt U2 cars use Scheren (diamond) or single-arm (z-shaped) pantographs, while Calgary, Edmonton and San Diego vehicles use a single-arm (z-shaped) pantograph.

A Suburban Multiple Unit is a three-car unit, with the lead car being a Driver Motor fitted with motors for all variants (numbered 5), the middle car being either a motor car (numbered 6 for SMU 200 series) or trailer car (numbered 7 for SMU 220/260) with pantograph fitted, and the third car being either a Driver Trailer (SMU 200 series) or the second Driver Motor B also fitted with motors for the SMU 220 and 260 series (numbered 8)QROTI SMU Queensland's Railways on the Internet Like most trains in the Citytrain fleet, two three-car SMUs can be attached together to form one six-coach unit.

The only locomotives built for British Railways at the works, were the twenty BR Class 28 diesel electrics during 1958-59, and the experimental 25 kV AC locomotive E1000 which was built by converting the gas turbine locomotive 18100. Work commenced in January 1958 when 18100 was brought to Bowesfield Works from storage at Dukinfield Works. The conversion of 18100 involved the removal of the gas turbine unit, generator and the middle traction motor from each bogie, which changed the locomotive from a Co-Co to an A1A-A1A wheel arrangement. The necessary electrical equipment such as the transformer, mercury arc rectifiers and pantograph etc.

Coles Phillips, 1880-1927 , Americanillistration.org website Phillips developed this idea in many subsequent covers. Phillips's use of negative space allowed the viewer to "fill-in" the image; it also reduced printing costs for the magazine, as "the novelty of the technique and the striking design qualities masked the fact that Life was getting by with single color or two-color covers in a day when full-color covers were de rigueur for the better magazines".Jim Vadeboncoeur's biography of C. Coles Phillips Phillips worked in watercolor and always painted from life; according to his biographer, Michael Schau, "he refused to work from photographs or to use the pantograph".

The first demonstrator model was produced in 1975 and was intended to be an early Muni car, and ran tests in Boston for 11 weeks. Three cars (two in the Muni configuration, and one in the MBTA configuration) were shipped to the Transportation Test Center in Pueblo, Colorado in fall 1975 under a contract awarded to Boeing Vertol for engineering testing. MBTA received its first car for testing in September 1976, two years behind schedule. This first car was delivered with trolley poles in addition to the pantograph, as the MBTA was still in the process of reconfiguring its overhead lines to accommodate the latter.

Flexity Outlook #4402 The vehicle is based on Bombardier's standardized Flexity Outlook product, which is also used in cities like Brussels, Marseille, and Geneva, but tailored to Toronto's needs. The vehicles use the TTC's track gauge rather than standard gauge, and trolley poles using 600 V DC for power collection. Other design requirements such as the ability to handle tight turning radii and single-point switches, climb steep hills and valleys, clearance, and ability to upgrade into a more modern pantograph current collection system were factored into the design. The Flexity Outlook is almost twice as long as the TTC's older streetcars and has five articulated sections.

A pantograph hook stick was stowed in a tube mounted below the bottom edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side and only one square access panel on the opposite side. Three footsteps were mounted on the bogie directly below each side door. The Class 6E was delivered in the new body shape with squared corners that had been introduced part-way through the construction of the Class 5E1, Series 5 and was equipped with double sealed- beam automobile headlamps.

During the mid-1970s, locomotive 202-002 was converted for the Dutch railways (NS) into an all- electric locomotive for 1.5 kV DC-overhead wire. It was painted in the Dutch yellow scheme, assigned the number 1600P and given the logos of the Dutch railways. A pantograph for the collection of the current from the overhead wire was installed, the diesel prime mover and the generator section were removed and replaced with ballast weight. The NS was very pleased with the results of the test cycles, but ultimately chose to acquire its serial- production Class 1600 from French manufacturers, based on the BB 7200, for both budget and delivery time considerations.

Work included complete reconstruction of cabs and gangways, as well as changes to the passenger areas. The units are being repainted into the same livery as the Class 450 units (they previously were painted in the South West Trains Express livery carried by the Class 444, 158 and 159 units). This process was completed in 2016. The original 30 ex-Class 458/0 units are numbered 458501-458530, and are distinguishable from the ex- Class 460 stock (458531-458536) by noting the different ribbon-glazed windows on ex-Class 460 units, different door window sizes and the lack of a pantograph recess on ex-Class 460 units.

A Janvier Reducing Machine A Reducing Machine was a type of pantograph lathe used until the 21st century to manufacture coin dies. Prior to the machine's introduction, designs were cut by hand into metal dies by a specialist engraver. The reducing machine changed this by allowing artists to create designs on a larger surface area and then have them scaled down and cut into a die automatically. The most successful version of the machine, created by Victor Janvier, was used by mints all around the world including the US Mint who operated one as late as 2008 when it was replaced by CNC milling machines.

The depot as viewed from the westbound North London Line platform at . These include offices, a workshop and reasonably large stores. The workshop contains high quality facilities for pantograph overhaul, tap- changer overhaul and brake equipment test and servicing. In more recent years, especially since the loss of AC electric locomotives, the fuel siding was promoted to other train operators as a facility at Willesden and a means to generate some revenue, this meant for instance that Gospel Oak to Barking Line DMUs did not need to travel to Bletchley TMD and back each night for 'A' examinations and fuelling which could instead be carried out at Willesden.

E.402B represent an evolution of the class E.402, with different driving cabins and equipment. 80 units have been built (numbered 101-180). This locomotive, unlike its predecessor, is able to run under different voltages, the Italian standard 3 kV DC and the new high speed lines at 25 kV AC. Further, units 139-158 are able to run under French 1.5 kV DC (at half power), and are classified as E.402BF (F stands for Francia, France). They mount a single ATR90 pantograph and two single arm pantographs for use on French network (1.5 kV DC and 25 kV AC), and French safety systems (Vacma, radio, KVB).

This letterform could be in any metal, so engraving increasingly began to be done by cutting a letterform in soft typemetal. This allowed an explosion in variety of typefaces, especially display typefaces that did not need to be cast so often and for which only a few matrices were needed, and allowed the regeneration (or, often, piracy) of types for which no punches or matrices were available. Pantograph engraving is a technology where a cutting machine is controlled by hand movements and allows type to be cut from large working drawings. It was initially introduced to printing to cut wood type used for posters and headlines.

156M was removed from normal passenger service in 1932, and replaced by 155M converted to ABM. It had its seating removed and the destination board replaced to show "parcels van", for use as a relief vehicle when any of the Tait CM coaches was unavailable. It spent the rest of its time as a pilot in Jolimont YardSeptember 1989 Newsrail, pg271 performing shunting around the sidings and in the workshops as required, and was fitted with a second pantograph by 1948. It was never recoded to ABM, and although officially struck from the register in 1963 (along with 113M) it continued to operate in service well into the 1980s.

The essence of the story is the journey of a mechanical genius from his self-imposed exile from the rest of humanity to a more normal life, conquering the disease myasthenia gravis as well as his own contempt for humans in general. The key to this is that magic is loose in the world, but in a logical and scientific way. Waldo Farthingwaite-Jones was born a weakling, unable even to lift his head up to drink or to hold a spoon. Far from destroying him, this channeled his intellect, and his family's money, into the development of the device patented as "Waldo F. Jones' Synchronous Reduplicating Pantograph".

Skøyen in 1992 In a move to retire the last Gullfisk before their next main revision, Oslo Sporveier rebuilt some of the SM53 units to allow them again to run on the suburban lines. This time vertical suspension was installed between the bogies and axle box, finally solving the issue with the swaying. Other improvements included a car horn, a new pantograph and dead man's control. This gave Oslo Sporveier 50 trams and 33 trailers—and too few of the latter. This resulted in seven used S27 trams being bought from Gothenburg and designated TBG and entering service between 27 November 1985 and 16 January 1986.

An important development that followed was wood type, which could be pantograph and allowed cheap printing of large type on posters. Many nineteenth-century display typefaces were extremely, aggressively bold and condensed in order to attract attention. Equally, some display typefaces such as Cochin and Koch-Antiqua have a particularly delicate build with a low x-height, and this style was very popular around the start of the twentieth century. With phototypesetting and digital printing methods allowing fonts to be printed at any size, it has become possible to use fonts in situations where before hand-lettering would be most common, such as on business logos and metal fabricated lettering.

The roof of the middle section is equipped with an electrically controlled pantograph to collect DC current. Each drive axle in the middle bogie is powered by a three-phase asynchronous motor, fed by an inverter changing the DC power supply to AC. All units have four braking systems - electro-operating regenerative brakes and an electromagnetic brake on the drive chassis and an electro-mechanical brake and a spring parking brake on all axles. Air suspension is used to minimize the transmission of vibration from the chassis to the passenger compartment. Each outer section is fitted with electrically driven double-leaf doors, operated by on-demand controls.

Crews at the carhouse rebuilt trolleybuses serving the Harvard lines, converted other PCC cars into work cars, and salvaged trucks from pre-1924 Blue Line stock to build new work cars. LRVs and even the still-in- use Type 7 cars were brought in for maintenance work, using LRVs equipped with trolley poles to tow the modern pantograph-equipped cars under the older trolley wire. By the time the tracks to Watertown were removed in 1994, Watertown served primarily as the Green Line's scrapyard. Several wrecked cars, including sections of cars 3648 and 3639 wrecked at Copley in 1989, remained in the carhouse until they were scrapped in 2012.

At the end of the 1950s, the prestigious services on the Gotthard line were more and more run by Ae 6/6. In 1960, four Ae 4/7 (10948–10951) got a wider pantograph compatible to ÖBB standards, so that they could run international trains from St. Margrethen via Bregenz to Lindau. At the end of the 1960s, their fast train duties were taken over by the new Re 4/4 II. Some being equipped with multiple-unit train control, they could now be used for heavy freight trains. Ae 4/7 that could not be run in multiple mostly ran commuter trains and light freight trains.

The lines were formerly interurbans. Along with the Norristown High Speed Line, formerly the Philadelphia and Western Railroad, the routes are the remaining lines of the Red Arrow Lines Trolley System once operated by the Philadelphia Suburban Transportation Company (successor to the Philadelphia and West Chester Traction Company); some local residents still call them "Red Arrow". This route uses 29 Kawasaki Heavy Industries Rolling Stock Company Series 100 LRV cars similar to those used on the SEPTA Subway–Surface Trolley Lines. However, unlike the city cars, the Series 100 cars on Routes 101 and 102 are double- ended and use pantograph collection instead of trolley poles.

A typical mid-war Post Plotting Instrument. Note the two pointers on the map (near the dashed circle), indicating the addition of the Micklethwait Height Corrector. The Post Plotting Instrument, or simply Post Instrument, was the standard optical sighting system used by the UK's Royal Observer Corps (ROC) to determine the location of aircraft. It was used during the period from the mid-1930s into the early 1950s, and was one of the main sources of daytime tracking information during World War II. There were two versions of the Post Instrument, a pre-war model using a pantograph, and a wartime version of somewhat more sophistication.

Sculptors use a three-dimensional version of the pantograph, usually a large boom connected to a fixed point at one end, bearing two rotating pointing needles at arbitrary points along this boom. By adjusting the needles different enlargement or reduction ratios can be achieved. This device, now largely overtaken by computer guided router systems that scan a model and can produce it in a variety of materials and in any desired size, was invented by inventor and steam pioneer James Watt (1736–1819) and perfected by Benjamin Cheverton (1796–1876) in 1836. Cheverton's machine was fitted with a rotating cutting bit to carve reduced versions of well-known sculptures.

The development and dissemination throughout industry of NC, CNC, PLC, and other control technologies provided a new way to control the movement of the milling cutter: via feeding information from a program to actuators (servos, selsyns, leadscrews, machine slides, spindles, and so on) that would move the cutter as the information directed. Today most commercial machining is done via such programmable, computerized methods. Home machinists are likely to work via manual control, but computerized control has reached the home-shop level as well (it's just not yet as pervasive as its commercial counterparts). Thus pantograph milling machines are largely a thing of the past.

Electric traction trains (using electric power generated at a remote power station and transmitted to the trains) are considerably more cost-effective than diesel or steam units, where separate power units must be carried on each train. This advantage is especially marked in urban and rapid transit systems with a high traffic density. Because of mechanical limitations on the contact to the third rail, trains that use this method of power supply achieve lower speeds than those using overhead electric wires and a pantograph. Nevertheless, they may be preferred inside the cities as there is no need for very high speed and they cause less visual pollution.

All bogies are also equipped with a pair of emergency magnetic track brakes, which can be used to bring a train to a complete stand in as little as from the maximum service speed of . Metrocars have three acceleration steps, and four braking steps, and an additional emergency brake step which drops the emergency magnetic track brakes. Many features of the Metrocar are operated by compressed air which is stored in a reservoir under the driving cab at the front of the train. Features operated by air include: air-operated disk brakes, horn, windscreen wipers and passenger doors, as well as being used to raise the pantograph.

Each side has a third passenger door located behind the operator cab. Propulsion is provided by four 90 kW motors drawing power via pantograph from an overhead wire. The streetcar has a maximum speed of and a capacity of 156 passengers (29 seated and 127 standing). The United 200 is largely identical to the 100 model produced for systems in Portland and Washington, D.C., the only major difference being that the 200 is equipped with upgraded air- conditioning. The design of the 100 model itself is based on the Czech-made Škoda 10 T. Tucson placed a $26 million order with United for seven cars in June 2010.

Railways serving sugar cane farming operations burned bagasse, a byproduct of sugar refining. In the US, the ready availability and low price of oil made it a popular steam locomotive fuel after 1900 for the southwestern railroads, particularly the Southern Pacific. In the Australian state of Victoria, many steam locomotives were converted to heavy oil firing after World War II. German, Russian, Australian and British railways experimented with using coal dust to fire locomotives. During World War 2, a number of Swiss steam shunting locomotives were modified to use electrically heated boilers, consuming around 480 kW of power collected from an overhead line with a pantograph.

This was not possible as long as the beam and the rod were connected by a chain. Furthermore, it was not possible to connect the piston rod of the sealed cylinder directly to the beam, because while the rod moved vertically in a straight line, the beam was pivoted at its centre, with each side inscribing an arc. To bridge the conflicting actions of the beam and the piston, Watt developed his parallel motion. This masterpiece of engineering uses a four bar linkage coupled with a pantograph to produce the required straight line motion much more cheaply than if he had used a slider type of linkage.

A custom-built snow removal tram in Bucharest. It uses a rotating brush to push the snow aside from the tracks. Most systems had cars that were converted to specific uses on the system, other than simply the carriage of passengers. As just one example of a system, Melbourne used or uses the following "technical" cars: a ballast motor, ballast trailers, blow-down cars, breakdown cars, conductors' or drivers' instruction cars, a laboratory testing car, a line marking car, a pantograph testing car, per way locomotives, a rail hardener locomotive, a scrapper car, scrubbers, sleeper carriers, track cleaners, a welding car, and a wheel transport car.

He used his map to prove that air circulated clockwise around areas of high pressure; he coined the term 'anticyclone' to describe the phenomenon. He was also instrumental in publishing the first weather map in a newspaper, for which he modified the pantograph (an instrument for copying drawings) to inscribe the map onto printing blocks. The Times began printing weather maps using these methods with data from the Meteorological Office. US weather map from 1843 The introduction of country-wide weather maps required the existence of national telegraph networks so that data from across the country could be gathered in real time and remain relevant for all analysis.

In mid April 1965, the prototype, no 89.001, began a testing program on the TEŽ line between Poprad-Tatry and Štrbské Pleso. The tests revealed that improvements were required to the emergency brake and the front pantograph. In September 1965, the prototype was returned to the factory, where it was fitted with more efficient compressors and underwent some minor adjustments, including to its heating equipment. The prototype entered regular service in May 1967 on the Poprad-Tatry to Starý Smokovec line, and operated at speeds of up to . Meanwhile, at the end of June 1966, orders had been placed for the 17 series production units.

Bramer's first scientific publication was in 1617. Titled Problema wie aus bekannt gegebenem sinu eines Grades, Minuten oder Sekunden alle folgenden sinus aufs leichtests zu finden und der canon sinuum zu absolvieren sei he described various measures to calculate sines. He also published a work on vacuums titled Kurze Meldung vom Vacuo oder leerem Orte, neben anderen wunderbaren und subtilen Quaestionen, desgleichen Nic Cusani Dialogus von Waag und Gewicht. In 1630, he constructed an early pantograph enabling him to draw accurate geometric perspective which he described in an earlier 1617 publication titled Trigonometrica planorum mechanica oder Unterricht und Beschreibung eines neuen und sehr bequemen geometrischen Instrumentes zu allerhand Abmessung.

They carry a livery of Royal Mail red, with two yellow stripes running along the lower bodyside before turning sharply backwards and pointing up towards the roof, black cab window surrounds and a full yellow warning panel. Each set is made up of four cars, with roller doors in place of sliding ones and no windows. Each car has two roller shutter sliding doors on each side and is designed to hold up to 12 tonnes. They have a pantograph to pick up power from the 25 kV AC overhead lines, and also a shoe to pick up power off the 750 V DC third rail.

Both variants are available with electricity conduction via overnight (plug-in), inductive (through the road surface) or conductive (with a pantograph) methods.Wrightbus extends electric options with new 10.6m StreetAir EV DF Bus & Coach Professional 8 August 2016StreetAir Bus & Coach Buyer 9 August 2016 The first six, all single-deckers, entered service with Lothian Buses in October 2017.First fully electric public buses in Edinburgh unveiled ahead of launch Peebles Shire News 29 September 2017Lothian is first to put Wrightbus StreetAir buses on the road Route One 3 October 2017 These were the only StreetAirs ever built; production ceased in September 2019 as Wrightbus entered administration.

Large typefaces, or wide designs such as emblems or medallions, were never very easily produced by punching since it was hard to drive large punches evenly. Early alternative methods used included printing from woodblocks, 'dabbing', where wood-blocks were punched into metal softened by heating, or carefully casting type or matrices in moulds made of softer materials than copper such as sand, clay, or punched lead. One solution to the problem in the early nineteenth century was William Caslon IV's riveted "Sanspareil" matrices formed by cut-out from layered sheets. The problem was ultimately solved in the mid-nineteenth century by new technologies, electrotyping and pantograph engraving, the latter both for wood type and then for matrices.

The Metrolink logo device Brand transition: AnsaldoBreda T-68 & Bombardier M5000 trams in old and new livery in 2011 The standard corporate identity across the Metrolink system uses a pale yellow and metallic silver colour scheme, with a logotype that consists of a diamond motif formed from a pattern of repeating circles and the Metrolink name. The logo, signage and publicity use the Pantograph sans regular typeface. Tram livery features yellow at the vehicle ends with grey sides and black doors, and a pattern of circles. The corporate identity was created in October 2008 by Hemisphere Design & Marketing Consultants of Manchester, in collaboration with designer Peter Saville and the transport design agency Design Triangle.

Pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. Trolley poles are still used by trolleybuses, whose freedom of movement and need for a two-wire circuit makes pantographs impractical, and some streetcar networks, such as the Toronto streetcar system, which have frequent turns sharp enough to require additional freedom of movement in their current collection to ensure unbroken contact. However, many of these networks, including Toronto's, are undergoing upgrades to accommodate pantograph operation. Pantographs with overhead wires are now the dominant form of current collection for modern electric trains because, although more fragile than a third rail system, they allow the use of higher voltages.

Due to the strong interdependencies of vehicle and infrastructure parameters in high-speed rail technology, the G7 program first focused on the compatibility with other components like track, catenary, signalling, and train control. Sub-projects dealt with bridge design, improved pantograph design, and catenary in tunnels. Technologies used in high-speed line construction, including rails and catenary in tunnels, were adapted for use in conventional line upgrades, to enable the operation of KTX trains on such lines. The program also dealt with problems discovered during the operation of KTX-I trains, including a snaking movement of the articulated train around a speed of in winter, which was addressed by increasing wheel conicity.

Resistance paper,"The outline (or boundaries)of the trough are drawn on the resistance paper with silver (conducting) paint. ... Another field-mapping arrangement using resistance paper is shown ...a pantograph for transferring equipotential points from the resistance paper to ...resistance-paper analog." "...commonly used laboratory setups are the uniform resistance paper, such as Teledeltos paper, ..." also known as conductive paper and by the trade name Teledeltos paper is paper impregnated or coated with a conductive substance such that the paper exhibits a uniform and known surface resistivity. Resistance paper and conductive ink were commonly used as an analog two- dimensional"Resistance paper is very simple to use for two-dimensional problems..." electromagnetic field solver.

In 1979 Virgin joined Graeme Revell, Neil Hill and guitarist Dan Rumour as bassist for the industrial noise group SPK, where he co-wrote and produced the early 7" records "No More", "Kontakt", "Factory", "Germanik", "Retard", "Slogun" and "Mekano". In a 2018 interview with Pantograph Punch magazine Graeme Revell acknowledged the original SPK lineup, and their contribution "'Over all these years, I would never correct any rumour that developed. But now I know there are some people who were in the band early on that wanted a bit of credit for what they did, so I’ll give it to them.' Revell took the name Operator, and Steven Hill the name Ne/H/il.

Subsequent to the extension of the Mont Albert service to Port Melbourne as route 109, the A1-class were fitted with pantographs at the number '2' end (retaining the trolley pole at the other end): unusually, these conversions were done in (reverse) sequence from 300 to 237. A1-class 231 to 236 and a few SW6-class trams were kept at Kew Depot for use on the Chapel Street lines (although not exclusively, and could be seen on other routes); these were supplemented by a Z3-class tram in the late 1990s. When route 78/79 overhead was converted to allow pantograph operation, these last six A1-class cars were also converted.

1879 Siemens & Halske experimental trainElectric locomotive of the Baltimore Belt Line, US 1895: The steam locomotive was not detached for passage through the tunnel. The overhead conductor was a ∩ section bar at the highest point in the roof, so a flexible, flat pantograph was usedAlco-GE Prototype Class S-1, NYC & HR no. 6000 (DC) A Milwaukee Road class ES-2, an example of a larger steeplecab switcher for an electrified heavy-duty railroad (DC) 1916 The first known electric locomotive was built in 1837 by chemist Robert Davidson of Aberdeen, and it was powered by galvanic cells (batteries). Davidson later built a larger locomotive named Galvani, exhibited at the Royal Scottish Society of Arts Exhibition in 1841.

Switzerland has no natural reserves of coal, but the mountainous region offers plentiful, and cheap, hydroelectricity. Thus 2191 km of SBB lines (73.6% of the network) were under the wires at the outbreak of the Second World War, whilst the price of imported (German) coal kept rising. In an attempt to save on coal the Swiss Federal Railways fitted two small 0-6-0 steam shunters of class E 3/3 with a pantograph. Power was taken from overhead lines (15 kV, Hz), and fed to heating elements, via two transformers rated together at 480 kW. The modified E 3/3 8521 was brought into use on 13 January 1943; 8522 followed on 11 February 1943.

Greater Anglia 360101 at Manningtree in December 2017 First Great Eastern ordered 21 four-car Class 360/1s to replace its slam-door Class 312s. Built in Krefeld Germany, the units feature air conditioning, plug doors, CCTV, a wheelchair area, and first class at the cab ends. After being tested at the Wildenrath, Germany and Velim, Czech Republic test tracks, the first entered service in August 2003.FGE Class 360 Desiro moves to Czech Republic for tests Rail issue 443 4 September 2002 page 60Desiro makes its FGE debut run Rail issue 468 20 August 2003 page 8 In February 2004, 360115 returned to Wildenrath for tests aimed at improving pantograph performance.

Ira Konigsberg, The Complete Film Dictionary Meridan PAL Books, 1987) The first commercially successful stencil color process was introduced in 1905 by Segundo de Chomón working for Pathé Frères. Pathé Color, renamed Pathéchrome in 1929, became one of the most accurate and reliable stencil coloring systems. It incorporated an original print of a film with sections cut by pantograph in the appropriate areas for up to six colors by a coloring machine with dye-soaked, velvet rollers.Ephraim Katz, The Film Encyclopedia (HarperCollins, 1994) After a stencil had been made for the whole film, it was placed into contact with the print to be colored and run at high speed (60 feet per minute) through the coloring (staining) machine.

The Caen transport company, Twisto (CTAC), was the operator of the TVR system and called the system the "Tram". Service was provide by 24 three-section articulated vehicles, guided by a central non-supporting rail. The entire passenger line was guided, and in normal service the vehicles are powered by electricity drawn from an overhead wire through a pantograph. The vehicles had auxiliary diesel engines and steering wheels and were able to operate away from the guide rail, but only in diesel mode, and under normal operating conditions they ran only in electric mode when carrying passengers along the route, using their diesel engines only when travelling to and from the depot (garage).

Longarm quilting is the process by which a longarm sewing machine is used to sew together a quilt top, quilt batting and quilt backing into a finished quilt. The longarm sewing machine frame typically ranges from 10 feet (about 3 metres) to 14 feet (about 4.25 metres) in length. A complete longarming system typically consists of an industrial length sewing machine head (19 - 30 inches,) a 10 to 14-foot frame, a table with a layer of plastic under which is placed a pantograph, and several rollers on which the fabric layers and batting are attached. Quilting using a longarm machine can take significantly less time than hand quilting or more traditional machine quilting.

In railway applications, it is common to power the trains at 25 kV AC. To increase the distance between electricity Grid feeder points, they can be arranged to supply a split-phase 25-0-25 kV feed with the third wire (opposite phase) out of reach of the train's overhead collector pantograph. The 0 V point of the supply is connected to the rail while one 25 kV point is connected to the overhead contact wire. At frequent (about 10 km) intervals, an autotransformer links the contact wire to rail and to the second (antiphase) supply conductor. This system increases usable transmission distance, reduces induced interference into external equipment and reduces cost.

The new route operated every 15 minutes or better and initially used some and later only the Commission's new accessible Flexity streetcars. The eastern end of the 514 route ran on a newly constructed branch, originally named the Cherry Street streetcar line, which is located in a reserved side-of-street right-of-way. On September 12, 2017, 509 Harbourfront became the first streetcar route in Toronto to operate Flexity streetcars with electrical pickup by pantograph instead of trolley pole. That November, the King Street Transit Priority Corridor, a transit mall, was established along King Street between Bathurst and Jarvis streets. On October 7, 2018, the 514 Cherry route was permanently cancelled.

Fourteen DVM4 locomotives, identical to the Soviet Railways' VME1, were delivered new by Ganz to the Korean State Railway of North Korea in 1964; these were numbered 150 to 164. At least four were rebuilt at an unknown time by the Kim Chong-t'ae Electric Locomotive Works in P'yŏngyang, converting them to 3,000 V DC electric operation by removing the Diesel engine and adding a pantograph for current collection. In some cases they have retained their original numbers, but at least one has received an out-of-sequence number (001). Whether any of these locomotives is still operational in unrebuilt Diesel-powered form is unknown, but at least two of the converted electrics are still in use.

When it was finished in 1850, it reproduced some 15,000 items, spread over 20 volumes. His second great invention came in 1836, when he produced a pantograph-like machine to reproduce sculptures in different scales and materials. In 1838, he started a company together with Ferdinand Barbedienne, the "Société Collas et Barbedienne", for the production and marketing of reduced copies of sculptures in different materials ranging from plaster and wood to bronze and ivory. The first product of the company was a reproduction of the Venus of Milo, but for the next ten years nothing much happened, until Barbedienne sent some pieces to The Great Exhibition of 1851, where the company received a special medal.

Achieving indigenous high-speed rail technology has been a major goal of Chinese state planners. Chinese train-makers, after receiving transferred foreign technology, have been able to achieve a considerable degree of self- sufficiency in making the next generation of high-speed trains by developing indigenous capability to produce key parts and improving upon foreign designs. Examples of technology transfer include Mitsubishi Electric’s MT205 traction motor and ATM9 transformer to CSR Zhuzhou Electric, Hitachi’s YJ92A traction motor and Alstom’s YJ87A Traction motor to CNR Yongji Electric, Siemens’ TSG series pantograph to Zhuzhou Gofront Electric. Most of the components of the CRH trains manufactured by Chinese companies were from local suppliers, with only a few parts imported.

Also, during this time, the overhead wire was rebuilt to allow for subsequent pantograph operation along Fleet Street, the first location to be so equipped. Starting in 2015, the TTC introduced summer service using Flexity Outlook streetcars to handle events such as the 2015 Pan American Games at the "CIBC Pan Am / Parapan Am Park" and the Canadian National Exhibition. Due to a streetcar shortage caused by late delivery of the Bombardier Flexity Outlook streetcars, the route was operated using buses rather than streetcars since November 20, 2016. TTC streetcar service on 511 Bathurst returned from May 7, 2017, until September 4, 2017, when the 511 Bathurst route reverted to replacement bus service due to an ongoing streetcar shortage.

The VVVF inverters for the motor and converter cooling fans and the air compressor, the constant voltage constant frequency (CVCF) inverters for the cab air-conditioning, the battery charge, the on-board AC supply and the oil pumps are connected to the head end power within the auxiliary unit. The pantograph, supplied by Austrian company Melecs MWW, is a standard type certified for and also used on Deutsche Bahn's ICE S experimental and test train, the Siemens Velaro high-speed train family, and the China Railways CRH2. The train can accelerate from in 316 seconds, in contrast to 365 seconds for the KTX-I. Design speed is , and revenue service speed is , similar to the KTX-I.

After Gill had produced his drawings, Morison decided not to send them to the Monotype engineering department at Salfords, Surrey, with which he had had disagreements. Instead, he commissioned at his own expense for the punchcutter Charles Malin of Paris in 1926 to manually engrave punches which were used to cast trial metal type. Manually cutting punches was the standard method of creating the matrices, or moulds used to cast metal type, in the previous century, but was now effectively a niche artisanal approach replaced by machine pantograph engraving. Once the Malin type had been cast, Gill found some of his decisions unsatisfying seen in extended passages of text, leading him to propose changes and corrections.

The Hovertram (735) was rebuilt from English Electric Railcoach car 222 in 1963. The Frigate (736) was rebuilt from Pantograph car 170 in 1965 and was further rebuilt with an altered shape at the back and on top of the roof in 2004. The Trawler (633) was rebuilt from Brush Railcoach car 633 in 2001 and was renumbered 737 in 2008. A campaign by the local newspaper, the Blackpool Gazette in 2006 to get The Western Train back on track, resulted in a £278,000 Heritage Lottery Fund grant to restore the two tramcars in the Western Train set which first ran in 1962. They had been withdrawn in 1999 and stood derelict at Rigby Road depot. The tramcars returned to service during the 2009 Illuminations Switch-On.

Most coin collectors became aware of the 1804 dollar in 1842, when Jacob R. Eckfeldt (son of Adam Eckfeldt) and William E. Du Bois published a book entitled A Manual of Gold and Silver Coins of All Nations, Struck Within the Past Century. In the volume, several coins from the Mint's coin cabinet, including an 1804 dollar, were reproduced by tracing a pantograph stylus over an electrotype of the coins. In May 1843, numismatist Matthew A. Stickney was able to obtain an 1804 dollar from the Mint's coin cabinet by trading a rare pre-federal United States gold coin. Due to an increase in the demand for rare coins, Mint officials, including Director Snowden, began minting an increasing number of coin restrikes in the 1850s.

In this last case, the overhead portion was a remnant of the Chicago North Shore and Milwaukee Railroad's high-speed Skokie Valley Route, and was the only line on the entire Chicago subway system to utilize pantograph collection for any length. As such, the line required railcars that featured pantographs as well as third rail shoes, and since the overhead was a very small portion of the system, only a few cars would be so equipped. The changeover occurred at the grade crossing at East Prairie, the former site of the Crawford-East Prairie station. Here, trains bound for Dempster-Skokie would raise their pantographs, while those bound for Howard would lower theirs, doing so at speed in both instances.

Three sub-classes were built. The first two were built for the Network SouthEast sector for operation on services from London Liverpool Street and London Euston, while the third was built for Regional Railways for use on West Yorkshire Passenger Transport Executive services from Leeds. As part of the privatisation of British Rail, ownership of the class passed from British Rail to the Eversholt Rail Group in April 1994.Class 321 Eversholt Rail Each unit consisted of four carriages: two outer driving trailers, one of which contained first class seating; an intermediate motor coach with standard class seating only, roof mounted Brecknell Willis high speed pantograph and four Brush Traction TM2141C traction motors (two per bogie); and an intermediate trailer with standard class seating.

Whenever the master arm is manipulated, the motion is reproduced precisely by the slave arm. While at Argonne National Laboratory Goertz developed the master-slave manipulator in order to safely handle hazardous material from the 100-B plutonium reactor at Hanford. The initial master-slave manipulator device was designed by Goertz in 1948 as a seven-degree-of-freedom bilateral (symmetrical) metal tape transmission pantograph device, which was operated through a leaded glass wall. In 1949 Goertz filed a patent for a mechanical, bilateral master-slave manipulator, and in 1951 Goertz improved upon this design with the first tel-operated articulated arm with a design that relied on mechanical coupling between the master and slave arms through the utilization of steel pulleys and cables.

The only modifications to the GPU pantograph were an increase in the stiffness of the pneumatic dampers, and a reduced total aerodynamic lift of the structure. The suspension on the trailers was jacked up by 20 mm (1 in) by overinflating the secondary suspension air bladders and inserting shims, to provide additional suspension travel and to make up for the larger wheels on the power cars. The brakes on the trailers were tuned to allow a heat dissipation of 24 MJ per disk instead of the usual 18 MJ, with a total of 20 discs. Many of the modifications listed above, including the synchronous traction motors, were tested at speeds over 400 km/h on TGV Sud- Est trainset 88.

The Railjet vehicles are designed to be propelled in push-pull mode by standard electric locomotives, specifically the Siemens ES64U2 and ES64U4 (ÖBB Class 1116 and 1216 Taurus) already owned by the Austrian Federal Railways, but can also be hauled by any other electric or diesel locomotives. The first twenty three ÖBB Class 1116 locomotives used in Railjet service were given a number of modifications: a third pantograph and the relevant train safety systems for operating outside Austria (Hungary, Switzerland and the Czech Republic) and a silver-colored side skirt below the floor level, giving a more streamlined appearance. A second set of twenty locomotives were equipped only for work in Austria and Germany and did not receive the side panels or extra systems for international working.

Miers' superior products could be in grisaille, with delicate highlights added in gold or yellow, and some examples might be painted on various backings, including gesso, glass or ivory.museum "Silhouettes" The size was normally small, with many designed to fit into a locket, but otherwise a bust some 3 to 5 inches high was typical, with half- or full-length portraits proportionately larger. In America, silhouettes were highly popular from about 1790 to 1840. The physionotrace apparatus invented by Frenchman Gilles-Louis Chrétien in 1783-84 facilitated the production of silhouette portraits by deploying the mechanics of the pantograph to transmit the tracing (via an eyepiece) of the subject's profile silhouette to a needle moving on an engraving plate, from which multiple portrait copies could be printed.

In 1982 UTDC also entered a design to offer rail service to the suburbs east of Toronto, a system known as GO ALRT. ALRT was based on the ICTS technology, but used a longer car about the size of a conventional railway passenger car, and replaced the third rail power with an overhead pantograph. Given the larger sized cars that made mechanical placements easier, conventional motors replaced the linear motor in order to reduce capital costs (the linear motor requires an aluminum "fourth rail" for the entire line). However, due to changes in the laws governing the operation of GO trains on the freight railways they ran on, GO was able to improve its schedules without having to build any new infrastructure.

Interior of a Budd Silverliner showing the leatherette decor applied to cars 259, 269, 9012 and 9015 in place of the standard "Ketchup and Mustard" styling. The design of the Budd Silverliner was based on a lightweight stainless steel body and frame coupled to an advanced AC/DC rectifier propulsion system and new lightweight, high-speed trucks. While largely identical to the earlier Pioneer III's, differences included a single-arm Faiveley pantograph, a state-of-the-art propulsion system that made use of solid-state phase angle controllers coupled to mercury arc ignitron rectifiers, higher-powered motors, a higher-capacity main transformer, multi- function couplers and disc brakes. One result of these upgrades was that the Silverliners were incompatible with the six Pioneer prototypes.

The DLR train was specially fitted with a pantograph and powered by overhead line, and was driven manually rather than in automatic mode, which was to be normal practice when in operation on the Docklands system. The test track was closed to normal heavy rail traffic on demonstration days and, at night, the DLR train was stationed in a siding and the line was re-opened to freight trains. An exhibition also exhibited examples of street track, overhead line and platform facilities. After the public event, Debdale Park station was dismantled and the timber platform was used to build the new Hag Fold railway station near Wigan; the electric overhead line equipment was taken down and re-used at the Heaton Park Tramway on the lakeside extension.

Digitized pantographs are followed by computerized machines. Linn Boyd Benton invented a pantographic engraving machine for type design, which was capable not only of scaling a single font design pattern to a variety of sizes, but could also condense, extend, and slant the design (mathematically, these are cases of affine transformation, which is the fundamental geometric operation of most systems of digital typography today, including PostScript). Pantographs are also used as guide frames in heavy-duty applications including scissor lifts, material handling equipment, stage lifts and specialty hinges (such as for panel doors on boats and airplanes). Richard Feynman used the analogy of a pantograph as a way of scaling down tools to the nanometer scale in his talk There's Plenty of Room at the Bottom.

A rubber-tyred tram (also known as tramway on tyres, ) is a development of the guided bus in which a vehicle is guided by a fixed rail in the road surface and draws current from overhead electric wires (either via pantograph or trolley poles). Two incompatible systems using physical guide rails exist, the Guided Light Transit (GLT) designed by Bombardier Transportation, and the Translohr from Lohr Industrie (currently made by Alstom and FSI). There are no guide bars at the sides but there is a central guidance rail that differs in design between the systems. In the case of Translohr, this rail is grasped by a pair of metal guide wheels set at 45° to the road and at 90° to each other.

Until the start of the Thameslink Programme southbound trains that were unable to switch to DC were taken out of service at Farringdon and stabled at Moorgate to prevent them from blocking the core section of the Thameslink route. As this option is no longer possible the catenary has been extended to City Thameslink to enable these trains to continue to the southbound platformNetwork Rail – 'Kent & Sussex Sectional Appendix', LOR S0280, Seq 001, "Farringdon to City Thameslink" (last updated 31 December 2010) at City Thameslink using AC and then return northwards using the new crossover in Snow Hill Tunnel. The pantograph on southbound trains is normally lowered at Farringdon. Underground trains serving Farringdon use the four-rail 630 V DC system.

At the end of a run, the tram must be turned around via a balloon loop or some other method, to face in the opposite direction for a return trip. In addition, if overhead electrical power is fed from a trolley pole, the direction of the trolley pole must be reversed at the end of the run, to ensure that the pole is "pulled" behind or "trailing" the vehicle, to avoid 'dewiring'. This was achieved by a member of the crew swinging the pole through 180 degrees (if there was only one pole) or lowering one pole and raising the other if there were two. More commonly nowadays, a bidirectional pantograph may be used to feed power, eliminating the need for an extra procedure when reversing direction.

Class 306 trains were built to a pre-World War II design by Metro Cammell (Driving Trailer) and Birmingham Railway Carriage and Wagon Company (Driving Motor Brake and Trailer) and were equipped with English Electric traction equipment. Each carriage featured two sets of twin pneumatic sliding passenger doors, which could be opened by either the guard or the passengers, who could use buttons fitted inside and outside the doors. The order was placed by the LNER in 1938 but official delivery did not commence until February 1949. When built the trains were energised at 1,500 V direct current (DC) which was collected from overhead wires by a diamond pantograph located above the cab on the Motor Brake Second Open (MBSO) vehicle.

During the tests the Solaris bus reached a maximum range of ca. 100 km on a single charging session. In 2014, Cracow launched tests of the 12-metre version of the electric Solaris. A year later operator MPK Kraków announced a tender for the supply of four nine-metre electric buses, which ended in two bids being filed: one by Solaris and the other by Czech manufacturer SOR. The bid was won by Solaris, which consequently supplied four pantograph-charged Urbino 8,9 LE electric buses in 2016. After the tests in 2013, and pursuant to the delivery of the first Urbino 12 electric to Jaworzno, in 2017, operator PKM purchased another 22 electric buses from Solaris, including four Urbino 8,9 LE electric.

They were normally added or removed in Sacramento. Such all-line capable cars were switchable between 600 V and 1,200 V operation; they could also operate at half power at the 1,200 V setting on 600 V overhead. The SN's south end high-quality electrification used catenary rather than a single trolley wire, leading to the eventual exclusive use of pantographs rather than trolley poles south of Sacramento. Catenary allows the vertical supporting poles to be spaced farther apart than if a single suspended trolley wire is used, plus it is better for pantograph operation at speed due to stability (The South Shore line uses pantographs with a single trolley wire in Michigan City streets but has catenary for high speed operation elsewhere).

In February and March 2012, the programme entered its final phase, with night-time test-running on the non-electrified Karasuyama Line outside operating hours. A recharging facility was built at Karasuyama Station at the end of the line, consisting of a rigid overhead conductor enabling the train to be recharged via its pantograph. The overhead conductor bar is electrified at 1,500 V DC, powered from the local electricity grid 6.6 kV AC supply, and a 10-minute charge allows the train to travel approximately . Technology developed in the "Smart Denchi-kun" programme was incorporated in the EV-E301 series two-car battery electric multiple unit that entered revenue service on the Karasuyama Line and Tohoku Main Line from March 2014.

Both of the systems in these cities are referred to as "tramways on tyres", and in common with tram systems they use a surface guidance system and in normal operation are powered by electricity drawn from an overhead wire. However, while the vehicles are guided by a central guidance rail, they ride on rubber tyres, not on rails. There has been disagreement about whether they should be called "trams", for that reason and also because they are capable of being steered and operating independently of the guidance rail, using auxiliary diesel engines. GLT is effectively a model of guided dual-mode bus, but when GLT vehicles use a pantograph to collect current, as do those in Caen, they are not commonly considered to be trolleybuses.

Pantograph engraving had allowed punches to be precisely machined from large plan drawings. This gave a cleaner result than historic typefaces whose master punches had been hand- carved out of steel at the exact size of the desired letter. It also allowed rapid development of a large range of sizes with the same consistent style of letter in all of them, although in fact the design was adjusted to produce a clear image at different sizes, for instance by widening the letters and spacing and increasing the x-height. In addition, hand printing had been superseded by the hot metal typesetting systems of the period, of which Monotype's was one of the most popular (in competition with that of Linotype's).

The conversion of the locomotive began in January 1958 when the locomotive was moved from storage at Dukinfield Works to the Bowesfield Works at Stockton-on-Tees. The work involved the removal of the gas turbine unit, main generator, fuel tank, air filters, the centre traction motor from each bogie and all of the ancillary equipment used for the gas turbine unit. Once the locomotive had been stripped, the new electrical equipment was installed which included the transformer, the Stone-Faiveley pantograph (for which a section of the roof had to be lowered), a Brown Boveri air blast circuit breaker and the Hackbridge-Hewittic mercury arc rectifier units. The cabs of the locomotive were converted from Western Region right- hand drive to the standard British Rail left-hand drive arrangement.

Other additions were single-truck Car 1979 that was built new by Gomaco in 1993, as a demonstrator; double-truck Car 1794 that was originally an open-sided car from Rio de Janeiro, Brazil, but was heavily rebuilt and enclosed before entering service in Memphis, and, in early 2004, a replica Birney Safety Car - again, manufactured by Gomaco, similar to those used on the TECO Line Streetcar in Tampa, Florida, and the Metro Streetcar in Little Rock, Arkansas. The fleet and overhead wires were converted from trolley pole to pantograph current collection in early 2003, during a three-month suspension of service which started on January 5, 2003. An eleventh reconditioned Melbourne car, W5-class 799, was purchased in 2006 by MATA with a view toward eventual restarting of trolley service.

The RENFE Class 490, also known as the ETR 490, is an electric multiple unit constructed by Alstom and Fiat Ferroviaria and operated by Spanish rail company Renfe Operadora on its Alaris long-distance services.. Since the introduction of the Alaris service, only ETR 490 units have been used for this service. Therefore, these trainsets are often known as Alaris themselves. The units were the first actively tilting units to go into regular service in Spain.. Unlike other members of the Pendolino rail family, the ETR 490 trainset is composed of only three cars: two motors vehicles, with driving cabs, and a trailer vehicle in the centre. Its motor system is similar to that of an electric multiple unit because its pantograph is not located on a locomotive.

The Birney car used a trolley pole, while the Japanese car used a pantograph, as it had on its home system. Before entering service, Birney car 10 was repainted from PE colors into the old livery of the former Tucson streetcar system, whose fleet had included an ex-Douglas, Arizona, Birney car of the same type, which was in service until the abandonment of the old Tucson system in 1930. Car 10's lease had started in 1985, but restoring it to operating condition took time and money, and only in 1991 did the car operate in Tucson for the first time under its own power. Before the start of public service in 1993, the Birney car operated occasionally for special events, for members of the OPT group.

The DLR train was specially fitted with a pantograph and powered by overhead line, and was driven manually rather than in automatic mode, which was to be normal practice when in operation on the Docklands system. The test track was closed to normal heavy rail traffic on demonstration days, and at night the DLR train was stationed in a siding and the line was re-opened to freight trains. An exhibition also exhibited examples of street track, overhead line and platform facilities. After the public event, Debdale Park station was dismantled and the timber platform was used to build the new Hag Fold railway station near Wigan; and the electric overhead line equipment was taken down and re-used at the Heaton Park Tramway on the lakeside extension.

Muni owns a large selection of equipment for use on the F line, although not all of them are in service at the same time. The car fleet includes four sub-fleets: PCC streetcars, Peter Witt streetcars, pre-PCC veteran streetcars from San Francisco, and a diverse collection of 10 streetcars and trams from various overseas operators. The line is principally operated by a mixture of the PCC and Peter Witt cars, although other more unusual or historic cars are often in service (including the 913 and 952, iconic streetcars named Desire). The modern LRVs used by Muni Metro cannot be used on F Market & Wharves tracks because the overhead line is not compatible with pantograph operation (though the older streetcars can operate on most surface sections of the Muni Metro system).

The diagrams were then used as a plan for machining metal punches by pantograph to stamp matrices, which would be loaded into a casting machine to cast type. It was Monotype's standard practice at the time to first engrave a limited number of characters and print proofs (some of which survive) from them to test overall balance of colour and spacing on the page, before completing the remaining characters. Walter Tracy, Rhatigan and Gill's biographer Malcolm Yorke have all written that the drawing office's work in making Gill Sans successful has not been fully appreciated; Yorke described Gill as "tactless" in his claims that the design was "as much as possible mathematically measurable ... as little reliance as possible should be placed on the sensibility of the draughtsmen and others concerned in its machine facture".

Overhead catenary is not used in the underground section, because of tight clearances in the 1904 tunnel under Boston Harbor. The MBTA Orange Line's Hawker Siddeley 01200 series rapid transit cars (essentially a longer version of the Blue Line's 0600's) recently had their pantograph mounting points removed during a maintenance program; these mounts would have been used for pantographs which would have been installed had the Orange Line been extended north of its current terminus. Dual power supply method was also used on some US interurban railways that made use of newer third rail in suburban areas, and existing overhead streetcar (trolley) infrastructure to reach downtown, for example the Skokie Swift in Chicago. The Bay Area Rapid Transit network in and around San Francisco uses 1000 V DC.

A vacuum table is a system for holding workpieces during machining. The device consists of a perforated table top containing a vacuum chamber, and a vacuum pump to keep the vacuum chamber below ambient enough pressure. The workpiece is placed on the top of the vacuum chamber and thus held down by the pressure differential between the vacuum chamber and the outside air. A vacuum table consists of a typically flat rigid surface with small holes to move air from under a workpiece, as to apply varying vacuum from between the desired workpiece and table to maintain a clamping force greater than that needed to machine a part, generally, in a mill, lathe, EDM (Electro-Discharge Machine), pantograph or any other commonly used machine in a machine shop environment.

Most MUs are powered either by traction motors, receiving their power through a third rail or overhead wire (EMU), or by a diesel engine driving a generator producing electricity to drive traction motors. A MU has the same power and traction components as a locomotive, but instead of the components being concentrated in one car, they are spread throughout the cars that make up the unit. In many cases these cars can only propel themselves when they are part of the unit, so they are semi-permanently coupled. For example, in a DMU one car might carry the prime mover and traction motors, and another the engine for head-end power generation; an EMU might have one car carry the pantograph and transformer, and another car carry the traction motors.

San Diego light rail car in service on the Metrotranvía Mendoza in 2015 Buenos Aires (once known as the City of Trams) had one of the world's most extensive networks, with over 857 km (535 mi) of track.www.tranvia.org.ar Apuntes sobre la Historia Del Tranvía en Buenos Aires(Spanish) Information and photographs – accessed October 25, 2010 Most of it was dismantled during the 1960s in favor of bus transportation. The Anglo- Argentine Tramways Company opened Latin America's first underground tram system, Subte Line A, in 1913. The original route was underground and at street level until 1926, and pantograph cars—built by La Brugeoise in Belgium—had low doors at the ends (for boarding from the street) and high doors in the middle (for boarding from a tunnel platform).

D bit grinder The D-bit (after Deckel, the brand of the original manufacturer) grinder is a tool bit grinder designed to produce single-lip cutters for pantograph milling machines. Pantographs are a variety of milling machine used to create cavities for the dies used in the molding process; they are largely obsolete and replaced by CNC machining centers in modern industry. With the addition of accessory holders, the single-lip grinding capability may also be applied to grinding lathe cutting bits, and simple faceted profiles on tips of drill bits or end mills. The machine is sometimes advertised as a "universal cutter-grinder", but the "universal" term refers only to the range of compound angles available, not that the machine is capable of sharpening the universe of tools.

Cars built originally for the North End could not operate south of Sacramento. The South End (former OA&E;, Oakland, Antioch, and Eastern) was electrified largely at 1,200 volts dc until 1936, after which it operated at 1,500 volts, with areas of 600 volts in Oakland and Sacramento. The interurban cars had to use a pantograph rather than the trolley pole on Key System rails (electrified at 600 volts) and over the Bay Bridge (electrified at 1,200 volts for the Southern Pacific); the Key System used a covered top-contact third rail over the bridge. Because of the Key System's third rail, cars that could traverse the whole system had to have their third rail shoes removed, since the top-contact shoes would have fouled the Key System rail's cover.

While state of the art in 1908, when the last brand new MP54 rolled off the assembly line 28 years later, the design did more to suit the PRR's desire for standardization than the comfort of the passengers that rode them. Each motor car was powered by a single truck at the pantograph end which in turn was equipped with two 25 Hz series wound AC motors. Using AC motors of this type resulted in poor acceleration compared to equivalent DC motors, a problem that was exacerbated by the frequent stops the MP54s would make in local commuter service. While the 99 1950's rebuilt E5 and E6 units had better performance and a stated top speed of 65 mph, older E1 and E2 cars would struggle to reach .

The effects of electromagnetism are most visibly employed in the electric motor, which provides a clean and efficient means of motive power. A stationary motor such as a winch is easily provided with a supply of power, but a motor that moves with its application, such as an electric vehicle, is obliged to either carry along a power source such as a battery, or to collect current from a sliding contact such as a pantograph. Electrically powered vehicles are used in public transportation, such as electric buses and trains, and an increasing number of battery-powered electric cars in private ownership. Electronic devices make use of the transistor, perhaps one of the most important inventions of the twentieth century, and a fundamental building block of all modern circuitry.

A major problem was the recent discovery that the overhead lines on the WCML were subject to the creation of large waves in the lines at speeds over . This was not a problem for two trains following each other with a spacing of several kilometers, but was a serious problem for a single train with pantographs at both ends. The obvious solution was to use a single pantograph at the front or back and then run the power between the cars, but this was outlawed by concerns over the presence of 25 kV power on the passenger cars. Some consideration was given to placing both engines back-to-back at one end of the train, but concerns were raised over excessive buckling forces when pushing the train at high speeds with the tilt feature active.

APT-P Driving Trailer Second (DTS) unit, in revised APT branding, with a black "mask" around the driver's window APT-P Non-Driving Motor (NDM) unit, with Stone Faiveley AMBR pantograph Although the centre-motor layout was the simplest in terms of solving the immediate technical problems, it would cause significant problems in operational terms. There was a passage through the power cars that connected the two-halves of the train, but it was noisy, cramped and not permitted for passengers. Instead, each end of the train now required its own dining car and similar facilities. The split design also presented problems in the stations, where only the two ends of the platforms could now be used, whereas normal equipment could park with the locomotives off the end of the platform.

The Wright StreetAir EV WF was launched in August 2016 as the replacement for the Wright StreetLite EV. It is based on the StreetLite EV, with a number of drivetrain improvements over the previous model. It is available in 8.8m and 9.5m lengths, with both lengths featuring the wheel ahead of the door to maximise interior capacity. As with the DF, the WF is available with electricity conduction via overnight (plug-in), inductive (through the road surface) or conductive (with a pantograph) methods.Wrighbus Showcases the First Vehicles from its new Range of Electric Buses Wrightbus 4 August 2016 No wheel forward models were built at the time of Wrightbus entering administration in September 2019, when production of all of Wright's vehicles was temporarily suspended until the company's takeover in October of that year.

The British Rail Class 313 is a dual-voltage electric multiple unit (EMU) train built by British Rail Engineering Limited's Holgate Road carriage works between February 1976 and April 1977. They were the first variety of British Rail's then-standard 1972 design for suburban EMUs, which eventually encompassed 755 vehicles and five classes (Class 313/314/315/507/508). They were the first second-generation EMUs to be constructed for British Rail and the first British Rail units with both a pantograph for 25 kV AC overhead lines and shoegear for 750 V DC third rail supply. They were the first units in Britain to have multi-function Tightlock couplers, allowing coupling and the connection of control electric and air supplies to be carried out from the cab.

New generation Solaris Urbino 18 electric of public transport operator PKM Jaworzno In 2014, Solaris showcased the Solaris Urbino 18 of the new (fourth) generation, though still with a conventional driveline. Then in 2015, Solaris presented the 12-metre version of the new generation electric bus, whereas the new Solaris Urbino 18 electric premièred at the Busworld trade fair in the Belgian city of Kortrijk in autumn 2017. Most structural solutions were taken over from the diesel equivalent of the articulated model or the electric models of the previous generation. The vehicle is propelled by a 240 kW central traction motor. Both plug-in or pantograph recharging can be applied to the batteries of the “Solaris High Energy” or the “Solaris High Power”, each with a capacity adjusted to user needs.

Class 800 being shipped from Hitachi, Kasado, Japan (January 2015) In 2011 Hitachi chose the site of a new UK factory at Newton Aycliffe, County Durham; the contract for the factory's construction was given in 2013; and the factory officially opened in 2015. (see § Hitachi Newton Aycliffe.) In late 2012, MTU was announced as the preferred supplier of diesel engines; bi-mode trains are to be fitted with between three and five engine generators powered by the 12-cylinder MTU 12V 1600 R80L. Electrically powered trains are also to be fitted with a single powerpack of the same design to be used for auxiliary and emergency power, and for shunting in depots. Other component suppliers included Knorr-Bremse (braking system), Brecknell Willis (pantograph) Televic Rail (passenger information systems), Dellner (gangway, coupler), Voith (SE-369 gear unit.), NSK (bearings), and Lucchini (wheelset).

The tender requested a tram/streetcar of , with multiple points of articulation, and three powered bogies. Though the document stated that the TTC would accept a well-designed 70% low-floor streetcar, it decided to seek a 100% low-floor design, with folding ramps that could be fitted at the doors to allow stepless boarding where platforms were not available. The fleet replacing the CLRVs and ALRVs was to remain single-ended with doors on the right only, and to retain current collection by trolley pole, but the TTC also requested that provision be made for future conversion to pantograph, and that the option of buying a bi-directional version of the streetcar for new lines be available. Provision was to be made for ticket-vending machines on board, rather than have the driver take fares.

In countries such as France, South Africa and the United Kingdom, a pair of permanent magnets beside the rails at either side of the neutral section operate a bogie-mounted transducer on the train which causes a large electrical circuit-breaker to open and close when the locomotive or the pantograph vehicle of a multiple unit passes over them. In the United Kingdom equipment similar to Automatic Warning System (AWS) is used, but with pairs of magnets placed the running rails (as opposed to the AWS magnets placed midway between the rails). Lineside signs on the approach to the neutral section warn the driver to shut off traction power and coast through the dead section. A neutral section or phase break consists of two insulated breaks back-to-back with a short section of line that belongs to neither grid.

Power is supplied to the trains through an overhead contact system (OCS), consisting of a messenger wire, which assumes a parabolic shape due to sag, and a contact wire suspended below the messenger wire. The contact wire is nearly parallel to the ground, and supplies traction current to the pantograph(s) of an electric train. Both the messenger wire and the contact wire are energized with single-phase alternating current at 25 kV with a frequency of 60 Hz. This allows the OCS to be used for both Caltrain and future California High-speed Rail service, and this electrical configuration matches that of Amtrak (on the Northeast Corridor) and portions of the New Jersey Transit commuter rail system. The 2×25 kV autotransformer electrification system includes a third energized parallel negative feeder wire which helps control electromagnetic field propagation.

Northern Trains will be the first operator of the Class 769, with eight units. They are to be stabled at Allerton TMD, with the first unit delivered there in December 2018, but along with the only other set delivered there, it has been returned to Doncaster. Northern indicated that the use of Class 769s would provide the most benefit on routes which are partially electrified, as they would be able to use their pantograph to operate on electrified routes while still being able to operate away from the overhead lines by employing their diesel engines. Originally scheduled to begin entering service with previous operator Arriva Rail North in May 2018, they were later expected to start operating in the first half of 2019, though that date has now also passed and they are still not operating as of February 2020.

The pointing machine is used for making one-to-one copies of existing sculptures and to reproduce models made of plaster, modeling clay or modeling wax in materials like stone or wood. It is not possible to use a pointing machine to produce enlarged or reduced copies; the traditional instruments for this are a set of calipers or a three-dimensional version of the pantograph.A video on the use of such a pantograph However, there is also a special version of the pointing machine that was used for mirroring, enlargements or reduced carving.A video on the use of a special pointing machine, from the workshop of Dutch architect Pierre Cuypers (Dutch subtitles) To better control the end result of the finished sculpture, sculptors have increasingly taken to making a detailed model and then reproducing it, on the same scale or enlarged, in stone.

The Immune Columbia coin in gold, traded by Stickney for an 1804 dollar Collectors first became aware of the existence of the 1804 dollar in 1842, when a pantograph reproduction of one specimen was featured in A Manual of Gold and Silver Coins of All Nations, a work authored by Mint employees Jacob R. Eckfeldt and William DuBois. The first private collector to obtain an example was Matthew A. Stickney, who acquired the coin from the Mint on May 9, 1843, by trading certain rare coins from his collection, including a unique early United States Immune Columbia coin struck in gold. Interest in coin collecting and the 1804 dollars began increasing, and by 1860, the dollars saw extensive coverage by numismatists. In 1885, auctioneer W.E. Woodward described the 1804 dollar as "the king of coins", a moniker which it maintains today.

One advantage of phonograph and gramophone discs over cylinders in the 1890s--before electronic amplification was available—was that large numbers of discs could be stamped quickly and cheaply. In 1890, the only ways of manufacturing copies of a master cylinder were to mold the cylinders (which was slow and, early on, produced very poor copies), to record cylinders by the "round", over and over again, or to acoustically copy the sound by placing the horns of two phonographs together or to hook the two together with a rubber tube (one phonograph recording and the other playing the cylinder back). Edison, Bettini, Leon Douglass and others solved this problem (partly) by mechanically linking a cutting stylus and a playback stylus together and copying the "hill-and-dale" grooves of the cylinder mechanically. When molding improved somewhat, molded cylinders were used as pantograph masters.

The Pioneer III cars suffered from a low capacity main transformer as well as gearbox issues and a complex propulsion system that coupled highly sensitive mercury arc ignitron rectifier tubes with an inefficient DC resistance motor controller. Always distinguishable by their older style diamond pantograph, the Pioneer III cars were rechristened the Silverliner Is when the second official order of Silverliners were delivered from Saint Louis Car Company in 1967, the SL-Is would also be renumbered 244 to 248 when the Silverliner IV fleet was delivered in 1974–1975. The 6th car, which would have been #249, had already been written off in an accident by that time. While the other Silverliner models all came with similar GE propulsion gear, they could not MU with the earlier Silverliner I cars, which soon became the odd ducks in the SEPTA Regional Rail fleet.

Many Swiss and Germans immigrated to Hudson county at the beginning of the century, and helped to build the industry there. They brought knowledge of the machines, and the methods that were necessary to produce embroidery and lace. Ancillary businesses that supplied fabrics, thread, embroidery designs, “punching” or translating of designs to Jacquard punch tapes, dying, chemical lace etching, and bleaching of so called "white goods" also developed in NJ. This network of interdependent businesses mirrored the industries in Switzerland and Germany. Reiner's connection to VOMAG enabled him to become the sole importer of their machines The machines were manufactured in Germany at the VOMAG factory and then assembled in NJ. Reiner imported semi automated schiffli machines which used a pantograph as well as fully automated schiffli machines which were programmed using a Jacquard punch card reader.

Initially, the R42s suffered from air conditioning and brake malfunctions, frequently injuring crew members. In 1973, cars 4764–4765 were sent to Garrett AiResearch's facilities in Los Angeles, California, to test out an experimental flywheel energy storage and energy-saving system and equipment. Car 4764 received this energy storage, conservation equipment, and machinery with batteries and amber-type digital readouts indicating the amount of energy used by the equipment, while 4765 remained untouched. These cars were later tested at the UMTA and the USDOT testing facility in Pueblo, Colorado for evaluation, before being returned to the MTA in 1976 for in-service testing on all BMT/IND lines to check the effectiveness of the technology. In 1977, pantograph gates, salvaged from retired R1 through R9 cars, were modified and installed on the front ends of the R42s.

KuMoYa E995-1 "NE Train Smart Denchi- kun" in October 2011 The first EV-E301 series two-car battery EMU in March 2014 The "NE Train" again underwent modifications at Tokyu Car Corporation's factory in Yokohama in 2009 to become a battery electric multiple unit with the addition of a pantograph and storage batteries replacing the earlier fuel cell, and rebranded . This railcar has a maximum service speed of and can operate on battery power alone a distance of up to 50 km away from an overhead power supply. The railcar was test-run within Ōmiya Works from October 2009, with test running on the Utsunomiya Line under consideration from January 2010. Alt URL The unit was modified in August 2011, with one of the four lithium battery units relocated beneath the passenger seats, increasing available space.

Originally given the nickname "Pullman" cars due to their more luxurious assets, they were the first trams in Blackpool to be equipped with a pantograph built by Brecknell, Munro & Rogers mounted on a tall tower, which quickly earned them the longer-lasting nickname "Pantographs". They were subsequently fitted with traditional trolley poles. The first car, No. 167, was delivered on 30 July 1928 and the last, No. 176, in 1929. They were long and wide, had Dick Kerr bogies, BTH B510 motors and air-brakes, with hand and rheostatic brakes. The sole surviving true member of the class, No. 167, is preserved at the National Tramway Museum in Crich. It returned to Blackpool for the 100th and 125th anniversary celebrations in 1985 and 2010, in 1998 for the 100th anniversary of the Blackpool and Fleetwood Tramroad and for a short loan during Summer 2014.

1 end. In this configuration, no. E1525 reached a speed of hauling a specially-adapted suburban coach on a stretch of track between Westonaria and Midway on 31 October 1978, a still unbeaten narrow gauge world speed record on (1,067 millimetres) Cape gauge.Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 27: Braamfontein West to Klerksdorp (home signal) by Les Pivnic, Part 2. Caption 33. (Accessed on 7 May 2017) Nose cone used on no. E1525 during high speed testing During November 1980, the same locomotive was used to test the British Rail-Brecknell Willis single-arm high speed pantograph, then still under development, as part of the SAR's research towards introducing a new high speed MetroBlitz service between Pretoria and Johannesburg. A number of European pantographs were being evaluated for use on the Class 6E1, with the trains running at under catenary which usually saw nothing above .

CRH2-064C CRH2C Stage one is a modified version of CRH2A. It has a maximum operating speed up to by replacing two intermediate trailer cars with motorized cars. Equipped with an array of the state-of-the-art technologies, including aluminum alloy body with a reduced weight, high speed turntable, high speed pantograph, and optic-fiber based integrated control system.Proprietary High Speed Locomotives Chinese MOR ordered 30 sets of CRH2C stage one, name code CRH2-061C - CRH2-090C. The first set, CRH2-061C was unveiled on December 22, 2007.我国自主研制的首列时速300公里动车组下线国产首列时速300公里"和谐号"动车组成功下线 During the test on April 22, 2008, CRH2-061C reached a top speed of over on Beijing-Tianjin high-speed rail.

Other requirements included the train being suitable for a condition-based maintenance programme, while it was capable of being operated across seven different European countries, specifically the railway systems of Austria, Belgium, France, Germany, Netherlands, Spain and Switzerland.. The maximum speed specified by the tender exceeded that of the initial design, thus the design team was reassembled by AnsaldoBreda's Pistoia facility for a period of six months to revise the design to comply with the requirements outlaid. Reportedly, the new top speed required a detailed reexamination of the design, and in some cases the redesign, to be performed for various elements of the train, including the bogies, power and control systems and pantograph. While the train was to only fitted with ERTMS Level 2 and the legacy Italian signalling system, passive provisions also had to be found for a number of other signalling systems that had been listed in the requirement.

All units can receive power via third-rail pick-up which provides 750 V DC. There are eight pick-up shoes per unit (twice the number of previous generation 4-car Electric multiple units), and this enables them to ride smoothly over most third-rail gaps. The units in the 377/2, 377/5 and 377/7 sub-classes are dual-voltage, and are fitted with a pantograph to pick up 25 kV AC from overhead lines. On these units (and on single-voltage sub-class 377/6), the shoe mechanism is air-operated so that when powered down, or working on AC overhead lines, they are raised out of the way. This is used on trains from Milton Keynes to East Croydon which use part of the West Coast Main Line between Milton Keynes and Willesden Junction, and then the West London Line towards Clapham Junction.

Electricity from the overhead contact wire is picked up by the train through pantographs mounted on the roofs of the power cars. These are pneumatically operated, so if the pressure in the air pipe falls below a preset level, they are automatically lowered by means of springs (this prevents the train from moving if air pressure is lost, an important safety feature). Each power car has only 1 pantograph, because if it fails the other power cars can produce sufficient power to move the train at a reduced speed. For the same reason, there is no provision for cutting out individual traction motor groups in case of malfunction, so if even one traction motor fails, the entire power car's traction motor circuit is turned off (the other power cars can still provide enough power, so despite this the train can, and sometimes does, remain in service).

He described the Aldine roman as "inspired not by writing, but by engraving; not script but sculpture." His friend printer Giovanni Mardersteig similarly suggested the appeal of the Aldine face in his commentary that "Griffo...rid himself of the influence of the characteristic round forms of letters written with a pen; he developed instead a more narrow and it might be said a more modern form, which was better suited to [engraving]...whereas Jenson's style made a strong appeal to the sense of beauty prevalent in the period of Art Nouveau, today our taste in architecture and typography inclines towards simpler and more disciplined forms." Bembo's development took place following a series of breakthroughs in printing technology which had occurred over the last fifty years without breaking from the use of metal type. Pantograph engraving had allowed punches to be precisely machined from large plan drawings.

The train is derived from the experimental 817 series BEMU train developed by JR Kyushu, and will incorporate modifications to cope with the colder climate of Akita Prefecture. The two-car EV-E801 series train operates as an electric multiple unit (EMU) under the 20 kV AC overhead wire of the Ou Main Line between and , a distance of , and on battery power over the non-electrified Oga Line tracks between Oiwake and , a distance of , replacing existing KiHa 40 diesel multiple unit (DMU) trains. It can also be recharged via its pantograph at a 20 kV AC recharging facility specially built at Oga Station. The EV-E800 car is equipped with lithium-ion storage batteries with a total capacity of 360 kWh (at 1,598 V), and operates at a maximum speed of under overhead wires and at on battery power over non-electrified tracks.

Lozenge-style pantograph reclaimed from former 1000 series sets The main electrical system is Toshiba's gate turn-off thyristor field chopper control used in the 1000 series. For maintenance of the DC compound motors, it is necessary to inspect and maintain the brushes, so each motored car has access hatches in the floor of the car. The brake system uses the electro-pneumatic straight air brake with regenerative braking from the 1000 series. The series was remodeled with a load compensating device which adjusts brake power to support changes in the car's body weight which increased the passenger limit. The main controller unit, of a series parallel specification, was also taken from the 1000 series, and taking into account connecting this series with 1380, 1800, and 1850 series cars, test runs on 1800 series cars were carried out. From these tests, it was found that such trains could be run at up to 120 km/h.

This summary is based largely on the summary provided by the Congressional Research Service, a public domain source. H.R. 3109 would amend the Migratory Bird Treaty Act to provide that nothing in such Act prohibits possessing, selling, bartering, purchasing, shipping, and transporting any authentic Alaskan Native article of handicraft or clothing on the basis that it contains a nonedible migratory bird part. Makes such exemption inapplicable with respect to any handicraft or clothing containing any part of a migratory bird that was taken in a wasteful manner. H.R. 3109 would define "authentic Alaskan Native article of handicraft or clothing" to mean any item that is composed of natural materials and produced, decorated, or fashioned by an Alaskan Native (Indian, Aleut, or Eskimo who resides in Alaska), in the exercise of traditional Alaskan Native handicrafts, without the use of any pantograph or other mass copying device, including any weaving, carving, stitching, sewing, lacing, beading, drawing, or painting.

The lead unit of the class was equipped for AC operation with an overhead pantograph (later two), while the other 24 were third rail DC units to work on the existing PRR third rail electrification in the New York area. The class was built with an eye towards future long distance electrification with the idea of a single class that could be used interchangeably between the present and future AC electrified zones and the DC electrified zone in New York City. The PRR also used the L5 order to try out electrical equipment manufacturers other than Westinghouse, which had provided the propulsion equipment for both the DD1 and FF1 classes. The original classes were to be simply L5 for the AC units and L5a for the DC units, but as the additional equipment suppliers were brought on the scheme changed to include the intended function (passenger), the current used and finally the electrical supplier.

A pantograph hook stick was stowed in a tube mounted below the bottom edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side. The Class 6E1, Series 1 was delivered in the new body shape with squared corners that had been introduced part-way through the construction of the Class 5E1, Series 5, and was equipped with double sealed-beam automobile headlamps. The body dimensions were the same as that of the Class 5E1, Series 5 and the most visually obvious external difference was the replacement of the three small vertically arranged grilles to the right of centre on each side of the Classes 5E and 5E1 with a larger double grille on each side of the Class 6E1.

Some systems increase the level of safety by the midpoint of the neutral section being earthed. The presence of the earthed section in the middle is to ensure that should the transducer controlled apparatus fail, and the driver also fail to shut off power, the energy in the arc struck by the pantograph as it passes to the neutral section is conducted to earth, operating substation circuit breakers, rather than the arc either bridging the insulators into a section made dead for maintenance, a section fed from a different phase, or setting up a Backdoor connection between different parts of the country's national grid. 25 kV AC neutral zone in Romania On the Pennsylvania Railroad, phase breaks were indicated by a position light signal face with all eight radial positions with lenses and no center light. When the phase break was active (the catenary sections out of phase), all lights were lit.

The RP-210 was a streamlined locomotive built in 1956 by Baldwin-Lima- Hamilton, specifically to operate with the experimental, all-aluminum Train-X, produced by Pullman Car Company. The model represented Baldwin's attempted entry into the lightweight passenger locomotive market, but only three of the low-slung diesel-hydraulic units were produced. The first was built for the New York Central Railroad to power their Xplorer train between Cleveland, Columbus, and Cincinnati, and a pair was purchased by the New York, New Haven and Hartford Railroad to double-end their Dan'l Webster, running between New York City and Boston. New Haven RP-210 with first 3rd-rail shoe revision on front truck, and roof DC pantograph not yet fitted, January 1957Operator's Manual (Cover) New Haven's Baldwin RP-210 locomotive, March 1957 The New Haven's RP-210s, with their three independent power systems, were among the most complex railroad locomotives in America.

Around this time, Wright also lectured mathematics to merchant seamen, and from 1608 or 1609 was mathematics tutor to the son of James I, the heir apparent Henry Frederick, Prince of Wales, until the latter's very early death at the age of 18 in 1612. A skilled designer of mathematical instruments, Wright made models of an astrolabe and a pantograph, and a type of armillary sphere for Prince Henry. In the 1610 edition of Certaine Errors he described inventions such as the "sea-ring" that enabled mariners to determine the magnetic variation of the compass, the sun's altitude and the time of day in any place if the latitude was known; and a device for finding latitude when one was not on the meridian using the height of the pole star. Apart from a number of other books and pamphlets, Wright translated John Napier's pioneering 1614 work which introduced the idea of logarithms from Latin into English.

Somersetshire (published by the Ordnance Survey in 1862), showing entries for some of the landholdings of Glastonbury Abbey Zinco or photozincography developed at the Ordnance Survey out of a need to reduce large-scale maps more effectively. The original method using a pantograph, was overcomplicated, time consuming and, due to the number of moving parts, inaccurate. While there was some concern that photography would distort the image, Sir Henry set out to explore the possibility of using photography, setting up a photography department at the Ordnance Survey in 1855 and also securing funds to build the "glasshouse", a photography building with an all glass roof to allow as much natural light in as possible for photography.T. Owen & E. Pilbeam, Ordnance Survey: Map Makers to Britain since 1791 (Southampton: Ordnance Survey; London: H.M.S.O., 1992), pp. 57-60 The development and discovery of photozincography or zinco came about four years later, being first mentioned in Sir Henry's report to Parliament in 1859.

Outward-swinging doors were kept, in three pairs at spacing to divide the car into four roughly equal sections though the outer two were partial driver compartments. The guard facility at the raised-roof/pantograph end was retained. When complete, 10CM was painted in blue with a thick yellow stripe along the sides, curving to a point in the middle of the ends. The number and code was adjacent to the outer sets of doors, and either side of the middle door was advertising for the Victorian Railways’ parcel services, identical to the Tait design. 162ABM, 163ABM and 164ABM were converted in a similar fashion to 155M, with new identities 11CM, 12CM and 13CM respectively, and entering service in 1957 (11CM) and 1959 (12CM and 13CM). Also in 1959, 155ABM had the controls removed when it was converted to a workmen's sleeper carriage. It became 70WW, the only Motor carriage to be so-converted, and ran in that form until December 1975.

This gave much cleaner results than pre- pantograph punches, which had to be carefully hand-carved at the size of the desired letter, with less difficulty and the ability to prepare designs more easily from large plan drawings. During the early years of Goudy's career, hand typesetting was being superseded, especially for body text composition, by hot metal typesetting, and his client Monotype was one of the most popular manufacturers of these systems, in competition with that of Linotype. Both allowed metal type to be quickly cast under the control of a keyboard, eliminating the need to manually cast metal type and slot it into place into a printing press. With no need to keep type in stock, just the matrices used as moulds to cast the type, printers could use a wider range of fonts and there was increasing demand for varied typefaces. However, many of Goudy’s designs were used in hand-setting also.

These dual cab locomotives had two large grilles on one side and a corridor linking the cabs on the opposite side. When observing the locomotive from the side with the grilles, the number 1 end would be to the right. As on the earlier Class 3E, the unit had side doors on both sides behind each cab. It had roof access ladders on the smooth left side only, one aft of each side door. Like the Classes 1E, 2E and 3E, the Class 4E had bogie-mounted pilots and draft gear and an articulated inter-bogie linkage, therefore no train forces were transmitted to the locomotive body.South African Railways Index and Diagrams Electric and Diesel Locomotives, 610mm and 1065mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended NBL works plate, no. E258 As delivered, the Class 4E units did not have the "eyebrow" sunshades above the front windscreens. These were later fitted in Cape Town to prevent pantograph grease from befouling the windscreens.

Even tasks as simple as drawing two angled lines meeting at a point require a number of moves of the T-square and triangles, and in general, drafting can be a time-consuming process. A solution to these problems was the introduction of the mechanical "drafting machine", an application of the pantograph (sometimes referred to incorrectly as a "pentagraph" in these situations) which allowed the drafter to have an accurate right angle at any point on the page quite quickly. These machines often included the ability to change the angle, thereby removing the need for the triangles as well. In addition to the mastery of the mechanics of drawing lines, arcs and circles (and text) onto a piece of paper—with respect to the detailing of physical objects—the drafting effort requires a thorough understanding of geometry, trigonometry and spatial comprehension, and in all cases demands precision and accuracy, and attention to detail of high order.

While they can look very elegant due to their regular, rational design and fine strokes, a known effect on readers is 'dazzle', where the thick verticals draw the reader's attention and cause them to struggle to concentrate on the other, much thinner strokes that define which letter is which. For this reason, using the right optical size of digital font has been described as particularly essential with Didone designs. Fonts to be used at text sizes will be sturdier designs with thicker 'thin' strokes and serifs (less stroke contrast) and more space between letters than on display designs, to increase legibility. Optical sizes were a natural requirement of printing technology at the time of Didone typefaces' first creation in metal type, since each size of metal type would be custom-cut, but declined as the pantograph, phototypesetting and digital fonts made printing the same font at any size simpler; a revival has taken place in recent years.

The Solaris Urbino 8,9 LE electric has been fitted with an electric drive, the core element of which is a four-pole asynchronous motor boasting a maximum power of 160 kW and a maximum torque of 1400 Nm. In the prototype bus, the motor is fed with power that is stored in two liquid-cooled lithium batteries with a total capacity of 124 kWh and a rated voltage of 600 V, supplied by Polish firm Wamtechnik. The capacity of the battery in this, as well as in other models of that bus, depends on customer requirements and the particular nature of the bus line the vehicles are used on. The charging of two batteries weighing a total of 1400 kg at a charging terminal of 3x400 V 63 A takes at the most four hours and involves a plug-in connection or (optionally) a bus roof-mounted pantograph. Recharging is also possible en route thanks to energy recuperation during braking.

Having previously been made as ready-to-run by Golden Arrow Models of Hastings (OO gauge) and in kit form by MTK (Modern Traction Kits) thence DC Kits of Leeds (4mm /OO gauge) the HA /class 71 was also produced as both a kit and ready-to-run model (OO gauge) by Silver Fox Models In July 2016 Hornby released three versions of the HA /class 71 (all with working pantograph); these being E5001 (green, red stripes post-1963 rainstrips and with small warning panel), 71 012 (blue full yellow ends), E5022 (green, red stripes and without yellow warning panels or post-1963 rainstrips). A further version was produced exclusively for the NRM, this being E5001 (green, red stripe, post-1963 rainstrips but without yellow warning panels). More versions are expected in 2017. In May 2017 DJ Models released its versions of the HA /class 71 in OO gauge with multiple versions becoming available.

These cars had been scheduled for delivery in spring 1971, but were delayed due to technical problems. Aside from the technical differences of the New Haven Line (electrification via overhead catenary instead of third rail), the cars are similar to the sister M1A order and, in times of equipment shortages or severe weather, the M2s have run on the Hudson and Harlem lines. Most of the other differences are in the interior and exterior appearance of the cars, such as red striping on the exterior rather than blue, the interior wallpaper having both the New York and Connecticut state seals and the obvious pantograph and mechanical apparatus on the roof. Both the MTA and ConnDOT purchased bar cars, but complaints from riders from stations in New York, coupled with arrival of new equipment on the Hudson and Harlem lines, led to the conversion of the ten MTA-owned bar cars to standard coaches.

The train used for the speed record was code named V150, and comprised three modified Duplex cars, fitted with two powered bogies similar to the AGV prototype, marshalled between a pair of TGV power cars from POS trainset 4402. The train had four more powered axles than trainset 325 used in the 1990 speed record, and had a maximum power output of instead of the on a standard TGV POS. This unusual composition was used to obtain high speed test data on disparate technical elements including the new asynchronous traction motors on the POS power cars, the lightweight synchronous permanent magnet traction motors on the AGV bogies, the actively controlled pantograph, and the Duplex bi-level configuration which had never been used in very high speed trials. Aerodynamic improvements, similar to the 1990 record train, were refined in a wind tunnel and provided a 15% reduction in drag from the standard configuration.

LRT provides a wide range of passenger capabilities and performance characteristics at moderate costs." The American Public Transportation Association (APTA), in its Glossary of Transit Terminology, defines light rail as: > ...a mode of transit service (also called streetcar, tramway, or trolley) > operating passenger rail cars singly (or in short, usually two-car or three- > car, trains) on fixed rails in right-of-way that is often separated from > other traffic for part or much of the way. Light rail vehicles are typically > driven electrically with power being drawn from an overhead electric line > via a trolley [pole] or a pantograph; driven by an operator on board the > vehicle; and may have either high platform loading or low level boarding > using steps." However, some diesel-powered transit is designated light rail, such as the O-Train Trillium Line in Ottawa, Ontario, Canada, the River Line in New Jersey, United States, and the Sprinter in California, United States, which use diesel multiple unit (DMU) cars.

Benton's company was one of the original group of companies that merged to form the American Type Founders Company (ATF) in 1892, after which he was a director and chief consultant to ATF. Benton invented many of the most important type founding technologies of the day, including a mould (1882), self spacing type (1883), a punch cutter (1885), combination fractions (1895), a type dressing machine (1901), a matrix and punch-cutting machine (1906), and automatic type-caster (1907), and a lining device for engraving matrices of shaded letters (1913). One of his most famous inventions was the Benton Pantograph, an engraving machine which not only was capable of scaling a single font design pattern to a variety of sizes, but could also condense, extend, and slant the design. (Mathematically, these are cases of affine transformation, which is the fundamental geometric operation of most systems of digital typography today, including PostScript.) The technology allowed metal type to be designed on large plan drawings and then cut at the desired size, rather than being hand-engraved at the desired size.

At the end of the 19th century the Compagnie du chemin de fer de Paris à Orléans (PO) was seeking to extend its railway into a more central location in Paris: an extension from the Gare de Austerlitz to the new Gare du Quai d'Orsay was constructed, including covered sections; the new section was similar to the recently constructed Baltimore Belt Line (USA), constructed by the Baltimore and Ohio Railroad (B&O;) and operated by electric locomotives built by General Electric, which had worked well, and achieved speeds of 80 km/h. Eight locomotives were ordered for the new line, delivered between 1900 and 1904, numbered E1 to E8, with electrical equipment from GE, and mechanical equipment and structural parts manufactured by Blanc-Misseron. The line was electrified by 600 V DC, supplied by a third rail, with overhead collection via a mini-pantograph in the Orsay tunnel. Unlike the B&O; locomotives the PO units used geared drive, rather than the co-axial gearless motor drive of the 1896 B&O; machines.

Part of TGV trainset 4402 displayed near the Eiffel Tower after the record The train used for the speed record was code named V150, and comprised three modified Duplex cars, fitted with two powered bogies similar to the AGV prototype, marshalled between a pair of TGV power cars from POS trainset 4402. The train had four more powered axles than trainset 325 used in the 1990 speed record, and had a maximum power output of 19.6 MW (26,800 hp) instead of the 9.3 MW on a standard TGV POS. This unusual composition was used to obtain high-speed test data on disparate technical elements including the new asynchronous traction motors on the POS power cars, the lightweight synchronous permanent magnet traction motors on the AGV bogies, the actively controlled pantograph, and the Duplex bi-level configuration which had never been used in very high-speed trials. Aerodynamic improvements, similar to the 1990 record train, were refined in a wind tunnel and provided a 15% reduction in drag from the standard configuration.

A total of 38 cars were purchased for the PRR with the remaining 17 going to the Reading. While some referred to the new vehicles as "PSIC Cars", the modern stainless steel body shells quickly defined the fleet and the name "Silverliner" was soon adopted. Differences from the earlier Pioneer IIIs included a single arm Faiveley pantograph, a state of the art propulsion system that made use of solid state phase angle controllers coupled to mercury arc ignitron rectifiers and higher powered motors. Like the Pioneer IIIs before them, the Silverliners offered their riders air cushion suspension, air conditioning, electric train heat and a nearly silent ride. With 150 hp more than the Pioneer III cars (550 hp total) the Silverliners could achieve a 1.7 mph/s acceleration rate which was quite higher than the older MP54s and multi- function couplers and disc brakes further improved performance. The 38 PRR cars were numbered in two series, 201-219 and 251-269 and given PRR classification MP85B, while the 17 Reading cars were numbered 9001-9017 and given Reading classification REB-13.

Wright was a skilled designer of mathematical instruments. According to the 1615 Caius annals, "[h]e was excellent both in contrivance and execution, nor was he inferior to the most ingenious mechanic in the making of instruments, either of brass or any other matter". For Prince Henry, he made models of an astrolabe and a pantograph, and created or arranged to be created out of wood a form of armillary sphere which replicated the motions of the celestial sphere, the circular motions of the sun and moon, and the places and possibilities of them eclipsing each other. The sphere was designed for a motion of 17,100 years, if the machine should last that long. In 1613 Wright published The Description and Use of the Sphære, which described the use of this device. The sphere was lost during the English Civil War, but found in 1646 in the Tower of London by the mathematician and surveyor Sir Jonas Moore, who was later appointed Surveyor General of the Ordnance Office and became a patron and the principal driving force behind the establishment of the Royal Observatory at Greenwich.

Class 318 253 at in the first month of operation Class 318 in original orange and black Strathclyde Partnership for Transport livery Effectively a 3-car version of the Class 317 units but used in the Glasgow area, 21 of these British Rail Mark 3-based units were built by BREL York works between 1985–1986 to replace the elderly Class 101, Class 107, Class 120 and Class 126 diesel multiple units (DMUs) which had worked the Glasgow South Western sector for nearly 30 years. The technical description of the units are DTSO+MSO+DTSO, consisting of a central motor car (with a roof mounted Stone Faiveley AMBR pantograph and four Brush TM2141 traction motors located under the floor within both bogies (two motors per a bogie)) with a driving trailer at either end. The units run on the standard 25 kV AC overhead line system, and are standard class throughout, with one toilet located in coach C. Up to four sets can be worked in multiple to form a 12-car set, although platforms are only capable of handling 8-car trains. The units have a maximum speed of , and can complete the journey between Glasgow Central and Ayr in around 52 minutes.

To overcome the problem of gaps in the third rail three experimental locomotives were built (which later became the British Rail Class 70) which were fitted with large flywheels that maintained momentum long enough to avoid stalling in gaps. The second problem for freight train operation by electric locomotives was the serious hazard that would result if the 750 V DC third rail was laid in goods yards, as this would not only be a danger to personnel on the ground but also present some complex issues loading and unloading many types of freight wagons. The initial solution was to install simple tramway-type overhead wires to carry the 750 V supply in certain yards and add a pantograph on the locomotive roofs. As a continuation of the Southern Railway's policy of electrification, British Railways then began electrifying the main lines to the Kent Coast as part of the 1955 Modernisation Plan. In addition to the few hundred new EMUs required, a small fleet of 25 Bo-Bo electric locomotives of classed type "HA" (later Class 71) were built to deal with freight, parcels, and the few remaining locomotive-hauled passenger trains in Kent, such as the "Night Ferry" and "Golden Arrow" services.