The maximum velocity of electrical high speed trains is significantly depending on how pantographs can continuously guarantee the electrical contact between the overhead line and the electrical engine. When the pantograph is lifted by the air bellows against the overhead line, a contact force between the pantograph and the catenary is introduced. This contact force varies according to speed when the train runs and the pantograph slides along the overhead line, which is due to the dynamic interaction between the catenary and the pantograph. A very low contact force or loss of contact causes arcing and therefore increased wear and a performance reduction of the electric engine, which leads to limitation of the maximum speed of the train. A too high contact force leads to increased wear of the contact strips and the overhead line and therefore to increased life cycle costs. There are four effects which mainly drive the dynamic interaction between the catenary and the pantograph which is: (1) the non-constant stiffness along the catenary, (2) the variation in speed, (3) operating more than one pantograph on one train and (4) the occurrence of other external forces such as resulting from varying aerodynamic conditions. The problem is therefore to develop a system that keeps that variation of the contact force in a relatively narrow band. Prior to developing such a vibration damping system, the dynamic behaviour of a high speed pantograph needs to be understood, which is a major focus of this paper. This will thus be explained for the Adtranz DSA 350 S type pantograph being used on the German ICE 1 high speed train.