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Instead of being underneath a piece of rolling stock, Jacobs bogies are placed between two carbody sections. The weight of each car is spread on one half of the Jacobs bogie.
Vehicles featuring Jacobs bogies include the Alstom-made TGV and Eurostar trains, the Bombardier Talent series of multiple units, the LINT41, the Class 423 S-Bahn vehicles, the Canadian CN Turbo-Trains, several FLIRT trains, IC3 by Adtranz and the Škoda ForCity tram. A disadvantage of vehicles using Jacobs bogies is they are semi-permanently coupled and can only be separated in the workshop.
In the United States, such configurations have been used throughout the twentieth century with some success on early streamlined passenger trainsets, such as the Chicago, Burlington and Quincy Railroad's Pioneer Zephyr, various Southern Pacific, Daylight articulated cars, and Union Pacific Railroad's M-10000. Dallas Area Rapid Transit rail trains originally used a center bogie in a two unit car but are being modified to add a lower center section for handicapped level entry making a 3 unit car with two Jacobs bogies.
Intermodal freight trains, such as Pacer Stacktrains, use container well cars in groups of three to five cars, connected as a unit with standard North American trucks between the individual well cars.
Some triple-bogied two-section electric locomotives such as the NZR EW class have an articulated body supported on the centre bogie. Other types of Bo-Bo-Bo locomotives instead use a body shell that has enough allowance for sideplay in the central bogie.
On this crossover between the tram (streetcar) and the high-speed train, Jacobs bogies occurred on the latest equipment of any significance, the two Electroliner trains (1941–76). They were suited for streets with tight curves, the Chicago El and running through the countryside at approximately 140 km/h (87 mph). They served the Chicago–Milwaukee line and later the Philadelphia area.
- Safety, because the trains are less prone to collapse like an accordion after derailing (which contributed to the Eschede disaster). TGVs have derailed several times at near 300 km/h, without death or severe injuries among the passengers
- Lower weight and simpler and cheaper construction because bogies are heavy, expensive, and complex structures.
- Less rail squeal and other wheel-to-rail noise because of fewer bogies.
- The vehicles are semi-permanently coupled and can only be separated in the workshop. However, some flexibility may be achieved by coupling two or three trains together.
- Fewer bogies and fewer wheels mean greater axle loads – if everything else is equal.
Media related to Jacobs bogies at Wikimedia Commons