This article needs additional citations for verification. (December 2009) (Learn how and when to remove this template message)
Instead of being underneath a piece of rolling stock, Jacobs bogies are placed between two carbody sections. The weight of each car is spread between the Jacobs bogie. This arrangement provides the smooth ride of bogie carriages without the additional weight and drag.
The first fast train using this type of bogie was the German Fliegender Hamburger in 1932. In the United States, such configurations were used throughout the twentieth century with some success on early streamlined passenger trainsets, such as the Pioneer Zephyr in 1934, 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 these have been modified to add a lower center section for handicapped level entry making a 3-unit car with two Jacobs bogies.
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 number of intermodal freight trains, such as the Pacer Stacktrain run by US logistics company XPO Logistics, use container well cars joined in groups of three to five, with a connector assembly between the individual cars on top of a standard bogie.
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.
US interurban trains
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 (1941–1976). 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. A Eurostar train has been recorded as having derailed at a speed close to 300 km/h with no resultant loss of life or severe injuries among its 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 wheelsets mean greater axle loads – if everything else is equal.
Disassembled joint of a Stadler FLIRT with the bogie removed
Jacobs bogie on a EER Class 300 train.
Jacobs bogie on a DBAG Class 425 train.
|Wikimedia Commons has media related to Jacobs bogies.|
- "Bogie designs" (PDF). SKF. 2012.
- "Bogies". The Railway Technical Website.
- Leutenegger Engineering & Consulting Forged Aluminium Parts for Rolling Stock Structures
- "Eurostar train derails in France". BBC News. 2000-06-05. Retrieved 2014-03-26.