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One of the primary advantages is in tare weight reduction. With fewer bogies, the train is significantly lighter. Now that I think about it, I remember reading something about this issue with regards to intermodal freight transportation too (the 3- and 5-unit container cars come to mind). Slambo(Speak)12:18, 19 February 2008 (UTC)[reply]
I think that with passenger trains, passing from one car to the next while the train is moving probably becomes somewhat easier. JNW2 (talk) 18:01, 31 May 2008 (UTC)[reply]
It was, but I've moved it back, because all the usage, on this page and in the article, spells it the English way, pace the inventor. Rothorpe (talk) 22:28, 26 July 2013 (UTC)[reply]
A closeup of a shared regular bogie on the preserved Nebraska Zephyr I wonder if this is not a Jacobs bogie afterallSchema of a Jacobs bogie
The article is unclear as to what distinguishes a Jacobs bogie from other bogies. Is any bogie shared between adjacent coaches of an articulated set a "Jacobs bogie" (e.g. Nigel Gresley's LNER Silver Jubilee sets of the 1930s) ? Or is the Jacobs bogie a particular arrangement of pivots or suspension? Andy Dingley (talk) 10:14, 19 September 2010 (UTC)[reply]
What, so as the Electroliner diagram on this page shows it (zoom in, it's big enough) the "shared" bogie is still using just a single central pivot? I agree that that wouldn't be a Jacobs bogie, but it seems a strange way (three pivots and an extra frame) to build anything, especially when it's supposed to be "lightweight". Andy Dingley (talk) 18:43, 4 November 2014 (UTC)[reply]
No, one pivot or one pin. The articulated connector, which sits on the center plate of a regular truck, takes care of everything. And each end of it is welded to the respective center beam of the adjacent coaches. That is what shown on page 552 of the 1970 edition of the CAR and LOCOMOTIVE CYCLOPEDIA and that is also what is used on North American well cars. Peter HornUser talk14:44, 5 November 2014 (UTC)[reply]
It's not possible that a centre plate spanning between coaches is welded to the frames of those coaches. That would make the entire rake rigid! Andy Dingley (talk) 15:08, 5 November 2014 (UTC)[reply]
It is an articulated connector that sits on the centerplate and that is welded at each end. The connector allows for some 15 degrees, or so, left or right for a total of some 30 degrees horizontally and some vertical articulation. My email address is peter.j.c.horn@gmail.com. Send me your email address and I'll send you a scan of page 552 of the 1970 edition of the CAR and LOCOMOTIVE CYCLOPEDIA. Peter HornUser talk15:53, 5 November 2014 (UTC)[reply]
Thank you, Pete, but I long ago acknowledged that I screwed up on that account (did somebody put the picture back?). The picture is still there, though, should anybody like to use it for that kind of bogie — whatever kind that might be. Kelisi (talk) 18:47, 9 February 2021 (UTC)[reply]
"Safety, because the trains are less prone to collapse like an accordion after derailing (which contributed to the Eschede disaster)".
No source for the statement supplied, and if one refers to a type of jackknifing effect (the zigzag pile-up of the carriages), that was unavoidable once the bridge came down, the carriages basically slammed into a concrete wall at a speed 200 km/h. Maybe with Jacobs bogies the 3rd car wouldn't have hit the bridge support, I don't know, but that would require a reliable source. Prevalence 22:35, 14 April 2016 (UTC)[reply]
Until now, each generation of the ICE, also the one of the Eschede disaster has no Jacobs bogies. The only property in common of the ICE is to separate the railcars of the train without tools of a maintaining workshop. In regular operation, the train is not separated. Each railcar of the ICE has two regular bogies, optimized for speed, only. The Eschede disaster was caused by failing proper service procedure of material condition ultrasound tests. Passengers failed to engage the emergency brakes due being afraid for getting sued for abusive using the emergency brake after parts of the failed wheel shoot through the floor of the railcar. Aprox 6 mins later, the railcar was guided of of its rail and crashed the nearby bridge. --Hans Haase (有问题吗)18:50, 12 September 2017 (UTC)[reply]
"As cars are only supported at their ends, the middle of each carriage will describe a wider path on curves than independently-supported cars, thus requiring a wider loading gauge." I have removed this sentence because it is pure nonsense. On a regular UICpassenger coach the pivot distance is 19,000 or 19,500 mm (62 ft 4 in or 63 ft 11+3⁄4 in). When one uses a Jacobs bogie one simply assures, by design, that the pivots are NO further apart. Hence the coaches are simply shorter and neither the loading gauge nor the structure gauge are affected. Peter HornUser talk21:39, 6 September 2017 (UTC)[reply]
Right, in is not the rail gauge, but is translating accident pointed to the overhang between bogie tap and end of the railcar. See outer curb radius, which is reduced when using jacobs bogies. --Hans Haase (有问题吗)08:56, 20 September 2017 (UTC)[reply]