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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. --
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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
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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.
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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
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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
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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
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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 â whatever kind that might be.
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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. --
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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
1013:"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."
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Still not quite correct. Only the first and last car of the train with Jacobs bogies have one end overhang that may, or may not, be affected by the combination of the
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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!
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I think that with passenger trains, passing from one car to the next while the train is moving probably becomes somewhat easier.
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The article talks about the disadvantage of the Jacobs bogie, but not the advantage(s). There must be at least one advantage, no?
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It was, but I've moved it back, because all the usage, on this page and in the article, spells it the
English way,
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do not sit on Jacobs bogies. Here again, it is the articulated connector device that sits on the
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Again, it is the connector, which sits on the plate, that articulates, not the supporting plate.
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sets of the 1930s)Â ? Or is the Jacobs bogie a particular arrangement of pivots or suspension?
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No. Photos show quite clear that each car has two bogies. Google Image Search "acela express".
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Please help fix the broken anchors. You can remove this template after fixing the problems. |
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Should this article be moved to Jakobs bogie? The inventor's name was Jakobs. PĂ„l Jensen
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OK, that makes more sense. It would be interesting to see how the plate is articulated.
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in). When one uses a Jacobs bogie one simply assures, by design, that the pivots are
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The article is unclear as to what distinguishes a Jacobs bogie from other bogies. Is
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bogie shared between adjacent coaches of an articulated set a "Jacobs bogie" (e.g.
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on
Knowledge (XXG). If you would like to participate, you can visit the
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I have removed this sentence because it is pure nonsense. On a regular
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This article links to one or more target anchors that no longer exist.
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No source for the statement supplied, and if one refers to a type of
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further apart. Hence the coaches are simply shorter and neither the
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of a standard North
American Truck as previously described above.
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the pivot distance is 19,000 or 19,500Â mm (62Â ft 4Â in or 63Â ft
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not a Jacobs bogie, between two sections of an articulated
142:, where you can join the project and/or contribute to the
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641:. Send me your email address and I'll send you a scan of
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such as is shown on page 552 of the 1970 edition of the
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on the center line of the track on a curve. The term "
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I have removed this file from the article because the
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548:The articulated connector sits on one pivot called
1098:" does not exist and makes no sense whatsoever.
598:and that is also what is used on North American
449:Jacobs bogies and shared bogies for articulation
943:Added file and modified caption of first file.
467:I wonder if this is not a Jacobs bogie afterall
506:The above are valid questions. In case of the
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820:Correction. Make that articulated connector
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277:Myrtone (the strict Australian wikipedian)
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967:which contributed to the Eschede disaster
917:shows the real jacobs bogies adequately.
383:Added image and link to make the point.
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288:Greg Salter
30:Start-class
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282:Advantage?
204:references
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121:2006-12-11
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249:] Anchor
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643:page 552
487:'s LNER
435:Rothorpe
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406:unsigned
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350:Do the
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1070:æéźéąć
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