1000 Sentences With "bogies" | Random Sentence Generator

He shot 69 for the day, making four birdies and two bogies.

Over 150 people were injured when 14 bogies of the train derailed.

They rest on wheel assemblies called bogies, which in turn sit on steel rails.

Rescue workers continue to comb through the mangled remains of the bogies for possible survivors.

They're blustery dudes who always seem to be challenging each other to shoot down more bogies.

Either the shipping containers have to be transloaded from one train to another or the bogies have to be exchanged.

"Nine bogies were derailed of which three have turned and fallen off the track," said local Superintendent of Police L.K.V. Ranga Rao.

If I record back-to-back pars instead of bogies, I'm doing a Homer Simpson "woo-hoo" dance on the way to the next tee.

Tearing across the sky at 6,73 feet, launching missiles at hostile bogies and pulling off dramatic loop-the-loops just because you can is kind of cool.

I almost never break 853, but that day, despite the wind, I shot a 77, with one birdie (on the fourth hole, a par 5) and no double bogies.

Later, Robins clarified that by "witch hunt" he meant "when people get frightened at things and see bogies," describing McCarthy several decades before he would make his own name synonymous with the phrase.

Briton Martin Laird and Canadian Nick Taylor mixed 11 birdies with three bogies for a 10-under round of 62 and a share of second place with American Brian Gay and Slovak Rory Sabbatini.

Having also birdied the third and then the fifth, it gave the Qualifying School graduate a lead he never relinquished as he landed birdies on the 13th and 17th, to go with bogies on seven and 16.

Armour, who has never won on the PGA Tour, had eight birdies in the round but three consecutive bogies from the fifth hole cost him a sparkling score as he ended the day at 218-under 201.

McIlroy carded seven birdies and two bogies at the Glendower Golf Club in his first European Tour event of the year, so honoring a promise to tournament host Ernie Els to play in the second-oldest national open in the world.

Seaweeds - one of the few untapped natural resources, we've yet to really start eating #nomaaustralia And here, my friends, we have a delicious salted plate of cartoon cactus, a ragged-ass one-eyed fish, a twist of parcel tape, a necklace of bogies, an old man's cough, and a rejected Christmas tree. Delicious.

The motored cars were mounted on DT21A coil-spring bogies based on the bogies used on the 101 series commuter EMUs. The non-motored trailer cars were mounted on TR62 bogies.

When fitted with 2BU bogies the cars were rated at 40 tons, or with 2BS bogies 39 tons.

The leading and trailing bogies were fitted with roller bearing axle boxes while the tender's bogies used plain bearings.

The trains use bolsterless bogies developed from those used on earlier E259 series and E657 series trains. Motored bogies with capability for retrofitting anti-oscillation equipment (rear bogies on car 1 and 3) are designated DT81, motored bogies equipped anti-roll devices (cars 2, 5, 7, and 10) are designated DT82, and motor bogies not equipped with either (cars 6 and 11) are designated DT81A. Non-powered (trailer) bogies are designated TR265, and are equipped with a parking brake and capability for retrofitting anti-oscillation equipment, but those not equipped with a parking brake (rear bogies on cars 4 and 14, and both bogies on car 9) are designated TR265A, and those on car 8, which not equipped with either are designated TR265B.

The DT78 (motored) and TR263 (trailer) bolsterless bogies are developed from the DT77 and TR262 bogies used on the E259 series EMUs, with improvements to cope with the increased vehicle weight and provide increased snow and cold weather resistance. The end bogies of the Tc driving cars are designated TR263, the inner bogies of the Tc driving cars and the Ts car are designated TR263A, and the bogies on the T1 car are designated TR262B. All the bogies use tread brakes, and the trailer bogies additionally use two disc brakes per axle. Wheel diameter is 860 mm, and the distance between wheel centres is 2,100 mm.

Bogie wagons can have their gauge changed by lifting them off one set of bogies and putting them back down again on another set of bogies. The pin that centres the bogies and the hoses and fittings for the brakes must be compatible. A generous supply of bogies of each gauge is needed to accommodate the ebb and flow of traffic. The bogies and wagons also need to have standardized hooks, etc.

On a steam locomotive, the leading and trailing wheels may be mounted on bogies like pony trucks or Bissel bogies. Articulated locomotives (e.g. Fairlie, Garratt or Mallet locomotives) have power bogies similar to those on diesel and electric locomotives.

The Sleeper Composite (SLC) had five first class and 6 second class compartments. Early examples were fitted with BR1 bogies which were later replaced with B5 bogies. Later examples were fitted with Commonwealth bogies from new. The cars weighed 39 to 42 tonnes, with the First-class cars weighing one tonne less than the others, and cars with the fabricated B5 bogies also weighing one tonne less than those with the heavy cast steel Commonwealth bogies.

Comeng suggested CT22 bogies, which were under trial in preparation for the New South Wales XPT train then under development. VicRail had planned to use Socimi bogies imported from Italy. Eventually, a set of bogies were built under license by Vickers-Ruwolt Ltd. In 1986 three pairs of Socimi bogies were imported from Italy and fitted under carriage set LH33.

During their long service lives, many Motor cars had their original fabricated bogies replaced by newer cast-frame bogies; these cast-frame bogies from scrapped Swing Door trains were recycled for use under the Y class diesel locomotives built in the 1960s.

Notwithstanding that the class 101 bogies are redeveloped from bogies on ICE trains, there are significant differences in their operation. The bogies of class 101 units make a compact impression, while the bogies on the ICE trains do not seem quite as compressed. The reason for this is that the bogies for the class 101 locomotives needed to be designed for both high speed stability and good performance in tight curves. This necessitated the use of a shorter wheelbase and large wheels.

An alternate configuration, which is often used in articulated vehicles, places the bogies (often Jacobs bogies) under the connection between the carriages or wagons. Most bogies have two axles, as this is the simplest design, but some cars designed for extremely heavy loads have been built with up to five axles per bogie. Heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Usually, the train floor is at a level above the bogies, but the floor of the car may be lower between bogies, such as for a double decker train to increase interior space while staying within height restrictions, or in easy-access, stepless-entry, low-floor trains.

Finally, in 1968, came 112 485, already designated as class 112, which did not have the expensive Henschel bogies, but featured modified serial-production bogies.

Others, such as Škoda, developed pivoting bogies at the ends and with jacobs bogies between the articulations for the Škoda 15 T, but this solution proved expensive.

BR1 type bogies were fitted as standard except on 3076–3080, a test batch built with Commonwealth bogies to improve ride quality. The ride quality of the BR1 bogie became poor after some use and, in 1961, changes were made. 3101–3151 were built with Commonwealth type bogies which became standard for a time, with the weight increasing by 5 tons. BR1 and Commonwealth bogies usually run at a maximum of .

The prototype helped to develop the bogies of the 2 series: the BB25150 series which had bogies for and were lower geared (to pull heavier freight trains) and the BB25200 series which had bogies for and were higher geared (for lighter passenger trains and to operate in push-pull mode).

The trams have three standard gauge bogies, each with two axles, of which the front and back bogies are powered. The bogies have air suspension and hollow-axle gear boxes from Thyssen. The wheels have a diameter of . The distance between the bogies is . Each of the two NEBB 4ELO 2054 B thyristor monomotors have a power output of , giving the vehicle a power output of at 750 V. Maximum speed is .

Type TR69H bogie on a JR-West 117 series (Sunliner rapid) January 2007 Two types of bogies were considered for the 117 series before a third was chosen. The high- speed DT24 air spring bogies from the 153 series were considered but passed over, as were the DT21 coil spring trucks, standard at the time. Ultimately, the 117 series was equipped with DT32E bogies on the powered cars and TR69H bogies on the trailers.

The class spent their entire service with their bodies painted in Commonwealth Railways maroon and silver, and bogies (except for a pair of silver-painted standard-gauge bogies) in black.

A Co′Co′ type of the locomotive means it is equipped with two bogies, each of them having three axles with separate propulsion for each wheel set. Bogies are coupled with each other. Box is supported on bogies with three slides. Middle slide supports it chassis in horizontal position during start and braking.

Prior to the new design, pivoting bogies could only be used under high floors, hence such trams could only be part low-floor, with high- floor sections over the pivoting bogies.

With the same length of tramcar, the Škoda 15T also has four bogies, compared to three (fixed) bogies (the same as on most 100% low floor trams) on it its predecessor, the Škoda 14 T's, which decreases the load each wheel puts on the track. Most of the tram floor is above the rails, but the height over the bogies is above the rails. The transition is inclined, without interior steps. The corridor above the central bogies is wide.

The simplest way to carry out bogie exchange is to lift the wagons off the bogies and replace them back on new bogies. This may require the wagons in a train to be uncoupled, and continuous brakes disconnected. As the bogies are swung out of the way, they sway, which wastes time settling them down.

Detail of pivoting bogie Detail of pivoting bogie The fixed bogies which are used by most 100% low floor trams increase track wear and decrease the speed at which a tram can drive through a curve (usually on a radius curve). The 15T is designed to cope with these drawbacks by using Jacobs bogies under the articulations, and pivoting bogies at the ends of the tram. For a time the 15T was said to be the only 100% low floor tram in production with full-pivoting bogies . However, the Alstom Citadis X04, an experimental 100% low floor tram currently being developed with pivoting bogies (but with sections of high floor seating over the bogies), has made an initial production appearance in Istanbul as a modified Citadis 301 (with a fixed centre bogie), and , a tram with a similar interior arrangement, and all pivoting bogies, is undergoing trials for Helsinki.

The bogies use a bolsterless design based on the standard 205 series EMU bogies, designated S-DT58 for the motored 7000 series cars, and S-TR58 for the trailer 7100 series cars.

The bogies were interchangeable for standard-gauge or (with 12-wheel bogies) 60-cm (23.6-inch) gauge track.Miller, H. W., LTC, USA Railway Artillery, Vols. I and II, 1921, Vol. I, pp.

Electricity was generated at the LYR's power station at Clifton Junction. (The station is now known simply as Clifton.) These units were withdrawn in 1959/60 and scrapped, being replaced by stock that became Class 504. Two bogies survived. These were used as temporary bogies in Bury depot when the bogies of Class 504 units were removed for maintenance.

It was provided with Flexicoil bogies and other upgrades. Then it was rebuilt into WAP-4. Later, more WAP-1 units were re-geared and provided with high-adhesion fabricated bogies (Flexicoil Mark IV) which are somewhat similar to ALCO hi-adhesion bogies. They were intended to reach but failed to do so in trials and were restricted at .

A simple high capacity sit astride carriage. 2x4 wheel bogies.

The design was based on the earlier 9000 series trains, formed as six- and two-car sets. The motored cars are mounted on SS171M bogies, and the non-powered trailer cars use SS171T bogies.

The framework supported on coil springs on the bogies, from 218 299 onwards flexicoil suspension was used, per bogie side and from the bogies. There are two walkways connecting the cabins inside the body.

All trams and trailers had bogies from Skabo, with exception of 1037–1040, which had bogies from the manufacturer Nivelles. In 1931, 1003 was rebuilt with a width of and a higher seating capacity.

When the depot closed in 1991, the bogies were cut up.

After the exercise this carriage was sold to a local scrap merchant in Bury and cut up early in 1987. The bogies were returned to the Bury BR depot. The bogies themselves were of interest, being a set of the original Lancashire and Yorkshire EMU unit bogies, which after the scrapping of L&Y; 1920s EMUs were retained to move objects around Bury Depot. These bogies were cut up into parts and dumped in a skip at Bury depot on its closure in 1991.

The locomotive uses standard EMD components - an EMD 710 prime mover, D43 traction motors, radialThe individual bogies are articulated rather than having two bogies connected with a Beugniot lever or equivalent (self-steering) bogies of patented design, which reduce wheel surface and flange wearThe effect of locomotive steering bogies on wheel and railwear, Swenson, C.A.; Scott, R.T. Railroad Conference, 1996. (via ieeexplore.ieee.org) and are said to improve adhesionEffect of self-steering locomotive trucks in improving adhesion oncurved tracks, Ahmadian, M.; Wei Huang, Railroad Conference, 2000. (via ieexplore.ieee.

The guns, 8-inch guns, and 12-inch mortars used a common carriage, with a depressed center and two 4-wheel or 6-wheel bogies. The bogies were interchangeable for standard gauge or (with 12-wheel bogies) gauge track. Outriggers and a rotating mount allowed all-around fire. This allowed the weapons to be used in coast defense against moving targets.

South African class 3E of 1947, showing the Co+Co arrangement of the bogies with the drawgear below the body frame Co+Co is the code for a similar wheel arrangement but with an articulated connection between the bogies. The buffer and drawbar forces are taken between the bogies rather than through the frame. These were mostly popular in South Africa.

In Netphen lies a Bombardier Transportation works at which bogies are made.

The powered bogies are equipped with water cooled three-phase asynchronous motors.

Underneath, the locomotive was supported on two swivelling powered bogies (US: trucks), with all wheels driven; smaller locomotives had four-wheel bogies, while larger had six-wheel. The cylinders on each power bogie pointed outward, towards the locomotive ends. Couplers and buffers (where fitted) were mounted on the bogies, not on the locomotive frame, so that they swivelled with the curvature of the track.

They consisted of normal floor level over the bogies, with a double deck passenger section between the bogies. The cars were largely riveted aluminium, with steel underframes. They carried green internal livery and were painted Tuscan Red on the outside sides with painted silver roofs to match the single deck carriages. For the first time in Sydney, fluorescent internal lighting and air suspension bogies were used.

The bogies, designed by English Electric, were cast steel with axles fully compensated with underslung beams acting on long travel coil springs. Side bearers are totally enclosed with oil lubrication. Lateral spring controlled intercouplers link the bogies, reducing track stresses and flange wear in curves. Traction motors are mounted on the axle towards the inner end of the bogies to reduce weight transfer under load.

Car no. 1141 featured EMB bogies and a body with 5 window bays, whereas no. 1142 had Maley & Taunton bogies and a 4-bay body. Both had different interiors which were far more luxurious than any earlier Glasgow tramcars.

It is a lower powered passenger (2300 HP) version of the WDM-2. The Bogies of WDM-2 have been replaced by Bo-Bo fabricated bogies with a max. Speed of 140 km/h. They were not hugely successful.

The trains use SiC-VVVF technology. The bogies are built by Nippon Sharyo.

All are fitted with (standard gauge) bogies fitted with EMD D87 traction motors.

The running gear consisted of two bogies. In both bogies two drive-axles, one idle-axle in a Bissel truck and a jackshaft were installed. The idle-axles had a side-play of 2x70 mm relative to the bogie frame.

JNR ED76 Bo-2-Bo Another rare arrangement was the Bo-2-Bo used for two gauge Japanese diesel-electric classes, the ED76 and ED78. These used flexicoil outer bogies which permitted the bogies some lateral movement, as well as swivelling.

Side view of a SEPTA K-Car bogie Tram bogies are much simpler in design because of their axle load, and the tighter curves found on tramways mean tram bogies almost never have more than two axles. Furthermore, some tramways have steeper gradients and vertical, as well as horizontal, curves, which means tram bogies often need to pivot on the horizontal axis, as well. Some articulated trams have bogies located under articulations, a setup referred to as a Jacobs bogie. Often, low-floor trams are fitted with nonpivoting bogies and many tramway enthusiasts see this as a retrograde step, as it leads to more wear of both track and wheels and also significantly reduces the speed at which a tram can round a curve.

Six of the bogies weigh 66 tons apiece, while the four others weigh 49 tons. The work was completed by lifting sections of the roof approximately with Enerpac hydraulic lifts, while a 300-ton crane replaced the bogies individually. "The bogies will last for the life of the facility," said Mike Duckett, executive director of the Miller Park stadium district. The project was completed by the start of the 2007 season.

The tram is a five section fully air-conditioned high capacity electric multiple unit with four bogies and five doors on the right-hand side of the carriage. 88% of the tram is a low-floor area. Two of the four bogies are fixed and the outer two can pivot to adapt to curvature of the track. One of the inner and both outer bogies have driving axles.

The tram is a five section fully air-conditioned high capacity electric multiple unit with four bogies and five pairs of doors on each side of the carriage. 92% of the tram is a low-floor area. Two of the four bogies are fixed and the outer two can pivot to adapt to curvature of the track. One of the inner and both outer bogies have driving axles.

The train has up to eight doors on each side, which enables the rapid exchange of passengers, and an air-conditioned passenger compartment and driver's cab. The main frame is a four-part welded steel construction linked with joints. The body consists of aluminum sandwich panels and windows. All bogies are equipped with air suspension systems, and two side drive bogies, while three free bogies are of the Jacobs type.

While Mongolian trains run on (Russian gauge) track, China uses (standard gauge). For this reason through carriages between the two countries must have their bogies changed at the border. Each carriage has to be lifted in turn to have its bogies changed and the whole operation, combined with passport and customs control, can take several hours. Freight wagons likewise have their bogies exchanged at this break-of-gauge.

A sit astride carriage with a guards seat towards the back. 2x4 wheel bogies.

A sit astride carriage with a luggage compartment towards the front. 2x4 wheel bogies.

The 3000 series trains were articulated with shared bogies, six of which were motored.

The trains use SiC-VVVF technology. They have aluminium car bodies and bolsterless bogies.

The running gear consisted of two bogies. In both bogies three drive-axles and a jackshaft were installed. The center drive-wheel had a side play of 2×25 mm. At the outer side of each bogie an idle-axle was mounted.

Two of the driving axles had side play, which was controlled by Krauss- Helmholtz bogies.

Sprinter RailpageSprinter Vicsig All were transferred to Melbourne by rail on standard gauge transfer bogies.

The locomotives are equipped with monomotor bogies, which have two gears. They use rheostatic braking.

The wheel diameter is for new wheels, and when fully worn-down. The center distance between the bogies is . The primary suspension is steel coil spring between the axles and the bogies, with a secondary air suspension between the frame and the bogies. The latter, which the MX3000 was the first to use on the metro, gives reduced noise, better comfort and makes it possible to adjust the height with changed passenger weight.

The units have a starting traction effort of and a continuous traction effort of . Maximum operating speed is . The locomotives each have two bogies, each with three powered standard gauge axles, giving a Co′Co′ wheel arrangement. The bogies are equipped with two-stage suspension.

Class 6E1 Series 2 to 11 bogies The Class 6E1 was built with sophisticated traction linkages on their bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting. During rebuilding, all bogies and traction motors underwent a complete refurbishment. Traction motors were tested back-to-back to ensure quality.

At , each carriage is longer than the previous train types. To save cost and weight, each unit has only four bogies. The middle car has two bogies. The end parts consist of one bogie each and are connected to the central portion via a semi-trailer-direction.

The tractive force was transmitted from the drive axles to the bogies. From there the force was carried to the bogie mounted towing hook and the buffers. The bogies were connected together with a so-called short coupling. The locomotive body did not carry any tractive forces.

On it is a draisine from 1925, a combined third-class and post wagon from 1894. It consists of two half frames that were welded together, with bogies bought from Poland. It is the smallest bogies wagon in Norway. The station also features a water station.

The bogies of the car were dumped on the Oamaru foreshore with other old locomotive remains to prevent erosion of the Oamaru railway yards. In 2009, the bogies of RM 6 and the locomotive remnants were removed from the foreshore. The locomotive remnants were placed in the care of the Oamaru Steam and Rail Restoration Society while the bogies were donated to the National Railway Museum of New Zealand, and placed in storage at Ferrymead Heritage Park, awaiting refurbishment.

The buffet carriages were fitted with new Japanese bogies of Kinki-Sharyo manufacture to ensure a smooth ride. Compared to the Timken spring bogies under the other carriages and vans, they offered a superior- quality ride; passengers had complained about the riding quality of the other carriages. The bucket seats were reupholstered in teal-blue vinyl. With the success of new Korean bogies underneath Northerner carriages, the Southerner carriages were also fitted with this type of bogie.

Two EU43 by Rail Traction Company cross a snow storm hauling a heavy freight train on the Brenner line. Bogies are fixed to the chassis with Flexicoil suspension units, a solution that removes the necessity of a central rotation point. A low traction bar and an auxiliary bar hold the weight: the traction motors are partly placed on these, connected with the Adtranz bogies. Braking on the bogies is made in two ways: mechanical and "energy recover".

18 of the class 110, which lost their bogies to these "new" 110s, were rebuilt with bogies from retired class 140 locomotives, and were re-designated as members of class 139, with which class they were nearly identical in the first place, due to their electric brake system. (The 2 remaining former class 114s received bogies from 2 other retired class 110.3 units). The concept of the Einheitslokomotive completely paid for itself in this swap exercise.

The fleet was withdrawn by 1986, donating bogies and electrical equipment to the later 5300 series EMUs.

15 wagons made it to the 1979 recoding, becoming VOAA or VOAF, depending on the bogies fitted.

Each of the bogies is equipped with two traction motors, and with Abt rack system pinion wheels.

The six electric traction motors are mounted in the two bogies; each drives one axle. Between the bogies is the fuel tank. The U26Cs are capable of multiple-unit train control operation. In New Zealand and South Africa, trains operated by four or more locomotives are not uncommon.

A local folktale tells of a family named Reynolds, who were driven out of their farm by two bogies who had the appearance of an old man and woman. When they left, the bogies managed to follow them to their new home by hiding inside a salt cellar.

Between 1969 and 1971, British Rail conducted tests of modified Flexicoil bogies under a modified Class 86, to prevent further track damage caused by the original Class 86 bogies; tests were successful and all Class 86 locomotives were refitted with the modifications in stages through the 1970s and 1980s.

For the transport of suburban bogies, eleven E wagons were converted to HR wagons 90 through 100 in the 1970s. Some were stripped down to underframes, such as 92, while others, i.e. 100, retained their sides and ends. All had brackets along the floor to keep bogies in place.

All 31 cars ran on bogies of a newer design, classed X28250 by NZR, which offered a superior quality ride through inertial dampers and better suspension, and bore a resemblance to the Kinki-Sharyo- manufactured bogies, classed X27250 by NZR, under steam and postal vans built by Kinki. The bogies built especially for the Northerner trains four years later and the FM-class guards vans two to six years after that, and classed X28280, were heavily modelled on those under the Silver Star.

Mechanical reliability was poor. The suspension consisted of three bogies per side—each formed of two bell cranks arranged as "scissors" with springs at the top. Each bogie carried two rubber-rimmed wheels.AFV Profile No 36 p. 20 The first ten production vehicles, which can be considered as forming a separate pre-series, had curved bogie sides; in later vehicles the bogies had straight sides. The bogies superficially resembled the R35 type, but used horizontal helical springs instead of rubber cylinders.

As a backup, the units are equipped with a carborundum track brake on each side of the bogies.

Converted for operation at using higher speed bogies found in the scrapped Class 130s. 64 examples were made.

His principal contribution was the design of an electrification system for the Liverpool to Southport line, including motor bogies.

The bogies in the ICE trains did not need to take into account some of the tight curves that the class 101 trains need to handle. Specifically, the wheelbase was reduced from for the ICE to for the class 101 units. Using these compact bogies resulted in such a significant decrease in the relative movement between body and bogies, and it became possible to run the connecting cables to the motor outside of the ventilation ducts. This simplified the construction and resulted in a longer life cycle.

Di 8.708 hauling a timber train at Hønefoss Station The Di 8 is a diesel-electric locomotive with a Bo'Bo' wheel arrangement. They have a weight of and are built for standard gauge. The locomotives are long, wide and tall. The wheelbase on the bogies is , while the wheelbase between the bogies is .

NSW carriages were maintained at ??, while Victorian Railways carriages were transferred to South Dynon, then shifted across to temporary broad gauge bogies and run to Newport Workshops for maintenance, then returned by the same procedure. All PHN and MHN vans were allocated to New South Wales, and were fitted with heavier 2CA bogies.

This class was actually variant of the WAP-4 design where Co-Co Flexicoil Mark 1 cast bogies of the usual WAP4 was replaced by Fabricated Flexicoil Mark IV bogies. All other specifications were same as WAP4. WAP-1 unit no. 22212 was the first to be rebuilt into a WAP-6.

By the 1920s the District was having to rebuild its original wooden cars and having reliability problems with the bogies fitted to the motor and trailer cars. In 1921 it was decided to purchase new motor cars taking the traction equipment from the current motor cars, converting these into trailers with new bogies.

However the train was later increased till Mumbai CST (formally Victoriya Raani Terminus). The train today hauls 17 bogies along with two guard vans with total of 19 bogies. This train was attached with double deck compartments in 1980s. Initially the train was hauled by EA1 (WCP 1 locomotive) when it was introduced.

The three-axle driven bogies had an inside frame. Each had a double motor driving its axles via a jackshaft and Winterthur diagonal side-rod drive (Schrägstangenantrieb). The superstructure was in three sections. The front and rear sections each had a driver's cab and an engine room and were fixed to the bogies.

Articulated sets of carriages or wagons share the intermediate bogies, and have no need for couplings in the intermediate positions.

The 1200 class are operated with Automatic Train Protection and Automatic Train Stop and has disc brakes on the bogies.

In this case, often the bogies are replaced, even if it takes much more time than having passengers change trains.

The bogies can all be driven, or some may be idle, depending on the customer's preferences. The bogies have two axles and two-level springing. The mounted wheels are rubber- sprung, with integrated brake-discs and axle bearings. On the axle bearings there is a combined, dynamically resistant, primary rubber-bonded-metal-sprung bogie framework.

All bogies are equipped with identical wheels, which have tyres damping rubber pads to minimize noise. Selected bogies could be equipped with a sanding system. The vehicle is driven by traction units. Each unit consists of traction container on the vehicle roof and of four traction motors, which drive wheels of one driving bogie.

The trains have steel car bodies and a three-phase propulsion system. Thyristor inverters are used in the DT4.1 and DT4.2 trains, and the DT4.3 through DT4.5 trains use GTO-pulse inverters. The DT4.56 and DT4.6 trains use IGBT-pulse inverters. Each four-car set has four powered bogies and two non-motored jacobs bogies.

The 12-wheel undercarriage of the early Tu-142 aircraft built at the Kuibyshev Aviation Plant (2011) ;Tu-142: A lengthened Tu-95 with much defensive armament removed, and instead incorporating ASW systems. Twelve aircraft initially had 12-wheel main undercarriage bogies. Six later aircraft had four-wheel bogies. Built by Kuibyshev Aviation Plant.

The Bogies of WDM-2 have been replaced by High adhesion Fabricated bogies for better traction and Stability. They are hugely successful with about 1163 units of this class have been produced.They can be found all over India doing all kinds of duties like hauling freight and passenger service to shunting and departmental works.

The review took place in September 1985 and with it came the news that AR Kits was about to release a WHX Wheat Hopper and CH Coal Hopper. The following month saw the review of these hoppers along with the first high-quality, injection moulded delrin bogies for the Australian market. The 2CL (XCL) and 2CF (XFA) freight bogies were to be the bench mark for Australian manufactured bogies for years to come. Fitted with high quality brass wheels they gave running qualities previously only seen in overseas manufactured products.

ASEA used the same bogies and electrical systems as on the Rc locomotive, while Thune of Norway built the mechanical parts.

The Series 100 is directly derived from the TGV Atlantique trains that operate in France. Eight sets were manufactured by Alstom and the remainder by CAF. A Series 100 train is made up of two 4,400 kW power cars with two motorized bogies each and eight passenger cars with shared bogies. It is compatible with the standard gauge.

The Tatra KT8D5 is a large, high capacity tram constructed using three articulated body sections riding on four bogies. The middle section is located on two jacobs bogies. The tram is bidirectional and has driving cabs at each end and doors on both sides. There are two pantographs, one located on the each end of vehicle.

'Bobol D' at the Dean Forest Railway North Tyneside Railway A bogie bolster has both bogies and bolsters. Bogies are four-wheeled, articulated carriages beneath the main load bed. They allow a long wagon to carry long loads, but still have individually short wheelbases, and so go round tight corners. Bolsters are baulks of timber fixed across the bed.

This framework supports four traction motors and one (in outer bogies) or two (in inner bogies) sprung swing bolsters. The secondary springing of the swing bolsters is secured by steel coil springs with parallel hydraulic rotating dampers. The swing bolsters have pivot bearings, which facilitate full rotation of the bogie below the body without any limitations.

The tractive force was transmitted from the drive-axles to the bogies. From there the force was carried over to the bogie-mounted towing hook and the buffers. In between the bogies were connected with a spring-loaded coupling similar to the tender coupling at steam locomotives. The locomotive body was not engaged in the transmission of tractive force.

The rectifier, auxiliary rectifiers, controllers and the error and diagnostic system is of the same type as used on the NSB Class 70 multiple units. Finse on the Bergen Line Each unit weighs . The body is long, wide and tall. The center distance between the bogies is and the center wheel distance in the bogies is .

Current collection from trolley wire is done via pantograph. Construction of bogies used for T6A5 is based on North American PCC standard.

Two of the train's bogies were derailed, but the train remained upright and none of the nine passengers on board was injured.

The remaining rails, trolleys, and bogies are a reminder of long-gone times of the lumber industry.Jancing Historic Trail. 30 October 2017.

Starting with BF22 to BMF1 in 1961, wagons began to be fitted with aligned bogies in 1961. This allowed operation at up to 60 miles per hour, against 50 mph for the diamond-frame bogies fitted to BB and 70 mph for the bogies fitted to the BP. The wagons fitted with aligned bogies were coded BMF, to indicate "medium" size distinct from the "long" wagons outlined below. BMF 2-11 were ex the 1960 batch of BB's, 222-231, all in 1961, and additional wagons were converted from BP between 1962 and 1965, with the final fleet being BMF 1-17, 21-38, 44-46, 48-49, 53, 58, 63, 72-73, 75, 98, 100 and 102. A total of 49 BMF wagons were in service by 1965.

They were identical to the class E Clyde Bogies apart from having boilers of a larger diameter which allowed an increased heating surface.

This new AC design has several features namely stainless steel body, high-speed Eurofima design bogies with air springs and other safety-features.

The bogies, design from Fiat, have two disk brakes per axle essential for safe operations especially at the speed of fast-express trains.

Wagon on a bilateral free axles without bogies. The diameter wheels smaller than MS. Venue shorter than that of MS. Available in 1929.

The bogies had two gear ratios, which could be selected when stationary, giving top speeds of either for passenger services or for freight.

Adtranz and Henschel aimed to develop bogies for the class 101 that would allow for the maximum possible latitude for future evolution. Therefore, the bogies were designed for top speeds of and are derived directly from the ICE design, even though the locomotives of class 101 were only capable of maximum speeds of . In addition, the bogies were designed to be able to support the wheel set of other gauges. It is also possible to install a radially adjustable axle, such as is in service in class 460 of the Swiss Federal Railways, but the DB elected to go without this option.

The Spanish TEE locomotive class 3000 Initially the Catalan Talgo was hauled by the RENFE class 3000 locomotives, the later class 353. These locomotivesDe un sueño a la alta velocidad, p. 120. were not equipped with adaptable bogies, so the locomotive numbers 3003 and 3004, which had Iberian gauge bogies, worked the section between Barcelona and the French-Spanish border, while the other three locomotives of this series, which had standard gauge bogies, served the section between the French-Spanish border and Geneva. Already in September 1971, the standard gauge locomotives were replaced by class BB 67400 of SNCF.

One common method to avoid transshipment is to build cars to the smaller of the two systems' loading gauges with bogies that are easily removed and replaced with other bogies at an interchange location on the border. This takes a few minutes per car, but is quicker than transshipment of goods. A more modern and sophisticated method is to have multigauge bogies whose wheels can be moved inward and outward. Normally they are locked in place, but special equipment at the border unlocks the wheels and pushes them inward or outward to the new gauge, relocking the wheels when done.

To reduce flange and rail wear, the bogies of the Class 7E3 have a shorter wheelbase than the Class 7E1, instead of . Like the Class 7E1, the Class 7E3 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip, by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting.

As all other types of the Einheitslokomotiven program, the class E 10 / class 110 had 2-axle pivoted bogies/trucks as welded box construction with pivot pins, and welded superstructure with fan grills. The class 110.3 used the body of the E 10.12 with the pulled-forward frontal area, also called the “crease” (Bügelfalte). The frame is propped up over the bogies by coil springs and rubber elements. Originally a bumpy ride at higher speeds was noticeable, which required repeated rework of the bogies. In two locomotives (110 475 and 476) a flexicoil suspension was tested.

To reduce flange and rail wear, the bogies of the Class 7E3 have a shorter wheelbase than the Class 7E1, instead of . Like the Class 7E1, the Class 7E3 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting.

The vans were fitted with plain-bearing bogies. As roller-bearing bogies became available, the vans were reclassed as BF in 1961/62. The first was BF119 in October 1961, and wagons 35, 41, 45, 54, 57, 75, 85, 88, 93 and 105 were also converted and reclassed to suit. The class changed to BLF, with the L for 'Large', by early 1962.

T stock sleet locomotive ESL118A at Acton Works open day 1983. For the surface lines, two T Stock cars were converted into sleet locomotives in 1961. They were permanently coupled together, and never ran independently. The de-icing equipment was fitted to the inner motor bogies, rather than being carried by separate bogies as on the tube-sized sleet locomotives.

Fiat (Alstom) supplied the bogies and tilting technology for the 32 7-car class 411 and 11 5-car class 415 express trains that entered service from 1999. In 2002, DB placed another order for slightly modified class 411 trains, Alstom Ferroviaria was again supplier of bogies and tilt technology when the 28 trains were delivered from 2004 to 2006.

They initially had two Diamond class bogies - later units had two pressed steel bogies - with a pivot pitch of 10,000 mm. These flat wagons had 12 folding stanchions made from riveted steel profiles, an underframe and Kunze-Knorr compressed air brakes. The state railways gave them the letter marking "SSml", the Deutsche Reichsbahn grouped them into the "SS Köln" (Köln = "Cologne") class.

The DF4D, the most recent DF4 revision, has been produced since 1996 with the 16V240ZJD engine. The passenger versions increased top speed to or . The freight version comes in a different color scheme than the previous DF4Ds, namely green (7000 Series) and later light blue (4000 Series) and yellow. The green version sat on radial bogies but later converted to standard bogies.

The primary suspension system uses layered rubber, with pneumatic secondary suspension. The bogie wheel base is (motor bogie) with wheels. Braking is by tread brakes, and regenerative braking on power bogies, and by two axle-mounted disc brakes per axle on trailer bogies. Prototypes of the new SF-7000 bogie were completed at Siemens' bogie plant in Graz, Austria in late 2011.

The four roadwheels were linked as two bogies on each side. Pairs of bogies on opposite sides were linked by an articulated beam with a centre tilt pivot. This suspension required a flexible track, developed by Vickers, with rubber sealing washers between the moving parts. Wear to the rubber in service could make the track floppy, a drawback to the design.

The tractive force was transmitted from the drive-axles to the bogies. From there the force was carried over to the bogie-mounted towing hook and the buffers. In between the bogies were connected with a so-called tender coupling, which consists of one main rod and two auxiliary rods. The locomotive body was not engaged in the transmission of tractive force.

B-B and Bo-Bo are the Association of American Railroads (AAR) and British classifications of wheel arrangement for railway locomotives with four axles in two individual bogies. They are equivalent to the B′B′ and Bo′Bo′ classifications in the UIC system. The arrangement of two, two-axled, bogies is a common wheel arrangement for modern electric and diesel locomotives.

Set 1000+1001 in 1956 Two 2-car 1000 series sets were delivered in 1954, consisting of cars 1000 + 1001 and 1002 + 1003. Each car was motored, equipped with four 75 kW motors. The cars were mounted on Sumitomo FS-303 bogies, although car 1002 was used experimentally with FS-305 Alstom-link bogies. Passenger accommodation consisted of longitudinal bench seating throughout.

A plus sign ("+") refers to articulation, either by connecting bogies with span bolsters or by connecting individual locomotives via solid drawbars instead of couplers.

Produced since 1988 till the end of ER9 manufacturing by the plant in Riga. This modification has modernized bogies, traction engines and rheostatic brakes.

There was a two-speed mechanical transmission with drive shafts to the bogies and the axles on each bogie were linked by coupling rods.

The Bulgarians built gauge changing apparatus at Varna which made it possible to change bogies of 24 freight cars in one hour thirty minutes.

On Dublin's Luas tram system, platforms are approximately above rail. Tram floors are at the same height, but have internal steps over the bogies.

The bogies are modified versions of model GC-1 by CAF, also known as GC-3, allowing a higher degree of comfort at higher speeds.

In the mid 2000s the original bogies were changed to brand new ones to achieve higher speeds (160 km/h instead of 140 km/h).

Articulated bogies add a second pivot point between the two axles (wheelsets) to allow them to rotate to the correct angle even in these cases.

Eight 7000 series cars were rebuilt as 7700 series cars during fiscal 2016, with refurbished bodies, new electrical equipment including VVVF control, and new bogies.

The trailer cars were linked by twin-axled Jacobs bogies; the power cars had twin-axled, powered bogies. Each power car was equipped with two MAN diesel engines of Type D 1548 G, each developing . Later, the power was increased to per engine. The original version had a top speed of ; the later version could attain this speed was never used in the time table.

The next 300 coaches were given the originally American Schwanenhals bogies, an amazing parallel with the 1964 eight-wheeled Reko-Wagen coaches of the Reichsbahn in East Germany. All the remaining yg class coaches were then equipped with Minden-Deutz MD 36 bogies. All the coaches were cleared to run at up to 120 km/h. The 4yg coaches were preferred for semi-fast services (Eilzugverkehr).

The axle distance in the bogies is , and the distance between the bogie centers is from the center to the end, and between the two in the center. The tram weighs empty, and with payload. Each of the four bogies have two three-phase asynchronous motors on a steel bogie with two axles. The wheels have a diameter when new and when fully worn.

The Modified Fairlie was introduced by the North British Locomotive Company to South African Railways in 1924. It was similar in appearance to a Garratt but the boiler, fuel and water tanks were all mounted on a single frame which was pivoted on the power bogies. This arrangement differs from the Garratt in which the fuel and water tanks are mounted directly on the power bogies.

It consists of three sections with a total of four bogies. Two of these support the middle section of the car, while the two end sections are carried by a bogie each. The end section bogies are driven, which is why it was not possible to create a low floor above them as elsewhere in the car. Altogether the GT8N-1 is 74% low floor.

A wheelset is the wheel–axle assembly of a railroad car. The frame assembly beneath each end of a car, railcar or locomotive that holds the wheelsets is called the bogie (or truck in North America). Most North American freight cars have two bogies with two or three wheelsets, depending on the type of car; short freight cars generally have no bogies but instead have two wheelsets.

A similar, but somewhat older technique is one that has been developed by MAN. In 1990, it was the first 100% low floor tram. These trams are found in ten German cities (such as Bremen and Munich) and in the Swedish city Norrköping. In many other German cities there are trams with low floor between the outer bogies and single axle bogies under the centre section.

To reduce flange and rail wear, the bogies of the Class 7E2 have a shorter wheelbase than the Class 7E, instead of . Like the Class 7E, the Class 7E2 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

The line used two types of log bogies, the 'light' model with a capacity of 10 tons and 'heavy' with a capacity of 15 tons. A bogie was placed under each end of a log to create a 'wagon' for transport to the mill. When roller bearing bogies were introduced in 1914, the average load able to be hauled was 6 wagons, a load of up to 90 tons. Whilst there was no formal passenger service, people were able to ride on the log wagons 'at their own risk', and picnic excursions were organised occasionally, planks being used to create temporary 'seating' on the log bogies.

When used with overlong traffic they would generally have "safety" wagons either side, typically empty K type flat wagons. The Victorian Railways only had five sets of high-capacity, three-axle bogies available. One set was kept for display beneath H 220's tender at the Newport Railway Museum, leaving four sets to rotate between the QH wagons with occasional use QS or QW well wagons as required. When that happened, the QH wagons would be put into storage until the bogies could be returned. At least initially, Q132 and Q133's bogies were fitted with plain bearings, Q134 with Timken, and Q135 with SKF.

They report that low floor trams have 15% higher maintenance costs for the rolling stock, and 20% higher maintenance costs for the infrastructure on average. Among the problems observed is that the missing bogies result in a higher level of wear and tear. Many low floor trams have fixed bogies which increase track wear and tear, while decreasing the speed at which a tram can drive through a curve (usually 4–15 km/h in 20 m radius curve). The Škoda ForCity and the newest Alstom Citadis X04 try to counter the effect with low floor pivoting bogies while maintaining 100% low floor design.

The Series 1 and Series 2 Class 9Es can be visually distinguished from each other by their bogies, which were redesigned for the Series 2 locomotives.

Some Talgo trains use modified Jacobs bogies, that only use two wheels, and the wheels are allowed to spin independently of each other, eliminating hunting oscillation.

The locomotives have a C-C wheel arrangement, and are equipped with monomotor bogies, which have switchable gear ratios. Their maximum axle load is 22 tonnes.

All these standard coaches were mounted on Gresley double-bolster 8 ft 6in bogies. The general service stock was withdrawn by 1965. Several examples are preserved.

The order was designed to ease maintenance and to improve reliability. The cars used fabricated bogies with air suspension, unlike previous cars in the M series.

The Peckham Truck & Engineering company were suppliers of tram trucks (bogies) and other electrical equipment based in London, UK. They eventually became part of Brush Traction.

Monomotor bogies are widely used in France, for designs by Alstom. They were a particular feature of the 'Nez Cassé' family of locomotives, designed by Paul Arzens.

Apart from the bogies, an externally visible difference from the Class 5E is the size and location of the small access panels on the lower body sides.

The locomotives have a B-B-B wheel arrangement, and are equipped with monomotor bogies, which have switchable gear ratios. Their maximum axle load is 23 tonnes.

From 1928 LNER Quint-Art sets designed by Sir Nigel Gresley were being deployed on the branch. These were 5-car sets, and the articulated bogies effectively joined the carriages together rather than bogies. In the peak hours these operated as 10-car sets. One unusual passenger working was the 1882 visit of the Great Western Railway royal train on 6 May 1882 for the visit of Queen Victoria.

The units had one or two other unusual features including hydraulically driven alternators and cooling fans. The main cooler group and radiators were fitted in a pod on the roof of each vehicle. The bogies were non-standard and this combined with several other unique features led ultimately to their withdrawal in 1989. There were proposals to fit standard Class 150 bogies; however this proved to be impractical.

Two train sets were built with significant differences in construction. The day train, "Senator" (VT 10 501), consisted of seven cars, including the front and rear engine unit. The cars were connected by single Jacobs axles. Only the first bogies of the power units were twin-axle bogies, both axles being powered. The "Senator" was on duty between Hamburg and Frankfurt/Main from May 1954 until November 1957.

44 Before deciding to mount the steam engines on the bogies (as he had done in the Leader), he investigated the idea of engines mounted on the main frame and driving the bogies via shafts or gears (see Geared steam locomotive).Shepherd, pp. 43–4 Bulleid intended to make use of sleeve valves, as he had done in the Leader, and sought advice from Sir Harry Ricardo on the matter.Shepherd, pp.

Egyptian Sentinel-Cammell railcar of 1951 ; Steam motor locomotive of 1938 This was an outside-framed 2-4-2, with two Sentinel steam motors, each of 200 bhp. Unusually for Sentinel, it used a conventional locomotive boiler. In 1951 Egyptian National Railways bought some of the last Sentinel steam railcars, built by Metropolitan-Cammell with Sentinel power bogies. These were ten three-carriage rakes articulated across four Jakobs bogies.

Bogies were commonly used as load wheels in the tracks of army tanks as idlers distributing the load over the terrain, and were also quite commonly used in trailers of semi-trailer trucks. Both tanks and semi-trailers now prefer trailing arm suspensions. On the Sojourner rover the front wheels attach to the bogies, while on the MER and MSL rovers the front wheels attach to the rockers.

New railcar-capable ferries were introduced; mainland standard-gauge railcars were ferried to Newfoundland, where their standard-gauge bogies were replaced with narrow-gauge bogies in Port aux Basques. This innovation was unsuccessful. The first casualty was the passenger rail service, which was abandoned in 1969 in favour of buses. CN began to demarket its own Newfoundland rail operations through the 1970s and began to rely on trucks for hauling cargo.

In combat, the gun was mounted on a specially designed chassis, supported by eight bogies on two parallel railway tracks. Each of the bogies had 5 axles, giving a total of 40 axles (80 wheels). Krupp christened the gun Schwerer Gustav (Heavy Gustav) after the senior director of the firm, Gustav Krupp von Bohlen und Halbach. The gun could fire a heavy concrete-piercing shell and a lighter high-explosive shell.

The 2+2 trainsets were once used in full in the service until the massive deployment of 2+2+2 trainsets. Each car has 3 bogies, 2 powered end bogies and one trailing bogie under the central articulation. The end cars, numbered 1101 to 1260 have driver cabs. The middle car number 2201 to 2230 have concealed driver control panels to enable the car to be moved around the depot independently.

The Class 755 has three or four passenger vehicles, along with a separate power pack vehicle containing two or four Deutz V8 16 litre diesel engines and generators. All vehicles are linked by Jacobs bogies, with the end bogies being motored. The unusual layout for a British train allows a lower than normal floor level, enabling step free boarding at standard height platforms. Pantographs are mounted on the intermediate cars.

Another way of carrying out bogie exchange is to lower the bogies onto a trolley in a pit, after which the trolleys are rolled out of the way and others return. This keeps the train couplings and continuous brakes connected. In addition, the bogies never need leave a solid surface, so they can be wheeled in and out more quickly. This method was used at Dry Creek railway station, Adelaide.

In February 1987, VOBX 366 had everything above the frame removed, and container brackets fitted to carry two 20 ft ISO units. It was provided with new "roadmaster" bogies, as an experiment for a new type to be introduced under the forthcoming VQAW three-pack articulated vehicles. It was reclassified as VQPW 1. In 1992 the bogies were transplanted to VQEW 66, and it was scrapped in 1993.

The M3 hull gave the T40 a lower profile in which was useful in battlefield situations. Three double-wheeled bogies were situated on either side of the hull.

Initially set upside into a road, was later raised on new bogies taken from the scrapyard. A short rail was built to bring it back to the tracks.

From the late 1950s the S fleet were provided with upgraded bogies; Tanjil for instance was refitted at Newport Workshops and re-entered service on 4 June 1959.

This is achieved through the use of Jacobs bogies , resulting in wide-body and spacious transitions. The low floor makes the train easier to access for the disabled.

Couplers, buffers and, where they were in use, cowcatchers were mounted on the engine unit bogies so that they could more accurately follow the curvature of the track.

Class 6E1 Series 2 to 11 bogies The Class 6E1 was built with sophisticated traction linkages on their bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensured the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting. This feature was controlled by electronic wheel-slip detection devices and an electric weight transfer relay which reduced the anchor current to the leading bogie by as much as 50A in notches 2 to 16.

In 2009, the locomotive was devoid of all technical components. Its bogies were re-used by the Prima II-prototype. The locomotive is now stored outside Alstom's Belfort plant.

These grasshopper legs and linkages were to become a distinguishing feature on the bogies of most subsequent South African electric locomotive classes. The limited number of Class 6E1, Series 1 locomotives that were placed in service and the fact that they entered service a year before the Class 6E suggest that the Series 1 locomotives were obtained as demonstrators for these new bogies to be evaluated before a decision was made about their continued production.

150px The F60 has two bogies, one on the dumping side (front) and one on the excavating side (back), which each run on two rails (). In addition to the two rails on the excavating side, there are another two rails for the transformer and cable cars. There are a total of 760 wheels on the bogies, of which 380 are powered. The maximum speed of the F60 is and the operating speed is .

The railbus has a high-level floor over the two four-wheeled bogies at each end. Two independent diesel-mechanical drive units, e.g. from MAN, run either on diesel fuel or Biodiesel from rape seed oil, each drive both axles on one of the two bogies. The RS1's appearance is striking because its window design looks like a timber-framed bridge support (or Warren truss), the angled bodyshell pillars being visible at the windows.

The CN trainsets were built in Canada by a consortium of Dofasco for the bogies and suspension system, Alcan for the car bodies, and Montreal Locomotive Works (MLW) for the engines and power systems. All three companies gained valuable experience with modern passenger train design as a result of the project. The Turbo was far from perfect, however. Its articulated bogies meant that the train could only be uncoupled in the maintenance yards.

They ultimately settled on the solution used by the diameter Lovell Telescope at the Jodrell Bank Observatory. This runs on a modified railway roadbed with multiple sets of bogies carrying a huge triangular framework. For the Blue Riband, they adopted a somewhat smaller version with a diameter with six bogies carrying a framework on top that acted like a flat turntable. The twelve transmitters would be buried in the centre of the assembly.

The Impuls family of trains are low-floor, electric multiple units equipped with a full interior monitoring system, air- conditioning, passenger information system and can have ticket dispensers if requested. Their interior is suitable for the needs of passengers with reduced mobility. It features sloping floors, folded steps, broad aisles and a designated space for wheelchairs and bicycles. In the vehicle, motor bogies are used as well as Jacobs bogies (mounted between each two cars).

The Class 32-200 was a more powerful low short hood version of the earlier Class and was essentially a Class locomotive on the bogies of the Class . This reduced its maximum axle load from the of the Class 33-000 to . Apart from the bogies which necessitated a smaller fuel tank, its physical dimensions and exterior appearance were identical to that of the Class and it used the same V12 prime mover.

No bogies closed her station until after 2000 hours; but, between 2030 and 0200, she and fought off eight coordinated air attacks and sustained no damage in the effort. By 0330, the radar screen showed the skies to be clear of bogies within an eight-mile radius of Ammen. Forty minutes later, the destroyer headed via Hagushi anchorage to Kerama Retto to refuel and replenish. Ammen served on radar picket duty for another four weeks.

JR East E331 series EMU Jacobs bogies (named after Wilhelm Jakobs,, 1858–1942, a German mechanical railway engineer) are a type of rail vehicle bogie commonly found on articulated railcars and tramway vehicles. Instead of being underneath a piece of rolling stock, Jacobs bogies are placed between two carriages. The weight of each carriage is spread between the Jacobs bogie. This arrangement provides the smooth ride of bogie carriages without the additional weight and drag.

A train consists of two to five vehicles with driver's cabin at each end. The LRV is a six-axle articulated unit with three bogies. The first and last bogies are powered while the articulated bogie is trailing. The auxiliary power system is based on a static converter-inverter, supplied from a 750 VDC third rail and supplying 3-phase x 400 VAC at 50 Hz for compressor, fans, lights, battery charging, etc.

There were two Sutcliffe duplex presses which exerted 100 ton pressure on each pair of moulds producing 2800 bricks per hour, and a German-made Bernhardi press, with eight single moulds which produced 1200 bricks per hour. The moulded bricks were then loaded onto bogies for transfer to the autoclaves. Each of the six autoclaves could contain 13 bogies. Steam was then applied from the Lancashire boiler which provided saturated steam up to 160 lbs.

However, now two coil springs rather than one were fitted per wheel. Only a very small number of Mark 1 stock was fitted with the B4 bogie from new, it being used on the Mark 1 only to replace worn BR1 bogies. The British Rail Mark 2 coach, however, carried the B4 bogies from new. A heavier-duty version, the B5, was standard on Southern Region Mk1-based EMUs from the 1960s onwards.

Since then it has operated on the Heaton Park Tramway. Its bogies (trucks) are not the originals and are regauged ones from the Hill of Howth Tramway in Dublin, Ireland.

The wheels are solid. The wheelbase is . The braking is double-sided; it's made using brake shoes - two for each wheel. On motor car bogies two braking cylinders are installed.

Auxiliary generators provide electrical power for the coaches. Two sets of standard gauge bogies were also supplied, for cross border work (bogie exchange). The locomotives were painted in red- silver.

South African Class 6E1, Series 4 unit no. E1525 with re-geared traction motors, Scheffel bogies, and a streamlined nose cone on the no. 1 end. In this configuration, no.

On 3 May 2015 - 10 bogies of 12223 Mumbai Lokmanya Tilak Terminus-Ernakulam Junction Duronto Express derailed near Balli railway station in South Goa at around 6.30 AM. No casualties.

They had had their interiors stripped, asbestos removed, and were no longer on bogies, and put up for sale from December 2012 until 2016. All six were sold to individual buyers.

The locomotives were coupled to bogie tenders with a water capacity of and of coal. The bogies used on the tenders were identical in design to those used on the locomotives.

Other tramcars were reallocated to Line 6, while one had already been rendered inoperable when one of its bogies had been cannibalised to replace a damaged sub-assembly on another vehicle.

The first proper bogie tenders to enter service in South Africa, with two two-axle bogies, came with the first batch of the CGR 7th Class 4-8-0 of 1892.

However, the 5000 series has cars with only bench seats, as opposed to the 1380 series which, except for the ends of the cars, only has convertible forward- or backward-facing seats, so for the sake of this the two series are operated separately. The Ku 5000 and Mo 5150 cars are equipped with an auxiliary power unit supplied by 330 V DC from a DC to DC converter. The first sets built in 2007 (5001 to 5004) all had FS539 and FS039 bogies which had bolsters, but the sets built from 2008 had SS165F and SS026F bolsterless bogies. In the bogies with bolsters, the brake's leverage has been updated to increase the braking power to cope with increased ridership.

When the line to Jerusalem was completed on April 9, 2005, rail service on the Tel Aviv-Beit Shemesh line was on IC3 trains only, because this was the type of train with the smallest distance between the bogies. Following numerous cracks in the bogies as a result of the winding track and steep slope and the high cost of operation arising from repair of the bogies, it was decided to use only two IC3 systems on the track to Jerusalem. In 2006, the track was split into two for a trial period: Tel Aviv- Beit Shemesh and Beit Shemesh-Jerusalem. Following the split it was attempted to operate double-decker passenger cars until Beit Shemesh, and IC3 systems until Jerusalem.

220 (left) and 221 (right) showing the differing bogie designs The Class 221s were produced as 5- or 4-coach sets. Each coach is equipped with a Cummins QSK19 diesel engine producing at 1,800 rpm, driving an electrical generator which powers two motors, each driving one (inner) axle per bogie via a cardan shaft and final drive. can be travelled between refuellings. The coach bodies, the engines and most of the equipment of the Class 221s are the same as the Class 220s, but the bogies are very different: the Class 220 Voyager B5000 bogies have inside-frames which expose the whole of the wheel faces, while the Class 221 SuperVoyager Y36 bogies have a more traditional outside-framed bogie.

Beamont was confident in the XR219's precise flying, so made a long approach at low descent rate (0.12 m/s) and successfully rotated the bogies by using the weight of the aircraft on landing.The tandem-wheel main wheel bogies on the TSR 2 rotated longitudinally 180 degrees around a horizontal pivot point at the bottom of the leg during retraction so that the two-wheel truck was upside down when stowed. The bogies were rotated by electric motors and the problem was traced to incorrect electrical sequencing of the retraction/extension procedure caused by excessive clearances on the actuating microswitches. On the tenth flight Beamont successfully retracted the undercarriage, he cycled it twice and took XR219 out to 500 knots in stages.

In 1989 V/Line decided to experiment with a new articulated type of container wagon, using three skeletal decks each with a capacity of one 40 ft or two 20 ft containers, and suspended over four bogies. VQAW2 entered service in late 1989 as a trial, fitted with "Roadmaster" bogies. VQAW 3 and 4 entered service in March and May 1990 respectively, to the same design, but VQAW5 was built using a well wagon design for the centre unit instead of the flat design of the rest.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p165, Within a few weeks it had been recoded VQWW 1. In November 1990, VQAW 1 finally entered service, this time fitted with experimental Gloucester bogies.

Significant time was lost at Port aux Basques, where standard-gauge railway cars from mainland North America were lifted off their bogies and onto narrow-gauge bogies for use on Newfoundland. In some cases this was not possible, and the rail car contents were unloaded and reloaded onto narrow-gauge cars. CN's operation of dedicated railway car ferries was an additional expense. CN operated a main line passenger train, the Caribou, from St. John's to Port aux Basques.

1 boilers, while their double hopper type ashpans were specially designed to clear the four-wheeled trailing bogies. Their specially designed Type MY tenders were similar in appearance to the Type MX and the North American Vanderbilt type tenders, with cylindrical water tanks. The tenders rode on three-axle Buckeye bogies to reduce the axle load and, along with the Type MX, became commonly known as Torpedo tenders.South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 Aug 1941).

In 1955, the UB vans fitted with passenger type bogies were given the code "UP". These were vans that had been fitted with high speed bogies in the 1930s and 1940s for use on fast trains and behind railmotors. The new bogie type was the "TT 30", intended to improve the ride quality of the vans for use on passenger trains. The UP van numbers were 14, 28, 32, 33, 42, 46, 48, 53 and 60.

Three BCS lounge cars were initially provided for the Southern Aurora service. BCS2355 and 2357 were allocated to New South Wales and operated on 2BU bogies, while BCS2356 was allocated to Victoria with 2BU bogies. The cars had three saloon areas, provided with 27 movable chairs, 5 movable tables and 15 smokers' stands as well as some fixed lounge benches, for a total capacity of 40 passengers. A small kitchen area was also provided, but no bathroom facilities.

But, due to the latest rule from Indonesia Government's Ministry of Transportation, every new locomotive should have no 'long-hood' position, to decrease the number of accidents. This is related to limit sight of the engineer when the locomotives move on long-hood position. By September 2012 the company had bought 100 locomotives of the CM20EMP type and these have been operated since 2013. The locomotives were supplied without bogies and the bogies were assembled by Barata Indonesia.

Left: Conventional bogie system. Right: Talgo System Talgo trains are best known for their unconventional articulated railway passenger cars that use in-between carriage bogies that Talgo patented in 1941, similar to the earlier Jacobs bogie. The wheels are mounted in pairs but not joined by an axle and the bogies are shared between coaches rather than underneath individual coaches. This allows a railway car to take a turn at higher speed with less hunting oscillation.

The E1 and E2 class trams are long, wide with three articulated units and four bogies, and based on Bombardier's Flexity Swift design. One bogie is located under each end unit, and two are located under the centre unit. The swivelling bogies are enclosed by a "wheelbox" under seats in the passenger area, allowing the tram aisle to remain low-floor throughout. They have anti-slip flooring, air-conditioning, automatic audio-visual announcements, and a passenger capacity of 210.

Changing bogies at Erenhot on the Sino-Mongolian border The lone rail connection with Mongolia's railways is located at Erenhot, in Xilingol League of central Inner Mongolia, which borders Zamyn-Üüd in Mongolia's Dornogovi Province. There are two trains every week departing from Beijing and Hohhot to Ulaanbaatar, along with five trains per week from Erenhot. As with rail service to Russia, trains from China need to change bogies in Erenhot, since Mongolia uses broad gauge.

The Class 10E2 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting.

The Class 10E1 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting.

The Class 10E1 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

Based on the dual cab Class 6E1 locomotive, the Class 12E was a single-cab locomotive with a conductor's cabin at the rear end. They were used with specially designed suburban passenger coaches which rode on air-sprung disk-braked high speed Scheffel bogies. The MetroBlitz operated with two locomotives per train, one unit at each end, which made dual cabs unnecessary. x100px Like the Class 6E1, the Class 12E was built with sophisticated traction linkages on their bogies.

Mechanically related to the class is the single-car DE-20, nicknamed The Camel (in Dutch: De Kameel), an inspection vehicle built in 1954, later hired out as an excursion train. The body shape of the units is derived from the NS Mat 46. The DE-1 is 27.05m long and has two bogies, each powered by two electric motors. The DE-2 is 45.4m long and the two cars are articulated, with three bogies in total.

47" 6' foot carriage at Hindon. All trains as of include some of Dunedin Railways five former New Zealand Railways 47" 6' foot wooden-clad carriages. These cars are known as "Scarrett'" heritage carriages and were built between 1912 and 1923 with open platform ends, gangways and 37 seats. Dunedin Railways has started retiring these carriages largely to provide bogies for their 56-foot carriage stock, which did not have their own bogies when they were purchased.

From 1915 more carriages were constructed as the electrification project gathered pace and requirements were locked in. Further ACP carriages 49–106, and BCP carriages 19–80 were constructed in 1915–1916. However, these did not have the standard carriage bogies; instead they were fitted with plate-framed bogies intended for later fitting of traction motors. The cars also varied in having a well in the roof designed for later provision of electrical equipment—motors, pantographs etc.

It passed through five states, travelled on six railway systems and required a change of bogies at Melbourne, Port Pirie and Kalgoorlie."20 Years Ago" Railway Digest January 1986 page 30 Goldsworthy Mining Ltd had purchased six similar locomotives, and after having one destroyed in an accident, purchased K202 with K210 ordered as a replacement. In July 1986 Goldsworth Mining purchased K203. The Western Australian Government Railways also purchased 16 similar R class locomotives mounted on narrow gauge bogies.

Mitsubishi Heavy Industries stopped producing cars in 2017 after car manufacturing cost disagreements with JR central and the Mitsubishi SpaceJet's spiralling development costs. The bogies are arranged in a Jacobs bogie configuration.

Eight locomotives had new bogies fitted suitable for 160 km/h operation in the early 1990s forming the subclass 333.1 They are numbered 333.101 to 333.108 and are intended for passenger operation.

From the base BB63413 locomotive, only the frame, the bogies and the 4 DC electric motors were retained for the demonstrator model. The maximum speed attained during testing was 79.6 km/h.

A complete 4-car set, consisting of cars KuHa 780-2, SaHa 780-4, MoHa 780-4, and KuMoHa 781-2, is preserved, minus the bogies, at Kikyo Kindergarten in Hakodate, Hokkaido.

The cause of the accident was believed to be a combination of a problem with one of the bogies of the locomotive and unevenness in the track at the point of derailment.

The design was based on the earlier 5500 series trains, which were themselves developed from the 8000 series trains. The bogies are the same as those used on the 1000 series trains.

Loading, frequently interrupted by the presence of bogies in the area, was not completed until evening. At 18:30, the CVE got underway. Japanese attackers, however, were soon reported only some off.

EMD HT-C Trucks on SD40-2 Modern diesel and electric locomotives are mounted on bogies. Those commonly used in the North America include Type A, Blomberg, HT-C and Flexicoil trucks.

It was taken to the blunger by wheelbarrow, or horse and cart, and more recently in bogies on a small narrow gauge railway by a pulley system linked to the steam engine.

The Highland Railway L class, also known as ‘Skye Bogies’ due to their association with the Kyle of Lochalsh Line. They were essentially mixed traffic versions of the earlier Duke or F class.

They were replaced in Joint Stock service by the JCP freight vans. Between 1963 and 1967 the vans received passenger-quality bogies and were reclassed to ZLP, but the original numbers were retained.

In the 1979 recoding, the ALP class became the VMPY class. The 'PY' showed that passenger speed bogies were fitted allowing 115 km/h operation, but that the cars were not gauge convertible.

Gauge conversion of wagons and coaches involves the replacement of the wheelsets or the bogies. In May 1892, wagons and coaches were converted when the gauge of the Great Western Railway was abandoned.

To overcome breaks of gauge some bogies are being fitted with variable gauge axles (VGA) so that they can operate on two different gauges. These include the SUW 2000 system from ZNTK Poznań.

In June and July 1966, ten low-nosed GE type U20C1 diesel-electric locomotives entered service on the SAR. The Class 32-200 was actually a Class locomotive on the 1Co bogies of the Class , which reduced its axle load from the of the Class 33-000 to . Apart from the bogies, which necessitated a smaller fuel tank, its physical dimensions and exterior appearance were identical to that of the Co+Co Class and it used the same V12 prime mover.

Mechanically, they had four under-floor motors powering two sets of the MMTB's "number one" bogies. The driver's controls were made by Westinghouse, Dick Kerr controllers, and Clyde Engineering controllers. The W2-class also had many variant gears within the tram bogies, the spur-geared W2 classes were notable due to their humming sound. Two of the W2-class had their roller blind doors converted to sliding doors and were reclassed SW2. Four W1-class were converted directly to SW2-class.

All these upgraded carriages were running on new bogies, after a successful trial of a new "deluxe" bogie under 56-foot carriage A 1622. The bogie type used was initially the same as the steam heat vans (X27750, known as a "Kinki" bogie), and later the type of bogie use by the FM class guards vans (X28020, known as an "FM" bogie), based on the type of bogies used under the Silver Star classed X28250. This improved the ride quality of the carriages.

Fear of further violence gripped the 4,000-odd Maharashtrians settlers living in and around the city. Two air-conditioned bogies of the train Vikramshila Express – reportedly with Maharashtrian passengers on board – were set on fire in Barh area of Bihar. Hundreds of slogan-shouting students surrounded Barh railway station in rural Patna demanding that MNS leader Raj Thackeray be tried for sedition. No one was reported injured and passengers fled soon as the attackers started setting the bogies on fire.

When the first segment was opened, only relatively short 4-wheel boxcars and passenger cars were used. In 1892 the first passenger cars with bogies were employed, which replaced the 4-wheel cars over the following years. For freight cars this transition did not happen until the early 20th century, when freight cars with bogies for wood and gravel were put into service. The first transporter wagons started service around 1912, and by 1945 completely replaced any of the narrow gauge freight cars.

The axles are rubber-suspended against the bogies, while the bogies are air-suspended against the chassis. The motors are type MTA-F6-105V built by Ansaldo, and the eight motors have a total power output of at 750 V. This allows a maximum speed of and an acceleration of 1.5 meters per second squared (4.9 ft/s2). The vehicle can be reversed, but the speed is then automatically limited to . While the tram operated with 600 V, it had power output of .

Like the Class 7E, the Class 7E4 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

These were delivered in 1927-1929 and resembled an elongated version of the hex-dash Standard trams, but with eight wheels (two four-wheeled bogies) and four-bay saloons with larger windows. The production batch were constructed by four different manufacturers to a common design, but all used bogies ordered from the Kilmarnock Engineering Company (hence the nickname). These eight-wheeled trams were restricted to several comparatively straight routes to avoid the risk of derailing on tight curves. Car no.

The suspension was derived from the Vickers 6-Ton tank; eight small pairs of road wheels on four bogies per side, each pair of bogies sprung by a single leaf spring, a front idler wheel, and four track return wheels. An unsprung road wheel was located directly underneath the idler wheel to improve obstacle crossing. The transmission, brakes and steering were mechanically assisted with compressed air, reducing driver fatigue. This last feature proved problematic in the extreme conditions of the Eastern Front.

A total of six 700 class locomotives were built for the South Australian Railways by AE Goodwin, Auburn and are an Alco DL500g model. They were built in 1971/72, with the first three delivered on broad gauge bogies and the last three on standard gauge bogies. In March 1978 all were included in the transfer of the South Australian Railways to Australian National. Over the years the locomotives frequently switched gauges before all were put on the broad gauge in 1987.

ALe 426/506 employs asynchronous three-phase traction motors feed by the 3000 V DC catenary. Motors are mounted on one bogie per motorized unit, for a total of two motorized bogies per section.

Tenders from various scrapped locomotive types were used. The tender depicted in the main picture is a three-axle tender while the official SAR locomotive diagram depicts a tender with four axles on two bogies.

Diamond Frame bogie As built, the tender had a coal capacity of and a water capacity of , with an average maximum axle load of . It rode on diamond frame bogies with a wheelbase per bogie.

The undercarriage of the C301 features bolsterless bogies and a VVVF traction control; the latter was originally GTO-VVVF inverters from Westinghouse Electric but they have since been replaced by Bombardier MITRAC IGBT-VVVF inverters.

The prime-mover was a Cummins VT 12-825-BI; V12 engine, developing 640 horsepower at 2,000 rpm. Power was distributed to the bogies through a Clark C 16911 torque converter with Clark 16421 transmission.

One such example of this type is Southern Pacific 9010. ; Co′Co′ : Two bogies or wheel assemblies under the unit. Each bogie has three powered axles individually driven by traction motors. See also: Co-Co.

The UD class were designed to carry overweight loads. The wagons entered service for the New Zealand Railways between 1940 and 1952. There are three types: UD-2/3 which are the larger type which travels on two six-wheel bogies, and has a distribution load of 41 tonnes to 61 tonnes, whereas the smaller type, UD-1, travels on two four wheel bogies and has a distribution load of 26.5 tonnes. The wagons were used by the New Zealand Railways Department mostly all over the country.

Notably, the majority of the D vans started on BX-type bogies; 351 onwards were fitted with Super Series bogies on conversion, and the previous units were upgraded at some point after November 1988.Newsrail November 1988 p344 The DH class were fitted with through cables for head-end power, so that P or N class locomotives could power the onboard airconditioning and lighting for carriages without having to shift the van to the far end of the train at each end of the trip.

The bogies attached to the control cars have their brake piping divided into two parts, and have been modified with anti-slip equipment. The bolsterless bogies, however, have unit brakes, which can guarantee the prescribed level of braking, so the aforementioned changes have not been made. The air conditioning system is the inverter unified distributed units type taken from the 1000 series, with two such units mounted in each car. After inversion, each of the RPU-4414B model units can cool up to 17,000 kilocalories per hour.

It did provide some mechanical redundancy, since failure in one engine would not prevent the Matilda from using the other. The combined power of the engines went through a six-speed Wilson epicyclic gearbox, operated by compressed air. The tank's suspension system was that which had been developed by Vickers for their Medium C prototype in the mid-1920s The tank was carried by five double wheels bogies on each side. Four of the bogies were on bellcranks in pairs, with a common horizontal coil spring.

The trains were built jointly by Kinki Sharyo and Tokyu Car, with a steel body design based directly on the earlier 253 series EMUs built for Narita Express services, although the window height was increased by 100 mm. It is the first JR East limited express rolling stock to feature VVVF Insulated Gate Bipolar Transistor traction control system, based on the results of trials with the prototype 209 series commuter EMUs. DT56E bogies are used on motored cars, and TR241E bogies are used on trailer cars.

Like the Class 6E1 and Class 7E, the Class 7E1 was built with sophisticated traction linkages on the bogies. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

From the Schürzenwagen series of coaches, a semi-fast, Eilzug, variant was developed. In important details it was the same as the previous class, the E 36. However the coach body was now streamlined (by tapering the ends) and had panels or 'skirts' covering the sole bars. These even covered the new Reichsbahn- standard bogies which were very similar to the Minden-Deutz bogies later used by the DB. For the first time in the Deutsche Reichsbahn, Eilzugwagen were given gangways protected by folding bellows (Faltenbalge).

The Meyer design for articulated locomotives uses two swivelling power bogies, with the boiler, water and coal supplies on a rigid frame above this, similar to how most large diesel or electric locomotives are now constructed. A drawback to the Meyer design is the limited space between the bogies for the firebox. Bagnall avoided this with their modified design by using the Bagnall boiler, which they already used for small contractor's locos. This has a cylindrical rear drum, with a cylindrical firebox and ashpan within this.

In 1982, Australian National placed an order for with Clyde Engineering for 15 Electro-Motive Diesel JT26C-2SS locomotives, to be classed BL and numbered 26 through 40. Australian National only took delivery of the first 10, with the other five delivered to V/Line as their G class. The first five were delivered with standard gauge bogies, the last five with broad gauge bogies. All were transferred to National Rail and converted to standard gauge in 1995 following the conversion of the Adelaide to Melbourne line.

The Class 172 trains are lighter than other Turbostars due to use of the Bombardier FLEXX-ECO bogies - a development of the B5000 bogies used on the Class 220 Voyager DEMU trains, rather than the previous 'Series 3' bogies.Gospel Oak to Barking improvement details. Another difference is that they have half-height airdams as opposed to the more standard full height airdams. They also differ from earlier Turbostars in having mechanical transmission rather than hydraulic - gear changes can be distinctly heard as the trains accelerate and decelerate.

The Type EW2 tender rode on three-axle bogies with roller bearings and was as long as the engine itself. The brake riggings of its bogies were independent of each other and only the front bogie was equipped with a hand brake. Almost one-third of the total length of the tender was taken up by the coal bunker, with a capacity of , while the D-shaped tank had a water capacity of . The mechanical stoker equipment had a maximum delivery rate of of coal per hour.

In 2011, the Ivatt Diesel Re-creation Society announced plans to build a replica of no. 10000, using contemporary parts as well as new build components. The society has sourced a Mark 1 English Electric 16SVT diesel engine dating to the 1940s and the sole remaining Metropolitan Vickers bogies dating from the 1950s, formerly used by a class EM2 electric locomotive in England and the Netherlands. These bogies are of the same design as on the original 10000 although with weaker springs, which will be replaced.

All of the cars were delivered by road, the 1923 Stock going to Golders Green Depot, the 1924 batch going to both Golders Green and the newly constructed Morden Depot, while all of the 1925 build was delivered to Morden. Stock delivered to Morden was stored until the line to Clapham was opened. The cars were towed to Morden by traction engines, mounted on road bogies. Two tall gantries were erected, which enabled the cars to be lifted, for the road bogies to be removed.

Being specially designed for this spectacular new line, the class N (D35) engines became known colloquially as the "West Highland Bogies". However, their performance and adhesion was poor, and they are generally considered the least successful of all designs by Matthew Holmes.See this SteamIndex page, section headed West Highland bogies (N class). Within a shorter than expected period they were replaced on the West Highland Line by more efficient engines, and the class N machines were relegated to perfunctory duties as shunters and station pilot engines.

Mockup of the pneumatic bogie system of an MP 89 carriage used on the Meteor metro, showing the two special wheelsets The retractable stadium roof on Toronto's Rogers Centre used modified off-the- shelf train bogies on a circular rail. The system was chosen for its proven reliability. Rubber-tyred metro trains use a specialised version of railway bogies. Special flanged steel wheels are behind the rubber-tired running wheels, with additional horizontal guide wheels in front of and behind the running wheels, as well.

In Call of Duty: Modern Warfare 2, Nome Airport (referred to as "Sand Bravo" in the game) is featured as one of the targets of Russia during its invasion of the United States by "70 bogies".

The passenger cars were suspended with helical coil springs on conventional bogies. They each had ten seats and were long and wide. They had a weight of each and had Coit's automatic couplings at both ends.

There are no current plans to restore her to operational condition. Although none of the other locomotives survived, one of the powered bogies from an Avonside E Class exists cylinder-less at Ferrymead Heritage Park, Christchurch.

The cab is situated approximately above one of the bogies, with doors opening onto walkways on both sides along the rest of the locomotive; the external design is functional, with flat steels and right angles predominating.

Bhutto death is a further blow to Pakistan economy. International Herald Tribune. 2 January 2008. Retrieved 7 March 2008 Sixty- three railway stations, 149 bogies, and 29 locomotives were damaged within two days of Bhutto's death.

The brake system was finished with Hitachi HSC and adopted brake by wire with regenerative brake. Bogies are based on the New 7000 series, too. The name is "KH132B" (for power cars) and "KH135B" (for others).

Four of the C951 trains also have their bogies installed with the ATI, which is a system of cameras, lasers, and sensors installed on trains that help to detect defects like rail cracks or missing fasteners.

It was suspected that the bogies were carrying an incorrect amount of weight, but identification of the problem was hindered by the fact that the locomotives were too heavy for the weighing machine at Kilmarnock works.

Electrically, the vehicle is equipped with phase control (by thyristor). It has a dynamic brake, but no regenerative braking. Each of the bogies is equipped with two traction motors, and with Abt rack system pinion wheels.

The Spurn railway, built along Spurn Head on the Yorkshire coast of England was built in the First World War and ran until the early 1950s and included sail bogies as part of its rolling stock.

A further problem lay in the power bogies; there was a good reason for unpowered wheels on a steam locomotive, in that they served a function of stabilising the locomotive, reducing its tendency to wander or 'hunt' when rolling on straight track, and leading the locomotive into curves and thereby reducing derailments. Early Fairlies had a tendency to be rough-riding, rough on the track they rode, and more prone to derailment than they should have been. This was certainly in part true of Little Wonder, which was worn out and replaced by the FR after less than twenty years' intensive use. To a large extent the problem was not the use of power bogies but faults in their design and especially the absence of weights on the trailing ends of the bogies to counterbalance the cylinders.

70 seat capacity. Wheel bogies compositely constructed from timber and castings set with coil spring suspension. The trailer car has been restored and is operational. # Trailer Car 72: Built in 1889 by Henry Vale and Co. Sydney.

The running gear consisted of two bogies. Each had two drive axles, one idle axle in a Bissel truck, and a jackshaft. The idle axles had a side play of 2x70 mm relative to the bogie frame.

As of 2012 the company produces railway vehicles including coaches, wagons, diesel and electric locomotives, trams, and tram-rail grinding vehicles, as well as components including bogies and lifting equipment. The plant also performs rail equipment maintenance.

The suspension was made out of Horstmann suspensions resting on bogies with two rubber-lined wheel sets per bogie. The drive sprocket was in the front, the idlers were placed in the rear, with three return rollers.

The two outer bogies are each equipped with a 275 kW electric motor. This gives the TFS a high acceleration, allowing its use on lines with steep gradients and/or frequent stops, and a top speed of .

Lighting was by 60-watt, 24-volt lamps charged by belt driven dynamos. Heating was oil fired. Standard mild steel bogies ran on Timken roller bearings. Contemporaneous with these units was the unique Battery Electric Multiple Unit.

In towed cars it is possible to lower the downstairs floor between the wheels/bogies so that level entry is possible with more than of added headroom and interior steps from that floor to the traditional floor.

Most of the Southern Aurora cars entered service in February, March or April 1962, and except for those destroyed at Violet Town in 1969, they lasted until 1991. They were then stored until August 1994, at which point the final XPT deliveries rendered the Aurora fleet obsolete and they were dispersed among various collections. Cars were allocated to either the New South Wales Railways or the Victorian Railways for maintenance purposes, and fitted with either 2BS or 2BU bogies respectively. The 2BS bogies were each half a ton heavier than their 2BU counterparts.

As a result, the floor could be built with about clearance above the roadway. The floor was too low for a rear cross axle, and GM designed the rear suspension as a tandem pair of wheels, mounted on bogies which rode on pins attached to the sides of the low- profile frame. With the exception of the wheel wells, the rear suspension does not intrude into the living space. The rear bogies are suspended using a double-ended convoluted air bag that is pressurized by an automatic leveling system to maintain the designed ride height.

The Class 7E was built with sophisticated traction linkages on the bogies, similar to the bogie design which was introduced on the Class 6E1 in 1969. Together with the locomotive's electronic wheel slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel slip by reducing the traction force of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

But as more and more axles are added, curve running becomes increasingly difficult. So early on, work began to develop multi-part frames and bogies which linked sets of axles to their own drive. However driving wheels within bogies using steam was a difficult task due to the moving seals that were required. As a result, a different avenue of development was pursued, whereby a degree of smooth curve running could be achieved using a long, rigid frame through the use, for example, of axles that had sufficient sideways play.

The carriage was badly damaged when the was broken up on the slipway in 1999 and a new deck was made from Douglas Fir at Bellshill in Lanarkshire. As many components as possible of the old carriage were re-used. Twenty-four two-wheeled bogies run on either side of the central rails that have 41 four-wheeled bogies and the whole carriage structure runs upon these. The four cast iron rails run over 300 feet into the waters of the loch and this section was badly corroded.

The FS tested several modifications to the chassis, including radically modifying the bogies, reducing the central driving wheel flanges and fitting pneumatic cylinders to the bogies, but the irregularities remained and so did the reduction to their top speed. These issues, together with the increased availability of the E.428, and the appearance of the ETR.200 for long-distance express trains, meant that from 1936 the E.326 were largely relegated to secondary services, and were reassigned to Bologna. During World War II, all 12 units were damaged by Allied bombings.

The train was developed on the basis of the transferred TGV technology. Like the KTX-I, the HSR-350x consists of traction heads with powered bogies and traction equipment at either end, and an articulated set of intermediate cars with passenger compartment in-between, with powered non-Jacobs bogies under the cars next to the traction heads. The main new developments compared to the KTX-I are in the traction equipment and the carbody. The motors are newly developed three-phase asynchronous induction motors, rather than synchronous motors as in the KTX-I.

Southern Portland Cement D1 at Goulburn Rail Heritage Centre in December 2013 In 1960 the first five locomotives numbered 37 to 41 were delivered by A Goninan & Co to a design suitable for use on both the narrow gauge ingot system and the system. These locos were an Australian version of the standard General Electric 80 Ton switcher. Originally two of these five locomotives were fitted with narrow gauge bogies, the other three being fitted with standard gauge bogies. These locos were fitted with 2 Cummins NHS-B1-6 supercharged diesel engines.

Their axle loading was . The first (1955) locomotives had fabricated bogies welded from steel pressings and because of the roll on curves were restricted to goods service. Later batches (from DA 1440) had Dofasco cast steel bogies with an improved spring layout and were suitable for express working. The class were also unable initially to reach Wellington via the NIMT, as the tunnels south of Paekakariki built in the 1880s by the Wellington and Manawatu Railway Company did not have enough clearance under the 1500V DC Wellington suburban electrification overhead wires.

The motor cars are divided into two distinct types, the 'A' end car and the 'D' end car. Each of the bogies fitted to the two cars are identical. This means that if the two motor cars at the two ends of a train were identical, they would attempt to pull the train in opposite directions. Consequently, the bogies on the 'D' end motor car are installed the other way around from those on the 'A' end causing the two motor cars to move the train in the same direction.

The Class 10E was built with sophisticated traction linkages on the bogies, similar to the bogie design which was introduced on the Class 6E1 in 1969. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off.

The Class 11E was built with sophisticated traction linkages on the bogies, similar to the bogie design which was introduced on the Class 6E1 in 1969. Together with the locomotive's electronic wheel-slip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensure the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting.

The MGWR Class D-bogie were first 4-4-0 operated by the Midland Great Western Railway (MGWR) of Ireland. They were rebuilt from MGWR Class D 2-4-0 locomotives in 1900/01 with the intention to use them on the Dublin-Sligo mainline but they proved underpowered for this work and were allocated to more suitable work around Mayo and Achill. This led to their nicknames of Mayo Bogies or Achill Bogies. Following the merger of the MGWR into Great Southern Railways (GSR) they also became designated class 530 or D16.

Vickers mounted two Mk IX W guns on slightly different railway mountings, Mk I, from September 1915. They are both identified by the open-frame appearance, recoil buffers above the barrel and the bogies with frames between the wheels similar to locomotive bogies. One mounting has a distinctive diamond-shape from the side and has a warping winch on the front; the other's carriage has a more squared-off profile with no warping winch at the front. The weapons on the Mk I mountings were originally reserve guns for HMS Cornwallis.

In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing room. The newest Bombardier MPM-10 trains are open-gangway, allowing passengers to move between cars once on board such that the passenger load is more evenly distributed. Each car has two sets of bogies (trucks), each with four sets of support tires, guide tires and backup conventional steel wheels. The motor cars' bogies each have two direct-current traction motors coupled to reduction gears and differentials.

The wagon itself weighed a little over 17 tons. A common use for the fleet was transport of locomotive boilers, but they could be used for a wide range of goods as required. Bogies were the 1880s standard "diamondframe" type with spoked wheels; these were later superseded by plate frame and cast bogies, and some wagons received disc wheels. Splashers were fitted over cutouts in the angled slopes, and it appears these may have changed size over time. QB7 was altered for "specific loading" in 1940, although no details are available.

Other models of Bombardier's Flexity Swift tram of comparable length have four motors with each providing between 120 and 150 kW, however the E class has 6 x 85 kW motors powering three bogies with one bogie unpowered.

Alzira (Valencia). Arco is a commercial passenger train service operated in Spain by Renfe Operadora. Arco fully renovates and refurbishes Renfe's B11x-10200 series of passenger trains. New bogies, capable of working at 220 km/h, were added.

The coaches are based on the 817 series EMU body design and are mounted on 787 series EMU bogies. Manufacture of the passenger coaches was split between Hitachi in Kudamatsu, Yamaguchi, and JR Kyushu's Kokura Works in Kitakyushu.

In the variants with floor height, the floor is flat from the first door to the last. The endsections have a raised floor in all variants, because the traction equipment installed underneath requires more space than unpowered bogies.

The cabin shell weighs 4955 kg. The complete car weighs 8455 kg, with bogies weighing 1750 kg each. It can carry a useful load of up to 4923 kg and has a maximum gross weight of 13378 kg.

Most diesel and electric rolling stock can undergo gauge conversion by replacement of their bogies. Engines with fixed wheelbases are more difficult to convert. In Australia, diesel locomotives are regularly re-gauged between broad, standard, and narrow gauges.

The night train, "Komet" (VT 10 551), was different from the "Senator" though its shape looked similar at first sight. Its livery was notably different. Instead of single Jacobs axles connecting the cars, twin-axle Jacobs bogies were used.

Stretched by over Tu-334-100, with accommodation for up to 126 passengers. Powered by two Progress D-436T2 or Rolls-Royce BR-715-55 engines, the Tu-354's landing gear was strengthened to use four-wheel bogies.

Later on, people refused to use two-axle trams; and tram production changed so all new trams were equipped with bogies. And the articulated trams, as well as Multiple Unit Systems came into use, on segments with huge ridership.

Passenger compartments of parked trains can be preheated to up to by applying current on the resistors. One twin-unit has four powered bogies with a power output of 180 kW, bringing the total power output to 720 kW.

The locomotive body consisted of a single bridging slab, onto which the body parts were fixed The locomotive body had no front cabinets. The bridging slab only rested on the bogies; no tractive forces were carried over the body.

Their tenders were similar to the South African version's Torpedo type, but with plate frame instead of Buckeye bogies. One of these, the sole RR 19C class, was built as a condensing locomotive.Pattison, R.G. (2005). Thundering Smoke, (1st ed.).

The buffers and couplings were mounted on the bogies which were then linked together by a drawbar, a feature intended to remove stress from the superstructure. It was also felt that the cabs were too small with poor visibility.

Prototype C′C′ bogies were tested under the one-off (1962). This used the smaller 1,290kW Alsthom TAO 646 traction motor with gear ratios of and . The same bogie design was also used for the CC 70000 diesel-electric.

The steam service proved successful and a second heritage coach was built, using the frames and bogies of Coach 5. The Snowdon Mountain Goat arrived at the railway on 15 April 2015 and entered service following running in trials.

The 107 series trains were the first EMUs to be built by JR East following the splitting of the former Japanese National Railways (JNR), and reused components such as bogies and air-conditioning units from withdrawn 165 series EMUs.

Two standard axle "bogies" provide the drive mechanism. Each bogie is driven by 3-phase alternating current (AC) motor. A third rail provides power. Braking is either regenerative (returning electricity to the grid) with supplemental disc and (emergency) mechanical braking.

In 1927, English Electric and WBC built two shunters for yard use in Bombay with Bo-Bo bogies. They were of the WBCS class. Rated at , they weighed 58 tons. These are now preserved in National Rail Museum in Delhi.

With the success of the Korean-built bogies on the Northerner cars, the Endeavour cars were later fitted with this type of bogie. Work on Endeavour car underframes was not as substantial as that carried out on the Northerner underframes.

SNCF Class BB 16500 (1962) SNCF Class BB 7200 (1967) This was the first of the 'Nez Cassé' designs, by Paul Arzens. CC 40110 Class CC 40100 (1964), a large quad-voltage locomotive, requiring a C'C' layout with three axle bogies.

In 1976, 47155 was moved to West Thurrock power station for use as a stationary generator while problems with one of the plant's auxiliary generators were investigated. The locomotive was removed from its bogies and mounted on a heavy timber frame.

The friction disc brake is hydraulically controlled with an electric compression unit. Each bogies is also equipped with a pair of electromagnetic rail brakes with voltage of 24 V DC. The friction disc brake also ensures the parking brake function.

The OnRail DH 1004 were rebuilt from V 100s in the late 1990s and early 2000s by Vossloh retaining the frame, bogies and transmission but with the engine and bodywork replaced. The locomotives are used at ports and on private railways.

Remedial work included improving brakes and bogies, and the reliability of the units is now greatly improved. Class 175 Coradias are fitted with a passenger information system, which consists of onboard LED display and audio announcements of train destinations and arrivals.

The bogies are fitted with side steerers and are unpivoted. All axles are equipped with disc brakes. The traction motors are horizontally opposed, and outfitted with custom gears. This arrangement — although expensive — has advantages in minimising vibration of the bogie.

The Civity is a modular platform available in four variants, which are diesel, diesel-electric, electric and bi/dual mode. Most variants of the Civity platform, with the exception of the Civity UK, have shared bogies and a low floor.

D.A. Hendrie The separate 12B classification has been ascribed to the fact that the wheelbase of the leading bogie was longer than on the original Class 12 locomotives. This was probably not the reason, bearing in mind that only the first eight out of altogether 46 Class 12 locomotives were built with leading bogies with a wheelbase, while the other thirty-eight all had leading bogies with a wheelbase, the same as the Class 12B. More likely, the separate classification was simply based on the fact that the Class 12 was British-built while the Class 12B was American-built.

In 1981 with the New Deal, passenger trains started to use former boxvans in lieu of louvre vans which swapped bogies with the VLPY fleet. As a result, between 1982-1983 the VLPY fleet was gradually recoded to VLBY. Forty of the fifty total vans were converted. Of the remainder, three - 139, 140 and 142 - were instead used to build the three original PH power vans in 1984, two - 100 and 126 - were instead recoded to VLPF (retaining their bogies), and five were taken off-register while still as VLPY: 111, 129, 130, 134 and 136.

Also in the open shelter shed is an even smaller motorised track inspection car, barely big enough for two people. It is enclosed with a glass windscreen, and is equipped with a stretcher to act as an ambulance in emergencies. Abandoned near the end of the main line outside the locomotive shed are the remains of Engine No 1 and its tender. The tender is reasonably intact, although missing its wheels and bogies, but the locomotive consists of simply the chassis and boiler mounts, with the boiler, cylinders and driving mechanism, wheels, bogies and cabin all missing.

The new engines were not fitted straight on the bogies (the common technology in the 1930s), but were suspended over the chassis in order to dampen vibrations. The bogies, in turn, not having to sustain the engines' weight, were redesigned by taking inspiration from those of the first electrical railway motor cars: they featured journal boxes on the external part of the frame, a main volute spring suspension and an auxiliary one based on the traditional leaf-spring design. This bogie design, which was very easy to build and maintain, also proved to be very reliable in the long run.

A series of design studies carried out by Chesapeake and Ohio Railway in the 1950s used the second-generation Talgo design for their car suspensions. The suspension arms for each neighboring pair of cars were attached to a common bogie ("truck") between them, as opposed to having a pair of separate bogies for each car. The bogies rode the common curve between the two cars, centered by traction springs that centered the axle between adjoining car bodies. TurboTrain cars are lower than conventional cars, to lower the center of gravity in relation to the swinging point at the top of the arms.

The 1880s saw the introduction of first-class twin-car sets with an interconnecting gangway. The 1881 sleeping cars for the Irish Mail were of this form, and in 1889 some of the first-class twins were adapted to become the LNWR's first dining cars. In 1883, sleeping cars were introduced on the Glasgow service but, though bogies had come into use on other railways, the LNWR preferred to simply add an extra radial truck. This configuration remained in use until 1893, when Charles Park built a rake of corridor coaches for the expresses to Edinburgh with six-wheeled bogies.

The remnants of the Amiens Gun on display at the Australian War Memorial in January 2009 After the conclusion of hostilities in 1945, the Australian War Memorial made inquiries with a view to having the mountings and bogies returned. The Inspector-General of Munitions in 1948 requested approval for the retention of the mounting, on loan, for an indefinite period, to which the Board acceded. In 1954. the Memorial was advised by the Department of Supply and Development that the mounting was no longer required at Port Wakefield and discussions began as to the ultimate fate of the gun barrel, mountings and bogies.

Returning to the lifting shop, the motors were remounted in the bogies, and the car bodies were transferred back onto the service bogies, before final testing and the replacement of the seats. The works included a reconstruction shop, which was used for modernising old stock, or altering non-standard cars so that they more nearly matched a particular class of stock. There was also an experimental shop, which produced mock-ups of new designs, and a machine shop, where component parts for the repair or refurbishment of major items were made. The requirements for major overhauls gradually reduced, as equipment became more reliable.

For accessibility purposes, a number of wheelchair spaces and wheelchair- accessible toilet facilities are present in both the first class and second class carriages. In a standard configuration, each train is to accommodate seating for up to 405 passengers, composing 117 of these being seated in first class conditions and the remaining 288 in second class. It had a length of 202 meters and possess an empty weight of 380 tonnes. Each carriage has a width of 2.9 meters and a height of 4.25 meters; the wheelbase of the unpowered bogies is 2.7 meters, while those of the motorised bogies are 2.75 meters.

Once in firing position, a section of rail bed was reinforced with wood and iron beams to support the weight of the gun. Five steel beams under the center of the carriage were then lowered to lay across the tracks and the carriage was jacked up to take the weight off the bogies and anchor the gun in place. There were another two beams located between the quadruple bogies on each end of the carriage. When the gun fired the entire carriage recoiled a few feet and was stopped by the friction of the beams on the tracks.

Once in firing position, a section of rail bed was reinforced with wood and iron beams to support the weight of the gun. Six steel beams under the center of the carriage were then lowered to lay across the tracks and the carriage was jacked up to take the weight off the bogies and anchor the gun in place. There may have been another two beams located between the triple bogies on each end of the carriage. When the gun fired the entire carriage recoiled a few feet and was stopped by the friction of the beams on the tracks.

The Class 32 consisted of two series, the high short hood Class and the low short hood Class , both GE products and both with a 1Co+Co1 wheel arrangement. Both had single station controls. 1Co bogie Both versions ran on the same 1Co' bogies, three-axle Co' bogies with additional integral single axle pony trucks which was designed and produced by General Steel Castings. The fourth axle reduced the maximum axle loading sufficiently to enable these relatively heavy locomotives to operate on the very light rail which was used throughout South West Africa at the time.

The suspension consists of seven double road wheels attached to two bogies, the one in front carrying three, the other four. The rear bogie is sprung by two vertical coil springs, the front one larger than the rear one. The front bogies of the left and the right, each sprung by a vertical coil of narrow diameter, are connected to each other by means of a yoke-like transverse beam, itself attached to the hull bottom by two wide vertical coils springs, diminishing rolling and tilt when crossing rough terrain. Ground clearance is forty-one centimetres.

The high floor areas are 88 cm high and can be found at the outer-end of each end carriage and in the centre carriage; they are reached by either two or three steps. Because the Supertram network includes gradients up to 10%, all vehicle axles are powered, which limits the low-floor area to that between the bogies. For maximized low floor area, the middle bogies are installed entirely below the centre carriage section rather than under the articulations. The wheels are type Bochum 84, have resilient rubber inserts and have a diameter of 67 cm.

Following evaluation of these prototypes 150 production cars (nos. 1143 to 1292) were built at Coplawhill between 1937 and 1941. These used the 4-bay body, but with EMB bogies and interiors based on that of car 1141, and became known as the Coronation class due to their appearance in the year of the Coronation of King George VI. They were built to a very high specification and were described as the finest short stage carriage vehicles in Europe. A further six cars were constructed in 1954 on secondhand bogies salvaged from a Liverpool depot fire (nos.

The Pacers have often been criticised as being of poor quality. Instead of the usual bogies, Pacers use a basic four-wheel two-axle configuration which often results in a ride which is noisier and less comfortable than other trains. The lack of articulation can result in a rough ride, especially over points, and a loud squealing noise around tight curves. The lack of bogies also results in a more basic suspension, which can result in a bumpier ride; this has given rise to the nickname "nodding donkeys" owing to the trains' up-and-down motion on uneven track.

The K 12 (E) could be fired from any curved section of track, a Vögele turntable, or from its special firing track. This prefabricated T-shaped track was carried on the gun train and deployed by a special crane wagon. Once the front bogies were at the crossover at the top of the T they were then jacked up and turned with the subframe 90° and then lowered onto the crosstroke of the T. The gun was then traversed by an electric motor to the bogies and it was clamped to the track once laid onto the target. It fired HE shells weighing .

Bi-directional GT4 tram in Freiburg. The GT4 was developed because the longer six-axle articulated trams with Jacobs bogies, such as the GT6, were not suitable for the Stuttgart network, which had a large number of sharp curves and steep gradients due to the city's hilly topography. The design of articulation is unique: Both bogies are connected by an underframe, upon which the two halves of the tram body rest. When the tram drives around a curve, the underframe prevents the body from overhanging the inside of the curve, allowing tighter clearances and more flexibility than a non-articulated tram.

A traction engine would arrive at the site with the body, and would position it below the gantries. It would then be raised so that the road wheels could be removed, and a steam crane would position the bogies onto the track. Once the body and bogies were united, a steam engine would remove the complete car, to allow the next one to be assembled. A further 120 cars were ordered in 1925, with both types of equipment, to cope with the opening of the junction at Kennington and the lengthening of trains to six cars and from 1926, seven cars.

To keep the vehicle centered in the guideway, smaller horizontal tires were attached by leaf springs to the main bogies, one in front and rear of the main axle on either side, for a total of four wheels per bogie. The springs pressed the wheels against metal guide rails on either side of the track, and when the car entered a curved section of the guideway they rotated the bogie so it steered along the curve.Chamberlain, pg. 46 A separate set of wheels was also attached to the bogies, located above them on the end of switch arms.

In Pendolino bogies, only one axle is driven. In class 411 and class 415 motor cars, the inside axle of both bogies is motorised (configuration (1A)'(A1)'). After the German government abandoned the project of a Transrapid (maglev) line between Hamburg and Berlin, Deutsche Bahn decided to upgrade its conventional line between the two cities to 230 km/h. To serve this line and increase capacity on other lines, in 2002 DB ordered an additional 28 seven-car trains from a consortium consisting of the successors of the companies in the previous one, but this time led by Siemens.

Sugar beet wagon with double-flange wheels in the Frankfurter Feldbahnmuseum A long gauge Spaldingbahn was laid in 1883 from Osterhof railway station on the Heide–Büsum railway to the Osterhof estate of a sugar beet grower and sugar manufacturer of Wesselburen in Büsum. In 1883 it carried daily up to 300 t of sugar beets. The bogies of the wagons had four axles with double-flanged wheels and a load capacity of 3 tons (60 quintals). Two of those cars are still preserved in the Frankfurter Feldbahnmuseum, one of them with the original bogies with double- flanged wheels.

On the Class 25 condensing locomotive, spent steam was fed through a thick pipe on the engine's left side back to the tender, to be condensed back to water for repeated use. The Type CZ tender was built on a one-piece cast-steel water-bottom frame, supplied by General Steel Castings in the United States of America, and rode on three-axle bogies with Timken roller bearings. It had four diameter vacuum brake cylinders and the brake riggings of its bogies were independent of each other. Only the front bogie was equipped with a hand brake.

Once in firing position, a section of rail bed was reinforced with wood and iron beams to support the weight of the gun. Five steel beams under the center of the carriage were then lowered to lay across the tracks and the carriage was jacked up to take weight off the bogies and anchor the gun in place. There were another two beams located between the quadruple bogies on each end of the carriage. When the gun fired the entire carriage recoiled a few feet and was stopped by the friction of the beams on the tracks.

The final well wagon entered service in 1960, classed QW2. Another unique design, this vehicle was explicitly designed for loads both overlarge and incredibly heavy. The wagon was rated at 150 tons capacity, and weighed 93 tons on its own. Because of this incredible mass, well outside normal railway standards for the era, the well wagon unit was not fitted with its own bogies. Instead, it shared second-tier bogie units with QS2 / VFHA2; these were beams that were placed between the wagon frame and four- or six-wheel bogies, depending on the load to be transported.

Class 114 is made up of 20 re-designated units from the third series of class 112, which were capable of speeds up to 160 km/h, and ran on modified bogies made for class 110 in serial production. Because of significant wear, starting in 1985 the top speed of locomotives with numbers 112 485-504 was reduced to . To differentiate these units from the other class 112 machines, which were still allowed to travel at , they were designated as class 114 from 1988 on. Further conspicuous issues on and around the bogies continued to be noticed even after the speed reduction, and the locomotives were first further slowed down to , and retired altogether soon thereafter. Starting in 1993, using bogies from class 110 units with numbers 110 287 and lower, all 20 of the class 114 locomotives were rebuilt as normal class 110.3 units and were inserted into inventory as 110 485-504.

Industries which has made Shendra their home includes Audi India, Škoda Auto, Volkswagen, Wockhardt, EtchON, Perkins Engines, Monginis. Electrical goods major Siemens has set up a plant for manufacturing of bogies for locomotives, electric multiple units and metro coaches at Shendra MIDC Aurangabad.

The rear wheels were attached to bogies and the construction was generally similar to commercial 3-axle trucks of the period. As a tank, it was not ideal. However, its simple and more promising design was much better received than Christie’s designs.

The locomotive class was jointly developed by RDSO and BHEL in 1997. Components were shared with the WCAG-1 locos (see below). Co-Co fabricated bogies (High- Adhesion—shwered with WCAG-1, WAG-7, WDG-2, etc.) with secondary suspension. Monocoque underframe.

The 16 locomotives of this class were however retired as early as 1954 again because they tended to overheat at higher speeds and could only be used for shunting. As a replacement the Class 82, a new locomotive with Beugniot bogies was used.

This locomotive is based on the Siemens EuroSprinter model ES64F, assembled by Rotem. With four 1300 kW electric motors, the total power output is 5200 kW. The maximum speed is 150 km/h, although changing the bogies would allow 220 km/h.

The other two were fitted with standard gauge bogies, 28 at Silverton's workshop and 29 at Islington Railway Workshops and were relegated to trip working between the various mines in Broken Hill being repainted in Silverton's yellow and blue livery in May 1984.

These units returned to London in 1934 and regained their original configuration on the introduction of the 2NOL units. In 1934, some of these units were rebuilt. The motor carriages were given new underframes and lengthened. New motor and unpowered bogies supplied.

The prime mover is a turbocharged 16-cylinder EMD 710. New technology used included passive steer bogies, to reduce flange wear on curves. The class were built at Cardiff, with the frames constructed at Port Augusta, and the bogie frames at Kelso.

The V type carriages, introduced from 1897, were the first group of Victorian Railways passenger rolling stock to have their own distinct class. Despite some records, these classes were never "doubled" to reflect their bogies; for example, the class AVAV never existed.

The bogies have a wheelbase between the outer wheels of and a distance between the bogie centers of . The wheels have a diameter of when new. The locomotive has a minimum curve radius of . The bidirectional locomotives are long, wide, tall and weigh .

The locomotive body consisted of single bridging slab. On this slab the body parts were fixed with screws. The bridging slab laid on the bogies using pivot bearings. To prevent the transmission of tractive forces over the body the bearings had longitudinal play.

The locomotive class was jointly developed by RDSO and BHEL in 1997. Components were shared with the WCAM-3 locos (see below). Co-Co fabricated bogies (High- Adhesion—shwered with WCAM-3, WAG-7, WDG-2, etc.) with secondary suspension. Monocoque underframe.

The bogies are rated for a maximum speed of . Each axle features wheels with a new diameter of and two disk brakes. They are powered through a pneumatic cable running through the train. It is supplemented with an auxiliary cable for appliances.

The cylinders were arranged outside the bar frame, with balanced slide valves above, actuated by Stephenson valve gear through rocker shafts. The locomotives were delivered with type XF tenders, which rode on 2-axle bogies and had a capacity of coal and water.

From 1960, a shortage of high-speed bogies saw a number of BP wagons downgraded back to BB. Wagons 77, 70, 10, 85, 14, 51, 71, 19, 9 and 67 were renumbered BB222 to 231. In 1961-62, these became BMF 2 through 11.

In 1974, the remaining 15 BB wagons were converted. Most had their passenger bogies returned, adding 37, 41, 52, 68, 74, 81, 89-92 and 96 to the fleet, for a total of 23 wagons. Three others, 76, 77 and 78, were converted to BMX.

Huddersfield: Advertiser Press; pp. 63-65 The first batch of these trams made their appearance in Manchester in 1903. The bogies were constructed by G. F. Milnes with car 765 being finally erected at the Hyde Road Car Works of MCT in Ardwick.Yearsley; pp.

The locomotives were designed to be able to haul 1,000-tonne trains at . Each traction motor has a power output of , (about 50% more powerful than the Class EF65). The bogies have an air suspension system to limit the impulsive forces on the track.

The locomotive has three individually driven axles and two two-axle bogies. The axes were driven by a hollow shaft drive from GEC. Technically, it should have some similarities with No. 13 of the North Eastern Railway (NER), otherwise little is known about this locomotive.

Japanese DMV Rail-road buses were also developed in Japan, by JR Hokkaido in 2002, under the name “DMV” (Dual Mode Vehicle). The DMV920 model no longer used external bogies, the two axles that are carried along are only lowered on the single rail.

This system is not suitable for four-wheeled wagons. The Ramsey car transfer apparatus is another way to change bogies. Adjustable gauge equipment or variable gauge axles, allow a wheel gauge to be altered. Transshipment procedures move containers and people from one train to another.

The final five CBH class units are designated as type MP33C, and have road numbers CBH118 to CBH122. They are equipped with the same Cummins V-18 QSK78 prime mover as the MP33CN, but ride on (standard gauge) bogies fitted with EMD D78 traction motors.

This was supplemented by a spring-loaded brake. The cars were also fully motorized, so had two powered bogies. For this, the engine power was reset from 100 kW to 70 kW. Except for the railcar 519 all vehicles survived the Second World War.

The Denver, South Park & Pacific owned twenty-three Mason Bogies built between 1875 and 1880 by the Mason Machine Works. Four of these engines were 2-8-6t wheel arrangement all built in 1880. They are the only known locomotive of that type ever built.

The locomotive driver (US: engineer) worked on one side of the locomotive, and the fireman on the other; the fireboxes separated them. The regulators for both power bogies were located above the centre of the fireboxes, with the steam brake valve at one end.

The automatic Westinghouse air brake and the locomotive brake acted in both bogies on both sides of the driving wheels of each drive axle. The idle wheels did not have brakes. Each cab was equipped with a handbrake which acted on the respective bogie.

The automatic Westinghouse air brake and the locomotive brake acted in both bogies to both sides of the driving wheels of each drive-axle. The idle-wheels did not have brakes. Each cab was equipped with a handbrake which acted to the respective bogie.

Cook Brothers had developed an unusual vehicle for desert conditions. This had two four-wheel-drive bogies each with its own engine. Steering was by pivoting the front bogie. They then developed their design into a tank destroyer with two engines at the rear.

Serakhs is a crossing point on the Iranian-Turkmen border and the place where bogies must be changed on the freight railway line from Tejen to Mashhad in Iran, which was opened in 1996. The passenger connection between Serakhs and Ashgabat is also operated.

Gun #1 unloaded through the muzzle at 0210. At 0230 > first unidentified plane reported. Until 0515, “bogies” were reported at > intervals, singly and in groups (about four) (one dropped flares on > starboard beam at about 0310). One “bogie” approached as close as 3 miles.

They have two 3-axle bogies and are similar to the WDM-2 in appearance. The power-pack is a 12-cylinder Alco 251B unit. They are lower powered version of the WDM-2. They were formerly housed at Erode and Golden Rock also.

Each class EMU 89.0 unit consisted of three steel bodied sections, joined to each other by full width articulated passages, and Jacobs bogies. The two outer sections each had another bogie and entrance doors. One of them was also equipped with a luggage compartment.

Each of the two outer sections of each unit was fitted with a pantograph current collector. A total of eight traction motors, two for each of the four bogies, were installed in the chassis. The total continuous power rating of the traction motors was .

They had larger coupled wheels than the CGR 7th Class, bar frames, used saturated steam and had Stephenson valve gear. In service, it was found that the four-wheeled bogies and the shorter fixed wheelbase made them steadier and easier riding than their Consolidation predecessors.

The certified top speed of the AVE Class 103 is , currently the highest for any train in the world, although the Alstom AGV, currently conducting extensive tests, aims for certification at . The class has distributed traction, traction equipment was moved underfloor, with powered bogies distributed in alternate carriages along the length of the train. This removes the need for driving units at either end, which AVE Class 100 and 102 have, allowing a better use of space, better energy efficiency, better acceleration at lower speeds, and better ability to climb grades. For the AVE Class 103, four of the eight cars were fitted with two powered bogies each.

Cars for overhaul would arrive at a small platform near the trimming shop, where the seats would be removed for refurbishment. At the lifting shop, the car body would be lifted off its original bogies, and mounted onto accommodation bogies, which provided much more clearance below the car, so that items below the car floor could be accessed more easily. A system of haulage chains, mounted in channels underneath the workshop floors, was used to move the car bodies through the various workshops. Dirt and accumulated debris was removed by high-pressure air jets, before insulation testing of the electrical circuits was carried out.

The design of the Type 98, in comparison to the Type 95, featured thicker, welded armor of improved shape, including the use of a Mitsubishi Type 100 6-Cylinder air-cooled diesel engine, rated at 130 horsepower, and located sideways to make maintenance easier. The height of the tank was 50 cm lower in profile, and slightly lighter and shorter in length than the original Type 95. It could travel at even with its thicker armor. Three pairs of bogies with six road-wheels connected to the chassis using bell cranks, which transferred any movement in the bogies into sideways motion that was absorbed by springs.

After the voltage test, the locomotive body was lifted off the driving wheels and the bogies and the engines removed. For transport, it was placed on two special bogies of a SBB flat bed wagon and shipped on the rails to Antwerp, where it was loaded onto the cargo ship to India. In Bombay, the locomotive box was put back on the undercarriage and brought on its own wheels to the main workshop in GIPR, where the locomotive was fully assembled and then went into operation. The locomotive remained in use until the 1980s and was given after being condemned at the Nehru Science Center in Bombay.

Kururi Line KiHa E130-104 at Kisarazu Station in October 2012 Ten new KiHa E130 series cars were introduced on the Kururi Line in Chiba Prefecture from 1 December 2012, replacing the ageing KiHa 30, KiHa 37, and KiHa 38 DMU cars previously operated. The first three KiHa E130-100 series cars (101 to 103) designated for use on Kururi Line services were delivered from Niigata Transys in August 2012, followed by the remaining seven cars (104 to 110) in October 2012. These are scheduled to enter revenue service from 1 December 2012. The Kururi Line KiHa E130-100 series sets have DT74A motored bogies and TR259A trailer bogies.

Like the SM'90 ("Railhopper"), the DM'90 uses a non-standard width of , this was made possible by the distinctly bent side-walls which allowed the cars to be wider than conventional trains while being within the loading gauge. This allowed a 5 abreast seating arrangement, however the trains were eventually delivered with only the standard 4 abreast configuration. Power is provided by two Cummins (NTA 855 R4) diesel motors, each delivering up to of power to the Voith hydraulic transmission, driving the axles on the inner bogies. The bogies were Stork- manufactured RMO 9000 series, also used on the SM'90, and DD-IRM trains.

The gun cars allowed only 1° left and right traverse, achieved by pivoting the entire gun car body about the forward bogies, in the two Vickers carriages, or about the rear bogies in the Armstrong carriages. Like most railway guns in the war it was operated on specially-constructed curved sections of track and moved forward or backward to point it at a new target. Fine adjustment could then be achieved by onboard traversing, which at the gun's maximum range covered an arc of about 1,000 yards.Miller 1921, page 154 The initial shock of firing was absorbed by a hydro-spring mechanism, allowing 34 inches of recoil within the gun mounting.

The Leader being lifted onto its power bogies at Brighton, May 1949. The casing allowed the locomotive to be put through a carriage-washing plant. Following trials that lasted over a year, No. 36001 was shown to have several flaws, including heavy coal and water consumption, mechanical unreliability, untenable working conditions for both fireman and driver, loss of steam through the cylinder rings and uneven weight distribution on the bogies. After renewing the cylinder assembly, it was tested around Brighton and Eastleigh using an LNER Dynamometer car, where good running was experienced at high costs in fuel and effort on the part of the fireman.

The main problem was the design of the non-driven bogies, which were not stable and could not be used for high speed runs. One power car was retained at the lab while the other and the two passenger cars were sent to the nearby Derby Works for modification. The main changes were to stiffen the power cars and replace the suspect bogies with a version of the powered bogie with the motors removed. Other changes included the removal of the ceramic recuperators from the turbines for reliability reasons, although this dramatically increased fuel use, and the addition of a small seating area to the passenger car for VIP use.

While fitted with the two-axle bogies it was capped at 120 tons load, but when the three-axle bogies were in use it could support 170 tons. Either way, when operating it had to run at a very low speed, often 10 mph on mainlines and 5 mph through stations. To accommodate this it was most often used on Sundays, when relatively few other trains were operating; and if running to Gippsland as in the 1970s, this was also the one day per week when the overhead power lines were switched off, removing a risk for tall loads. When not in use it was stored at Newport Workshops.

Most had underframes long, with bogies at centres; the body was long if the coach was gangwayed, or if non-gangwayed. A smaller number had underframes long, with bogies at centres; the body was long if the carriage was gangwayed, or if non-gangwayed. The shorter vehicles were intended for use where the track curvature was too tight to accommodate the longer vehicles, due to excessive overhang. These lengths allowed for compartments or seating bays wide, plus space for toilets and entrance vestibules; a typical design of Mark 1 vehicle, the TO (Open Third class), had eight seating bays, three entrance vestibules and a pair of toilets at one end.

This condensing tender, with Henschel works no. T28388, was designed for a Deutsche Reichsbahn Class 52 condensing locomotive. It was modified slightly and was equipped with a pair of Buckeye three-axle bogies instead of the German arrangement of one six-wheeled and one four- wheeled bogie.

The Lancaster Palace cars were four trams built by Lancaster between 1894–1896. They were numbered 11–14. They first appeared in a green livery. They were the first trams in Blackpool to have two bogies each rather than four wheels fixed in place under the bodies.

The De-Luxe cars were seven trams built in 1911. They were numbered 62–68. There were initially two variants of this class, with 62-64 built as 4 wheeled tramcars, whilst 65-68 were built as bogie tramcars. 62-64 were rebuilt with bogies by 1923.

Some rebuilt locomotives have Co-Co-fabricated ATHS (Advanced Trimount High Speed) bogies instead of ALCo cast-iron type. All the rebuilt WDM3A bear the suffix to their road numbers. In 2012 Bangladesh Railway ordered 26 WDM3A from DLW. They are classified as Class 6500 there.

The boiler and elements of the driving gear were the same as those on the DRG Class 24. They had Bissel bogies, apart from ten engines which had a Krauss-Helmholtz bogie . From no. 64 368 onwards the engines were 10 cm longer than their predecessors.

They have five articulated sections, and are expandable with another two modules to a length of , should higher capacity be necessary. All stations are built for extended trams. There is a slightly elevated driver's cab at each end. Eight motors provide a total of for three bogies.

The R class were a hood type general purpose diesel-electric locomotive. They were similar to the Queensland Railways 1300 class. All equipment, except traction motors, were interchangeable with the standard gauge K class. The bogies are an English Electric design with low weight transfer characteristics.

In 1956, the transformation of lines to allow the running of bogies with tyres line 11 resulted in the retirement of many Sprague trains, many of which were turned into maintenance trains. The same changes occurred on line 1 in 1963 and line 4 in 1967.

Locos EF64 1 to 12 and EF64 29 to 55 were equipped with train-heating generators for passenger use, and are distinguishable by the train heating indicator lights next to the cab doors. The DT120A/DT121A bogies were virtually identical to those used on the Class EF70.

The entire class is maintained at a purpose-built depot at Salisbury. In 2007, eight further Class 159 units were created through the rebuilding of surplus Class 158 units displaced from TransPennine Express. All units use P4-4A and T4-4A bogies. The units feature BSI couplers.

36 Spanish Talgo 350 SRO trains have been ordered, one of these is expected to include a Dual (hybrid) coach pair for up to 20 or 30 VIPs; they will run at 300 km/h. The propulsion and bogies were made at Bombardier factories in Spain.

The pantographs on most of these locomotives were also replaced by the single arm type.Information supplied by Transnet Freight Rail staff The Series 1 and Series 2 Class 9Es can be visually distinguished from each other by their bogies, which were redesigned for the Series 2 locomotives.

Articulated cars have a number of advantages. They save on the total number of wheels and bogies, reducing initial cost, weight, noise, vibration and maintenance expenses. Further, movement between passenger cars is safer and easier than with traditional designs. Disadvantages primarily relate to lesser operational flexibility.

The roadtrain's eight wheeled trailers were self-tracking, following in the tracks of the tractor unit. The trailers were fitted with two bogies at either end that turned in opposite directions, each bogie fitted with a turntable connected to the other by a spring loaded linkage.

A tractor and trailer were however only presented to the Commission de Vincennes on 6 March 1939, testing starting immediately. The type again resembled the Renault UE but was somewhat higher. It had three bogies per side with two road wheels each, sprung by horizontal coil springs.

However, the three axle bogies with their rod drive were not effective, and caused various difficulties that were untenable in the long run. In particular, the drive rods had a habit of breaking and on one occasion, a broken drive rod even penetrated the vehicle's roof.

Poznań announced in 2002 a tender for low-floor trams. Siemens won the contract with Combino. Poznań ordered 14 trams, each consisting of five modules, three double doors and three bogies, identical to the Amsterdam version. The first Combino entered service at the end of 2003.

The aluminium bodyshells are built in Szolnok, with the final assembly taking place in Berlin. The bogies are derived from the Oslo Metro MX3000 trains. In order to comply with regulations aiding the visually impaired, the doors are black as a contrast to the train's sides.

Operation - South African Classes 6E, 6E1, 16E, 17E and 18E When the locomotive was stopped, the air brakes on both bogies were applied together. The handbrake or parking brake, located in cab no. 2, only operated on the unit's last axle, or no. 7 and 8 wheels.

The tram was designed by Aufeer Design, Mladá Boleslav. It consists five sections with three bogies. The doors are located both sides of the vehicle (5+5), the first and the last doors are smaller. The total capacity of the fully air conditioned car is 281 passengers.

The is a tramcar type operated by Tokyo Metropolitan Bureau of Transportation (Toei) on the Toden Arakawa Line in Tokyo, Japan, since May 2016. The planned fleet of eight cars is to be built from former 7000 series cars, rebuilt with new bogies and electrical equipment.

These contracts required BREL to build the frames, body shells and bogies, and install the traction and ancillary equipment of the primary contractor. Much of the electric locomotive construction programme of the 1980s, such as Classes 87, 90 and 91, was carried out in this way.

The initial ten pre- production machines with the exception of V 160 006 were powered by a Maybach engine of the type MD 16 V 538 TB. The others were powered by a MTU 16 V 538 TB 10 or MTU 16V 653 TB 10 (16 cylinders and a power of 1900 hp at 1500 rpm). In all examples both bogies are powered via drive shafts from a two speed hydraulic drive from Voith The welded steel chassis (formed of U beams and transverse members) and the body shell form the load-bearing frame, which rests on the two welded steel bogies, supported by helical springs, the engine is centrally located, with the fuel, batteries, oil, and fuel oil being hung below the chassis frame, between the bogies. The welded steel components along with other light weight materials were used to keep the axle load below 20t. However, in the main production series of locomotives some of the lighter weight welded construction was abandoned in favour of less expensively produced components – leading to an increase in axle weight from ~18.5 to ~20t.

All previous T1 versions had a totally unsprung suspension which used multiple equalizing links between the bogies to spread out impacts from rough terrain. This still gave a very rough ride. The T1E3's suspension had coil springs and hydraulic shock absorbers, and its ride was much smoother.Hunnicutt, p.

The company also owns two Class Te III locomotives based on the standard gauge lines at Morge where they shunt traffic for the metre gauge lines and mount this into metre gauge carrier bogies "piggy-back" style. These are numbered 147 and 155 and were built by SLM/MFO.

Four UB vans were recoded to UF during 1961. They were placed on cast bogies capable of higher speeds, a result of internal springing that reduced vibrations. The four vans were 15, 17, 53 and 55. UF 15 was converted from, then back to a UB in November 1961.

It was, however, laid from the beginning on standard gauge-sized ties. Given the lightweight rail, the locomotives were small and of narrow gauge dimensions. The vast majority of them were Mason Bogies, 11 from the Mason Machine Works and a further 21 from other builders after Mason closed.

The coal and water storage is located on the bogies. The water tanks were located below the running boards, to ensure pressure as applied to all axles even when running empty. Additionally, this allowed for unobstructed views from the cabin. The valve gear is of the Verhoop system.

SP30 is a Bo′Bo′ locomotive, what means it runs on two bogies, each equipped with two axles. The general construction of this engine is relatively simple. The locomotive frame is constructed of steel rolled formers. Ball stub-axles are mounted to strend girders, that make welded box construction.

Traction engine rotor is connected with a gear train through the rigid clutch (rubber cord shell). The wheelbase of the motor car bogie is , the distance between ____ axis is . The trailer car bogies have the same suspension scheme, like motor cars. the wheel diameter of trailer car is .

This featured the same 190 kW traction motors and bogies as the 30000 series, with VVVF control. Only three of the six cars in this set are motored. In December 2014, set 206 was overhauled and returned to traffic with new seats, replacing the original 1700/1720 series seating.

British folklorist Katharine Mary Briggs, while acknowledging the universality of the tale, suggested the character seemed more prevalent in the Celtic fairy tale tradition of the British Islands.Briggs, Katharine. An Encyclopedia of Fairies: Hobglobins, Brownies, Bogies and Other Supernatural Creatures. New York: Pantheon Books. 1976. pp. 202-204.

Andersen & Kjenstad: 130 The trams were equipped with two Hägglund-built H-bogies. They had an outer frame with the motor axles parallel with the wheel axles. Each axle had four rubber suspensions as its primary suspension.Andersen & Kjenstad: 123 The carriage rested on the bogie on rubber plates.

DE10 C-B class Co-Bo or Co′Bo′ is a wheel arrangement in the UIC classification system for railway locomotives. It features two uncoupled bogies. The "Co" bogie has three driven axles and the "Bo" bogie has two. The arrangement has been used to even out axle loading.

The South Island allocated locomotives were initially classified DH because they were fitted with adjustable bogies that allowed a higher maximum axle weight and tractive effort The DG and DH axle loading was . By adjusting the spring beams the DH adhesive weight increased to and the tractive effort to .

Lighting was supplied from a 110 V circuit which was fed by the generator in parallel with lead acid batteries. The batteries were mounted in cases suspended underneath the locomotive body between the bogies. This generator also supplied power to the control circuits, exhauster, compressor and cab heaters.

For the conversion only the locomotive frame and bogies of the V 100 were used. The low superstructure was completely new and more box like. The engines are driven by a new Caterpillar motor, 3508 BSC (970 kW). The DB classified the locos it hires out as Class 262.

A bogie exchange station exists at the Chinese border to Mongolia. Both the Moscow-Beijing passenger train (Trans-Siberian) and freight trains get their bogies exchanged. Mongolia has , China has . Also, a bogie exchange station was placed farther east at the Russian–Chinese border crossing at Zabaykalsk/Manzhouli.

For braking all cars have disc brakes. Additionally, the power heads use regenerative brakes, the intermediate cars have electromagnetic track brakes. The power cars have spring-loaded parking brakes; intermediate cars use screw brakes for the same purpose. The bogies facilitate replacing the track brakes with eddy current brakes.

After frequent mechanical difficulties, it was withdrawn in 1917. Another early petrol-electric railcar assembled at Petone was put into service in 1916. It used bodywork manufactured at Petone; underframe, bogies, and transmission from Thomas Transmission Ltd. of the United Kingdom; and a motor from J. Tyler and Sons.

The 7700 series trains were formed between 1987 and 1990 using the bodies of former Tokyu 7000 series trains dating from the 1960s, which were modernized with air-conditioning and mated with new bogies and VVVF drive. Cars are long and have three pairs of doors per side.

See also: Bo-Bo-Bo. ; C : Three powered axles, connected by driving rods or gears, all mounted in the locomotive's frame (Whyte notation: 0-6-0). ; C′C′ : Two bogies or wheel assemblies under the unit. Each bogie has three powered axles, connected by driving rods or gears.

The 12X design maintained the basic configuration of the Class 120: two bogies with two axles each, each axle powered by three-phase asynchronous motors, forced-air cooling of motors with cooling exhausts on the inclined roof edges, airtight machine room with closed walls and a central alley.

Jacobs noted that the Hobyahs, though now destroyed, resembled "the bogies or spirits of the comma bacillus". Escaping from a bag is a common fairy tale motif, but the technique used is not. Such tales as Molly Whuppie and The Little Peasant feature the character tricking his way out.

Since in modern times, locomotives no longer require separate driving and carrying axles (see wheel arrangement), as was formerly common with steam locomotives, but usually have bogies where all axles are driven, the term running gear is (inaccurately) superseding the term 'driving gear' in some parts of the world.

One deluxe twinnette sleeping carriage was built for each system - Victoria had DAM2333 on 2BU bogies at 42 tons, and New South Wales had DAM2334 on 2BS bogies for 43 tons. The cars were almost identical to the NAM sleepers, with compartments attached to a side corridor and a small conductor's cabin at one end. The main difference was that the DAM cars' centre two compartments were merged, with the internal wall removed and the whole space allocated to only two sleeping passengers, rather than four. This luxury compartment provided a wider bed at one end, with two armchairs and a full WC and shower, and was placed in the centre of the carriage for maximum comfort.

The first development in passenger guard's vans, the DD class, totalling 44, was built between 1888 and 1893. They were long, and sat on two bogies. They featured a centred cupola, made possible due to the lack of passenger compartments; and the design was effectively two Z vans back-to-back, with a single cupola and fitted with bogies. Around 1890 some of the vans were fitted with end vestibules, and in 1893 the class was fitted with toilets for the guard. In the 1910 recoding the DD vans became the C vans. Not much information is available on the vans between 1910 and 1950, so it is assumed that they were generally unaltered.

In addition, the higher performance demanded, required a larger boiler heating area; this was achieved by extending the boiler barrel. The use of individual components or systems such as, for example, the boiler, the carrying bogies, etc., for as many classes as possible, enabled considerable savings to be achieved in construction, in repair and in the stocks of spares parts needed. So, just externally, German Einheitsdampflokomotiven can be recognised from their bar frame, their large, long boilers and corresponding short chimneys, the standardised appearance of systems like the bogies, driver's cabs and associated tenders, as well as the typical, large Wagner smoke deflectors and, later, the smaller and more elegant Witte deflectors in front of the smokestacks.

During the 1970s, Dr. Herbert Scheffel of the SAR experimented with self-steering bogies which not only reduced flange wear on goods wagons, but also opened up the possibility of running at high speed in passenger service on Cape gauge.Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 17: Northwards to just short of the home signal at Pretoria by Les Pivnic. Introduction. (Accessed on 27 April 2017) No. E1525 with nose cone for high speed testing In 1978, one of the Series 4 units, no. E1525, was modified for experiments in high speed traction by re-gearing the traction motors, installing SAR-designed Scheffel bogies and fitting a streamlined nose cone on the no.

In an effort to improve ride quality, the Railways converted 742 Z from a four- wheeled van to a bogie guards van. It featured cast bogies with outside spring dampers, and entered service as 742 ZZ. It was theorised that the extra springs between axles and bogie, as well as between bogie and frame, would help to reduce vertical forces experienced due to less than ideal track geometry, though it is not clear how the fitting of bogies would have helped with coupler slack problems. The van ran on experimental trains from December 1958. Departmental officers rode other trains as well to gauge the difference in riding qualities across different van types.

Classified as heavy rail according to UIC standards, the Talent is a two-, three- or four-part articulated railcar with Jacobs bogies. Partially as a result of this, the interior of an entire unit is essentially a single, long cabin; it is possible to see or walk from end to end without opening doors or passing through narrower gangways. The sharing of bogies also means that a Talent unit cannot be easily disassembled or rearranged without the assistance of a railway yard. In those variants whose floor is above the rails, this means that the articulation floor is raised, but with ramp access, since it needs to be higher than the wheel diameter, above rail level.

It departed Masterton at 7.30 am, and called at Carterton at 7.48 am, Featherston at 8.09 am and Upper Hutt at 8.32 am The first run in service was on Thursday 18 May on train 1602, departing Wellington at 8.25 am In early 2007, the longest Wairarapa Connection consist (seven cars and van), which formed the weekdays 6.30 am from Masterton and 4.33 pm from Wellington had five cars replaced by ones from the now-disbanded charter fleet so that their Korean bogies can be overhauled and placed under five of the new SW cars. The charter cars run on old NZR Timken bogies limited to 80 km/h, not the 100 km/h standard carriage train speed.

In May 2008 Škoda made a contract with the Riga transport company (Latvia) for delivery of 20 trams (with option for another 32) worth 1,3 billion CZK (about 65 million CZK per unit (2,6 million € per unit - 1€ 2008 = 25CZK)). The bidding process started in 2007 and altogether 9 companies took part in it. The Riga variant is three-segmented, like the Prague version, with air-conditioning for whole tram (Prague only for driver's cabin) and it is in white-blue livery. Unlike Prague's version, which has all bogies driven due to difficult adhesive conditions (Prague has hilly terrain), the Riga tram has 3 bogies driven (the 1st bogie doesn't have motors).

The cars also included a flat floor for the first time, rather than having a raised section over the motor bogies (previous stock had flat floors at the centre section only, with a rising transition in the two double doorways to a steeply curved floor 4 inches higher at either end over the bogies). The first of the new trains entered service on 9 November 1960. The driving motor cars were numbered 3900-3911 although the first two cars were delivered by Cravens numbered 3000 and 3001 but were renumbered 3900 and 3901 before entering service. To make the sets up to four cars, each incorporated two trailer cars which were rebuilt from old Pre-1938 Standard Stock.

The design of the Metrocars was partly derived from that of the German Stadtbahnwagen B. However, they were built by Metro-Cammell in Birmingham, and were not fitted with the lights and indicators that would have allowed them to run on streets.Metro trains celebrate 40 years of service Nexus 8 June 2015 Each Metrocar consists of two semi-permanently connected coaches mounted on three bogies, with the middle bogie being a Jacobs Bogie. The outermost bogies are powered and the centre Jacobs Bogie, located in the articulated section between both halves is unpowered. The trains make use of rheostatic braking between , with air-operated disc brakes for use during the final stages of deceleration below .

SeaRail is a company based in Tampere, Finland operating a logistics terminal. The company is jointly owned by Finland's VR Group and the Swedish rail freight company Green Cargo AB. The company operated a train ferry for railway freight wagons between Turku, Finland, and Stockholm, Sweden. Because the track gauge of the Finnish railways (VR) is wider than the standard gauge of much of the rest of Europe (including Sweden), a special fleet of freight wagons with interchangeable bogies is used. The break-of-gauge point is several hundred meters inside Finland at Turku and the bogies are exchanged in a specially-equipped depot; this procedure can be achieved in 10 minutes and involves jacking up each wagon.

In an effort to displace both horses and steam from remote logging railways (bush trams), several enterprising inventors took the Fordson tractor and made modifications to allow them to run on rails. Extra bogies (wheel sets) were added behind and in front of some versions and acted as log bogies, whilst increasing traction on the light rail lines, without increasing weight. Dunedin company Trails Ltd used the Fordson F as a base, adding a reverser, so the tractor could operate either way at the same speeds, and a powered bogie to act as a powered log bogie. Wellington company Nattrass advanced this design, and both companies sales spelled the end to horse-operated bush trams in New Zealand.

Data sheet of the SLM - 3 pages with photo and technical data The total weight of the locomotive was 123 t, of which 72.25 t was for the mechanical part and 50.75 t for the electrical part.Vulcan Locomotives The locomotive has two bogies with three coupled axles, which were driven by an SLM inclined rod drive. The drive axle was the third axle in the bogie, the drive was from a double drive motor via a blind shaft, which is arranged between axes 1 and 2, on the drive and coupling rods.The two powered bogies, on which the pulling and pushing devices were also attached, had lower structures in which the traction motors and the reversing switches were housed.

The Class 373 was designed to comply with the Channel Tunnel safety regulations, and consists of two independent half- sets, each with its own power car. Most of the trailer cars are supported on Jacobs bogies shared between adjacent coaches, supporting both of them, with the cars next to the power cars and the two middle coaches (carriages 9 and 10 in a full-length set) not articulated. Non-shared bogies are coupled with Scharfenberg couplers, providing three points for separation in the event of an emergency in the Channel Tunnel. The electrical supply cables between a power car and the first carriage are designed to break apart during an emergency separation.

The train is mostly made up of China Railway train cars, . There is no air conditioning in the train, as it uses coal for heating, requiring on average 4-5 tons of coal for each staff member on the train. As China uses 1435mm standard gauge rail track, while Russia and Mongolia use 1520 mm broad gauge track, there is a break of gauge at the Chinese-Mongolian border, where the train stops for around three hours at Erenhot, where passengers first go through Chinese immigration procedures, then the entire train is lifted up, then the train's bogies are swapped out for new bogies of the corresponding gauge. Passengers remain in the train while this procedure is conducted.

All four vehicles are owned by Victrack and listed as part of the Historic Vehicles Register. Circa 2001, VFGA 1 and 3 were being used by EDI at Newport Workshops for local movements; a few years later QH2 was used in Newport Workshops' East Block to store the tender of steam locomotive K 183 which had been damaged at Benalla; it was then noted as being fitted with roller-bearing bogies. QH1 was reallocated from the Australian Railway Historical Society to the Seymour Railway Heritage Centre in September 2006, and is intended to be reunited at some point with an original welded tender tank. It may have had its bogies swapped with QH4 at some point.

In 1941 a new, unique and unnumbered wagon was designed and built at Newport Workshops, for the transport of heavy electrical equipment, including stators, to Yallourn. The vehicle was an open framework, each end suspended on bolsters that themselves sat on a pair of four-wheel bogies each, to distribute the load. It was rarely used outside of the Yallourn traffic, and spent most of its time without bogies and with weeds growing through the body. In 1962 it was coded QS1 to distinguish it from QS2, and later it became VFHA1-C before being placed into storage by 1981; it is known that it had not been used since 1975, and possibly not since 1962.

An articulated bogie is any one of a number of bogie designs that allow railway equipment to safely turn sharp corners, while reducing or eliminating the "screeching" normally associated with metal wheels rounding a bend in the rails. There are a number of such designs, and the term is also applied to train sets that incorporate articulation in the vehicle, as opposed to the bogies themselves. If one considers a single bogie "up close", it resembles a small rail car with axles at either end. The same effect that causes the bogies to rub against the rails at longer radius causes each of the pairs of wheels to rub on the rails and cause the screeching.

The bogie side frames were of one piece cast construction with coil spring suspension, connected by 4 transverse members; two internal and two at either end After the Hither Green rail crash, British Rail issued a directive that all locomotives should have an axle weight of no-more than 21 tons. In an attempt to comply with this, Brush fitted the locomotive with modified British Rail Class 47 bogies. The lighter construction and traction motors helped but the attempt was ultimately unsuccessful leaving Kestrel at 22.5 tons per axle. Kestrel continued to be used but the axle-weight problem contributed to the decision to sell the locomotive and prior to this, in March 1971, the original bogies were refitted.

A proposal to replace the tramway with trolleybus was discarded by the city council. The depot was rebuilt, and 28 new Class 7 trams were ordered, in addition to 15 trailers from Strømmens Værksted and Hønefoss Karosserifabrikk, respectively. The bogies and motors were salvaged, and reused on the new trams.

The original Meyer locomotive used two articulated bogies beneath a tank locomotive frame carrying the boiler and water tanks. This limited the space available for the firebox, a disadvantage which could be avoided, for small locos, by the use of Bagnall's boiler with a circular firebox entirely above the frames.

The bid was rejected in October 2009. Bombardier Transportation offered the Aventra, a design incorporating a development of the FLEXX Eco inside frame bogie with bogie-mounted traction motors. Both Bombardier's and Siemens' rolling-stock designs were conventional EMUs incorporating inside frame bogies and modern passenger and rolling stock information systems.

The basic unit of an AC train consisted of two articulated compartment carriages on six axles with motorised two-axle bogies under each cab end and a Jacobs bogie in the middle. The carriages, with doors on each side of the compartments, took their design and functionality from Prussian compartment carriages.

In an ICF BMBC coach, the brake cylinder is mounted on the bogie frame itself. Traditionally, the ICF coaches were conventional type i.e. the brake cylinder was mounted on the body of the coach. However, in the later modification, the new bogies are being manufactured with the BMBC designs only.

13 wagons were reclassed EF and fitted with roller bearing bogies and grade control equipment for use on the new standard gauge interstate line. The vehicles retained their E wagon numbers, but when made suitable for bogie exchange, they were recoded to EX and renumbered in the new series 1-13.

Unusually for SNCB, the French heritage of these locomotives got them classified as B′B′ rather than Bo′Bo′, being fitted with licence-built Schneider monomotor bogies. The locos were not very well-liked by their drivers and maintainers. Unlike Types 122, 123, 125 and 140 they were not indestructible.

The locomotive body consisted of single bridging slab. On this slab the – partly dismountable – body parts were fixed with screws. The bridging slab laid on the bogies using pivot bearings located under the drivers cabs. Beside those two spring-loaded bearings were mounted at the outer part of the body.

A bogie exchange station exists in the Port of Turku with a short stretch of gauge railway. Freight cars get their bogies exchanged. SeaRail train ferries go from Germany and Sweden. They carry no passenger trains, and passengers must walk by foot to Turku Harbour railway station opposite the ferry terminals.

Hogg 1998, pp. 118-122 Elswick Ordnance Company (Armstrongs) mounted two more on its own design of Mk II railway mounting, delivered to the Western Front in August 1916. They are identified by the boxed-in frame appearance, recoil buffers below the barrel and the bogies with frames outside the wheels.

They had a capacity of , with a tank barrel of diameter inside and long. It rode on SARCAST bogies (similar to North American Bettendorf trucks) with coil springs.Spoornet truck manual for customers per business sector, untitled and undated The vehicles were long over the coupler faces and across the buffer beams.

It was marked off register and scrapped in 1986, but spotted at the Spotswood Way and Works depot in 1992. In 2001 it was noted as owned by VicTrack, allocated to the ARHS, but located in the 707 Operations compound in Newport Workshops; at the time it had plain-bearing bogies.

Indian Railways ordered an inquiry to be headed by the Commissioner of Railway Safety. The Maharashtra and Madhya Pradesh state governments announced as compensation for the relatives of the deceased victims. The bodies of the sixteen migrant labourers were moved to Jabalpur by two bogies attached to a special train.

Kahi railway station () is located in Kahi,The engine of a pilot wagon was partially damaged and three bogies were derailed when the wagon hit an anti- tank mine planted near Kahi railway station, Kohat. Frontier Post, 13 Feb Khyber Pakhtunkhwa,Pakistan's abandoned North Western Railway stations echo a forgotten past Pakistan.

The suspension consisted of bogies, sprung by leaf springs, of four wheels. The tank could cross a gap and overcome a gap. Mobility tests showed issues with the tank’s tracks and with the engine overheating, but mobility was deemed unsatisfactory. Firing tests conducted between 5 - 7 February 1918 also had satisfactory results.

The half-luggage vans were initially supplied as BPw4yg-56 (later BDyg 531). Further batches went into service as the BPw4yg-56a (BDyg 532) and BPw4yg-56b (BDyg 533). The basis of the first coaches even included those with Prussian standard bogies, although these were converted from friction bearings to roller bearings.

North of the main hall is the workshop, which is , and covers an area of , of which is the inspection hall. The inspection hall is used for smaller repairs and preemptive work, while the main workshop is used for larger repairs, such as mechanical and electric work on the bodies, bogies and motors.

"Break of gauge" occurs when rails of different gauges outside the normal tolerance meet. Passengers and freight must transfer between trains, or rolling stock must be lifted and the bogies refitted for the new gauge. Avoiding break of gauge reduces costs and allows infrastructure such as platforms, bridges and tunnels to be shared.

First flight was on 26 April 1986. On 1 July 1986, the PA-97 crashed immediately after liftoff on a test flight, killing one of the pilots. A gust of wind from the rear of the aircraft induced some movement across the ramp. The undercarriage responded badly to this, the bogies shimmying uncontrollably.

The Mark 2 series of the X200 class were different again. Twelve examples were built and numbered X207-X218. They were built on the outer bogies of the AD60 Beyer- Garratt class locomotives. Their engines were more powerful rated at at 2,100 rpm and they had a higher top speed of 32 mph.

The order for the fleet of new trains was placed with Kawasaki Heavy Industries in April 2013 at a cost of approximately 12 billion yen (excluding bogies and other equipment ordered separately), and the first trainset was unveiled to the media in November 2014. It entered revenue service on 8 May 2015.

For example, additional cars cannot readily be added to an articulated trainset to accommodate peaks in traffic volume and a mechanical malfunction in one car or power unit can disable an entire trainset. Furthermore, the axle load is higher compared to conventional train sets due to the reduced number of wheels and bogies.

The class was designed by KiwiRail's mechanical design staff in Wellington. It has GPS- triggered announcements, with displays on ceiling-mounted screens and commentary at each seat in five languages: English, French, German, Japanese and Mandarin. It runs on newly designed air-cushioned P11 bogies. Seating was supplied by a Wellington-based manufacturer.

This manifested itself in much greater wear on wheels and track than might have been expected. The Boston, Revere Beach & Lynn Railroad continued to purchase Mason Bogies even after the closure of the William Mason factory, ordering similar locomotives from other builders as late as 1914 and operating them until electrification in 1928.

MTV-82 is a gauge high-floor four-axle tram. It has a full metal body which is mounted on a massive steel carriage with two double-axle bogies. The car has two double doors at each end, which have pneumatic gear for opening and closing. The main brake system is also pneumatic.

The class worked on both freight and passenger trains, until the late 1980s when RENFE decided to replace the class. Some parts of the old locomotives were reused for the new class, named RENFE 319.2 which also used the same GM engine as well as other common parts such as the bogies.

From Pasar Turi, this train departs at 08.30 and 20.15 and arrives in Gambir at 17.30 and 05.15. Argo Bromo Anggrek trains are composed of five to seven executive class passenger coaches, pulled by GE CM20EMP (previously GE U20C) locomotives. The train used a set of special coaches with "K9" bolsterless bogies.

Preserved Keio 2010 series EMU car 2015 in April 2003 Iyo Railway set 823 (later Choshi Electric Railway set 2002) in June 2007 Set 2002 undergoing conversion/repainting work at Nakanocho Depot in March 2010 The four cars in operation were originally built in 1962 by Hitachi and Nippon Sharyo as 2010 series trains for use on the gauge Keio Line in Tokyo. 18 2010 series cars were purchased from Keio between 1984 and 1985 by the Iyo Railway in Shikoku, becoming the 800 series. Regauging work for use on the gauge Iyo line involved modifying the Nippon Sharyo NA-318 and Tokyu Car TS-321A bogies on the trailer (non-motored) cars and replacing the bogies on motored cars with Tokyu TS-307 bogies from former Keio Inokashira Line 1000 series EMUs withdrawn in 1984. On the Iyo Railway, the 800 series trains initially operated as 3-car sets, but in 1994, driving cabs based on the design of the former Keio 5000 series EMUs were added to the intermediate SaHa 850 cars to create two-car sets formed as MoHa 820 + KuHa 850.

The 1995 stock uses AdTranz bogies with air suspension to cope with the difficult track conditions of the more extensive underground sections of the Northern line, whereas the 1996 stock uses Alstom bogies with rubber suspensions. Other differences include tip-up seats in the centre of each coach, instead of perch seats on the 1996 stock, as well the use of orange LEDs for the passenger information displays, instead of the red LEDs used on the 1996 stock. Each train is made up of two three-car units, coupled together, with each unit consisting of a Driving Motor car (DM), a Trailer car (T) and an Uncoupling Non-Driving Motor car (UNDM). The six-car trains are therefore formed DM-T-UNDM+UNDM-T-DM.

The car is based on three rotating 2-axle bogies which design was patented by PK TS. The main design feature of said bogies is that the traction motors are located below the floor (compact enough for allowing low floor level) so wider gangways are allowed despite the bogie being rotational. The traction drive is asynchronous, Vityaz model uses Czech-designed traction motors which were replaced with Russian-designed in Vityaz-M model. Each axle is powered by one 72 kW motor with a total output of 432 kW. The body consists of two long end units with two double-leaf and one single-leaf doors each, one of which is equipped with driver cabin, and a short middle unit with no doors.

It also fired a 884.5 kg (1,950 lb) armor-piercing shell to a range of 30 km (19 mi). The guns were fed from an attached ammunition wagon with an elevated ammunition trough between the carriages. The carriages consisted of a large rectangular steel base, which was suspended on three articulated rail bogies with two four-axle bogies at the front and one six-axle bogie at the rear similar to French Schneider gun carriages of the period. This asymmetric layout was less common and was chosen because the barrel was trunnioned well to the rear and a large counterweight was added to the breech to try and balance the preponderance of the barrel which was towards the front of the carriage.

They are the only double ended diesel electric locomotives to have been built for Queensland Rail.2800 Class Great Queensland TrainsGoninan/GE 2800 Class Queensland's Railway Interest Group2800 Class Railpage In February 2006, one locomotive was fitted with standard gauge bogies for use by QR National in New South Wales and Victoria, but the NSW Environment Protection Authority refused permission for it to be used in that state due to excessive noise emissions. In August 2009 it was converted back to narrow gauge for use in Western Australia.PA Class (diesel, WA) Railpage In 2013 three were reclassified as the 3200 class for use in NSW, following the installation of standard gauge bogies and a modified exhaust system that reduced low frequency noise emissions.

The Class replaced the ageing Class NG G13 and NG G16 Garratts which had been working the Langkloof narrow gauge line until then, but for a number of years it worked alongside the Class NG15 Kalahari steam locomotives. It is the only diesel–electric locomotive type to have operated on South Africa’s narrow-gauge lines. These locomotives served nearly exclusively on the Langkloof line, but between 1992 and December 2003 a few of them also worked on the Alfred County Railway (ACR) narrow-gauge line out of Port Shepstone. Units which were transferred to and from Natal usually travelled all the way from Port Elizabeth under their own power on what became known as Bigfoot bogies, which were actually Class GE type SG10B bogies.

T-669.0 (770) class diesel locomotives, built by ČKD are six-axle, with two bogies. The wheel pairs are set in radius arms and have a simple coil spring suspension. The body is mounted on the frame with eight anchors. The locomotive is a hood unit type with an internal, eccentrically-positioned operator's cab.

The cost cutting continued, as although the bodies, chassis and bogies were new, the motors and wheelsets were pre-war, refurbished ones from withdrawn cars. The bogie design continued the theme of the "O.M.O." and London Transport Underground cars, having "Metalastik" rubber/metal bonded springs. No. 641 was built with a unique roof advert box.

A second series of ten similar locomotives appeared in 1908 (Swindon Lot 173), with improved bogies, numbered 4011–20 and named after historical knights. Nos. 4011 was built with a Swindon No. 1 superheater, the remainder were fitted with the standard No.3 superheater between 1909 and 1911. They were withdrawn between 1932 and 1951.

Cattle from the station were often taken overland to Meekatharra then trucked to the yards at Midland junction. 13 bogies (about 600 head) of cattle were sent in 1929, 180 in 1932, 80 in 1938, another 600 cattle were dispatched in 1939, and another 700 in 1949. The lessee in 2010 was Enipend Pty. Ltd.

These and all subsequent Class 12 locomotives had leading bogies with a wheelbase. These locomotives were also longer between couplers than the first eight. In June 1921, Beyer, Peacock and Company (BP) delivered the final twenty Class 12 locomotives, built in two batches of ten and numbered in the range from 1859 to 1878.

The M62 locomotive has a Co-Co wheel arrangement, running on two bogies with three axles on each bogie. Chassis and bogie frames are constructed out of box elements. The two-stroke diesel engine and the main alternator are mounted on a steel frame. The frame is fixed to the chassis with elastic supports.

A Bo+Bo (UK usage) is a locomotive with two four-wheeled bogies with articulated connection between them and with all axles powered by individual traction motors.Encyclopædia Britannica, Volume 18, 1969 Edition, p1118 Table IV, SBN(GB) 85229 004 7 Typical Bo+Bo locomotives include the South African Class 1E and South African Class 2E.

The LM-49 is a broad gauge (1524 mm or 60 inch) high-floor, four- axle tramcar. Its full-metal hull is mounted on a massive steel carriage with two double-axle bogies. The hull has three wide doors which have pneumatic gears for opening and closing. The main brake system is also pneumatic.

Model of an MA 51 at the Musée des transports urbains, interurbains et ruraux, depicting its original grayish-blue livery. articulated bogie connector between cars. Each trainset consisted of three body sections resting on four bogies. The central section was shorter than the rest and in 1952 was designated as a first class car.

It has been awarded 5 stars for electricity conservation. Golden RockRailway Workshop and Diesel Loco Shed were involved in maintaining the bogies and locomotives respectively for passenger and freight operations. The station is also equipped with free Wi- Fi, retiring rooms, and AC lounge for passengers at 1st platform. The construction of new platform no.

Renfe S/252 252-062 www.railcolor.net In 2010 four locomotives were modified for freight work on standard gauge lines from Barcelona to Le Soler (nr. Perpignan) in France. The vehicles were fitted with ERTMS compatible train safety devices, standard gauge bogies; they will also operated from 1.5 kV DC on some sections of the route.

The locomotives had 3-axle monomotor bogies with each set of 3 axles coupled by gears. Speed regulation was by rheostats and series-parallel control. The motors had double armatures so there were four "demi-motors" which allowed three motor groupings: full series, series-parallel and full parallel. The power controller had 28 steps.

The M25 Class was built by Hägglunds as 125 single-car trams from 1958 to 1962. The standard gauge trams are long, wide and weigh . They are equipped with two bogies, each with two axles, giving a Bo'Bo' wheel arrangement. The axle distance is , the bogie-centre distance is and the wheel diameter is .

There are two Cummins N14E-R diesel engines, with a combined power of . The displacement is ; full power is achieved at 1,500 revolutions per minute. There is a five-stage gear box, and a fuel capacity of two tanks each of . There are three bogies (sets of wheels), of which the ends are powered.

Later the bogies were supplemented with a shock absorber. The motors were connected to the wheel axles via a universal joint and a gear. The wheels were rubber suspended, but were later replaced with steel-suspended axle boxes which required less maintenance.Andersen & Kjenstad: 124 The trams had a primary dynamic braking controlled through 12 stages.

As the bogies are under articulations and don't interfere with the inner space of the body sections, there is unlimited choice of interior lay-out and location of doors. The basic vehicle length can be modified. It is also possible to couple two or more vehicles. The tram's appearance and front design are user-defined.

The prototype consisted of a set of five carriages, plus a power car at each end, both powered by two gas-turbine engines. The sets used Jacobs bogies, which reduce drag and increase safety. In 1970, the DETMT's Turbotrain began operations on the Paris–Cherbourg line, and operated at despite being designed for usage at .

During its long history over a thousand locomotives were produced: first steam, then electric and diesel-electric as well as shunting locomotives. In addition countless other rail vehicles were produced: trams, metros, diesel and electric units and freight wagons as well as thousands of bogies, some for Spain, others for destinations around the world.

In the meantime these locomotives, after some units had been fitted with refurbished Henschel high-speed bogies in the mid-1990s, were able to again work at the speed of 160 km/h, but were considered not to be much better than the normal class 110 units, and were soon listed for impending retirement.

A four-car train is long; an A-series weighs while a B-series unit weighs . The trains have a steel body and the entire cabin is pressurized. Rail brakes are installed on all carrying bogies. The A-series has a capacity of 207 seated passengers, while the B-series has room for 250.

The E-series eventually had the rear door taken out of use and blocked with an extra seat. All but one of the trams had a SV36-bogie from Strømmens Værksted. The two bogies, each with two axles, were attached to the steel crossbeam. The aluminium body was attached to the crossbeam with leaf springs.

The trains were ordered for the Nürnberg to Hof, Bayreuth and Regensburg routes which include a large number of curves. The units worked well from 1992 to 2000 when cracks in the bogies meant they had to be taken out of service. The wheel sets were replaced and they were back in service in 2001.

The cabs each had a door opening on to the platform, and a window (on the right) at the ends. The two bogies had interconnecting linkages to allow easier negotiation of sharp curves. Two 'diamond' style pantographs for current collection. There were only seven of these locos; one is now preserved at the NRM (#21900).

Twenty- seven bogies comprise the goods train, and are handled respectively by private contractors at the station. The station has a special cargo facility operated by the Ministry of Railways (Pakistan) for handling various goods from the city to other regions of the country. An express parcel service runs from Karachi to Lahore via Faisalabad.

Grant I tank's suspension has road wheels mounted on wheel trucks, or bogies. Military AFVs, including tanks, have specialized suspension requirements. They can weigh more than seventy tons and are required to move as quickly as possible over very rough or soft ground. Their suspension components must be protected from land mines and antitank weapons.

ET41 are mainly used for coal transport from Upper Silesia to the ports of Gdańsk, Gdynia and Szczecin. Seldom are those locomotives used for hauling passenger trains. In 2016, PKP Cargo decided to send some of ET41 locomotives for major repair and modernization to Ostrów Wielkopolski. Electric part, bogies and traction engines were modernized.

Normally the tie rods are made of steel, while the coupler is made of steel or C.I. Application : # To tighten the members of the roof truss. # Used to connect link in a mechanism to transfer motion # Used between the two railway wagon or bogies. # To tighten the cable or stay ropes of electric distribution poles.

The X 3800 featured a mechanical transmission with a truck-type clutch and gearbox. The units had a 20m long carbody that rested on two bogies, and weighed 34 tonnes. They ran at speeds of up to (with possible). They could haul unpowered trailers and could be operated singly or twinned with other units.

Some vehicles have since been returned to their previous controllers and recoded to other purposes; 60079 was fitted with normal bogies and recoded NQEX, while a number (including 9, 19 and 54) were returned to V/Line and the VQDW code. As at 1997, VQDW 4 and 5 were permanently coupled with a drawbar.

Some Mark 1 catering cars had mixed bogies—a B5 under the kitchen end, and a B4 under the seating end. Some of the B4-fitted Mark 2s, as well as many B4-fitted Mark 1 BGs were allowed to run at with extra maintenance, particularly of the wheel profile, and more frequent inspection.

This helps the two bogies to align themselves equally underneath the vehicle body. The vertical forces are absorbed entirely by the steel springs. As the springs have relatively soft characteristics, hydraulic vertical dampers must also be installed for vibration damping at higher speeds than , along with longitudinal dampers. Lateral damping is not normally required.

The was an electric multiple unit (EMU) train introduced experimentally from 2007 on commuter services on the Keiyo Line in Japan operated by East Japan Railway Company (JR East). Only one trainset was built, and it differed significantly from other JR commuter EMUs in having articulated cars with shared bogies and using direct-drive motors.

Locomotives 661-203 began a rebuilding program in 2008, undertaken by TŽV Gredelj (Croatia) in association with Electro-Motive Diesel; the bogies and traction motors were retained, but with a new frame and engine (EMD 8-710G3A). The locomotives were also converted to twin cab designs. The resulting new loco has EMD model code JT38CW-DC.

The camera is more apparent on the revised end cars, planned to be introduced from 2020. It is moved to a higher position, and increased in size. The superconducting magnets in the bogies are built by Toshiba and Mitsubishi Electric. The cars are built by Nippon Sharyo, with Mitsubishi Heavy Industries also having built some in the past.

CAF 5000 train at Echeverría station. Controversial new CAF 6000 rolling stock. Line B inaugurated with 56 English Metropolitan-Cammell cars (numbered from 101 to 156), of two bogies and metallic bodywork painted with cream and red colours on the exterior, with decorative artwork and dark blue coloured doors. Each car had two 105 HP motors.

Between 1951 and 1953, Henschel and Son built twenty for Rhodesia Railways, their 19th class, numbered in the range from 316 to 335. They had tenders similar to the SAR Torpedo type, but with plate frame bogies instead of cast frame Buckeye bogies.Pattison, R.G. (2005). Thundering Smoke, (1st ed.). Ilminster, Somerset: Sable Publishing House. pp. 127-130. .

During the fall of 2007 and 2008, WisdomTree's growth stagnated, as the stock market, especially the financial sector, in which WisdomTree's dividend-based funds are overweighted, tanked, as did WisdomTree's stock. However, in recent months, as the WisdomTree funds tended to outperform their "bogies," asset growth resumed its earlier pace and its stock price appreciated accordingly.

The modified locomotive had also to comply with the technical regulations. The bogies were reused, the main frame was reinforced. The traction motors and pantographs had to be modified for the higher voltage. Newly used parts included: the main transformer, new direction switch, new electrical amplifier, new air compressor and some parts of the pneumatic devices.

Rolling stock rode on pressed-steel Fox bogies, using the Timmis system of double coiled springs.anon Engineering 12 January 1897. The line was constructed with rail inclination, then a new idea, which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the tyre. Inclination is now applied universally to railways.

Modalohrs are specialized wagons for carrying road trailers and road tractors on the AFF route from France to Italy and Luxembourg to Spain and vice versa; there are plans to expand this service. A deck between the bogies (trucks) pivots (swings) 30°, allowing the trailers to be loaded from the sides. The cars are built by Lohr Industrie.

Chemins de fer armoricains The locomotives and other rolling stock also had a scaled-down appearance when compared with those of the larger networks. The steam locomotives were often tank engines, generally having three axles, with or without Bissel bogies front or rear. They were comparatively light, weighing from unladen. Later, petrol and diesel multiple units appeared as railbuses.

By each of the entrance ways was a toilet with a wash basin. The windows were 800 mm wide in 3rd class and one metre wide in 2nd class. The coaches had Görlitz Type II (light) bogies. The gangways were open and only secured with folding lattice gates (Scherengitter), so there was no protection from the elements.

Other features, like the open gangways and Görlitz bogies, were identical to those of the E 30. Only C4i-36 and BC4i-37 coach variants were placed in service because, unlike its predecessor, the E 30, no more pure 2nd class coaches were ordered. Later these coaches were reclassified as Bye 667 and Abyse 630 by the DB.

In 1998 SNCF bowed to political pressure (the tilt-train was a credible threat to the TGV dedicated high-speed line network) and put in service an experimental TGV pendulaire. Only the passenger trailers were tilting while the two heavy power cars kept non-tilting bogies. Following the test program, it was converted back to a TGV-PSE train.

The new engine will be an EMD 12N-710G3B-T2 as fitted to Class 66 locomotives numbers 66 752-66 779, which is IIIa emission- compliant. The original underframe, bogies, traction motors and brake system will be retained and overhauled. New compressors, blower motors and electronic cubicles will be fitted. The AAR multiple unit system will be used.

The locomotive also has a self load test feature that allows it to test the net output of the engine. In Siemens and EMD systems, the loco has been provided with 2 traction inverters (TCC-1 and TCC-2, for the respective bogies) while in the Medha system, it has 6 traction inverters, one for each traction motor.

Class 72 train at Hellvik Station Class 72 is a series of 36 four-car electric multiple units built by AnsaldoBreda. The units are permanently coupled together using Jacobs bogies. Each unit has a power output of , allowing a top speed of . The trains are long and weigh , and have seating for 310 passengers and one toilet.

The Zefiro 300 is intended for European operations, with a UIC profile, and capable of being fitted for use on all four European electrification schemes (1.5 & 3 kV DC, 15 & 25 kV AC). Bogies are FLEXX type with a wheelbase, 50% of which are motorized. Starting acceleration is greater than . It has an axle load of approximately .

Newly developed eddy current brakes were installed on the unpowered bogies. Other components were designed for compatibility with the KTX-I, including the emergency coupler. For testing, 420 measuring points were installed throughout the train, with data acquisition concentrated in three intermediate cars. The nose shape was designed to reduce aerodynamic drag by 15% compared to the KTX-I.

Dereham Twelve British Railways Mark1 coaches were converted for use on the train. Six were converted to serve as dormitory coaches, two staff coaches, three classrooms and one meeting coach. An additional standard restaurant car was provided. The dedicated vehicles were stripped internally, fitted with improved fireproofing and Commonwealth bogies, raising their weight from 34 tonnes to 42 tonnes.

The various pressure processes that are used today differ in details, but the general method is in all cases the same. The treatment is carried out in cylinders. The timbers are loaded onto special tram cars, so called buggies or bogies, and into the cylinder. These cylinders are then set under pressure often with the addition of higher temperature.

The British Westinghouse Co was the lead contractor for the first forty tram cars, supplying much of their electrical and mechanical equipment. The car bodies were sub contracted to the British Electric Car Co, Trafford Park, with bogies from the McGuire Manufacturing Co, Bury and wheel sets from the British Griffin Chilled Iron Co, Barrow in Furness.

The tracks were driven through the front sprockets. There were two return wheels. The suspension had troubles early on, with a tendency to pitch on rough ground, and so it was modified with a brace to connect the pairs of bogies. Despite this, the tank continued to give its users a rough ride across any uneven ground.

The museum has 3 rooms: Historical Documentation, Peru and Tacna-Arica. In addition, the museum's collection includes documents, photographs, parts and locomotives of the Tacna-Arica Railway. On the tracks and in the locomotive sheds there are four steam locomotives from Baldwin and Alco, as well as three wooden passenger cars, bogies, railcars and other railway vehicles.

All lines west of Montreal were converted to standard gauge on October 3 and 4, 1873. Grand Trunk purchased 200 standard gauge locomotives (including 62 from Portland Company) and converted 135 old locomotives. Ten thousand standard gauge bogies were purchased for conversion of freight cars. The railway from Portland to Montreal was standard-gauged in September 1874.

Class E is a series of Großprofil (wide profile) multiple units of Berliner Verkehrsbetriebe (BVG) which was exclusively used on East Berlin line E, today line U5 of the Berlin U-Bahn. Except for the two prototypes, all vehicles were built using parts of retired S-Bahn vehicles, namely the bogies and parts of the electrical equipment.

Transporter wagons, transporter trucks, and rollbocks are used to carry vehicles built for one gauge on a line with a different gauge. They can manage a trainload at a time. Bridges and tunnels must be one metre higher than usual. Bogie exchange systems lift the railroad car while trucks or bogies are changed for a different gauge.

They also retired more 1st batch Class 1000 trains. Trains 311-64 & 311-65 were built by Rotem in 2004 to address the Line 1 Gyeongbu Branch's extension from Byeongjeom to Cheonan Station. They use somewhat smaller bogies, and are the first to use fire-resistant interiors, LED destination signs, and LED train number indicators since their delivery.

The South Central (SC) division, operated as Connex South Central, briefly operated 4 CEP units in the period 1995–1998. Three standard units were converted to Class 411/6 by fitting them with high-speed Mk.6 motor bogies. These units were renumbered into the series 1697–1699. They were chiefly employed on London Bridge to Brighton express services.

Tractive forces are transmitted by a drag pivot pin. The bogies incorporate CAF's BRAVA (Bogie de Rodadura de Ancho Variable AutopropulsadoCAF's 250km/h variable gauge train Via Libre, Julio Agosto, 2006, via caf.net) system which allows gauge-changing without stopping and operating speeds of up to The Self-Propelled Variable Gauge Rolling Truck www.caf.net The maximum axleload is .

Additionally bearings with rolls were located inside of the body behind the motors. On the bogies – in front of the cabs – cabinets were mounted. Those cabinets were separated by a center gangway. This gangway – as the crossover-plate and the front door – were considered as necessary to access the locomotive from the train at that time.

Seating is 2 + 2, with an open area at one end to accommodate bicycles and wheelchairs. Regenerative brakes are fitted, leading to an average electricity saving of 30 percent over the S-Bahn network. Three of the four bogies in each 2 car unit are powered. In the interior, mainly clean and vandal- resistant fabrics were used.

It ran on two swiveling engine units or powered bogies similar to those of a Garratt locomotive, with the cylinders on each engine unit at the respective locomotive ends. Couplers, buffers and, where they were in use, cowcatchers were mounted on the engine units so that they could more accurately follow the curvature of the track.

They were manufactured by the firms of Schwartzkopff and Orenstein & Koppel. One feature was that they were fitted with Schwartzkopff- Eckhardt II bogies. In the Second World War many of the engines were damaged and had to be sidelined as a result. The vehicles were taken over by the DR in East Germany after the war.

NSB El 1 is the first electric locomotive series used by the Norwegian State Railways, from 1922 until 1973. Twenty-four engines were delivered from ASEA and Thune, twenty-two in 1922 and two in 1930. Based on the German DB E 71 and Swedish SJ Oc it has two two-axle bogies with one motor in each.

On 13 September 2017 the 16:45 service from Howth to Bray, formed by a six car 8100 Class unit was derailed on a set of points at Dún Laoghaire station. The train was led by 8308-8108, both bogies of 8308 derailed as did one of 8108. Two passengers required medical attention according to official sources.

This new AC design had several features namely stainless steel body, high-speed Eurofima design bogies with air springs and fire safety-features. The coaches had a control discharge toilet system. The train comprised five AC Double Deck Chair Cars and two End-On-Generation Vans. This train was regularly hauled by a WAP 7 locomotive.

New Zealand DFT class Co-Co diesel-electric locomotive Co-Co wheel arrangement Co-Co is the wheel arrangement for a diesel locomotive with two six-wheeled bogies with all axles powered, with a separate traction motor per axle. The equivalent UIC classification (Europe) for this arrangement is Co′Co′ or C-C for AAR (USA).

EF10 in 1938 1Co+Co1, like Co+Co, is an articulated variant where the drawbar forces are taken between the bogies rather than through the frame. These were used in South Africa, for lighter loadings on the lightly-laid . A number of Japanese electrics from the 1930s, also on Cape gauge, such as the EF10 also used this arrangement.

Prototype, as delivered, with the original valances and windscreen The CC 7100 class were the first SNCF high-speed locomotives in which all the axles were motorized, i.e. with powered bogies rather a rigid frame. As delivered their top speed was . The CC 7100 were contemporaries of the 2D2 9100 for express passenger service on the PLM.

In May 1988, trials were carried out using GE's BrightStar control system on DC 4588 and DC 4939, which were unsuccessful. In November 1988, DC 4588 was fitted with the Canadian ZTR wheel slip system. The system substantially enhanced traction on the bogies, maximising traction potential. DC 4628 followed in December 1988 and was also a success.

Finally, the latest development is the LS 640 reU2 transmission which will be used for the first time in the Voith Maxima locomotive having 3,600 kW. The LS 640 reU2 is a so-called split turbo- transmission which uses two drive shafts from the L 620 reU2 to power both bogies of a six axle diesel locomotive.

Separate bomb bay and camera doors were fitted to suit either aerial reconnaissance or bombing missions.Flight 1954, p. 870. Short Sperrin in flight, 1956 The Sperrin was equipped with a tricycle undercarriage (a twin-wheel nosewheel and a pair of four-wheel bogies). The nose gear retracted backwards and the main gear into the wings towards the fuselage.

Similarly, tenders and bogies for the tender shop made their way to the two roads provided via the traverser. Other areas within the complex included blacksmith's and spring shop; machine, fitting and wheel shops; boiler shop and copper shop. The works manager's office, which included accommodation for his assistant and other clerical staff, was situated near the main line.

47 The gun car was positioned over the pit, the wheels were locked and the platform was locked into position with gun mount and car's weight shifted from the trucks (bogies) directly to the ground by jacks and lifting screws. The rails were removed from above the pit because the gun breech was too wide to pass between them.

The units are permanently coupled together using Jacobs bogies. Each unit has a power output of , allowing a top speed of . The trains are long and weigh , and have seating for 310 passengers and one toilet. The trains have better accessibility than Class 69 and unlike their predecessors are equipped with an electronic public information system.

Many early 20th century trams used a lowered central section between the bogies (trucks). This made passenger access easier, reducing the number of steps required to reach the inside of the vehicle. These cars were frequently referred to as "drop-centres". It is believed that the design first originated in Christchurch, New Zealand, in 1906 when Boon & Co Ltd.

The WDP-1 is a lower powered version of the WDM-2. These locos have a 2300 hp powerpack, . The engine is a converted version of the Alco 251C model with a 12-cylinder engine and low overall weight with a max. speed of 140 km/h, Bo-Bo fabricated bogies loosely based on the Flexicoil models.

As of 2016, this is what's usually done with China-Europe container trains at places such as Khorgos; it is reported that containers can be moved from one train to another in as little as 47 minutes. In the case of liquids, frozen goods and hazardous materials, however, the bogies are usually changed.China Daily; Ōtsuka, p. 48; Rodrigue.

The conductor rails were fed direct, without any distribution. Four-rail 600 V DC electrification was installed, with the positive outer rail set from the running rail. The new electric multiple units, initially marshalled as 2-car or 4-car sets, had British-built wooden bodies on US bogies. 24 motor cars and 33 trailer cars were provided.

The four motors were mounted rigidly on the frames, above the driving wheels. Each motor drove an external jackshaft crank, with the four driving axles coupled in pairs. Drive between the motor jackshafts and the wheels was by coupling rods. As express passenger locomotives, this also permitted large diameter driving wheels, rather than small-wheeled bogies beneath the frames.

Later, B4 bogies were fitted to further improve ride quality with a maximum of . These carriages were fitted with Pullman gangways on standard frames and fitted with buck-eye couplers as standard. Buck-eye couplers can be dropped and buffers extended to allow use of screw coupling fitted locomotives. Vacuum brakes and steam heating were fitted as standard.

A tramcar was reconstructed from the original bogies and one of the trailers. This reconstructed tramcar commenced operation in 2005. Reichenau - Thalhofstraße Museumsbahn Reichenau Thalhofstraße in Winter In the 1970s the condition of the electrical equipment deteriorated, two ex-army Feldbahn diesel locomotives of the type HF 130 C were acquired. These were sold after the goods traffic ceased.

Each bogie has two powered axles individually driven by traction motors. Three-quarters of all modern locomotives (and power cars of self-propelled trains) are configured in either this or the "B′B′" arrangement. ; Bo′Bo′Bo′ : Three bogies or wheel assemblies under the unit. Each bogie has two powered axles individually driven by traction motors.

Beamont was unable to retract the undercarriage satisfactorily on the third and fourth flights. On the fifth flight the undercarriage bogies jammed in a vertical orientation. He understood that this could cause a catastrophe on landing and offered the project navigator, Don Bowen, the opportunity to "use the Martin-Baker Mk.5 ejection seat". Don Bowen declined.

Most low-platform double-decker trains have level entry onto the lower level of the car, allowing wheelchair access. There are two-floor heights (upstairs and downstairs) in these "bilevel" cars. There is a staircase between floors inside the car. Connecting doors between cars are either at the (higher) upper floor or at an intermediate level over the bogies.

1Britain's First Main Line Diesel- Electric Locomotive Express February 1948 pages 18, 19, 28 The bogies took an American pattern design, which was modified by Edward Fox and his team at Derby to create a smooth riding suspension. The welded bogie frame was derived from Fox's earlier design for Liverpool-Southport electric trains (later renumbered British Rail Class 502).

In 1959 ten E open wagons had their sides removed and replaced with locks at suitable positions, permitting carrying of six LCL containers each. They were recoded QC1–10. In 1961 they had roller bearing bogies fitted and were recoded QCF, reflecting their higher maximum speed. In 1965 they were altered further, becoming gauge-exchangeable and recoded QCX.

As a heavily modified version of Škoda 14 T, the tram was designed by Aufeer Design, Mladá Boleslav. It consists five sections with three bogies. The doors are located both sides of the vehicle (6+6), the first and the last doors are smaller. The total capacity of the fully air conditioned car is over 300 passengers.

Total weight is . Traction and braking forces are transmitted to the body via inclined rods. The end bogies on each unit have a cradle suspension, while the center bogie has a set of swinging compressed elastic rods to allow for lateral movement through curves. To provide current collection there is a pantograph above each cab of the locomotive.

On 17 October 1984, locomotive 120001-3 hauled a train of three carriages (trailing load: 250 t) between Donauwörth and Augsburg at 265 km/h, a world record for a three-phase-powered train. In 1993, a trial of new air-sprung bogies for Intercity Express trains achieved a speed of 333 km/h between Augsburg and Donauwörth.

Alexander McDonnell GS&WR; Class 2 Kerry bogies were specifically intended for passenger services on the line. There was a trial of a Drumm Battery Train with temporary charging points set up on the line, line would have been in the late 1930s or 1940s. Class 22000 ICR railcars first began passenger services on the line in September 2008.

They featured an Elesco feedwater heater rather than the Worthington heaters of the previous order, with the former placed on top of the smokebox between the stack and bell instead of under the running boards as the latter were placed. The second order also had larger tenders better suited for long-distance passenger runs, with three-axle bogies and 14,000-gallon water capacity, versus the two-axle bogie, 10,000-gallon standard USRA tender design of the first order. The final Ps-4s were built in 1928 by the Baldwin Locomotive Works, consisting of only five engines for the Southern, numbered 1405-1409. These engines featured smaller tenders than the second order, but still larger than those of the first order, featuring two-axle bogies and a 12,000-gallon capacity.

The Mark 3 looks similar to Mark 2D, 2E and 2F coaches, but is of a completely different design. It has a ridged roof and under-frame skirt, compared with a smooth roof and visible below-frame equipment on the Mark 2. The bodyshell is long, almost longer than the Mark 2, of full monocoque construction with an all-welded mild steel stressed skin, and has a reputation for its exceptional strength and crashworthiness. An important advance over its predecessor was the adoption of secondary air suspension between the body and the bogies, giving an exceptionally smooth ride. The bogies, classified BT10 (BT5 on the prototype vehicles), were designed specifically for the Mark 3 and have coil-spring primary suspension with hydraulic dampers, enabling a maximum speed of – the Mark 2 is limited to .

Four bogies and their steelwork were added on the inner track, and the existing bogies on the outer track were overhauled. The third phase saw the biggest changes; a new, more accurate bowl surface was constructed in front of the old surface, meaning that the telescope could be used on wavelengths as small as 6 cm (5 GHz), and the central "bicycle wheel" support was added. A new computer control system was also installed (reusing the Ferranti Argus 104 computer from the Mark II); fatigue cracks in the cones connecting the bowl to the towers were repaired, and the central antenna was lengthened and strengthened. Tragically, in January 1972 the hoist carrying two engineers to the central antenna broke, gravely injuring two engineers and causing the death of one of them.

However, it is also limited by the weight on the driving wheels (termed "adhesive weight"), which needs to be at least four times the tractive effort. The weight of the locomotive is roughly proportional to the power output; the number of axles required is determined by this weight divided by the axleload limit for the trackage where the locomotive is to be used. The number of driving wheels is derived from the adhesive weight in the same manner, leaving the remaining axles to be accounted for by the leading and trailing bogies. Passenger locomotives conventionally had two-axle leading bogies for better guidance at speed; on the other hand, the vast increase in the size of the grate and firebox in the 20th century meant that a trailing bogie was called upon to provide support.

Approximately 146 Mason Bogies were produced by William Mason's firm between 1871 and 1890 when the firm built its last locomotive, of which 88 or so were narrow gauge units, the rest being standard gauge. This was about half the firm's total output of locomotives during this period. Major buyers included the Boston, Revere Beach & Lynn Railroad, a suburban carrier which owned 32, the Denver, South Park and Pacific Railroad, a Colorado common-carrier railroad which owned 23, and the New York and Manhattan Beach Railroad, another suburban carrier, which ran seventeen locomotives of this pattern. The best-known locomotives were those on the Denver, South Park & Pacific, and they rostered fairly large Mason Bogies, mostly of 2-6-6 and 2-8-6 wheel arrangements, and had a lot of success with them.

The trams were, like the older Karia HM IV and Valmet RM 1 types trams built for the Helsinki tram network, based on Swiss Standard Trams of the time but with numerous changes. The RM 2 was shorter and narrower than the Helsinki trams and had no middle doors. They were constructed in collaboration with Tampella and Strömberg, who provided the bogies and electronics respectively. As a result, the RM 2 class, along with the similar RM 1 and RM 3 classes, were also referred to as VTS trams. Due to the Tampella-built bogies and rubber dampened wheels the RM 2 trams ran extremely silently and smoothly, earning them the nickname "ghost cars" (). The RM 2 class had 1+1 seating arrangement (instead of Helsinki's 2+1) to maximise capacity.

It has 2 full control desks and is equipped with air-conditioning. Bogies are the same as its predecessors and have primary (coil springs with Silentbloc, plus vertical shock absorbers) and secondary ("Sandwich" blocs) suspension. There are two traction motors per bogie powered by IGBT based electronics. Brake equipment only consists of wheel brakes which are equipped with plastic brake pads.

The Highland Railway E Class was a class of 4-4-0 steam locomotive designed by David Jones for passenger service. They were also known as the 'Clyde Bogies' as they were built by the Clyde Locomotive Company in Glasgow, Scotland. They were the first locomotives built by that company. Built in 1886, they were a development of Jones' previous F Class.

The WG design was introduced in 1950; it utilised identical equipment (boiler, motion, springs, tender bogies, and rear truck) as used in the 4-6-2 WP class passenger locomotives. The first hundred units (No.s 8301 to 8400) were built by North British and subcontractor Vulcan Foundry (ten units). Number 8350 was exhibited at the Festival of Britain in 1951.

Bogies are of the Budd designed Pioneer III variety and while lightweight, provide for a very bouncy ride. The married pair cars shared a single motor control unit and automatic operation box. Many PATCO Car design features also appeared in the M1/M3 class of MU railcars for the Long Island Rail Road which provides for a similar riding experience.

Scott-Morgan (2002), p. 46 The straight- sided variant of Maunsell tender was attached, allowing a greater operational range for the locomotives. The rear bogies were later used on the SR W class 2-6-4 tank locomotives (the only subsequent use of this wheel arrangement by the Southern Railway, and their use was restricted to freight operations around London).

As built, the sand boxes were mounted on top of the boiler aft of the dome. Their tenders, also built by Henschel, rode on two four-wheeled bogies and had a coal capacity of and a water capacity of . The engines were equipped for trains with air brakes, which was not yet in use in South Africa at the time.

The upper part of the window frame on these coaches was rounded. From 1910 the paraffin lighting was replaced by more efficient gas lighting. After 1900, rising wood prices forced a switch to steel construction and then to lower value materials during the First World War. Prussian state railways coaches were equipped with standard bogies with two and later three spring systems.

Class 221 Super Voyager The Class 221 Super Voyager was built as a tilting version of the Class 220. Although visually similar, they were fitted with a tilting mechanism and heavier bogies. Virgin CrossCountry received 40 five-car and four four-car sets.Virgin Voyager collection complete Virgin Trains 21 October 2002 All passed with the CrossCountry franchise to Arriva CrossCountry in November 2007.

Freight not transported in containers is loaded at Visp into sliding wall box cars, and later delivered to recipients in Zermatt by electric road vehicles. For non moisture sensitive goods, many open wagons of various types can be used. Oil transport is undertaken in tank cars with either four wheels or bogies. Classic covered wagons play no role in normal traffic any more.

Bombardier Transportation is the German subsidiary and rail equipment division of Bombardier Inc. It is one of the world's largest companies in the rail vehicle and equipment manufacturing and servicing industry. Headquartered in Berlin, Germany, Bombardier Transportation has many regional offices, production and development facilities worldwide. Bombardier Transportation produces a wide range of products including passenger rail vehicles, locomotives, bogies, propulsion and controls.

While the Trust has managed to acquire a large number of items for use on the locomotive, a new boiler will be required and it is likely new driving wheels will have to be manufactured, as none were recovered with the locomotive from the dump site. By May 2009, the tender frame and bogies had been completely rebuilt and reassembled.

The 1200 class' carbody is made of beadless lightweight stainless steel, with composite materials on the indoor panels and aluminum on the inner bone to reduce weight. Each LRV is bi- articulated with inside-frame bogies which are in length. The carbody measures in length, in width, and in height. 1200 class LRVs have 4 electronic sliding doors on both sides.

The main contractors were Greenwood & Batley of Leeds. 25 new tramcars were ordered from G.F. Milnes, who had by this time moved to new works at Hadley in Shropshire. Each car ran on two four-wheeled bogies, had an open upper deck, and seating for 56 passengers. The downstairs saloon was heated, with crimson velvet cushions and curtains at the windows.

In 2013 an overhaul programme started for all eighteen class members which includes an engine rebuild, refurbished bogies, new panels, new cabs and a new slate grey livery complete with European numbering. As of September 2018, the entire 071 Class has been refurbished. Class members that had been out of use for a number of years have been reinstated into service after overhaul.

The two traction bogies, which were in fact locomotives without a boiler and cabin, were in their basic design and layout identical to B locomotives LTM 21-35. Pistons, valves and rods were identical. Additional coal storage was located at the rear of the cabin in two coal storage bins. In between these storage bins a door was located that allowed access.

Backgrounder: Bombardier Zefiro: The next step in very high-speed rail technology transport.bombardier.com Trains are made up of 4-car units, each of which contains a transformer and its own power supply. Typically, the end cars of each 4-car unit have powered bogies, with the two middle cars being unpowered. The pantograph is located on one of the unpowered cars.

The body of the railcar was built at Petone Workshops in the Hutt Valley; driver's compartments were located at both ends and it could carry fifty passengers. The railcar employed the Thomas system of transmission, built by Thomas Transmission Ltd. of England. They also supplied the underframe and bogies, and J. Tylor and Sons of London provided the railcar's V8 petrol engine.

Each fully equipped independent armoured car company proved highly suitable for reconnaissance, escort and security duties. The AB 41 could be quickly adapted for operation on any terrain. Sand tires could be fitted for desert work and it could run on railway tracks with special bogies and extra lights. The rail-converted vehicles were primarily used in anti-partisan patrols in the Balkans.

Wagons had their bogies swapped for onward travel, or were unloaded, at extensive railway yards in Neu Mukran. This link eased the supply of Russian troops in Germany in a period when Poland had become less supportive politically and wished to quadruple the transit fees it was paid. Ironically in 1994 the ferry was used to ship Russia’s nuclear missiles out of Germany.

Driver's desk of class 155 The locomotives have a Co′Co′ arrangement with two 3-axled bogies. Each axle is powered by a single-phase, series-wound, AC traction motor. The torque is transferred by a double-sided spur gear to a hollow shaft, and by an elastic rubber cone flange to the wheels. Each motor has an own cooling blower.

The layout of the track consists of a double-loop with two cable lift-hill sections. The drops off both of the lift hills are double-drops. The original trains were destroyed by the fire in 2008, so new trains were constructed for the restored ride in 2015. The trains of the ride consist of three cars mounted on bogies.

Power output is , provided by two motors on the two end bogies, that supplement a central unpowered Jacobs bogie located under the articulation. The trams are long and wide. They are capable of and have standard gauge. They were built in two series, the first of 25 units delivered in 1982–84, and the second of 15 units delivered in 1989–90.

Even the old type bogies are being converted into BMBC coaches. The BMBC coach has many advantages over the conventional ICF coach. The foremost being that, since the brake cylinder is mounted on the bogie frame itself and is nearer to the brake beam, the brake application time is reduced. Moreover, a small brake cylinder is adequate for braking purpose.

Twin-wheeled bogies were mounted externally, and rubber-bushed and rubber-shoed track proved durable on roads. The initial M2 model was powered by an air-cooled Wright R-975 radial engine. For the M2A1, this engine was supercharged to provide an extra for a total of , and designated as the R-975 C1 radial engine.The illustrated directory of tanks of the world.

The railcar bodies utilise a frameless construction similar to the ER2 series trainsets, with a number of modifications due to the different equipment arrangement, such as AC transformers and rectifiers. The car entrances are fitted for both high and low platforms. Like most Soviet rollingstock, the cars have SA-3 automatic couplers. The bodies are supported by two twin-axle bogies.

Sarens claims that this crane, completed in November 2018, is the largest land based crane in the world. It has a maximum reach of 275 metres or maximum height of about 250 metres. Its maximum lifting capacity is 5,000 metric tons. It has retractable bogies so that it may be repositioned within its working site without the need for dismantling.

La linea Bologna-Prato e le sue ferrovie di servizio, Cortona, Calosci, 2002, , pp. 121-125. Although only 18 trains of this type were constructed they remained in service for a long time until they were finally withdrawn from service in 1993. In 1976 the FS ETR 400 entered service. Fiat Ferroviaria manufactured the body and bogies, whilst Ansaldo produced the power unit.

In 1961 the company was acquired by Wingets Ltd (Kent), and renamed Gloucester Engineering Company Limited. After 1960 much export work was lost to foreign competitors; the company then focused on wagon bogies and suspension. The last carriage was made in 1963 and the last complete wagon in 1968. The company was acquired by Babcock Industrial and Electrical Products in 1986.

On the 3rd, the carrier was operating southeast of Okinawa. At 1722, she completed the landing of her fifth spotting sortie, and all her planes were back on board. Eight minutes later, she went to general quarters, and enemy bogies were reported. At 1742, a violent wave hit the ship while planes were being moved for spotting on the flight deck.

Especially, during the 1955 records, a dangerous hunting oscillation, the swaying of the bogies which leads to dynamic instability and potential derailment was discovered. This problem was solved by yaw dampers which enabled safe running at high speeds today. Research was also made about "current harnessing" at high-speed by the pantographs, that was solved 20 years later by the Zébulon TGV's prototype.

Mason Janus, 1877 The locomotive sold in the US was ordered for the newly built Denver and Rio Grande Railroad in 1872, and was named the "Mountaineer". This was a smaller locomotive with four-wheel bogies, giving it a configuration.Vulcan Foundry #672 built in 1873, Vulcan Foundry Photographic Loco List, 10 February 2013. The web site includes two photos of this engine.

Angry students in various parts of Bihar damaged railway property and disrupted train traffic, as a protest. The police said the protesters targeted Patna, Jehanabad, Barh, Khusrupur, Sasaram and Purnia railway stations in the morning. The protesting students reportedly set afire two AC bogies of an express train at Barh railway station. They ransacked Jehanabad, Barh, Purnia and Sasaram railway stations.

The bridge over Torne river with dual gauge tracks. Haparanda is connected to the Swedish national network by the Haparandabanan (Haparanda railway). The bridge between Haparanda and Tornio is the only direct connection between the Swedish and Finnish rail systems. The two networks use different track gauges, requiring all freight wagons crossing the border to have their cargo reloaded or their bogies exchanged.

The train is built to an articulated design, with the two end cars only having one bogie, while the center car has two bogies. The car bodies are made out of stainless steel, and the trains are powered by three-phase motors. In order to save weight, the DT5 trains use aluminium brake discs, which make a loud squealing sound while braking.

The enemy crashed into the water some off the starboard beam. Other bogies followed the first. At 19:25, another broke through the interceptor screen, ran into clouds to avoid anti-aircraft fire, then came out and, with increased speed, headed for Sangamon. At 19:33, the kamikaze dropped his bomb and crashed into the center of the flight deck.

Drawing of an Electroliner set 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 . They served the Chicago–Milwaukee line and later the Philadelphia area.

Those two wins gave Luna a spot on the 2009 Solheim Cup European team. Luna won the 2011 Unicredit Ladies German Open with a score of 264, 24-under-par. She played all four rounds without any bogies and create a new record for woman in golf history. At the 2018 Mediterranean Games, Luna won a silver medal in the women's team competition.

The gear ratio between the motors and wheels was also changed and dampers were fitted between the locomotive body and the bogies. 143 120 was rebuilt into 114 301 with a maximum speed of . This did not require changes to the gear ratio or the fitting of dampers. Both rebuilt locomotives were tested in test service and normal use around Magdeburg.

The structural requirements of Freiburg made it necessary for their own tram type to be created. This was because trams with Jacobs bogies were not suitable for the partially narrow curved radii. Freiburg's trams were based on the type used in Mannheim, also produced by Duewag and built from 1969. This was based on the classic Duewag articulate tram from 1956.

Rolling stock rode on pressed-steel Fox bogies, using the Timmis system of double coiled springs.anon Engineering 12 January 1897. The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the rim of the wheels. Inclination is now applied universally to railways.

Each 8-car set consists of six motored cars and two trailers. The trains are the first Keisei trains to use bolsterless bogies, and the end cars are equipped with active suspension. The train design and styling was overseen by Japanese fashion designer Kansai Yamamoto. The musical horn and in-train announcement melody are provided by Casiopea keyboardist and Ongakukan CEO Minoru Mukaiya.

Despite the aluminium body, each car weighs . This is caused by the weight of the insulation between compartments. Modernized WLAB2s at Trondheim Central Station Similar to the contemporary B7, Class 69D and Class 92, WLAB2 received Wegmann-designed bogies in a B-B configuration licence-built by Strømmen. They are modified with softer primary suspension to give a smoother ride.

They were similar in many respects to the earlier 1923 EO class as delivered by EE, but had longer bogies, higher gearing for a higher top speed of , and more powerful motors. Initially classified in the E class, the later 'C' designation indicated these locomotives were to be allocated to Christchurch, as opposed to the EO class which was allocated to Otira.

There were also a few examples of triplex locomotives that had a third engine under the tender. Both the front and tender engines were low- pressure compounded, though they could be operated simple (high-pressure) for starting off. Other less common variations included the Fairlie locomotive, which had two boilers back-to-back on a common frame, with two separate power bogies.

Initially the 1700 class operated branch line services out of Roma before being relegated to shunting duties.1700 Class Queensland's Great TrainsClyde/GM 1700 Class Queensland's Railway Interest Group Later they were modified for driver only operation receiving a larger windscreen. They were withdrawn in 2000. 1707 (without bogies) is privately owned and stored at the Queensland Pioneer Steam Railway.

All cars featured a full-length side skirt below the floor level, partially covering the bogies and underfloor equipment. They were all painted in the same silver and blue livery as the power cars. The trailers were constructed principally of aluminium alloy on a steel underframe. The cars were arranged internally with two saloons separated by male and female toilets.

Auxiliary devices are installed under the car's roof. Most low-floor trams carry the mechanical penalty of requiring bogies to be fixed and unable to pivot. This creates undue wear on the tracks and wheels and reduces the speed at which a tram can drive through a curve. Some manufacturers such as Alstom deal with the issue by introducing partially high floor trams.

This is because the two engine units are more than just power bogies. They are complete engines, carrying fuel and water tanks. The plus sign represents the bridge (carrying the boiler) that links the two engines. Simpler articulated types, such as Mallets, have a jointed frame under a common boiler where there are no unpowered wheels between the sets of powered wheels.

Prior to construction, most of the yard site used to be a clay quarry that later became Harper's Dump, Toronto's main landfill in the 1930s. The site also contained some residences which were demolished. In May 1965, the Greenwood Yard was put into partial service for some repair work. Heavy maintenance of subway bogies was transferred from the Hillcrest Complex to Greenwood.

CWI has a growing campus life with over 30 student clubs and organizations. Student clubs have been created with academic focus as well as special interests. Student groups range from art to physics, horticulture, psychology, Glee, Birdies and Bogies, a Veterans Association, and more. The Associated Students of the College of Western Idaho (ASCWI) serve as the voice of the student body.

SNCF's BB 25500 class are part of a series of electric locomotives built by Alsthom. They are the dual system version of the BB 17000 (AC) and BB 8500 (DC) locomotives (17000+8500=25500). They are fitted with monomotor bogies with two different gear ratios. This allows them to have either increased tractive effort for freight, or a higher top speed.

The suspension consisted of bogies, sprung by leaf springs, of four wheels each with alternating external and internal flanges. The tracks were 600 mm (23.6 in) wide, resulting in a ground pressure of 0.6 kg/cm2. Ground clearance was 400 mm (15.7 in). The centre of gravity was in the middle of the vehicle, at a level of one metre above the ground.

Its lightweight, articulated construction and Jakobs bogies were also known on the US interurban scene. However, the Fliegender Hamburger had diesel-electric propulsion. Each of the two coaches had a 12-cylinder Maybach diesel engine with a direct current generator directly coupled to it, which drove a Tatzlager traction motor. The two engines developed a combined power of 604 kW.

His final steam locomotive design for the SR was the unconventional Leader, appearing in 1949, after nationalisation. This had the boiler, coal and water supplies and everything else encased in a smooth double-ended body reminiscent of a diesel locomotive. The drive was through two six-wheel bogies, each with three cylinders. The axles on each bogie were connected by chains.

A new body was built on the original frames and bogies of Coach 2 by Garmendale Engineering Ltd to resemble an original coach from 1895. Named the Snowdon Lily, the coach entered service in 2013. This coach only carries 34 passengers and has a central aisle. It is used exclusively with one of the operational steam locomotives and attracts a higher fare.

During summer months all power from heating is transferred to traction motors, thus increasing tractive effort. Traction motors, bogies, transmissions, and compressor, as well as several different parts are similar to those used in ST43 locomotive. SP32 has a non-typical for Polish passenger locomotives box construction. It has only one crew compartment, located approximately two- thirds of way down the locomotive.

The electrical trains operate on 750 V DC voltage. Individual carriages, made from stainless steel, have a roof height of 3,700 mm and a floor height of 1,025 mm. The gap between bogies is 11,500 mm, with the total length of the current trains (3 carriages) at . The trains are assembled by PT INKA, with around half of the components manufactured locally.

This section covers vehicles designed for large and/or heavy loads which would normally be too tall or too heavy for transport with regular rolling stock. Some were designed with a lower central deck between the bogies allowing transport of tall loads, like locomotive boilers and power station equipment, while others were complete custom designs for whatever job was required.

The trains have LED lighting, Wi-Fi, USB sockets, a passenger information system, energy meters, and a passenger counter. Staircases above the bogies give access to the upper deck. The doors are fitted with movable steps to cover the gap between the platform and vehicle when the train is stopped; a manually-operated ramp is available for passengers with reduced mobility.

Due to running through scenic mountainous areas, the services were popular with tourists. However, the trains had poor driving properties, especially at higher speeds and through curves. This was partially evaded through the installation of hydraulic suspension in the bogies. The four sets allowed for daily services in both directions to Trondheim, but only one direction each day to Bergen.

The passenger wagons had the same bodies that were used for horse-drawn carriages. They were mounted on a bogie made of iron. The shape of coupé-carriages with two axles and three separated compartments in line was the archetype for the first German railway wagons. Specific bogies for passenger coaches were first developed in 1842 by the Great Western Railway.

Modified versions for broad and narrow gauge railways, and a long distance 7000l fuel capacity version are also said to be buildable. An electro-diesel locomotive derivative, referred to as the Stadler Euro Dual, has also been developed; it shares most of its design, such as the bodyshell, braking systems, bogies, traction equipment and software, with vehicles of the Stadler Eurolight series.

GT4 in Stuttgart The GT4, developed by Maschinenfabrik Esslingen in 1959 for the Stuttgart tramways' steep lines connects the two bogies with a girder. The car bodies support themselves by resting on their bogie and on the girder. It therefore is not possible to separate the vehicle's individual cars. 380 cars were built in total, of which 350 were delivered to Stuttgart.

A string of flatcars carries tanks (under tarps) in April 1943 The Fraser Valley Historical Railway Society single vehicle does not use a trolley-pole, instead it is powered by a generator towed on a small flatcar. A flatcar (US) (also flat car (US) or flat wagon (UIC)) is a piece of railroad (US) or railway (non-US) rolling stock that consists of an open, flat deck mounted on a pair of trucks (US) or bogies (UK), one at each end containing four or six wheels. Occasionally, flat cars designed to carry extra heavy or extra large loads are mounted on a pair (or rarely, more) of bogies under each end. The deck of the car can be wood or steel, and the sides of the deck can include pockets for stakes or tie-down points to secure loads.

A tender for 100 new trams was called by the MMTB in early 1977, Ansair, Comeng and Siemens tendered. Although Comeng originally planning on using ASEA control equipment, as in the Z1 and Z2-class, they opted to give the MMTB a variety of options, leading to 28 different possible configurations of control equipment, bogies, and suspension types. Comeng were ultimately selected, and between 1979 and 1983, 115 Z3-class trams were built. Although superficially similar to the preceding Z1 and Z2-class trams' externally, they had significant design differences - and were a significant improvement on the Z1 and Z2-class trams. They are fitted with AEG control equipment and Düwag bogies, have an additional door each side (for a total of three rather than two for the Z1 and Z2), drop down (as opposed to top sliding) Beclawat windows and improved headlights.

The bogies are a monomoteur design,Monomoteur (English: mono-motor or single motor) - a single (2.8MW) electric motor is mounted in the bogie and drives both axles with helical spring primarily suspension. The traction motors are three phase synchronous type (as used in the contemporary TGV Atlantique) but with two three phase stator windings offset by 30 degrees.A "double star" (French: double étoile) type with 12 pole elements was used for the BB 26000 locomotives, whereas the single three phase motors used in the TGV Atlantique had only 6 stator poles set 60 degrees apart Drive from the traction motors to wheel is via a floating ring vibration isolation element (French:anneau dansant) and hollow shaft drive. Mono-motor bogies were chosen based on the good performance in the SNCF BB 22200, SNCF BB 15000 and SNCF BB 7200 classes.

The bogies are versions of Siemens' SF5000 bogie. The design has an axle distance of , with radial arm primary suspension utilising steel coil springs with rubber elements; the secondary suspension is an air spring design supporting a bolster. Motor bogies have traction forces transmitted from bogie to frame via rods from a centre pivot. Mechanical brakes are wheel mounted discs. The Class 185 is heavier and has a stiffer suspension than the Class 158 it replaced on some routes; On some routes including the Hope Valley route, York to Scarborough Line, Hull to Selby Line (Micklefield junction-Hull), and between Northallerton and Middlesbrough the Class 185 units were not permitted to operate at the same speeds as the Sprinter type DMUs; however the higher acceleration of the Class 185 units could be used to partially offset the lower speed restriction.

Class 8 is built for the unique combination of meter gauge and wagon width of the tramways in Trondheim. long, they have a capacity of 53 seated and 85 standing passengers in a 2+2 configuration. With a single driver's cab, all but 4 seats are forward facing. Two motors from Siemens power each of the end bogies, while the center bogie is unpowered.

The trains were purchased from Keio Corporation and introduced between 1987 and 1994. The motored cars were mounted on former Tobu Railway and Odakyu EMU bogies to match the Iyotetsu track gauge of , as the trains originally ran on Keio gauge. Three-car set 725 was the first Iyotetsu EMU to be repainted in the new all-over orange Iyotetsu livery, in August 2015.

GT4 is a German acronym for an articulated (G for Gelenk = "joint") motorized (T for Triebwagen) tramcar with 4 axles. Such vehicles running on two bogies were developed in Germany, starting in 1959, in different places for different tram systems (in Stuttgart and Bremen), and 15 years later by ČKD Tatra in Czechoslovakia as KT4 ("KT" representing kloubová tramvaj, from kloub = "joint", in Czech and Slovak).

The tram has hub motors on all wheels, thus eliminating the need for axles and bogies. These compact motors are the key to the low-floor concept, since they can be placed under the seating. This allows the full length of the tram to be step-free accessible from the platforms. Several of the configurations of the trams are customizable to fit each tramway.

At about 1505G, Maddox > fired three rounds to warn off the communist [North Vietnamese] boats. This > initial action was never reported by the Johnson administration, which > insisted that the Vietnamese boats fired first.Robert J. Hanyok, "Skunks, > Bogies, Silent Hounds, and the Flying Fish: The Gulf of Tonkin Mystery, 2–4 > August 1964" , Cryptologic Quarterly, Winter 2000/Spring 2001 Edition, Vol. > 19, No. 4 / Vol.

Frank Stamford: Steam locomotives on Victorian timber tramways. In: Light Railways, 208, August 2009. The design concept was based on the use of Harman’s successful logging winches in the power bogies, but the large number of unproven design features resulted in several faults. Thus this engine had to be replaced in April 1928 by a ‘Class B’ Climax locomotive by the Climax Manufacturing Co., USA.

Tyers Valley Tramway, Victoria, Australia. During the problematic delivery run to Tyers Junction the engine derailed twice at 1m64c on an S-curve. The locomotive was rerailed and returned to Collins Siding, where weaker springs were installed to reduce the rigidity of the bogies. On 13 December 1927, the trip to Tyers Junction was made smoother by the use of grease on the outer rail at curves.

The damaged bogies were detached and the train was searched by a bomb-disposal squad and was then allowed to carry on with its onward journey. Following the incident police have mounted a massive search operation in all the trains. The cause of explosion and device used for it were being probed. A suspect who had been detained by Tamil Nadu Police was found to be innocent.

In 1974 the club committee approached the city council to build a club house on the site of Bogies that now houses the community centre. They were refused and this further restricted the club's development in the seventies. In 1978 Gerry Kehoe (sn) was the club's representative on the old Cabra community council and the issue of Charleville House came up on the agenda.

The Class E.470 had a 1ʹD1ʹ wheel arrangement. The outermost of the four driven axles were connected to Zara bogies. The drive and mechanical equipment was derived from the FS E.431. As there were sometimes difficulties in this class with overloading of the drive motors, those of the E.470 were put higher and worked via a gear transmission on a jackshaft.

The coaches for this service, the 19:00 Aberdonian to , were already in the platform. The signalman became aware of the 18:00 train rolling back and operated the points again in order to route it into unoccupied platform 15, but he was too late; the first bogie of the rear coach (BCK no. 1889) had already passed. This caused the two bogies to take different tracks.

Incorporated in the underframe is the fuel oil tank which has a capacity of 1,000 gal. The roof over the engine compartment can be removed as a complete unit to facilitate overhaul. Two hatches are provided in the roof for direct access to the cylinder heads: in addition hatches are provided over the control frame and turbochargers. The bogies are of the cast steel type.

They were delivered in 1892, numbered in the range from 315 to 320 for the Midland System. Two of them, numbers 318 and 320, were later renumbered to 701 and 702 and re-allocated to the Eastern System. These six locomotives were equipped with type ZA tenders which rode on two two-axle bogies, the first proper bogie tenders to enter service in South Africa.

"O Waken, Waken, Burd Isbel", Illustration by Arthur Rackham to Young Bekie: Billy Blind waking Burd Isobel. Billy Blind, Billy Blin, Billy Blynde, Billie Blin, or Belly Blin is an English and Lowland Scottish household spirit, much like a brownie. He appears only in ballads where he frequently advises the characters.Katharine Briggs, An Encyclopedia of Fairies, Hobgoblins, Brownies, Bogies, and Other Supernatural Creatures, "Billy Blind", p 23.

EU8N in June 2010 A total of 40 Type EU8N trams were rebuilt from E6 trams and C6 trailers formerly in service in Vienna. Reusing the bogies from C6 trailers, Autosan produced a new low-floor module which was inserted between the two sections of the E6 tram. The assembly took place at the workshop of MPK Kraków. The first rebuilt unit was rolled out in 2010.

The locomotives worked both passenger and mixed goods trains. They performed fairly well with the original four-wheeled carriages which were in use while passenger numbers were still limited. With increasing passenger traffic, heavier carriages on bogies were introduced, which led to the locomotives being withdrawn from mainline work and relegated to shunting work, a role in which they remained useful for many years.

Unlike the broad-gauge, the Victorian Railways' narrow-gauge network never had four-wheeled trucks (aside from a handful of trollies). Instead, a single design of 249 underframes was constructed, with identical structure, bogies, couplers and brake equipment. Different bodies were provided on these frames for each purpose. The most common, by far, was the convertible flat/open truck, followed by cattle, louvred, insulated and boxcar types.

Outwardly, all these locomotives appeared almost identical to the first batch of 7th Class locomotives, but they had increased heating capacity as well as some other modifications. They were the first to be equipped with type ZC tenders, which rode on two two-axle bogies and had a capacity of of coal and of water.South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 Aug 1941).

RM 1 was the solitary example of its type. The traction equipment, underframe, and bogies were provided by British Westinghouse and were fitted to a wooden body that had been built by NZR at the Petone Workshops. The wooden body largely resembled a railway passenger carriage, though the driving compartments fitted at each end had an appearance similar to contemporary trams.Jones, Where Railcars Roamed, 8.

Power from the engine was transmitted to the leading bogie mechanically and to the rear bogie electrically by current produced by a generator within the engine. When engine revolutions passed a certain level, the electrical system was cut and used for battery charging while special clutches and gears allowed the engine to mechanically drive both bogies. Unladen, the railcar weighed approximately and its length was .

A separate circuit commutates the thyristor at low speeds. three phase inverter circuits are connected in parallel, with the two three phase supplies per motor being series connected. For speeds below one supply voltage reducing chopper circuit (French:hacheur) per motor bogie is used to assist control. The power electronics of the two motor bogies are connected in parallel, and are evaporatively cooled by boiling Freon 113.

The CAF Urbos is a family of trams, streetcars, and light rail vehicles built by CAF. The Basque manufacturer CAF previously manufactured locomotives, passenger cars, regional, and underground trains. In 1993, CAF started building trams for Metrovalencia, with the delivery of 16 trams through 1999. This was a variant of a Siemens design and some components were delivered by Siemens, including bogies and traction motors.

1894 illustration by John D. Batten "The Hedley Kow" is an English fairy tale, particular to the village of Hedley on the Hill in Northumbria.Katharine Briggs, An Encyclopedia of Fairies, Hobgoblins, Brownies, Bogies, and Other Supernatural Creatures, "Hedley Kow", p218. . It was collected by Joseph Jacobs in More English Fairy Tales in 1894. The story concerns a shapeshifting trickster known as the Hedley Kow.

Throughout the night of 24–25 May, no Japanese aviator made a really determined attack on radar picket station 15. In fact, Ammens radar screen remained clear of bogies during the morning watch of 25 May. Half an hour into the forenoon watch, however, things began to warm up. She detected a group of enemy planes approaching from the north about 40 miles distant.

The D-Train has been anticipated to offer a service life in excess of 25 years. The trains themselves are former D78 Stock units, originally manufactured by Metro-Cammell of Birmingham. 150 driving motor cars and 150 intermediate trailer cars were purchased at scrap value. The bogies were supplied by Canadian rolling stock manufacturer Bombardier while the D78 Stock was in service with London Underground.

Individual wheel drive on respective bogies secures perfect use of adhesive conditions and ideal ride both in bends and on straight lines. There are three-phase synchronous motors with permanent magnet excitation on rotor. They are fixed to the bogie framework from the wheels outside. The traction motors don't use a gear box - they drive tram wheels directly through a mechanically disconnectable jaw clutch.

A large door in the rear of the hull accessed the storage compartment. Initially the armament was a Type 91 6.5×50mm machine gun, although in later models carried a Type 92 7.7 mm machine gun. The suspension consisted of four bogies - two on each side. These were suspended by bell-cranks resisted by armored compression springs placed horizontally, one each side of the hull, externally.

The Mark 1 series of the X200 class were 3 times more powerful and twice as heavy as the X100 class. Six examples were built and numbered X201-X206. They were built using a number of steam locomotive spare parts. They were built on the inner bogies of the AD60 Beyer-Garratt class locomotives, and used spare C36 class locomotive windows in their cabs.

The trains are built by Nippon Sharyo, with Toshiba supplying the electrical equipment. They are fitted with permanent magnet synchronous motors and Silicon Carbide, which are expected to reduce the power consumption by about 20%, compared to the Tokyo Metro 02 series currently in service on the Marunouchi Line. Self-steering axles similar to those of the 1000 series are fitted to the bogies.

The first two trolleybuses were built upon Railless single-deck chassis with Hurst Nelson B28R bodies and numbered 240 and 241. Bradford Corporation eventually decided to have its own vehicles (both tramcars and trolleybuses) built. The first Bradford Corporation tram (No. 210) built on Brush 21E bogies entered service in 1912, and during the next few years over 150 cars were built at the Corporation's Thornbury Works.

The engine is cooled by a forced circulation of cooling fluid through radiators with two hydraulically driven fans. The alternator is controlled by an electronic PWM control unit which is commanded by a 13 step regulator. The bogies are a monomotor design with a 'dancing ring' coupling, giving a B′B′ wheel arrangement. They are suspended by a flexicoil arrangement, with additional traction rods.

The added carrying axle of the JNR Class ED62 Bo-1-Bo Eighteen of the Japanese narrow-gauge Bo-Bo electric were rebuilt in the late 1970s to form the Class ED62. An additional carrying axle was added between the bogies to give a B-1-B (AAR) or Bo′1Bo′ (UIC) arrangement. The intention was to give a lighter axle loading for the Iida Line.

A large tension wheel trailed on the ground, which lowered ground pressure to compensate for the larger weight of the bins but also increased track resistance and vibration. The cross-country speed was just 15 km/h. As even during testing when fully loaded entire bogies collapsed, the prototype was rejected. The Fouga aircraft company submitted a prototype tractor and trailer on 2 February 1939.

This is one of the reasons the ICE 1 is not homologated for the Cologne-Frankfurt high-speed rail line, which has grades of up to 4%. The intermediate cars sit on type MD 530 bogies with steel suspension and an axle base of 2500 mm. New wheels have a diameter of 920 mm. They are replaced when they reach a diameter of 860 mm.

Some of these vehicles had a shortened chassis, their suspension consisting of only two bogies per side. Lorraine tractors were ostensively fitted for use in forestry and construction; in reality they constituted a clandestine armoured fighting vehicle production as they could be easily rebuilt. The AMX factory secretly produced armoured bodies for these vehicles, which were stockpiled. The type was called the Tracteur Lorraine 37 L 44.

This was an experimental class developed out of the WDM3D by IR on the ever-lookout for more power, all equipped with High Adhesion bogies and roof-mounted DBRs. However, they never entered serial production. Some suggest that the WDM3E is actually called “WDM3D without Equalizer” or WDM3Ds with 3500 hp power. The known road numbers in service for this class are #11306 to #11311 and #11263.

The motor coaches had two powered bogies and GEC electrical equipment. They were the first to have camshaft controllers. The train ends also followed the EPB style and incorporated a two-character alphanumerical headcode. ;Motors There were four 185 hp GEC traction motors Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 325 giving a total of 740 hp per 3-car set.

In the case of French TGV power cars, a motor mounted to the power car's frame drives each axle; a "tripod" drive allows a small amount of flexibility in the drive train allowing the trucks bogies to pivot. By mounting the relatively heavy traction motor directly to the power car's frame, rather than to the bogie, better dynamics are obtained, allowing better high-speed operation.

The 2150 class were an evolution of the 2130 class. They differed by having a modular control system and the sandboxes relocated from the nose to the bogies.2100 Class Queensland's Great TrainsClyde/GM 2100 Class Queensland's Railway Interest Group All were transferred to QR National in 2004, which became Aurizon in 2012. In 2011 four were sold to TasRail entering service as the 2050 class.

The leading bogies and coupled wheels had Cannon-type axle boxes. The cylinders and frames were cast in one piece, while the steel cylinders and steam chests were fitted with cast iron liners. The tender frames of both locomotive types were also one-piece steel water-bottom castings. Since they were entirely mounted on roller bearings, very little effort was required to move these big locomotives.

In between the rails was a row of short posts, bearing a thick third rail. Each item of rolling stock (locomotive, tender or passenger car) had two trucks or bogies, each with four wheels. These wheels were angled inwards to sit on the load- bearing rails. In addition, each truck had a pair of horizontal spring-mounted gripper wheels which pinched the central upper rail.

A builder's plate is usually a metal plate that is attached to rolling stock, bogies, construction equipment, trucks, automobiles, large household appliances, bridges, ships and more. It gives such information as the name of the manufacturer, the place and country of manufacture, the model number, the serial number, as well as the date of manufacture or date of fabrication of the item or unit.

Chennai Central used to have trains with special liveries until the early 1990s. The Brindavan Express used to have green livery with a yellow stripe running above and below the windows; Nilgiri Express (popularly known as the Blue Mountain Express) had blue livery. All trains now have the standard blue livery (denoting air-braked bogies). Notable exceptions include the Rajadhani, Shatabdi and the Jan Shatabdi expresses.

GM's next generation diesel engine had pistons with a useful life of over 500,000 miles. The problems were most acute under the operating conditions of locomotive, rather than stationary or marine, use. Even with the problems of the Winton 201A, their maintenance regime was significantly lower than for steam locomotives. 9900 and 9901-9903 were articulated trainsets, with common trucks (Jacobs bogies) between each car.

Possibly the most remarkable were some 4-2-4 engines for the Bristol and Exeter Railway built in 1853/4 with unflanged driving wheels, and two ball-and-socket swivelled bogies. They weighed 42 tons and achieved speeds of , the fastest engines of the time. The quality of the company's products brought in repeat orders. Many of the engines were still in service twenty years later.

The prefabricated cabs are also welded to the underframe and sides to form the box structure. Detachable roof panels with hinged covers provide access to components for maintenance and overhaul. The bogies were designed by English Electric. They are cast steel bolsterless with fully equalised primary suspension using helical coil springs on underslung beams and three-point secondary rubber cushion suspension to the body.

There was a speed limit of on the line, and a limit of on entry into Moorgate station. From November 1966 the Northern City Line ran 1938 rolling stock. Weekly checks were made on the stock's brakes, doors and compressors; all equipment on the train was examined on a six-week basis and the cars were lifted from their bogies for a thorough examination once a year.

3118 in Chittagong in March 2003 The Class 3100s were ordered by the Pakistan Eastern Railway in 1971, that became the Bangladesh Railway. They were of the hood type with a full-width driving cab at one end. The very short overall length of helps visibility in the restricted loading gauge. The locomotive is carried on two cast-steel bogies designed to negotiate curves of radius.

SP32 is a Bo′Bo′ locomotive as it runs on two bogies, each equipped with two axles. Each axle is propelled separately by one traction motor. Power from diesel engine to traction motors is delivered through electrical transmission. The electric heating system is powered by a 250 kW alternator that allows the locomotive to heat six carriages (assuming 40 kW power consumption per carriage).

Each set is made up of two end coaches and two center coaches. The sections are articulated using Jacobs bogies. Each end coach is divided at the side doors into a Luxury Coach, which seats 30, and a Smoking Coach, which seats 10 and also has a restroom. Each door had steps and a trap door for boarding from street level, low-level and high-level platforms.

After the project was completed the vehicle was generally stored at Newport Workshops, only being utilised occasionally. In 1979 it was recoded VWBA2, and by 1988 it was in storage at Eaglehawk, near Bendigo. As of 17 February 2003VicTrack 2007 Heritage Vehicle Report it was owned by VicTrack, allocated to the ARHS, and mounted on 4 sets of four-wheel, 50-ton capacity bogies.

The diesel engines meet Tier 3 EPA emission standards, and work is being done to enable an upgrade to Tier 4 standards, which took effect on January 1, 2015. Total length is , approximately longer than the ALP-46A. The bodyshells of the locomotive were constructed at Bombardier's Wrocław site, the bogies at Siegen, and the alternators at Hennigsdorf factory. The locomotives were assembled at Kassel.

In 1960, Renault built seven tractors with two bogies. Their bodywork was steam outlined and brightly decorated. These machines measure 3.05 meters long and 1.20 meters wide, weigh five tons and reach 19 km / h with their engines of fifty-five horse-power. The trailers are those of the 1910s, the only modification being the addition of a small roof in the year 1951.

The first of the big diesels introduced by SNCF in the 1960s to replace steam locomotives and an early example of Paul Arzens' styling. The class was originally designated as mixed traffic locomotives with the bogies geared accordingly. Later they were allocated to freight work only and the gearing adjusted. They were never fitted with train heating boilers but worked with boiler vans on passenger duties.

The flywheel crankshaft turned the drive shaft via a sprocket and chain, and this turned the two-axis bogies via another sprocket and chain. The boiler was removed in 1913 and was in operation until February 1918. From May 1918, Watson used another locomotive, again with a transportable Ruston & Procter boiler. It probably had a similar structure and was in operation until February 1921.

By the late 1930s, with even more engines requiring urgent maintenance and repairs, orders were placed for an additional ten P class locomotives which would be improved through modifications to the boilers, bogies, headlights and valve gear. These new locomotives were constructed at the Midland Railway Workshops. The boilers featured an increase in pressure from 160 to 175psi, which provided more power, and the bogies were constructed in cast steel. These improved locomotives were delivered to the same operating specifications as the original P class, with the same weight distribution and boiler pressure limited to 160 psi, though improvements to the track and bridges on the Eastern Goldfields Railway in 1940 meant that they could be altered to use their designed power through the increasing of the axle load from 12.8 to 14.2 tons and the resetting of the boiler-top safety valves to 175 psi.

In a proactive move in 1961, Kiewa and Moyne were stripped of their restaurant fittings and altered to BG 1 and 2 with saloon-style seating through most of the carriages and three compartments each. 1BG was noted exclusively on Yarram trains from 1971 through 1986 when it was withdrawn, although traffic before this period is not known. As the steel cars were transferred across, their old bogies were retrofitted under E type carriages. Cars fitted with four-wheel bogies were 1-4, 11, 13, 17-19, 23-25, 28, 30, 35, 36, 38, BE 4, 19, 31, 34 in addition to Kiewa, Moyne, Taggerty and CE 15, 33-37 as noted above. Also around this time, the four air conditioned AE cars were renumbered to BE 49-52, giving the new total of BE 4, 19, 31, 34, 49, 50, 51, 52, BG 1, 2, Sleepers 1-4 and Taggerty.

The order was placed with ABB Strømmen and AEG in August 1991. The high development cost was subsidised by the Norwegian government, who saw the project as potentially establishing a new industrial export product. Electrical components were built by AEG in Berlin, while the bogies were built by MAN in Nuremberg. The bodywork was built at Strømmen, with profiles from Alusuisse, and the trains were assembled in Strømmen.

The locomotives were built by North British Locomotive Company (NBL) of Glasgow, who delivered one hundred of them in 1949 and 1950, numbered in the range from 3601 to 3700. The cast engine main frames and the Buckeye bogies for the tenders were supplied by General Steel Castings of Eddystone, Pennsylvania.North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard SchmeiserPivnic, Les (1971). S.A.R. Class 24 2-8-4.

In the late 1920s vans 15, 16 and 18 began use as Mail baggage vehicles with their capacity downrated to each. From 1941 they gained high-speed bogies for express train running, and in 1956 15 and 18 were recoded to TP, then to BP only a year later (TT 16 went on to become a BB van). That is why the steel vans BP above run from 3 to 102.

In 1901 a second, more powerful shunting locomotive was acquired. Designed by the LSWR Chief Mechanical Engineer, Dugald Drummond it had two four wheel bogies and was intended for the rescue of failed passenger trains in the tunnel. In 1915 it was removed from the tunnel and put to work shunting coal wagons at Durnsford Road power station, having had its shoe collectors altered for the surface traction supply system.

The test train consisted of a rake of rail-carrying flat wagons, with a former East Coast Metro-Cammell Pullman vehicle marshalled immediately behind the locomotive. Testing of Doncaster-built examples was completed using the traditional Doncaster works test train, running north along the East Coast Main Line. One class member, BREL-built no. 56042, was chosen to test the CP3 bogies that were fitted to the Class 58s.

Changchun Railway Vehicles (CRRC) is leading the development and design for the HCMTs, and is manufacturing the train bodies as a joint venture with Downer Rail. 60% of construction is "local content" from a Victorian manufacturing supply chain. Downer leads the delivery and maintenance of the sets, as well as the construction of the new rail yard facilities. Frames for bogies will be manufactured by Hoffman Engineering in Bendigo.

Therefore, boiler overhang is less than that of the Mallet locomotive on a curve of the same radius. Meyers are usually set up as a tank engine, with the boiler/cab unit carrying the water and fuel supplies. A disadvantage of the design is that the firebox is directly above the rear power unit, which limits its size. With two power bogies, flexible steam pipes must be provided to all cylinders.

The VT 10 501 was built by Linke-Hofmann-Busch in 1953 for the Deutsche Bundesbahn. It was designed as a seven-unit train. Every pair of intermediate cars had a common Jacobs axle; only the power cars had twin-axled, powered bogies. The VT 10 551 built in 1953 for the Deutsche Schlafwagen- und Speisewagengesellschaft by Wegmann in Kassel and taken over on 1 January 1955 by the Deutsche Bundesbahn.

The motor cars on either end of the train contain a pair of motor bogies, with one asynchronous motors per bogie. Static and other converters are also located underneath the motor cars. The central passenger car is divided into two spaces: half is passenger seating while the other part is a bar and restaurant. A section of this car is also dedicated to people with mobility and accessibility impairments.

The locomotive was designed by the 50 C/s Group, which consisted of European manufacturers Alsthom (now Alstom), Siemens, MTE, Brown-Boveri, ACEC, and AEG, and was led by Alsthom. The locomotive has three bogies in Bo-Bo-Bo arrangement. With six DC motors, the total power is . The gear ratio is 15:96, and top speed , optimized for mountain lines with steep grades and short radius curves.

As the Z 600 transits were wearing out, replacement for them was envisioned at the end of the 1980s. A joint order was created with SNCF and the MCR to replace the existing Z 600 transits. Five transits were ordered in 1994 from a consortium made up of Vevey Technologies (project coordination, assembly and construction of the boxes), Adtranz (electrical equipment) and SLM Winterthur (bogies, braking and rack and pinion equipment).

Westinghouse considered the railway would be profitable with electric traction and undertook to fund electrification, promising to complete in eighteen months. In 1903, 24 motor cars and 33 trailers were provided by Westinghouse. The stock was of an American design, with a clerestory roof and open gated ends. Unheated accommodation was in saloons and the wooden bodies were British built, the bogies had been made by Baldwin Locomotive Works in America.

A party of engineer troops from Kapooka Camp, Wagga Wagga, under command of Lieut. Colonel Warren McDonald were given the task of dismantling the gun under supervision of Mr. Rettinger of the Department of the Interior. Thus, the mounting was sent to Port Wakefield, presumably by rail and the bogies were sent to No. 1 Central Ordnance Depot, at Bandiana, Victoria, for storage. They remained there until after the war.

The Fatuha train crash was a rail transport accident that occurred on 4 April 1998, in India. Removal of fishplates led to the packed Howrah-Danapur Express jumping tracks, killing at least 11 passengers and injuring more than 50 others near Fatuha Station in Fatuha city on the Eastern Railway's Danapur division. In all, nine bogies derailed disrupting traffic. Local citizens assisted the injured at the scene until authorities arrived.

9 which is preserved at Tsumeb, sold to industry. Both SAR locomotives had been modified to tank-and-tender engines for use on the Otavi Railway's fast passenger service. Their coal bunkers were removed and they were equipped with tenders, supplied by Henschel and Son, which ran on four- wheeled bogies and had a capacity of coal and water. Similar tenders had been fitted to modified Class Ha locomotives.

Nottingham Corporation Tramways car 66 descending Wheeler Gate, ca. 1910 The top covering of cars was carried out continuously between June 1910 and March 1911, a further 10 cars being so treated, bringing the total to 100. 14 more top covers were then purchased, four for bogies and ten for single-truck cars. Eight sets of magnetic brakes were also ordered to replace the mechanical type on the 1907 cars.

Less successful were his C and C1 classes of 1871 and 1882 respectively, both of which proved to be under-powered as the volume of freight traffic grew towards the end of the century. Stroudley's locomotives were all limited to six wheels, and he never used bogies largely because of the limitations imposed by turntables, notably at Victoria. The high price of coal encouraged him to experiment with condensing apparatus.

First class was provided with more legroom than second. An internal partition existed between the two ends of the saloon, but was removed in later years. A single twinette sleeping car was also built in a Z type body shell, entering service in 1963; it had 20 berths. A number of carriages were placed onto standard gauge bogies from 1962 for use on interstate trains such as the Spirit of Progress.

Also called EuroSprinter ES60U3, these 120 engines, also featuring the new Siemens safety cab are rated at instead of 6,400 due to the heavier cab, the high-speed bogies () and the multi-system equipment. They are used by NMBS/SNCB on passenger trains only. 24 of them, forming Class 19, are used in fixed consists on M6 rail cars with a GF automatic coupling in order to combine two sets together.

The Class ED73 design was broadly derived from the Class ED72 locomotives introduced a year earlier, but as the Class ED73 was primarily intended for use on freight services, it did not include a steam generator for train heating, and was therefore shorter than the Bo-2-Bo wheel arrangement Class ED72. The DT119B bogies were also almost identical to those used on the full-production Class ED72 locomotives.

She ended the season fifth on the Futures Tour money list which earned her fully exempt status on the LPGA Tour for 2007. Francella's first win on the LPGA Tour came in her second start of 2007 at the MasterCard Classic, where she scored 68-68-69 with only two bogies over the three-round tournament and then held off world number one Annika Sörenstam in a four-hole playoff.

The first eight known 4-2-4 locomotives entered service on the broad gauge Bristol and Exeter Railway in 1853 and 1854, numbered in the range from 39 to 46. They had diameter flangeless driving wheels, supported by leading and trailing two-axle bogies. The water was carried in both well- and back-tanks. Two more engines were built in 1859 and 1862, but with much smaller diameter driving wheels.

The bogies have a modern gear system and two-stage spring suspension systems that effectively muffles vibrations, thus enhancing comfort while travelling. The trains can be built in various configurations. The two-car variant is known as "37WE", three-car "36WE", four-car "31WE", five-car "45WE" and six-car "35WE". The trains can have interiors built suitable for commuter and suburban trains but also for long distance routes.

Two 9050 series sets were introduced in December 1994, coinciding with the opening of the "Yurakucho New Line" (now part of the Tokyo Metro Fukutoshin Line) between Kotakemukaihara and Ikebukuro. These incorporated further design improvements and changes similar to the 20050 series trains, notably VVVF control, bolsterless bogies, 3-colour LED destination indicators, LCD interior passenger information displays, and brown seat moquette. The LCD passenger information displays were removed in 1999.

Only on the former London and South Western Railway routes west of Salisbury, where long-distance express trains operated, was the lack of troughs a problem. Rather than install troughs the L&SWR; (and the Southern) equipped its express locomotives with special high-capacity tenders with a water capacity of 4,000 gallons (18,200 l) running on a pair of twin- axle bogies. These were known to railwaymen as "water cart" tenders.

All maintenance was conducted by the constructing workshops of Wolverton. The units were diesel hauled from Bury to and from Wolverton. In 1986 a condemned vehicle (77169?) was given (on temporary bogies) to the newly formed ELR. The carriage was used for a mock fire emergency exercise in Bury Tunnel (at Bolton Street station) with local fire services, British Rail Staff, and soon-to-be volunteers of the new ELR.

NTSB investigators found gashes that were determined to have been left by a backhoe cleaning up the spilled cargo. Over time, these gashes caused the integrity of the pipeline to weaken and eventually rupture. During cleanup, Calnev only inspected short segments of the pipeline - generally around places where train wreckage had landed on top of the pipe. Other short excavations discovered other debris, including bogies from the hoppers.

11 bay platform, where an empty diesel multiple unit was standing. As there was nothing more he could do, the driver jumped out onto the platform with the train still travelling at around 20 mph. It ploughed straight into the DMU and completely destroyed the first coach. The second coach was torn from its bogies and thrown up onto the platform where it demolished the refreshment room wall.

In the newspaper article documenting this, they quoted "Gee whiz, he must have a magnet, or something." That day, Barbaro had four pars, seven birdies, one eagle, and six bogies; and the wind was blowing at a good clip (approximately 35 miles per hour) throughout the afternoon. Barbaro married Gretchen Gabler at the First Baptist Church Of White Plains in White Plains, New York on February 9, 1946.

Trials proving satisfactory, the type went into production and service. Most of the F.17s shipped aboard the carriers HMS Campania, and ; the first aircraft joined Campania and the type took its name from her. Only Campania possessed a flight deck; Campanias operated from this using jettisonable, wheeled bogies fitted to the floats. The aircraft in the other ships took off from the water in the normal way.

The first and second prototype units were delivered in 1975 (V63 001, V63 002). Both of these prototype units used electrical equipment from Western Europe while the later units used exclusively Hungarian made equipment. The null- series (V63 003, V63 004, V63 005, V63 006, V63 007) were delivered between 1980 and 1981. From 1984 the new units have been equipped with new bogies with better running performance licensed from Krupp.

They were built with Watson Standard no. 1 boilers and they used Type MY Torpedo tenders that ran on three-axle Buckeye bogies. It was the only Berkshire type to see service on the SAR. Most of them went to South West Africa, where 55 of them would remain in operation until strengthening of the track and the introduction of diesel traction made them available to be employed elsewhere.

On 5 January, Wake Island received 19 survivors of Ommaney Bay who had been rescued by . The ship went to general quarters with bogies on the radar screen, but three threatened raids failed to develop. At 1502, eight LCAP fighters from Wake Island pounced upon a division of Japanese Army fighters. When the melee was over, the Americans claimed three certain kills and a probable without suffering any loss themselves.

The worn out Class 2'2'T30 tub tenders were mainly given new tubs. Other reconstruction measures included the installation of axle box tightening wedges and the replacement of the Krauss-Helmholtz bogies. Despite often expressed views to the contrary, the valves were not replaced or rebuilt as part of the reconstruction. The 52.80 had standard piston valves with Winterthur pressure equalisation and hence poor riding qualities when running light.

Kawasaki will be responsible for the overall project management, design, manufacturing of bogies and procurement of major components. CRRC Sifang will be in charge of manufacturing, final fitting and assembly of complete MRT trains and factory testing. Kawasaki (Singapore) will be responsible for the delivery of complete MRT trains to the depot, on-site testing and commissioning. The new MRT trains are scheduled to be delivered to Singapore from 2015 onwards.

The trainsets are 4-unit multiple units capable of operating in pairs, designed for medium-distance high-speed services. The inner axle of each carriage bogie is powered by a body mounted three phase asynchronous traction motor via a cardan shaft final drive. The motors are driven by IGBT converters with one converter per carriage. The bogies are of welded steel construction with primary coil springs and secondary air suspension.

The Nederlandse Spoorwegen (NS) Class 1200 was a class of electric locomotives that were in service from 1951 until 1998. They were designed by Baldwin and built by Werkspoor (Utrecht) between 1951 and 1953. The electrical equipment was built by N.V. Heemaf (Hengelo) to a design by Westinghouse. Some parts (the bogies, and the electrical installation) were made in the United States as part of the Marshall Plan.

The DC link supplies six IGBT three phase inverters (grouped in three sets of two, one set per bogie), each driving a traction motor. The system allows individual axle control including anti-slip, as well as electrical dynamic braking. The traction motors are three phase asynchronous machines (DTA-1200 model, developed by NEVZ). They are suspended in the bogies and decoupled from the non-rotational motions of the driving wheels.

On 30 November, a mob of over 6000 protestors stopped the Deccan Queen passenger train near Ulhasnagar, asked the passengers to alight and set afire its five bogies. One compartment of a local train was set ablaze at Matunga in Mumbai. There were no injuries. Some compartments of a commuter train were also torched at Ulhasnagar, and the police fired in the air to control the violent crowds.

Stack joined TF 38 to participate in raids against Rabaul during November. On the 11th, two carrier attacks had already been launched when radar picked up a flight of incoming bogies. The actual attack began at 1355 when Stack commenced firing on a group of 20 Vals coming in on her starboard bow. Thereafter, antiaircraft fire was continuous from the task force against all types of Japanese planes.

They had a number of unique features (for QR steam engines) including Ajax air operated butterfly fire doors, Hadfield power reverse gear, speedometers and also flow meters; the latter being fitted to the class in 1955. The outer bogies and inner trucks had roller bearings but the coupled axles has plain bearings. Several engines received fabricated stove pipe chimneys to replace the original cast ones that had been damaged.

8-car Bristol Pullman set arriving at Bristol Temple Meads on 5 May 1973 (the final day of operation). The sets had a maximum speed of . The fixed couplings reduced much of the jerky movement experienced by conventionally buffered carriages and allowed smooth acceleration and stable running. The bogies had hydraulically damped helical springs, and the axles were pneumatically braked in a two-stage system, allowing highly controlled stopping.

USS Minneapolis At 23:14, operators on Fletcher established firm radar contact with Takanami and the lead group of four drum-carrying destroyers. At 23:15, with the range , Commander William M. Cole, commander of Wright's destroyer group and captain of Fletcher, radioed Wright for permission to fire torpedoes. Wright waited two minutes and then responded with, "Range on bogies [Tanaka's ships on radar] excessive at present."Kilpatrick, p.

B-series train at Trollhättan Station on the Norway/Vänern Line in Sweden Class 73 is a four-car electric multiple unit built by Adtranz. Each four-car train has eight bogies—of which three are powered—with a total power output of . The trains have active tilting, which allows speeds 20 to 30 percent higher than conventional trains through curves on conventional lines. Maximum permitted speed is .

The same carriages appear to have been used throughout the line's days from 1948 to 1971. Each carriage had bogies at each end and contained three bays, each capable of seating two adults and two children. The trains were usually marshalled in sets of five, giving a theoretical capacity of sixty passengers per train. They were all scrapped when the line was converted to in the winter of 1971-2.

They were coupled to 22 cubic metre tenders and were very sober in appearance. These locomotives had a tendency to derail which forced the Chemin de fer de l'État to change the leading bogies. Two of these accidents happened at Perray and at Bernay on 10 September 1910. After that, the locomotives were temporarily used solely on goods trains and limited to a maximum speed of 60 km/h.

The top speed without trailer transpired to be reduced to 32.7 km/h; unsurprisingly the trench crossing ability was improved to 160 cm. As the air outlets had been placed higher, the wading capacity was improved to 45 cm. However, the main purpose: ameliorating suspension reliability, was not really achieved. Tracks were still thrown, track guides bent, springs broke and entire bogies were sheared off, just as with the series model.

The vehicle has two two-axle bogies, with individually driven axles, and is therefore classified as Bo′Bo′. The built-in multiple unit train control is designed to operate up to three units. To ensure a quick connection and disconnection, the vehicles are fitted with a +GF+ brand device, which, in addition to the mechanical connectors, simultaneously couples the electrical and pneumatic lines. The vehicles can accelerate at a rate of .

More-powerful locomotives tend to be longer, but long rigid-framed designs are impractical for the tight curves frequently found on narrow-gauge railways. Various designs for articulated locomotives were developed to overcome this problem. The Mallet and the Garratt were the two most popular, both using a single boiler and two engines (sets of cylinders and driving wheels). The Garratt has two power bogies, whereas the Mallet has one.

Interior of a Gullfisk from 1937 The Gullfisk were built as self-contained aluminium riveted bodies. This gave a light body that was strong as steel, giving what at the time was regarded as a more elastic structure which would not break as easy. However, this resulted in the bodies sinking somewhat at the ends and between the bogies. It also caused more deformation during accidents, increasing the costs of repairs.

The bodies were long and wide. The centre beam between the two bogies was made of steel, and was intended to compensate for the soft aluminium structure; these were prone to rust and needed repeated replacement. The bodies had a very streamlined shape and a distinct tail, that in addition to the aesthetic purpose was chosen because it strengthened the structure. During prototyping, the vehicle was tested in a wind tunnel.

Interior of a C20 car The C20 car is double-articulated, in length, in width, in height, and weighs . It uses only four bogies, two under the middle part, and one under each end part of car. The car takes 126 seated passengers, and 288 standing passengers. Three such units normally form a train. The C20 stock cars were built between 1997 and 2004 and first entered service in 1998.

The SNCF Class BB 8500 class are part of a series of electric locomotives built by Alsthom for SNCF. They are the direct current version of the 25 kV alternating current SNCF BB 17000 and dual system SNCF BB 25500. The locomotives are fitted with monomotor bogies with two different gear ratios. This allows them to increase their tractive effort in exchange for a reduction in their top speed.

The first and third are each powered by two electric motors, with the middle bogie being an articulated Jacobs bogie. Power is provided by two diesel engines (originally manufactured by AEC), with each engine driving one bogie. The diesel engines on the DE-2 were replaced with more powerful motors in the 1950s. The wheelbase of each bogie is 3.0m, and the center-to- center distance of the bogies is 18.35m.

A variable gauge system allows railway vehicles in a train to travel across a break of gauge caused by two railway networks with differing track gauges. For through-operation, a train must be equipped with special bogies holding variable gauge wheelsets containing a variable gauge axle (VGA). The gauge is altered by driving the train through a gauge changer or gauge changing facility. In effect, the track widens or narrows.

Additionally, the reversing shaft had to be mounted atop the boiler, with a long lifting link dropping down to the radius rod, a feature unique to Mason Bogies (this was necessary because the lifting link would swing to the side as the truck pivoted, lifting the radius rod and changing the valve setting. Lengthening the link, and thus increasing the radius of its swing, minimized the amount of change.).

The KTM Class 93 is a custom built train engineered to high speed metre gauge operation. Dubbed the "Malaysian Bullet Train", or "Pocket Rocket", it features a streamline sloped head, with better aerodynamic efficiency relative to previous KTM rail classes. It is expected to be one of the fastest trains operating on metre gauge track. Relative to KTM standard meter gauge bogies, special higher strength materials were used in bogie construction.

It was found that the variable demand on the gas generator precluded a regular supply of gas of the required quality. The gas-electric locomotive was eventually superseded by the diesel-electric locomotive, which proved to be a far more convenient and much less cumbersome machine to operate over long distances. No more suction gas locomotives were acquired. The experimental gas-electric locomotive's frame, bogies and traction motors were used c.

With this type, the articulation is normally suspended between carbody sections. In the Škoda ForCity, which is the world's first 100% low floor tram with pivoting bogies, a Jacobs bogie supports the articulation between the two or more carbody sections. An articulated tram may be low-floor variety or high (regular) floor variety. Newer model trams may be up to long and carry 510 passengers at a comfortable .

Railbuses are a very lightweight type of railcar designed specifically for passenger transport on little-used railway lines. As the name suggests, they share many aspects of their construction with a bus, usually having a bus body, or a modified bus body, and having four wheels on a fixed wheelbase, instead of on bogies. Some, but not all, of the units have been equipped for operation as diesel multiple units.

The firebox is located above the trailing axle. After the first 27 were completed, the design was modified, resulting in a slightly different appearance of the smokestack and the steam dome. The tender was made bigger at the same time, with coal capacity rising from to , and water capacity increasing from to . The tender is a four-axle type, running on two four-wheel bogies of American Bettendorf design.

Just after 01:00, 3 April, the Japanese commenced a long day of aerial resistance. At 01:42, Prichett, having beaten off several attacks, was closed by two bogies. The first veered off, but the second pressed on and dropped a 500-pound bomb on the fantail. Exploding close under the counter, it holed the destroyer below the waterline, causing flooding aft and a fire in the 20 mm.

The wheelsets are sprung with a pair of helical springs and dampened by a pair of parallel shock absorbers. The gear ratio is 78:15. The main chassis is of welded construction using I-beam main stringers; the central part of the frame houses the fuel tank and main air reservoir. The bogies are mounted to the chassis by means of slanted posts providing secondary transverse and vertical suspension.

The M12 was built on the chassis of the M3 Lee tank. The engine was moved forward to the center of the vehicle to allow room for the gun mount, and most vehicles used later M4-style bogies with trailing return rollers. The armored compartment at the front was occupied by the driver and commander. The gun crew were located in an open-topped area at the back of the vehicle.

The affected compartment was detached at Bhubaneswar railway station as a precautionary measure and the train proceeded to its destination, the spokesman said. Preliminary information indicated that the fire might have erupted due to carelessness of some travellers and an inquiry has been ordered into the incident, he added. On 18 April 2015, the train caught fire at Nidadavolu Junction. Two of the bogies were damaged, said the report.

A two-rail locomotive must both avoid shorting the two running rails, and must also collect current from both sides independently. For a three-rail locomotive the wheels and axles are typically metal and the metal chassis may be used as a ground connection. This has the advantage that all wheels, including bogies, act as pickups. This gives a long collection length, reducing the problem of crossing supply gaps.

Angry students in various parts of Bihar damaged railway property and disrupted train traffic, as protests continued against assaults on north Indians by MNS activists in Mumbai. The police said the protesters targeted Patna, Jehanabad, Barh, Khusrupur, Sasaram and Purnia railway stations in the morning. The protesting students reportedly set afire two AC bogies of an express train at Barh railway station. They ransacked Jehanabad, Barh, Purnia and Sasaram railway stations.

The running gear — wheelsets, bogies (trucks), and suspension — may fail. The most common historical failure mode is collapse of plain bearings due to deficient lubrication, and failure of leaf springs; wheel tyres are also prone to failure due to metallurgical crack propagation. Modern technologies have reduced the incidence of these failures considerably, both by design (specially the elimination of plain bearings) and intervention (non- destructive testing in service).

Units equipped for DC traction collected electrical current from a third rail using a collector shoe attached to their bogies, which were in turn connected to traction motors (mostly built in the 1950s, even those used on newer stock). AC-powered EMUs collected power from overhead lines using a pantograph. Standard across NSE's fleet were electropneumatic brakes and either semi-automatic Buckeye couplers or (on some later units) fully automatic couplers.

SIG high-floor tram From 1983 to 2020, the SUNIJ-lijn used 27 single-articulated, high-floor trams built by Schweizerische Industrie Gesellschaft (SIG). These trams weighed 37.5 ton, were 30 meter long and are capable of a maximum speed of 80 km/h. In 2012, the SIG-trams were renovated including bogies, air- conditioning, seats and repainting. The last run of the SIG trams was on 3 July 2020.

Since 1991, 163 locomotives of the original class have been equipped with 3000 V electric train heating generator to satisfy the growing need for head-end power for new passenger cars. The locomotives received numerous other modifications to enhance their reliability and performance. Many of them have had their bogies modified to a new type of main frame suspension. As the network electrification continued, the demand for the locomotives soon decreased.

GNER Mark 4 First Open at Leeds in 2006 Built in 1991 and 1992 by Metro-Cammell as the main coaching stock for InterCity 225 sets, Mark 4 coaches were provided from-new with controlled-emission toilets and power-operated plug doors. They are fitted with Swiss-made SIG BT41A bogies and have a design maximum speed of , though for operational reasons their normal maximum speed in service is .

These worked on the Jubilee line construction, and were numbered L15 to L19. The construction of the Jubilee line and the Heathrow extension of the Piccadilly line required yet more works trains, and eleven more locomotives were ordered in 1972, with delivery in 1973. They were built at Doncaster Works by British Rail Engineering Limited. The motors were refurbished from redundant District line stock, but the bogies were new.

Ride quality is also said to be poor, not much of an improvement on a bus, due to the four-wheeled design, whereas trams have bogies. Guidewheel mechanical failures have occurred, causing the trolleybus to swerve off the roadway. This is due to the high centrifugal forces exerted on the wheel when rounding corners. Due to this, a speed limit of 10 km/h is now enforced on corners.

Once upon a time, the Carland was filled with bogs. When the moon shone, it was as safe to walk in as by day, but when she did not, evil things, such as bogies, came out. One day the moon, hearing of this, pulled on a black cloak over her yellow hair and went to see for herself. She fell into a pool, and a snag bound her there.

Morgan, p. 19 Bulleid's innovation stemmed from a belief in the continued development of steam traction, and culminated in the Leader class of 1946, an 0-6-6-0 design that had two cabs, negating the use of a turntable.Bulleid, Section "Leader class" The entire locomotive was placed on two bogies, enabling negotiation around tight curves, while the slab-sided body could be cleaned by a labour-saving carriage washer.

Downstairs or lowest floor height is primarily determined by the thickness of the beams connecting the span between the wheels and bogies (trucks) of a rail car. The upstairs floor or highest floor height is above the lowest floor and must fit under bridges and tunnels. Level entry floor height must match the platform height. Hopefully either the traditional or downstairs floor height already matches the platform height.

Livery of a family car The E1000 series is configured in a push-pull arrangement, with a locomotive at each end of the train. Electricity is delivered via overhead lines, and each locomotive features four motors for a combined per locomotive. The trains are designed to run in 12-15 passenger car configurations. The bogies were supplied by Krauss- Maffei, while the braking system are supplied by Knorr-Bremse.

Collectively these were capable of providing a push of 160 tonnes. In the event only 8 tonnes of push were required to get the building rolling. Each of the two moves was accomplished in one day, at a maximum speed of 12 metres per hour. Between the first move and the second, a period of two weeks was required to turn the 96 railway bogies used through 90 degrees.

Depending on the number of powered bogies, the length and weight, they will reach top speeds between (typically ). Acceleration also varies between . The diesel version is essentially an electric version with a diesel power module inserted, generating electricity for the electric motors. In TEXRail application, the diesel power module contains two 520 kW (697 hp) Deutz AG TCD 16.0 V8 that complies with US EPA Tier 4 emission standard.

Fleet: two units from 2008, four and sixteen FLIRT ordered in 2009. The FLIRT ordered in 2009 will be built in conjunction with the AnsaldoBreda: the Stadler Rail will carry vehicles head of convoys, systems of traction and onboard auxiliary, the bogies and bearing while AnsaldoBreda realize intermediate cars, the staging and the final composition of the train and the delivery to the operators at the plant in Pistoia.

Since the 276 is a Co′Co′ locomotive, it is equipped with two three-axled bogies - each of which is powered by three traction motors. This six traction motor configuration provides the locomotive with a total power output of and a maximum speed of . Of the 136 examples produced, only 36 have been adapted for use in multiple unit operations: these are unit numbers 276.101 through 276.137, inclusive.

The SŽ series 363 is a class of 3 kV DC electric locomotives operated by Slovenian Railways (, SŽ). They were built in 1975-1977 by the French manufacturer Alsthom. They have a typically Alsthom C′C′ wheel arrangement with monomotor bogies. They share their "Nez Cassé" body design with SNCF Class CC 6500 and NS Class 1600, with their electrical system adapted for the Italian-developed 3 kV DC catenary.

In August 2015, Lokmanya Tilak Terminus-Varanasi Junction Kamayani Express derailed near Harda, Madhya Pradesh, bogies fell into Machak river after flash floods dislodged a culvert near Machak river causing rail misalignment. The accident took place between Kurawan and Bhiringi railway station in Harda District on the Khandwa-Itarsi Line, approx.100 km from Itarsi Junction. Rajendra Nagar Terminal-Mumbai Lokmanya Tilak Terminus Janata Express also derailed at the same spot.

2801 and 2802 are now part of the locomotive fleet of TRANSAP, a Chilean railway. They were refitted with A1A bogies, to reduce weight. Columbia-Walla Walla Railway operates three GP49s (2802,2807,2809) on the former Blue Mountain Railroad lines in and around Walla Walla,WA as of January 2020. Tri-Rail in Florida has since bought Norfolk Southern's six GP49 variants (ex-GP39X units) for use on commuter trains in Florida.

The VL85 is twin-section electric locomotive consisting of two identical units, resting on three two axle bogies, and powered by twelve NB-514 traction motors delivering a continuous output of . The VL85 operates on single-phase alternating current. The locomotives are equipped for regenerative braking and are designed to operate in temperatures from , and at altitudes up to . The minimum radius of curvature it can negotiate is .

The last preserved Class WLAsüge 20 sleeping car is owned by the Passauer Eisenbahnfreunden. This type of sleeper was in service between 1950 and 1980. Twenty single bed compartments are distributed on either side of the zigzag-shaped centre corridor. The coach has been given its original ruby-red livery, but is otherwise still in its most recent state technically, with sliding windows, rubber corridor connexions and Minden-Deutz bogies.

Inside- journal bogies make particular demands on the pulse generator designer because they have no bearing cover on the end to serve as the basis from which the rotation of the wheelset shaft could be registered. In this case the pulse generator has to be mounted on a shaft stub attached to the wheelset and fitted with a torque converter connected to the bogie frame to prevent it from rotating. The extreme vibration in this location leads to a considerable load on the pulse generator bearing, which, with this method of installation has to carry not only the relatively small mass of the pulse generator shaft but that of the entire pulse generator. When we consider that bearing life reduces with at least the third power of the load we can see that a reliable and durable pulse generator for such a situation cannot merely be adapted from the more common standard pulse generator for outside-journal bogies merely by fitting and intermediate flange or similar construction.

The twenty Series 1 locomotives were identical to the Class 6E in most respects including their AEI-283AZ traction motors, power output, tractive force and body dimensions. The only visually obvious distinguishing feature to tell the Class 6E1, Series 1 apart was its new design bogies with their distinctive traction struts and linkages. Bogie frame and wheels Together with the unit's electronic wheelslip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensured the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off. This feature was controlled by electronic wheel-slip detection devices and an electric weight transfer relay which reduced the anchor current to the leading bogie by as much as 50A in notches 2 to 16.

"Italians to build BR high speed coaches" Railway Gazette International December 1988 page 792 After a period of evaluation in 1988, Swiss SIG type BT41A"New bogie for German ICE (Intercity Express) based on BT41", C. Freitag and S. Karch, SIG Swiss Industrial Company, Proceedings of the Institute of Mechanical Engineers, Vol 208, 1994. bogies were selected rather than BREL Type T4 bogies when BREL could not provide commercial guarantees on the demanding lateral ride comfort required for 140 mph running (BT41B/C refer to the bogie types used on the Mk4 DVT)."Mark IV Passenger Vehicles For East Coast Main Line Electrification", P H Watts and M S Hawkridge, Proceedings of the Institute of Electrical Engineers, 1989."Swiss bogie to carry BR MkIVs" Railway Gazette International September 1989 page 667"A new way to travel" Rail issue 106 pages 40-41 However, during the first year of operation in 1989, complaints were made about the "lively" ride of the coaches.

Deh 4/4 II No 91 in FO livery. The performance of the Deh 4/4 I class had been affected by minor problems with its aluminium bodies. The bodies of the Deh 4/4 II class were therefore constructed in lightweight steel with beading. The bodies are also shorter, to save weight, and the view from the driver's cab is better. The bogies are interchangeable with those of the Deh 4/4 I. Each of the bogies is equipped with two traction motors, and with Abt rack system pinion wheels. To enable continuous operation of the car shuttle trains through the Furka Base Tunnel even in the event of a failure of a Ge 4/4 III class tunnel locomotive, the last two 1979-built Deh 4/4 IIs (numbers 93-94), and also the further two vehicles subsequently delivered in 1984 (numbers 95-96), were all fitted with air brake connections.

Jakobs bogie of the Pioneer Zephyr (CB&Q; 9900, Budd 1934) 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-car unit but these have been modified to add a lower center section for handicapped level entry making a 3-car unit 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,Leutenegger Engineering & Consulting Forged Aluminium Parts for Rolling Stock Structures IC3 by Adtranz, the JR Central L0 Series maglev and the Škoda ForCity tram.

DB Class 112 engines in Hamburg 1984 During production some E 10 units were equipped with newly developed Henschel-made bogies and transmissions fit for speeds up to 160 km/h, and starting in 1962-63 they pulled long-distance express trains such as the Rheingold, and were classified as class E 10.12 (and from 1968 designated as class 112). In addition these locomotives introduced the more aerodynamic superstructure (the "crease", or Bügelfalte), which was used for all new units of the class E 10, starting with E 10 288. In order to differentiate these units from the "normal" E 10s, a "1" (indicating a sub-class) was placed in front of the running number. In this way the E 10 1265-1270 were established, which became the eponym for the class description of E 10.12. In 1963-64 came E 10 1308-1312, again with Henschel- made high-speed bogies, primarily for the Rheinpfeil.

In order to limit the creation of tornado-like vortices that pick up gravel and to limit damage from flying gravel to the train, spoilers have been added under the car joints, under the carbody next to the bogies and under the powered axles on the bogies. Additional spoiler (marked red) to limit the creation of vortices that pick up gravel and to protect the bogie and the underframe The linear eddy current brake, which is required for higher speeds, cannot yet be used, because the magnetic field would rip off the magnetic covers of some trackside equipment; those covers will have to be replaced by non-magnetic ones according to the EU Technical Specifications for Interoperability for international rail traffic in Europe. As in Belgium, licensing procedures for France took five years to be completed. Trial runs were completed in late 2005 and the same two problems were encountered as in Belgium: loose gravel damage and possible side-effects of the brakes.

The train used for the speed record was code named V150, and comprised three modified Duplex cars, fitted with two powered bogies similar to the AGV prototype, marshalled between a pair of TGV power cars from POS trainset 4402. The train had four more powered axles than trainset 325 used in the 1990 speed record, and had a maximum power output of instead of the on a standard TGV POS. This unusual composition was used to obtain high speed test data on disparate technical elements including the new asynchronous traction motors on the POS power cars, the lightweight synchronous permanent magnet traction motors on the AGV bogies, the actively controlled pantograph, and the Duplex bi-level configuration which had never been used in very high speed trials. Aerodynamic improvements, similar to the 1990 record train, were refined in a wind tunnel and provided a 15% reduction in drag from the standard configuration.

In accordance with this selection, TDI has been assigned overall responsibility for the design and manufacture of the vehicles, working in close cooperation with WMG to do so. Further elements of the system have been contracted to numerous third parties. Tikab & Arogus will perform both the design and manufacture of both the bogies and the control systems. Transcal is responsible for producing miscellaneous metal fabricated elements, along with the seating and interior fittings.

SARCAST bogie The water tenders had a low flat-topped turret with a hinged hatch and a curved handrail across the tank barrel, similar to that of the Type MX tender. It had a water capacity of , with a tank barrel of diameter inside and long. It rode on SARCAST bogies (similar to North American Bettendorf trucks) with coil springs. The vehicles were long over the coupler faces and across the buffer beams.

On 30 April, the destroyer minelayer returned to sea to take up position on radar picket station number 10. That night, she helped repulse several air attacks; but, for the most part, weather kept enemy airpower away until the afternoon of 3 May. When the weather began to clear, the probability of air attacks rose. At about dusk, Aaron Wards radar picked up bogies at distance; and her crew went to general quarters.

It is thought that UP 19 also ran; UB 19 is mentioned as being fitted with "pass" (passenger) bogies in 1956, though the records do not show the code UP. Vans recoded were fitted side lamp brackets and tail discs at each end. The vans were recoded back to UB between 1958-1961, but kept the additional fittings; the recode was a result of new VP vans entering service in large numbers.

It is possible to drive sections separately after they have been disconnected. Sections are distinguished by an additional letter A and B added to the locomotive's designation. ET40 is a Bo′Bo′+Bo′Bo′ locomotive, meaning it is an articulated engine with two cabs fixed to the frames placed on two bogies. Each bogie has two driving axles and each axle is propelled separately by 7AL-484ZT traction motor with 510 kW constant power.

The earliest known example was the South African Class 6Z, designed by Cape Government Railways (CGR) Chief Locomotive Superintendent H.M. Beatty in 1901. The first engines of the class were modified 2-6-2 Prairie locomotives which were equipped with two-axle trailing bogies. In 1902, more were placed in service, but built with the wheel arrangement. The latter were the first known tender locomotives in the world to be built with this wheel arrangement.

In 1843, Gillingham and Winans built their own shop to maximize their profits. The company's most notable product was the "camelback locomotive". Winans quit the locomotive business in 1857 after a dispute with Henry Tyson, then head of motive power for the B. & O., over the use of leading bogies (trucks) on his locomotives. Winans generated a great many patents and was heavily engaged in litigation (legal lawsuits) over ideas he claimed as his own.

It was in normal condition but some trouble had been experienced that day with the sanding gear. The rearmost coach was a Vestibuled Brake Composite, no. 1889, which had been built at Doncaster in 1941 as part of an order for ten (authorised in 1939 against order no. 999). The design, known as Diagram 314, used a steel underframe long, mounted on two bogies each having a wheelbase of , spaced at centres.

56, photo and comments about the Golden Calf. LVT also replaced the IR Commonwealth trucks with the Cincinnati Car Company's ABC-74D trucks (bogies) salvaged from the 1004. They retained the interior club arrangement, but installed a refrigerator at the first left side window. Transit company officials introduced No.1030 to the public on September 14, 1941 and on October 3, 1941, the luxury car entered the revenue service on the Liberty Bell Route.

Their trucks (bogies) were made by Brush Traction (UK) and JG Brill Company (USA), and their bodies were constructed by Brill (USA), Duncan & Fraser (Adelaide), A Pengelly & Co (Adelaide), and Meadowbank Manufacturing Company (Sydney). Trams were moved around the different tramway networks in Victoria. Geelong no.29 was originally built in 1915 for the Prahran and Malvern Tramways Trust, was moved to Geelong in 1928, and was then moved to Ballarat in 1936.

They passed to the London and North Eastern Railway (LNER) in 1923 and both classes were re-classified D7. During the early years of the LNER (before 1928), the D7s qualified for the LNER's green passenger locomotive livery. This led to the Immingham D7s acquiring the nickname of 'Green Bogies' By this time, they were already obsolete - withdrawals starting in 1926 and progressed slowly, the last D7 was withdrawn in 1939 with no preserved examples.

Driver facilities include a separate air-conditioned/heated area with refrigerator, cooking and washing facilities, and seating and beds. The locomotives use asynchronous AC electric motor technology, which drives the axles by a nose suspended drive. The bogies are of welded steel construction, with tractive forces transmitted by a low mounted drawbar. The electrical system consists of a transformers based on ABB Group products with 4 windings for electric traction power supply per transformer.

Indian Railway was planning for a dual mode locomotive from 2015. In 2019 Diesel Locomotive Works Varanasi, RDSO and CLW together have got the successes of producing a new class of dual mode locomotive named WDAP-5 which can run on both diesel and electric. The design of the locomotive is based on WDP-4D and the bogies were taken from WDG-5. It has been designed for a speed capable of 135kmph.

The first consideration was whether or not a suitable tilting mechanism could be built into the bogies that would not require extra space or project into the car. Dofasco, a major steel manufacturer in Hamilton, won the majority of the bogie development contracts. They developed a system that consisted of two parts, a bogie and suspension on the bottom, and a separate tilting mechanism on top. The suspension consisted of several parts.

All electrical components are placed in predefined locations on either side of a central aisle connecting the two cabins with each mounting position being reserved for a single type of equipment. The bogies transmit tractive force through a central pivot. The traction motors are flexibly supported by the bogie frame, and are connected to the wheelset mounted reduction gears by a multiple disc coupling. A full hollow shaft (folded cardan) drive system is also optional.

In the early 2000s Trenitalia developed plans to expand its freight operations into mainland Europe, especially on the Italy-Austria-Germany corridor. A new locomotive had to be conceived for the plans to become reality, and was originally designated E.402C. It was a further evolution of the E.402B locomotive, with additional equipment to operate in these countries and substantially different Hembot bogies. The locomotives would originally be delivered between 2004 and 2006.

The two Bs proved unpopular with crews and failed to generate sufficient power, leading to their early withdrawal from service.,New Zealand Railways Steam Locomotives, "Class B Double Fairlie 0-4-4-0T" accessed 24 January 2008. Snake was retired in 1890 not long after receiving the number of B 238, while Lady Mordaunt lasted another six years. Three of the locomotives four power bogies were used under NZR-built steam cranes, nos 101-103.

Shortly after the 9100 class, the French absorbed another new Swiss idea, that of the high-speed double-bogie locomotive. Previous French Bo-Bo locomotives had been considered suitable only for medium speeds, with the pony truck and rigid frame used for express passenger service. The Swiss Re 4/4I of 1946 achieved speeds of up to , owing to the advanced design of its bogies. New classes were built for French railways, embodying these principles.

The locomotives were built in 1925 by the Officine Meccaniche Reggiane, reusing electrical parts from withdrawn railcars. There were two 3-axle bogies and six traction motors, giving a maximum speed of 85 km/h. The motors were nose-suspended and geared to the axles. The rebuild was done to enable the locomotives to work under a 3,000-volt overhead line power supply and to cope with a post-war shortage of locomotives.

Of the final eight locomotives, three were retained until 1994 for use on special railtours, these being 50007 Sir Edward Elgar, 50033 Glorious and 50050 Fearless. 50007 was returned to working order using parts from 50046, which surrendered its recently overhauled power unit and bogies. By this time, 50050 had been repainted into Large Logo livery and 50007 also received a repaint into GWR green as the 1985 paint was wearing very thin.

The Caledonian Railway 191 Class were 4-6-0 passenger engines designed by William Pickersgill and built in 1922 by the North British Locomotive Company. The class was intended for use on the Callander and Oban line, to augment the 55 Class 4-6-0s and replace elderly 179 Class 4-4-0s, and they were thus known as the New Oban Bogies, however, they were also used on other Caledonian lines.

Jack is a colourful figure, almost tall, covered in greenery and flowers. In Whitstable, he is accompanied by two attendants, representing the legendary figures of Robin Hood and Maid Marian. In Hastings, he is also accompanied by attendants, here known as Bogies, who are completely disguised in green rags, vegetation, and face paint. The attendants play music, dance and sing as they guide Jack through the streets to celebrate the coming of summer.

The train, which has a power rating of (2x (motor units) + (motor bogies of coaches)) at the moment, will be used to test new components for the forthcoming ICE 3. Although the coaches are designed for , it is planned to attain a top speed of (which would be a new record for German trains). The main visible differences to normal ICE 2 trainsets are the special design and the three pantographs of the coaches.

Krupp's K5 series were consistent in mounting a long gun barrel in a fixed mounting with only vertical elevation of the weapon. This gondola was then mounted on a pair of 12-wheel bogies designed to be operated on commercial and military rails built to German standards. This mounting permitted only two degrees of horizontal traverse. The carriage had to be aligned on the rails first, with only minimal fine leveling capable once halted.

The guns used an interrupted screw breech and fired separate loading bagged charges and projectiles. The carriages consisted of a large rectangular steel base, which was suspended on two five-axle railroad bogies manufactured by Schneider. The number of axles was determined by the weight limit for European railways of 17 tonnes per axle. The guns could be elevated from 0 to +40° with typical firing range being between +22° to +40°.

Many Taoist talismans read as if by a high-rank official commanding the evil spirits and bogies with inscriptions such as "let it [the command] be executed as fast as Lü Ling", "quickly, quickly, this is an order", and "[pay] respect [to] this command".Sportstune.com - Magic Spell combined with Eight Trigram - Section 6.1: Round shape by John Ferguson. Retrieved: 26 July 2018. Taoist talismans can contain either square holes or round ones.

The interior SL95 is a bidirectional, eight-axle articulated tram built exclusively for the Oslo Tramway by Ansaldo of Italy. The tram has three sections, with one bogie on the first and last section and two bogies on the center section. The body is in aluminum, with sections that are welded along the floor and roof, and bolted on the side, to ease replacement of dented sections. The trams are long, wide and tall.

The first eleven CBH class locomotives from batch 1 and the three locomotives from batch 2, road numbers CBH001 to CBH011 and CBH023 to CBH025, are designated as type MP27CN (27 means 2,700 hp, C means three driven axles per bogie, and N means narrow gauge). These units are equipped with a Cummins V-16 QSK60 prime mover rated at , and ride on narrow gauge bogies fitted with six GE 761 traction motors.

Original ER2 in Pasažieru vilciens livery, Riga Refurbished ER2T in the Riga Central Station Motor and trailer cars feature two double-axed bogies with two-section amortizer suspensions. The body is supported on beam over the amortizers, equipped by rubber dowel, through edge sliders; while ____ serves only for transmitting horizontal forces. The beam over the amortizer is supported on four cylindrical springs (2 sections per each). they are installed on ____, and suspended ______ to bogie's frame.

These vehicles were in turn superseded and phased out by the introduction of the intermodal fleet in the 1970s. The new liner-trains, complete with vacuum brakes and Y25/Y27 bogies, enabled high speed (60 mph) transportation. Today, all of Iarnród Éireann's freight stock is maintained at Limerick Colbert. Most of the company's withdrawn freight wagons are stored here as well, though some can be found at Heuston, North Wall Yard and Tralee.

The first seven 200 series sets were built between 1991 and 1996 utilizing the bogies and traction motors from former 1700/1720 series "DRC" EMUs displaced by the arrival of new Spacia 100 series EMUs. The trains entered service from 1 February 1991. Sets 208 and 209 built in fiscal 1997 featured HID headlights, LED destination indicators, and single-arm pantographs. 250 series set 251, was an entirely new build, delivered in March 1998.

The service, along with Repin, was discontinued on when it was replaced by the new high speed service Allegro. Some of the carriages of the train were supposed to be used on regular traffic between Helsinki and Joensuu on IC 5/12 starting on , but their introduction was delayed until due to pending homologation from the Finnish Transport Safety Agency (TraFi). For instance, the bogies of the carriages had to be changed.

Just before 02:00 on 30 April, a group of between six and eight bogies appeared on Ammens radar screen headed directly for her station. The destroyer opened fire about five minutes after the contacts were made. Smart ship handling caused the first two suiciders to overshoot Ammen and splash into the sea fairly close aboard to port. Bennion suffered additional minor damage when the third kamikaze struck another glancing blow to her fantail.

They may be worn to a diameter of at least 59 cm. There are four monomotor bogies, each powered by a longitudinally suspended motor driving both axles. The power supply is 750 volts DC from overhead lines using a Brecknell Willis high reach pantograph. Speed is controlled from the cab by a joystick controller with a Dead man's switch, which must be held in place to keep the track brakes from automatically applying.

Their tail rotors were removed, their fuselages shortened and they were attached to a crude tubular aluminum framework beneath the helium-filled envelope. Four freely-castering twin-wheel bogies beneath the framework provided the undercarriage. Criticism has been expressed of the structural qualities and stress analysis of this framework. Test flights were made from the Naval Air Engineering Station Lakehurst in New Jersey, making use of the long- established hangars for handling large airships.

In 1903, in a follow up order of a further eight Mallet-type locomotives, this second chassis configuration was altered again, by reversing the order of the bogies and their wheel arrangement. The configuration of the 1903 locomotives therefore became G 2/3+2/2, with the single set of trailing wheels right at the front of the locomotive. The 1891 G 2x2/2 class locomotives were then rebuilt into the third configuration.

Locomotives 104-107 transferred to HSM and were renumbered HSM 350-353. As the locomotives were too long for the small SS turntables, the SS transferred them in 1891 to the HSM, where they were renumbered 354-358. They were nicknamed "Rhijnbogen" at the HSM in honour of their NRS heritage and their bogies. At the merger of the equipment of HSM and SS in 1921, the locomotives were numbered in the NS 1601-1609.

Locomotives 240 001-8 to 240 120-6 are the original build S 499.0. 240 121-4 to 240 145-3 were converted from S 499.1 by CSD at ŽOS Vrútky, who down-graded the maximum speed to . Locomotive 240.260-0 was converted from 230 060-6 in 2002 by fitment of class 240 bogies. It has a few other detail differences to a standard class 240 locomotive (weight is ( more for example).

Soul of A Railway, System 6, Part 1: Durban Old Station. Caption 21. (Accessed on 8 March 2017) The Class 4E had a 1Co+Co1 wheel arrangement, with an additional bissel truck at the outer end of each of the two three-axle powered bogies. The Classes 32-000 and 32-200 diesel- electric locomotive types also used this wheel arrangement, but the Class 4E was unique amongst South African electric locomotives in this respect.

The 3 kV DC electrification from Worcester had reached Touws river in April 1954. Until then, the locomotive's load capacity and mobility were restricted. In Cape service, some teething troubles were experienced with their bogies, particularly when going faster than . The problem was hunting which became increasingly severe at higher speed and the units were therefore employed mainly on goods traffic until 1956, by which time their bogie faults had been ironed out.

The force then headed for the Bashi Channel and a five-day, high-speed strike against enemy surface units in the South China Sea and against installations along the coast of Indochina. On 15–16 January, the Hong Kong-Amoy-Swatow area was hit, and on 20 January, the force passed through Luzon Strait to resume operations against Formosa. On 21 January, aerial opposition was constant. Bogies appeared on the screen throughout the day.

Another > specialty, the Big Bogie, came in three flavors, vanilla, chocolate and > strawberry. It is kin to a candy called Charleston Chew. "Bill Fenn came up > one time with that candy bar and said, "Can you guys make this bar?" and I > said, "Oh, I think we can," " John says. A recipe for one batch of chocolate > Big Bogies requires of corn syrup, of sugar and of salt And that doesn't > include the chocolate covering.

Oxford University Press. p.174 Like the beings of the Seelie Court who are not always seen as benevolent, neither were the fairies of the Unseelie Court always malevolent. Folklore includes stories of Unseelies becoming fond of particular humans if they are viewed as respectful, and choosing to make them something of a pet. Some of the most common characters in the Unseelie Court were bogies, bogles, boggarts, abbey lubbers and buttery spirits.

Neither group of E10.12 locomotives was ready in time for the launch of the trains for which they were ordered. Pending their delivery, 2 separate groups of E10.1 locomotives (E10 239-244 in 1962-63, and E10 250-254 in 1963-64) were temporarily modified for 160 km/h service, complete with Henschel bogies, the prefix 1 to their running numbers, and the appropriate paint scheme. All were later restored to normal E10.1 standards.

Buckeye bogie The Type MX tender had a coal capacity of , a water capacity of and a maximum axle loading of . It was a tank wagon type tender with a cylindrical water tank, similar in appearance to the North American Vanderbilt type tenders, and was the first of its kind on the SAR. It rode on three-axle Buckeye bogies to reduce the axle load and became commonly known as a Torpedo tender.

However, the new locomotives would feature the same bodyshell, cab, brakes, bogies, traction equipment and control software as the Class 68. The new locomotives were announced as being Class 88."DRS orders ten dual-mode Class 88s" Rail issue 731 18 September 2013 page 7 The first locomotive, no. 88 002, was delivered to the UK via the Port of Southampton and was transferred by road to the Carlisle Kingmoor TMD in January 2017.

Once the locomotives had their leading bogies modified they were reallocated to passenger service in 1912. From 1912, the locomotives were allocated to Bâtignoles and Vaugirard and mainly pulled express trains to Le Havre, Cherbourg, Le Mans, Thouars and on the Deauville Express. Around 1922, half the class was moved to Dieppe which gave the class the nickname of Dieppoises. They were used to pull the express from Gare Saint-Lazare to Dieppe via Pontoise.

The first accident, on 15 May 1937 A further 40 units were ordered—20 from Strømmens Værksted and 20 license-built by Skabo Jernbanevognfabrikk. The various experimental configurations fitted to the prototype trams did not work too well; and instead a conventional motor solution was chosen. The serial units were also not equipped with regenerative brakes. The series from Strømmen and Skabo received the same motors and bogies, but the electrical equipment was different.

The C30 is a new articulated train type manufactured by Bombardier Transportation which is delivered since 2018 for use on the red line. The first C30 train entered service on the red line on 11 August 2020."Nu börjar de nya tågen rulla i Stockholms tunnelbana", dn.se, Swedish, accessed on 19 August 2020 They will be formed in semi-permanent four car units with open gangways between cars, and with two bogies under each car.

The company was founded by local investor groups in Győr in 1896. In 1899, the Rába had started to export to foreign countries : it supplied railway passenger carriages to Egypt, the East Indies, Southern Africa, city tramcars to Amsterdam and Antwerp. The carriages of the London underground railway were constructed and manufactured in the Rába company. The London Underground Railway ordered 30 multiple-unit trains, 66 passenger cars for multiple-unit trains and bogies.

Voted into the Legends Hall of Fame in 2014 by a committee of LPGA veterans, she remains founder and CEO of both the Legends Tour for veteran female LPGA golfers and the LPGA Golf Clinics for Women. Her company, JBC Golf, Inc., manages both programs. Associated with various boards and non-profit organizations, she has authored two books: The Guts To Win (Simon & Schuster, 1977) and Gimmies, Bogies and Business (Mastermedia, 1999).

G Class (G511-G525) RailpageG Class Vicsig A second order was placed for ten further units that were more tailored to V/Line's requirements. The first five were built with standard gauge bogies being delivered via Sydney. Over the next few years members of the second batch would frequently swap gauges as needs dictated. In July 1986 through running without changing locomotives at Albury began with G class locomotives operating through to Sydney.

The Alstom Citadis tram, flagship of the French manufacturer Alstom, enjoys an innovative design combining lighter bogies with a modular concept for carriages providing more choices in the types of windows and the number of cars and doors.Georges Dobias, "Urban Transport in France" Japan Railway & Transport Review, 16 June 1998. Retrieved 15 February 2009. The recent Citadis-Dualis, intended to run at up to , is suitable for stop spacings ranging from to .

Although not the same as modern high speed trains where all the carriages share common bogies, they are an early form of the now more common design. Trams and light rail vehicles have been made with articulated designs since the 1950s. Articulated trams, were invented and first used by the Boston Elevated Railway in 1912–13. This was instead of using trailers or multiple units, which had been attempted in the early 1900s.

This finding has been widely disputed by the general public. As per P. Venugopal, The Hindu newspaper's correspondent for Alappuzha district then ;Track alignment and faulty wheels A second inquiry, prompted by public outrage, revealed that problems in track alignment and faulty wheels of coaches were responsible for the tragedy.Was it the bridge, or the bogies? frontline.in The following possible causes, even though not officially acknowledged, have received widespread attention in media.

The newer 1700 series have updated and extended electronics, a newer safety system (ATB phase 4 vs ATB phase 3 in the 1600 series) and a different braking system. The locomotives are fitted with monomotor bogies. Most visual difference between the 1700 and 16/1800 series is the automatic coupler on 1701-1728 subseries. These locomotives are used with NS DD-AR double-decker coaches in a push-pull setup and treated as an EMU.

CFE personnel also wore brown uniforms. In 1928 the CFE lines were renumbered within the TB system. In 1935, the Brussels tram network was 240 kilometres long, making it one of the larger tram networks in Europe. There were almost 100 tram lines, including many direct connections between the various boroughs. For the World Exhibition of 1935, the famous '5000-series' trams, the first in Brussels with two bogies, were put into service.

158 Porsche had experience of this form of petrol-electric transmission extending back to 1901, when he designed a car that used it. Suspension for the "slack track" equipped Ferdinand consisted of six twin bogies (three per side) with longitudinal torsion bars, without any overlapping wheels or return rollers. There are sprockets at both ends of the vehicle. The drive sprockets are at the rear, while the front pair contain a drum brake system.

Because of construction constraints, most railway lines in New Zealand have a limited loading gauge. Great Britain uses , but its loading gauge is only slightly larger than New Zealand's Cape gauge. This means that British Rail rolling stock like the Mark 2 carriage can run on most New Zealand lines after gauge conversion. To fit the New Zealand loading gauge, the Mark 2s were lowered on their new bogies by 25 centimetres.

The two trains operated from a newly constructed depot in Vinney Ridge, where points allowed the diversion of one train into a siding. There it was loaded while the other travelled up to a mile southwards towards Brockenhurst where the track runs parallel to the stream. Then a heavy excavator lifted the containers from the bogies, tipped their content into the ditch and placed them back empty onto the train with virtually no sideways movement.

The SNCF CC 40100 was a French class of quad-voltage electric locomotives. They were intended for high-performance passenger services on the Trans Europ Express (TEE) routes of the 1960s and 1970s. This non-stop international working required them to support the electrical standards of several networks. They are significant for combining three innovations in locomotive design: quad-voltage working, three-axle monomotor bogies and the new 'Nez Cassé' body style of French locomotives.

Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p205, Either two- or three-axle locomotive tender bogies could be fitted, depending on the weight of the load to be transported. If the latter, they were borrowed from the abovementioned QH wagons. The vehicle was initially used to transport equipment to Cudgewa for the Snowy Mountains scheme, from where the load was trans-shipped to road transport.

In January 1962, QB12 was upgraded to "XB" cast bogies fitted with roller bearings, permitting its use on higher speed trains. It had reverted to its previous condition by September of that year. in 1979 the vehicle was recoded to VWAA12, later with the check letter "J" applied.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p204, It is not believed that it ever had ISO fixtures installed.

Lorry production was gradually concentrated at Karis and Sisu-Hämeenlinna focused on producing mobile cranes, bus chassis, terminal tractors and military vehicles.Blomberg: Erikoisalana erikoistuminen. pp. 111–112. Former VAT personnel had to increase production of the new portfolio and simultaneously adopt new processes, so it was three to four years before the Hämeenlinna factory could deliver results in line with its capacity. In 1971 and 1981 the factory made tram bogies under licence from DÜWAG.

The NBR Class N (later LNER Class D25) was a class of 4-4-0 steam locomotive of the North British Railway. The class was designed by Matthew Holmes (Locomotive Superintendent) and later rebuilt by Holmes's successor, Reid. A total of 12 were produced. The NBR Class N (later LNER Class D35) was a very similar type of 4-4-0 locomotive, commonly known as the West Highland Bogies,See reference at NBR Study Group .

Some tanks and other tracked vehicles have bogies as external suspension components (see armoured fighting vehicle suspension). This type of bogie usually has two or more road wheels and some type of sprung suspension to smooth the ride across rough terrain. Bogie suspensions keep much of their components on the outside of the vehicle, saving internal space. Although vulnerable to antitank fire, they can often be repaired or replaced in the field.

SNCF Class BB 25500 electric locomotive at Strasbourg. This locomotive has monomotor bogies and two-speed gearing A monomotor is a train design where a single traction motor powers two or three axles in the same bogie. Conventional bogie design involves either having one motor for each axle, or having one or more axles unpowered. The monomotor design causes the motor to give both axles the same number of revolutions per minute.

Three types were considered and tested on AMR 33 prototype N° 79758; the first had the idler resting on the ground; the second two bogies and five road wheels, like the R 35. This Renault ZB was rejected, but in March 1936 twelve were ordered by China and four a few months later by the Yunnan province administration. The latter were delivered in October 1938, the former only in 1940.Ness (2002), p.

A split unit at Ryen in 1994 The order was placed with ABB Strømmen and AEG in August 1991. The high development cost was subsidised by the Norwegian government, who saw the project as potentially establishing a new industrial export product. Electrical components were built by AEG in Berlin, while the bogies were built by MAN in Nuremberg. The bodywork was built at Strømmen, with profiles from Alusuisse, and the trains were assembled in Strømmen.

For use in areas without a third rail, such as at depots, the trains are equipped with a 110 V battery. This removes the need for shunting at the depots, and makes maintenance more cost efficient. Energy usage is reduced by 30%, estimated to save the operating company NOK 13 million per year, compared to using the old stocks. T1000 and MX3000 coupled together There are two bogies per car, each with two axles.

To go with the Walker railmotors, sixteen trailer cars were built. The first were delivered as class RMT, numbers 50 and 51; they were reclassed to MT in 1949, and further deliveries brought the class up to 64MT. Each was mounted on two bogies with no driving stands, so they required a runaround at terminal stations. Stylistically, they matched the 102 hp and 153 hp railcars, and were a little shorter than the 280 hp type.

They are long, high and wide. They had Preston McGuire bogies with wheelbase and diameter wheels, British Thomson-Houston B510 motors with hand and rheostatic brakes. All were built as the "open balcony" type, but in later years some were enclosed. The Standard cars were originally in service between 1923 and 1966, with their withdrawal being protracted from 1940. Standard car No. 40 became the last double-deck open balcony tram to operate commercially in Great Britain.

These locomotives are products of the Jacquemin product family, offspring of the prototype BB 9004, and named after the engineer who designed their bogies. The locomotives were designed for a maximum speed of and were the first such engines in France. In the late sixties, a small group of locomotives was converted for operation, hauling prestige TEE trains like the Capitole - these locomotives were called the BB 9200 Capitole. These types were later superseded by the CC 6500 locomotives.

Sea Lion Rocks station Polar Bear was a gauge battery-electric locomotive built by Wingrove & Rogers in 1921 as works no. 314 for the Groudle Glen Railway on the Isle of Man. Together with its sister, Sea Lion, they were intended to replace two Bagnall steam locos of the same names. The locos were not a success and, despite Polar Bear being rebuilt with bogies and a battery truck, the steam locos were reboilered and returned to traffic.

The Bird Class were a development of the Bulldog Class with deeper outside frames and a new type of bogie. Previously all outside framed bogies on GWR locomotives had been of the Dean centreless type. Churchward adapted a French design of bogie, as used on the de Glehn Atlantics, to produce a bar-framed bogie for his standard locomotives. This inside-framed bogie design was adapted to produce an outside-framed replacement for the Dean bogie.

This was caused by lack of fast dual system locomotives as only one Class 362 locomotive was built. This situation solved ČD by switching the bogies between locomotives of ČD Class 363 (same as ŽSR/ZSSK Class 363) and Class 162, ŽSR by switching only the speed-change box and axletrees between Class 363 and Class 162. After that procedure, the locomotives were classified ČD and ŽSR/ZSSK Class 362 and ČD Class 163.2 and ŽSR/ZSSK Class 163.

A further need for high-speed bogies in 1963 saw wagons BP 37, 41, 47, 52, 65, 68, 73, 74, 81, 86, 89-92 and 96 downrated to BB, but they retained their numbers. BB73 was relettered as BMF73 fairly quickly, but the remainder were held to 1974. Then most returned to the BP classification with same numbers, while three were converted to BMX with new numbers (47 to 76, 65 to 77 and 86 to 78).

A diagram showing the Batignolles carriage system. Each gun sat on a rectangular steel base which was suspended from two railroad bogies with four axles each. The number of axles was determined by the weight limit for European railways of 17 tonnes per axle and 17x8 = 136 tonnes. The howitzers had a hydro-pneumatic cradle recoil system where the cradle recoiled up a slightly inclined rear deck which helped return the howitzer to battery after firing.

When they first entered service, the iced wagon fleet was painted white with black text and underframe, and silver roofs. This helped to keep the wagons cool but it was difficult to keep them clean, so from around 1910 the livery changed to the standard wagon red (though the roof was painted in a tan scheme, to help identify iced wagon roof hatches from above). The five TP wagons fitted with passenger bogies were painted in Passenger Red.

In the early 1960s the original V type vans 1-81 were fitted with upgraded bogies and recoded to VF, allowing running at up to (V 82 had been scrapped in 1960). These upgrades were completed with the intention of allowing faster travel times, as well as to provide more stock for the standard gauge working to Sydney. The VF series of wagons ran in general traffic, although a small number were specifically allocated to newspaper trains.

Three MHN vans were built for the Southern Aurora, to provide 24 tons of luggage capacity for the train as well as a guard compartment. The three were identified as MHN 2364 to 2366, and were jointly owned by the Victorian and New South Wales railways but allocated to NSW for maintenance purposes, and fitted with 2CA bogies. Each van weighed 34 tons, with a central 6'6" guards compartment and two 34'3" luggage compartments, one either side.

During the 1950s, plans were made to enhance pre-war Class E 19 locomotives to have a top speed of , but the technical layout was out-dated and the braking system was deemed inefficient. The plans were revised to demand a top speed of , combined with a Co′Co′ wheel arrangement to limit the axle load to 18 tons. Elements of the new class, such as high speed bogies, were tested with existing Class E 10 units.

SM30 is a Bo′Bo′ locomotive, what means it runs on two bogies, each equipped with two axles. The general construction of this engine is relatively simple. Being the pioneer machine in the Polish railway industry, it incorporated many solutions from other branches of industry, i.e. the first engine to be mounted, Wola V-300, was taken from tank construction, main DC current generator was in fact stationery generator and traction motors were taken from trams.

Like the UIC express coaches they were of welded, all-steel construction and were equipped with the rubber corridor connectors commonly used today. Minden-Deutz bogies were fitted. On these coaches the 2nd class (1st class after the 1956 reform) areas were open plan. By the entrance ways at each end of the coach was a toilet. The coaches were fitted for both steam and electric heating and were rated at up to 120 km/h.

Two central rails have a locking rack between them so that pawls on the central bogies can drop down and lock the carriage or cradle firmly in position as required. The gradient of the slip is 1 in 18 and the total length of the rails is 560 feet or 171 metres. The angle on the carriage, combined with the angle of the slip gives the suitable overall gradient of 1 in 44.5 for a ship.

The order was made up of 192 motor cars and 228 trailers. The motor cars had wooden bodies on steel underframes and one motored bogie containing two GE69 traction motors, each rated at controlled with British Thomson-Houston (BTH) equipment. Both bogies carried shoegear, that were connected together by a power bus line. One hundred and twenty end motor cars had one driving position, the remainder with two driving positions were intended for the centre of trains.

Conventional trains were limited in speed due to the twisting nature of the network. APT-P The engineers at the research division, opened in 1964, had already carried out fundamental work on vehicle dynamics, with the APT to a degree an extension of this. The existing Chief Mechanical and Electrical Engineers department was overlooked by the new project, creating resentment with its engineers. The work included experimentation with aluminium bodies, turbines, suspension and bogies, and active tilt.

158 bogies were ordered for railcars on the electric high-speed line from Cairo – Heluan in Egypt. On 14 February 1958 the merger of the Floridsdorf Lokomotivfabrik with the Simmering-Graz-Pauker AG was completed, which spelt the end of Floridsdorf's existence as an independent company. There was a large order of 50 diesel locomotives for the Bulgarian State Railways, but overall the books were empty. The production of tank wagons was simply an emergency measure.

Older Mark 2A/B/C carriages were scrapped in 2004, as they were heavily corroded. A few were preserved (minus bogies) at certain heritage railways in Ireland. The remaining Mark 2 carriages (the 1972 vintage Mk2d sets) were phased out during 2007 and 2008, with the last set operating its final service, the 0505 Athlone–Heuston, on 31 March 2008. Two of these coaches, 5106 and 5203, were preserved by the Railway Preservation Society of Ireland.

Whilst the first five were under construction an order for a further six locos to the same specifications was placed, these locos were given numbers 42 to 47. In 1961 a further 6 locos were ordered from Goninans, these 6 however were powered by two Rolls-Royce C6TFL turbocharged diesel engines. These 6 locos were numbered 48 to 53. The first 15 locos were swapped between the narrow and standard gauge networks by changing the bogies and couplers.

The original 1888 crane The Douglas Breakwater Crane Railway was a massive self-propelled steam block-setting crane that ran the length of the original breakwater at Douglas, also used for the loading and unloading of vessels. A later crane was built by Cowans, Sheldon of Carlisle (capacity 25 tons; carried on two four-wheel bogies; Works number 9057 of 1948 to Drawing 18087). The crane was owned by the Isle of Man Harbour Board and ran on gauge.

Third revision featured new doors, interior and livery Vehicle has angular steel construction with large windows, 3 collapsible doors on the right side and is painted with red-cream livery. Interior was fitted with leather seats, rubber anti-slide floor and was universally made with cream window frames and gray roof and floor. Chassis is mounted on two bogies, has four axles and every axle is connected to one traction motor. Traction motors are controlled via pulse converters.

Driving cab of a DBAG Class 232 The locomotives are constructed on a steel frame with attached carbody; units with electric heating are longer due to the extra space requirements. The two 3-axle bogies pivot on a central pin, with primary suspension being of the coil spring type with additional dampers. The power transmission is electric. In the original Class 130 a 16-cylinder turbo-charged diesel engine created electric energy for the nose-suspended DC traction motors.

Indeed, a new welded, open-topped superstructure was added in place of the turret, forward hull, and sponson-mounted gun. A QF 25 pounder Mk 2/1 with a fixed length recoil system and a muzzle brake was mounted centrally in the superstructure, allowing the gun to traverse over a 40 degree arc. Elevation was limited to 40 degrees, and depression to 9.5 degrees. The more resilient M4 Sherman suspension units replaced the M3 type bogies.

The first of these WT Class 2-6-4 tank locomotives were delivered in the late summer of 1946. Additional orders followed and by the end of 1947 ten engines were in service. Passenger rolling stock was augmented by eight elderly ex-Midland Railway coaches from the LMS which were refurbished in Belfast and fitted with salvaged gauge bogies. A start was made on restoring the permanent way and air-raid damage at York Road station was repaired.

The poet John Mayne from Dumfries, a comparatively obscure follower of the Scottish Muses, had attempted a poem on the subject of Halloween in 1780. Having twelve stanzas, the poem makes note of pranks at Halloween; "What fearfu' pranks ensue!", as well as the supernatural associated with the night, "Bogies" (ghosts).Ulster Scots - Words and Phrases:"Bogie" BBC Retrieved December 16, 2010 The poem appeared in Ruddimans Weekly Magazine, November 1780, published by Walter Ruddiman in Edinburgh.

At the end of the NXEA franchise, Angel Trains opted to use off-lease Class 317/7 unit 317722 as a test-bed unit and engaged Bombardier Transportation to rebuild it as a pre-series unit with new traction equipment. The DC motors, traction electronics and thyristors were removed, though the original transformer remained in place. The original bogies were modified to accept new AC motors, and 3-phase converters fitted. Regenerative braking was also fitted.

The guns used an interrupted screw breech and fired separate loading bagged charges and projectiles. To load the gun barrel was lowered and a shell was brought forward by an elevated hoist on the rear of the carriage. The carriages consisted of a large rectangular steel base, which was suspended on two five-axle railroad bogies manufactured by Schneider. The number of axles was determined by the weight limit for European railways of 17 tonnes per axle.

Rail gauge, the distance between the inner surfaces of the heads of travel rails, is an important specification of a railway. Rail tracks and wheel bogies must be built to the same gauge within an engineering tolerance of . If the correct gauge is not achieved, the train will fall off the track and not be able to pass switches and crossovers. Dual gauge trains can use low level platforms because their carriages rest higher than the platform.

From December 2007, test-running commenced on conventional tracks between Kokura Works and Nishi-Kokura Station. From June 2009, the train underwent test-running between the Kyushu Shinkansen and conventional narrow gauge tracks, operating at speeds of up to on shinkansen tracks. In 2011, the train was fitted with new lighter weight "E" bogies to improve stability and ride comfort when negotiating curves or points with radii of less than 600 m. These replaced the previous "D" bogie design.

The bogies for the new cars were a new design, specifically prepared by Vickers Ruwolt. The suspension was based on coil springs, with a secondary cast bolster with spring plank, supported on swing links and coil springs. Each bogie weighed 7000 kg, with a wheelbase of 2,445mm and a maximum axle load of 14 tonnes, and were designed for operation at up to 130 km/h. Tread brakes were fitted, operated by Westinghouse model 250WF brake cylinders.

The N type carriages were the first cars to be built at Newport Workshops in over 20 years. Each carriage took over 20 weeks to construct, with a rolling production line to give one new carriage off the assembly line every fortnight. Weeks 1 to 7 involved the general structure - welding the shell and the underframe together and attaching the ends. Following that, the electrical fitout took four weeks, and the bogies were fitted after Week 11.

The coaches behind it are second-hand Tata bus bodies mounted on freight wagon frames and bogies which were initially made for the Mulungushi Commuter train service in Lusaka, which was later taken over by Zambia Railways and renamed Njanji Commuter. LEGE in Durban, who operates an active hire and overhaul business, owns two of these locomotives, numbers and . Of these, no. has been observed shunting in the Merewent Oil Refinery on the Bluff as late as 2014.

Swiss-built Indian WCG1 Crocodile RhB Ge 6/6 I Crocodile Most of the Swiss crocodile classes used the Winterthur diagonal rod or Schrägstangenantrieb (German) design instead. These locomotives were articulated, with one large traction motor on each of the two bogies at each end. The jackshaft was thus placed above and between the driving wheels. To maximise the length of its drive rod and reduce its angulation, this was connected near to the furthest driven axle.

217–242: Danaher, Kevin "Irish Folk Tradition and the Celtic Calendar" (on specific customs and rituals) In 1780, Dumfries poet John Mayne noted Halloween pranks: "What fearfu' pranks ensue!", as well as the supernatural associations of that night, "Bogies" (ghosts).Robert Chambers The life and works of Robert Burns, Volume 1 Lippincott, Grambo & co., 1854 The bard of Scotland Robert Burns' 1785 poem Halloween is recited by Scots at Halloween, and Burns was influenced by Mayne's composition.

At the end of the Second World War Oslo Sporveier had a fleet of 331 trams, of which only the 46 Gullfisk trams were modern bogie-constructions. The remaining were twin-axle and limited in capacity. Oslo Sporveier needed more and newer matériel and considered several options. More Gullfisk were considered, but their aluminum bodies were found to be unsuitable, they had issues with cracks in the bogies and their electrical system was prone to faults.

The locomotives had originally two six-cylinder Maybach MD320 diesel engines driving each their own Maybach Mekydro K64B hydraulic-mechanical gearbox. The engines and transmission were placed in the bogies. The engine-transmission units proved to be very unreliable, and in 1956–58 a complete overhaul was done. Among other improvements, the engines were fitted with turbochargers, which increased the power from 450 hp to 600 hp, but simultaneously lowered the RPM from 1700 to 1500 r/min.

Westinghouse and General Electric designed motors compact enough to be mounted on the bogies. From 1930 on, the Red Devils from Cincinnati Car Company and a some other interurban railcars reached about in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers. Extensive wind tunnel research – the first in the railway industry – was done before J. G. Brill in 1931 built the Bullet cars for Philadelphia and Western Railroad (P&W;).

To reduce flange and rail wear, the bogies of both series of the Class 7E2 have a shorter wheelbase than the Class 7E, instead of . As on the Class 7E, the locomotive's pantograph contact shoe centres are directly above the bogie pivot centres. The reason is to reduce the possibility of pantograph hookups on catenary in sharp curves, such as in turnouts, as a result of sideways movement of the pantograph in relation to the overhead wire.

By the mid-1930s Glasgow Corporation had spent a substantial amount of money modernising its fleet of Standard cars, but even so the Glasgow tram fleet was becoming increasingly dated and unattractive. Other British cities had taken decisions to either abandon or modernise their tramway systems. The Empire Exhibition at Bellahouston Park in 1938 would also require additional vehicles to transport the expected visitors. Glasgow Corporation therefore built two prototype streamlined bogies cars in 1936 and 1937.

By eliminating the need to change bogies, freight delivery times from East Asia to Europe will be cut by 14 days to just half of the time required for transportation by sea. And as there will be no freight transshipment the risk of accidental damage to cargo could be reduced. Russian Railways CEO Vladimir Yakunin believes it is the faster freight delivery that will make the project competitive. Map of the transport corridor network in Europe.

Like the subsequent Classes 2E, 3E and 4E, the Class 1E had bogie mounted draft gear. It had a Bo+Bo wheel arrangement with an articulated inter-bogie linkage, therefore no train forces were transmitted directly to the locomotive body. The bogie pivot centres were apart. One of the bottom pivot centres was fixed while the other was free to move longitudinally to allow for any wear occurring in the articulated coupling between the two bogies.

FS Class E.550 (Italy 1906–65) FS Class E330 (Italy 1914–63). Note the long bow collectors, with their pickup points at the far ends of the locomotive. Usually, the locomotives had one, two, or four motors on the body chassis (not on the bogies), and did not require gearing. The induction motors are designed to run at a particular synchronous speed, and when they run above the synchronous speed downhill, power is fed back to the system.

In Australia, Jacobs bogies were first used in 1984–85 on B class Melbourne trams, which were designed to run on two former suburban railways which had been converted to light rail operation. 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.

Eight guns were converted from naval use to railway guns by Schneider and designated Canon de 340 modèle 1881/84 à glissement. The conversions were ordered during 1917 but they weren't delivered until January 1919 after the war had ended. The guns were suspended from two six-axle rail bogies and used carriage recoil known as the glissement system. The guns had no traverse mechanism so aiming was done by drawing the guns across a section of curved track.

The 'A' and 'D' designation is from the designation of the axles on the two bogies. The 'A' end car has the 'A' axle at the driving cab end of the car with the 'B' axle on the opposite end of the same bogie. The 'C' axle on the second bogie is nearest the driving cab with the 'D' axle closest to the coupled trailer car. The sequence is reversed on the 'D' end motor car.

Diesel locomotives have bogies like wagons and carriages, only with more cables for the traction motors and take a little longer to convert. In Australia, some classes of diesel locomotives are regularly gauge-converted to suit traffic requirements on the , , and networks. Since the networks are not all connected to each other, being separated by deserts or lines of other gauges, they are bogie-exchanged or piggybacked on road or rail vehicles when transferred between these networks.

Bo-Bo is the UIC indication of a wheel arrangement for railway vehicles with four axles in two individual bogies, all driven by their own traction motors. It is a common wheel arrangement for modern electric and diesel-electric locomotives, as well as power cars in electric multiple units. Most early electric locomotives shared commonalities with the steam engines of their time. These features included side rods and frame mounted driving axles with leading and trailing axles.

Diamond Frame bogie These tenders had a modern appearance, with flush sides all the way to the top of the coal bunker. They were very similar in appearance to those Type XF tenders which had been rebuilt by the SAR by mounting a completely new upper structure on the existing underframes. They had the same water capacity of and coal capacity of as the Type XF, but rode on diamond frame bogies with a longer wheelbase per bogie.

Instead of the small hoods, two very large armoured covers, retractable to the back, served as both entrance hatch and visor. The engine, differential and steering system were judged to be acceptable. The suspension system however was considered to be too weak, not having been reinforced to match the larger cargo mass to avoid surpassing the specified total weight. It consisted of two bogies, each with two small road wheels, sprung by narrow horizontal coil springs.

Bogies were serviced and traction motors assembled on to wheels where the traverser once operated. The erecting shops retained that identity, but with additional platforms to enable work to be carried out at levels above the floor of the shops. In 1986, control of Cardiff passed from the Workshop Branch to the Mechanical Branch and it became home depot to the 48 class fleet. This saw the traverser filled in for the Garratts in the 1950s reopened.

The tramcar is built on a chassis wide joined by a central chassis on which is assembled a single pantograph. The car has 3 bogies, one on each ends and one below the central portion. Only the central parts of the cars have a lowered floor, at high to enable access to disabled users by four doors. The parts at both ends of the tramcars are built at high accessible by a small three-step staircase.

Buckeye bogie The tender was designed for a Deutsche Reichsbahn Class 52 condensing locomotive. It was modified slightly and was equipped with a pair of Buckeye three-axle bogies instead of the German arrangement of one six-wheeled and one four-wheeled bogie. It had an coal capacity, a water capacity which included the underbelly condensate tank, and a maximum axle load. The tender was capable of condensing of exhaust steam per hour in maximum operating temperatures of between .

Further extensions are in planning phases. It is planned to use Intamin People Mover P30 monorail trains, an electric driven train especially designed and most suitable for commuter services in cities. It is the most recent model of its kind and characterized by modern design, spacious cabins, and wide doors for easy access for passengers with luggage. The train runs on rubber wheels which are connected to bogies, and is laterally guided by means of side guiding wheels.

2923, before the remaining locomotives of this group were all equipped with mechanical stokers by the late 1940s. The tender rode on four-wheeled bogies and was virtually identical to the subsequent Type ET tender which was built with a mechanical stoker. Like the Type ET, it also had a coal capacity and a maximum axle load of , but a larger water capacity of . Its empty weight was less due to the absence of mechanical stoking equipment.

However, there was still considerable wear to the track, and the engines were rebuilt using twin four-wheeled bogies, introduced in Blackwell's design mentioned above. Initially the wheels were without flanges for use on the flanged plate rails. In about 1830 the line was relaid with the stronger edge rails, and both locomotives reverted to their original pattern, but with flanged wheels, which is how they are today. Both locos remained in active service until 1862.

It also looks the same, shares the same body shell, control cabin, undercarriage and the high-adhesion bolsterless bogies of the WDM3D. The difference is that unlike the WDM3D, the WDM3B is not microprocessor controlled but uses something called “E-Type Excitation” for locomotive control. The WDM3B seems to be the result of the Railways trying to cut the WDM3D down to size by eliminating its troublesome features like microprocessor control. But now 3Bs are being converted into 3Ds.

The WDP3A was best known for hauling the Trivandrum Rajdhani and later on the Mumbai CSMT - Karmali Tejas Express through the Konkan Railway at a Top Speed of 120 Kmh single handedly. However due to age issues, the WDP3A locomotives of DLS GOC and KYN were withdrawn gradually from hauling the Trivandrum Rajdhani and Tejas express. In 2018, a couple of GOC Based WDP3A locomotives were rebuilt at DMW Patiala with better bogies for Riding comfort.

The locomotives were the result of a contract won by MaK and Brown, Boveri & Cie to replace Nederlandse Spoorwegen's old medium power locomotives.The NS Class 2200 and NS Class 2400 The design is based upon the MaK DE 1002 with modifications; the locomotives are longer to incorporate additional equipment, in particular an auxiliary diesel generator, as well as ATB equipment; the bogies are longer than on the DE 1002 to incorporate tread brakes instead of disc brakes.

132-133 Intended to aid river crossing and bridging operations, it was designed by Rheinmetall-Borsig of Düsseldorf. The hull was similar to that of a motor launch, resembling a tracked boat with twin rear-mounted tunnelled propellers and twin rudders. On land, it rode on steel-shod tracks with four bogies per side. By the autumn of 1940 three prototypes had been completed and were assigned to Tank Detachment 100 as part of Operation Sea Lion.

Builders plate on a YAM-1. Note the year of manufacture at the bottom The YAM1 locomotives were supplied by Mitsubishi in 1964–66 (four in 1964, 14 in 1965 and two in 1966). They were jointly built by Mitsubishi, Toshiba and Hitachi, as shown by their builders' plates. They are of the B-B configuration, with two monomotor bogies, each with one bogie-mounted DC traction motor; the two traction motors were permanently coupled in parallel.

Cars intended for two-rail track will operate on three-rail track, but they will not activate controls wired to an insulated rail. Conversion of three-rail cars for two-rail operation, or vice versa, is thus a common practice among hobbyists. It requires either replacing the bogies (wheel assemblies) on the car, or replacing metal axles with axles made of a non-conductive material. The main disadvantage of three-rail track is its lack of realism.

As with other preformed track, it is also available in several radius configurations. Generally speaking very sharp-radius curves are only suitable for single-unit operation, such as trolley cars, or for short- coupled cars and locos such as found around industrial works. Longer wheelbase trucks (bogies) and longer car and loco overhangs require the use of broader radius curves. Today many six-axle diesels and full-length passenger cars will not run on curves less than in radius.

In 1892, shortly after the opening of the tram network, a facility was built in the freight yard for transferring freight wagons, supported by metre-gauge tram bogies, over the tram lines to factories in Gera. A tram line was opened in 1893 from the station to the central city. In 1881 the reception building was built by the architects of Hude & Hennicke. During the reconstruction of 1958/63 several ornaments were removed from the facade.

EF 30065 was placed on second-hand bogies and moved to Hutt Workshops in August 2010 to begin the assessment, followed by EF 30186 in September. EF 30128 followed to Wellington in April 2011. It is anticipated that one of the locomotives will serve as a parts source to return the other two to service and the remaining hulk scrapped. All EFs went through a minor upgrade to ensure reliability before a full overhaul is carried out.

The D-Train is a family of multiple units built by rolling stock manufacturer Vivarail for the British rail network. The units are converted from London Underground D78 Stock, originally manufactured betwewen 1978 and 1981 by Metro-Cammell. The conversion re-uses the D78's aluminium bodyshells with new interiors. It runs on the same bogies but these are rebuilt to as-new standard by Wabtec and fitted with brand new 3-phase AC induction motors sourced from Austria.

The principal designer was V. Khlebnikov; the locomotive utilised an 8-axle articulated design within a single locomotive body, two sets of main bogies each of four axles articulated in a Bo-Bo arrangement. Unit TEP80-0002 holds the world speed record for a diesel railed vehicle having reached on 5 October 1993. In 2007 the machine was transferred from the Russian Railway research institute (VNIIZhT) to the October railway museum (Музей Октябрьской железной дороги) in Saint Petersburg.

Traction control equipment was by GEC, with the batteries supplied by DP Battery Co Ltd. As with previous batches, parts of the locomotives were refurbished; in this case, the bogies, traction motors and compressors were supplied by Acton Works. Unlike earlier models, each vehicle was fitted with two compressors, allowing them to work singly. The last steam engines were withdrawn soon afterwards, and an order for five more battery locos was placed with Metro-Cammell in 1969.

Unlike tramway electrification, the wires were hung using massive wire gantries and steel masts. Also, the design of the locomotives with two separate powered bogies is still seen in designs today. The power stations, necessary for the electrical supply, were built under the most difficult conditions in the mountainous landscape. They were also used to supply the region with electricity, thereby laying the groundwork for the Lower Austrian state energy company NEWAG, now known as EVN.

Weight was reduced to just over 18 tons, and capacity increased to 57 tons. As with earlier classes, the fleet was permitted to be overloaded by up to four tons if the speed limit was reduced to 80 km/h. A further 75 wagons were built in 1980 at Bendigo Workshops, entering service as VQFX. In the late 1980s these latter vehicles were provided with upgraded bogies, permitting higher speeds for the Melbourne to Adelaide Superfreighter services.

They were reclassified VQFY to reflect the higher operating speed.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p172, The remaining sixty vehicles were leased to the National Rail Corporation in 1994 and reclassed RQFX. Speculation at the time was that the fleet would be returned to Victoria, but a number were upgraded to 2CM bogies permitting a higher operating speed, and recoded to RQFY. Many are now operating with Pacific National, as RQFX.

This train has 14 Sleeper classes, two 3 tier AC, two 2 tier AC, 3 unreserved Bogies and 2 second Sitting cum luggage van from Mysuru which sums to 23. Previously, there was an engine change at Bengaluru City, the engine changes from diesel to electric for 16022 and the opposite for 16021., indiatimes.com, 27 February 2017 After the electrification of the Bangalore-Mysore Line, the train runs with an electric loco from Chennai to Mysore all the way.

After completion of the trial runs, car 4900 was stored at the St. Clair Carhouse until March 7, 1987, when it was shipped to the UTDC testing facility in Kingston, Ontario. On March 24, 1988, following a test run, it was rear-ended by another streetcar on the test track and suffered extensive damage. It was scrapped in 1997. The 52 production ALRV cars were built by UTDC using bogies and articulations supplied by MAN SE of Germany.

5th-batch set 23 on the Tokyu Meguro Line Two new six-car sets (22 and 23) entered service from 22 May 2009. These include a number of design improvements over earlier sets, including a redesigned front end, single-arm pantographs, and improved air-conditioning. The number of motored cars is reduced from four to three per 6-car set, with car 3 (trailer car) numbered in the 9400 series. Car 4 (9600) has both bogies powered.

But the state governments were entrusted with finalising the list of castes for the OBC category. The state commission headed by N. K. Muralidhar Rao did not recommend any change to the status of the other Kapu castes. In early 2016, the Kapus of the residual Andhra Pradesh state launched an agitation demanding the OBC status, leading to violent protests.Kapus in Andhra set 6 train bogies, 2 police stations ablaze for quota, The Times of India, 1 February 2016.

By December 2010 sanding equipment was trialled on set 773M-2537T-774M in order to improve braking performance of the trains, and by February 2011 a number of in-service trains had also been fitted with the equipment. The sand boxes are fitted to the middle two bogies of each 3-car set. In June 2011 installation of sanding equipment was completed across the entire fleet. Speed restrictions have now been lifted on all Siemens Nexas trains.

In September 1954, with the end of the SovRom period, they were reunited into one entity, the Reșița Metallurgical Works (Combinatul Metalurgic Reșița) under the Ministry of Heavy Industry, later the Ministry of Metallurgy and Machine Building. After 1948, although the Reșița works remained the most important heavy industry producers in Romania, they were gradually marginalized as well, with a series of units being shut down: metal structures and bridges (1953-1958); petroleum extraction equipment (1954-1955); railroad switches (1955); transformers, electric equipment and medium-sized electric motors (1957); mounted wheels (1959); moveable bridges and cranes (after 1973); thermal energy equipment such as steam turbines, turbo generators and related devices (1977); and locomotive bogies (1981). At the same time, significant technological advances were incorporated. Among the devices introduced were steam turbines and turbo generators; new air compressors; diesel locomotives and bogies; electrical bushings; hydroelectric units including hydraulic turbines, generators and rotation regulators; Diesel engines for marine propulsion; equipment for the chemical and metallurgical industries; fluid mechanics equipment like hydraulic pumps and large hydraulic servo motors.

Part of TGV trainset 4402 displayed near the Eiffel Tower after the record The train used for the speed record was code named V150, and comprised three modified Duplex cars, fitted with two powered bogies similar to the AGV prototype, marshalled between a pair of TGV power cars from POS trainset 4402. The train had four more powered axles than trainset 325 used in the 1990 speed record, and had a maximum power output of 19.6 MW (26,800 hp) instead of the 9.3 MW on a standard TGV POS. This unusual composition was used to obtain high-speed test data on disparate technical elements including the new asynchronous traction motors on the POS power cars, the lightweight synchronous permanent magnet traction motors on the AGV bogies, the actively controlled pantograph, and the Duplex bi-level configuration which had never been used in very high-speed trials. Aerodynamic improvements, similar to the 1990 record train, were refined in a wind tunnel and provided a 15% reduction in drag from the standard configuration.

The unconventional fan-shaped retractable roof has not been without complications. Major elements of the pivot system behind home plate and the outfield roof track have been replaced, even after the crane incident. At the end of the 2006 season, the roof's bogie system was replaced at a cost of over $13 million. The 10 new, 24-feet-(7.3 m)-long, bogies were paid for with money from the settlement between the stadium district and Mitsubishi Heavy Industries of America.

Estimated per kilometer cost for the construction of the metro will be Rs1.75 billion for elevated track and Rs3.25 billion for the underground. The average cost per kilometer is around Rs3 billion. There will be two maintenance depots for the metro, one will be near Baddowal and will spread over 26 hectares, and the second depot will be near Gill village spread over 21 hectares. At these depots, washing, cleaning, repair and maintenance of the train engine and bogies will be carried out.

The front suspension units were mounted on a common axle which was capable of being moved laterally sideways. When the driver turned the steering wheel a small amount, both front bogies were pushed sideways which bent the tracks. For tighter turns, a greater movement of the steering wheel brought skid steering into play, where a clutchless brake was applied to one side or other of the differential. Sixty-nine Vickers D50s were bought by the army for conversion to Light Dragons Mark III.

The Caledonian Railway 55 Class were 4-6-0 mixed-traffic locomotives designed by John F. McIntosh and built at the railway’s St. Rollox works in Glasgow in 1902-1905. The class was intended for use on the Callander and Oban line and were sometimes known as Oban Bogies, a nickname they shared with the earlier Brittain 179 Class 4-4-0s and the subsequent Pickersgill 191 Class 4-6-0s, all of which were built for use on the same route.

The TRAXX P160 AC is the passenger version of this class, with a correspondingly higher top speed of 160 km/h. A lower unsprung mass was achieved by using hollow shaft final drives instead of the axle hung motor arrangement of the 140 km/h maximum speed versions. The bogies and drive unit are the same as used in the DBAG Class 146.0. In Germany, DB Regio acquired 32 units between 2003 and 2005, where they are designated DBAG Class 146.1.

Technical drawing of the first Borsig locomotive The 4-2-2 configuration offered designers eight wheels to spread the weight of a larger locomotive, but prior to the introduction of bogies, created a long rigid wheelbase with limited adhesion. As a result, the type was relatively rare until the 1870s. The first steam locomotive made by Borsig of Berlin in 1841, the Borsig No 1, was a 4-2-2, but the company quickly reverted to the more common 2-2-2 configuration.

The most common locomotive is the Saxon IV K. The twin Meyer bogies with the (operating) drive of the rotary snow plough above The Switzerland Bernina Railway had two rotary snowplows built by Schweizerische Lokomotiv- und Maschinenfabrik in 1910 and 1912. To work on the tight curves of the meter gauge mountain railway they had to be selfpropelled, the two snow blowers were thus built with a Meyer drive system.Alfred Leuenberger: Rauch, Dampf und Pulverschnee. Die Dampfschneeschleudern der Schweizer Bahnen (Swiss Steam Snowploughs).

Each traction motor weighs , and the entire bogie weighs in at about . The entire traction drive is mounted on an assisting beam in the center of the bogie, and attached to the outer sides via two pendulums. It is possible to mount in the center, since the bogies do not have pivot pins; the bogie is propped up above the frame by eight flexicoil springs. The resulting freedom of movement in all directions is limited by hydraulic buffers and rubber elements.

The ten LHB coaches were built from steel, the single MBB coach from aluminium. The LHB coaches were cladded with corrugated stainless steel under license from the American Budd Company. They were built to a light-weight construction with a lower floor height and electropneumatically operated double sliding doors with folding steps, new bogies of the LD 76 type with a pneumatic shock absorber system. The prototypes also featured air heating and more comfortable seats with a larger seat pitch.

The tender had a coal capacity of , a water capacity of and a maximum axle loading of . It was a tank wagon type tender with a cylindrical water tank, similar in appearance to the North American Vanderbilt type tender. The SAR's Types MX, MY and MY1 tenders with their cylindrical water tanks all became commonly known as Torpedo tenders. Buckeye bogie Like the Type CL, Type MX and Type MY tenders, it rode on three-axle Buckeye bogies to reduce the axle load.

Sleipnir outside Aibel in Haugesund, Norway The two large port and starboard tub-mounted cranes are provided by Huisman; overall boom length is . The slewing system, which allows the cranes to rotate in their tub, uses the world's largest bearings at in diameter. Conventional tub-mounted cranes ride on bogies or wheels, while the Huisman 10,000t cranes use the bearing directly. Prior to the cranes for Sleipnir, the largest bearings Huisman had used for tub-mounted cranes were only in diameter.

Some received "streamlining" with oval windows and skirting around their bogies. The attached picture illustrates the differences between various members of this class. The tram in the foreground is a 12 window Dreadnought (built by the Tramways Trust), still with seats on its end platforms and no streamlining. The tram ahead of it is an older, 6 window Dreadnought (built by the Tramways Company), but with its end seats removed and streamlining around its windows and skirting below the body of the tram.

93 The result was essentially a larger, rubber-wheeled version of the original maglev vehicle.AppaRao refers to this vehicle as the "Advanced Light Rapid Transit" (ALRT). This is not in keeping with other allusions to the vehicle. The consortium included of SPAR Aerospace for the linear induction motor, Standard Elektrik Lorenz (SEL) for the automatic control system, Dofasco for the bogies, Alcan and Canadair for the design of the car bodies and a set of prototypes, and Canadair as the overall prime contractor.

In most cases, the kits have been bodies designed to run on mechanisms or bogies available from overseas. Some very fine models are starting to emerge from various Australian manufacturers with many kits now available. Manufacturers have started to engage Chinese manufacturers to produce very high quality wagons and locomotives. The Victorian producer Aust-N-Rail pioneered this approach, while in 2011, BadgerBits released Australia's first ready-to-run N gauge locomotive, a 48 class retailing for around A$240.

In reaching this decision the Board had taken into consideration the anticipated enormous cost involved in the removal of the component parts of the gun, while there was some doubt, because of its immense size and weight, as to the suitability of the gun as a whole as an exhibit in the grounds of the Australian War Memorial. Thus it was that in 1961 the bogies were sold for scrap, while the gun mountings were similarly disposed of two years later.

Badly worn types were removed, and new types fitted to the wheel centres. If the wear was less severe, the wheels were turned on a lathe to restore their profile. Once all the parts had been serviced, the bogies were reassembled on a conveyor, and stored until needed. The motor shop included facilities for complete reconditioning of traction motors, including rewinding armatures, and baking them at high temperatures to drive out all traces of moisture and harden the insulating varnish.

Via Rail Canada LRC In 1966, a consortium of Canadian industrial firms began considering a conventionally-powered competitor to the TurboTrain, eventually emerging as the LRC (Light, Rapid, Comfortable) in the early 1970s. This design also used an active-tilt system, but one of very different form than the ATP. The carriages rode on two C-shaped channels mounted across the top of the bogies. Tilt was accomplished by rams that pushed the bottom of the carriage side to side along these channels.

Brussels (on a demonstration line in Vancouver) With a 100% low floor, the Flexity Outlook range encompasses two different designs: the Eurotram and Cityrunner. Eurotram was originally conceived by Socimi of Italy as a distinctive, train-like tramcar with large windows and modules with both powered and unpowered bogies. Cityrunner has a more conventional appearance, but highly customizable and is future proof with its easily repairable modules. These vehicles are currently used in Strasbourg, Porto, Brussels, and Marseille, among others.

The South African Railways Class 6E1, Series 1 of 1969 was an electric locomotive. In 1969 and 1970, the South African Railways placed twenty Class 6E1, electric locomotives with a Bo-Bo wheel arrangement in mainline service. Their limited number and the fact that they entered service before the Class 6E suggest that the Class 6E1, Series 1 units were obtained as demonstrators on redesigned bogies, before a decision was made on which of the two types would be perpetuated.

The focus cabin was an ~8 foot cube, also similar to the Mark II, supported by four steel girders. It could be accessed via a ladder up one of the girders, which could be climbed when the bowl of the telescope was directed towards the horizon. The telescope was steered in azimuth and elevation by hydraulic drive systems. Two of the six bogies on which the telescope sat were driven, and motion in elevation was done using two long hydraulic pistons.

The 500 class were diesel shunter locomotives operated by the South Australian Railways. Thirty-four were built at Islington Railway Workshops. The first 27 were built with broad gauge bogies and the last seven equipped to operate on the standard gauge. They operated in yards at Gladstone, Murray Bridge, Naracoorte, Peterborough, Port Pirie, Tailem Bend and Wallaroo as well as being extensively used in Adelaide. In March 1978 all were included in the transfer of the South Australian Railways to Australian National.

The FCAB already interchanged with metre gauge railways running north-south in western Chile, and there was the prospect of connections with lines from Argentina. Thus, in 1913, the FCAB board made a decision to convert the line to metre gauge throughout. Some gauge conversion work was done in 1916, however World War I intervened, and most work was not done until 1928. In the meantime, the railway became proficient in changing bogies on freight cars between gauges at interchange points.