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 .
31-619: The Class ED76 ( ED76形 ) is a Bo-2-Bo wheel arrangement AC electric locomotive type operated on passenger and freight services in Japan since 1965, originally by Japanese National Railways (JNR), and later by Hokkaido Railway Company (JR Hokkaido), Kyushu Railway Company (JR Kyushu) and Japan Freight Railway Company (JR Freight). As of 1 April 2016, just 10 locomotives remained in service, all operated by JR Freight. 94 class ED76-0 locomotives were built from 1965 to 1976 and numbered ED76 1 to ED76 94. As of 1 April 2016,
62-420: A hydraulic bogie coupling system, the latter being designed and supplied by Liebherr . The hybrid locomotive is designed for an operation lifespan of up to 40 years and has been certified for a maximum speed of 100 km/h on mainline railways. These speeds allow the type to operate within short-distance mainline traffic without causing undue disruption. Several different models have been developed, including
93-597: A B-1-B (AAR) or Bo′1Bo′ (UIC) arrangement. The intention was to give a lighter axle loading for the Iida Line . Another rare arrangement was the Bo-2-Bo used for two 3 ft 6 in ( 1,067 mm ) gauge Japanese electric classes, the ED76 and ED78 . These used flexicoil outer bogies which permitted the bogies some lateral movement, as well as swivelling. These are a pair of Bo′Bo′ locomotives semi-permanently coupled as
124-692: A Bo-Bo is regarded as a B-B because the AAR system does not take traction motors into consideration, only powered axles. An AAR-like notation is used in France too, making it hard to tell the B-B and Bo-Bo engines apart, both of which are common there. Railcars and multiple units use similar two-axle powered bogies and many of them use similar hydraulic or mechanical transmissions, rather than traction motors. However railcars are also lightweight and do not require all axles to be powered in order to gain adequate adhesion. They thus use
155-506: A later date when Moroccan electrification upgrade schemes take place. ONCFM placed a follow-up order for 30 locomotives in February 2018. During November 2015, Alstom received a Letter of Award from the Ministry of Indian Railways to supply Indian Railways with 800 double section freight electric locomotives in class WAG-12 , along with associated long-term maintenance. The total contract, which
186-514: A single unit with this wheel arrangement tends to have too little adhesive weight to accelerate the train sufficiently fast without wheelslip . Eighteen of the Japanese 3 ft 6 in ( 1,067 mm ) narrow-gauge Bo-Bo electric JNR Class ED61 [ ja ] were rebuilt in the late 1970s to form the Class ED62 . An additional carrying axle was added between the bogies to give
217-750: A single unit. They are each constructed with a single cab, giving a cab at each end. This layout includes the Alstom Prima II , one of the most powerful electric locomotives in production (9 MW (12,000 hp)). Versions include the China Railways HXD2 and the Indian WAG-12 . The B′B′ or B-B arrangement is similar, but usually applies to diesel-hydraulic locomotives rather than diesel-electrics. The axles on each bogie are coupled together mechanically, rather than being driven by individual traction motors. Diesel-hydraulics have their engine mounted on
248-509: A wheel arrangement of 1A-A1 or A1-1A rather than B-B. A common arrangement is for each power car to have two independent engines and transmissions, each driving a single axle of each bogie. The difference between 1A-A1 and A1-1A is that 1A-A1 has the powered axles closest to the middle of the car, whilst A1-1A has the powered axles closest to the ends. The 2'Bo' (AAR:2-B) arrangement has been used similarly, but rarely, for lightweight railcars that only needed two powered axles. Only one example
279-450: Is explained below. Bo-2-Bo 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
310-500: Is fitted with a pair of 350 kW diesel engine generators, and the H3 Single Engine features a 1,000 kW diesel engine. The latter three variants are each equipped with a 2,000 L fuel tank, while no fuel tank is present on the battery-only model. The first two H3 variants are designed to perform shunting operations in industrial areas and tunnels, while the third variant is designed for mainline services and industrial uses, and
341-407: Is recorded, the diesel-electric four-car Rebel railcars of 1935. Three powercars were built, with a 600 bhp engine and two traction motors on a single bogie. Half of the powercar was used as a baggage car, supported by a conventional coaching stock unpowered bogie. Prima (locomotive) Prima is a family of railway diesel and electric locomotives built by Alstom . Manufacture of
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#1732869978142372-479: Is worth in excess of €3 billion, shall also involve the establishment of a new assembly plant at Madhepura , in Bihar , as well as two maintenance depots at Saharanpur , Uttar Pradesh and Nagpur , Maharashtra . The Prima locomotive for Indian Railways will be 9 MW (12,000 hp) at the wheel rim and will run at a speed up to 120 km/h. During August 2013, Alstom announced that it had launched development of
403-469: The SNCF Class BB 71000 and the narrow-gauge ÖBB 2095 [ de ] , the bogie axles have been linked by coupling rods . Having only a single final-drive per bogie allows more room for the bogie pivots on this narrow-gauge design. With high power full-size locomotives, splitting the drive directly to two axles is preferred, as it only requires a less powerful final drive gearbox. In AAR notation
434-600: The H3 Battery 600 kW electric locomotive, the H3 Hybrid 700 kW hybrid locomotive, the H3 Dual Engine 700 kW dual engine locomotive, and the H3 Single Engine 1,000 kW single-engine locomotive. The H3 Battery model is provisioned with eight separate batteries which provide up to 600 kW, while the H3 Hybrid is instead equipped with a 350 kW generator and a 350 kW battery. The H3 Dual Engine variant
465-524: The H3 diesel/battery hybrid locomotive . The Prima H3 is a diesel/battery hybrid locomotive, intended mainly for use as a shunter . The aim of the project is to demonstrate the feasibility of a hybrid shunting locomotive in daily use; it is an initiative of the Eco Rail Innovation (ERI) and is being supported by a total of 19 companies. Financing for the project includes €600,000 ($ 653,560 approximately) from
496-499: The Prima II. Compatibility with the ERTMS signalling system for European cross border operations is also a feature. Six-axle Co′Co′ versions are also proposed for heavy freight operations, along with an accompanying increase in power output to 9.6 MW (12,900 hp) and a top speed of 120 km/h (75 mph) A diesel version is also planned in the long term. The first order for
527-631: The State of Bavaria. It was first publicly unveiled at InnoTrans 2014 in Berlin . Alstom's Stendal site in Scaxony-Anhalt, Germany, is responsible for manufacturing the locomotives. The H3 locomotive is 12.8 meters long, 3.13 meters wide and 67 tonnes in weight. It has a maximum axle load of 22.5 t, can handle a minimum curve radius of 60 meters, and has a starting tractive effort of 240 kN. The design incorporates an integrated flexicoil suspension system and
558-402: The absence of frame mounted wheels no leading or trailing axles were necessary to aid cornering, reducing weight and maintenance requirements. Due to the advent of modern motors and electronics more power can be brought to the rail with only a few axles. Modern electric locomotives can deliver up to 6400 kW on only four axles. For very heavy loads, especially in transportation of bulk goods,
589-530: The diesel generator automatically power up to recharge the batteries or to provide additional power. This diesel engine is rated at 350 kW and is Stage IIIB compliant ; it produced lower emissions, as well as a considerable reduction in noise, in comparison to conventional diesel traction. According to Laug, Director of Production at DB Regio Franken in Nürnberg, the emissions are reduced by 70 percent, while fuel consumption has also been cut by 50 percent less to
620-597: The following year, another Prima demonstrator, known as the multi-system Prima 6000, was built; this was originally to demonstrate to the SNCB what Alstom could produce for them; it was later used as a test platform for the European Rail Traffic Management System (ERTMS) and for as the new Prime II concept before being withdrawn in 2009. On 20 May 2008, Alstom announced the details of a second generation of Prima locomotives, named "Prima II". The prototype
651-411: The fourth variant is designed for mainline services and heavy shunting operations. In common operational practice, the locomotive initially runs on batteries alone; when not in active use, it is plugged in during breaks for recharging. When required, the batteries are charged via a small diesel engine driving a generator ; only when the battery voltage is no longer sufficient to move the vehicles does
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#1732869978142682-534: The main frame of the locomotive, together with a hydraulic transmission. Power is then transmitted to the bogies by cardan shafts and a short driveshaft between axles. A common example of this is the German V200 design and its many international derivatives. The need to arrange the bogie suspension around the drive shafts led to an unusual bogie design with radius arms rather than hornblocks and so prominently visible wheels and rims. In some rare examples, such as
713-462: The remaining fleet consists of two locomotives, ED76 81 and ED76 83, operated by JR Freight . 22 class ED76-500 locomotives were built from 1968 for use in Hokkaido, numbered ED76 501 to ED76 522. These locomotives included larger water and fuel tanks for the train heating steam generator and had accordingly longer bodies. They were intended to be used in pairs, and featured cab gangway doors. ED76 514
744-482: The second generation Prima II came from Morocco's national railway ONCFM , with an order in November 2007 for twenty electric locomotives. These are due to be delivered in the second half of 2009 for entry into passenger and freight service in 2010. The Moroccan locomotives are to be initially delivered for 3 kV DC operation, with the potential to install a transformer and other electrical equipment for 25 kV AC operation at
775-431: The steam engines of their time. These features included side rods and frame mounted driving axles with leading and trailing axles. The long rigid wheelbase and the leading and trailing axles reduced cornering stability and increased weight. The Bo-Bo configuration allowed for higher cornering speeds due to the smaller rigid wheelbase. Furthermore, it allowed better adhesion because all the wheels were now powered. Due to
806-463: The traditional shunting locomotives, saving only 400 tons of CO₂ per year. Reportedly, DB operates their fleet on pure battery running for between 50 and 75 percent of their overall operating time. Since November 2016, a small fleet of five Alstom H3 hybrid locomotives have been deployed at railway stations of Nuremberg Central Station and Würzburg Hauptbahnhof . These locomotives are being used by Deutsche Bahn as part of an eight-year evaluation of
837-497: The type commenced in the late 1990s. By 2008, Alstom had reportedly sold 1,750 Prima locomotives. The second generation Prima II was launched in 2009. The Prima H3 diesel/battery hybrid locomotive was launched in 2013. The Alstom Prima was superseded by Alstom Traxx in the summer of 2023. During 1998, the French national railway operator, SNCF , placed a large order with train manufacturer Alstom for 120 electric locomotives, which
868-543: The type's international appeal. In this manner, the SNCF order can be attributed with the extension of the Prima locomotive range. The design of the electric models visibly shows a level of familiarity with the diesel-electric members of the family. In 2002, Alstom constructed a single Prima demonstrator for the purpose of investigating modular solutions for the configuration of onboard equipment, cab, traction and other systems. During
899-402: Was later on increased to 240, to perform both domestic and international freight services. The company decided to develop a new modular platform that would accommodate the requirements not only of the existing SNCF order, but to also comply with European interoperability standards, as well as a high degree of flexibility as to meet the divergent needs of different operators, potentially increasing
930-556: Was modified for used in the Seikan Tunnel and renumbered ED76 551. All ED76-500s except for the unique ED76 551 were withdrawn by 1994. ED76 551 was withdrawn in 2001. 23 class ED76-1000 locomotives were built from 1970 to 1979 for express freight use and numbered ED76 1001 to ED76 1023. As of 1 April 2016, the remaining fleet consists of eight locomotives, operated by JR Freight . The following examples have been preserved. The ED76 classification for this locomotive type
961-695: Was unveiled on 3 June 2009 at Alstom's Belfort plant. The locomotives are designed to be modular and reconfigurable to suit customers requirements throughout their lifetimes. Electric versions can work with up to four different overhead line voltages; 1.5 Kv and 3 kV DC, as well as 15 KV and 25 kV AC ; it possesses power ratings of up to 6.4 MW (8,600 hp), and operating speeds of 140 to 200 km/h (87 to 124 mph). The design also accommodates for broader gauge versions, suitable for use in Russia , India and Finland , which have been reportedly viewed by Alstom's sales department as potential markets for