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((Short description|Locomotive wheel arrangement))
((more citations needed|date=December 2013))
'''B-B''' and '''Bo-Bo''' are the [[AAR wheel arrangement|Association of American Railroads (AAR)]] and British classifications of [[wheel arrangement]] for [[railway locomotive]]s with four axles in two individual [[bogies]]. They are equivalent to the '''B′B′''' and '''Bo′Bo′''' classifications in the [[UIC classification of locomotive axle arrangements|UIC]] system. The arrangement of two, two-axled, bogies is a common wheel arrangement for modern [[electric locomotive|electric]] and [[diesel locomotive]]s.

== Bo-Bo ==
'''Bo-Bo''' is the [[UIC classification of locomotive axle arrangements|UIC]]((citation needed|date=April 2018)) indication of a wheel arrangement for railway vehicles with four axles in two individual [[bogies]], all driven by their own [[traction motor]]s. It is a common wheel arrangement for modern [[electric locomotive|electric]] and [[diesel-electric locomotive]]s, as well as power cars in [[electric multiple unit]]s.

Most early electric locomotives shared commonalities with the steam engines of their time. These features included [[coupling rod|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 [[rail adhesion|adhesion]] because all the wheels were now powered. Due to 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&nbsp;kW on only four axles. For very heavy loads, especially in transportation of bulk goods, a single unit with this wheel arrangement tends to have too little adhesive weight to accelerate the train sufficiently fast without [[Locomotive wheelslip|wheelslip]].

=== Bo-1-Bo ===
[[File:ED6214b.jpg|thumb|upright|The added carrying axle of the [[JNR Class ED62]] Bo-1-Bo]]
Eighteen of the Japanese ((track gauge|3ft6in|lk=on)) [[narrow-gauge]] Bo-Bo electric ((interlanguage link|JNR Class ED61|ja|国鉄ED61形電気機関車)) were rebuilt in the late 1970s to form the [[JNR Class ED62|Class ED62]].<ref>((cite book
  |script-title=ja: 国鉄&JR保存車大全2015–2016
  |trans-title=JNR & JR Preserved Rolling Stock Complete Guide 2015–2016
  |last = Sasada  |first = Masahiro
  |publisher = Ikaros Publications  |location = Tokyo, Japan
  |language = ja
  |page = 121
  |isbn = 978-4863209282
))</ref> 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]].

=== Bo-2-Bo ===
[[File:JR hokkaido ED76 551.jpg|thumb|left|[[JNR Class ED76|JNR ED76]] Bo-2-Bo]]
Another rare arrangement was the Bo-2-Bo used for two ((RailGauge|3ft6in)) gauge [[Japanese National Railways|Japanese]] diesel-electric classes, the [[JNR Class ED76|ED76]] and [[JNR Class ED78|ED78]]. These used [[flexicoil suspension|flexicoil]] outer bogies which permitted the bogies some lateral movement, as well as swivelling.

((Clear))

=== Bo′Bo′+Bo′Bo′ ===
[[File:KZ8A-0014, Санкт-Петербург-Сортировочный-Московский.jpg|thumb|[[Alstom KZ8A]] Bo′Bo′+Bo′Bo′]]
These are a pair of Bo′Bo′ locomotives semi-permanently coupled as a single unit. They are each constructed with a single cab, giving a cab at each end.

This layout includes the [[Prima (locomotive)|Alstom Prima II]], one of the most powerful electric locomotives in production (((convert|9|MW|abbr=on))). Versions include the [[China Railways HXD2]] and the [[Indian locomotive class WAG-12|Indian WAG-12]].

[[File:SS4 7185 20111102.jpg|thumb|left|[[China Railways SS4]] of 1985, showing the two unit construction]]

((Clear))

== B′B′ ==
[[File:Crowcombe 832 light engine to Bishops Lydeard.jpg|thumb|[[British Rail Class 42|British Rail class 42 ''Warship'']], a V200 derivative]]
[[File:Karkulka podvozek2.JPG|thumb|B′ bogie from a Czech ((interlanguage link|ČD Class 725|cs|Lokomotiva 725)), showing the axle [[final drive]] gearboxes and their linking driveshaft]]
The B′B′ or B-B arrangement is similar, but usually applies to [[diesel-hydraulic locomotive]]s 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 the main frame of the locomotive, together with a hydraulic transmission. Power is then transmitted to the bogies by [[cardan shaft]]s and a short driveshaft between axles.<ref>((Cite book
  |title=The Railwayman's Diesel Manual
  |last=Bolton  |first=William F.
  |year=2006
  |orig-year=1956
  |edition=4th
  |isbn=0-7110-3197-5
  |publisher=[[Ian Allan Publishing|Ian Allan]]
  |ref=((harvid|Bolton))
  | pages=132–133 
))</ref>

A common example of this is the [[DB Class V 200|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.<ref>((Cite book
  |title=Hydraulic vs Electric: The battle for the BR diesel fleet
  |last=Clough  |first=David N.
  |publisher=[[Ian Allan Publishing|Ian Allan]]
  |year=2011
  |isbn=978-0-7110-3550-8
  |chapter=8: A contrast in design
  |pages=77
))</ref><ref>((Cite book
  |title=The Western's Hydraulics
  |last=Lewis  |first=J.K.
  |year=2006
  |orig-year=1977
  |isbn=1-901945-54-5
  |publisher=Book Law Publications  |location=Nottingham
  |ref=((harvid|Lewis))
  | page=50
))</ref>

[[File:2014.06.04 - NÖVOG - Bahnhof Laubenbachmühle - 05.jpg|thumb|left|[[ÖBB]] class 2095, a narrow-gauge diesel-hydraulic B′B′ with visible coupling rods]]
In some rare examples, such as the [[SNCF Class BB 71000]] and the narrow-gauge ((interlanguage link|ÖBB 2095|de)), the bogie axles have been linked by [[coupling rod]]s. 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 wheel arrangement|AAR notation]] 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.

((clear left))
((Clear left))

== 1A-A1 (or A1-1A) ==
[[File:107155 Ayr Traction Maintenance Depot.jpg|thumb|[[British Rail Class 107|BR class 107]] multiple unit]]
[[Railcar]]s and [[diesel multiple unit|multiple unit]]s 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 a wheel arrangement of 1A-A1 (UIC: (1A)(A1) ) (or A1-1A (UIC: (A1)(1A) ) ) rather than B-B.((sfn|Bolton| pages=135–136 )) 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.

== 2-B ==
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 is recorded, the diesel-electric four-car ''[[Rebel (train)|Rebel]]'' railcars of 1935.<ref>((Cite book
  |title=The Gulf, Mobile and Ohio
  |author=James H. Lemly 
  |chapter= Chapter XI: Renewed efforts toward growth, 1934–38
  |url=http://acmeme.com/gmo/chapter_xi.htm
))</ref> Three powercars were built, with a 600&nbsp;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.

((Clear))

==Gallery==
((gallery
|File:Swiss Rail Re 4 4 I TEE 10033.jpg|The Swiss [[:de:SBB Re 4/4 I|Re 4/4<sup>I</sup>]], built to negotiate curves at higher speeds, built in 1946 and weighing only 57 tons.
|File:BLS 164 1.jpg|The [[:de:BLS Re 4/4|BLS Re 4/4]], an early high performance Bo-Bo locomotive. Built from 1964 onwards, its 4980 kW is still significant for today's standards.
|File:186 111.JPG|The [[Bombardier TRAXX]] MS2, a multiple system multi-purpose locomotive built for the European railways. Significant numbers of the TRAXX family have been built for most European railways.
|File:120 142-5 -c.jpg|The [[DB Class 120]], the first mass produced locomotive to use electronically controlled asynchronous three-phase motors to allow both high speed and high tractive effort.
|File:ES64U4 OEBB 1216 050 Hersbruck 30062007.JPG|The ÖBB 1216 050, the fastest electric locomotive ever built ((asof|2012|8|lc=y)). It is a Siemens ES64U4, a member of the [[EuroSprinter]] family.
|File:Rc-lok.jpg|A Swedish [[SJ Rc|Rc]] locomotive. It was built in large numbers and exported to Austria and Norway. Also, it served as the basis for the American [[EMD AEM-7|AEM-7]] that replaced the famous [[PRR GG1|GG1]].
))

==See also==
* [[:Category:Bo-Bo locomotives]]
* [[Co-Co locomotives|Co-Co]]
* [[Bo-Bo-Bo]]

== References ==
((Commons category|Bo′Bo′ locomotives))
((Reflist))

((Locostyles))

[[Category:Commonwealth classification|Bo-Bo]]
[[Category:Bo-Bo locomotives| ]]

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