Krauss-Helmholtz bogie

The carrying and driving axles were linked together in a Krauss-Helmholtz bogie.

They were given a leading Krauss-Helmholtz bogie and a trailing bogie in order to achieve satisfactory weight distribution.

The rear coupled axle was housed in a Krauss-Helmholtz bogie, and the coal tanks were behind the driver's cab.

The carrying axle was linked to the first coupled axle via a Krauss-Helmholtz bogie.

They had Bissel bogies, apart from ten engines which had a Krauss-Helmholtz bogie .

Unlike the otherwise identical G 5.4 they had a leading Adams axle instead of a Krauss-Helmholtz bogie.

Contrary to what is often stated in the literature, these engines had a Krauss-Helmholtz bogie (just like the Prussian T 9.3).

The tender locomotives of classes 41 and 45 only had a Krauss-Helmholtz bogie at the front; the trailing axle was housed in a Bissel bogie.

On standard gauge railways in Europe the inclusion of a Krauss-Helmholtz bogie has allowed the use of large 2-10-0 locomotives on sharply curved mountain sections.

A major improvement on the earlier locomotives was the use of a Krauss-Helmholtz bogie, with the leading pair of driving wheels linked to the leading pony truck.

Like the D VIII they had a trailing axle, that was connected to the final coupled axle by a Krauss-Helmholtz bogie.

Because the advantages of a pony truck come into play particularly on tight curves, the Krauss-Helmholtz bogie initially appeared on branch line, Lokalbahn and narrow gauge locomotives.

Unlike the GtL 4/5, they took the original design of the GtL4/4 and extended it by two carrying axles that were each located in a Krauss-Helmholtz bogie.

This was an evolutionary development of the Prussian T 9.2, in which the main difference was the use of a Krauss-Helmholtz bogie instead of an Adams axle.

The Schwartzkopff-Eckhardt II bogie is a further refinement of the Krauss-Helmholtz bogie, whereby two coupled axles and the carrying axle are combined within the bogie.

The powerful boiler required a carrying axle that, based on a suggestion by Richard von Helmholtz, was designed as a trailing axle in the form of a Krauss-Helmholtz bogie.

From this theoretical work a practical result ensued in 1888: the design of the Krauss-Helmholtz bogie, which saw widespread use on locomotives with carrying wheels - and not only on steam locomotives.

In addition, the locomotive made use of a Krauss-Helmholtz bogie system, where the leading pair of driving wheels has a limited amount of sideplay with an articulated link to the leading bissel bogie.

This linking of a pony truck and driving axle is known as a Krauss-Helmholtz bogie, an invention of Richard von Helmholtz who was the chief designer at the Krauss works in Munich from 1884 to 1917.

However, because they were very slow with a top speed of 40 km/h, the design was modified and the so-called GtL 4/5 was built with an additional trailing axle, that was linked to the final coupled axle by a Krauss-Helmholtz bogie.