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Mechanical Summer Training Report NE Railway Gorakhpur PDF
Mechanical Summer Training Report NE Railway Gorakhpur PDF
AT
MECHANICAL WORKSHOP
NORTHERN EASTERN RAILWAY, GORAKHPUR
Submitted for partial fulfilment of the requirements for the award of the degree
Of
Bachelor of Technology
In
Mechanical Engineering
Submitted by:
ABHISHEK CHAURASIA (1319240006)
Submitted to:
Mr A.K. JHA
Professor
CERTIFICATE
This is to certify that ABHISHEK CHAURASIA (1319240006) has carried out the Industrial
Training at MECHANICAL WORKSHOP (NER, GORAKHPUR) from 13-Jun-2016 to 14-
July-2016 for award of Bachelor of Technology in the stream of Mechanical Engineering from
Dr. A.P.J. Abdul Kalam Technical University, Lucknow. The Industrial Training work and
studies carried out by the student himself and it is an authentic report.
Mr A.K. JHA
Professor
Dept. of Mechanical Engineering
GLBITM, Greater Noida
2
ACKNOWLEDGEMENT
I would like to take this opportunity to express my profound sense of gratitude and sincere
thanks to Mr ANIRUDH SINGH for being helpful and a great source of inspiration. His keen
interest and constant encouragement gave me the confidence to complete my Industrial Training
successfully. I wish to extend our sincere thanks for their excellent guidance and suggestions for
the successful completion of my training.
3
DECLARATION
The information in data given in the report is authentic to the best of my knowledge.
4
TABLE OF CONTENTS
CONTENTS PAGE
NO.
CERTIFICATE
II
ACKNOWLEDGEMENT
III
DECLARATION
IV
LIST OF FIGURES
VIII
CHAPTER 1
1
1. INTRODUCTION
2
1.1 DIVISION IN INDIAN RAILWAY
1.2 ABOUT GORAKHPUR MECHANICAL WORKSHOP
2
1.3 STAISTICS AND SPECIFICATIONS
3
1.4 OVERVIEW OF ENTIRE SHOPS
3
CHAPTER 2
4
2. MACHINE SHOP
4
2.1 DESCRIPTION
4
2.1.1 CAPSTAN AND TURRET LATHE SECTION 5
5
2.1.2 MILLING SECTION 7
2.1.3 CENTER LATHE SECTION
8
2.1.4 DRILLING SECTION
9
2.1.5 SHAPER AND SLOTTER SECTION
10
CHAPTER 3
11
3. SHELL SHOP
11
3.1 MAIN PARTS OF SHELL
11
3.2 FITTING SHOP
12
3.3 WELDING SHOP
12
3.3.1 TYPES OF WELDING USED IN SHOP
14
3.4 GAS WELDING
14
CHAPTER 4
15
4. HEAT TREATMENT SHOP
15
4.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESSES
15
4.1.1 ANNEALING
16
4.1.2 HARDENING
17
4.1.3 MARTEMPERING
17
CHAPTER 5
17
6
5. SPRING SHOP
17
5.1 TESTS PERFORMED ON HELICAL
AND LAMINATED SPRINGS
18
5.2 SPRING SCRAGING
19
5.3 VARIOUS REASONS OF SPRING FAILURE 20
5.4 D’BUCKLING 20
5.5 VARIOUS OTHER MACHINES IN THIS SECTION 21
CHAPTER 6
21
6. BRAKE SHOP
21
6.1 BRAKING SYSTEM
21
6.1.1 AIR BRAKING SYSTEM
22
6.1.2 ELECTRONICALLY CONTROLLED
PNUMETIC BRAKES 22
6.2 MAIN PARTS OF AIR BRAKE SYSTEM 22
6.3 DESCRIPTION OF SOME IMPORTANT
PARTS OF AIR BRAKING SYSTEM
23
6.3.1 BRAKE CYLINDER
23
6.3.2 BRAKE PIPE
23
6.3.3 FEED PIPE
23
6.3.4 DISTRIBUTIVE VALVE
24
6.3.5 ANGLE COCK
24
6.3.6 HOUSE COUPLING
25
6.3.7 GUARD VAN VALVE AND PRESSURE GAUGE 25
6.3.8 ISOLATING COCK 25
7
6.3.9 CHOKE
25
CHAPTER 7
25
7. WHEEL SHOP
25
7.1 WHEEL TESTING AND MACHINING
26
7.1.1 AXEL JOURNAL TURNING LATHE
27
7.1.2 HYDRAULIC WHEEL PRESS
WITH A FACILITY OF MOUNTING
27
7.1.3 AXLE TURNING MACHINE
27
7.2 WHEEL PROFILE LATHE
28
7.3 ZYGLO TESTING
28
CHAPTER 8
29
8. JIGS AND FIXTURES SHOP
29
8.1 JIGS
29
8.2 FIXTURE
30
8.3 DESIGN OF JIG AND FIXTURE
30
CHAPTER 9
30
9. PAINT SHOP
30
9.1 PURPOSE OF PAINTING
30
8
9.2 MATERIAL USED IN PAINTING
31
9.3 PAINT MATERISL
31
9.4 THE MAIN PROCESS INVOLVE IN PAINTING
31
9.5 TYPES OF PAINT
32
CHAPTER 10
34
10.MATERIAL HANDLING SYSTEM
34
10.1 MATERIAL HANDLING EQUIPMENT
10.2 TYPES OF MATERIAL HANDLING
EQUIPMENT AVAILABLE IN SHOP
35
10.2.1OVERHEAD CRANE
35
10.2.2CONVEYER BELT
36
10.2.3SMALL INDUSTRIAL TRUCKS
37
REFERENCES
38
LIST OF FIGURES
10
FIG 21 FIXTURE
29
FIG 22 PAINT
31
FIG 23 THINNER
31
FIG 24 LAYER OF COACH PAINTING
32
FIG 25 OVERHEAD CRANE
35
FIG 26 CONVEYER BELT 36
FIG 27 SMALL INDUSTRIAL TRUCKS
37
11
CHAPTER 1
INTRODUCTION
Railways were first introduced to India in the year 1853 from Bombay to Thane. In
1951 the systems were nationalised as one unit, the Indian Railways, becoming one
of the largest networks in the world. IR operates both long distance and suburban
rail systems on a multi-gauge network of broad, metre and narrow gauges. It also
owns locomotive and coach production facilities at several places in India and are
assigned codes identifying their gauge, kind of power and type of operation. Its
operations cover also provides limited international services
12
to Nepal, Bangladesh and Pakistan. Indian Railways is the world's seventh largest
commercial or utility employer, by number of employees, with over 1.307 million
employees. As for rolling stock, IR holds over 239,281 Freight Wagons,
62,924 Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel and
4,568 electric locomotives).
The trains have a 5 digit numbering system and runs 12,617 passenger trains and
7421 freight trains daily. As of 31 March 2013, 20,884 km (12,977 mi) (31.9%) of
the total 65,436 km (40,660 mi) route length was electrified, Since1960, almost all
electrified sections on IR use 25,000 Volt AC traction through overhead catenary
delivery.
13
RS.22.7 cr.) and phase -2(coasting Rs.18 cr.) has been sanctioned and are under
progress.
There are 493 stations, two Mechanical workshops (one each at Gorakhpur and
Izatnagar), two diesel sheds (one each at Gonda and Izatnagar), one Engineering
workshop at Gorakhpur and one Signal workshop at Gorakhpur, on this Railway.
14
CHAPTER 2
MACHINE SHOP
2.1 DESCRIPTION
In this section all kinds of machining is done to obtain the correct size and shape of
the job. Besides, machining of steel job, Aluminum-plates are also machined here.
Machining is other performed manually or on automatic machines.
Machines are two types…
1. Automatic
2. Manual
15
Computer Numerical Control- In this machine all the data corresponding to
the initial work piece to the final product is feed into the computer. All the process
required in the order of action is fed with the help of programmer .In this machine
one, has to just fix the job is to the chuck. All the other process is done
automatically. This is the machine use for large scale production. In this shop there
is one CNC chucker turret Lathe machine.
Direct Numerical Control-This machine is controlled by installing a control
room away from the work place .These machine are D.N.C. machine. These are
fully automated .The machine shop is divided into different divisions to the task
accomplished .Theses sections are-
The term "capstan lathe" overlaps in sense with the term "turret lathe" to a large
extent. In many times and places, it has been understood to be synonymous with
"turret lathe". In other times and places it has been held in technical
contradistinction to "turret lathe", with the difference being in whether the turret's
slide is fixed to the bed (ram-type turret) or slides on the bed's ways (saddle-type
turret). The difference in terminology is mostly a matter of United
Kingdom and Commonwealth usage versus United States usage. American usage
tends to call them all "turret lathes".
A subtype of horizontal turret lathe is the flat-turret lathe. Its turret is flat (and
analogous to a rotary table), allowing the turret to pass beneath the part. Patented
17
by James Hartness of Jones & Lamson, and first disseminated in the 1890s, it was
developed to provide more rigidity via requiring less overhang in the tool setup,
especially when the part is relatively long. Hollow-hexagon turret lathes competed
with flat-turret lathes by taking the conventional hexagon turret and making it
hollow, allowing the part to pass into it during the cut, analogously to how the part
would pass over the flat turret. In both cases, the main idea is to increase rigidity
by allowing a relatively long part to be turned without the tool overhang that would
be needed with a conventional turret, which is not flat or hollow.
18
In the vertical mill the spindle axis is vertically oriented. Milling cutters are held
in the spindle and rotate on its axis. The spindle can generally be extended (or the
table can be raised/lowered, giving the same effect), allowing plunge cuts and
drilling. There are two subcategories of vertical mills: the bed mill and the turret
mill.
A turret mill has a stationary spindle and the table is moved both
perpendicular and parallel to the spindle axis to accomplish cutting. The
most common example of this type is the Bridgeport, described below.
Turret mills often have a quill which allows the milling cutter to be raised
and lowered in a manner similar to a drill press. This type of machine
provides two methods of cutting in the vertical (Z) direction: by raising or
lowering the quill, and by moving the knee.
In the bed mill, however, the table moves only perpendicular to the spindle's
axis, while the spindle itself moves parallel to its own axis.
19
Heavier lathes are provided in this section. All the lathes have four jaws chuck for
better holding centering is done either manually or with the help of universal
scriber. All kinds of turning are performed here. Parting off is other major
operation done.
(B) SLOTTER
The slotter is vertical shaping machine .The arm reciprocating in the vertical
direction. Most parts are the same as shaper .Slotting is the process that is carried
on this machine.
(C) N.C.BORING
By this boring machine, various different operations can be done such
as drilling machine etc. The depth of cut and the feed is controlled by pushing the
button of control panel. The fig.is displayed while machine, the work table rotates
and the tool is fixed.
(D) PLANER
A planer is a type of metalworking machine tool that uses linear relative motion
between the work piece and a single-point cutting tool to cut the work piece. A
planer is similar to a shaper, but larger, and with work piece moving, whereas in a
shaper the cutting tool moves. Planer is used for the very large jobs. The basic
difference between shaper and planner is procedure of giving relative motion
between the work piece and tool. In the shaper, the tool reciprocates while in
planner the table reciprocates.
22
CHAPTER 3
SHELL SHOP
Shell shop is divided into two parts-
1. Fitting Shop
2. Welding Shop
3.1 MAIN PARTS OF SHELL
Various parts of shell are as follows-
1. Under Frame
(A)Sole Bar
(B)Head Stock Assembly
(C)Body Bloster Assembly
(D)Through Floor
(E)Crops Bearer
(F)Tubular Structure
2. Side Bar
3. Roof
4. End bar
5. Center Pivot (Guide of turning of train)
23
A fitter should have the complete knowledge of the tools used in the shop.
Commonly used tools are hacksaw, files, chisels etc.
24
1. Shielded metal arc welding (SMAW)
2. Gas tungsten arc welding (GTAW)
3. Gas metal arc welding (GMAW)
4. Flux-cored arc welding (FCAW)
5. Submerged arc welding (SAW)
6. Electroslag welding (ESW)
On Indian Railways, Alumino Thermic (A. T.) Welding, Flash Butt (Electric
Resistance) Welding and Gas Pressure Welding processes are presently in use for
welding of rail joints.
The Code of Practice for Flash Butt Welding of Rails (tentative) was issued in
January, 1972. Revision of this Code is being made to cover procedures for Flash
Butt Welding of heavier and higher strength rails now used on Indian Railways and
to incorporate the latest practices. This Code of Practice is being renamed as
"Manual for Flash Butt Welding of Rails".
CHAPTER 4
HEAT TREATMENT SHOP
Heat treatment is the process of heating and cooling of a material to change its
physical and mechanical properties without changing the original shape and size.
Heat treatment of steel is often associated with increasing its strength, but can also
be used to improve machinability, formability, restoring ductility, etc. Basic heat
treatment process for steels are described in the following subsections.
4.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESSES
1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.
6. Stress relieving.
7. Spheroid zing.
8. Normalizing
9. Case hardening.
10. Cyaniding.
11. Flame hardening.
12. Induction hardening.
13. Nitriding.
26
FIG 9- HEAT TREATMENT PROCESS OF PARTS
4.1.1 ANNEALING
Annealing is one of the most important heat treatment operation applied to steel. It
is the process of heating the steel in a furnace to a point not exceeding 50° above
its upper critical point and maintaining the steel at that temperature for a
considerable time (30-60 minutes) to convert the whole steel to austenite. Steel is
allowed to cool down slowly through a medium of hot sand, hot ashes or hot lime
dust. The rate of cooling is to be maintained at 150-200ºC per hour.
27
4.1.2 HARDENING
In hardening process, the steel is first heated to a point exceeding 50ºC above the
upper critical point for hypo-eutectoid steels and 30-50ºC above for hyper-
eutectoid steel. Then the steel is soaked at this temperature for a considerable time
to ensure that all the pearlite and cementite have changed into austenite. After that
the steel is cooled rapidly to keep the austenite to remain as such at room
temperature. This process consists of two operations – heating and quenching. If
these two operations are properly carried out, then the required structure is
obtained.
4.1.3 MARTEMPERING
Martensite is stable only up to 200ºC. If a piece of steel, which has been hardened,
is subsequently heated to a temperature above 200ºC, the decomposition of
martensite will start taking place. This decomposition is in the order of troostite
first and then sorbite.
CHAPTER 5
SPRING SHOP
In this section the helical and leaf spring are prepared. The helical spring is the
most commonly and vastly used in the coaches as well as in the engine. Every
helical spring undergoes a specific set of testing before application in the coaches.
For this purpose there are certain machine for testing, grading and repairing it. All
materials to some degree show elastic properties and will deform to some extent
when they are subjected to external loads. “When the load is removed, the material
will return to its original shape” without any deformation provided its elastic limit
is not exceeded. A material which shows these properties can be considered a
spring.
28
FIG 10- HELICAL SPRING
In the magnetic testing a mixture of kerosene oil and magnetic red ink is sprayed
on the spring and inspected for the clinging of the oil droplets. If oil clings at same
place if present the presence of crack. There are variation reasons for the failure of
the helical spring such as free height load test, dent mark, corrosion and breakage.
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%
29
FIG 11-COACH CHASIS WITH HELICAL SPRING
30
FIG 12- OVERVIEW OF MOUNTING OF HELICAL SPRINGS
5.4 D’ BUCKLING
On this machine, buckling is performed on laminated spring. The leaves of the
springs are assembled and pressed. Now it is put on the buckling machine axial and
longitudinal forces are applied.
31
1. Quenching tank.
2. Tempering furnace.
3. Rolling machine.
4. Cambering and hardening.
5. Hardness testing machine.
In hardness the use Brinell hardness test machine.
ROLLING FRICTION
CHAPTER 6
32
BRAKE SHOP
6.1 BRAKING SYSTEM
Working-By means of frictional force between wheel and brake pad.
Mainly two types of braking system is used-
1. Air-Braking system.
2. Vacuum-brake system.
3. Electronically control Pneumatic Brakes
With ECP, a power and control line is installed from wagon to wagon from the
front of the train to the rear. Electrical control signals are propagated effectively
instantaneously, as opposed to changes in air pressure which propagate at a rather
slow speed limited in practice by the resistance to air flow of the pipework, so that
the brakes on all wagons can be applied simultaneously, or even from rear to front
rather than from front to rear.
This prevents wagons at the rear "shoving" wagons at the front, and results in
reduced stopping distance and less equipment wear.
There are two brands of ECP brakes available, one by New York Air Brake and the
other by Wabtec. These two types are interchangeable.
33
6.2 MAIN PARTS OF AIR BRAKE SYSTEM
1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributer pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.
6.3 DESCRIPTION OF SOME IMPORTANT PARTS OF AIR
BRAKING SYSTEM
6.3.1 BRAKE CYLINDER
There are two 355 mm brake cylinder under frame, which is fed by common
distributor valve. It has the piston-rod arrangement, which works under pressure.
Brake cylinder is connected to distributor valve on one side and by pivot to the
block cylinder.
34
6.3.2 BRAKE PIPE
This is charged from the locomotive at 5 kg/cm3 and causes application and
release of brakes due to change in its pressure through the locomotive control
system. The pipe linked to distributor system.
6.3.3 FEED PIPE
It having 6kg/cm3 pressure, and keeps the auxiliary reservoir charge at fuel
pressure even when brakes are applied. Feed pipe are also connected to the
distributor valve.
35
FIG 16- BRAKE DISC IN COACHES
CHAPTER 7
WHEEL SHOP
In this shop, repair work of the wheel and axel is under taken. As it is known that,
the wheel wears throughout its life. When at work the profile and diameter of the
wheel constantly changes. To improve it’s working and for security reason, it is
repaired and given correct profile with proper diameter.
The diameter of new wheel is-
Type Wheel dia. Distance b/w Journal Axel wheel seat
journal center (mm) size(mm) dia. (mm)
37
FIG 17- INSPECTION OF WHEELS IN WAGON
Wheel can be used certain minimum diameter after which it is discarded. The
diameter of the wheel when it is condemned are-
S.N TYPE OF WHEEL DIAMETER IN (MM)
1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839
38
On this lathe, the diameter of the axel is brought to the correct diameter. The
cutting tool is used of carbon tool.
39
The profile of the wheel is repaired on this machine. Correct profile is cut by
carbide tool.
CHAPTER 8
40
JIGS AND FIXTURES SHOP
8.1 JIGS
Jig may be described as a plate, or metal box, structure or a device usually made of
which metal is clamped or fastened or located one after others for the other for
specific operation in such a way that it will guide one or more cutting tools to the
same position.
8.2 FIXTURE
41
This may be structure for locating holding and supporting a component or work
piece securely in a definite position for a specific operation but it does not guide
the cutting tool. The cutting tool are set in position by machine adjust or by trial&
error method.
8.3 DESIGN OF JIG& FIXTURES
1. Sharp corners may be avoided.
2. Adjustment locator must be provided.
3. Locating pins should be tapered.
4. Quick acting, clamps should be provided.
5. Safety criterion should be provided.
6. Accuracy is the basic need should not be compromised.
CHAPTER 9
PAINT SHOP
The Work of this shop is to paint the coaches and bogie. In this shop there are
many sections and they are following –
1. Coach Painting
2. Letter Section
3. Trimming Section
4. Corrosion Section
5. Polish Section
9.1 PURPOSE OF PAINTING
1. For protection against corrosion
2. For Decoration
3. For covering
43
3. NEWLY COACHES- 24 MONTHS.
44
13. Enamel paint.
14. Emulsion paint.
Prism has vast experience in supplying complete Painting lines, equipment’s,
systems for painting Rail coaches, Wagons, locomotives and railway components.
Our range of equipment for the railway industry include robotic blasting
equipment, manual blasting equipment, Paint booths(specially designed for
painting rail coaches, wagons and locomotives),energy efficient paint
curing/baking ovens, Catalytic ovens, waste water treatments and paint sludge
separation systems.
We supply complete robotic blasting, manual blasting for blasting the rail wagons
and coaches before painting which is also known as pretreatment.
Prism specially designs paint booths for rail wagons, rail coaches and locomotives.
These paint booths have been supplied to various customers such as Indian
railways, Jindal railways and modern industries.
our catalytic ovens were installed for curing the paint of the rail wagons. This
catalytic oven reduces the curing time to 3 minutes compared to convention paint
curing oven which takes12 minutes, this brings down the drying time and energy
costs by a huge margin
Prisms Painting lines for railways are very cost effective with proven designs and
successful plants running worldwide.
Prism can even do civil works for special government projects.
Designed specifically for automatic painting of 2 different
types of Railway Coaches, viz., AC DC EMU coach & AC 2 tier
coach / ii class 3 tier sleeper coach.
System comprises of two nos. Side reciprocators for painting
of two sidewalls having stroke length 2500 mm and one no.
Roof reciprocator having stroke length 6300 mm to paint top
of the coach.
Specially designed profile of Roof Reciprocator to match with
Contour of the Rooftop of two different types of coaches.
CHAPTER 10
MATERIAL HANDLING SYSTEM
45
Material Handling is the field concerned with solving the pragmatic problems
involving the movement, storage in a manufacturing plant or warehouse, control
and protection of materials, goods and products throughout the processes of
cleaning, preparation, manufacturing, distribution, consumption and disposal of all
related materials, goods and their packaging .The focus of studies of Material
Handling course work is on the methods, mechanical equipment, systems and
related controls used to achieve these functions. The material handling
industry manufactures and distributes the equipment and services required to
implement material handling systems, from obtaining, locally processing
and shipping raw materials to utilization of industrial feed stocks in industrial
manufacturing processes. Material handling systems range from simple pallet rack
and shelving projects, to complex conveyor belt and Automated Storage and
Retrieval Systems (AS/RS); from mining and drilling equipment to custom built
barley malt drying rooms in breweries. Material handling can also consist of
sorting and picking, as well as automatic guided vehicles.
10.1 MATERIAL HANDLING EQUIPMENT-
Material-handling equipment is equipment that relate to the movement, storage,
control and protection of materials, goods and products throughout the process of
manufacturing, distribution, consumption and disposal. Material handling
equipment is the mechanical equipment involved in the complete system. Material
handling equipment is generally separated into four main categories: storage and
handling equipment, engineered systems, industrial trucks, and bulk material
handling.
46
FIG 25- OVERHEAD CRANE
Overhead cranes are commonly used in the refinement of steel and other metals
such as copper and aluminium. At every step of the manufacturing process, until it
leaves a factory as a finished product, metal is handled by an overhead crane. Raw
materials are poured into a furnace by crane, hot metal is then rolled to specific
thickness and tempered or annealed, and then stored by an overhead crane for
cooling, the finished coils are lifted and loaded onto trucks and trains by overhead
crane, and the fabricator or stamper uses an overhead crane to handle the steel in
his factory. The automobile industry uses overhead cranes to handle raw materials.
Smaller workstation cranes, such as jib cranes or gantry cranes, handle lighter
loads in a work area, such as CNC mill or saw.
47
Almost all paper mills use bridge cranes for regular maintenance needing removal
of heavy press rolls and other equipment. The bridge cranes are used in the initial
construction of paper machines because they make it easier to install the heavy cast
iron paper drying drums and other massive equipment, some weighing as much as
70 tons.
Today there are different types of conveyor belts that have been created for
conveying different kinds of material available in PVC and rubber materials.
The belt consists of one or more layers of material. Many belts in general material
48
handling have two layers. An under layer of material to provide linear strength and
shape called a carcass and an over layer called the cover. The carcass is often a
woven fabric having a warp & weft. The most common carcass materials are
polyester, nylon and cotton. The cover is often various rubber or plastic
compounds specified by use of the belt. Covers can be made from more exotic
materials for unusual applications such as silicone for heat or gum rubber when
traction is essential.
Used when there is insufficient (or intermittent) flow volume such that the use
of a conveyor cannot be justified.
49
REFERENCES
50
11.Jump up ^ Jenkinson, David (1988). British Railway Carriages of the 20th
Century - Volume 1: The end of an era, 1901-22. London: Guild Publishing.
p. 10. CN 8130.
12.^ Jump up to: a b c d Isao Okamoto (December 1998). "How Bogies Work"
(PDF). Japan Railway & Transport Review (18): 52–61.
13.Jump up ^ Parkin, Keith (1991). British Railways Mark 1 Coaches. Penryn:
Pendragon. p. 35. ISBN 0-906899-49-4.
14.Jump up ^ Parkin 1991, p. 37
15.Jump up ^ Unofficial West Somerset Railway website – Bogies
16.Marsh, G.H. and Sharpe, A.C. The development of railway brakes. Part 1
1730-1880 Railway engineering journal 2(1) 1973, 46-53; Part 2 1880-1940
Railway engineering journal 2(2) 1973, 32-42
17.Winship, I.R. The acceptance of continuous brakes on railways in Britain
History of technology 11 1986, 209-248. Covering developments from about
1850 to 1900.
18.Baur, Karl Gerhard (2006). Drehgestelle - Bogies. Freiburg i.B.: EK-
Verlag. ISBN 978-3-88255-147-1.
51