This slide contains report (summer training) made by personility from one of best indian institue ,ISRO

1. INDUSTRIAL TRAINING REPORT
Submitted by
Partial fulfilment for the award of the degree
Of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
At
JULY-DECEMBER 2017
ER. CHANDAN YADAV(FROM ISRO)
RKGIT ,GHAZIABAD

2. ACKNOWLEDGEMENT
Mechanical workshop of north eastern railway, Gorakhpur is a well-known public sector
industry. I am deeply grateful to Chief Workshop Manager, who gave me a chance to have an
insight of the vocational training of four weeks.
By seeing the good management of the plant, I learnt a lesson three D’s Discipline, Determination and
Devotion. I also grasp an idea of state-of-the-art technology and plant.
I am also grateful to each of my chief-instructors who provided me every help and removed my
doubts about the particular shop
Chandan yadav
M.E. 4th
Year
1403340065

3. ABSTRACT
The North Eastern Railway is one of the seventeen railway zones in India. It,s headquarter at
Gorakhpur and comprises Lucknow and Varanasi divisions as well as reorganized Izzatnagar
division.
This Railway passes through/connects to many important tourist and cultural centres like
Varanasi, Sarnath, Lucknow, Allahabad, Kushinagar, Lumbani, Ayodhaya, Nainital, Ranikhet,
Kausani and Dudhwa. Main Stations are Lucknow, Gorakhpur, Varansi, Chhapra etc. It also
have some stations like Siwan, Gonda, Basti, Khalilabad, Barabanki etc.
Mechanical Workshop, North Eastern8 Railway, Gorakhpur completed his glorious centenary
years on 04-06-2003. It was established in year 1903. Earlier it was the main loco workshop of
this railway. Steam engine were maintained here for a long time but now coaches and wagons
are repaired and maintained here.

4. CONTENTS
Pages
1. INTRODUCTION 1-2
1.1 Indian Railway …………….…………………..…….. 1
1.2 North Eastern Railway Gorakhpur ……………………… ... 2
2. MAIN SHOPS IN WORKSHOP 3-17
2.1 Machine Shop ……………………………………………. 3
2.2 Heat Treatment Shop ……………………………………… 7
2.3 Welding Shop ……………………………………… 10
2.4 Wheel Shop ……………………………………… 13
2.5 Paint Shop ……………………………………… 15
2.6 Spring Shop ……………………………………… 17
3. MATERIAL HANDLING SYSTEM 19
4. BRAKING SYSTEM 20-21
5. REFERENCES 22

5. 1. LIST OF FIGURES
Fig. no. Detail of figure Page no.
2.1 Manually operated machine 4
2.2 Drilling machine 4
2.3 Lathe machine 5
2.4 Shaper 6
2.5 Slotter 6
2.6 Planer 7
2.7 Heat treatment 8
2.8 Iron Carbon Diagram 9
2.9 Welding by torch 12
2.10 Gas welding and flames 13
2.11 Wheel 14
2.12 Paint box 16
2.13 Thinner 16
2.14 Spring 17
3.15 Overhead crane 19
4.16 Block diagram of basic air brake equipment 20

6. INTRODUCTION
1.1 INDIAN RAILWAY
The history of rail transport in India began in the mid-nineteenth century Period to 1850, there
were no railway lines in the country. This changed with the first railway in 1853. Railways were
gradually developed, for a short while by the British East India Company and subsequently by
the Colonial British Government, primarily to transport troops for their numerous wars, and
secondly to transport cotton for export to mills in UK. Transport of Indian passengers received
little interest till 1947 when India got freedom and started to develop railways in a more
judicious manner
Indian Railways is an Indian state-owned enterprise, owned and operated by the Government of
India through the Ministry of Railways.
The first train in the country had run between Roorkee and Piran Kaliyar on December 22, 1851
to temporarily solve the then irrigation problems of farmers, large quantity of clay was required
which was available in Piran Kaliyar area, 10 km away from Roorkee. The necessity to bring
clay compelled the engineers to think of the possibility of running a train between the two
points.[4]
In 1845, along with Sir Jamsetjee Jee dadabhoy, Hon. Jaganath Shunkerseth (known
as Nana Shankarsheth) formed the Indian Railway Association. Eventually, the association was
incorporated into the Great Indian Peninsula Railway, and Jeejeebhoy and Shankarsheth
became the only two Indians among the ten directors of the GIP railways. As a director,
Shankarsheth participated in the very first commercial train journey in India between Bombay
and Thane on 16 April 1853 in a 14 carriage long train drawn by 3 locomotives named Sultan,
Sindh and Sahib. It was around 21 miles in length and took approximately 45 minutes.
A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways
from 1857 onwards. The Calcutta-Allahabad-Delhi line was completed by 1864. The
Allahabad-Jabalpur branch line of the East Indian Railway opened in June 1867. Brereton was
responsible for linking this with the Great Indian Peninsula Railway, resulting in a combined
network of 6,400 km (4,000 mi). Hence it became possible to travel directly from Bombay to
Calcutta via Allahabad. This route was officially opened on 7 March 1870 and it was part of the
inspiration for French writer Jules Verne's book Around the World in Eighty Days. At the
opening ceremony, the Viceroy Lord Mayo concluded that "it was thought desirable that, if
possible, at the earliest possible moment, the whole country should be covered with a network
of lines in a uniform system"
Indian Railways is the world's seventh largest commercial or utility employer, by number of
employees, with over 1.307 million employees as of last published figures in 2013. As for
rolling stock, IR holds over 239,281 Freight Wagons, 62,924 Passenger Coaches and 9,013
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.[7]
Since 1960, almost all electrified sections
on IR use 25000 Volt AC traction through overhead catenary delivery.
1

7. 1.2 N E RAILWAY GORAKHPUR
Gorakhpur workshop was established in 1903 for repair and overhauling of MG steam
locomotives, coaches and wagons. Due to gauge conversion from MG to BG, POH activity of
50 BG coaches /month was started in sep1984.The POH of MG coaches was also stopped from
January 2002.At present, this workshop is mainly carrying out POH of BG AC and NON-AC
coaches in number 180 per months. Capacity augmentation and modernization project phase-
1(coasting RS.22.7 crore) and phase -2(coasting Rs.18 cr.) has been sanctioned and are under
progress.
STAISTICS AND SPECIFICATION
1. No of officers -19.
2. No of supervisors-378.
3. On roll strength- 5282.
4. Total area covered-29.8 Hectare.
5. Covered area-12.6 Hectare.
6. Township area Gorakhpur.
7. Power consumption- 208662 KWH.
2

8. 2. MAIN SHOPS IN WORKSHOP
2.1 MACHINE SHOP
In this section all kinds of machining is done to obtain the correct size and shape of the job.
Besides, machining of steel job, Aluminium-plates are also machined here. Machining is other
performed manually or on automatic machines.
Machines are of two types…
1. AUTOMATIC.
2. MANUALLY.
There were three types of automatic machine.
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
1. NUMERICAL CONTROL-The machining parameter are fed from the control
panel by pushing buttons .The job is machined according to the parameter There is N.C.
boring machine is also in this ship .
2. 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.
3. 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-
1. Capstan and turret lathe section.
2. Milling section.
3. Drilling section.
4. Central lathe section.
5. Heavy machine section.
3

9. Fig 2.1 Manually operated machine
1. DRILLING SECTION-Drilling operation is carried out here. A large for the operation
.To complete the operation faster a few gauge milling machine are also provides.
Fig 2.2 Drilling Machine
4

10. 2. CENTER LATHE SECTION-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.
Fig 2.3 Lathe Machine
3. SHAPER-The machine is also called horizontal shaping machine. It works on quick return
motion mechanism .The arm of shaper reciprocating horizontally.
The cutting take place only in the forward stroke. The bed of the machine is fixed and the
tool reciprocating. Shaping, Planning, Grooving etc are performed by this machine.
5

11. Fig 2.4 Shaper
4. SLOTTER-There is a 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 .
Fig 2.5 Slotter
5. 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. 2.5 is displayed while machine, the work table rotates and the tool is
fixed.
6

12. 6. PLANNER-Planner 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.
Fig 2.6 Planner
2.2 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 subsection .
DIFFERENT TYPES OF HEAT TREATMENT PROCESS
1. Hardening.
2. Tempering.
3. Austempering.
4. Martempering.
5. Annealing.
6. Spheroidizing.
7. Normalizing.
8. Nitriding.
7

13. Fig 2.7 Heat Treatment
8

14. Fig 2.8 Iron Carbon Diagram
1. HARDENING
Hardening involves heating of steel, keeping it at an appropriate temperature until all pearlite is
transformed into austenite and then quenching it rapidly in water or oil. The temperature at
which austentizing rapidly takes place depends upon the carbon content in the steel used. The
heating time should be increased ensuring that the core will also be fully transformed into
austenite. The microstructure of a hardened steel part is ferrite, martensite, or cementite.
2. TEMPERING
Tempering involves heating steel that has been quenched and hardened for an adequate period
of time so that the metal can be equilibrated. The hardness and strength obtained depend upon
the temperature at which tempering is carried out. Higher temperatures will result into high
ductility, but low strength and hardness. Low tempering temperatures will produce low
ductility, but high strength and hardness. In practice, appropriate tempering temperatures are
selected that will produce the desired level of hardness and strength. This operation is performed
on all carbon steels that have been hardened, in order to reduce their brittleness, so that they
can be used effectively in desired applications.
3. Austempering
Austempering is heat treatment that is applied to ferrous metals, most notably steel and ductile
iron. In steel it produces a bainite microstructure whereas in cast irons it produces a structure of
acicular ferrite and high carbon, stabilized austenite known as ausferrite.
4. Martempering
Martempering is a heat treatment for steel involving austenitisation followed by step
quenching, at a rate fast enough to avoid the formation of ferrite, pearlite or bainite to a
temperature slightly above the martensite start (Ms) point.
9

15. 5. Annealing
Annealing is a heat process whereby a metal is heated to a specific temperature /colour and
then allowed to cool slowly. This softens the metal which means it can be cut and shaped
more easily. Mild steel, is heated to a red heat and allowed to cool slowly.
6. Spheroidizing
Spheroidizing is a form of heat treatment for iron-based alloys, commonly carbon steels, in order
to convert them into ductile and machinable alloys.
A spheroidized structure in high-carbon steel is usually obtained by a divorced eutectoid
transformation (DET) reaction, which occurs during slow cooling of aus- tenite with fine
cementite particles.
7. Normalizing
Normalizing Heat Treatment Definition. Normalizing Heat Treatment process is heating a steel
above the critical temperature, holding for a period of time long enough for transformation to
occur, and air cooling.
8. Nitriding
Nitriding is a heat treating process that diffuses nitrogen into the surface of a metal to create a
case-hardened surface. These processes are most commonly used on low-carbon, low-alloy
steels. However, they are also used in medium and high-carbon steel,titanium,aluminium and
molybdenum.
Recently, nitriding was used to generate unique duplex micro structure
(Martensite-Austenite, Austenite-ferrite), known to be associated with strongly enhanced
mechanical properties.
2.3 WELDING SHOP
Welding is a fabrication or sculptural process that joins materials, usually metals or
thermoplastics, by causing fusion, which is distinct from lower temperature metal-joining
techniques such as brazing and soldering, which do not melt the base metal. In addition to
melting the base metal, a filler material is often added to the joint to form a pool of molten
material (the weld pool) that cools to form a joint that can be as strong as the base material.
Pressure may also be used in conjunction with heat, or by itself, to produce a weld.
Some of the best known welding methods include:
1. Shielded metal arc welding (SMAW) - Also known as "stick welding", uses an
electrode that has flux, the protectant for the puddle, around it. The electrode holder
holds the electrode as it slowly melts away. Slag protects the weld puddle from
atmospheric contamination.
2. Gas tungsten arc welding (GTAW) - Also known as TIG (tungsten, inert gas), uses a
non-consumable tungsten electrode to produce the weld. The weld area is protected from
atmospheric contamination by an inert shielding gas such as Argon or Helium.
10

16. 3. Gas metal arc welding (GMAW) - Commonly termed MIG (metal, inert gas), uses a
wire feeding gun that feeds wire at an adjustable speed and flows an argon-based
shielding gas or a mix of argon and carbon dioxide (CO2) over the weld puddle to protect
it from atmospheric contamination.
4. Flux-cored arc welding (FCAW) - Almost identical to MIG welding except it uses a
special tubular wire filled with flux; it can be used with or without shielding gas,
depending on the filler.
5. Submerged arc welding (SAW) - Uses an automatically fed consumable electrode and
a blanket of granular fusible flux. The molten weld and the arc zone are protected from
atmospheric contamination by being "submerged" under the flux blanket.
6. Electroslag welding (ESW) - A highly productive, single pass welding process for
thicker materials between 1 inch (25 mm) and 12 inches (300 mm) in a vertical or close
to vertical position.
Many different energy sources can be used for welding, including a gas flame, an electric arc,
a laser, an electron beam, friction, and ultrasound. While often an industrial process, welding
may be performed in many different environments, including in open air, under water, and in
outer space. Welding is a hazardous undertaking and precautions are required to avoid burns,
electric shock, vision damage, inhalation of poisonous gases and fumes, and exposure to intense
ultraviolet radiation.
Until the end of the 19th century, the only welding process was forge welding, which
blacksmiths had used for centuries to join iron and steel by heating and hammering. Arc welding
and oxy fuel welding were among the first processes to develop late in the century, and electric
resistance welding followed soon after. Welding technology advanced quickly during the early
20th century as World War I and World War II drove the demand for reliable and inexpensive
joining methods. Following the wars, several modern welding techniques were developed,
including manual methods like SMAW, now one of the most popular welding methods, as well
as semi-automatic and automatic processes such as GMAW, SAW, FCAW and ESW.
Developments continued with the invention of laser beam welding, electron beam welding,
magnetic pulse welding (MPW), and friction stir welding in the latter half of the century. Today,
the science continues to advance. Robot welding is commonplace in industrial settings, and
researchers continue to develop new welding methods and gain greater understanding of weld
quality.
11

17. Fig 2.9 Welding by torch
Oxy Fuel Welding
Oxy-fuel is one of the oldest welding processes, besides forge welding. Still used in industry,
in recent decades it has been less widely utilized in industrial applications as other specifically
devised technologies have been adopted. It is still widely used for welding pipes and tubes, as
well as repair work. It is also frequently well-suited, and favored, for fabricating some types of
metal-based artwork. As well, oxy-fuel has an advantage over electric welding and cutting
processes in situations where accessing electricity (e.g., via an extension cord or portable
generator) would present difficulties; it is more self-contained, and, hence, often more portable.
In oxy-fuel welding, a welding torch is used to weld metals. Welding metal results when two
pieces are heated to a temperature that produces a shared pool of molten metal. The molten pool
is generally supplied with additional metal called filler. Filler material depends upon the metals
to be welded.
In oxy-fuel cutting, a torch is used to heat metal to its kindling temperature. A stream of oxygen
is then trained on the metal, burning it into a metal oxide that flows out of the kerf as slag.
12

18. Type of flame Ratio
Acetylene oxygen
1. Carburizing Flame 1.5 1
2. Oxidyzing Flame 1 1.5
3. Neutral Flame 1 1
2.4 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 given below – 13
Fig 2.10 Gas welding and flames

19. Table no-01
Type Wheel dia. Distance
b/w center
(mm)
journal Journal
size(mm)
Axel wheel
seat dia. (mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.2 120*179 171,0.45,0.63
Wheel can be used certain minimum diameter after which it is discarded. The diameter of the
wheel when it is condemned is-
Table no-02
S.N TYPE OF WHEEL DIAMETER IN (MM)
1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839
Fig 2.11 Wheel
WHEEL TESTING & MACHINING
In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for
assessing the condition of the component of wheel such as axel trial wheel disc and
guttering.
The shop consist of-
14

20. (1) Axel journal testing lathe.
(2) Hydraulic wheel press with facility of mounting.
(3) Axel turning lathe.
(4) Vertical turning lathe.
(1) Axel journal turning lathe.
On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is used of
carbon tool.
(2) Hydraulic wheel press with a facility of mounting.
The wheel is pressed on the axel with the help of this machine. A calculated amount of pressure is
applied and the wheel is pressed.
(3) Axel turning machine.
External and internal diameter is corrected by this lathe, wheel is tightened on the rotating clutch. The
stationary is carbide tool cut the wheel to correct diameter.
(4) Wheel Profile Lathe.
The profile of the wheel is repaired on this machine. Correct profile is cut by carbide tool.
2.5 PAINT SHOP
The Work of this shop is to paint the coaches and bogies. In this shop there are many sections and
they are following –
1. COACH PAINTING.
2. LETTER SECTION.
3. TRIMMING SECTION.
4. CORROSION SECTION.
5. POLSIH SECTION.
PURPOSE OF PAINTING-
1. FOR PROTECTION AGAINST COROSION.
2. FOR DECORATION.
3. FOR COVERING.
MATERIAL USED IN PAINTING –
1. PAINT MATERIALS.
2. ENEMAL MATERIALS.
3. VARNISH MATERIALS.
15

21. 4. LACQUER MATERIALS.
PAINT MATERIALS-
1. BASE.
2. BINDER.
3. THINNER.
4. DRIER.
5. PIGMENT.
6. INERT OR FILLER MATERIAL.
Fig 2.12 Paint box
Fig 2.13 Thinner
THE MAIN PROCESS INVOLVE IN PAINTING – Firstly, Putin is prepared and it gets filled
at the places where holes and cracks has been found.
Secondly, the primer is put on the body and then finally painting is done in order to give the body
desire shape.
The overhauling of the coaches has been in given time interval it improves the quality of coaches
and it also prevents the coaches from break down.
16

22. 1. MAIL EXPRESS- 12 MONTHS.
2. PASSENGER- 18 MONTHS.
3. NEWLY COACHES- 24 MONTHS.
TYPES OF PAINT-
1. Aluminum Paint.
2. Anti-corrosive.
3. Asbestos paint.
4. Bituminous paint.
5. Cellule paint.
6. Cement paint.
7. Distemper.
8. Plastic paint.
9. Graphite paint.
10. Oil paint
11. Silicate paint.
12. Luminous paint.
13. Enamel paint.
14. Emulsion paint.
2.6 SPRING SHOP
In this section the helical and leaf spring are prepared. For this purpose there certain machine for
testing, grading and repairing it.
Fig 2.14 Spring
The test performed on helical spring and laminated spring are-
17

23. (1) Visual and magnetic crack detection.
(2) Spring scraping machine.
(3) D’ buckling
Visual and magnetic crack detection. The visual test with the help of magnifying lens and glass the
spring the is inspected of-
Corroded Fail
Deep seam of mark Fail
Surface crack Fail
No sound defect Fail
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.
Table no-03
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%
Spring scragging
After the buckling test, the spring should be put on scraping machine and the camber should be
measured. In this test, the spring should be pressed quickly and camber should be measured 2
times. The spring should be test such as, it should not be more than ½ of the plate. In helical
spring scraping, the spring is kept on the machine and its free height us measure. Now the spring
is compressed, under certain and its compression is noted down. The compression is matched
from the table provided for springs. If the compression matches, the spring is passed otherwise
rejected.
VARIOUS REASONS OF SPRING FAILURE ARE AS FOLLOW-
1. Over camber of the spring.
2. Short camber of the spring.
3. Leaf broken.
4. Gap between the leaves of the spring.
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.
18

24. 3. MATERIAL HANDLING SYSTEM
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.
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.
Fig 3.15 Over head crane
19

25. 4. BRAKING SYSTEM
Mainly two types of braking system is used-
1. Air-Braking system.
2. Vacuum-brake system.
AIR BRAKING SYSTEM
This is new method of braking system, which is more efficient than the vacuum brakes. It is
used at first in Rajdhani and shatabdi coaches. Progress conversion of vacuum brakes in
airbrake has being undertaken.
The main parts of air-brake system are following-
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.
10. Passenger emerging alarm signal devic 11. Dirt collector.
Fig 4.16
20

26. Description of some important parts of air-braking system-
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.
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.
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.
4. DISTRIBUTOR VALVE- It is connected to the brake pipe auxiliary reservoir and
brake cylinder. It controls the pressure in the brake cylinder. It controls the pressure in
the brake cylinder in proportion to the reduction of pressure in brake-pipe.
5. ANGLE COCK- It is use for alarming purpose.
6. HOUSE COUPLING- Both the brake-pipe and feed pipe are fitted to the angle cock
outlet for the passage of compressed air from one coach to another mean of braided
rubber and metal coupling.
7. GUARD VAN VALVE & PRESSURE GAUGE- These are provided in the guards
compartments. These are provided to control the train movement.
8. ISOLATING COCK- Use for isolating the air from one point to the other point.
9. CHOKE- It is device for restricting the flow of air from one point brakes circuit to
other point. The handle of this cock is kept parallel to the pipe to indicate that it is in
open conditions.
21