The document provides details about Anurag Upadhyay's industrial training report submitted for his Bachelor of Technology degree. It includes an introduction to the North Eastern Railway workshop in Gorakhpur where he completed his training. The main shops in the workshop are described over multiple chapters, including the machine shop, heat treatment shop, welding shop, wheel shop, and paint shop. Processes, equipment and activities in each shop are summarized.

1. 1
INDUSTRIALTRAININGREPORT
Submitted by
ANURAG UPADHYAY
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR
THE AWARD OF THE DEGREE OF
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
At
NOIDA INSTITUTE OF ENGINEERING & TECHNOLOGY
GREATER NOIDA
JULY-AUGUST 2016

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ACKNOWLEDGEMENT
Mechanical workshop of the 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 learned 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
Anurag Upadhyay
M.E. 4th Year
1313340028

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ABSTRACT
The North Eastern Railway is one of the seventeen railway zones in India. It is
headquartered 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 centers like
Varanasi, Sarnath, Lucknow, Allahabad, Kushinagar, Lumbini, Ayodhya, Nainital, Ranikhet,
Kausani and Dudhwa. Main Stations are Lucknow, Gorakhpur, Varanasi, Chhapra etc. It also
has some stations like Siwan, Gonda, Basti, Khalilabad, Barabanki etc.
Mechanical Workshop, North Eastern Railway, Gorakhpur completed his glorious centenary
years on 04-06-2003. It was established in the year 1903. Earlier it was the main loco
workshop of this railway. The steam engine was maintained here for a long time., but now
coaches and wagons are repaired and maintained here.
LAY- OUT OF MECHANICAL WORKSHOP N.E. RAILWAY GORAKHPUR

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CONTENTS
CHAPTERS Pages
1. INTRODUCTION 6-7
1.1 Indian Railway …………….…………………..…….. 6
1.2 North Eastern Railway Gorakhpur …………………………. 7
2. MAIN SHOPS IN WORKSHOP 8-26
2.1 Machine Shop ……………………………………………. 8-12
2.2 Heat Treatment Shop ……………………………………… 13-16
2.3 Welding Shop ……………………………………… 17-19
2.4 Wheel Shop ……………………………………… 20-21
2.5 Paint Shop ……………………………………… 22-24
2.6 Spring Shop ……………………………………… 25-26
3. MATERIAL HANDLING SYSTEM 27-28
4. BRAKING SYSTEM 29-31

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LIST OF FIGURES
Fig. no. Detail of figure Page no.
2.1 Manually operated machine 9
2.2 Drilling machine 10
2.3 Lathe machine 11
2.4 Shaper 12
2.5 Slotter 12
2.6 Planer 13
2.7 Heat treatment 14
2.8 Iron-Carbon Diagram 15
2.9 Welding by torch 19
2.10 Gas welding and flames 20
2.11 Wheel 21
2.12 Paint box 24
2.13 Thinner 24
2.14 Spring 25
3.1 Overhead crane 28
4.1 Block diagram of basic air brake equipment 30

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CHAPTER-01
INTRODUCTION
1.1 INDIAN RAILWAY
The history of rail transport in India began in the mid-nineteenth century.Prior 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 the 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 Railway 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, a 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 Jejeebhoy, 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

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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 a 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 run 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.
1.2 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.
STATISTICS AND SPECIFICATION
1. No of officers -19.
2. No of supervisors-378.
3. On roll strength- 5282.
4. Total are covered-29.8 Hectare.
5. Covered area-12.6 Hectare.
6. Township area Gorakhpur.
7. Power consumption- 208662 KWH.

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CHAPTER-02
MAIN SHOPS IN WORKSHOP
2.1 MACHINE SHOP
In this section, all kinds of machining are 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 two types…
1. AUTOMATIC.
2. MANUALLY.
There are three types of automatic machine.
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
NUMERICAL CONTROL-The machining parameter is feed from the control panel by
pushing buttons .The job is machined according to the parameter There are N.C. boring
machine in this shop.
COMPUTER NUMERICAL CONTROL- In this machine, all the data
corresponding to the initial workpiece to the final product is feed into the computer. All the
process required in the order of action is fed with the help of a 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 workplace .These machines 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.

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2. Milling section.
3. Drilling section.
4. Central lathe section.
5. Heavy machine section.
Fig 2.1 manually operated machine

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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 provided.
Fig 2.2 drilling machine
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.

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Fig 2.3 lathe machine
SHAPER-The machine is also called horizontal shaping machine. It works on the
quick-return mechanism .The arm of shaper reciprocating horizontally.
The cutting takes 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.

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Fig 2.4 shaper
SLOTTER-The 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 .
Fig 2.5 Slotter
N.C.BORING-Bythis 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 the

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control panel. The fig.is displayed while the machine, the worktable rotates and the tool is
fixed.
PLANNER-Planner is used for the very large jobs. The basic difference between shaper
and planner is the procedure of giving relative motion between the workpiece 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 subsections.
DIFFERENT TYPES OF HEAT TREATMENT PROCESS
1. Hardening.

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2. Tempering.
3. Austempering.
4. Martempering.
5. Annealing.
6. Spheroidizing.
7. Normalizing.
8. Nitriding.
Fig 2.7 heat treatment

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Fig 2.8 Iron Carbon Diagram
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 austenitizing rapidly takes place depends on 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.
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 on upon the temperature at which tempering is carried out. Higher temperatures will
result in 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.
Austempering

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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.
Martempering
Martempering is a heat treatment for steel involving austenitization 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.
Annealing
Annealing is a heat process whereby a metal is heated to a specific temperature /color 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.
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 periodized structure in high-carbon steel is usually obtained by a divorced eutectoid
transformation (DET) reaction, which occurs during slow cooling of us- tent with fine
cementite particles.
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.
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

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steels. However, they are also used on medium and high-carbon steels, titanium, aluminum,
and molybdenum. Recently, nitriding was used to generate unique duplex
microstructure (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.
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.

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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, underwater, and
in outer space. Welding is a hazardous undertaking and precautions are required to
avoid burns, electric shock, vision damage, inhalation of poisonous gasses 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 oxyfuel 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 a greater understanding of weld quality.

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Fig 2.9 welding by torch
Oxy-Fuel Welding
Oxyfuel 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 an 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.

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Fig 2.10 gas welding and flames
Type of flame Ratio
Acetylene oxygen
1. Carburizing Flame 1.5 1
2. Oxidizing Flame 1 1.5
3. Neutral Flame 1 1
2.4 WHEEL SHOP
In this shop, repair work of the wheel and axle is undertaken. 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.

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The diameter of new wheel is-
Type Wheel Dia. Distance b/w journal
center (mm)
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 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
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.

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The shop consists of-
(1) Axel journal testing lathe.
(2) Hydraulic wheel presses with the facility of mounting.
(3) Axel turning a lathe.
(4) Vertical turning lathe.
Axel journal turning a lathe.
On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is
used for carbon tool.
Hydraulic wheel presses with a facility of mounting.
The wheel is pressed on the axle with the help of this machine. A calculated amount of
pressure is applied and the wheel is pressed.
Axel turning machine.
External and internal diameter are corrected by this lathe, wheel is tightened on the rotating
clutch. The stationary is carbide tool cut the wheel to correct diameter.
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 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.

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PURPOSE OF PAINTING-
1. FOR PROTECTION AGAINST CORROSION.
2. FOR DECORATION.
3. FOR COVERING.
MATERIAL USED IN PAINTING –
1. PAINT MATERIALS.
2. ENEMA MATERIALS.
3. VARNISH MATERIALS.
4. LACQUER MATERIALS.
PAINT MATERIALS-
1. BASE.
2. BINDER.
3. THINNER.
4. DRIER.
5. PIGMENT.
6. INERT OR FILLER MATERIAL.
Fig 2.12 Paintbox

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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 have been found.
Secondly, the primer is put on the body and then finally painting is done in order to give the
body desired 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. The maintenance of coaches is
according to time being is done as following-
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.

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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 a certain
machine for testing, grading and repairing it.
Fig 2.14 spring
The test performed on helical spring and laminated spring is-
(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

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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 the same place if
present the presence of a 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%
Spring scraping
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 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 chamber of the spring.
2. Short chamber of the spring.
3. Leaf broken.
4. The 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.

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CHAPTER-03
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 the utilization of industrial feedstocks in
industrial manufacturing processes. Material handling systems range from
simple pallet rack and shelving projects to the 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 relates 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.

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Fig 3.1 Overhead crane

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CHAPTER-04
BRAKING SYSTEM
Mainly two types of braking system are used-
1. Air-Braking system.
2. Vacuum brake system.
AIR BRAKING SYSTEM
This is a new method of the braking system, which is more efficient than the vacuum brakes.
It is used at first in Rajdhani and satabdi coaches. Progress conversion of vacuum brakes in
air-brake has being undertaken.
The main parts of air-brake system are following-
1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributor pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.
10. Passenger emerging alarm signal device
11. Dirt collector.

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Fig 4.1
Descriptionof some important parts of air-braking system-
BRAKE CYLINDER- There is two 355 mm brake cylinder underframe, 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 a pivot to the
block cylinder.
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.
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.
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.
ANGLE COCK- It is used for the alarming purpose.

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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.
GUARD VAN VALVE & PRESSURE GAUGE- These are provided in the guard's
compartments. These are provided to control the train movement.
ISOLATING COCK- Use for isolating the air from one point to the other point.
CHOKE- It is a device for restricting the flow of air from one point brakes circuit to
another point. The handle of this cock is kept parallel to the pipe to indicate that it is in
open conditions.

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REFERENCES
1. www.wikipedia.org
2. www.slideshare.com
3. V.B. Bhandari
4. Google images.
5. John Wiley & sons
6. Nptel lectures.
7. Ghosh & Malik.
8. Indianrailway.org.in