A Report on Industrial Training

at

Indian Railway
Gorakhpur

by

Abhishek Kumar Shahi

(1509040009)

Submitted to

Department of Mechanical Engineering

IEC College of Engineering & Technology
Greater Noida (UP) India 201310
August 2018
 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

Abhishek Kumar Shahi

M.E. 4th Year

1509040009
 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 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 Eastern 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.
 CONTENTS
CHAPTERS 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 ……………………………………… 14

2.6 Spring Shop ……………………………………… 16

3. MATERIAL HANDLING SYSTEM 18

4. BRAKING SYSTEM 19-20

 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 8

2.9 Welding by torch 11

2.10 Gas welding and flames 12

2.11 Wheel 13

2.12 Paint box 15

2.13 Thinner 15

2.14 Spring 16

3.1 Overhead crane 18

4.1 Block diagram of basic air brake equipment 19

 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 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 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 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.
1.2 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 are covered-29.8 Hectare.
5. Covered area-12.6 Hectare.
6. Township area Gorakhpur.
7. Power consumption- 208662 KWH.
 CHAPTER-02
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 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 are 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 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-

1. Capstan and turret lathe section.

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

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

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

SHAPER-The machine is also called horizontal shaping machine. It works on

quickreturn 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.
 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-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.
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 subsections.

DIFFERENT TYPES OF HEAT TREATMENT PROCESS

1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.
6. Spheroidizing.
7. Normalizing.
8. Nitriding.
 Fig 2.7 heat treatment

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 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.

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.

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.

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.

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.

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.

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
steels. However, they are also used on medium and high-carbon
steels, titanium, aluminum and molybdenum. Recently, nitriding was used to generate unique
duplexmicrostructure (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.
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 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 greater
understanding of weld quality.

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.

Fig 2.10 gas welding and flames

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-

Type Wheel dia. Distance journal Journal Axel wheel
b/w center size(mm) seat dia. (mm)
(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.
The shop consist of-

(1) Axel journal testing lathe.

(2) Hydraulic wheel press with facility of mounting.
(3) Axel turning lathe.
(4) Vertical turning lathe.

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.

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.

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.

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. 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.
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. 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.
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-

(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.
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%

Spring scraging

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.
 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 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 3.1 Over head crane

 CHAPTER-04 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 satabdi 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 4.1
 Description of some important parts of air-braking system-
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.

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 use for alarming purpose.

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 guards
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 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.