Report on Gorakhpur Workshop

about indian railway, history of indian railway, mechanical workshop, painting shop, welding shop, heat treatment shop, spring section, machine shop, inspection shop etc.

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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.

Place: Gorakhpur

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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.

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CONTENTS

CHAPTER NO. TITLE PAGE NO.

01 Introduction 1
1.1. Indian Railway 1
1.2. Indian Railway History 2
1.3. N E Railway Gorakhpur 4
02 Main Shops In Workshop 5
2.1 Machine Shop 6
2.1.1 Numerical Control 6
2.1.2 Computer Numerical Control 6
2.1.3 Direct Numerical Control 7
2.2 Heat Treatment Shop 9
2.2.1 Hardening 10
2.2.2 Tempering 10
2.2.3 Austempering 10
2.2.4 Martempering 10
2.2.5 Annealing 10
2.2.6 Spheroidizing 10
2.2.7 Normalizing 11
2.2.8 Nitriding 11
2.3. Welding Shop 11
2.3.1. Shielded Metal Arc Welding (SMAW) 11
2.3.2. Gas Tungsten Arc Welding (GTAW) 12

2.3.3. Gas Metal Arc Welding (GMAW) 12
2.3.4. Flux-Cored Arc Welding (FCAW) 12

2.3.5. Submerged Arc Welding (SAW) 12
2.3.6. Electroslag Welding (ESW) 12

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2.3.7. Oxy-Fuel Welding 13
2.4 Wheel SHOP 14
2.5 Painting Shop 15
2.6 Spring Shop 17
03 Material Handling System 19
04 Braking System 20
Conclusion 22
References 23

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LIST OF FIGURES

Fig.
no.

Detail of figure
Page no.
1. Fig.1.1.1. Indian Railway 1
2. Fig.1.2.1. First Indian Train 2
3. Fig.1.3.1. Gorakhpur Railway Workshop 5
4. Fig.2.1.2.1. Computer Numerical Control Machine 6
5. Fig.2.1.3.1. Center Lathe Machine 7
6. Fig.2.1.3.2. Planner Machine 8
7. Fig.2.2.1. Heat treatment 9
8. Fig.2.3.1. Welding Shop 12
9. Fig.2.4.1. Wheel Shop 14
10. Fig.2.6.1. Spring Shop 17
11. Fig.3.1.1. Overhead crane 19
12. Fig.4.1. Brake Cylinder and Clipers 20

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CHAPTER-01
INTRODUCTION

1.1 INDIAN RAILWAY
Indian Railway is the state-owned railway company of India, which owns and operates most
of the country's rail transport. It is overseen by the Ministry of Railways of the Government
of India.

Fig.1.1.1. Indian Railway
Indian Railways has one of the largest and busiest rail networks in the world, transporting
over 18 million passengers and more than 2 million tons of freight daily. It is the world's
largest commercial or utility employer, with more than 1.4 million employees. The railways
traverse the length and breadth of the country, covering 6,909 stations over a total route
length of more than 63,327 kilometers (39,350 mi). As to rolling stock, IR owns over 200,000
(freight) wagons, 50,000 coaches and 8,000 locomotives.
By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the
systems were nationalized as one unit, 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.

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1.2 INDIAN RAILWAY HISTORY

Fig.1.2.1. First Indian Train
First railway system in India was proposed in 1832 in Madras but it never materialized. In
the 1840s, other proposals were forwarded to the British East India Company who governed
India at that time. The Governor-General of India at that time, Lord Hardinge deliberated on
the proposal from the commercial, military and political viewpoints. He came to the
conclusion that the East India Company should assist major companies from England and
private capitalists who sought to setup a rail system in India, regardless of the commercial
viability of their project.
On September 22nd, 1842, British civil engineer C.B. Vignoles, FRS, submitted a Report on
a Proposed Railway in India to the East India Company. By 1845, two companies, the East
Indian Railway Company (EIR) operating from Calcutta, and the Great Indian Peninsula
Railway (GIPR) operating from Bombay, were formed. The first train in India was not a
passenger train and was operational on 1851-12-22, used for the hauling of construction
material in Roorkee. A few years later, on 1853-04-16,the first passenger train between Bori
Bunder, Bombay and Thana
covering a distance of 34 km (21 miles) was inaugurated, formally heralding the birth of
railways in India. Prior to this there was in 1832 a proposal to build a railroad between Madras
and Bangalore and in 1836 a survey was conducted for this line. After the first passenger

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train run between thane and bori bander, almost six years later, on March 3, 1859, the first
Railway Line in North India was laid between Allahabad and Kanpur. This was followed, in
1889, by the Delhi-Ambala Kalka line.
The North eastern Railway was developed rapidly after that. On October 19, 1875, the train
between Hathras Road and Mathura Cantonment was started running. By the winter of 1880-
81, the Kanpur-Farukhabad line became operational and further east, the Dibrugarh-Dinjan
line became operational on August 15, 1882.
Developments were fast and effective in South India also. The Madras Railway Company
opened the first railway line between Veyasarpaudy and the Walajah Road on July 1, 1856.
This 63-mile line was the first section, which eventually joined Madras and the west coast.
On March 3, 1859, a length of 119 miles was laid from Allahabad to Kanpur. Later In 1862,
the railway line between Amritsar and Attari was constructed on the Amritsar-Lahore route.
In 1900, the Great Indian peninsular Railways became a government owned company. The
network spread to modern day states of Assam, Rajasthan and Andhra Pradesh and soon
various independent kingdoms began to have their own rail systems. In 1901, an early
Railway Board was constituted, but the powers were formally invested under Lord Curzon.
It served under the Department of Commerce and Industry and had a government railway
official serving as chairman, and a railway manager from England and an agent of one of the
company railways as the other two members. For the first time in its history, the Railways
began to make a profit.
In 1907 almost all the rail companies were taken over by the government. The following
year, the first electric locomotive made its appearance. With the arrival of World War I, the
railways were used to meet the needs of the British outside India. With the end of the war,
the state of the railways was in disrepair and collapse.
Indian Railway provided an example of the British Empire pouring its money and expertise
into a very well built system basically designed for military reasons (after the Mutiny of
1857), and with the hope that it would stimulate industry. The system was overbuilt and much
too elaborate and expensive for the small amount of freight traffic it carried. However, it did

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capture the imagination of the Indians, who saw their railways as the symbol of an industrial
modernity—but one that was not realized until a century or so later.
The British built a superb system in India. However, Christensen (1996) looks at of colonial
purpose, local needs, capital, service, and private-versus-public interests. He concludes that
making the railways a creature of the state hindered success because railway expenses had to
go through the same time-consuming and political budgeting process as did all other state
expenses. Railway costs could therefore not be tailored to the timely needs of the railways or
their passengers.
By the 1940s, India had the fourth longest railway network in the world. Yet the country's
industrialization was delayed until after independence in 1947 by British colonial policy.
Until the 1930s, both the Indian government and the private railway companies hired only
European supervisors, civil engineers, and even operating personnel, such as locomotive
drivers (engineers). The government's "Stores Policy" required that bids on railway materiel
be presented to the India Office in London, making it almost impossible for enterprises based
in India to compete for orders. Likewise, the railway companies purchased most of their
material in Britain, rather than in India.
Although the railway maintenance workshops in India could have manufactured and repaired
locomotives, the railways imported a majority of them from Britain, and the others from
Germany, Belgium, and the United States. The Tata Company built a steel mill in India
before World War I but could not obtain orders for rails until the 1920s and 1930s.
1.3 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.

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Fig.1.3.1. Gorakhpur Railway Workshop

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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.
2.1.1 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.
2.1.2 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 .

Fig.2.1.2.1. Computer Numerical Control Machine

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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.
2.1.3 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.
2. Milling section.
3. Drilling section.
4. Central lathe section.
5. Heavy machine section.
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.
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.2.1.3.1. Center Lathe Machine

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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.
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 .
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 the control
panel.
Planner-Planner is used for the very large jobs.

Fig.2.1.3.2. Planner Machine
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.

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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. Austempering.
4. Martempering.
5. Annealing.
6. Spheroidizing.
7. Normalizing.
8. Nitriding.

Fig.2.2.1. Heat treatment

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2.2.1 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 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.
2.2.2 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 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.
2.2.3 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.
2.2.4 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.
2.2.5 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.
2.2.6 Spheroidizing

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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.
2.2.7 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.
2.2.8 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 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:
2.3.1. 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.

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Fig.2.3.1. Welding Shop
2.3.2. 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.
2.3.3. 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.
2.3.4. 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.
2.3.5. 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.
2.3.6. 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.

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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.
2.3.7. 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

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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.
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.
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.

Fig.2.4.1. Wheel Shop

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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 PAINTING 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.
Purpose of painting-
1. For protection against corrosion.
2. For decoration.
3. For covering.
Material used in painting –

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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.
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.
7. Distemper.
8. Plastic paint.
9. Graphite paint.
10. Oil paint

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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.
The test performed on helical spring and laminated spring is-
1. Visual and magnetic crack detection.
2. Spring scraping machine.
3. D’ buckling
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.

Fig.2.6.1. Spring Shop

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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

3.1 INTRODUCTION
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.

Fig.3.1.1. 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.

Fig.4.1. Brake Cylinder and Clipers
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.

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9. Isolating cock.
10. Passenger emerging alarm signal device
11. Dirt collector.
Description of 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.
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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CONCLUSION

Gorakhpur Railways, as an organization is a very vast center for mechanical workshop in
itself. Today the mechanical workshop is getting its roots, grabbing the new era more firmly.
We think that our training was an success and we think that Gorakhpur Railways was an
excellent training institute for inquisitive emerging engineers. In Gorakhpur Railways,
training is given to engineering aspirant desiring to secure future in the dynamic world of
mechanical workshop.
The main achievements of the training at Gorakhpur Railways are that we got familiar with
the latest technologies and principles of manufacturing. The main achievement could be said
to get knowledge about recent technologies used in manufacturing. We got experience as to
how to organize the things. After the completion of the training we consider ourselves
capable of facing any other challenge of that type.

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REFERENCES
[1] "Indian Railways line history; 2. North Eastern Railway"(PDF). Retrieved 2012-11-06.
[2] "Varanasi Division at a Glance". North Eastern Railway. Retrieved 10 July 2013.
[3] "Gorakhpur gets world's largest railway platform". The Times of India, 7 October 2013.
Retrieved 7 October 2013.
[4] "Gorakhpur railway station's remodelling in final stage". The Times of India, 2 June
2013. Retrieved 21 June 2013.
[5] Dinda, Archisman (9 October 2013). "Uttar Pradesh gets world's longest railway
platform". GulfNews.com. Retrieved 9 October 2013.
[6] "Indian Railways Passenger Reservation Enquiry". Availability in trains for Top 100
Booking Stations of Indian Railways. IRFCA. Retrieved 21 June 2013.
[7] "Gorkhpur Jn (GKP)". India Rail Enquiry. Retrieved 9 July2013.
[8] "Kanpur Central (CNB)". Indian Rail Enquiry. Retrieved 9 July 2013.