cmcntm report vol[1].1 - indian...

REPORT OF THE COMMITTEE ON MANPOWER AND COST NORMS

FOR TRACK MAINTENANCE

PART – 1 MANPOWER NORMS

VOLUME 1 TEXT OF THE REPORT

(VOLUME 2 CONTAINS ANNEXURES AND APPENDICES)

MAY 2000

CONTENTS

VOLUME – 1

0. EXECUTIVE SUMMARY 1 1. Preface 16 2. Background leading to the present study 26 3. Identification and classification of Activities 38 4. Evolving of norms for manpower requirement for Activities T and R (Non-

suburban sections) 46

5. Evolving of norms for manpower requirement for Activities T and R (High Density Suburban Sections)

71

6. Norms for Activities M and S 84 7. Equated Manpower Kilometre (EMKM) – Recommended Performance Unit. 94 8. Recommendations on the other terms of reference and the issues raised by

Field Engineers, AIRF and NFIR 101

9. Pilot study conducted on Allahabad, Ambala and Ratlam Divisions (non-suburban sections) and on high density suburban sections of Central & Western Railways, assuming implementation of the Rational Formulae

109

10. Pre-requisites and Methodology to implement the Rational Formulae 114 11. Observations of Finance Member and remarks by Technical Members 118

VOLUME – 2

Letters relevant to the Report Annexures A to O 1 Equated Track Kilometre and Gang Strength Appendix 1 34 No. of Trackmen & Expenditure per ETKM on zonal railways Appendix 2 42 Discussion with Field Engineers of zonal railways Appendix 3 43 Report on the Committee’s visit to Konkan Railway Appendix 4 50 Data and Analysis: Machine packed BG Non-suburban track Tables 1 to 16 55 Plottings of Manpower Vs GMT (Machine packed BG Non-suburban track) Graphs 1 to 5 71

Optimal utilisation of manpower for Machine packed BG Non-suburban track Table P 76

Linearising Manpower with respect to GMT for Manually packed track (BG & MG)

Graph 6 77

Optimal utilisation of manpower for Manually packed track (BG, MG & NG)

Tables P1 P2 Q1 Q2 R1 R2

78

Alignment Factor - Existing and Recommended Graph 7 84 Rainfall Factor – Existing and Recommended Graph 8 85 Optimal utilisation of manpower for yard lines BG, MG & NG Tables S S1 T U 86 Savings achieved by track modernisation Appendix 5 90 Rational Formula Compared to Special Committee Formula Appendix 6 98 Data and Analysis: Machine packed HD Suburban Sections Tables 17 to 19 101 Optimal utilisation of manpower for Machine packed HD Suburban Section

Table P3 104

Gangstrength review for 5 units on C.Rly, N.Rly & W.Rly Tables 20 to 24 105 Documentation on Application Software MANPOWER Appendix 7 110 Rational Formulae and Sample Calculation of Gang strength Appendix 8 115

(Vol.1) 1

0. EXECUTIVE SUMMARY

0.1 In the process of modifying Special Committee Formula, in order to cover

certain gang activities left out which affect track maintenance effort and to

take into account the effect of machine packing and track modernisation, the

Committee on Manpower and Cost Norms for Track Maintenance (MCNTM)

found it more logical and rational to adopt zero based approach.

0.2 The Activities of track maintenance are categorised as follows:

PRIMARY MAINTENANCE ACTIVITIES : These are directly related to P.Way

maintenance, needing manpower based on continuous length of track, further

classified as follows:

• Activities T (Affected by Traffic density): These are aimed at achieving

safety and acceptable running quality, commensurate with the loads and

speeds carried.

• Activities R (Routine: Unaffected by traffic density): These are for

maintaining track, formation and other integrated assets, which are of

routine nature, but quite important for train operation and for achieving

reliability and long life of assets.

AUXILIARY MAINTENANCE ACTIVITIES : These are related to upkeep of

P.Way section as a whole, needing manpower based on localised problems,

special features and geographical nature of P.Way section, further classified

as follows:

• Activities M (Miscellaneous): For these activities, the quantum of work

arising in the P.Way section can be assessed on a universally adoptable

basis and the yardstick relating mandays requirement to output is

rationally stipulated for each subactivity.

• Activities S (Site-specific): For these activities, the quantum of work

arising varies from location to location depending on site-specific features

of the P.Way section and the yardstick is stipulated generally based on

past experience. [Para 3.3]

(Vol.1) 2

0.3 The methods of track maintenance and the manpower requirement thereof

are entirely different between non-suburban line and very busy suburban line.

The Committee defines a suburban line as ‘High Density Suburban Line’, if

both the following criteria are fulfilled:

• Train frequency should exceed 8 per hour.

• Night blocks are invariably essential for maintenance of track.

The Chief Engineer (PHOD) will be competent to classify a suburban section

as ‘High Density Suburban Line’ based on the above criteria.

[Para 5.2, 5.5]

0.4 Field data indicate that under machine packing the difference in performance

between PRC and other types of sleepers is not very significant. Moreover all

machine packed sections are mostly laid with PRC sleepers. Therefore

Committee decided not to have different norms for PRC and other types of

sleepers. Likewise packing need for SWR or LWR track is not much different

from that for non-welded track, which is contrary to theoretical expectations.

This situation exists because large number of welds have developed defects

and the sleepers at these locations require packing often. SEJs in LWR track

require frequent attention. Apart from rewelding of failed rail-welds, repair

welding works have to be carried out often, even before weld failures/cracks

take place, in the interest of safety. Destressing of LWR panels is an extra

activity. Due to these reasons manpower requirement for Activities T and R is

the same, irrespective of the track having SWR/LWR or not, under the present

conditions. Realising the problems arising due to rail welds of poor quality

and deficiency in the design of SEJ, steps have been undertaken to improve

the quality of welds and SEJs through technologically superior inputs. In this

context, it is relevant to refer Para 15 of Summary of Recommendations in

Part I of ‘Report of the Railway Safety Review Committee, 1998’. The

MCNTM Committee recommends that the effort to improve rail welds should

receive adequate thrust and that a review should be made after 5 years from

now, so as to evolve reduction factors to be applied for the yardstick of

manpower requirement for SWR/LWR track. Till this is done, the Committee

(Vol.1) 3

decided that the subactivities under Activities T and R will be separately

identified for only three types of track, irrespective of the type of sleepers and

irrespective of rails being fish plated or welded as SWR/LWR:

• Machine packed track (non-suburban)

• Manually packed track (non-suburban)

• Machine packed track (high density suburban) [Para 3.2]

0.5 The subactivities under Activities T and R were identified after interaction with

field engineers and deliberations. These are listed for machine packed and

manually packed (non-suburban) tracks and machine packed (high density

suburban) track, as follows: [Para 3.3.3.1]

ACTIVITY T AFFECTED BY TRAFFIC DENSITY Machine packed track (non-suburban) T.1 Slack attention to

a. Bad spots b. Low joints, (FP or welded), Glued

joints c. SEJ (1 No. per km.) d. Minor curve realignment

T.2 For tie tamper working a. Pretamping operations b. Along with tamper c. Post tamping operations

T.3 Casual Renewal of a. Rails b. Sleepers c. Fasteners (along with regauging)

T.4 Repair Welding ACTIVITY R UNAFFECTED BY TRAFFIC DENSITY Machine packed track (non-suburban) R.1 Lubrication of ERCs R.2 Shallow Screening (1/5 length) R.3 Loading, leading, unloading R.4 Overhauling of level crossing R.5 Watching caution spots & Miscellaneous R.6 Tree cutting for visibility R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal

in runover cases R.9 Bridge sleeper attention & renewal R.10 Pre monsoon attention, such as

clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

R.11 Creep pulling (approaches of bridge, turnout)

R.12 Rectifying damage to L/C posts and gates

Manually packed track (non-suburban) T.1 Through packing T.2 Slack attention to

a. Bad spots b. Low joints, insulated joints c. Minor curve realignment

T.3 Casual renewal of a. Rails b. Sleepers c. Fasteners (includes attention)

T.4 Creep pulling Manually packed track (non-suburban) R.1 Lubrication of rail joints R.2 Shallow screening (1/5 length) R.3 Loading, leading, unloading R.4 Overhauling of level crossings R.5 Watching caution spots & miscellaneous R.6 Tree cutting for visibility R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal in

runover cases R.9 Bridge sleeper attention & renewal R.10 Pre-monsoon attention such as clearing

of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges

R.11 Rectifying damage to LC posts and gates

Machine packed track (HD suburban) T.1 Slack attention to

a. Bad spots b. Low Joints c. SEJs d. Minor Curve attention

T.2 For Tie tamper working a. Pre-tamping attention b. Along with tamper c. Post tamping attention

T.3 Casual renewal of a. Rails b. Sleepers c. Fastenings

T.4 Repair welding

Machine packed track (HD suburban) R.1 Through packing R.2 Shallow screening(1/5 length) R.3 Loading, leading & unloading R.4 Lubrication of ERCs(Jts.) R.5 Overhauling of level crossings R.6 Watching cautionspots and look out

men R.7 Tree cutting R.8 Lubrication of rails in curves R.9 Bridge sleeper attention & renewal R.10 Accident relief and carcass removal R.11 Premonsoon attention R.12 Creep pulling R.13 Rectifying damage to LCs R.14 Painting of weld collars R.15 Emergency attention R.16 Extra assistance to Keymen&B/Smith R.17 Extra work in night blocks R.18 Extra assistance for S&T items

(Vol.1) 4

0.6 The Committee decided that all the subactivities of maintenance for Running

Yard Lines (RYL) and Non-running Yard Lines (NRYL) should be categorised

under Activity R, since the proportion of traffic passing through these lines out

of the gross traffic on the section is not only negligible, but also varies widely

in different locations, apart from being associated with slow speed. Therefore

regular cycle of maintenance, not related to the quantum of traffic on mainline,

will be adequate for RYL and NRYL.

[Para 4.7.1, 4.8]

0.7 The ‘Rational Formulae’ have been evolved by the MCNTM Committee by

collecting field data over 14 non-suburban sections and 3 high density

suburban sections through direct interaction with field engineers on seven

zonal railways and after carrying out critical analysis of the data and also

review of the rationale underlying Special Committee Formula in the light of

the fresh data. Rational Formulae for Activities T and R are given as follows,

along with necessary explanations:

0.7.1 MAIN LINE BG MACHINE PACKED (NON-SUBURBAN)

Mandays requirement/year/km (including equivalent MMU mandays): Activity T : (80+ 2.3 GMT) x (1+A+B+C) Activity R : 159

[Para 4.2]

0.7.2 MAIN LINE BG MANUALLY PACKED (NON-SUBURBAN)

Mandays requirement/year/km: Activity T : (223+ 8.24 GMT) x (1+A+B+C) Activity R : 168

[Para 4.3]

0.7.3 MAINLINE BG MACHINE PACKED (HIGH DENSITY SUBURBAN)

Mandays requirement/year/km (including equivalent MMU mandays):

Activity T : (115+2.3GMT) x (1+A+B+C) Activity R : 398

[Para 5.6]

(Vol.1) 5

0.7.4 MAIN LINE MG MANUALLY PACKED

Mandays requirement/year/km: Activity T : (160 + 13.56 GMT) x (1+A+B+C) Activity R : 128

[Para 4.4]

0.7.5 MAIN LINE NG MANUALLY PACKED

Mandays requirement/year/km: Activity T : (105 + 188 GMT)* x (1+A+B+C) Activity R : 91 [Para 4.5] * This factor is subject to the maximum value of 180.

0.7.6 RUNNING YARD LINES (RYL) AND NON-RUNNING YARD LINES (NRYL) Mandays requirement/year/km: [Para 4.7.2, 4.8]

BG

Machine packed

Manually packed

MG Manually packed

NG Manually packed

RYL 177* 297 228 153 NRYL - 198 152 102

* This includes equivalent MMU mandays.

Note: • RYL : Lines on which trains are received on signal • NRYL : Non running lines in yard, marshalling lines, sidings, etc. • The maintenance of RYL and NRYL is entirely regarded as Activity R and

mandays requirement is computed as per the above table. Activities T, M and S are not involved at all.

• 1 km of manually packed NRYL is equivalent to 2/3 km of manually packed RYL, as regards mandays requirement.

• Mandays tabulated above shall not be enhanced by the factors A, B and C, which are applicable only for mainline track and not for RYL or NYRL.

0.7.7 STAFF STRENGTH FOR MOBILE MAINTENANCE UNIT (MMU) 0.7.7.1 Gross Equivalent MMU mandays, i.e, GEMM over a subdivision/division

A. For Non-suburban machine packed mainline (BG):

= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ LY where [Para 4.11.1 to 4.11.8]

LM = length (in km) of typical stretch of machine packed main line (BG) LY = length (in km) of typical stretch of machine packed yard running line (BG)

(Vol.1) 6

B. For High Density Suburban machine packed mainline (BG):

= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣLH where [Para 5.7.1 to 5.7.3] LH = Length (in km) of typical stretch of high density suburban mainline

Both for A and B above, the Chief Engineer can vary the value of GEMM and cadre structure of MMU, depending on the local conditions, job requirement and efficiency of MMU.

0.7.7.2 Principle governing the strength and composition of MMU

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual emoluments of MMU staff. [Para 4.11.9, 5.7.4] SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track tampers and vehicles (road, rail-cum-road, rail-borne) for transport of men and materials. The cadre structure of Gangmen and pay scales thereof, as stipulated by the Railway Board should be taken into account and Leave Reserve of 12.5% should be allowed, while computing the annual emoluments of GEMM. The cadre structure and pay scales should be taken into account and Travelling Allowance payable should be allowed, while computing the annual emoluments of MMU.

0.7.8 ENHANCEMENT FACTORS A, B AND C

a) Formation Factor A: This factor brings into consideration the nature of soil in formation/cutting and has the following values:

Nature of soil Value

Shrinkable soil and vicious Black Cotton soil (very bad soil) 0.2 Ordinary unstable soil (bad soil) 0.1

Stable soil 0

The Formation Factor should be applied only for the length of track having very bad/bad soil conditions in formation/cutting.

[Para 4.6.1] b) Alignment Factor B: This factor brings into consideration the curvature of

track and has the following values:

BG: B = 0.25 for curves sharper than 2o, decreasing from 0.25 to 0 linearly for the variation 2 o to 1 o, and thereafter 0 for curves flatter than 1o. MG: B = 0.25 for curves sharper than 4o, decreasing from 0.25 to 0 linearly for the variation 4 o to 2 o, and thereafter 0 for curves flatter than 2o. NG: B = 0.25 for curves sharper than 7o, decreasing from 0.25 to 0 linearly for the variation 7 o to 3 o, and thereafter 0 for curves flatter than 3o. The Alignment Factor should be applied only for the length of track having curves as detailed above. [Para 4.6.2]

(Vol.1) 7

c) Rainfall Factor C: This factor brings into consideration the annual rainfall

and has the following values:

C = 0.2 for annual rainfall of 300cm and above, decreases from 0.2 to 0 linearly for the variation 300cm to 150cm and thereafter 0 for rainfall less than 150cm.

[Para 4.6.3]

0.7.9 EQUIVALENT LENGTHS FOR TURNOUTS AND SPECIAL LAYOUTS

a) The turnouts and special layouts should be treated as equivalent lengths of straight track as follows: Turnout 0.10 km Diamond 0.10 km Diamond crossing with single slip 0.15 km Diamond crossing with double slip 0.20 km Cross over 0.20 km Three-throw points and crossing 0.20 km Scissors cross-over 0.50 km Trap 0.02 km Double trap 0.04 km

b) If a layout connects the Main Line (ML) to ML/RYL/NRYL, its equivalent track

length is added to the length of ML for the purpose of computing mandays requirement. If the layout connects RYL to RYL/NRYL, its equivalent length is added to RYL length. If the layout connects NRYL to NRYL, its equivalent length is added to NRYL length. In other words, the equivalent track length is added to the more important line connected to the turnout or special layout.

c) The equivalent track length of layout computed as per para (a) will be

considered in addition to the physical length of the layout which is treated as part of ML/RYL/NRYL, for computation of mandays requirement. In otherwords, the length of the layout is not to be deducted from the length of parent track.

d) The length of track in RYL and NRYL will be measured from the heel of the

crossing and not from the toe of switch. Similarly, in diamond crossings with single or double slips, the curved lead of the slip/slips will not be included in the length of track.

e) In accordance with the mode of packing of the layout, its equivalent length of

track should be treated as machine packed or manually packed, for the purpose of computing mandays requirement.

f) Equivalent track lengths of turnouts and connections are considered only for

Activities T and R. The track length parameters wherever used for computing mandays requirement for Activities M and S should exclude such equivalent track lengths.

[Para 4.9]

(Vol.1) 8

0.8 The Rational Formulae have been evolved systematically based on the

quantum and norms for the subactivities of track maintenance, which are

transparent in Tables P, P1/P2, P3, Q1/Q2, R1/R2, S, S1, T and U. The

Committee recommends and has already incorporated in the Rational

Formulae, that shoulder screening of ballast need be done at 5 years interval.

This activity should be mechanised on priority all over Indian Railways. As

the modernisation in various subactivities progresses, some of the

subactivities may reduce in quantum or may vanish; or these may require less

manpower. Thus Rational Formulae can be amended easily, by recasting the

relevant Tables. The Committee recommends that the Rational Formulae can

be reviewed once in five years and amended. [Para 9.8 & 9.9]

0.9 Based on the Rational Formulae, the Committee has concluded that by

deploying on-track tampers for machine packing on BG, it is possible to

achieve savings in maintenance cost and manpower, compared to

maintenance by manual packing to the extent (approximately) as follows:

Savings in Annual maintenance cost/km

Savings in manpower for 250km length Traffic density

Without MMU With MMU* Without MMU With MMU@ 30GMT line Rs.49,024 Rs.53,720 275 340 20GMT line Rs.40,616 Rs.44,819 219 279 10GMT line Rs.29,872 Rs.33,581 162 218 3.333GMT line Rs.24,478 Rs.27,859 124 176

* The initial and running cost of speciality equipment for MMUs, in the form of annualised cost, has been taken into account while computing the savings in annual maintenance cost.

@ The staff strength of MMU, namely artizans and helpers has been taken into account while computing the savings in manpower.

The Committee recommends that maintenance by Mobile Mechanised Units

(MMUs) should be expanded at a fast pace so as to achieve economy and to

impart job enrichment to gangwork.

In view of the substantial savings achievable through the single aspect of

mechanisation, namely, machine packing, as illustrated above, the Committee

recommends that tie-tamping machines should be introduced on a large scale

on MG system also, constituting 19,158 km of track, irrespective of the type of

sleepers used, since it is the reality that MG track will continue to exist on a

number of routes for years to come. [Para 4.12]

(Vol.1) 9

0.10 The Rational Formulae for mandays requirement per annum for a P.Way section for Activity M (Miscellaneous) are as follows:

[Para 6.2, 6.5]

Subactivity Norm Legend Authorisation

M.1 Monsoon patrolling Σ (Dxbxsxm)

1 to N

N : Total No. of beat- lengths

D: No. of days needing patrolling in a year in the nth beat length.

b: No. of beats in the nth beat- length

s : No. of shifts in the nth beat-length

m: No. of men in each shift in the nth beat- length

m=2 in area infested with wild animals; otherwise m=1.

CTE/CBE

M.2 Hot weather patrolling of LWR track

Lw x 30 Lw: Length of LWR track in km, on single line basis.

CTE

M.3 Cold weather patrolling of LWR track


CTE

M.4 Watching vulnerable locations

Σ (s x d) 1 to N

N: No. of vulnerable locations

s : No. of duty shifts at the nth location

d : No. of days of watching at the nth location in a year

CTE/CBE

M.5 Gate keeping at level crossings 365xΣs – 290xNg

1 to N

N: No. of Engg. level crossings

s : No. of shifts at the nth LC

Ng: No. of Engg. gate keeper posts (excluding LR) sanctioned.

-

M.6 Rest giving for keymen

K(365 – 290) K: No. of keyman-beats -

M.7 Waterman duty N x 290 N: No. of gangs -

M.8 Store-watchman duty

N x 3 x 365 N: No. of stores locations in addition to Sr.SE’s Headquarters stores. N is not to exceed 2.

Sr.DEN/ Co-ord

(Vol.1) 10

0.11 The Rational Formulae for mandays requirement per annum for a P.Way section for Activity S (Site-specific) are as follows:

[Para 6.3, 6.6]


S.1 Tunnel maintenance 1.2x0.29xΣ (l x r)

1 to N

N: No. of tunnels l: length of the nth tunnel, in metre r: No. of tracks in the nth tunnel

Subject to works/bridge staff not being available for this work

S.2 Bridge substructure maintenance

1.1x0.29xΣ(b x r) 1 to N

N: No. of bridges b: Lineal waterway of the nth bridge, in metre r: No. of tracks on the nth bridge


S.3 Long girder maintenance 0.64 x Σ (b x r)

1 to N

N: No. of bridges each having more than 150m lineal waterway b: Lineal waterway of the nth bridge, in metre r: No. of tracks on the nth bridge

-

S.4 Extra maintenance due to very sharp curves, deep cutting and steep gradients

Lc x 290 Lc : Total length of curves in km, sharper than 3o on BG / 6o on MG. (NG track does not need extra manpower on this reason)

-

S.5 Maintenance of track on extremely bad formation

0.6 x Σ l 1 to N

N: No. of locations where track needs more than 12 attentions in a year l: length of track in the nth location, in metres

CTE

S.6 Lookout man duty 290 Σ v/g

1 to N

N: No. of gangs v: length of track with poor

visibility in the nth gang-length

g: length of the nth gang-length

Sr.DEN/ Co-ord

S.7 Fogsignal man duty

Mf /3 Mf: Total mandays actually utilised in the past 3 years for this duty

Sr.DEN/ Co-ord

S.8 Filth removal from track

f x 290 f: No. of gangs having this kind of problem

Sr.DEN/ Co-ord

S.9 Security patrolling

Ms /3 Ms: Total mandays actually utilised in the past 3 years for this duty

Sr.DEN/ Co-ord

S.10 Watching of waterlevel in suburban sections

Σ (s x d) 1 to N

N: No. of locations where flooding of track occurs in rainy season, due to water entering from built-up area outside. s: No. of shifts required at the nth location d: No. of days requiring watching at the nth location Normally s = 2; d = 60 in Mumbai suburban sections.

Sr.DEN/ Co-ord

(Vol.1) 11

0.12 The Committee recommends that the following track maintenance works can be earmarked for execution through contracts: [Para 8.10]

1. Formation treatment works.

2. Collection of ballast, training out ballast by materials train, leading ballast from stack to track and insertion of ballast in track including profiling.

3. Deep-screening of the ballast in track, carried out manually or by deploying Ballast Cleaning Machine in which case manpower support is provided by the contractor.

4. Introduction of sub ballast and ballast layers.

5. Heavy repairs to track, including lifting.

6. Complete realignment of curved track.

7. Through renewal of rails, sleepers and fasteners.

8. Complete renewals of points and crossings, SEJs, traps, etc.

9. Resurfacing of crossings and switch rails.

10. Loading and unloading of P.Way materials in bulk.

11. Lorrying out of P.Way materials for other than casual renewal.

12. Security of materials in a depot which is closed and locked.

13. Painting of rails and weld collars.

14. Painting of bridge girders.

15. Heavy repairs (measurable) to formation, cutting, side drains and catch-water drains.

16. Heavy repairs (measurable) to bridges, bridge protection works, river training works and tunnels.

17. Providing and repairing road surface at level crossings including speed-breakers.

18. Removal of major sand breaches.

19. Works arising due to restoration, following breach or accident.

20. Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching and goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical and S&T departments.

Note: a) Clearing of vegetation not in the vicinity of tracks will be carried out by the respective departments or by the works supervisor concerned, through contract.

b) Cleaning of goods sheds and goods platform will be the responsibility of Commercial department, who may resort to contracting.

(Vol.1) 12

0.13 The mandays requirement computed through the Rational Formulae exclude

provision of 12½% Leave Reserve for gangmen and also posts of,

gangmates, keymen, gatekeepers, artizans, artizan-helpers, trollymen,

storemen, staff of USFD team and on-track machine staff for maintenance

and operation. However MMU staff strength is carved out of the

gangstrength, as per the principles explained in Recommendation 0.7.7.

[Para 4.10.1]

0.14 The Rational Formulae cover all the activities. When these are implemented,

many of the decasualised posts are likely to be absorbed as regular gangmen

posts. The balance decasualised posts should be declared as surplus and

the incumbents of these posts should be redeployed as per extant rules.

[Para 8.1]

0.15 Issues such as appointment of Safaiwalas in certain gangs, deployment of

gangmen for monsoon patrol and security patrol are covered under the

Rational Formulae.

[Paras 8.2, 8.3, 8.4]

0.16 The Committee have evolved the Rational Formulae based on average

productivity of individual gangman. It is necessary to ensure overall

productivity by weeding out weak personnel. As done in army, ‘Physical

Endurance Test’ (PET) should be standardised for gangmen, as criterion for

being qualified at the time of recruitment and also for assessing their stamina

during service. Any gangman declared unfit through PET during periodical

medical examination should be treated as medically decategorised and the

extant rules should be followed, duly removing him from the cadre. If the

performance of a gangman is found to be poor attributable to his physique as

reported by the supervisor, he should be sent for PET, irrespective of whether

he is due for PME or not. This recommendation reflects the views of field

engineers who expressed their anguish regarding the diminishing stamina of

gangstaff.

[Para 8.5.1 to 8.5.5]

(Vol.1) 13

0.17 Innovative methods should be implemented to improve the general health of

gangstaff. Every gangman should be made to realise that it is his duty to

maintain his stamina. As a part of training courses and also in the field, Yoga

should be taught to gangmen. [Para 8.5.6]

0.18 The Committee recommends that the existing LR percentage of 12½ need not

be altered for gangmen cadre. Absenteeism should be curbed through stern

and expeditious action under DAR. This is basically the responsibility of

Divisional Railway Managers. Establishment rules should be amended to

incorporate some of the suggestions made by Hon’ble Justice Shri N.

Venkatachelliah in the course of a judicial enquiry into a railway accident, for

implementing stringent action on habitual absentees. The money saved due

to LWP availed by gangmen or due to absence of gangmen should be

diverted for clearance of maintenance arrears through contract. Compilation

of savings should be done on monthly basis. Chief Engineers should be

delegated with powers for reappropriation from PU-01 to PU-32 to this extent.

But the Finance Member of the Committee does not concur this

recommendation, pointing out that this will encourage absenteeism. The

Technical Members are of the opinion that, whereas every effort should be

taken to curb absenteeism, maintenance activities should not be allowed to

suffer due to shortage of input of mandays, in the interest of safety and

realisation of full life span of track. [Para 8.6]

0.19 Appointment of gangwomen should be restricted to identified posts only.

[Para 8.7]

0.20 The Rational Formulae are based on the manpower requirement for track of

average age. Any P.Way section will have a mix of new and old tracks.

Therefore, while keeping the overall gangstrength of P.Way section as

calculated, readjustment among the strengths of various gangs may be

carried out as per the age profile of track, with the approval of DEN.

[Para 8.8, 10.6]

0.21 Training centres should be strengthened, so as to impart better skill to

gangmen, including for operating small track machines. The Committee

(Vol.1) 14

recommends provision of Trainee Reserve of 2% for the cadre of gangman.

However the Finance Member does not concur creation of 2% Trainee

Reserve posts and opines that this must be managed within the Leave

Reserve provision. The Technical Members are of the opinion that Leave

Reserve is meant for its own purpose and that with the emphasis being given

to impart adequate training to staff belonging to safety categories, (Para 5 of

Summary of Recommendations in Part I of ‘Report of the Railway Safety

Review Committee, 1998’), this issue deserves Board’s consideration.

[Para 8.9]

0.22 The pilot study conducted by the Committee by theoretically applying the

Rational Formulae on Allahabad, Ambala and Ratlam Divisions for non-

suburban lines and on Mumbai CST and Mumbai Central subdivisions for high

density suburban lines indicates that it would be possible to effectively

pinpoint redundancy or shortfall in gangstrength in various units. The pilot

study has given the confidence that the implementation of Rational Formulae

will only result in savings in manpower and expenditure, at the same time

ensuring equitable distribution of manpower in accordance with workload.

[Para 9.5 to 9.7]

0.23 If accepted by the Railway Board, this Report should be included in the

syllabus of all training courses (initial and refresher) for officers and

supervisors. All officers and supervisors should become conscious of

manpower utilisation, thereby generating overall cost consciousness.

Application software MANPOWER has been developed by the Committee,

which has been already utilised successfully in the Pilot Study. All engineers

should become conversant with this user friendly software.

[Para 10.1 to 10.4]

0.24 If accepted by the Railway Board, the implementation of the Rational

Formulae should be carried out as per a predetermined time frame, as

elaborated in Chapter 10. Annual review of gangstrength should be carried

out as on 1st April, by continuously updating the input data and by utilising the

software MANPOWER. Gangstrength should be adjusted accordingly.

(Vol.1) 15

IRICEN should be the custodian of the software MANPOWER, making

amendments arising from time to time and incorporating the review of

Rational Formulae to be carried out at five years interval as recommended in

para 0.8. [Para 10.5 to 10.10]

0.25 It has been proved that ‘Equated Track Kilometre (ETKM)’ has become an

unreliable Performance Unit, both for manpower and track maintenance cost.

ETKM derives its relevance from Special Committee Formula. With the

Rational Formulae replacing the Special Committee Formula, the Committee

has proposed ‘Equated Manpower Kilometre (EMKM)’ as the Performance

Unit. For defining EMKM, a comparator P.Way section has been assumed,

which requires 12/3 men per km (as average) of mainline track in the section,

to perform all the Activities T, R, M & S as per the Rational formulae.

Therefore EMKM of any other P.Way section is defined as numerically equal

to 0.6 times the number of gangmen required for the section for all the

Activities T, R, M & S as per the Rational formulae. The ratio of EMKM to

actual length (in km) of each P.Way section will indicate relative manpower

concentration required among various sections. 12/3 times the sum of EMKMs

of all P.Way sections in a unit will bring out the excess/shortfall of manpower,

when compared with the total existing gangstrength in the unit. These have

been elaborated in Chapter 7. The Committee recommend that EMKM

should be accepted as Performance Unit simultaneously with the adoption of

the Rational Formulae and that, in future, ‘Equated Cost Kilometre (ECKM)’

can be evolved based on the Rational Formulae, as Performance Unit for

track maintenance cost. [Para 7.1 to 7.9]

0.26 A similar report, namely “Part 2: Cost-Norms” has to be compiled based on

the Rational Formulae. This will enable evolving of procedures to rationalise

track maintenance cost and to judiciously distribute the available funds among

zonal railways and among lower units. This will also create cost awareness in

the minds of field engineers and executives at higher levels. Railway Board

may nominate new members for MCNTM Committee for carrying out this

assignment. [Para 7.10]

(Vol.1) 16



1. PREFACE

1.1 CONSTITUTION OF THE COMMITTEE AND NOMINATION OF MEMBERS

1.1.1 Railway Board vide letter No.96/CE-I/GNS/2 dated 05.01.96 (Annexure A)

constituted a Committee with the following terms of reference:

• To study the Special Committee Formula for Gang Strength and to

suggest modified formula covering certain variables left out in the existing

Special Committee Formula which affect track maintenance effort.

• To take into account the decasualisation done, effect of machine

maintenance and track modernisation, while modifying the Gang Strength

Formula.

1.1.2 The Committee constituted by the Board comprised of the following officers:

• Shri S.S. Kapoor, Chief Engineer, SE.Rly : Convenor Member • Shri S.D. Sharma, Chief Engineer, N.Rly : Member • Shri S. Gopalakrishnan, Director, IRICEN : Member Secretary • Shri Aurobindo Gosh, FA&CAO(C), N.Rly : Member

1.1.3 Though the Committee met three times in 1996, held discussions on the

information collected till then and compiled a draft report on the methodology

to modify the Special Committee Formula, further work could not be

progressed for want of Railway Board's acceptance/comments on the Report

of the Committee for Machine and Manpower Deployment for Track

Maintenance (CMMDTM), which was submitted to Railway Board in

Feb.1995. In the Report of CMMDTM, certain modifications to Special

Committee Formula had been suggested, which had to be interconnected to

(Vol.1) 17

the present Report. When further work was thus kept stalled, both Shri

S.S. Kapoor and Shri S.D. Sharma retired in Jul.97.

1.1.4 Thereafter Railway Board vide letters No.95/CE-I/GNS/2 dt.13.10.97 and

12.11.97 (Annexures B and C) reconstituted the Committee with the following

officers:

• Shri S. Gopalakrishnan, CAO/Construction, NE.Rly: Convenor Member • Shri M.S. Ekbote, Chief Engineer, SE.Rly : Member • Shri S.M. Singla, Chief Engineer, N.Rly : Member • Shri Vinod Kumar, Director, IRICEN : Member • Shri Aurobindo Gosh, FA&CAO, E.Rly : Member

Railway Board maintained the continuity of the Members by name, rather than

by designation. Shri S. Gopalakrishnan took over as Addl. General Manager,

S.Rly in Dec.97 and Shri M.S. Ekbote as Chief Engineer, W.Rly in May 98.

1.1.5 Based on the comments given by the various Directorates of Railway Board

on the Report of CMMDTM, Member Engineering decided that the

Committee's study should follow a zero based approach, instead of proposing

amendments or changes to the Special Committee Formula, so that all the

activities of track maintenance are rationally covered. He also decided that

costing of track maintenance should also be integrated, so that financial

budgeting and manpower budgeting can be compatible to each other.

Towards achieving this objective, the Committee was renamed as 'Committee

on Manpower and Cost Norms for Track Maintenance' (CMCNTM) vide

Railway Board's letter No.95/CE-I/GNS/2 dt.13.08.98. (Annexure D)

1.2 TERMS OF REFERENCE ASSIGNED TO THE COMMITTEE

1.2.1 Subsequent to pinpointing initial terms of reference in their letter dated

05.01.96 (Annexure A), Railway Board decided that the Federations of

recognised Trade Unions (namely, All India Railwaymen's Federation and

National Federation of Indian Railwaymen) may give Memoranda to the

Committee and also hold discussions with the Committee, vide letter

(Vol.1) 18

No.95/CE-I/GNS/2 dt.13.05.96 (Annexure E). The intention of the Railway

Board was also communicated to AIRF and NFIR.

1.2.2 Railway Board desired, vide letter No.95/CE-I/GNS/2 dt.31.01.97

(Annexure F), that the Committee should examine the question of

appointment of Safaiwalas as part of gang strength for cleaning railway track

passing through densely populated area, since in the case of a passenger

train derailment CRS/Lucknow had observed that track maintenance suffered

on account of the filth on track discouraging gangmen from working efficiently.

1.2.3 Railway Board desired, vide letter No.96/CE-II/PRA/43/CRS dt.04.07.97

(Annexure G), that the Committee should study the aspect of deputing

permanent gangmen to perform monsoon patrolling and allied works (which

are not assigned to them as per Special Committee Formula) and the problem

of making good the mandays lost on this account.

1.2.4 Railway Board desired, vide letter No.94/CE-I/EDCE(G)/Misc.7/Track

dt.08.06.98 (Annexure H), that the comprehensive formula for costing track

maintenance given in the Report of the Committee for Rationalisation of

Costing Permanentway Activities (CRCPA) should be considered by this

Committee, so that there is no deviation in the recommendation.

1.2.5 Railway Board desired, vide letter No.96/CE-I/GNS/2 dt.24.07.98

(Annexure I), that the Committee should examine the aspect of creating posts

of additional Permanentway men for carrying out security patrolling, since

CRS/Mumbai recommended that security patrolling should be carried out by

permanent gangmen after investigating into a derailment on Central Railway.

1.2.6 In RDSO's letter No.CT/IRPWM dt.27.11.98 (Annexure J), it is stated that in

the Chief Engineers Conference held in Nov.98, it was decided that the age of

gangmen needs to be considered in the gangstrength determination assigned

to the Committee. Though there is no Board's orders to this effect, the

Committee found this point relevant in the context of ensuring productivity. In

fact the Committee is of the opinion that possession of adequate physical

(Vol.1) 19

strength should be the requirement to perform as gangman, rather than age

being the criterion.

1.2.7 In Director/IRICEN's letter No.151/9754 dt.27.08.98 (Annexure K), Board's

order on the minutes of the CTE's Seminar held in Jul.97 was communicated,

according to which the Committee was required to identify the works of track

maintenance which may be executed through contract. A list of such possible

works has been also enclosed to this letter. On the same subject, Railway

Board have issued letters No.86/W6/TK/12 dt. 08.88 and No.97 E/MPP/1/9

dt.13.10.97, addressed to the zonal railways (Annexures L and M) which are

relevant to the Committee's terms of reference.

1.3 METHODOLOGY ADOPTED BY THE COMMITTEE

1.3.1 AIRF and NFIR responded to Railway Board's desire to give Memoranda to

the Committee, expressing their views on modifying gangstrength formula.

The Committee received a Memorandum from NFIR vide No.DC-76/89

dt.16.06.96 (Annexure M) and Memorandum from AIRF vide No.AIRF/52 (i)

dt.17.07.96 and dt. 01.08.96 (Annexure N). These were given due

consideration by the Committee.

1.3.2 The Committee requested the Zonal Railways in Feb.96 to communicate their

experience with modern track structure and modern methods of maintenance

and also to furnish details of any work study carried out by them. Only

Central, South Eastern, Northern and Western Railways responded to this

request. The contents of their reports received in Jun. to Aug.96 were

considered by the Committee. The views of Zonal Railways as well as AIRF

and NFIR were aimed at modifying the factors and norms built in the Special

Committee Formula. In as much as the reconstituted Committee resorted to

analysis of field data on zero based approach as desired by the Board vide

para 1.1.5, the suggestions for modifying the existing formula got

accommodated in a more rational and direct manner. The Zonal Railways

and the federations had brought to the attention of the Committee many

factors affecting the quality of work and the morale of Permanent way men,

(Vol.1) 20

which have been considered by the Committee while formulating the

recommendations.

1.3.3 The Committee also noted the contents of the Report of Manpower

Productivity Committee 1986 (which was not however accepted by the

Railway Board) and RITES Diagnostic Study on Manpower Planning on

Indian Railways (May 1990).

1.3.4 The Committee also studied two reports finalised by separate Committees:

• Report of the Committee for Machine and Manpower Deployment for

Track Maintenance on Indian Railways, submitted in Feb.1995, by the

Committee comprising of Adviser (Civil Engineering)/Railway Board, Chief

Engineers of some Zonal Railways, Director Standards (Track)/RDSO and

Director/IRICEN. This Report was not accepted by the Railway Board,

after discussion among various Directorates including Finance. Extracts of

the notings recorded in Board's office were made available to the

Committee through Board's letter No.95/CE-I/GNS/2 dt.17.02.98. The

reconstituted Committee found these documents to be very useful and a

fresh zero based strategy was formulated in the first meeting of the

reconstituted Committee held on 20.03.98 at Pune.

• Report of the Committee for Rationalisation of Costing Permanent Way

Activities, submitted in Dec 1995, by the Committee comprising of CTEs of

some Zonal Railways, Director Standards (Track)/RDSO and

Director/IRICEN. This Report has been neither accepted nor rejected by

the Railway Board. But their letter dt.08.06.98 (Annexure H) indicates that

the concepts contained in CRCPA Report are relevant to be considered by

the Committee.

1.3.5 The Committee visited seven Zonal Railway headquarters, viz. Central,

Northern, Southern, Western, South Eastern, Eastern and South Central

(Vol.1) 21

Railways to collect field data of track maintenance on non-suburban and

suburban lines. There were direct interactions with Section Engineers, Senior

Section Engineers, Assistant Engineers and Divisional Engineers. They had

been asked to come with actual data on manpower utilisation, as per their

own documents. The field engineers were allowed free discussion with the

Committee and the information/data/norms/views/problems/solutions as

placed by them were recorded. Thereafter, the data were condensed in

formats and analysed.

1.3.6 Some of the points raised by NFIR and AIRF (Annexures N and O) were

discussed with field engineers and their views were noted.

1.3.7 The Convenor Member was asked to participate in the Conference of Senior

Divisional Engineers of all the divisions on Indian Railways specially

organised by the Railway Board on 31.10.98 at New Delhi, to discuss on the

various subjects connected with the maintenance of concrete sleeper track.

The interaction on such a wide base was useful in the thought-process

leading to the compilation of this Report.

1.3.8 The Committee also visited Konkan Railway on 12.05.99 to study the track

maintenance system adopted by KRCL and held discussion with their

engineers. This was useful in judging how far KRCL model can be adopted

on Indian Railways.

1.3.9 The Convenor Member and Chief Engineer/N.Rly accompanied the Members

of Railway Board, when they inspected the Mechanised Maintenance Unit

(MMU) based at Aligarh, Northern Railway on 14.02.2000. This visit was

useful in appreciating the functioning of MMU under the real field conditions.

1.3.10 While examining the data on workload and manpower utilisation, as collected

from 14 non-suburban and 3 suburban sections on seven zonal railways vide

para 1.3.5, the Committee found that in some of the busily worked suburban

sections, the availability of working period in day time is meagre and, even

during night, all maintenance operations have to be crash programmed within

(Vol.1) 22

4 to 6 hours. The pattern of manpower deployment in these suburban

sections has to be different from that in non-suburban mainlines. The

Committee therefore had exclusive interactions with the track engineers of

suburban sections of Central and Western Railways and this has lead to

evolving of exclusive manpower formula for 'high density suburban section',

which is defined by the Committee in the Report.

1.3.11 The Committee has also evolved revised man-power formula for manually

packed track of BG, MG and NG to replace the existing Special Committee

Formula, which had not covered many indispensable activities of track

maintenance.

1.3.12 The Committee realised that it is impossible to suggest a single formula (like

Special Committee Formula) if all the direct and indirect activities of track

maintenance have to be covered. The recommendations lead to stipulation of

a set of formulae, which have been named by the Committee as ‘Rational

Formulae’. For any given section, only the relevant formulae out of this set

have to be applied. The Committee have also identified the activities which

have to be performed through contracts. The manpower management issues

raised in paras 1.2.2, 1.2.3, 1.2.5, 1.2.6 and 1.2.7 have been either tackled

within the formulae evolved, or covered under recommendations.

1.3.13 Since the calculation of manpower requirement as per the Rational Formulae

calls for collection and storage of large amount of field data and application in

a number of formulae, the Committee realised that a computer program has to

be necessarily evolved. Accordingly software MANPOWER on Microsoft

EXCEL has been prepared. Since the proposed formulae are zero based,

distinctly different from the existing formula in use, the Committee was curious

to assess the effect of implementing the same, as to whether it will result in

creation of extra posts or in surrender, with respect to exiting sanctioned

strength. Therefore a pilot study was conducted on Allahabad, Ambala and

Ratlam Divisions (non-suburban sections) and on the Mumbai suburban

sections of Central and Western Railways. This study was very helpful in

(Vol.1) 23

debugging the software and in assuring that the implementation of the new

formulae on global basis on Indian Railways will result in savings only.

1.3.14 The Committee decided that IRICEN/Pune will be the custodian of the

software MANPOWER in future. This will be a useful and indispensable tool

for the periodical review of gangstaff strength. Since this software has been

evolved in a centralised manner, instead of permitting Zonal Railways to

evolve different versions in their own ways, the software will permit

transmission and compilation of data through networking among Sub-

divisions, Divisions, Zonal Railways and Railway Board.

1.4 MEETINGS HELD BY THE COMMITTEE MEMBERS

1.4.1 The earlier Committee (with Shri S.S. Kapoor and Shri S.D. Sharma as

Members) deliberated on the issues in the following meetings:

• 1st Meeting at SE.Rly. Headquarters, Garden Reach on 12.02.96

• 2nd Meeting at IRICEN, Pune on 27.06.96

• 3rd Meeting at SE.Rly. Headquarters, Garden Reach on 9,10.12.96

1.4.2 The reconstituted Committee had 17 sittings as follows:

Date Place Purpose

1. 20.03.98 IRICEN, Pune Zero based strategy formulation 2. 02.06.98 N.Rly, New Delhi Field data collection & discussion 3. 12.06.98 S.Rly, Chennai Field data collection & discussion 4. 22,23.07.98 W.Rly, Mumbai Field data collection & discussion 5. 01.12.98 SE.Rly, Calcutta Field data collection & discussion 6. 02.12.98 E.Rly, Calcutta Field data collection & discussion 7. 15.12.98 SC.Rly,Secunderabad Field data collection & discussion

8. 13.03.99 W.Rly, Mumbai Field data collection pertaining to suburban sections of C & W Rlys and discussion.

9. 24,25.03.99 S.Rly, Chennai Discussion on draft report. 10. 11,13.05.99 W.Rly, Mumbai Evolving of software 11. 12.05.99 Konkan Rly, Ratnagiri Study of maintenance on K.Rly.

12. 19.06.99 W.Rly, Mumbai Application of software for pilot study on Ratlam Division

13. 19.08.99 N.Rly, New Delhi Application of software on Ambala Division.

(Vol.1) 24

14. 24.11.99 N.Rly, New Delhi Application of software on Allahabad Division.

15. 2,3,4.03.2000 N.Rly, New Delhi Finalisation of the Report. 16. 11.04.2000 E.Rly, Calcutta Finalisation of the Report. 17. 17.05.2000 Railway Board, New Delhi Finalisation of the Report.

1.5 SUGGESTED METHOD TO ACCEPT THIS REPORT ON MANPOWER-NORMS

Since zero based methodology has been adopted by the Committee as

required by the Board, it would be appropriate that the Report is first

scrutinised and accepted by the Railway Board, before holding discussions

with NFIR and AIRF. This is because, the initial views communicated by the

Federations (Annexures N and O) pertain to ‘modifying the existing Special

Committee Formula’, the concept that was changed subsequently. The

Committee Members may be asked to be present when the Railway Board

holds discussions with the federations.

1.6 COMPILING OF THE REPORT ON COST-NORMS IN FUTURE

Referring the contents of para 1.1.5 and 1.2.4, this Report namely ‘Part-1:

Manpower-Norms’ has to be followed by “Part-2: Cost-Norms’ to stipulate the

procedure for recording the track maintenance expenditure on a day-to-day

basis at the field level and to compile and monitor the expenditure at higher

levels. Based on this, systems have to be so developed that money is spent

judiciously as per the importance and condition of track in various routes.

Only by this process, it will be possible to create cost consciousness and to

equitably distribute the funds among zonal railways, among divisions and

among lower units. Today the expenditure per km depends more on the style

of spending money by the individual units. The Report of the Committee for

Rationalisation of Costing Permanent Way Activities (Dec.95) is aimed at

rationalising track maintenance cost. But this Report is based on Special

Committee’s Gang Strength Formula. As soon as the Rational Formulae for

manpower is accepted, work has to start to revise the Report of CRCPA. It is

recommended that the Railway Board many nominate new members for

MCNTM Committee and assign the task of compiling ‘Part 2: Cost-Norms’.

(Vol.1) 25

1.7 The observations made by the Finance Member on this Report and the

remarks thereof given by the Technical Members have been incorporated in

Chapter 11, which require Railway Board’s consideration.

1.8 The Committee places on record their sincere thanks to Shri S.S. Kapoor,

Retd.CE, SE.Rly and Shri S.D. Sharma, Retd.CE, N.Rly for their ground work

in framing this Report. Valuable suggestions made by the Chief Engineers,

other officers and officials of Zonal Railways and also by NFIR and AIRF are

thankfully acknowledged. Special mention deserves to be made of the

excellent work done by Shri Prashant Kumar, CTE/TM and Shri Parmeshwar

Funkwal, Dy.CE (TMC) of Western Railway and their team of computer

personnel in developing the software MANPOWER. Thanks are expressed

to Shri C.G. Jagannathan, Sr.Clerk, General Manager’s Secretariat, Southern

Railway who prepared this Report on computer.

The Report is placed for Railway Board's acceptance. (S. Gopalakrishnan) (Aurobindo Ghosh) Addl. General Manager, S.Rly FA&CAO, E.Rly Convenor Member Member

(M.S. Ekbote) (S.M. Singla) (Vinod Kumar)

CE, W.Rly CE, N.Rly Director, IRICEN Member Member Member

(Vol.1) 26

2. BACKGROUND LEADING TO THE PRESENT STUDY

2.1 Before the amalgamation of company railways and state railways into the

Indian Railways, the yardstick for gangstrength was varying among various

units. The Maflin's Formula adopted in 1931 had brought about some

uniformity. In 1959, the Lobo Committee appointed by Railway Board arrived

at 'Modified Maflin's Formula' and the same was adopted vide Board's letter

No.60/WI/MTCE/19 of 06.08.62. But before this could be implemented in full,

further implementation was frozen in Jan.'65. Another Committee to review

the Gangstrength Formula submitted a report in Aug. 1971. Yet another

Committee submitted a report in Aug. 1972. No decision was taken on the

recommendations contained in both these reports.

2.2 In Jan. 76, Railway Board appointed a Special Committee, with the following

terms of reference:

a) Report on the requirement of staff for maintenance of track under

various conditions for –

i. manual maintenance as provided for in the Indian Railways Way

& Works Manual;

ii. maintenance under the Directed Maintenance system;

iii. maintenance under the Measured Shovel packing system;

iv. maintenance by machines;

v. maintenance of different kinds of sleepers – concrete sleepers,

steel trough sleepers with and without elastic fastenings, CST-9

and wooden sleepers.

b) The requirement should be separately assessed for BG, MG and NG

and for fish plated track, track with short-welded rails as well as long

welded rails.

This Committee submitted in 1979 "Report of the Special Committee for

Evolving Gang Strength Formula for Uniform Adoption on Indian Railways".

(Vol.1) 27

This Committee held meetings with AIRF & NFIR and incorporated in the

Report their remarks against the suggestions put forth by the Federations.

2.3 The Special Committee's Formula and their recommendations along with the

yardstick for gangworks were adopted by the Zonal Railways gradually, even

though Railway Board's clear acceptance of the Report is not traceable.

However vide letters No.E(NG)/II/77/CL/46/E.Rly dated 12.01.83 and

20.01.83, Railway Board ordered that the gangstrength as calculated by

Special Committee's Formula be implemented after reducing it by 5%.

2.4 A write-up "Equated Track Kilometre and Gang Strength" is placed at

Appendix 1. This gives in brief the details of Maflin's Formula, Modified

Maflin's Formula, Special Committee’s Formula and their salient

recommendations. A good understanding of the contents of Appendix 1 is

essential to appreciate this Report.

2.5 The concept closely related to gangstrength is 'Equated Track Kilometre',

which is the metricated form of ‘Equated Track Mile’, evolved as an integral

component of Modified Maflin's Formula. Gangstrength is worked out based

on the prescribed norm – 'Number of men per equated track kilometre'. The

computation of equated track kilometre, as laid down under Modified Maflin's

Formula, remains unaltered till date and Special Committee did not attempt to

amend the same.

2.6 Railway Board vide their letter No.88/CE-I/GNS/1 dt.02.01.1989 constituted a

Committee of Chief Engineers, Director Standards Track/RDSO and

Adviser/Civil Engineering to evolve a new formula for deployment of machine

and manpower for satisfactory maintenance of track for all gauges, i.e. BG,

MG, NG and under varying conditions. In 1995 this Committee submitted the

Report giving recommendations applicable only for double line machine

maintained LWR track on BG. In this Report of the Committee on Machine

and Manpower Deployment for Track Maintenance (CMMDTM) the following

important recommendations were made, as regards gangstrength, in addition

to various other recommendations pertaining to deployment of machines:

(Vol.1) 28

(a) Continuance of Gangstrength Formula in the same format as Special

Committee Formula.

(b) Laying down the values of Traffic Density Factor U beyond 1.4 for

traffic density exceeding 20 GMT per annum and also additional

increments to the value of U for plying BOXN rakes and for running

trains at speeds exceeding 110 km/h.

(c) Reduction of correction factor K (stipulated by the Special Committee)

to 60% of its original value, which will set apart a margin of 40% to

cater for the cost of Mobile Mechanised Unit, to effect some element of

overall savings.

But the Railway Board did not accept this Report. The notings in the files of

Board's office indicate their view that there is need for zero based approach

rather than modifying certain factors which were themselves adopted

arbitrarily while framing Modified Maflin's Formula and Special Committee

Formula.

2.7 Before the Railway Board could finalise their views on the Report of

CMMDTM, the present Committee was constituted vide Rly. Bd's letter

No.95/CE-I/GNS/2 dt.05.01.96 (Annexure A) to modify the Special

Committee's Formula. The notings in the files of Railway Board indicating

their views on the Report of CMMDTM (1995) were made available to the

present committee in Feb.'98 and this event only had enabled the Committee

to firm up their views on the methodology to be adopted for collecting field

data and compiling this report.

2.8 With the terms of reference to rationalise expenditure per ETKM of track,

Railway Board vide letter No.94/CE-1/EDCE(G)/Misc.17 dt.26.08.94

constituted a committee, who submitted their report in Dec.'95. The Report of

the Committee for Rationalisation of Costing Permanentway Activities

(CRCPA) presumes that the recommendations at (a) and (b) of para 2.6

above, made in the Report of CMMDTM, will be accepted by the Board.

Though the concept of costing contained in the Report of CRCPA is found

(Vol.1) 29

generally acceptable to Railway Board (as inferred from the letter at Annexure

H), the same will require further revision following the zero based approach

for gangstrength determination in the lines as recommended in this Report.

This part of the work has to be accomplished through Part-2 of this Report, to

compile which the Railway Board may nominate fresh members for the

Committee.

2.9 SCENARIO OF MANPOWER VERSUS WORKLOAD OF TRACK

MAINTENANCE

Before analysing the compulsions of the present situation which call for

rationalising manpower norms for track maintenance, it is necessary to

examine the statistical data pertaining to the variation of trackmen-strength

and track maintenance workload over a decade in the past.

2.9.1 The following tabular statement brings out the trend of change taking place on

Indian Railways with regard to the staff strength as well as the gross workload

of track maintenance in terms of ETKM:

STAFF STRENGTH FOR TRACK MAINTENANCE,

ETKM AND NUMBER OF TRACKMEN/ETKM OVER THE PERIOD 1987 TO 1999

No. of trackmen

Year

(a)

Gr. C (non-

supervisory) (b)

Gr. D

(c)

Casual Labour

(d)

Total

(e)=b+c+d

ETKM

(f)

No. of trackmen per ETKM

(g) = e/f

1987-88 24202 208696 69196 302094 130168 2.32 1988-89 22024 211527 54050 287601 129411 2.22 1989-90 23199 214348 44084 281631 130408 2.16 1990-91 23877 217352 31725 272954 133001@ 2.05 1991-92 24122 224106 26278 274506 135595 2.02 1992-93 27745 231697 17627 277069 136458 2.03 1993-94 28577 224635 10651 263863 139059 1.89 1994-95 31385 214762 10256 256403 139504 1.84 1995-96 32884 216122 8374 257380 140302 1.83 1996-97 33920 213004 8007 254931 141774* 1.80 1997-98 34367 206445 3506 244318 142424* 1.72 1998-99 34305 211399 675 246379 143327 1.72

(Vol.1) 30

Note: 1. The figures in columns b, c, d and f were extracted from the Booklets ‘Demands for Grants’ compiled by Railway Board and presented to Parliament. These figures are the ‘Actuals’ against the Minor Head 4-200 for the corresponding financial year.

2. * The figures of ETKM pertaining to N.Rly for1996-97 and 1997-98

were incorrect, which have been corrected in this tabular statement.

3. @ There was an error in the value of ETKM given by N.F.Rly in 1990-1991 thereby ETKM was being shown more by about 4000 units in all subsequent years as well. These have been corrected in this tabular statement.

2.9.2 As could be seen from column (f) of the table under para 2.9.1, ETKM has

increased from 1,30,168 in 1987-88 to 1,43,327 in 1998-99. As obvious from

the definition of ETKM, this increase is consequent to three factors:

• Increase of loading density on track

• Increase in length of running line due to new lines and doublings

• More MG routes converted into BG

The details pertaining to these factors are tabulated as follows:

Loading density in GMTKM/km

Year

(a)

BG (b)

MG (c)

Track km

(d)

Length of MG

route converted into BG

(e)

ETKM

(f) 1987-88 12.14 2.94 77671 0 130168 1988-89 12.25 2.90 77845 256 129411 1989-90 12.51 2.99 78319 68 130408 1990-91 12.67 3.01 78607 223 133001 1991-92 13.13 3.12 78969 135 135595 1992-93 13.13 3.19 79200 1351 136458 1993-94 13.19 2.90 79188 1619 139059 1994-95 13.09 2.54 79495 1805 139504 1995-96 13.71 2.36 80441 758 140302 1996-97 13.81 2.32 80754 1364 141774 1997-98 14.15 1.96 80908 847 142424 1998-99 14.09 1.84 81511 693 143327

Over 11 years

Percentage increase of loading density on BG:

16%

Track km added: 3840

Route km converted: 9119

Increase of ETKM:

13159 km: 10.1%

The details in columns b, c, d and e were extracted from ‘Year Book’s published by the Board.

(Vol.1) 31

2.9.3 The following inferences are drawn.

2.9.3.1 By definition, ETKM = LxUx(1+A+B+C), vide details in para 2.1 of Appendix 1.

The Traffic Density factor U increases proportional to GMTKM/km, till it

reaches the value 1.4 for GMTKM/km = 20. For further increase in traffic

density, U remains static at 1.4. But it is technically true that track

deterioration and corresponding maintenance effort grow in linear proportion

to traffic density and therefore limiting the value of U arbitrarily at 1.4 is not

scientifically correct. The stipulation of U=1.4 for traffic density of

GMTKM/km=20 and beyond, originated from Modified Maflin’s Formula and in

those days traffic density of more than 20GMTKM/km was not existing on

Indian Railways. Unfortunately the Special Committee (1979) did not update

the definition of U (and ETKM) for GMTKM/km exceeding 20. Presently with

a number of heavily worked sections on Indian Railways, with traffic density in

the order of 25 to 65 GMTKM/km, the ETKMs corresponding to these sections

remain artificially truncated at a much lower value. Inspite of this situation,

ETKM on Indian Railways has increased by 10.1% in the past 11 years. But

in reality, if the lacuna in the definition of ETKM had been rectified, the

percentage of increase will be much more than 10.1%.

2.9.3.2 Reduction in the number of trackmen from 3,02,094 (1987-88) to 2,46,379

(1998-99) over a period of 11 years amounts to a reduction of 18.44% with

respect to the starting figure. This can be regarded as 1.68% reduction per

year in linear mode or as 1.84% reduction in geometric mode,

that is, 302094 x (100% - 1.84%)11 = 2,46,379

2.9.3.3 The analysis in para 2.9.3.2 is somewhat deficient functionally, since the

increasing workload of track maintenance has not been integrated. Number

of trackmen per ETKM is a more appropriate parameter to serve the purpose.

Reduction in this parameter from 2.32 (1987-88) to 1.72 (1998-99) over a

period of 11 years amounts to a reduction of 25.93% with respected to the

starting figure. This can be regarded as 2.36% reduction per year in linear

mode or 2.69% reduction in geometric mode,

that is, 2.32 x (100% - 2.69%)11 = 1.72

(Vol.1) 32

2.9.4 The above stated reduction in manpower despite increased work load has

been possible obviously due to track modernisation, which includes laying of

stronger track structure and machine packing which is the only best method

for concrete sleepers. Mechanisation of track maintenance has progressed

appreciably mainly due to introduction of on-track tie tamping machines

supported by dynamic track stabilisers and ballast regulators. But these

supporting machines are not available in adequate numbers compatible to the

number of tie-tampers, on Indian Railways, as could be seen from the details

given in the tabular statement under para 2.9.5. This table further indicates

that the population of other machines such as shoulder ballast cleaners, etc is

dismally poor, for the size of Indian Railways.

2.9.5 The track machines require exclusive manpower for operation, supervision

and also for the repair and maintenance of the machines themselves.

Therefore it would be appropriate to get a clear picture of the number of staff

associated with the machines, to make sure that the economy achieved by

machines is not significantly offset by the staff strength for machines. The

relevant details are tabulated as follows:

STAFF STRENGTH FOR OPERATION, REPAIRS AND MAINTENANCE OF TRACK MACHINES

ON INDIAN RAILWAYS AS ON 01.01.2000

S. No.

(a)

Type of machine

(b)

Number of machines

(c)

No. of men per machine for operation

(d)

Weight-age factor

(e)

No. of effective machines

(f) (c x e)

No. of staff for repair,

maintenance and supervision

(g) (7.125 x f)

No. of staff for

operation

(h) (c x d)

Total No. of men

(i) (g+ h)

1 TTM 92 8 1 92 655 736 1391 2 UNIMAT 42 9 1 42 299 378 677

3 DTS 20 6 1 20 143 120 263 4 BRM 22 7 0.8 18 125 154 279

5 RGM 1 7 1 1 7 7 14 6 SEM 8 8 1 8 57 64 121

7 P&C BCM 2 10 3 6 43 20 63 8 SBC 15 10 1 15 107 150 257

Total 1436 1629 3065

(Vol.1) 33

Note:1. Information on machine holding has been taken from Railway Board’s Progress Report of January 2000.

2. Each supervisory unit consists of 2 field units i.e. 4 machines and 8 employees.

3. Each Repair & Maintenance unit employs 41 men and handles 4 field units i.e. 8 TTMs. Each TTM therefore needs 8/4 + 41/8 = 7.125 men in supervisory and R&M units taken together.

4. Operating staff are provided as per the norms fixed by Railway Board. 5. Ballast cleaning machines are not considered in the above analysis,

because the deep screening work is taken up by contract and does not influence the gang strength.

6. T-28, TRT and PQRS machines are also not considered, because renewals of points & crossings or CTR/TSR etc. are being done through contract and are not a part of the work of maintenance gangs.

Thus it would be seen that only 3065 men constitute the mechanisation

workforce and this number is already included in 2,46,379 trackmen (1998-99).

The percentage of machine staff strength is only 1.24% with respect to

2,46,379 and is 5.50% with respect to 55,715 which is the reduction in number

of trackmen over 11 years.

2.9.6 As on 01.04.1999, the track kilometrage (including mainlines and yard lines) is

85,429 km on BG, 19,158 km on MG and 3,826 km on NG. Out of this only

40,287 km of BG track has come under machine packing till 01.04.2000.

Therefore 45,142 km on BG and entire MG and NG systems, totalling to

68,126 km of track is manually packed. Even in machine packed lengths,

large number of activities are carried out only manually, to quote principally

‘shallow screening’ which is highly labour intensive. Since substantial length

of MG routes will continue to exist for year to come, one may wonder whether

MG tie tamping machines can be introduced on a large scale, but judiciously.

2.9.7 The facts and figures highlighted in para 2.9.3 to 2.9.6 prove that the

Engineering Department is proceeding in the right direction and there is ample

scope for optimising manpower by progressively mechanising the

maintenance.

2.9.8 However, the engineers feel as though a dead end has been reached and

they are puzzled as to how to meet the manpower requirement for additional

assets being added every year, duly controlling the staff cost optimally. They

(Vol.1) 34

look for precise guidelines for manning norms, which should be flexible by

themselves, to adapt according to the stages of future modernisation.

2.10 WHY THE SPECIAL COMMITTEE FORMULA NEEDS REPLACEMENT

It is necessary to fully appreciate the present situation which has called for the

need to replace Special Committee Formula.

2.10.1 There is a short-coming in the recommendation of the Special Committee,

which was not considered as a shortcoming at the time of compilation of their

Report. The gangstrength worked out by the formula was meant to carry out

12 activities listed in their Report and freedom was given to the Zonal

Railways to engage casual labour to carry out more than 16 activities, which

were also listed in the Report. Depending on the affordability of individual

Railways, rather than based on real analysis of needs, casual labourers were

engaged to supplement the permanent gangstrength as laid down by the

Special Committee Formula. This had resulted in loss of uniformity of overall

manpower per ETKM among the Railways, apart from substantial increase of

financial burden in the process of giving permanency to the casual labourers

which was necessitated due to the post 1980 social changes. Thus the aim of

bringing about standardisation of manpower utilisation and realisation of

economy could not be achieved. Appendix 2 shows wide variation of number

of trackmen/ETKM among the Zonal Railways.

2.10.2 ETKM is the transformed physical length of track to represent work-load-

measure by attributing certain weightages to the parameters which control

maintenance requirements such as traffic density, type of formation, annual

rainfall and extent of curvature of track. ETKM was originally evolved so as to

provide a linear relation to gangstrength. Subsequently the same was also

adopted as Performance Unit for monitoring expenditure on track

maintenance. However, as indicated in Appendix 2, maintenance cost per

ETKM is found varying widely among Zonal Railways.

(Vol.1) 35

2.10.3 The reasons as to why manpower per ETKM is varying among Zonal

Railways are given as follows:

2.10.3.1 One ETKM on BG calls for 1.47 men, whereas one ETKM on MG calls for

1.21 men. In a unit comprising of both BG and MG, the practice of merely

summing up ETKMs of both gauges is prevalent for a long time. This

procedure itself is wrong. ETKM of MG should be multiplied by 1.21/1.47, i.e.,

0.82, before it is added to ETKM of BG, if the intention is to compare different

railways with varying proportions of BG and MG. It is interesting to note that

this lacuna was absent in Maflin's Formula of 1931. (Refer para 1.1 of

Appendix 1)

2.10.3.2 As and when modernisation of track structure and maintenance method is

implemented in a stretch of track, gangstrength for that portion is reduced in

accordance with the correction factor K stipulated by the Special Committee.

But the ETKM remains unchanged, since K is external to ETKM. Therefore,

Manpower (computed as per Special Committee's Formula) per ETKM goes

on reducing as modernisation proceeds. Thus different railways/units with

varying modernisation cannot be compared, as regards manpower per ETKM.

2.10.3.3 The number of casual labourers engaged for those activities which were not

assigned to permanent gangstrength had no relation to ETKM and have now

become permanent under decasualisation steps taken from time to time.

2.10.4 The reasons for incoherent relation between cost of maintenance and ETKM,

as seen while comparing different railways/units, are as follows:

2.10.4.1 Manpower cost is the principal constituent of total maintenance cost.

Therefore, the same reasons as given in paras 2.10.3.1, 2.10.3.2 and 2.10.3.3

are valid.

2.10.4.2 The cost of renewals in a given stretch of track in a year depends on the age

of track, type of track structure, proneness to corrosion, etc. These factors do

not figure in computing the ETKM.

(Vol.1) 36

2.10.4.3 ETKM incorporates equivalent length of turnout, diamond, trap, etc. But

certain other track locations such as SEJs, level crossings, bridge

approaches, requiring additional maintenance efforts have not been

incorporated in the present definition of ETKM.

2.10.4.4 Cost of various inspections, regular patrolling, sporadic security patrolling and

repair works for bridge structures undertaken by PWIs (IOWs on some

railways) do not reflect in ETKM.

2.10.4.5 The cost incurred in renewal of track components per km (or per ETKM)

varies widely among the Zonal Railways depending on the traditionally

evolved norms and practices. Some Zonal Railways have been getting more

allotment on historical reasons and this trend continues in the absence of zero

based approach. Such railways tend to be more liberal than the other

railways in carrying out renewal and replenishing ballast. The charging of the

cost of ballast inserted whether to Revenue or to DRF is locally decided

depending on availability of funds at the time of allocation under various

heads of account/sanctioned works. Through renewal of items like

rubberpads, liner, etc. is carried out sometimes under Revenue and

sometimes under DRF. In other words, there is considerable overlap between

revenue maintenance and depreciation renewal. Thus the actual expenditure

booked under Demand No.4 – Minor head 200 gets vitiated among the Zonal

Railways and from time to time on the same railway.

2.11 OTHER MANAGEMENT PROBLEMS REQUIRING SOLUTION

In the field of man management associated with track maintenance, many

problems have arisen:

2.11.1 Decasualisation of labour had become inevitable due to judicial decisions and

for giving social security to men engaged. The justification for decasualisation

has widely varied among various units/zones and it is feared that some

redundancy might have crept in. While implementing sound manpower

planning, the continuance of decasualised posts is questioned repeatedly and

this has caused anxiety and sense of insecurity among workers. (Annexure A)

(Vol.1) 37

2.11.2 Engagement of safaiwalas to assist gangmen to clean the filth on track in

thickly populated areas has become necessary. But a clear policy decision is

absent in this respect. (Annexure F)

2.11.3 Monsoon patrolling, watching of vulnerable locations and security patrolling

are forming sizable workload for gangs. But the gangstrength as per Special

Committee Formula does not have provision for the same. Need has arisen

to examine as to whether these works can be entrusted to outside

agencies and whether such a step may not lead to legal complications.

(Annexure G & I).

2.11.4 Due to fast urbanisation of rural areas, gangmen are not able to perform

arduous duties as in the past. Ageing has caused serious effect on their

physical ability. Need has arisen to examine this aspect and also to find

alternative jobs for incapacitated men. (Annexure J)

2.11.5 In order to limit manpower on our payroll, it has become necessary to identify

some activities which may be executed through contract and this is an issue

affecting industrial relations within the organisation. (Annexure K)

2.11.6 Absenteeism among gangmen has become rampant, as much as 60% in

some P.Way sections.

2.11.7 Whereas mechanisation is being increasingly adopted, the educational profile

of gang staff remains to be deficient.

2.12 With these scenario as backdrop, the Railway Board have constituted the

Committee on Manpower and Cost Norms for Track Maintenance, to ensure

judicious assignment of workload to gangstaff, uniformity of manpower

provision among various units commensurate with workload, optimisation of

manpower, improvement of work culture, uniform degree of track

maintenance and equitable allotment of funds among units/railways.

(Vol.1) 38

3. IDENTIFICATION AND CLASSIFICATION OF ACTIVITIES 3.1 INTRODUCTION

3.1.1 The Special Committee arrived at the manpower factor of 1.47 for BG and

1.21 for MG/NG, by computing the mandays required in a year per km

adopting certain norms of output per manday for the main activities involved in

track maintenance. (Refer para 3.1(a) of Appendix 2). In Annexure IV of the

Special Committee's Report, the norms/yardsticks for the principal activities of

track maintenance, as arrived at by five different agencies, have been

tabulated and these have been found to be more or less uniform and taken as

acceptable in the light of the experience of the members of the Special

Committee, as mentioned in paras 3.2 and 3.2.1 of the report, where it is also

stated, "No field studies were conducted by this Committee for arriving at the

norms".

3.1.2 After interacting with field engineers from seven zonal railways, the MCNTM

Committee found that these yardsticks are still valid for most of the track

maintenance activities with reference to conventional track under manual

maintenance. As on 01.04.1999, the track kilometrage (including mainlines

and yard lines) is 85,429 km on BG, 19,158 km on MG and 3,826 km on NG.

Out of this only 40,287 km of BG track has come under machine packing till

01.04.2000. Therefore 45,142 km on BG and entire MG and NG systems,

totalling to 68,126 km of track is manually packed. Therefore the Committee

is of the opinion that even in future on the stretches of manually packed track,

the Special Committee Formula can be continued to be applied but duly

modifying the same, with provisions to cover certain variables left out, as will

be discussed in paras 4.3, 4.4 and 4.5.

3.1.3 The Special Committee Formula stipulates adoption of the manpower factor

(evolved for conventional track) multiplied by the arbitrarily prescribed

Correction Factor K for being applied to modern track. This concept raises

the following doubts:

(Vol.1) 39

• Operations involved for the maintenance of modern track are entirely

different from those for conventional track. Is the manpower factor

(1.47 or 1.21) valid for being modified by multiplying with an arbitrary

Correction Factor K, for computing manpower requirement for

modernised track under mechanised maintenance?

• As the traffic density increases, Traffic Density Factor U increases

correspondingly. Though U moves up step-by-step, the mid-zone

variation is linear. (Graph-6 may be seen). For manual maintenance,

manpower requirement may increase linearly in order to keep up the

same standard of track. But if a major part of track deterioration can be

rectified by deployment of tie tamping machine and other machines as

required, is there a need to increase the manpower input in the same

proportion as traffic density?

3.1.4 To clear these doubts, it is inescapable to resort to zero based analysis,

supported by field data on the practicable norms for the activities required for

modern track, as well as conventional track.

3.1.5 Therefore MCNTM Committee decided that the first and foremost step is to

list out all the activities involved in track maintenance and to classify them

logically under certain categories. The second step is to obtain data on

feasible and judicious yardstick for each elementary activity, to relate the

quantum of output to the mandays required.

3.1.6 NFIR and AIRF have taken pains to make complete lists of actvities of track

maintenance in their letters addressed to the Committee (Annexures N & O).

These were first taken into consideration by the Committee.

3.1.7 The interaction with the field officers of seven zonal railways gave a thorough

insight of the ‘Subactivities’ of track maintenance and their categorisation

under main ‘Activities’, in conjunction with tracks of both types, namely

machine packed and manually packed.

(Vol.1) 40

3.2 IDENTIFICATION OF THE TYPES OF TRACK, FOR ANALYSIS OF ACTIVITIES

3.2.1 As experienced by the field engineers and as supported by the field data

brought by them, it is seen that under machine packing the difference in

performance between PRC and other types of sleepers is not very significant.

Moreover all machine packed sections are mostly laid with PRC sleepers.

Therefore the Committee decided that for the catergorisation of subactivities

under main activities of track maintenance, track may be considered only

under two headings, ‘Machine Packed’ and ‘Manually Packed’, irrespective of

the type of sleepers laid.

3.2.2 Likewise, as experienced by the field engineers and as supported by the field

data brought by them, packing need for SWR or LWR track is not much

different from that for non-welded track, which is contrary to theoretical

expectations. This situation exists because,

• Large number of rail-welds have geometrical defects in top table level

and/or gauge face alignment and the sleepers at these locations require

packing often.

• Switch expansion joints (SEJs) in LWR track require frequent attention,

due to inherent deficiency in design. (A few accidents of serious nature

have taken place due to breakage of SEJs).

• Repair welding works are carried out, following failures/cracks taking place

at welds or in parent rails. Excessive thermal stresses in LWRs cause

incidence of such failures at a larger rate than in non-welded rails.

• Repair welding works are carried out often, even before weld

failures/cracks take place, in the interest of safety, to eliminate welds with

metallurgical or geometrical defects.

• Destressing of LWR panels periodically is an extra activity.

Due to these reasons, manpower requirement for attending to defects arising

due to intensity of traffic is the same, irrespective of the track having LWR,

SWR or fish-plated rails, under the present conditions, eventhough the nature

of activities may be different. Realising the problems arising due to rail-welds

of poor quality and deficiency in the designs of SEJ, steps have been

(Vol.1) 41

undertaken to improve the quality of welds and SEJs through technologically

superior inputs. In this context, it is relevant to refer Para 15 of Summary of

Recommendations in Part I of ‘Report of the Railway Safety Review

Committee, 1998’, wherein Railway Board have been asked to improve the

technology of alumino thermic welding to international level within a time span

of one year. MCNTM Committee recommends that the effort to improve rail

welds should receive adequate thrust and that a review should be made after

5 years from now, so as to reduce maintenance efforts and manpower

requirement thereof for SWR/LWR track. Therefore the Committee decided

that the track need not be classified, for the present, based on LWR or SWR

or fish-plated, for evolving manpower requirement.

3.2.3 During interaction with field engineers, it was revealed that the factors

governing maintenance activities and the consequent manpower requirement

are significantly different between non-suburban mainlines (machine packed)

and suburban main lines (machine packed), even though the list of

maintenance subactivities are more or less common for these two types of

lines. Therefore the Committee decided to classify exclusively ‘High Density

Suburban Track’ (the term to be defined in Chapter 5), for the purpose of

categorising subactivities of track maintenance in a different way as compared

to non-suburban track.

3.2.4 Summing up the contents of paras 3.2.1 to 3.2.3, the Committee decided that

the activities of track maintenance will be separately identified for three types

of track, namely,

• Machine packed non-suburban track

• Manually packed non-suburban track

• Machine packed high density suburban track

3.3 IDENTIFICATION OF ACTIVITIES OF TRACK MAINTENANCE

3.3.1 The Committee considered the practices of letting out on contract some of the

maintenance activities as adopted on various zonal railways and on Konkan

(Vol.1) 42

Railway. Contents of Railway Board’s letters No.87/W6/TK/12 dt. 08.88

(Annexure L) and No.97/E/MPP/1/9 dt.13.10.97 (Annexure M) on this subject

were also considered. Accordingly, the Committee have identified activities

which can be contracted out or which have to be appropriately performed by

other departments, who may in turn get those works done through contract

system if necessary. These are brought out in para 8.10, giving a list of 20

activities, which do not call for any gangstrength requirement. After taking into

account such off-loading, the Activities category-wise to be performed by track

maintenance work force were identified.

3.3.2 The Committee decided that for any of the three types of tracks mentioned in

para 3.2.4, the activities of track maintenance will be catergorised as follows:

3.3.2.1 PRIMARY MAINTENANCE ACTIVITIES : These are directly related to P.Way

maintenance, needing manpower based on continuous length of track, further

classified as follows:

• Activities T (Affected by Traffic density): These are aimed at achieving

safety and acceptable running quality, commensurate with the loads and

speeds carried.

• Activities R (Routine: Unaffected by traffic density): These are for

maintaining track, formation and other integrated assets, which are of

routine nature, but quite important for train operation and for achieving

reliability and long life of assets.

3.3.2.2 AUXILIARY MAINTENANCE ACTIVITIES : These are related to upkeep of

P.Way section as a whole, needing manpower based on localised problems,

special features and geographical nature of P.Way section, further classified

as follows:

• Activities M (Miscellaneous): For these activities, the quantum of work

arising in the P.Way section can be assessed on a universally adoptable

basis and the yardstick relating mandays requirement to output is

rationally stipulated for each subactivity.

(Vol.1) 43

• Activities S (Site-specific): For these activities, the quantum of work

arising varies from location to location depending on site-specific features

of the P.Way section and the yardstick is stipulated generally based on

past experience.

Each of the Activity T, R, M & S may be further broken down into ‘sub-

activities’.

3.3.3 Sub-activities under each Activity

3.3.3.1 As regards Activity T and R, the subactivities will be as follows, for the three

types of tracks:





T.3 Casual Renewal of a. Rails b. Sleepers c. Fasteners (along with regauging)

T.4 Repair Welding ACTIVITY R UNAFFECTED BY TRAFFIC DENSITY Machine packed track (non-suburban) R.1 Lubrication of ERCs R.2 Shallow Screening (1/5 length) R.3 Loading, leading, unloading R.4 Overhauling of level crossing R.5 Watching caution spots & Miscellaneous R.6 Tree cutting for visibility R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal
















T.4 Repair welding



(Vol.1) 44

The reasons for grouping subactivities in different ways under the Activities T,

R & L for different types of track will be brought out in Chapters 4 and 5.

3.3.3.2 As regards Activity M, the subactivities will be as follows and these are

common for any of the three types of track.

M.1 Monsoon patrolling

M.2 Hot weather patrolling for LWR track

M.3 Cold weather patrolling for LWR track

M.4 Watching of vulnerable locations

M.5 Gate keeping at Engineering level crossings


M.7 Waterman duty (to serve the gang)

M.8 Store watchman duty (at isolated locations of P.Way material store)

3.3.3.3 As regards Activity S, the subactivities will be as follows and these are

common for any of the three types of track.

S.1 Tunnel maintenance


S.3 Long girder bridge maintenance

S.4 Extra workload due to very sharp curves, deep cuttings and steep

gradients.

S.5 Maintenance of track on extremely bad formation.

S.6 Look-out man duty (for the safety of gang)

S.7 Fog signal man duty (to assist Traffic Department)

S.8 Filth removal from track (within city limits)


S.10 Watching of water level in suburban section (mostly in Mumbai area)

during monsoon and stopping of trains as soon as found necessary.

3.3.4 All these Activities (mentioned in paras 3.3.2) can be remembered as

T–R–M–S. The intention of the Committee is to find norms for manpower for

(Vol.1) 45

each of the sub-activities of these four Activities. Chapters 4, 5 and 6 deal in

detail the evolving of the “Rational Formulae” for manpower requirement for

Activities T, R, M and S, based on the norms fixed for the individual sub-

activities following inter-action with field staff, scrutiny of earlier reports and

application of the experience of the technical members of the Committee.

(Vol.1) 46

4. EVOLVING OF NORMS FOR MANPOWER REQUIREMENT FOR

ACTIVITIES T AND R (NON-SUBURBAN SECTIONS)

4.1 INTRODUCTION

4.1.1 Unit chosen for manpower

The nature of maintenance activities required for track undergoes change

week after week. If the track engineer does not exercise control, the

manpower requirement per week will fluctuate quite abruptly. He should

choose and carryout one or more activities on day-to-day basis, so that the

available manpower is optimally utilised on all days. During interaction with

the Supervisors and Engineers, the Committee found that they are fully aware

of the resource-levelling as regards manpower. For example, when monsoon

patrolling is being carried out, they regulate other activities. They are

concerned about ‘Mandays’ as the quantum of labour resource. Therefore the

Committee decided that manpower requirement for the various sub-activities

under Activities T, R, M & S should be computed in terms of mandays and the

norms prescribed should yield the result in mandays per annum. This will be

a more precise unit than Manpower Factor, as used in the existing Special

Committee Formula, namely 1.47 for BG and 1.21 for MG.

4.1.1 Name for the formulae evolved – “The Rational Formulae”

In the past, gangstrength formulae had names such as, Maflin’s Formula,

Modified/Revised Maflin’s Formula (some times as Lobo Committee Formula)

and Special Committee Formula. The original terms of reference to MCNTM

Committee is to modify Special Committee Formula. Instead of going in for

long name ‘Modified Special committee Formulae’ for the formulae evolved by

MCNTM Committee, it was decided that the new name will be “Rational

Formulae”. The name conveys fully that the formulae have been evolved on

rational basis.

(Vol.1) 47

4.2 STUDY ON NON-SUBURBAN MAIN LINE, MACHINE PACKED (BG)

4.2.1 Details of field study and tabulation of data

4.2.1.1 The Committee interacted with Junior Engineers, Section Engineers,

Assistant Engineers and Divisional Engineers on six Zonal Railways, namely,

Northern, Southern, Western, South Eastern, Eastern and South Central

(given in the chronological order of the meetings). 14 non-suburban sections

on BG were studied in detail, by collecting information on the norms for

mandays requirement for each subactivity of track maintenance, as in vogue

on these sections. The yardsticks suggested by NFIR and AIRF in their

letters addressed to the Committee (Annexures N and O) were also examined

in detail and compared with what is practised in the field, not only for machine

packed track but also for manually packed track, on non-suburban and

suburban lines and on BG, MG & NG.

4.2.1.2 The heading details of Tables 1 to 14 give the locations of the sections

studied, traffic density, track particulars etc. The format of Tables 1 to 14 has

provision to record mandays requirement for subactivities under Activities T

and R as identified in para 3.3.3.1. In addition, there are also provisions for

recording manpower details for the following activities/subactivities:

a) Activity L: This comprises of 4 subactivities, namely, boxing of ballast

(periodical work to ensure lateral strength for LWR track), destressing, hot

weather patrolling and cold weather patrolling. The Committee collected data

on these four subactivities in the initial stages. But later on, based on the

information collected and deliberations, the Committee decided to drop the

Activity L while unifying the activities and subactivities to evolve norms in the

final shape. Hot and cold weather patrolling were shifted to Activity M, so that

in low temperature variation zones, engineers can decide as to whether or not

to carry out LWR patrol. Boxing of ballast and destressing were dropped,

because these subactivities can be managed by utilising the labour saved in

LWR track due to absence of fish plated joints, inspite of what has been

explained in para 3.2.2, since the manpower requirement for these two

subactivities is not significant.

(Vol.1) 48

b) USFD testing : This was initially considered as a subactivity, since some

zonal railways were deputing gangmen to assist USFD team. Later on, it was

realised that most of the zonal railways had exclusive Group D staff for this

purpose. Hence this subactivity was finally dropped while unifying the

activities.

c) Painting of weld collars: Some zonal railways were utilising gangmen for

this work. Subsequently the Committee decided that this can be executed

through contract. Hence this subactivity was dropped while unifying the

activities.

4.2.1.3 All the fourteen sections studied are machine packed. However Track

structure varied widely from 52kg/60kg LWR on PRC sleepers to 52kg/90R

SWR/Free rails on ST sleepers. However, majority of track had PRC

sleepers. The traffic density varied from 12.5 GMT to 68 GMT. Single line

section with 48 GMT on KK line with curves of 6.5o

to 8o over 59% of length

was also included.

4.2.1.4 The track engineers had been asked to come prepared for interaction with the

Committee, along with their records of manpower utilisation, manpower lost

due to leave, sickness and absenteeism, etc. No attempt was made to give

them any proforma in advance, apprehending that this will encourage a

tendency to project unrealistic details. By cross questioning in person, real

picture was obtained as far as possible. Cordial atmosphere prevailed for

enabling free flow of information and arguments. Some Track Engineers

admitted that certain annual tasks could not be completed on account of

absenteeism; but they were clear in expressing the norm/yardstick for sub-

activities. The mandays requirement recorded in Tables 1 to 14 indicate the

requirement, but not necessarily the actual availability.

4.2.1.5 Most of the information recorded during interaction were condensed in

Tables 1 to 14. Information which could not be accommodated in the tables,

finds place in Appendix 3, which is a narration of the discussions with Track

Engineers.

(Vol.1) 49

4.2.1.6 The Committee did not find it necessary to collect detailed information on

Activities M and S; but the yardsticks and practices in vogue were generally

noted, though not recorded in any tabular form. Since the manpower

requirement for Activities M and S will vary from section to section depending

on the specific local features, no purpose would have been served by

tabulating data on Activities M and S and by comparing them.

4.2.2 Having tabulated the data for Activities T, R and L in Tables 1 to 14, the

mandays requirement per annum were computed. Table 15 gives an abstract

of all the figures pertaining to 14 sections. Table 16 gives the analysis of the

results.

4.2.3 The Committee, with the intention to avoid long discussions in the main

report, have incorporated remarks and footnotes in Tables 1 to14 and Table

16. A close study of the figures in Tables 1 to 16 is necessary to appreciate

the divergent scenario, but still with certain uniform features. If the distorted

figures are given less weightage, a clear picture emerges out as explained

further.

4.2.4 The plot of Mandays requirement for Activity T (affected by Traffic density) Vs

GMT is at Graph 1. The foot notes may be seen. The regression analysis

yields the result.

Mandays/yr for Activity T = 80 + 2.3 GMT

4.2.5 As regards Activity R (Routine – Unaffected by Traffic density), the plot of

Mandays Vs GMT may be seen at Graph 2, along with the footnote. The

mandays requirement per annum has been reckoned as 196.

4.2.6 As regards Activity L (exclusively for LWR), the plot of Mandays Vs GMT may

be seen at Graph 3. There is too much of scatter, since some of the Section-

in-charges had projected unrealistic requirement. Anyway, Activity L was

ultimately dropped due to reasons explained in para 4.2.1.2(a).

(Vol.1) 50

4.2.7 As regards Total mandays requirement for Activities (T+R+L) Vs GMT,

Graph 4 may be seen. There is too much of scatter. The Committee is

however satisfied that when the manpower for Activities T and R were

individually segregated and analysed, useful result has been obtained.

4.2.8 Graph 5 gives the proportion of manpower requirement for Activity T to that

for Activity R, plotted for different sections. Manpower requirement is

dependant on work-culture and may vary from location to location. If the

same work-culture governs Activity T and R in each location, it was expected

that a linear trend will be obtained with increasing GMT. But the results

actually obtained do not lead the Committee to any conclusion.

4.2.9 In order to validate the mandays requirement for the activities T and R as

derived by the analysis, a tabular statement namely Table P, was prepared for

a section with 20 GMT. Judicious values of norms for the individual sub-

activities were adopted based on the analysis of Tables 1 to 14.

4.2.9.1 In Table P, the total of mandays for Activity T works out to 126, which tallies

with the norm 80 + 2.3 GMT.

4.2.9.2 In Table P, the following changes have been made with respect to the format

of Tables 1 to 14:

• Subactivity R.2: The periodicity of shallow screening has been changed

as 5 years instead of 3 years. This is because, after the steam traction

vanishing, contamination of top layers of ballast by ash has reduced.

• Subactivity R.4: The average spacing of level crossings has been adopted

as 1.5km instead of 2km. This is because, on Indian Railways, there are

40,329 level crossing over 62,809 route kilometre, (refer Year Book 1998-

99) giving an average spacing of 1.5km.

• Activity L and Subactivities ‘USFD testing’ & ‘Painting of weld collars’ have

been dropped as already explained in para 4.2.1.2.

From Graph 2 it is seen that the reasonable value of mandays requirement for

Activity R is 196. But this is based on the data over 14 sections assuming 3

(Vol.1) 51

years periodicity for shallow screening. By changing this as 5 years, mandays

saved will be

1660/(6x3) – 1660/(6x5) = 37

Therefore the reasonable value of 196 should be changed as 196 - 37=159.

Accordingly 159 mandays have been judicially distributed among subactivities

R.1 to R.12 in Table P, as per acceptable individual yardsticks.

4.2.10 To sum up, the Rational Formulae for machine packed mainline are:

Mandays/yr, for Activity T = 80 + 2.3 GMT Mandays/yr, for Activity R = 159 Mandays/yr for Activities T and R = 239 + 2.3 GMT

4.3 STUDY ON NON-SUBURBAN MAIN LINE: MANUALLY PACKED (BG)

4.3.1 Having arrived at the norm for manpower for Activities T and R in machine

packed section in the linear form, namely '239 + 2.3GMT', an attempt was

made to evolve a similar form for manually packed section. This is possible

as could be seen on the plotting for BG on Graph 6.

4.3.2 The Special Committee Formula is based on well evolved yardsticks for the

sub-activities, as already explained in para 3.1.1, for manually maintained

track. Therefore this formula should be valid for Activities T and R put

together, since the sub-activities of T and R are more or less the same as

those indicated in Special Committee's Report reproduced in para 3.1(a) of

Appendix 1. Referring Graph 6, the step-by-step variation of U with respect to

GMT (which is really illogical) has been substituted by a mid-zone linear

variation, yielding U=1.4 for GMT = 22.5 and U = 1.0 for GMT = 2.5. Thus U

is governed by the linear formula U = 0.95 + 0.02GMT.

Mandays/yr = 0.95 x M x 295 x U where M is the manpower factor 1.47 and

295 is the number of working days in a year as per Special Committee

formula.

(Vol.1) 52

Thus, Mandays/yr = 0.95 x 1.47 x 295 x (0.95+0.02GMT) = 391+8.24GMT (for

Activities T and R combined)

4.3.3 As an attempt to validate the mandays requirement for Activities T and R as

derived from the above expression, tabular statements were prepared for

sections with 2.5 GMT and 22.5 GMT as shown in Tables P1 and P2

respectively. Judicious norms for the individual sub-activities were adopted

based on the analysis of Tables 1 to 14, also adopting the norms for the

principal sub-activities given in Special Committee's Report and also

supported by the experience of the technical members of the Committee.

It is seen that mandays/year for Activity R = 168, from Tables P1 and P2.

Total mandays/year for 2.5 GMT and 22.5 GMT sections also tally with figures

412 and 577, as yielded by the expression 391+8.24GMT.

Mandays/yr for Activity T = (391-168)+8.24GMT

= 223+8.24GMT

Mandays/yr for Activity R = 168

4.3.4 The Rational Formulae arrived at, as in paras 4.2.10 and 4.3.3 are

reproduced:

For machine packed track, Mandays/yr./km = 303 + 2.3 GMT For manually packed track, Mandays/yr./km = 391 + 8.24 GMT Comparison of these two expressions, clearly brings out the advantage of

mechanised maintenance. Manpower variation per GMT is 2.3 for machine

packed track compared to 8.24 for manually packed track, apart from the fact

that the constant component of the formula is also less in the first case.

4.3.4.1 The economy achieved with respect to manpower and maintenance cost per

kilometre, by applying the Rational Formulae to manually packed and

machine packed tracks, has been dealt in para 4.12, supported by

calculations at Appendix 5.

(Vol.1) 53

4.3.4.2 It would be also of interest to compare the Rational Formulae for machine

packed track with the Special Committee Formula applying correction factors

K. Appendix 6 gives such an evaluation.

4.4 STUDY ON NON-SUBURBAN MAIN LINE: MANUALLY PACKED (MG)

4.4.1 A similar exercise was carried out for MG also, as self explained in Graph 6.

Two sections with GMT = 7.5 (U = 1.15) and GMT = 2.5 (U = 0.95) were taken

and the expressions derived are

U = 0.85 + 0.04 GMT

Mandays/yr. = 0.95 x 1.21 x 295 x (0.85 + 0.04 GMT)

= 288+13.56 GMT (For Activities T and R combined)

Tables Q1 and Q2 are validating this expression for the two sections with

GMT = 2.5 and GMT = 7.5 respectively.

It is seen that mandays for Activity R = 128, from Tables Q1 and Q2. Total

mandays/yr for the two sections also tally with the figures 322 and 390 as

yielded by the expression 288 + 13.56GMT.

Mandays/yr for Activity T = (288 – 128) + 13.56 GMT

= 160 + 13.56 GMT


4.5 STUDY ON MANUALLY PACKED NG MAIN LINE

4.5.1 As per Special Committee Formula, the value of U has been prescribed as

0.8 for sections with daily train density of more than 10 and as 0.6 for less

train service. As per the details obtained from W.Rly, Dabhoi – Miagaon

section carries 0.4 GMT with 10 trains/day and Samni – Dahaj section carries

(Vol.1) 54

0.04 GMT with 2 trains/day. Therefore U = 0.8 for GMT = 0.4 and U = 0.6 for

GMT = 0.04. We get the relation U = 0.578 + 0.556 GMT.

Mandays/annum = 0.95 x 1.21 x 295 (0.578 + 0.556GMT)

= 196 + 188GMT ( for Activities T and R combined)

For section with GMT = 0.4, mandays/yr = 271, which can be split as 180 and

91 for Activities T and R respectively. (Table R1)

For section with GMT = 0.04, mandays/yr = 203, which can be split as 112

and 91 for Activities T and R respectively. (Table R2)

Mandays/yr for Activity T = (196 – 91) + 188 GMT

= 105 + 188GMT subject to a maximum value

of 180 which corresponds to GMT=0.4. This upper limit has been imposed,

because for NG maximum value of U is 0.8 as per Special Committee

Formula and this limit is not exceeded in actual practice also.


4.6 STUDY REGARDING ENHANCING OF MANPOWER FOR BAD

FORMATION, CURVED ALIGNMENT AND RAINFALL

The Committee Members are of the opinion that the proven practice of

enhancing of manpower as per factor (1+A+B+C) given in the Special

Committee's Formula should continue, based on their own experience and on

what has been expressed by majority of the field engineers. Some of the field

engineers pleaded for increasing the values of these factors. However the

Committee Members are of the opinion that these factors need not be

increased and that the factor (1+A+B+C) should be applied to the manpower

requirement for Activities T only, since the related sub-activities only are

affected due to features such as bad formation, sharper curvature and

excessive rainfall. In case these features pose extraordinary maintenance

problems in certain specific stretches, the manpower requirement can be

assessed under subactivities S.4 and S.5. (Refer Para 3.3.3.3)

(Vol.1) 55

4.6.1 Formation Factor A

The Special Committee Formula of adopting A = 0.1 and A = 0.2 for bad and

very bad soil respectively may continue. If there are banks necessitating

more than 20% extra input, remedial measures should be carried out on

priority.

4.6.2 Alignment Factor B

As per Special Committee Formula, the value of this factor assumes a sudden

jump of 0 to 0.25 for 1.5o curve on BG, 3

o curve on MG and 5

o curve on NG,

which is not logical. As gathered from track engineers, maintenance effort

increases right from 1o curve on BG, 2

o curve on MG and 3

o curve on NG.

Therefore it is reasonable to adopt the following values for B:

BG: B = 0 upto 1

o curve, increasing from 0 to 0.25 linearly as curvature

increases from 1o to 2

o and thereafter constant at 0.25.

MG: B = 0 upto 2




NG: B = 0 upto 3




The recommended changes are represented in Graph 7. From this it would

be seen that the overall effect of these proposed changes on manpower will

be negligible, however leading to rational distribution of manpower.

4.6.3 Rainfall Factor C

This factor in Special Committee Formula is 0 upto annual rainfall just short of

200cm and suddenly assumes a value of 0.1 for annual rainfall of 200cm.

The factor then gradually increases to 0.2 at a rainfall of 300cm. For rainfall

of more than 300cm, C remains constant at 0.2. Annual rainfall of 200cm

(Vol.1) 56

itself is considered heavy to create track problems. A sudden jump in the

value of C from 0 to 0.1 at 200cm rainfall is not logical. The Committee

recommends that value of C should start from 0 at 150cm annual rainfall,

increase linearly to 0.2 for rainfall of 300cm and thereafter remain constant.

The shape of the proposed variation of C, as could be pictorially seen in

Graph 8, has been so decided that the manpower gets distributed more

rationally, without overall increase.

4.7 STUDY ON RUNNING YARD LINES

4.7.1 According to Special Committee's Formula, run-through line of yard is treated

in par with mainline, duly applying the factors U, A, B and C. The actual

quantum of freight traffic passing on run-through loop will be only a fraction of

the traffic in the section. Moreover the trains enter run-through loops at

restricted speed. Therefore the Committee feel that none of the factors U, A,

B or C need be applied to the length of running yard lines. The Committee

found that in actual practice, a fixed yearly schedule of attention is imparted to

running yard lines and therefore the entire maintenance activity can be

regarded as Routine Activity.

4.7.2 The following Tables give the details of subactivities, norms and manpower

requirements for running yard line of 1km length:

Table S : BG, machine packed : 177 mandays/annum

Table S1 : BG, manually packed : 297 mandays/annum

Table T : MG, manually packed : 228 mandays/annum

Table U : NG, manually packed : 153 mandays/annum

4.7.3 Running yard line may be regarded somewhat as mainline over which the

effect of traffic in terms of GMT tends to be negligible. For mainline track,

formulae for manpower requirement for Activities T and R have been already

arrived at and these may be adapted for running yard lines as follows:

(Vol.1) 57

BG, machine packed : 239 + 2.3GMT. If GMT=0, this becomes 239.

BG, manually packed : 391 + 8.24GMT. If GMT=0, this becomes 391.

MG, manually packed : 288 + 13.56GMT. If GMT=0, this becomes 288.

NG, manually packed : 196 + 188GMT. If GMT=0, this becomes 196.

4.7.4 Manpower requirements as decided through Tables S, S1, T and U given in

para 4.7.2 work out to 74%, 76%, 79% and 78% respectively of the values

arrived at in para 4.7.3. Therefore the values given in para 4.7.2 are

reasonable, considering the fact that the slower speed on loop line will cause

much less deterioration to track than that caused by higher speed on

mainline.

4.8 STUDY ON NON-RUNNING YARD LINES

As such there exists no BG machine packed track on non-running yard line.

The Committee feel that the periodicity of maintenance of non-running line

can be 1½ times that for running yard lines. Therefore 2/3rd of the manpower

requirement for running yard lines will be adequate. Based on this argument

the following manpower can be provided for non-running yard lines:

BG manually packed : 2/3 x 297 = 198 mandays/yr/km

MG manually packed : 2/3 x 228 = 152 mandays/yr/km

NG manually packed : 2/3 x 153 = 102 mandays/yr/km

4.9 STUDY ON TRACK CONNECTIONS AND LAYOUTS

In the Special Committee Formula, equivalent lengths of plain track

corresponding to various types of layouts have been given. (Refer para 2.3 of

Appendix 1). The Committee recommend that this concept borne out of

experience be retained. The Committee examined whether equivalent

lengths for SEJs and Level Crossings be prescribed to cater for the extra

maintenance called for, as envisaged in the Report of the Committee for

Rationalisation of Costing Permanentway Activities. The Committee found

that this is not necessary in as much as the manpower requirement to

(Vol.1) 58

maintain one SEJ per km and one level crossing at every 1.5 km have been

already taken into account while assessing the manpower requirement per km

of running line track.

4.10 CALCULATION OF GANGSTRENGTH FROM THE MANDAYS REQUIRED

4.10.1 The mandays requirement is computed as per the Rational Formulae derived

in the previous paragraphs, covering Activities T and R. In addition, the

requirement for Activities M and S is also computed as per the norms derived

in Chapter 6. The total mandays MT thus calculated for Activities T, R, M and

S does not include the following:

a. Leave reserve of 12.5% for the mandays MT.

b. Gangmates & Keymen and leave reserve for these posts.

c. Gatekeepers and Leave Reserve Gatekeepers.

d. Artizans, such as blacksmith, carpenter, fitter, mason etc. and khalasi

helpers for the artizans.

e. Trolleyman, Storechaser, Watchmen for the P.Way section’s main

depot, Office staff.

f. Staff for USFD team.

g. Supervisors, Technicians, Helpers and Khalasis for the maintenance

and operation of on-track machines, such as, tie-tamper, dynamic track

stabiliser, ballast regulator, ballast cleaning machine, rail grinding

machine, mobile flash-butt welding machine, track relaying

portal/machine, etc. (Instructions contained in Railway Board’s letters

no. 89/Track-III/TK/77 dated 13.12.1990 and 3.1.1991 will decide the

manpower required for these machines. The type and number of

machines required for each Railway will be decided by the Chief

Engineer and Railway Board based on the gross workload.)

4.10.2 It is the common practice to provide for leave reserve for the posts of

Gangmates and Keymen in the cadre of gangman.

(Vol.1) 59

4.10.3 In a year of 365 days, the total number of working days works out to 290, after

deducting the following holidays and restdays:

No. of weekly rests 52

National/Paid Holidays 8

Casual leave 15

Total 75

4.10.4 Leave reserve mandays for Activities T, R, M & S = 0.125 MT

If the number of Mates and Keymen are Nm and Nk respectively, the leave

reserve mandays for these posts = 0.125 [(Nm+ Nk) x 290]

No. of gangmen posts = Gross Total Mandays 290

= 1.125 MT + 0.125 [(Nm+ Nk) x 290]

290

These posts of Gangmen are divided into the following grades:

Sr.Gangmen Rs.2750-4400 20%

Gangmen Gr.I Rs.2650-4000 55%

Gangmen Rs.2610-3540 25%

4.11 MANPOWER REQUIREMENT FOR MOBILE MECHANISED UNIT (MMU)

Though the total mandays MT excludes manpower elements for items a to g

mentioned in para 4.10.1, it does include the manpower requirement for

Mobile Mechanised Unit (MMU). This will be elaborated in the following paras,

which can be better appreciated by perusing the Report on the Committee’s

visit to Konkan Railway at Appendix 4.

4.11.1 The following functions will be assigned to MMU: (Based on Annexure XI of

Report of CMMDTM (Feb.95) referred in para 1.1.3 and the observations

made on Konkan Railway.)

(Vol.1) 60

a. Need-based spot tamping

b. In-situ rail welding

c. Casual renewal and repairs except planned renewals (which will be

contracted out).

d. Overhauling of level crossings.

e. Replacement of glued joints.

f. Rail cutting, drilling and chamfering.

g. Permanent repairs to fractures.

h. Creep or gap adjustment involving use of machines.

i. Destressing of LWR/CWR.

j. Loading/unloading of materials.

k. Reconditioning of turnouts.

l. Minor repairs to the equipments of MMU.

4.11.2 In actual practice, functions such as c, f, g and j may have to be shared

between sectional gangs and MMU. For instance, if a rail fracture or weld

failure occurs, the sectional gang has to start the repairs, without waiting for

MMU. Likewise, if a low joint or SEJ requires urgent attention, if a kink

develops in a curve, if immediate renewal of sleeper or bridge timber is

needed, or, if some material has to be handled for such emergency work, the

sectional gang has to swing into action. In other words, some subactivities

under Activities T and R are jointly performed by sectional gangs and MMU,

whereas some other subactivities can be entirely entrusted to MMU.

4.11.3 The equipments needed for MMU are as follows: (Based on Annexure XII of

Report of CMMDTM (Feb.95) referred in para 1.1.3)

A. Communication equipment:: 1. Walkie-talkie 4 sets 2. Portable field telephones 4 sets 3. Pager/mobile telephone 4 sets B. Rail cutting/drilling equipment:

4. Disc cutter 1 5. Rail cutting machine 1 6. Rail drilling machine 1 7. Chamfering kit 1

(Vol.1) 61

C. Rail welding equipment: 8. Rail welding equipment 2 sets 9. Weld trimmer 1 10. Rail grinder for rail joints 1

D. Spot tamping with lifting/lining:

11. Light tamping equipment 1 set 12. Vibratory compactor 1 set 13. Lifting jack – hydraulic/mechanical 4 14. Lifting-cum-levering device 2

E. Destressing equipment:

15. Rail tensor 2 16. Rollers, wooden mallets etc. 1 set

F. Inspection gadgets:

17. Inspection kit 1 18. Gauge-cum-level 1 19. Rail thermometer 1 20. Vernier calipers 1 21. Micrometer 1

G. Handling equipment::

22. Rail dolley 6 23. Mono rail wheel barrow 2

H. Safety and Protection equipment:

24. Warning system 25. Red banner flag 26. Red hand signal flag 27. Green hand signal flag 28. Detonators

I. Rail cutting equipment: 29. Gas cutter with accessories 1 set J. Points and crossing re-conditioning equipment: 30. Welding generator 1 31. Arc welding equipment 1 set 32. Rail grinder 2 K. Tools for minor repairs of equipment:

33. Spanners of sizes 2 sets 34. Turfer 2 35. Files of sorts 2 sets 36. Bench drill 2 37. Vice bench 2 38. Bench grinder 2

L. Any other equipment considered necessary by the Chief Engineer.

(Vol.1) 62

4.11.4 It would be seen that all the equipments listed above except item 11, namely,

light tamping equipment, will have to be procured for track maintenance

activities and have to be used by sectional gangs, even if MMU is not formed.

Use of light tamping equipment is unique for MMU. This can be either of the

following types:

• Off-track tampers with power/compressed air generating unit. • On-track spot-tamping machine of optimal capacity, such as MP-2000.

Further a MMU has to move over the jurisdiction of an Assistant Engineer or

even over a longer stretch. Their mobility has to be accomplished by utilising

one or more of the following types of vehicles:

• Road vehicle • Road-cum-rail vehicle • Rail vehicle

These vehicles may be considered to be covered under item L, namely, ‘Any

other equipment considered necessary by the Chief Engineer’.

Indian Railways are still in the process of standardising equipment for spot-

tamping. It is possible to dovetail into one, rail-borne mobility vehicle and on-

track tamping gadgets.

The mobility vehicles and spot-tamping equipment can be termed as

“Speciality Equipment of MMU” and this excludes other equipments kept and

transported in the vehicle, which are essential even for a set-up with sectional

gangs only. The cost of Speciality Equipment of MMU (SEMMU) should be

such that some overall economy is achieved when MMU is formed out of

sectional gangs.

4.11.5 In none of the 14 sections studied by the Committee, MMU has been

deployed and the manpower assessed covers the subactivities which will be

performed by MMU, if installed in future. Manpower norm for machine packed

BG track evolved from the field data collected, is therefore deemed to cover

the workload of MMU. These norms are reproduced as follows:

For machine packed mainline (BG),

(Vol.1) 63

Activity T: Mandays/year = (80+2.3GMT) (para 4.2.4)

Activity R: Mandays/year = 159 (para 4.2.5)

For machine packed running yard line (BG),

Activity R: Mandays/year = 177 (para 4.7.2)

4.11.6 Referring Table P which gives the break-up of mandays for various activities

for machine packed main line (BG), the following subactivities and the

manpower thereof may be assigned to the workload of MMU:

Activity T: Slack attention to Bad spots 35 out of 35 Low joints etc 10 out of 16 SEJ 2 out of 4 Curve 6 out of 10 Casual renewal of rails 2 out of 6 Sleepers 2 out of 6 Repair welding 6 out of 12 Total 63

Activity R: Loading, leading & unloading 12 out of 20 Overhauling of level crossings 13 out of 13 Bridge sleeper attention & renewal 7 out of 10 Creep pulling 3 out of 5

Total 35

4.11.7 Likewise, referring Table S (machine packed running yard line), the following

subactivities and manpower thereof may be assigned to the workload of

MMU:

Activity R: Slack attention to Bad spots 14 out of 14 Low joints 5 out of 8 Curves 2 out of 6 Casual renewal of rails 2 out of 3 Sleepers 2 out of 3 Loading, leading & unloading 10 out of 15

Total 35

4.11.8 The mainline dealt in Table P carries 20 GMT, calling for 126 mandays for

Activity T as a whole, out of which 63 mandays correspond to MMU workload

and it amounts to 50% of 126. Therefore the expression for MMU mandays

is 0.5(80+2.3 GMT) or (40+1.15 GMT), as far as Activity T is concerned.

(Vol.1) 64

Thus for a given length LM (km) of machine packed mainline BG track,

Equivalent MMU mandays = LM(40+1.15 GMT)(1+A+B+C) + (LMx35)

If a length of LY (km) of machine packed running yard line also exists, (LYx35)

has to be added.

The general expression for a P.Way subdivision/division having assorted

length of LM and LY will be:

Gross Equivalent MMU mandays, i.e., GEMM

= Σ LM (40+1.15GMT) (1+A+B+C) + 35Σ LM + 35 Σ LY

4.11.9 Method to decide the strength and composition of MMU

The annual emoluments of GEMM should be calculated, duly considering the

basic pays of three grades, namely, Sr.Gangmen, Gangmen Gr.I and

Gangmen in the ratio 20:55:25 and enhancing it by 12.5% for leave reserve.

It should be the aim to achieve 20% saving in expenditure by way of installing

MMU.

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual

emoluments of MMU staff.

Since the Speciality Equipments of MMU are yet to be standardised, Railway

Board, in due course, should stipulate the provisional standard equipment and

their cost and notify the procedure for calculating the annualised cost of

SEMMU. The procedure of calculating annualised cost of machines as given

in Board’s letters No. 92/Track III/TK/15 dt. 29.04.92 and 16.06.92 can be

adopted. Alternatively, Board may notify every year, directly the annualised

cost of each equipment of SEMMU, as they do for the cost of various P.Way

materials for being adopted in the track renewal estimates.

(Vol.1) 65

While calculating the annual emoluments of MMU staff, the following cadre

structure and grades can be adopted, duly taking into account the fact that

they earn more of travelling allowance by virtue of the nature of their job:

Technicians 20%:

Technician Gr.III 30% of 20%=6% Rs.3050-4590 Technician Gr.II 30% of 20%=6% Rs.4000-6000 Technician Gr.I 35% of 20%=7% Rs.4500-7000 Master Craftsman 5% of 20%=1% Rs.5000-8000

Assisting staff 80%:

Khalasi Helper (Gangmen Gr.I) 80% of 80%=64% Rs.2650-4000 Khalasis (Gangmen) 20% of 80%=16% Rs.2610-3540 The ratio 20:80 for distribution among Technicians and Assisting staff may be

modified, such as 30:70, by the Chief Engineer, depending on the nature of

jobs entrusted to MMU, extent of modernisation implemented for track

structure and the degree of sophistication of MMU equipments.

4.11.10The posts of artizans and helpers mentioned in para 4.10.1(d) do not form

part of MMU. They are required in any case to assist sectional gangs, moving

from gang to gang within P.Way section, whereas MMU will move over

Assistant Engineer’s jurisdiction or over even a longer stretch, if attached to

on-track spot attention tamper.

4.11.11It is also recommended by the Committee that the guidelines given herein to

calculate GEMM need not be considered rigid. The apportioning of mandays

for MMU workload, out of the mandays required for Activities T & R, as

indicated in paras 4.11.6 and 4.11.7 can be considered to be flexible and it

depends on the field conditions and progressive success of MMU. In addition,

some of the subactivities pertaining to manually packed stretches (such as,

part of through packing and slack packing, casual renewals, handling of

materials, overhauling of level crossings, bridge timber renewal) can also be

transferred to MMU, if such manually packed stretches adjoin machine

packed stretches. Thus, the Chief Engineer can increase the quantum of

(Vol.1) 66

GEMM and change the cadre structure of MMU staff, from time to time,

however ensuring that

• Atleast 20% economy is achieved due to the formation of MMU,

considering the activities transferred from sectional gangs to MMU.

• Mandays derived from sectional gangs is curtailed by GEMM, by reducing

sectional gang strength.

Having studied the functioning of Mobile Maintenance Gang of Konkan

Railway and the pilot scheme of MMU launched at Aligarh, N.Rly, the

Committee have put forth these recommendations, which will facilitate,

• faster mechanisation

• better manpower planning

• enrichment of job contents for gangmen

• improved career planning for gangmen

4.12 QUANTIFICATION OF SAVINGS DUE TO MACHINE PACKING

4.12.1 Attention is drawn to item (g) of para 4.10.1. For creating posts for operating

heavy machines or for meeting the annualised expenditure of these

machines, sectional gangmen as justified by the Rational Formulae will not be

surrendered. Only MMU is carved out of sectional gang strength, effecting

20% economy as indicated in para 4.11.9. If machine packing is introduced to

replace manual packing, mandays requirement will be calculated by using the

formula (239+2.3GMT), in lieu of (391+8.24GMT) used for manually packed

track. Accordingly, gang strength reduces in an appropriate manner, on

account of packing with heavy on-track machines.

4.12.2 The calculations at Appendix 5 quantify the savings that can be achieved due

to introduction of LWR on PRC sleepers with machine packing in lieu of

conventional track with manual packing, applying the Rational Formulae. The

calculation also illustrates the method of deciding the staff strength of MMU.

The results of the calculations at Appendix 5 are tabulated as follows in

Tables 1 and 2:

(Vol.1) 67

Table 1

Maintenance cost per km Manpower for 250km Machine packed Machine packed

Annual Traffic

(GMT)

Manually packed (Rs.)

w/o MMU (Rs.)

With MMU (Rs.)

Manually packed (No.)

w/o MMU (No.)

With MMU (No.)

30 1,36,853 87,829 83,133 619 344 279 20 1,19,166 78,550 74,347 539 320 260 10 1,01,479 71,607 67,898 459 297 241

3.333 89,541 65,063 61,682 405 281 229

Table 2

(Derived from the figures in Table 1)

Savings in Annual maintenance cost/km

Savings in manpower for 250km length Traffic density

Without MMU With MMU Without MMU With MMU 30GMT line Rs.49,024 Rs.53,720 275 340 20GMT line Rs.40,616 Rs.44,819 219 279 10GMT line Rs.29,872 Rs.33,581 162 218 3.333GMT line Rs.24,478 Rs.27,859 124 176

The graphs at the end of Appendix 5 provide a visual concept of the savings

achievable by machine packing.

It should be borne in mind that these savings have been computed with

reference to fully manually packed track and these do not reflect the savings

that can be achieved with reference to the present maintenance cost or

manpower as obtained on Indian Railways due to the adoption of the Rational

Forumulae. This is because a major portion of the savings has been already

realised, which remain hidden, as elaborated in para 2.9. The extra savings

in manpower due to implementation of the Rational Formulae in the present

day situation has been brought out in the pilot studies conducted, as

explained in Chapter 9.

4.12.3 In view of the substantial savings achievable through the single aspect of

mechanisation, namely, machine packing, as illustrated above, the Committee

recommends that tie-tamping machines should be introduced on a large scale

(Vol.1) 68

on MG system also, constituting 19,158 km of track, irrespective of the type of

sleepers used, since it is the reality that MG track will continue to exist over a

number of routes for years to come. Moreover the advantage of removal of

drudgery of beater packing should be extended to trackmen working on MG

system also.

4.13 The Rational Formulae have been evolved rationally based on the quantum

and norms for the subactivities of track maintenance, which are transparent in

Tables P, P1/ P2, P3, Q1/Q2, R1,/R2, S, S1, T and U. In these 11 tables, the

individual norms and quantum of works for the subactivities adopted are

based on the following:

• Scrutiny of the norms and quantum of works as recorded in the field data

collected on 14 P.Way Sections, as recorded in Tables 1 to 14 and

abstracted in Table 16 in a consolidated form.

• Norms adopted in the Report of the Special Committee (1979) and in

Annexure IV of the same Report.

• Application of the long experience of the Technical Members of the

MCNTM Committee.

• Conclusions arrived at by the MCNTM Committee members after

deliberations.

The Rational Formulae incorporate ample in-built flexibility. For example, as

already explained in para 4.2.9.2, the Committee has adopted the frequency

of 5 years instead of the presently adopted 3 years for shoulder screening of

ballast and the mandays requirement has been accordingly computed. This is

a labour intensive and tuff activity which has to be mechanised on priority all

over Indian Railways. As and when modernisation in various subactivities

progresses, some of the subactivities may reduce in quantum or vanish; or

these may require less manpower. Thus the Rational Formulae can be

amended easily, by recasting the relevant Tables.

4.14 Further, Rational Formulae are so flexible as to encourage formation of MMUs

and to expand the field of activity of MMUs, by which it is possible to achieve

(Vol.1) 69

reduction in overall manpower combined with improvement to cadre structure

and enrichment of job content for trackmen, as brought out in para 4.11.

4.15 The Committee recommend that Railway Board may order review of the

Rational Formulae once in 5 years, to incorporate the effects of

modernisation, such as introduction of more number of shoulder ballast

cleaners, improving rail-weld technology, better design of SEJs, maintenance

free level crossing track structure, etc.

4.16 SUMMING UP THE RATIONAL FORMULAE FOR NON-SUBURBAN MAIN LINES

4.16.1 Main Line BG machine packed


4.16.2 Main Line BG manually packed Mandays requirement/year/km: Activity T : (223+ 8.24 GMT) x (1+A+B+C) Activity R : 168

4.16.3 Main Line MG manually packed

Mandays requirement/year/km: Activity T : (160 + 13.56GMT) x (1+A+B+C) Activity R : 128

4.16.4 Main Line NG manually packed Mandays requirement/year/km: Activity T : (105 + 188 GMT)* x (1+A+B+C) Activity R : 91 (* value of this factor is subject to the maximum limit of 180).

(Vol.1) 70

4.16.5 Running Yard Lines (RYL) and Non-Running Yard Lines (NRYL)

Mandays requirement/year/km:

BG

Machine packed

Manually packed

MG Manually packed

NG Manually packed

RYL 177* 297 228 153 NRYL - 198 152 102


RYL : Lines on which trains are received on signal NRYL : Non running lines in yard, marshalling lines, sidings, etc. The maintenance of RYL and NRYL is entirely regarded as Activity R. 1 km of manually packed NRYL is equivalent to 2/3 km of manually packed RYL, as regards mandays requirement.

4.16.6 Gross Equivalent MMU mandays, i.e., GEMM over a subdivision/division

= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ LY where

LM = length (in km) of typical stretch of machine packed main line (BG) LY = length (in km) of typical stretch of machine packed yard running line (BG) The Chief Engineer can vary the value of GEMM and cadre structure of MMU, depending on the local conditions, job requirement and efficiency of MMU.

4.16.7 Principle governing the strength and composition of MMU

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual emoluments of MMU staff. SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track tampers and vehicles (road, rail-cum-road, rail borne) for transport of men and materials. The cadre structure of Gangmen and pay scales thereof, as stipulated by the Railway Board should be taken into account and Leave Reserve of 12.5% should be allowed, while computing the annual emoluments of GEMM. The cadre structure and pay scales should be taken into account and Travelling Allowance payable should be allowed, while computing the annual emoluments of MMU.

(Vol.1) 71

5 EVOLVING OF NORMS FOR MANPOWER REQUIREMENT FOR

ACTIVITIES T AND R (HIGH DENSITY SUBURBAN SECTIONS)

5.1 INTRODUCTION

There are some suburban sections in Mumbai area, which have very high

train density. It is very well known that maintenance work in these suburban

sections is quite different and output per manday is less than that achieved on

other sections. Besides, there are certain additional subactivities required to

be performed in these sections. Norms and formulae evolved in Chapter 4 do

not meet the manpower requirement in these sections. The Committee

therefore decided to evolve different norms and formulae for these suburban

sections of Mumbai, which can be applied to similar suburban sections of

other cities, if qualifying to be termed as ‘High Density Suburban sections’ as

defined in para 5.5.

The committee interacted with the staff responsible for maintenance of

suburban section under Sr.SEs, Thana and Byculla of Central Railway and

Sr.SE, Dadar on Western Railway. The AENs and Sr.DENs of these sections

also participated in the discussions.

5.2 SPECIAL FEATURES OF HEAVILY WORKED SUBURBAN SECTIONS

Maintenance of track in heavily worked suburban sections is much different

from that of non-suburban track because of the following features.

5.2.1 High frequency of trains

On suburban sections of Mumbai, the trains run at nearly 3 to 4.5 minutes

headway during the peak period. The maximum number of trains per hour on

various lines during morning peak period on a sub section is as follows:

(Vol.1) 72

NO. OF TRAINS PER HOUR IN MORNING PEAK

Line Western Railway Central Railway DN Slow Line 16 10.5 UP Slow Line 16.6 12.25 DN Fast Line 15.6 11.5 UP Fast Line 17.3 11

With passage of each train, about 3 minutes time is lost and thus the effective

time available for work during the working period reduces considerably. Thus

where the train frequency is more than 10 per hour, the availability of

maintenance time reduces to less than 50%.

5.2.2 Problems due to encroachments

The incidence of heavy encroachments in the vicinity of track in all major

cities particularly in metropolitan cities is consequent to pressure of population

and socio-economic-political conditions. The heavy encroachments near the

tracks affect seriously the drainage and cause frequent disturbance to ballast

section. The track has become a dumping ground for garbage causing a

serious handicap to gangmen. Besides the filth removal is a regular job which

has to be undertaken, necessitated due to nuisance caused by slum dwellers.

5.2.3 Corridor night blocks and integrated mega blocks

Due to very high frequency of trains and insufficient time being available for

maintenance during day time, night maintenance blocks are regularly resorted

to. In addition, 6 hours integrated mega blocks on Sundays are being availed.

The night blocks are essentially used for renewals, tie tamping work, welding

work etc. The mega integrated blocks are used for such of the maintenance

activities (including for traction and signalling) which cannot be done on week

days or in the night block. These works call for deployment of exclusive gang

staff for the track works done in association with Traction and Signalling

departments. These features of working necessitate a different type of

manning pattern.

(Vol.1) 73

5.2.4 Large number of turnouts

There are very large number of turnouts on the suburban section of Western

and Central Railways. For the purpose of maintenance, Western Railway has

classified the turnouts in A, B, and C categories in accordance with their

importance. On Western Railway there are 486 turnouts on running lines with

a track length of 217 km. Besides there are very large number of special

layouts, viz. diamonds, scissors, diamonds with and without slips requiring

considerable maintenance efforts.

5.2.5 Lack of drainage

Due to construction of large number of buildings on both sides, the track has

virtually become a drain, with water logging in continuous stretches. The

situation is further aggravated due to encroachments, dumping of

garbage/refuse and non-functioning of culverts crossing track. Subsoil water

table is also high in many locations. These have resulted in sinkage of track,

disturbing track geometry. On Central Railway, speed restrictions have been

imposed on certain stretches.

5.2.6 Problems due to extensive track circuits

Due to continuous track circuits, the number of insulated block joints have

increased along with side connections and other equipments creating

impediment to day-to-day maintenance. Additional holes are drilled in the

rails for signalling and traction purposes, due to which rail failures occur more

frequently. Additional attention is also required for track circuit failure on

account of glued joints or poor drainage conditions.

5.3 TRACK STRUCTURE ON MUMBAI SUBURBAN SECTION

The sections studied for assessing manpower utilisation under Sr.SEs,

Byculla and Thana on the Central Railway and Dadar on the Western Railway

have the following break up of track structure.

(Vol.1) 74

Type of sleepers(%) Type of track(%) Sr.SE Total length of track (km)

Wooden Concrete LWR SWR Free Rails

Thana 130 45 55 22 38 40 Byculla 113 97 3 11 23 66 Dadar 130 66 34 4 38 58

The above details would suggest that though reasonable progress has been

made in laying concrete sleepers, still long lengths remain as free rail and not

much work has been done for converting the track into LWR.

The track structure on the suburban section is a mix of wooden and concrete

sleepers and it will take three to four more years to relay the main line track

with concrete sleepers. The analysis of the activities shows that still through

packing is a significant activity in track maintenance on suburban section.

Tie tamping machines are regularly deployed in these sections. The retentivity

is, however, quite low as the condition of ballast cushion deteriorates very

fast. The reasons are:

• perennial presence of water in the formation in most of the stretches

• ingress of garbage thrown by nearby residents

• trespass disturbing shoulder ballast, which affects packing under sleepers

Therefore it has been found very essential to continue through packing and

shallow screening in these sections to keep the ballast condition amenable to

machine tamping. While in other sections, machine maintenance eliminates

the need of through packing, this activity is to be continued in these

(suburban) sections.

5.4 CLASSIFICATION OF ACTIVITIES ON THE SUBURBAN SECTION

The subactivities of maintenance for the main line machine packed track have

been discussed in Chapter 3. Because of the peculiar features of suburban

section, the classification of subactivities has to be somewhat different for

(Vol.1) 75

suburban section. The following is the proposed classification of the activities

under the categories T, R and L.

5.4.1 Activities T (Affected by traffic density)

All the activities identified for machine packed non-suburban mainline will be

applicable for HD suburban mainline also.

5.4.2 Activities R (Routine activities – unaffected by traffic density)

On the Mumbai suburban section, tie tamping by machines does not yield the

desired retentivity of packing due to caked up ballast and limitation of line-

blocks. Through packing continues to be an important activity for most of the

length. With progressive laying of concrete sleepers, increasing of ballast

cushion and introduction of LWRs, manual through packing may gradually

reduce in future.

The following subactivities are considered as Routine activities unaffected by

traffic density in addition to those identified for machine packed non-suburban

track:

• Through packing:

This is continuing on the Mumbai suburban section, since deployment of

machines is not able to cope up with the disturbance to track due to

various reasons mentioned earlier. This subactivity is not treated as

influenced by traffic density, since the intention is to through pack entire

length of track once in a year.

• Emergency attention:

Because of serious implication of any untoward incident, thereby affecting

the commuter traffic, it has been found necessary to keep skeleton staff for

round-the-clock attention to meet any emergency.

(Vol.1) 76

• Extra assistance to Keyman and Blacksmith:

Due to very high frequency of trains, it is not possible for the

Blacksmith/Keyman to work independently. It has been the practice that

assistance of one additional gangman is given, on both Central and

Western Railways.

• Extra lookout men to work with the gangs:

This is necessary to alert the gang in time whenever a train approaches,

due to the intensive frequency of train services, irrespective of the visibility

condition.

• Extra work on account of night blocks:

Many works such as, casual renewal of rails, repair welding, tongue rail

and crossing renewals are done in night. Extra assistance is essential for

transportation and operation of generators and petromax lamps.

• Extra assistance for S&T items:

It has been found necessary to provide assistance for S&T staff who are

attending to track bonds, S&T gears, insulated joints, switches etc.

• Extra assistance for joint works with S & T and electrical branches:

Mumbai suburban sections have DC traction and traction bonds are

provided in all fish plated joints. Complete section being track circuited,

there are a very large number of glued joints. In all rail renewal works and

track circuit failure cases, the work has to be jointly done by P.Way, S&T

and Electrical staff. There is a substantial and essential additional

requirement of gangmen on this account.

5.4.3 Activities M (Miscellaneous)

Miscellaneous activities on suburban sections are the same as for non-

suburban sections.

5.4.4 Activities S (Site-specific)

Additional site-specific activity for suburban sections (Refer para 3.2.2.5) is

‘watching of water level and flood relief for train operation’. Mumbai suburban

(Vol.1) 77

section experiences very heavy rains and some stretches are prone to

sudden flooding due to factors external to Railways. The gangman deployed

for this watching duty has to stop the train in time in order to avoid serious

damage to the traction motors of trains due to heading of flood water above

rail level. He has to send message to organise dewatering in such areas and

removal of blockage in side drains.

5.5 CRITERIA FOR HIGH DENSITY SUBURBAN SECTION

It is proposed by the Committee, after considering the opinions of the Chief

Engineers of the zonal railways, that a suburban section can be regarded as

‘High Density Suburban Section’ only if both the following criteria are fulfilled:

(a) The train frequency per hour, on any one line or in a sub-section,

should exceed 8 (eight).

(b) The required maintenance works can be completed only by way of

availing night blocks.

The Chief Engineer (PHOD) will be competent to classify a suburban section

as ‘High Density Suburban Line’ based on the above criteria.

An example for the application of the above criteria is illustrated as follows:

On Western Railway, EMUs are running on Churchgate–Borivali-Virar-

Dahanu Road section, which has been notified as suburban section.

However, only Churchgate-Borivali section qualifies as high density suburban

section. The headway between the trains in the morning peak, when the

movement is from suburbs towards Churchgate, is 3 to 4 minutes. The

morning peak is from 8.30 to 11.30 hrs. In the evening peak from 17.00 hrs,

reverse flow starts from Churchgate towards Borivali and the headway again

is 3-4 minutes. Productivity during these peak periods, particularly in morning

peak fully in gang duty hours, is extremely low. This section meets all the four

criteria for high density suburban section. Borivali-Virar and Virar-Dahanu

Road sections do not qualify as train frequency is less than 8 per hour.

(Vol.1) 78

5.6 MANDAYS REQUIREMENT

The methodology adopted for arriving at the mandays requirement for high

density suburban section is the same as that for non-suburban section.

The high density suburban sections of Sr.SE/Dadar of Western Railway and

Sr.SE/Byculla & Sr.SE/Thana of Central Railway were studied. When the

Committee called for the actual mandays utilisation on these sections, the

data were in different formats. A proforma was therefore devised in

consultation with the concerned field Supervisors and Divisional Engineers for

recasting the data on a common base with due appreciation of the

subactivities which are unique to these sections as brought out by the field

engineers during the discussions.

It has been confirmed by the information collected, that the output per manday

for picking up slacks, through packing and shallow screening is less in these

sections. A comparison of the actual output with the norms recommended by

the Special Committee as well as by this Committee for non-suburban section

is tabulated as follows along with the norms now being recommended.

Unit: No. of sleepers attended per manday

Actual output Activity Standard output Dadar Byculla Thana

Recommended output

Slack picking 24 13 12 11 13

Through packing 12 7 8 9 9

Shallow screening

6 Work not done

Work not done

4 6

The information collected has been processed and actual mandays utilisation

per km of track has been computed for the activities T, R and L. Through

packing and picking up slacks cover the complete section in a year and

shallow screening covers one third of the section. The utilisation details have

been shown in Tables 17, 18 & 19.

(Vol.1) 79

For non-suburban section, mandays requirement per km was initially analysed

for plain track and thereafter it was stipulated that the requirement for turnout

should be calculated assuming equivalence of turnout in terms of plain track.

For high density suburban sections, the above approach has not been

considered appropriate, because the number of turnouts is disproportionately

large. Calculation of mandays requirement by considering equivalent track km

in lieu of turnouts will not be realistic, unless even in the initial analysis the

track km is considered duly taking the turnouts into account. Thus mandays

utilisation per km has been computed taking 10 turnouts = 1 track km in the

initial analysis itself.

Data for Sr.SE/Dadar, Byculla and Thana are given in Tables 17, 18 and 19

respectively.

Mandays utilisation per km for Activities T and R of these sections may be

compared, as a first step, with the requirement of non-suburban sections of

equal GMT and rainfall, ignoring the alignment and formation factors. The

comparison is shown as follows:

Activities T Sr.SE GMT Man-

days utilisa tion per km

Rainfall in cm

Form-ation factor

A

Align-ment factor

B

Rain-fall factor

C

Mandays requirement for machine packed non-suburban line with C=0.067

Dadar 35 206 200 0 0 0.067 171 Byculla 30 241 200 0 0 0.067 159 Thana 29 217 200 0 0 0.067 157

Activities R Sr.SE Mandays

utilisation per km

Mandays requirement for machine packed non-suburban line

Mandays requirement for manually packed non-suburban line

Dadar 548 205 177 Byculla 347 205 177 Thana 521 205 177

(Vol.1) 80

This comparison proves that the mandays requirement in high density

suburban sections is different from that in non-suburban sections.

In Table P3, all the data for the three sections have been abstracted for

comparison and also the suggestion for optimal utilisation of mandays has

been incorporated, adopting reasonable norms for the subactivities.

5.6.1 Mandays requirement for Activities T

It can be seen in Table P3 that 208 mandays for Activities T emerges as

suggestion for optimal utilisation in a section with 35 GMT, the most worked

section among the three sections studied. For non-suburban mainline, the

formula evolved is (80+2.3GMT)(1+A+B+C) for machine packed track and

(223+8.24GMT)(1+A+B+C) for manually packed track. It would be logical to

evolve a formula of the same pattern for suburban line also. The factor 2.3 or

8.24 is the gradient ‘mandays per GMT’. All the suburban sections will be

soon relaid with concrete sleepers and will be machine packed. Therefore it

would be correct to adopt 2.3 as the gradient factor for the proposed formula.

208 mandays being the requirement for a section with 35 GMT, the formula

should be

208 = (K+2.3GMT)(1+A+B+C), where value of K is to be decided.

Applying values GMT=35, A=0, B=0, C=0.067

208 = [K+(2.3 x 35)] x 1.067, which gives the value K = 115

Hence, mandays/km/year for Activities T = (115+2.3GMT)(1+A+B+C)

5.6.2 Mandays requirement for Activities R

Referring Table P3, the mandays requirement for T̀hrough packing’ and

S̀hallow screening’ have been worked out on the basis of the recommended

norms (refer the table in para 5.6) and desirable quantum of work to be

executed per year.

It is clarified that ‘Nil’ mandays shown against any subactivity in Tables 17 to

20 does not mean that this subactivity is beyond the duties of gang. It is

(Vol.1) 81

simply the lack of data in required details due to which it is not possible to

assign mandays for each subactivity in each section.

By overall assessment, 398 mandays/km/year cover Activities R.

5.7 MANPOWER REQUIREMENT FOR MOBILE MECHANISED UNIT (MMU)

5.7.1 The MMU’s functions, equipment and vehicles for high density suburban

section will be similar to those for non-suburban sections explained in paras

4.11.1 to 4.11.4. The equivalent MMU mandays can also be calculated

adopting similar procedure.

5.7.2 As stated in para 5.3.2, through packing the entire length of track once in a

year is a subactivity under Activity R in the case of high density suburban

section and it consumes substantial manpower as could be seen in Table P3

which gives the breakup for suggested optimal utilisation of manpower. Major

part of through packing can be carried out by MMU using off-track tampers.

Keeping this in mind the following subactivities and mandays thereof may be

assigned to the workload of MMU:

Activity T: Slack attention 105 out of 128

Casual renewal of rails 10 out of 20

Casual renewal of sleepers 10 out of 20

Repair welding 10 out of 20

Total 135

Activity R: Through packing 108 out of 184

Loading, leading & unloading 12 out of 20

Total 120

5.7.3 The suburban section dealt in Table P3 carries 35 GMT, calling for 208

mandays for Activity T as a whole, out of which 135 mandays correspond to

MMU workload and it amounts to 65% of 208. Therefore the expression for

(Vol.1) 82

MMU mandays is 0.65(115+2.3GMT) or (75+1.5GMT). Thus for a given

length of LH (km) of highdensity suburban track, equivalent MMU mandays

=LH(75+1.5GMT)(1+A+B+C) + (LHx120)

In case running and non-running yard lines are available in high density

suburban section, these will be treated as non-suburban yard lines and the

formulae given in paras 4.7 and 4.8 will apply, since the constraints of

maintenance unique to mainline of suburban section do not exist for yard

lines.

The general expression for a P.Way subdivision/division having assorted

lengths of LH:

Gross Equivalent MMU mandays i.e. GEMM

= ΣLH(75+1.5GMT) (1+A+B+C) + 120 ΣLH

5.7.4 Strength and composition of MMU

Having computed GEMM, the strength and composition of MMU are decided

applying the same principle explained in paras 4.11.9 to 4.11.11, namely,

80% of annual emoluments of GEMM = Annualised cost of SEMMU +

Annual emoluments of MMU staff.

5.7.5 The Committee recommend that the Chief Engineer can decide GEMM with

flexibility, as in the case of non-suburban mainline as explained in para

4.11.11. The apportioning of mandays to MMU workload, indicated in para

5.7.2, can be changed by the Chief Engineer depending on local conditions

and efficiency of MMU in high density suburban sections.

(Vol.1) 83

5.8 SUMMING UP THE RATIONAL FORMULAE FOR HD SUBURBAN LINE

5.8.1 High Density Suburban Mainline BG machine packed

Mandays requirement/year/km (including equivalent MMU mandays)

Activity T : (115+2.3GMT) x (1+A+B+C) Activity R : 398

5.8.2 Gross Equivalent MMU mandays, (i.e) GEMM over a subdivision/division

= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣLH

where

LH = Length (in km) of typical stretch of high density suburban mainline (BG)

The Chief Engineer can vary the value of GEMM, depending on the local

conditions and efficiency of MMU.

5.8.3 Principle governing the strength and composition of MMU

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual

emoluments of MMU staff.

SEMMU is the Speciality Equipment of MMU, namely, on–track/off-track

tampers and vehicles (road, rail-cum-road, rail borne) for transport of men and

materials. The cadre structure of Gangmen and pay scales thereof, as

stipulated by the Railway Board should be taken into account and Leave

Reserve of 12.5% should be allowed, while computing the annual

emoluments of GEMM. The cadre structure and pay scales should be taken

into account and Travelling Allowance payable should be allowed, while

computing the annual emoluments of MMU.

(Vol.1) 84

6. EVOLVING OF NORMS FOR ACTIVITIES M AND S

6.1 Subactivities under Activities M and S have been listed in para 3.3.3.2 and

3.3.3.3. Mandays requirement for Activities T and R is based on continuous

length of track, whereas that for Activities M and S is, by and large, not based

on continuous length, but depends mainly on the localised problems, special

features and geographical nature of the P.Way section. The requirements

should therefore be assessed very judiciously. Authorisation is essential for

the factors influencing some of the subactivities so that the computations are

based on proper norms and factual position. The following authorities are

recommended for certifying the correctness of the factors:

• No. of days for monsoon patrolling - CTE/CBE

• Need for hot weather and cold weather patrolling - CTE

• No. of days for watching vulnerable locations - CTE/CBE

• Need for Store watchman duty (upto 2 locations) - Sr. DEN/Co-ord.

• Existence of extremely bad formation – CTE

• Identification of track stretches with poor visibility – Sr.DEN/Co-ord.

• Need for Fog signal man duty - Sr. DEN/Co-ord.

• Need for removal of filth from track - Sr. DEN/Co-ord.

• Need for security patrolling – Sr.DEN/Co-ord.

• No. of days for watching water level in suburban section - Sr.DEN/Co-ord.

The computation of mandays for Activities M and S should be done for the

jurisdiction of a Senior Section Engineer. In the following paras 6.2 and 6.3,

principles underlying the calculation of mandays requirement for various

subactivities have been briefly explained. The same have been more

precisely expressed in the form of formulae in the concluding para 6.4.

6.2 MAN-POWER NORMS FOR ACTIVITIES M (MISCELLANEOUS)

6.2.1 Monsoon patrolling

Monsoon patrolling is carried out to give protection to trains against flood

calamities. The number of patrol-beats in each beat-length (based on

(Vol.1) 85

overlapping or non-overlapping beats), number of shifts in each beat-length

and the number of patrolmen required are clearly worked out in the patrol

charts. Night patrol is prescribed only for a specific period in each section.

Mandays required per year = Total No. of patrolmen engaged in 24 hours x D

where D = No. of days for which patrolling is required.

6.2.2 Hot weather patrolling of LWR track

This is required to be carried out during hot part of the day in summer season,

duly following the provisions in LWR manual. In zones of less temperature

variation and in the case of track structure with adequate lateral strength, hot

weather patrolling can be dispensed with, as decided by CTE.

Mandays required per year = 30 x length of LWR track in km, on single line

basis.

6.2.3 Cold weather patrolling LWR track

This is required to be carried out during very cold hours in winter season, if

the track has the past history of incidence of rail fractures. CTE should

authorise the need for this activity.

Mandays required per year = 12 x length of LWR track in km, on single line

basis.

6.2.4 Watching vulnerable locations

There are identified vulnerable locations and these are also indicated in the

patrol charts. The number of stationary watchmen posted at various locations

and their shift-details are indicated in the patrol charts on many Railways.

Mandays required per year = (S x d)

where, S = Total No. of stationary watchmen engaged in 24 hours

d = No. of days for which the locations are watched.

(Vol.1) 86

6.2.5 Gate keeping at Engineering Level Crossings

On most of the Railways, Gatekeeper posts and Leave Reserve posts for the

same are sanctioned separately and these do not form part of the gang

strength. However Rest Givers are drawn from sectional gangs.

Mandays required per year = 365 x (No. of LCs x No. of shifts) - M

where, M = Mandays available due to regular sanctioned Gatekeepers

(excluding Leave Reserve Gatekeepers).

The ultimate aim should be to create adequate posts of GKs, so that both LR

and RG can be met 100% utilising this cadre.

6.2.6 Rest giving for Keymen

Each keyman works for 290 days in a year, whereas keyman patrolling has to

be performed for 365 days. Therefore 365-290 = 75 mandays have to be

drawn from the gangstrength against each beat of keyman. Hence the

manpower requirement for each Sr.SE will be as follows:

Mandays required per year = No. of keyman-beats x (365-290).

6.2.7 Waterman duty

The waterman to be provided will be one for each gang. Hence the mandays

required per year for each Sr.SE = No. of gangs x 290

6.2.8 Store watchman duty

The stores khalasis and watchmen for the store at Sr.SE’s headquarters are

separately sanctioned. The need for additional men arises due to the

materials being kept at other locations. The committee is of the view that

(Vol.1) 87

materials should normally be kept at not more than 2 places in a Sr.SE’s

jurisdiction and requirement on this account can be worked out on the basis of

three watchmen on 8 hours duty at each location.

Mandays required per year = No. of stores location x 3 x 365

Where materials of track renewal works are lying, separate provision in these

estimates should be made.

6.3 MANPOWER NORMS FOR ACTIVITES S (SITE SPECIFIC)

6.3.1 Tunnel maintenance

Tunnel inspection and maintenance needs some mandays which necessarily

get drawn from sectional gangs. The activities involved are extra track work

at the time of dropping of boulders and cleaning of drains. Lookout men and

persons for lighting are also required while carrying out inspections and track

maintenance works.

The Committee for “Rationalisation of costing Permanent Way activities”, in

para 4.9 of their report, recommended a BMKM factor of 1.2 for tunnels. This

factor has the material and manpower cost. Since manpower is the major

component, the factor of 1.2 is directly applicable to manpower. The

committee recommends the same factor for manpower calculation.

Mandays required per year = Σ (Length of tunnel in km x No. of lines in the tunnel) x 1.2 x 290

6.3.2 Bridge substructure maintenance

On some Railways, mandays from gangs are utilised for the maintenance of

bridge substructures. Such works are maintenance of inspection steps,

grouting masonry, assisting mason at the time of repair works and minor

attention to protection works.

(Vol.1) 88

The Committee for “Rationalisation of costing Permanent Way activities”

recommended a BMKM factor of 1.2 for girder bridges and 1.1 for other

bridges. The total maintenance input can be taken as 1.1 man per km of

lineal waterway. This has to be enhanced for multiple lines, with ROBs and

RUBs also included.

Mandays required per year

= Σ (Length of Bridge in km x No. of lines on the bridge) x 1.1 x 290

6.3.3 Long girder bridge maintenance

Extra requirement for this subactivity should be assessed only for bridges,

each having a lineal water way of 150m or more. The extra maintenance on

these bridges will consist of maintaining trolley refuges, attention to guard

rails, pulling back creep on approaches, extra efforts for replacement of

sleepers, etc. It would be sufficient if a team of 6 gangmen are drafted to

attend to these activities 4 times a year, each time for 4 days, for a bridge of

150m waterway.

Mandays required/yr = 6x4x4 x Total lineal water way of such bridges (in m) 150 = 0.64 x Total lineal water way of such bridges (in m)

6.3.4 Extra workload due to very sharp curve, deep cutting and steep grade

Extra mandays required for all curves sharper than 1o on BG and 2o on MG

will get computed by considering Alignment Factor vide para 4.6.2. However,

for curves sharper than 3o on BG and 6

o on MG, even more frequent attention

is required for greasing of rails, correcting alignment, regauging, attention to

check rails and turning of rails. It is necessary to provide one additional man

for every 1 km of such very sharp curves, along with which deep cuttings and

steep grades will invariably co-exist, warranting extra maintenance efforts.

Mandays required (BG) = Length of track (in km) sharper than 3o x 1 x 290.

Mandays required (MG) = Length of track (in km) sharper than 6o x 1 x 290.

(Corresponding provision for NG is not considered necessary.)

(Vol.1) 89

6.3.5 Maintenance of track on extremely bad formation

Formation Factor (Refer para 4.6.1) will take into account manpower

requirement upto 20% extra for bad spots. In actual practice this is not

adequate for track on extremely bad formation requiring attention to alignment

and cross levels almost once in 3 months. At each such location a gang of 10

men may have to be deployed four times a year for 3 days on a length of

200m for attention.

Mandays required per year=

[Length (in m) requiring atleast 4 attentions per year x 10 x 4 x 3]/200

It is needless to emphasise that permanent remedial measures should be

carried out on priority to eliminate extremely bad formations.

6.3.6 Look out man duty

Depending upon the locations and lengths of curves/cuttings with poor

visibility, additional look out men are required to work with gangs. Such

stretches should be identified by Sr.SE, verified by AEN and certified by

Sr.DEN/Co-ord. The mandays requirement for each ganglength will be

Length of track with poor visibility x 290 Length of ganglength

For the section of Sr.SE, mandays for all gangs are summed up.

6.3.7 Fog signal man duty

Deployment of gangmen as fog signal men to assist station masters is a

regular feature in winter. The mandays of gangmen thus lost have to be

recouped, which can be assessed based on actual mandays utilised for this

activity for a year, taking the average of three immediately preceding years.

Mandays required =1/3 x Total mandays actually utilised in last three years

(Vol.1) 90

6.3.8 Filth removal from track

This requirement arises generally for ganglengths in the vicinity of big cities

and should therefore be based on actual field experience. Provision of one

man per gang should be adequate to look after this work.

Mandays required per year = No. of gangs functioning in such areas x 290.

6.3.9 Security patrolling

Security patrolling is ordered to ensure safety against tampering of track and

bridges by miscreants. In some disturbed areas such patrolling continues

over long durations in a year, thereby adversely affecting mandays available

for track maintenance. Though such patrolling should be assigned to security

forces, it is the general practice to deploy gangmen, who are readily available

at short notice and who know how to protect the track. Hence there is need

for recouping the mandays lost.

Mandays required = 1/3 x Total mandays actually utilised in last three years

6.3.10 Watching of water levels in suburban sections

This activity applies to suburban sections with high probability of flooding of

tracks. The importance of this function has been brought out in para 5.4.4.

There are nominated locations where water level has to be watched

continuously during monsoon season. This is generally required for two

months of intensive rain and staff have to be deployed round the clock.

Mandays required per year = No. of locations x 2 x 60

It is assumed that in the monsoon period of 4 months, the intensive rain

period will be about 60 days.

(Vol.1) 91

6.4 ANNUAL REVIEW OF MANPOWER REQUIREMENT FOR ACTIVITIES M & S

Whenever annual review of gangstrength for Activities T and R is undertaken,

it is necessary to reassess the manpower requirement for Activities M and S.

This is because, developments are effected from time to time, which change

the Activities M and S, such as:

• Number of monsoon patrol beats adjusted as per changed train service.

• Vulnerable locations eliminated due to works carried out.

• Level Crossing replaced by ROB/RUB.

• Jurisdictions of ganglengths reorganised.

• Number of stores depots reduced.

• Construction of bridges with ballasted deck or ballastless track in lieu of long girder bridges.

• Boundary walls constructed to prevent trespass into track.

• Soil stabilisation work carried out.

• Letting out some works on contract.

(Vol.1) 92

6.5 SUMMING UP THE RATIONAL FORMULAE

6.5.1 For Activities M



1 to N







CTE/CBE



CTE



CTE


Σ (s x d) 1 to N




CTE/CBE


1 to N




-






Sr.DEN/ Co-ord

(Vol.1) 93

6.5.2 For Activities S



1 to N




1.1x0.29xΣ(b x r) 1 to N




1 to N


-



-

S.5 Maintenance of track on extremely bad formation

0.6 x Σ l 1 to N


CTE


1 to N




Sr.DEN/ Co-ord



Sr.DEN/ Co-ord



Sr.DEN/ Co-ord



Sr.DEN/ Co-ord


Σ (s x d) 1 to N


Sr.DEN/ Co-ord

(Vol.1) 94

7. EQUATED MANPOWER KILOMETRE,

THE RECOMMENDED PERFORMANCE UNIT

7.1 At present ‘Equated Track Kilometre’ is used as the performance unit for

matching the manpower or the expenditure, against the revenue activity of

track maintenance. In the pre-modernisation era, ETKM would have served

this purpose with fair accuracy, since all the three factors, namely, manpower,

maintenance cost and ETKM were defined to be proportional to each other.

As track modernisation was spreading over a part of the system, the

manpower/ETKM was reduced as per the correction factor K (in Special

Committee Formula) for the modernised length of the track, whereas the

corresponding ETKM remained unchanged. Thus the linearity between gross

ETKM and gross manpower got vitiated. By referring the contents of paras

2.9.3 and 2.9.4, it can be appreciated that ETKM has lost its relevance as the

performance unit, which is also corroborated by the factual position tabulated

in Appendix 2.

7.2 In the absence of a reliable performance unit, it will be impossible to

rationalise manpower among zonal railways and other lower units,

proportional to the effort of track maintenance required. Therefore the

Committee have proposed a new performance unit, ‘Equated Manpower

Kilometre’ (EMKM). This is in modification to the concept of EMKM defined in

the Report of the Committee for Rationalisation of Costing Permanentway

Activities. (Dec.95).

7.3 CONCEPT OF COMPARATOR TRACK

7.3.1 Applying Special Committee formula ETKM = UL(1+A+B+C) to a track

carrying 2.5 GMT/annum, laid on trouble free formation in low rainfall area

with fairly straight alignment, i.e. U=1, A=0, B=0 and C=0,

ETKM of 1 km track = 1 unit

(Vol.1) 95

7.3.2 In other words, the track of the above said description can be regarded as

‘comparator track’ to gauge the maintenance work load arising in any other

track. For example, if there is a track of length L, whose ETKM = 1.5L, it can

be visualised that the maintenance workload for this track is 1.5 times that of

comparator track, for which U=1, A=0, B=0 and C=0.

7.3.3 Another analogy can also be presented. If there is a metal whose density is

2.6 gm/cc (or specific gravity 2.6), anybody will understand that this metal

possesses 2.6 times the heaviness of water. Here water is the comparator.

7.3.4 Therefore the Committee decided to define, in the environment of the Rational

Formulae, a comparator track which will have moderate characteristics

requiring moderate level of manpower. Such a track can be easily visualised

by any track engineer, so that he can judge the manpower requirement of any

other track as a multiple/fraction of that for the comparator track.

7.3.5 It should be remembered that Special Committee formula is meant to give

manpower requirement per km for certain salient activities of track

maintenance and this formula does not take into account many other

activities, which have been identified mostly under Activities M and S in this

report. Manpower requirement for many subactivities under M and S is not on

“per km” basis; but is assessed for the P.Way section as a whole. Therefore

in the environment of the Rational Formulae, “one km of comparator track”:

should be considered as the “averaged one km of the comparator P.Way

section”, if the manpower requirement for all Activities T,R, M & S has to be

covered under this concept. In fact only by resorting to this concept, the

performance unit will achieve perfection, by covering the manpower required

for all the activities.

7.4 Thus as the first step to define MCNTM comparator track, a comparator

P.Way section has to be defined. Suppose the physical length of mainline

track is L in the comparator section, there will be additional lengths of track in

running and non-running yard lines and equivalent lengths of turnout. After

assessing total mandays requirement for all Activities T, R, M & S, the same

(Vol.1) 96

will be divided by L only (i.e. ignoring the other lengths of track) to find out the

mandays requirement/km as an average over the section.

Now, the no. of gangmen required per km for a typical P.Way section serving

as comparator, is calculated as follows, assuming parameters which

necessitate moderate manpower:

Gauge : BG Physical length : 70km, Single line GMT/Annum : 2.5 LWR lengths : 40% i.e. 28km Track structure : PRC sleepers 1660 Nos./km with 250mm ballast cushion Maintenance : Machine packed Enhancement factors A, B & C : 0 No. of turnouts on Main Line : 40 Running Yard Lines : 13km, manually packed No. of turnouts in RYL : 10 Non-Running Yard Lines : 4.5km No. of turnouts in NRYL : 0

Manpower requirement for Activities T and R

Main Line Equivalent length of mainline = 70+(0.1x40) = 74km Mandays for Activity T = (80+2.3x2.5)x74 = 6346 Mandays for Activity R = 159 x 74 = 11766 Yard Lines Equivalent length of RYL = 13+(0.1x10) = 14km Equivalent length of RYL including NRYL= 14+(2/3x4.5) = 17km Mandays for Activity R = 297 x 17 = 5049

Manpower requirement for Activities M Monsoon patrolling

10 beat-lengths, 60 days in a year, 1 beat in each beat length, 2 shifts in each beat length

Mandays = 60x10x2x1 = 1200

(Vol.1) 97

Hot weather patrolling LWR track of 28km length requiring 30 mandays/km Mandays = 28 x 30= 840 Cold weather patrolling LWR track of 28km length requiring 12 mandays/km Mandays = 28 x 12 = 336 Rest giving for keymen 10 keyman-beats Mandays = 10(365-290) = 750 Waterman duty 10 gangs Mandays = 290 x 10 = 2900

Manpower requirement for Activities S Bridge substructure maintenance Total lineal waterway = 760m Mandays = 1.1 x 0.29 x 760 = 242

Mandays requirement = 6346+(11766+5049)+1200+840+336+750+2900+242 = 29429

Mandays requirement including LR = 1.125 x 29429 = 33108 Mandays required for LR for 10 gangmates and 10 keymen = 0.125 x 20 x 290 = 725 Total mandays requirement = 33108 + 725 = 33833

No. of gangmen required per km = 33833/(290x70) = 1.6667 = 12/3

7.5 It would be seen that the MCNTM comparator track is assumed to carry

2.5GMT/annum, corresponding to U=1 in the Special Committee Formula for

ETKM. The comparator track, which is of BG, will be the same irrespective of

(Vol.1) 98

the track being compared is BG, MG or NG. This rectifies the mistake in the

ETKM concept, pointed out in para 2.9.3.1.

7.6 UTILITY OF EMKM

Having arrived at the gangstrength of 12/3 per km for MCNTM comparator

track, this becomes the basic unit for 1 EMKM. Suppose a P.Way section of

80km length (mainline track only) requires 240 men as per Rational Formulae,

EMKM for the section = 240/12/3 = 144 EMKM of each km of the section = (240/80)/ 12/3 = 1.8 The corresponding visualisations are:

• The section is deemed to contain 144km of MCNTM comparator track,

considering total manpower requirement.

• Per km requirement of manpower is 1.8 times that for MCNTM comparator

track.

7.7 DEFINITION OF EMKM

EMKM of a P.Way section = 0.6 (Total gangstrength required as per Rational

Formulae)

EMKM of 1 km of track = 0.6 (Gangmen per km as per Rational Formulae,

considering P.Way section as a whole)

7.8 Appendix 2 shows that the number of trackmen per ETKM is 1.72 for the

whole of Indian Railways and it varies from 1.36 to 2.12 on zonal railways.

Seeing the norm of 12/3 men per EMKM, it will be difficult for anybody to guess

whether the total gangstrength will increase or decrease on account of the

implementation of the Rational Formulae. It has to be realised that EMKM will

not be equal to ETKM and therefore no. of men per ETKM is not comparable

with no. of men per EMKM. The repercussion of implementing the Rational

(Vol.1) 99

Formulae has been studied in depth over five units on Central, Northern and

Western Railways and this will be discussed in Chapter 9.

7.9 FUNCTIONALITY OF EMKM AS PERFORMANCE UNIT

7.9.1 Let us assume that L is the physical length of a P.Way section (i.e. total length

of all mainline tracks). Gangstrength requirement for this section is calculated

using the Rational Formulae and is divided by 12/3 to yield EMKM of the

section LE.

The factor LE/L denotes EMKM of each km of the section and will be useful for

comparison of manpower concentration among P.Way sections.

Over a division or zonal railway, EMKM of the unit = ΣLE. If the sanctioned

gangstrength for the unit is more than 12/3ΣLE, it indicates surplus staff; if it is

considerably less than 12/3ΣLE, it indicates deficiency of manpower. In other

words, every unit must aim to achieve the status of “Sanctioned

Gangstrength/EMKM=12/3”, if MMUs are not formed out of gangstrength. If

however MMUs are formed, “Sanctioned strength/EMKM” should be

somewhat less than 12/3.

Thus EMKM is an effective performance unit, enabling at-a-glance evaluation

of manpower deployment.

7.9.2 The norm of 1.47 men/ETKM on BG and 1.21 men/ETKM on MG/NG as per

Special Committee formula did not take into account manpower requirement

for a large number of activities. It excluded leave reserve. Therefore actual

number of men per ETKM was varying from section to section and many

excuses could be put forth qualitatively to explain the variation in each

section. But in the environment of the Rational Formulae, the manpower

factor of 12/3 men/EMKM is the same for any section on BG, MG or NG; it

includes all the activities; it covers mechanical or manual mode of

maintenance; it applies to non-suburban and suburban lines; it embodies

leave reserve also.

(Vol.1) 100

7.9.3 Thus the Committee recommends that the performance unit for the purpose of

staff strength evaluation should be EMKM, which is defined as numerically

equal to 0.6 times the number of gangmen required as per the Rational

Formulae.

7.9.4 For carrying out manpower analysis, only gangstrength and MMU staff should

be considered against EMKM, after duly separating the posts of Gangmates,

Keymen, Artisans, Trolleymen, Watchmen, on-track machine staff etc.

mentioned in para 4.10.1. The tabulations in the book of Demands and

Grants should be modified accordingly.

7.9.5 The application software MANPOWER evolved by the Committee does not

incorporate EMKM. After the Railway Board approves this concept,

IRICEN/Pune may modify the software.

7.10 Similar to EMKM, it is possible to evolve Equivalent Cost Kilometre (ECKM)

as the performance unit for comparing maintenance cost per km among

various units and for distributing funds judiciously. This concept is already

contained in the Report of CRCPA (Dec.95). The evolving of ECKM, in the

environment of Rational Formulae, may be included in ‘Part 2: Cost-Norms’ of

the Report to be compiled by the new members of the MCNTM Committee, to

be nominated by the Railway Board, as mentioned in para 1.6.

(Vol.1) 101

8. RECOMMENDATION ON THE OTHER TERMS OF REFERENCE

AND THE ISSUES RAISED BY FIELD ENGINEERS, NFIR AND AIRF

8.1 The original terms of reference assigned to the Committee vide Railway

Board’s letter No.95/CE-I/GNS/2 dt.05.01.96 (Annexure A) is reproduced

below:

“i) To study the Special Committee Formula for Gangstrength and to

suggest modified formula covering certain variables left out in the

existing Special Commiittee Formula which affect track maintenance

effort.

ii) The Committee shall take into account the decasualisation done, effect

of machine maintenance and track modernisation”.

It would be seen that the Rational Formulae evolved in Chapters 4, 5 and 6

have exhaustively dealt with all the limbs of the terms of reference except the

aspect of ‘decasualisation’.

Decasualisation was carried out mainly for regularising the casual labourers,

who attained temporary status and continued to be under the same service

conditions for prolonged periods. These labourers were originally recruited to

perform such of the duties not covered under Special Committee Formula,

listed in para 3.3 of Appendix 1. Now that the Rational Formulae cover all the

subactivities of maintenance, except those which can be let out on contract,

the revised gangstrength will enable conversion of many of the decasualised

posts into regular posts. If the revised gangstrength leaves part of the

decasualised posts uncovered, such posts should be declared surplus

immediately. As per the well established rules, the following methods can be

resorted to:

• Optees to other departments/other units can be transferred. The resultant

vacant posts will enable surrender of corresponding numbers of

supernumerary posts.

(Vol.1) 102

• The incumbents of surplus posts can be transferred to the vacant posts

arising in such of the units, where the revised gangstrength is more than

the existing sanctioned regular gangmen posts plus existing decasualised

posts. Monetary grants or certain other concessions can be offered to

encourage such transfers.

• Retirement wastage can be allowed to take place, particularly if the

incumbent has less than 3 years of residual service.

• Taking recognised trade unions into confidence, transfers can be

implemented compulsorily.

In any case, during the above exercise, no additional posts should be created

in any unit in anticipation of wastage/surrender expected to take place in other

units.

8.2 As regards appointment of safaiwalas as part of gangstrength for cleaning the

track passing through densely populated area (Annexure F), the Rational

Formulae for Activities M provides for the posts required for this purpose. If

some of the gangmen are willing to carry out this duty, even if it may involve

transfer, such staff can be encouraged. Otherwise these posts can be filled

up by drawing safaiwalas from Medical department, who will however work

under the day-to-day control of P.Way supervisor. Since such locations are

situated in important cities, it is quite likely that safaiwalas of Medical

department working in far-off places may readily opt to accept deputation to

Engineering department. However such staff will revert back to parent

department, when due for promotion.

8.3 The issue of deputing gangmen for monsoon patrolling (Annexure G) is

considered very important from safety and morale points of view.

Perhaps the alternative to deputing gangmen is the letting out of this work on

contract.

The P.Way mate or supervisor can and should order starting of patrolling, the

moment he sees indication of isolated thunder storm or starting of monsoon

(Vol.1) 103

before the nominated date. Depending on the number of beats and shifts in

each beat-length, substantial number of men have to be thrust into service.

Contractor’s men will not be available all of a sudden.

Further the duty of patrolman is much more than merely walking and watching

the track. He must know the characteristics of floodwater, with particular

reference to the local geographical features. He should be able to apprehend

disaster when he sees relevant symptoms. If he is knowledgeable and

confident, he can distinguish such of the flood events which may not affect the

track or formation, thereby avoiding false alarm. On the other hand, if he

exercises correct judgement, he will alert all the staff concerned well in

advance before a disaster takes place. Many gangmen, though illiterate, do

possess extraordinary instinct to anticipate flood problems, displacement of

boulders in the cuttings, sinking of formation, land slips, land slides of

mammoth size, etc.

By performing the patrol duty, the gangman acquires a sense of belonging to

the track and he gets sentimentally attached to the section and its safety.

Further, walking over long distances keeps his physique more fit. He gets

weather beaten and becomes robust to perform normal duties also.

On many occasions, gangman on monsoon patrol duty is able to rectify minor

flood damages by himself immediately, which curbs further damage and

eliminates even major washaway.

Some gangmen on monsoon patrol duty take correct decision to permit trains

at restricted speed, instead of stopping the service. His technical knowledge

gives him the confidence.

Due to above said reasons, monsoon patrol should continue to be performed

by gangmen. The Rational Formulae provides for mandays for this purpose

under Activity M.

(Vol.1) 104

8.4 A question has been raised as to whether gangmen posts should be created

to perform security patrol. (Annexure I). Many times the need for security

patrol arises all of a sudden based on message flashed by civil authorities.

Gangmen are available throughout the section at all times. There is no option

but to send them on security patrol, because RPF jawans are neither

available in adequate numbers, nor can they spread out at short notice. The

Rational Formulae provides for mandays for this purpose under Activity M.

8.5 The next issue to be tackled is, how to consider the age factor of gangmen

and modify the norm of output depending on the fitness of the individual

gangman.

8.5.1 The Committee strongly feels that it is not the age, but the physical fitness to

work should be the factor to be considered. During interaction, many field

engineers expressed concern over the fact that the medical category B-1

prescribed for gangman has nothing to do with stamina aspect.

8.5.2 The Rational Formulae have been evolved, based on average productivity of

individual gangman. It is necessary to ensure overall productivity by weeding

out weak persons.

8.5.3 The Committee noticed that on some of the railways, at the time of initial

recruitment or regularising the service, the labourer is asked to run for 200m

carrying a cement bag of 50kg. By issue of regular order, ‘Physical

Endurance Test’ (PET) should be standardised as done in the Army. Such a

test should be conducted through a Committee of doctors at the time of

recruitment to gangman cadre and at the time of periodical medical

examination of gangmen. The parameters of health condition such as X-ray

report, blood pressure test, blood and urine tests, etc should also be kept on

record. Any gangman failing in PET should be medically decategorised and

removed from the cadre. The directives issued by Railway Board will be

followed, vide their letters No.E(NG)I/96/RE3/9(2) dt.29.04.99 and

No.E(NG)II/95/RC-l/94 dt.18.01.2000, on the subjects ‘Absorption of

disabled/medically decategorised staff in alternative employment’ and

(Vol.1) 105

‘Appointment on compassionate grounds in cases of medical

invalidation/decategorisation’.

8.5.4 If the performance of a gangman is found to be poor attributable to his

physique as reported by the supervisor, he should be sent for PET,

irrespective of whether he is due for PME or not.

8.5.5 These recommendations reflect the views of field engineers who expressed

anguish regarding the diminishing stamina of gangstaff.

8.5.6 The Committee is of the opinion that whereas the nature of gangman’s work is

strenuous and he is exposed to adverse weather conditions, the same factors

can lead to better physique and healthier life, if the gangman takes care of his

habits. In army, it is the duty of everybody to keep his health proper. Though

the rules are different between civil and military careers, it is not impossible to

device methods of counselling and training schemes for gangmen, so that

they realise that it is their duty to maintain their stamina. The Committee

members, who have put in nearly 35 years service, have really seen that

gangmen were robust even after the age of 50 years, in 1960’s and 70’s. The

Committee recommend that some senior officers of Medical department may

be detailed to examine this aspect and to come up with suggestions on how to

improve the general health of gangmen by various means. As a part of

training courses and also in the field, yoga should be taught to gangmen and

schemes should be drawn for implementing both kinds of lessons.

8.6 The problem related to that dealt in para 8.5, is the rampant absenteeism

among gangmen. As stated by many field engineers, all gangmen avail

casual leave and LAP to the maximum limits. Many gangmen are not even

bothered about loss of pay due to LWP/absence. This has been pointed out

by NFIR and AIRF, who have suggested that leave reserve be increased to

30%. The field engineers are concerned about the loss of mandays on

account of absenteeism, which is not recouped due to ban on recruitment of

casual labour.

(Vol.1) 106

The Committee is of the opinion that increasing of LR more than 12½% will

further encourage absenteeism. Instead, constructive methods should be

devised as mentioned in 8.5.6. In fact absenteeism is not necessarily on

account of health reason. A drive should be undertaken to initiate disciplinary

action and to remove the frequent absentees from service. This is the

responsibility of Divisional Railway Managers.

Drastic steps should be taken, as suggested by Honourable Justice Shri N.

Venkatachelliah in the course of judicial enquiry into a railway accident, such

as, condonation of maximum two day’s unauthorised absence in a month and

treating unauthorised absence for over 24 days in a year as misconduct

leading to removal from service.

There was some suggestion that during annual review of gangstrength, extra

gangmen posts may be created based on the mandays lost (without payment

of salaries) in the past year. This will go against the principles of manpower

planning and this evil may spread to other departments if initiated in

Engineering department.

However, realising the adverse effect of mandays lost on maintenance, the

Committee recommend that Chief Engineer should collect information on

money saved every month (with finance concurrence), preferably through

computer networking, and release this money for operating contracts to clear

the arrears of work. Railway Board may authorise this procedure and

delegate the powers to the Chief Engineer for reappropriation of funds from

PU-01 to PU-32.

But the Finance Member of the Committee does not concur this

recommendation, pointing out that this will encourage absenteeism and the

method of compiling information on monthly savings due to absenteeism will

be cumbersome. The Technical Members are of the opinion that, whereas

every effort should be taken to curb absenteeism, maintenance activities

should not be allowed to suffer due to shortage of input of mandays, in the

interest of safety and realisation of full life span of track.

(Vol.1) 107

8.7 Many field engineers expressed that gangwomen appointed on

compassionate grounds are not able to work hard. Considering the nature of

duties of gangwork, a woman is seriously handicapped during monthly cycle.

Her personal safety is also not quite satisfactory under the real environment,

sometimes being called to work in nights if there is emergency. While

ensuring that women are not discriminated, it should also be realised that they

should not be subjected to hazardous situations. The Committee recommend

that Sr.DEN/Cordination should decide the total no. of gangwomen that can

be accommodated, identifying the nature and quantum of job that can be

performed by them. He will advise this to the Chief Engineer along with the

Annual Review of gangstrength. The Divisional Railway Manager should

ensure that this limit is never exceeded while appointing women in the gangs.

The instructions contained in Railway Board’s letter No.E(NG)-II/97/RC-1/117

dt.21.10.97 should be strictly followed.

8.8 Some field engineers expressed opinion that the age of the track should be

taken into consideration in gangstrength formula. The Committee has

formulated the norms based on data collected from various sections, each

containing tracks of varying ages. Therefore the norms correspond to the

requirements for track of average age. While keeping the overall

gangstrength of P.Way section as calculated, readjustment of strengths of

various gangs in accordance with the age profile of stretches of tracks can be

carried out and such a proposal can be approved by the Divisional Engineer.

8.9 Some field engineers, NFIR and AIRF have suggested for creation of trainee

reserve posts for gangman cadre. Gangman being safety cadre spanning

over Group C and Group D, the technical members of the Committee feel that

this is a good suggestion and trainee reserve of 2% should be just optimal.

Training centres for gangmen should be strengthened, so that they acquire

the skill to maintain track in a professional manner and to utilise the small

track machines effectively.

However the Finance Member does not concur creation of 2% Trainee

Reserve posts and opines that this must be managed within the Leave

(Vol.1) 108

Reserve provision. The Technical Members are of the opinion that Leave

Reserve is meant for its own purpose and that with the emphasis being given

to impart adequate training to staff belonging to safety category, (Para 5 of

Summary of Recommendations in Part I of ‘Report of the Railway Safety

Review Committee, 1998’), this issue deserves Board’s consideration.

8.10 The last issue dealt is the identification of activities of track maintenance that

can be let out on contract (Annexures K, L and M). After studying the existing

practices on the zonal railways, Konkan Railway and after reviewing the

extant instructions from legal point of view, the Committee recommends that

the following activities can be executed through contract system:

1. Formation treatment works. 2. Collection of ballast, training out ballast by materials train, leading

ballast from stack to track, insertion of ballast in track and profiling. 3. Deep-screening of the ballast in track, carried out manually or by

deploying Ballast Ceaning Machine in which case manpower support is provided by the contractor.

4. Introduction of sub ballast and ballast layers. 5. Heavy repairs to track, including lifting. 6. Complete realignment of curved track. 7. Through renewal of rails, sleepers and fasteners. 8. Complete renewals of points and crossings, SEJs, traps, etc. 9. Resurfacing of crossings and switch rails. 10. Loading and unloading of P.Way materials in bulk. 11. Lorrying out of P.Way materials for other than casual renewal. 12. Security of materials in a depot which is closed and locked. 13. Painting of rails and weld collars. 14. Painting of bridge girders. 15. Heavy repairs (measurable) to formation, cutting, side drains and

catch-water drains. 16. Heavy repairs (measurable) to bridges, bridge protection works, river

training works and tunnels. 17. Providing/repairing road surface at level crossings, including speed

breakers. 18. Removal of major sand breaches. 19. Works arising due to restoration, following breach or accident. 20. Clearing of rank vegetation in platforms and in the vicinity of tracks in

coaching and goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical and S&T departments.

Note: a) Clearing of vegetation not in the vicinity of tracks will be carried out by the

respective departments or by the works supervisor concerned, through contract. b) Cleaning of goods sheds and goods platform will be the responsibility of

Commercial department, who may resort to contracting.

(Vol.1) 109

9. PILOT STUDY CONDUCTED ON THREE DIVISIONS OF

NORTHERN AND WESTERN RAILWAYS (NON-SUBURBAN) AND

ON TWO SUBDIVISIONS OF CENTRAL AND WESTERN RAILWAYS

(HIGH DENSITY SUBURBAN), APPLYING THE RATIONAL FORMULAE

9.1 Engineering Department performs ‘Way’ and ‘Works’ functions. The ‘Way’

function, namely, track maintenance forms the major activity on Indian

Railways, engaging a work force of 2,46,379 staff (1998-99 figure), counting

only the non-supervisory Group C and Group D categories, excluding

supervisory Group C and Officers. The trackmen of this work force constitute

a major component of the total number of employees, which is 15,83,600 on

Indian Railways.

This component is entirely governed by the gangstrength norms prescribed.

Any change implemented in the norms may have significant effect on the

number of staff with corresponding financial implication. Therefore the

Committee decided that the Rational Formulae should be applied, as a

theoretical exercise, but with all precision, taking permanent way staff of some

divisions. Initially this pilot study was proposed for Ambala Division of N.Rly

and Ratlam Division of W.Rly, subsequently extended to Allahabad Division of

N.Rly also, as regards non-suburban lines. For high density suburban lines,

Sub-divisions Mumbai Chatrapati Shivaji Terminus of C.Rly and Mumbai

Central of W.Rly were selected for the pilot study.

9.2 The application of Rational Formulae calls for collection of lot of additional

field data on track, over and above what is required for Special Committee

Formula. It was realised that the concerned Divisional Engineers should

appreciate the importance of each data collected and its correct application in

the formulae. Therefore the pilot study necessitated detailed briefing for the

officers and field engineers involved, to make them understand the formulae

entirely.

(Vol.1) 110

9.3 Due to the multiplicity of calculation steps handling large amount of input data,

especially for Activities M and S, need was felt for the evolving of application

software. The Committee decided that the software be developed and

perfected for the pilot study itself, so that the same can be widely adopted all

over the Indian Railways, after the Report is accepted by the Railway Board.

Chief Engineer/W.Rly, the Committee Member, organised the development of

software through the Engineering Computer Centre. Pilot study was very

useful in locating bugs in the program and eliminating them.

9.4 The documentation on the Application Software MANPOWER may be seen in

Appendix 7. A typical calculation of gangstrength for a P.Way section by

applying the Rational Formulae has been given in Appendix 8.

9.5 The results of the pilot study are tabulated in Tables 20 to 24 and are

abstracted as follows:

Sanctioned strength

Unit

A

Gangstrength as per the Rational Formulae

B

Regular

C

Decasualised

D

Total

E

Shortfall (-) Excess (+)

E – B

Allahabad Divn. N.Rly

4621 3798 2467 6265 + 1644

Ambala Divn. N.Rly

3072 2046 400 2446 - 626

Ratlam Dinv. W.Rly 4161 3643 896 4539 + 378

CSTM Sub-Divn. C.Rly 1251 1192 297 1489 + 238

BCT Sub-Divn. W.Rly 1221 1149 436 1585 + 364

Total 14,326 11,828 4,496 16,324

+ 1,998 which is

12.24% of 16,324

9.6 In four out of the five cases above, excess posts have been identified.

However the abnormal numbers of excess and shortfall in manpower deserve

explanation.

9.6.1 Allahabad Division covers the first Rajdhani route between Delhi and Calcutta.

In early 70’s when RDSO conducted high speed trials on this division, there

(Vol.1) 111

was a need to explore how best the track geometry can be achieved and

sustained, with CST-9 sleepers extensively present in the track of those days.

Moreover Northern Railway administration tried laying of LWRs on continuous

lengths on Allahabad Division. Many other works were undertaken to improve

the track, with the intention to achieve safety of the highest order, when the

traditional speed barrier of 100 km/h had to be broken. Due to these reasons,

casual labourers were liberally engaged, in the absence of any ban on such

recruitment. Subsequently decasualisation covered the huge work force of

2467 men as seen in the Table under para 9.5. This explains the reason for

the excess posts of abnormal number.

9.6.2 In Ambala Division, there is a considerable shortfall of 626 men. This should

be considered as a rare instance, due to the factors given as follows:

• Ambala Division was carved out of sections of Delhi and Ferozpur

Divisions and came into existence on 01.07.1987. When the Division was

bifurcated, many gangmen left for other divisions. Posts were not created

according to Special Committee Formula, due to the emphasis given on

manpower control. Against 2488 posts that could be justified as per

Special Committee Formula, only 2046 regular posts of gangmen exist.

• Due to law and order problem, 203 gangmen are deployed for security

patrolling and these posts were not created. Due to application of Rational

Formulae providing manpower for this function, the shortage has surfaced.

• Likewise 73 gangmen are deployed for fog signalling and this shortfall has

also become visible.

• Lot of arrears of track maintenance works have accumulated and it is

stated by the Sr.Divisional Engineer/Coordination that this will have

adverse effect on the service life of track structure.

9.6.3 Chief Engineer/N.Rly, who is a Committee Member confirms the contents of

paras 9.6.1 and 9.6.2.

9.7 If this pilot study is considered as a typical sample survey covering varieties of

situations, it is seen that there may be scope for reduction in manpower to the

(Vol.1) 112

extent of 12.24%. But the Committee clarifies that this figure of 12.24% need

not be a realistic or reliable representation of the overall situation, since the

size of the sample, namely 16,324 is very small compared to the total gang

strength of 2,46,379 on Indian Railways.

9.8 The activities to be performed by permanent gangs as per Special Committee

Formula are more or less the same as Activities T and R in the Rational

Formulae. Therefore it would be of interest to compare the number of

gangmen calculated for Activities T and R only to the regular sanctioned

strength which is expected to be the gangstrength as per Special Committee

Formula. This comparison may be seen in the following table:

As per the Rational Formulae

Unit

(a)

Mandays T

(b)

Mandays R

(c)

Mandays (T+R)

(d)=b+c

No. of gangmen for (T+R) including

LR (e)=dx1.125

290

Sanctioned strength of

regular gangmen

(f)

Shortfall (-) or

Excess (+)

(g)=f – e

Allahabad Divn., N.Rly 466520 486225 952745 3696 3798 + 102

Ambala Divn., N.Rly 247908 336472 564380 2267 2046* -221^

Ratlam Dinv., W.Rly 384766 379569 764335 2965 3643 + 678

CSTM Sub-Divn., W.Rly 64829 193158 257987 1001 1192 + 191

BCT Sub-Dinv., W.Rly 57802 164873 222675 864 1149 + 285

10793 11828

+ 1035# which is

8.75% of 11828

* Against 2046, Special Committee Formula justifies 2488 posts, which could

not be created when Ambala Division was formed in 1987. ^ This figure would have been +221, had Ambala Division created 2488 posts. # This figure would have been 1477, had Ambala Division created 2488 posts.

In that case, the excess would have been 12.49% instead of 8.75%.

(Vol.1) 113

Thus it is seen that the Rational Formulae help in better optimisation of

manpower as compared to Special Committee Formula, when like activities in

both cases are considered.

9.9 In the Pilot Study, application of the Rational Formulae has clearly exposed

the abnormal situation of manpower issues pertaining to Allahabad and

Ambala Divisions.

9.10 In view of the results anticipated as explained in paras 9.7 and 9.8 and

because the Rational Formulae possess in-built flexibilities as brought out in

para 4.13 to 4.15, the Committee feels confident that the Rational Formulae

can be adopted on the Indian Railways.

(Vol.1) 114

10. PRE-REQUISITES AND METHODOLOGY

TO IMPLEMENT THE RATIONAL FORMULAE

10.1 In any progressive organisation, personnel of management and supervisory

levels should thoroughly understand the principles of manpower management

and financial implications thereof. This knowledge should not only be

confined to personnel management department, but should necessarily

spread to technical staff in the field. Rationalisation of manpower is a vital

step in promoting efficiency and the sense of fairness to workers. The

Committee therefore recommends that the knowledge of Rational Formulae

should percolate right upto the lowest tier of supervisors. Not only the

formulae but also their rationale should be taught in IRICEN/Pune and in

Engineering Training Centres of the zonal railways. The office staff who are

engaged in carrying out annual review of gangstrength should also be trained.

They should be taken to field to see the ongoing modernisation efforts,

functioning of MMUs, day-to-day working of gangmen, etc., so that the

Rational Formulae are thoroughly understood in the context of field activities.

10.2 As soon as MCNTM Committee’s recommendations are accepted by the

Railway Board, the Report should be printed in sufficient number of copies, so

that all Sr.SE(P.Way) incharge, all AENs, DENs and Sr.DENs get one copy

each. 2 sets of floppies containing the software MANPOWER should be

supplied to each division. This can be done in 45 days time.

10.3 Within 3 months after the previous task is completed, IRICEN and zonal

training centres should impart the knowledge to all Sr.DENs/Coordination of

Indian Railways and to selected AENs, selected supervisors and office staff.

The course should incorporate on-hand training with application software

MANPOWER. Officers and staff of Personnel and Finance departments

should also be trained, though not as intensively as Engineering personnel.

10.4 The Report should be permanently included in the syllabus of training

courses, both initial and refresher. Exclusive training courses of 5 days

(Vol.1) 115

duration can be organised 3 to 4 times in a year at IRICEN and zonal training

centres on a regular basis.

10.5 The Rational Formulae should be applied, taking each P.Way section as the

basic unit, because manpower requirement for Activities M and S is computed

mostly section based. Formation of MMUs should be planned combining 3 to

4 P.Way sections under one AEN’s jurisdiction. One DEN’s jurisdiction can

be taken as the base for MMU, if medium capacity on-track tamping machine

(such as MP2000) is to be included under the Speciality Equipment of MMU

for carrying out slack attention. Such proposals should be initiated by DEN,

recommended by Sr.DEN/Coordination and approved by CTE/CE.

10.6 Sr.SEs should be fully involved since they have to collect field data precisely.

As regards apportioning of the total gangstrength of a P.Way section to

various gangs, Sr.SEs and SEs should carry out ganglength-wise

calculations, judiciously distributing the manpower for Activities M and S.

Depending on the age of track, some mutual adjustments among ganglengths

can also be carried out. These calculations should be scrutinised and

approved by AEN. If this practice is well established, the supervisors will

become manpower conscious, the fundamental requirement for cost

consciousness.

10.7 When the first review of gangstrength takes place applying the Rational

Formulae, one of the following situations will emerge in each basic unit

namely P.Way section.

• Calculated gangstrength is more than the sanctioned strength (this term

includes permanent and decasualised posts).

• Calculated strength is less than the sanctioned strength.

The overall picture AEN-wise, DEN-wise and for the entire division should

also be projected in order to find solutions, by proposing transfers between

sections and between subdivisions. Inter-divisional transfers can also be

thought of in case of optees being available. Sometimes a division may

(Vol.1) 116

spread over more than one State, in which case transfer from one unit to

another unit may be resented due to genuine linguistic and education

problems.

10.8 The following procedure can be followed:

• If the calculated strength is more than the sanctioned strength in any unit,

extra vacant posts of other units can be straightaway transferred.

• If the calculated strength is less than the sanctioned and really operated

posts, such excess posts should be declared surplus immediately.

Thereafter the following steps can be taken:

1. Optees to other departments/other units can be transferred.

2. Incumbents of surplus posts can be transferred to the vacant posts in

other units. Monetary grants or certain other concessions can be

offered, to encourage opting for such transfers.

3. Retirement wastage can be allowed to take place, particularly if the

incumbent has less than 3 years residual service.

4. For forming MMUs and for operation of on-track machines, incumbents

of surplus posts or even other capable gangmen can be encouraged,

trained and posted.

5. Taking recognised trade unions into confidence, transfers can be

implemented compulsorily.

In any case, during the above exercise, no additional posts should be created

in anticipation of wastage/surrender expected to take place in other units.

10.9 By carrying out these processes under close monitoring, it may be possible to

implement the Rational Formulae fully within a span of two years. Thereafter

the annual review should be carried out strictly as on 1st April and manpower

adjustment should be continued. By computer net-working it will be possible

to compile information at zonal railway headquarters and at Railway Board’s

office.

(Vol.1) 117

10.10 The Committee recommends that IRICEN/Pune should take over the

application software MANPOWER as the sole custodian and carry out

amendments from time to time. At the first occasion, this software should

incorporate MMU aspects, as soon as the principles recommended for

formation of MMU contained in para 4.11 and 5.7 are approved by the

Railway Board.

(Vol.1) 118

11. OBSERVATIONS OF THE FINANCE MEMBER AND REMARKS BY THE TECHNICAL MEMBERS

Observations of Finance Member Remarks by Technical Members

1. Indian Railways are passing through acute financial crisis, contributed mainly by steep rise in staff costs during recent years. The costs of staff for Track Maintenance has also gone up considerably and now constitute around 82% of total revenue expenditure under Demand-4. It was, therefore, incumbent on the part of the Committee to conduct Zero Base Review of track maintenance activities to ensure maximum reduction of existing Gang Strength on Zonal Railways and also suggest off-loading of certain activities to outside agencies without affecting the safety of Railway operations.

It is agreed that manpower requirement should be optimised duly considering the financial crunch, extent of mechanisation implemented and the possible off-loading of certain activities to outside agencies. Keeping these objectives in mind, zero based approach has been adopted, identifying the essential subactivities of track maintenance and the quantum of works thereof, so as to maintain the track in reliable condition commensurate with the traffic carried.

2. Substantial investments have been made by Railways towards procurement of sophisticated and high-tech Track Machines/Equipments over the years to improve the quality of track structures and curtail the scope as well as need of its manual maintenance. The investments on the Track Machines, in fact, was justified on the basis of proposed reduction in the number of staff deployed on track maintenance activities. The Special Committee on Gang Strength Formula (1979) gave due cognizance to this vital aspect and introduced correction/reduction factor of 0.50 on man-power norms for maintenance of mechanised tracks as compared to conventional track. Railway Board have ordered, during Jan’83 , further reduction of 5% on Gang Strength of Gangmen arrived at with said formula.

The track kilometre on Indian Railways is 85429 km on BG, 19158 km on MG and 3826 km on NG. Machine packing has been introduced over 40287 km of BG track only, leaving 68126 km totally on BG, MG and NG still under manual packing. Even in machine packed stretches, implementation of other aspects of mechanisation is quite insignificant as brought out in paras 2.9.4 and 2.9.5. Of course, machine packing provides the maximum possibility for manpower reduction, apart from relieving trackmen from the arduous job of beater packing. It has been clearly brought out in para 2.9 that, in the past 11 years, number of trackmen has been reduced by 18.44% despite increase of ETKM by 10.1%. Further, the number of trackmen per ETKM has been reduced by 25.93%. The Correction Factor incorporated in Special Committee Formula has helped in optimising manpower, on adhoc basis though not based on a rational approach.

3. Since implementation of the modified Gang Strength formula in 1979, t+he capacity of existing track machines were increased manifold and several new track machines,

As the technology of tie tamping machine underwent advancement in the international scenario, Indian Railways procured machines of higher capacity.

(Vol.1) 119

covering other facets of track maintenance activities were also introduced. These mainly are : i) The UNOMATIC and DUOMATIC Tie Tampers, procured during ’79, had tamping capacity of 10 to 20 sleepers per minute, whereas the CSMs introduced around ’84 , have capacity of tamping 40 sleepers per minute. ii) Prior to ’84 Shallow Screening operations were being undertaken manually with approximately 92 Gangmen per Km. Per year. With the introduction of FRM (i.e., Shoulder Ballast Cleaner) sometime during’84, the requirement of Gangmen to support operation of the machine was in the range of 10 men per km/per annum only. iii) The introduction of Ballast Regulators during ’86 similarly led to substantial reduction of manual labour for ballast regulation/boxing activities. Apart from major track Machines referred above, several small size track equipments have been inducted in our system in recent times resulting in more flexibility in operation and higher productivity/output. Considering the upgradation of existing as well as introduction of new track machines since 1979 the correction factor of Gang Strength for mechanised track should now be revised to 0.75 as against 0.50 fixed in 1979. It is relevant to refer to Board (ME)’s directives vide 91/Track III/TK/20 dated 3-6-94 for reduction of 300 posts of Gangmen (i.e., 300x295 = 88500 man-days per annum) for every new CSM inducted for maintenance of Track with concrete sleepers and LWR. Unfortunately, no appreciable reduction in Gang Strength had taken place over the years and the total strength of Gr.’D’ staff in Zonal Railways for Maintenance of P.Way varied from 2,24,361 in ‘85-86 (D.F.(X)/Railway Board’s note vide no. 94/Track-III/TK/23 dated 2-1-

Though such machines are costlier than the earlier versions, this should not cause worry to us, since track of much longer stretch could be brought under machine packing for each machine and manpower reduction could be effected to a greater extent. The calculation in Appendix 5 is relevant. Shoulder ballast cleaners are still in small number on Indian Railways. In fact the Report has emphatically recommended for mechanising shallow screening, not only for reducing manpower but also for eliminating this labour–intensive work (Para 0.8 of Executive Summary). Ballast regulators are available only in few numbers and these are used in conjunction with Ballast cleaning machines deployed for deepscreening. The Committee have recommended contractual agency for manual deepscreening and for providing manpower support for the deployment of ballast cleaning machine. The same practice is existing even now. Therefore reference to Ballast regulators is not relevant to gangstrength. Small track machines will ensure better quality of work. Only when these machines become part of MMU, reduction of manpower is possible. This aspect has been sufficiently projected by the Committee, recommending introduction of MMUs at a fast pace. (para 0.9). As per the Rational Formulae, it has been worked out in para 5 of Appendix 5 that mandays saved/yr/km due to machine packing will be 288 on 30 GMT line, 229 on 20 GMT line, 169 on 10 GMT and 129 on 3.333 GMT line. With a CSM packing 700 km in a year, the mandays saved per year will be 201600, 160300, 118300 and 90300 on

(Vol.1) 120

95) to 2.26,551 in ‘99-00 (Ref. : Demands for Grants : 2000-2001; Page No. : 4.3.02).

the lines with traffic of 30, 20, 10 and 3.333 GMT respectively. Thus the savings will be substantially more than what was anticipated in the 1994 letter of the Board. Further Board have clarified, vide their letter No.91/Track-III/TK/20 dt.24.02.97, that surrender of gangmen posts will be based on Gangstrength Formula applying the Correction Factor, when machine packing is introduced. Therefore the concept of surrender of 300 gangmen per CSM is not only obsolete, but it vitiates the scope for a larger surrender that is possible due to application of Rational Formulae.

4. The Special Committee (1979) had fixed the manpower factor of Gang Strength for twelve regular activities. The Committee had also listed sixteen other activities outside the regular activities of permanent gang and recommended that Railway may sanction Casual/Seasonal labour for all these works as and when required on the basis of volume of work. They have further recommended creation of multi-purpose gang at each PWI Hd. Qrs. for loading, unloading and transporting of track materials. As against 28 activities (i.e., 12 ‘regular’ and 16 ’outside regular’) covering the entire gamut of track maintenance envisaged by Special Committee (1979), the Draft Report listed out 61 activities under various categories i.e., Activity ‘T’(11 Nos.), ‘R’(12 Nos.), ‘M’(8 Nos.), ’S’(10 Nos.) and outside contracts (20 Nos.). Some of these activities appeared as over-lapping or parallel in nature.

Having adopted the zero based approach and having identified all kinds of subactivities while evolving the Rational Formulae, it is not relevant to compare the number of activities between Special Committee Formula and new Formula in a clerical manner. What is important is the correctness of analysis and the examination as to how the new formula yields results compared to old Formula. This is explained in Appendix 6. Further the pilot study on 5 Divisions on various zonal railways, applying the Rational Formulae, shows reduction of existing gangstrength by 12.24% (Chapter 9). Further Special Committee have classified the works as ‘activities’, whereas MCNTM Committee have gone into further details and classified the works upto ‘subactivities’. Obviously it is not correct to compare these numbers. Moreover the terms of reference to MCNTM Committee as per Board’s letter (Annexure A) is “to cover certain variables left out in the existing Special Committee Formula which affect track maintenance effort”. Subactivities M & S cover these left out variables. The Technical Members assure that no overlapping or parallel-in-nature activities have been permitted under the subactivites of T, R, M & S.

(Vol.1) 121

5. During interaction with Junior/Senior Engineers of Zonal Railways, the Committee had obtained particulars of requirement of man-days for specific job items under Category T&R. The relevant data for 14 mechanised sections, with GMT ranging between 12.5 to 68 GMT, are shown in Table 1 to 14 of Vol. II. Even though , the projected requirements of Gang Strength for T&R Activity on the mechanised track with average 18.6 GMT & 29 GMT respectively by S.E. Railway and N. Railway (Table 1 & 7) was deemed reliable (Ref : Graph 1 & 2) the Committee chose to ignore them, being on lower side. It had, instead, resorted to Linear Regression which appears as superfluous since the actual man-days requirement indicated by N.R. and S.E.R. are not only deemed as reliable but also relate to sections characterised by high density traffic. By this process the man-days requirements for said activities got unduly inflated. The total man-days recommended in the Draft Report for different activities under T,R, M, S and outside Contract will entail substantial increase in revenue expenditure under Demand-4, over the existing level, which IR can ill-afford. The so-called savings arising out of MCNTM Committee’s proposed formula, as portrayed in Chapter-9, Vol.-I of the Draft Report, are unrealistic and not tenable. The Committee, on one hand recommended that eleven out of the sixteen major activities (outside regular duties) being undertaken currently by de-casualised Gang in Zonal Railways, should be off-loaded to outside agencies and on the other, taken the de-casualised gang in existence in the Divisions into cognizance for comparison purpose. The correct approach will be to compare the existing regular sanctioned strength of gang-men in the Divisions with the strength envisaged in proposed MCNTM formula. In no case, the de-casualised strength or casual labour functioning as Gangmen can be deemed as regular sanctioned strength of Gangmen as

While analysing the mandays requirement for Activity T on 14 P.Way Sections on six zonal railways, data collected on 5 sections were ignored since the mandays appeared to be inflated and the balance 9 sections were considered for regression analysis, as clearly seen by the pattern of distribution of the points in Graph 1 (Volume 2). This is the standard work-study procedure adopted internationally. The Finance Member has opined that only two sections should be considered out of 14, so as to achieve a result conceived under bias. This approach is neither scientific nor rational, under zero based analysis. Likewise, while analysing for Activity R (Graph 2 of Volume 2), 7 data were ignored and 7 data were considered. This method is also absolutely correct in the opinion of Technical Members. The concluding remark on ‘ill-affordability’ has no basis, as proved clearly through Appendices 5 & 6, para 4.12 and Chapter 9 that the Rational Formulae help not only in optimising manpower but also in achieving economy. As could be seen from the terms of reference (Annexure A), the variables left over by Special Committee affect track maintenance effort. Therefore the decasualised posts attributed to the left over activities such as monsoon patrolling, security patrolling, hot & cold weather patrolling, etc. are to be considered as essentially required, provided proper manning norms are implemented for these activities. The identification of decasualised posts does not exist at field level. In as much as the subactivities under M & S are considered essential and have to be performed by gangstrength, it is obvious that the gangstrength calculated by the Rational Formulae has to be compared

(Vol.1) 122

per extant formula. Going by this criterion, in the three Divisions at Allahabad, Ambala & Ratlam alone, the gang strength as per MCNTM formula, will work out to 14326 as against regular existing strength of 11828, resulting in excess of 2498 or 21% over existing level.

against the available sanctioned strength inclusive of decasualised posts, for the purpose of assessing the reduction to be effected. Para 9.8 presents yet another comparison between “No. of gangmen for Activities T & R as per Rational Formulae” and “Sanctioned strength of regular gangmen as per Special Committee Formula”. This also indicates further optimisation of manpower being achieved.

6. Some anomalies regarding listing of sub-activities and projection of man-days requirements in the Draft Report are summed up below : (a) In Para 3.2 of Draft Report, it is mentioned that LWR and Non-LWR track have to be treated alike as far as maintenance efforts are concerned and hence track need not be classified based on LWR or SWR or fish-plated for categorising sub-activities of track maintenance. This is not correct and the values for T&R activities should be worked out separately for LWR and Non-LWR track particularly as no maintenance efforts for joints are generally warranted in LWR Track. (b) The man-days requirement for mechanised track has been worked out differently for different level of GMT. This is not appropriate as the fluctuation of GMT, say between 20 to 65, should not have major impact on Gang Strength requirements, as the basic maintenance parameters and work contents remain the same. Special Committee (’79) formula also did not recommend granting of any additional weightage above 20 GMT. (c) Separate provision of 10 man-days for ‘Minor curve re-alignment’ under Item T.1d is redundant as the same is covered under Item T.2 (a) i.e., Pre-tamping operations, in terms of Para 226(3) of P-Way manual. The realigning of curves,

a) In para 3.2.2, it has been well explained as to why the manpower requirement for LWR track is not much different from that for nonwelded track, in the present situation. This is based on the interaction with field engineers and the experience of the Technical Members. Problems of welded track have even attracted the attention of Railway Safety Review Committee. It is acknowledged by the Technical members that the suggested formulae require review after 5 years, duly improving the welding technique. (Para 0.8)

b) The presumption that manpower

requirement for machine packed track will not vary according to GMT, is contradictory to field observation and the results of zero based approach. The gradient of Mandays versus GMT is 2.3 for machine packed track, whereas the same is 8.24 for manually packed track as per the Rational formulae. This vital difference has not been noticed by the Finance Member. As could be seen in the graphs at Sheets 7 & 8 of Appendix 5, the extent of economy increases as GMT increases. Such obviously favourable results given by Rational Formulae have been simply glided over by the Finance Member.

(Vol.1) 123

which are out of alignment, is one of the major preparatory task/item of Pre-tamping attention. (d) Provision of 12 man-days for ‘repair welding (Item T.4) is very much on high side and should be reduced to 6 man-days to conveniently cater to 300 to 400 failures, which is normal accrual per annum. Incidentally, Eastern Railway has reported around 100 failure during ‘98-99 & ‘99-00. (e) Provision of 2 man-days for lubrication of ERC is not justified as this activity is undertaken generally by Keyman only.

(f) Loading, leading and un-loading activities have figured both under R.3 (20 man-days per KM. Per annum) as well as Para- 8.10 for execution by outside agencies. The transporting activity should be off-loaded to outside agencies or undertaken by multi-purpose gang at PWI’s headquarters, if found economical, as per recommendations of Special Committee (’79).

(g) Provision of 55 man-days for shallow screening under Item R.2 for mechanised track appears to be on high side. The Special Committee (1979) recommended only 44 man-days for said operation in conventional maintenance and 29 days for Mechanised Track with 22 GMT. Further, with the introduction of FRM (i.e., Shoulder Ballast Cleaner), 10 man-days may, at most, be involved for preparatory work of FRM. This may be reviewed and prunned down.

(h) The basis of providing 10 man-days per KM. Per year for ‘Accident relief and Carcass removal in run-over cases from track’ (Item R.8) is not understood as this cannot be a regular activity. This item of activity, as and when required, can be catered under Activity-S, on the basis of actual requirement.

c) Tamping is done once in 2 years in

medium GMT line. But minor curve realignment has to be done as and when defects appear. Para 226(3) of P.Way Manual indicates that pretamping activity provides right opportunity for carrying out minor realignment if found necessary at that time.

d) Repair welding is done not only for

post-failure rectification, but also for replacing defective welds identified by USFD, cupped joints, visibly cracked joints etc. The mandays requirement is based on field data. (Table 15).

e) Some ERCs get stuck up requiring

extra assistance. 2 mandays per year per km is quite meagre.

f) Loading and unloading connected

with emergency works and casual renewals have to be performed by gang. For planned renewals and for bulk handling, contract will be resorted to. This is as per the existing practice and also as suggested by the Special Committee.

g) The norm for no. of sleepers/head

for shallows screening, adopted in this Report, as 6 for BG, 9 for MG and 14 for NG is quite reasonable and are based on field data. Having adopted zero based approach, comparison with Special Committee Formula at each elementary step is not sensible. In fact with PRC sleepers used, the volume of ballast to be screened is more than that with conventional sleepers which existed in 1979. (Special Committee).

h) ‘Accident relief and carcass

removal’ is an activity really

(Vol.1) 124

(i) Provision for 10 man-days has been made for ‘bridge timer renewal (Item R.9). this provision is anachronistic as timbers are not to be used any longer in the bridge on environmental factors. Timber is going to be substituted by steel channel sleepers in bridges and this renewal activity can be undertaken by outside contract, as is presently being done on E. Railway.

(j) 10-man-days each have been separately provided for Tree-cutting & watching caution spots or miscellaneous job under R.5 even though some of the Rlys. Including SER & ER are managing the same within existing gang strength.

performed in the field. In some sections the requirement is in the order of 16 to 40 mandays/yr/km (Table 15).

i) The activity referred by Finance

Member is ‘Bridge sleeper attention’ and not ‘Bridge timber renewal’. The sleeper on bridge, whether of timber or steel channel, requires attention to fastening, regauging, guard rail adjustment, etc. Through renewal of bridge sleepers can be done through contract. But time-to-time attention to achieve safety has to be entrusted to gang.

j) As seen in Table 15, mandays

requirements for various subactivities have been arrived at judiciously, based on field data.

7. Several additional activities & man-days under M&S category has been envisaged which appear to be parallel or redundant in nature. (a) Watching of vulnerable Locations (M.4). : Already covered under item R.5 & 10 man-days provided. (b) Gate Keeping at Engg. LCs (M.5) : Provision of Gate Keepers & LR for Gate Keepers are excluded from Gangstrength norm vide Para 4.10.1 and to be provided separately. (c) Rest Giving for Keyman(M.6) : Not justified, as in absence of Key-man,senior-most Gangman should attend within which LR provision made.

(d) Waterman Duty (M.7) : Should be managed from existing strength.

(e) Lookout man (S.6): -do- (f) Fog Signal Man duty (S.7): Should be met from patrolling or existing gang.

a) Watching vulnerable locations is

entirely different from duty at caution spot.

b) As explained in para 6.2.5, if

adequate number of GK posts are rationally created, gangmen need not be utilised for restgiving to GKs.

c) Reason for rest giving for keymen

is well explained in para 6.2.6. This practice has been existing for more than a century and is needed to ensure safety.

d) Setting apart the services of one

gangman for bringing water is on humane consideration. This practice has been existing over years. If this is distributed, it will become a sensitive issue from labour relation point of view.

(Vol.1) 125

(g) Extra maintenance to LC: Covered under R.4 & R.12 (20 men per LC & 1 LC per 1.5 km) (h) Bad formation : Additional weightage already given for bad formation under Para 4.6 & related only to T Activity.

(i) Draft Report envisages four type of patrolling – Monsoon, Hot Weather and Cold Weather (Activity-M) and Security (Activity-S). These activities are seasonal and related to particular geographical locations. These activities should, therefore, form part of Category-‘S’ only and minimum need-based man-days to be assessed and as & when required. In Para 4.11.4 of the Draft Report, provision of Road-cum-Rail or Road vehicle are proposed for inclusion in MMU. The feasibility of undertaken patrolling jobs by the Sectional PWI, with few Gangmen, can be considered instead of providing large number of Gangmen.

e) & f) Based on field requirement.

Question of managing these activities from the balance mandays does not arise under the zero based approach.

g) Subactivities R.4 and R.12 are

entirely different.

h) In para 6.3.5, need for manpower for subactivity S.5 has been well explained. The Report is emphatic that bad formation should receive remedial treatment on priority. Further CTE’s certification is needed for existence of extremely bad formation, so as to attract his attention to execute remedial treatment.

i) Existing classification of patrolling

activities under M is in order. The suggestion to use MMU vehicles for patrolling activities deploying “few” gangmen stems out of improper appreciation of the nature and need of these subactivities, which ensure safety to train service.

8. In the context of analysed position above, I

recommend the revised norms of man-days per km per year or T&R activities as under : No. of Man-days per KM/Year (i) Machine Packed Track laid with LWR PRC Sleeper With 20 GMT and above traffic density : 138 (Enclosure-A) (ii) Manually Packed Non-Suburban Track with 2.5 GMT Traffic : 329 (Enclosure-B) (iii) Manually Packed Non-Suburban Track with 20 GMT and above : 377 (Enclosure-C) NOTE : Suitable down-ward adjustment of man-power requirements for MG Sections, envisaged in Table Q1 & Q2 should be undertaken.

In as much as the “analysed position” as explained in previous paras by the Finance Member is considered irrational and contradictory to zero based approach ignoring the field data gathered from field engineers (Tables 1 to 14) and the information furnished through the letters by NFIR and AIRF (Annexures N & O) and is not in line with the well-thought opinions of Technical Members with long and rich experience in track maintenance, there is no need to review the mandays requirement as provided by the Rational Formulae. Para 4.13 may be referred in this context.

(Vol.1) 126

9. Draft Report envisages liberal provisioning of man-days for Suburban Section with 35 GMT (Table P-3) as compared to Mechanised Non-Suburban Sections with 20 GMT and above (Table-P) (606 man-days as compared to 285 man-days). This is prima-facie not acceptable for reasons cited below. : (a) The nature of sub-activities under T, R, M & S Category for Suburban and Mechanised Non-Suburban section broadly remain the same except that maintenance activities at Suburban Sections are undertaken at night time because of non-availability of block and heavy frequency of suburban trains in day time. This factor alone cannot justify wide divergence of man-day requirements as suggested in the Report. In fact, overall availability and time-frame of block in Suburban Section during day night time should be more than in Non-Suburban Section in day time. (b) Bulk of the Suburban Section are already laid with LWR with PRC Sleepers and residual segments will be converted soon, as noticed from on-going and new CTR and TSR works in Pink Book 2000-2001 (Ref : Central Railway – Page 1.2.15, 1.2.17, 1.2.26 and Western Railway : 9.2.12, 9.2.15 etc.). Hence the scope and need for machine tamping in Suburban Sections will be warranted soon rather than manual through packing as envisaged in the Report. The provisioning of 184 man-days for Through Packing in Suburban Section (Table P-3) instead of 27 mandays recommended for Tamping Operations in Mechanised Section, appears incorrect. (c) For slack attention, 128 man-days have been provided for Suburban Section as against 65 for mechanised Non-Suburban Section without apparent reason and justification. (d) Provision of 13 man-days for Emergency Attention is not clear as similar

The reasons for treating high density suburban lines distinctly different from nonsuburban lines and the basis for the enhanced requirement of mandays have been well explained in paras 5.1, 5.2, 5.3, 5.4 and 5.5. These have not been appreciated by the Finance Member, as observed by the Technical Members. a) The duration of working hours in

night block is much shorter than what is available in day time for nonsuburban line. In addition, general visibility is also poor for the workers, since artificial lighting cannot substitute even dim day light. Hence productivity and supervisions is certainly impaired in night shift.

b) The Rational Formulae do take into

consideration the laying of PRC sleepers in track as explained in para 5.6.1 and as evident from the adoption of factor 2.3 as gradient of Mandays versus GMT. Para 5.3 explains the reason for through packing being carried out on account of ballast deficiency rendering machine packing partly ineffective. If the condition of high density suburban track can be upgraded in due course by carrying out special projects, the Rational Formulae will undergo revision when quinquennial review is carried out, as recommended by the Committee. (Para 0.8 of Executive Summary). The reality of the present situation cannot be ignored in view of safety.

c) 128 mandays is required based on

field observations, as evident from the abstracted details in Table P3.

d), e) and f) the explanations in

Chapter 5 and the Tabulations of field data in Tables 17, 18, 19 and P-3 have not been presumably appreciated by the Finance Member.

(Vol.1) 127

situation can prevail in other type of Track in Non-Suburban Section as well, for which similar provision has not been made. (e) Similarly, extra provisions of 44 man-days for assistance to Keyman and B/Smith, 20 man-days for extra work in night block are not supported by proper and clear-cut justification. (f) Wide variation of man-days provision between Mechanical High Density Non Suburban & Suburban Track has been noticed in regard to items like Watching Caution spots & Miscelleneous : 10 & 29, Pre-Monsoon attention : 18 & 22, Casual renewal of Rails (6 & 20), Sleepers (6 & 20) & Fasteners (10 &20), Repair Welding (12 & 20) without any valid justification.

The Technical Members are of the firm view that the Rational Formulae evolved for high density suburban lines do not require any revision.

10. Leave Reserve percentage of Gangmen and other categories engaged in Track Maintenance activities should be reduced to at least 10% from existing level of 12 ½% in view of enhancement of leave encashment limit from 180 days to 300 days. This revised norm, in fact, is being adopted during creation of posts of all departments on this Railway, in the light of the then M.S. (presently CRB)/ Railway Board’s directives during Performance Review Meeting with this Railway in November,1997.

As such, the gangmen avail all kinds of leave in full. They are neither interested in, nor capable of encashing unavailed leave, unlike staff of other cadre such as office staff, supervisors and officers. Hence the existing practice of providing 12½% LR should continue. 30% LR is provided for running staff. This has not been reduced, despite the enhancement of leave encashment from 180 days to 300 days.

11. Man-days lost against absenteeism of Gangmen should not be included in Gang Strength formula, as provision of LR takes into account the staff absent and not available for work. Such provision will be a retrograde step. The suggestion in the Draft Report about diversion of money saved due to LWP of Gangmen towards contracting out arrear work will not only be cumbersome but may induce more & more absenteeism on the part of Gangmen with serious ramifications. This should be dropped.

The Technical Members too are keen in controlling absenteeism. They have made recommendation to remedy the root cause of absenteeism and to improve the health of gangmen through yoga. They have also recommended to take stern punitive action against habitually absent gangmen. After optimising the manpower through Rational Formulae, there is no leeway to compensate for mandays lost due to absenteeism. In this computer age, compilation of the details of money saved on monthly basis is quite possible. Technical Members do feel that contractual mode to clear arrears of maintenance works is certainly possible.

(Vol.1) 128

12. The recommendations in the Draft Report about Trainee Reserve of 2% for the cadre of Gangmen is not acceptable, as it will not only be difficult to send gangmen out of their sections for training but similar demands may come from other categories/cadre also. This should, therefore, be deleted and training requirements met from existing gang strength & its LR provisions like all other Deptt. & Category of staff.

Any transport organisation attaches importance to training as a means to sustain safety. This is the scenario internationally. SNCF set apart 6% of revenue expenditure for training. Provision of 2% training reserve is on a modest scale.

13. Considering the constraints of Trolleying in heavy density track in recent period, all Trolleymen, other than those attached with PWI & AEN, should be surrendered forthwith.

The terms of reference pertains to gangstrength. Trolleymen do not come under this. However this suggestion deserves consideration and this has been already implemented on many zonal railways.

14. Based on MCNTM formula and norms, overall requirement of Gang Strength should be assessed on Zonal Railways basis. Any surplus Gangman in one Division should be re-deployed in other Divisions having shortfall without fail. In other words, no excess posts and men-on-roll in any Division of Zonal Railways should be permitted. Surplus or de-casualised Gangmen, over and above justified strength, should be declared surplus and redeployed.

Transfer of gangmen from one division to other division is not generally done. However individual cases of redeployment can be certainly considered on their own merits, in consultation of recognised trade unions.

General remark by Technical Members: The Finance Member had drafted observations based on the draft report brought out in Feb.2000, which was discussed by the Committee on 2nd and 3rd March 2000 at New Delhi. Based on these observations, many portions of the Report have been redrafted to amplify the points where needed. Tables P, P1, P2, P3, Q1, Q2, R1, R2, S, S1, T and U have been entirely recast and, thereby, significant revisions have been imparted to the Rational Formulae to achieve a still better optimisation of manpower. Accordingly, the application software MANPOWER was modified thoroughly. The pilot study conducted on five Divisions on various zonal railways was redone. The Technical Members feel that the major revisions thus incorporated in April 2000 version of the draft were not fully appreciated by the Finance Member, when the Committee met on 18.04.2000 at Calcutta and discussed on the April 2000 version. The observations of the Finance Member given in this Chapter were communicated under his D.O. letter No.FA/Policy/99-00 dated 27.04.2000, after he got the April 2000 version, which was only marginally amended as the final one. The Finance Member is of the opinion that the Railway Board should consider the remarks given by the Technical Members.

(Vol.1) 129

ENCLOSURE - A OBSERVATIONS OF FINANCE MEMBER ON TABLE - P

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM

TO MAINTAIN ONE KM TRACK (BG) MACHINE PACKED LAID WITH LWR ON PRC SLEEPERS IN A SECTION CARRYING 20GMT TRAFFIC (NON-SUBURBAN)

WITH GOOD BANK, FLAT CURVES AND LOW RAINFALL

ACTIVITIES As per Table P

Recommended figures of mandays and observations of Finance Member

T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Slack attention to a. Bad spots b. Low joints, (FP or welded), Glued joints c. SEJ (1 No. per km.) d. Minor curve realignment

35 16 4

10

26 16 3 -

Assessment is based on reliable field data. Assessment is based on reliable field data. Assessment is based on reliable field data. Should form part of pre-tamping operation (T.2.a) as per P.W.Manual Para 226(C).

Sub Total 65 45 T.2 For tie tamper working a. Pretamping operations b. Along with tamper c. Post tamping operations

10 3

14

8 3

12

Based on reliable field data. Based on reliable field data. Based on reliable field data.

Sub Total 27 23 T.3 Casual Renewal of a. Rails b. Track sleepers c. Fasteners (along with regauging)

6 6

10

3 3 8

Based on reliable field data. Based on reliable field data. Based on reliable field data.

Sub Total 22 14 T.4 Repair Welding 12 6 Based on reliable field data.

Total for Activities T 126 88 R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY R.1 Lubrication of ERCs 2 - Keyman’s duty. R.2 Shallow Screening (1/5 length) 55 22 As per Spl. Comm. Formula (’79) adopting ‘K’

factor of 0.50. R.3 Loading, leading, unloading 20 - Form part of contractual activity. R.4 Overhauling of level crossing 13 10 As per reliable field data. R.5 Watching caution spots & Miscellaneous 10 - Parallel activities to be managed within

available gang strength. R.6 Tree cutting for visibility 10 - R.7 Lubrication of rails in curves 4 2 R.8 Accident relief and carcass removal in run-over case 10 - Should form part of ‘S’ activity. R.9 Bridge sleeper attention and renewal 10 - Should form part of contractual activity. R.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

18

13

Based on reliable field data.

R.11 Creep pulling (approaches of bridge, turnout) 5 3 Based on reliable field data. R.12 Rectifying damage to L/C posts and gates 2 - Already covered under ‘S’ Activity.

Total for Activities R 159 50

Grand Total (T+R) 285 138

REMARKS BY TECHNICAL MEMBERS

In as much as the Financial Member’s observations are considered technically unacceptable and depart from the field data collected under zero based analysis, the figures in Table P does not require any change. Necessary explanations are recorded in the text portion of Chapter 11.

(Vol.1) 130

ENCLOSURE – B

OBSERVATIONS OF FINANCE MEMBER ON TABLE – P1

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (BG) MANUALLY PACKED

IN A SECTION CARRYING 2.5GMT TRAFFIC (NON-SUBURBAN)

ACTIVITIES As per

Table P1 Recommended figures of mandays and

observations of Finance Member T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Through packing 138 138 T.2 Slack attention to a. Bad spots

b. Low joints, insulated joints

c. Minor curve realignment

52

16

7

52

16

4

Based on reliable field data.

Sub Total 75 72 T.3 Casual renewal of a. Rails

b. Sleepers

c. Fasteners (includes attention)

12

6

8

10

4

8

Subtotal 26 22 T.4 Creep pulling 5 5

Total for Activities T 244 237 R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY

R.1 Lubrication of rail joints 16 16 Based on Spl. Comm. (’79) formula. R.2 Shallow screening (1/5 length) 55 44 Based on Spl. Comm. (’79) formula. R.3 Loading, leading, unloading 20 - To be contracted out R.4 Overhauling of level crossings 13 10 Based on reliable field data. R.5 Watching caution spots & miscellaneous 10 - Parallel activity to be managed from existing

strength. R.6 Tree cutting for visibility 10 - Parallel activity to be managed from existing

strength. R.7 Lubrication of rails in curves 4 4 R.8 Accident relief and carcass removal in run-over cases 10 - To be covered under ‘S’ Category. R.9 Bridge sleeper attention and renewal 10 - To be covered under ‘S’ Category. R.10 Pre-monsoon attention such as clearing of drains and

waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges

18 18

R.11 Rectifying damage to LC posts and gates 2 - To be covered under Item R.4. Total for Activities R 168 92

Grand Total (T+R)

412

329

REMARKS BY TECHNICAL MEMBERS

In as much as the Financial Member’s observations are considered technically unacceptable and depart from the field data collected under zero based analysis, the figures in Table P1 does not require any change. Necessary explanations are recorded in the text portion of Chapter 11.

(Vol.1) 131

ENCLOSURE – C

OBSERVATIONS OF FINANCIAL MEMBER ON TABLE – P2



ACTIVITIES As per Table P2

Recommended figures of mandays and observations of Finance Member

T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Through packing 138 138 T.2 Slack attention to a. Bad spots



138

64

14

72

22

5 Sub Total 216 99

T.3 Casual renewal of a. Rails

b. Sleepers


20

9

16

14

5

11 Sub Total 45 30

T.4 Creep pulling 10 7 Total for Activities T 409 274

Norms adopted for Manual maintenance of Track with 2.5 GMT as Enclosure-B has been updated with 1.4 factor for T Activity as per Special Committee (‘79) formula.

R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY

R.1 Lubrication of rail joints 16 16 R.2 Shallow screening (1/5 length) 55 55 R.3 Loading, leading, unloading 20 - To be contracted out. R.4 Overhauling of level crossings 13 10 R.5 Watching caution spots & miscellaneous 10 - R.6 Tree cutting for visibility 10 -

Parallel activity to be managed from existing strength.

R.7 Lubrication of rails in curves 4 4 R.8 Accident relief and carcass removal in run-over cases 10 - To be covered under Category ‘S’. R.9 Bridge sleeper attention and renewal 10 - To be contracted out. R.10 Pre-monsoon attention such as clearing of drains

and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges

18 18 Based on field data.

R.11 Rectifying damage to LC posts and gates 2 - To be covered under Item R.4. Total for Activities R 168 103

Grand Total (T + R)

577

377

REMARKS BY THE TECHNICAL MEMBERS

In as much as the Finance Member’s observations are considered technically unacceptable and depart from the field data collected under zero based analysis, the figures in Table P2 does not require any change. Necessary explanations are recorded in text portion of Chapter 11.



PART – 1 MANPOWER NORMS

VOLUME 2 ANNEXURES AND APPENDICES

(VOLUME 1 CONTAINS TEXT OF REPORT)

MAY 2000

CONTENTS

VOLUME – 1

0. EXECUTIVE SUMMARY 1 1. Preface 16 2. Background leading to the present study 26 3. Identification and classification of Activities 38 4. Evolving of norms for manpower requirement for Activities T and R (Non-

suburban sections) 46

5. Evolving of norms for manpower requirement for Activities T and R (High Density Suburban Sections)

71

6. Norms for Activities M and S 84 7. Equated Manpower Kilometre (EMKM) – Recommended Performance Unit. 94 8. Recommendations on the other terms of reference and the issues raised by

Field Engineers, AIRF and NFIR 101

9. Pilot study conducted on Allahabad, Ambala and Ratlam Divisions (non-suburban sections) and on high density suburban sections of Central & Western Railways, assuming implementation of the Rational Formulae

109

10. Pre-requisites and Methodology to implement the Rational Formulae 114 11. Observations of Finance Member and remarks by Technical Members 118

VOLUME – 2

Letters relevant to the Report Annexures A to O 1 Equated Track Kilometre and Gang Strength Appendix 1 34 No. of Trackmen & Expenditure per ETKM on zonal railways Appendix 2 42 Discussion with Field Engineers of zonal railways Appendix 3 43 Report on the Committee’s visit to Konkan Railway Appendix 4 50 Data and Analysis: Machine packed BG Non-suburban track Tables 1 to 16 55 Plottings of Manpower Vs GMT (Machine packed BG Non-suburban track) Graphs 1 to 5 71

Optimal utilisation of manpower for Machine packed BG Non-suburban track Table P 76

Linearising Manpower with respect to GMT for Manually packed track (BG & MG)

Graph 6 77

Optimal utilisation of manpower for Manually packed track (BG, MG & NG)

Tables P1 P2 Q1 Q2 R1 R2

78

Alignment Factor - Existing and Recommended Graph 7 84 Rainfall Factor – Existing and Recommended Graph 8 85 Optimal utilisation of manpower for yard lines BG, MG & NG Tables S S1 T U 86 Savings achieved by track modernisation Appendix 5 90 Rational Formula Compared to Special Committee Formula Appendix 6 98 Data and Analysis: Machine packed HD Suburban Sections Tables 17 to 19 101 Optimal utilisation of manpower for Machine packed HD Suburban Section

Table P3 104

Gangstrength review for 5 units on C.Rly, N.Rly & W.Rly Tables 20 to 24 105 Documentation on Application Software MANPOWER Appendix 7 110 Rational Formulae and Sample Calculation of Gang strength Appendix 8 115

1

Annexure - A

MINISTRY OF RAILWAYS (RAILWAY BOARD) Letter No. 95/CE – I/GNS/2 dated 5-1-96

addressed to GM/SE Rly, GM/N.Rly and Director/IRICEN Reg: Constitution of a Committee to study the special modified formula for track maintenance.

_______ The question of acceptance of Special Committee Formula for Gang Strength has been under discussion in the Board. As per decision of the Board, an indepth study is required to be undertaken to assess the actual requirement of gang strength to cover certain variables left out out by the Special Committee Formula which affect track maintenance effort. Board has now constituted a Committee comprising of the following Officers :- (1) Shri S.S. Kapoor, Chief Engineer, - Convenor South Eastern Railway. (2) Shri S.D. Sharma, Chief Engineer, - Member Northern Railway. (3) Shri S. Gopalakrishnan, - Member Secretary Diorector / IRICEN / Pune. (4) Shri Aurobindo Ghosh, FA&CAO(Con.) - Member Northern Railway. The terms of reference of the committee will be : - (i) To study the Special Committee Formula for Gang Strength and to suggest

modified formula covering certain variables left out in the existing Special Committee Formula which affect track maintenance effort.

(ii) The Committee shall take into account the decasualisation done, effect of machine maintenance and track modernisation.

The Committee’s Report should be available by 31-5-1996.

Member Engineering has committed in the J.C.M. that the Committee’s Report will be available by 31-5-1996.

The committee is therefore requested to submit the Report in time.

(Sd/-) (Ved Prakash) Executive Director Civil Engg.(G) Railway Board. Copy for information and necessary action to Committee Members.

2

Annexure-B

MINISTRY OF RAILWAYS (RAILWAY BOARD)

LETTER NO. CE.I/GNS/2 DATED 13.10.1997 ----

1. The General Manager 2. The General Manager South Eastern Railway, Northern Railway Garden Reach, Baroda House Calcutta New Delhi 1. The General Manager, 3. The Director,

Eastern Railway, IRICEN, PUNE. Fairly Place Calcutta.

Sub: Constitution of Committee to study the special modified formula For track maintenance. Ref: Letter of even number dated 5.1.96. ---- Consequent upon the retirement of Shri S.S. Kapoor/Chief Engineer/S.E.

Railway, Shri S.D. Sharma/Chief Engineer/Northern Rly., and transfer of Shri S.

Gopalakrishnan, Director, IRICEN, Pune & Shri Aurobindo Ghosh,

FA&CAO(Con)/N.Rly, Board (ME) has constituted a new Committee comprising of

the following officers:

1) Shri M.S. Ekbote -- Chief Engineer/S.E. Railway 2) Shri S.M. Singla -- Chief Engineer/N.Rly. 3) Shri Vinod Kumar -- Director/IRICEN/PUNE 4) Shri Aurobindo Ghosh -- FA&CAO/Eastern Rly. The final report must be submitted within a period of three months so that it can be put up for approval of Board. The committee is also advised to submit a fortnightly progress report for information of Board. Sd/ (Vinod K. Bahmani) Exec. Director, Civil Engg. (G) Railway Board. Copy to : 1) Shri M.S. Ekbote, Chief Engineer/S.E. Rly/Calcutta. 2) Shri S.M. Singla, Chief Engineer/N.Rly./New Delhi. 3) Shri Vinod Kumar/Director/IRICEN/Pune. 4) Shri Aurobindo Ghosh, FA&CAO/Eastern Rly, Calcutta.

3

Annexure-C

MINISTRY OF RAILWAYS (RAILWAY BOARD) LETTER NO. 95/CE-I/GNS/2 dated 12.11.97.

----

Shri S. Gopalakrishnan, Chief Administrative Officer (Con.), N.E. Railway, GORAKHPUR. Sub: Constitution of Committee to study the Special Modified Formula for Track Maintenance. ---- Board (M.E) has nominated you as the Convenor Member in the Committee

to study the Special Modified Formula for Track Maintenance. Following are the

other members in the above Committee who were nominated vide Board’s letter of

even number dated 13.10.97 (Copy enclosed):-

i) Shri M.S. Ekbote, C.E/S.E. Railway. ii) Shri S.M. Singla, Chief Engineer/Northern Railway. iii) Shri Vinod Kumar, Director/IRICEN/Pune. iv) Shri Aurobindo Ghosh, FA&CAO/ Eastern Railway.

Encl: Copy of letter sd/ dt. 13.10.97. (V.K. Bahmani) Executive Director Civil Engg. (G) Railway Board Copy for information to :- 1) Shri M.S. Ekbote, CE/S.E. Railway, Garden Reach, Calcutta. 2) Shri S.M. Singla, C.E/Northern Railway, Baroda House, N. Delhi. 3) Shri Vinod Kumar, Director/IRICEN/Pune. 4) Shri Aurobindo Ghosh, FA&CAO/Eastern Railway, Calcutta.

4

Annexure D MINISTRY OF RAILWAYS (RAILWAY BOARD) LETTER NO. 95/CE-1/GNS/2 DATED 13.8.98

V.K. Bahmani Exe. Director, Civil Engg. (G) Dear Shri S. Gopalakrishnan, Sub: Review of Special Committee Formula on Gang Strength. Ref: Your D.O. letter No. AGM/M/98/MCNTM. Kindly refer to your above letter in which you have apprised ME about the progress, difficulties and some suggestions. Board has agreed for the following: 1. The name of the committee be ‘Manpower and cost Norms for Track

Maintenance’ (MCNTM) as suggested by you. 2. The other terms of reference as indicated in para 12 of your letter have been

accepted by the Board. Board has also advised the committee to review gang strength formula incorporating the suggestions vide para 16 of your letter. Board has not agreed for para 17 since these are establishment matters and cannot be dealt with separately. Further, ME has pointed out that no casual labour recruitment to be suggested. One consolidated Gang Strength has to be there for all types of works to be done by gang. Works not tobe done by gang would always be done by the contractor and each work should be clearly defined.

3. Board has revised the target date and now the target date of 31 Oct. 98

should be adhered to.

With regards. Yours sincerely, Sd/ (V.K. BAHAMANI)

Sh. S. GOPALAKRISHNAN ADDL . GENERAL MANAGER SOUTHERN RAILWAY, CHENNAI.

5

Annexure E

MINISTRY OF RAILWAYS (RAILWAY BOARD) Letter No. 95/CE-I/GNS/2 dated 13-5-96.

(1) Shri S.S. Kapoor, (3) Shri S.Gopalakrishnan, Chief Engineer, Director, South Eastern Railway, Indian Railway Institute of Garden Reach, Civil Engineering (IRICEN), Calcutta. Pune.

(2) Shri S.D. Sharma, (4) Shri Aurobindo Ghosh, Chief Engineer, FA & CAO(Construction), Northern Railway, Northern Railway, Baroda House, Kashmere Gate, New Delhi. Delhi. Sub: Constitution of a Committee to study the special modified formula for track maintenance.

...........

Board vide their letter of even number dated 5-1-96 had constituted a Committee to study the Special Modified Formula for Track Maintenance and the terms of reference of the Committee were specified accordingly. The terms of reference do no mention any thing about the submission of Memorandum and discussion by the Federation with the Committee. Board(ME) has agreed that Federation may give Memorandum to the Committee and also hold discussions with the Committee. The terms of reference are therefore modified to this extent. Action may therefore be taken accordingly. (Sd/-) (S.M. Singla) Executive Director Civil Engg.(G) Railway Board.

6

Annexure - F

MINISTRY OF RAILWAYS(RAILWAY BOARD) No. 95/CE.I/GNS/2 dated 31.1.1997

1) Shri S.S. Kapoor, 3) Shri S.Gopalakrishnan, Chief Engineer, Chief Administrative Officer, South Eastern Railway, N. E. Railway, Garden Reach, Gorakhpur. Calcutta. 2) Shri S.D.Sha rma, 4) Shri Aurobindo Ghosh, Chief Engineer, FA & CAO, Northern Railway, Eastern Railway, Baroda House, Calcutta. New Delhi. Sub: Constitution of a Committee to study the Special modified formula for track maintenance – Appointment of Safaiwalas as a part of Gang Strength in Engineering Departments of Zonal Railways. ----

Further to the terms of reference advised vide Board’s letters of even number dated 5.1.96 and 13.5.96, the Committee may please consider for their study and recommendations the question of appointment of safaiwalas as a part of gang strength for cleaning the railway track passing through densely populated areas to facilitate Maintenance of track. In this connection, the extract of the recommendations made vide para 9.1.3 of the CRS/Lucknow’s Accident Enquiry Committee Report on the derailment of 3007 Down Toofan Express between Idagah and Agra Cantt. station on 11.8.96 is sent herewith. DA: As above. (Sd/-) (V.K. Bahmani) Exec. Director, Civil Engg.(G) Railway Board.

Enclosure : It may be desirable to appoint some safaiwalas and make them a part of gang strength for cleaning the track in this and similar other sections passing through densely populated areas which are being used as open shit ground by the local people making track maintenance difficult. These safaiwalas may work with the keyman and clean the track of night soil and work the gang for the rest of the period. They may be provided with suitable uniform, equipment and consumables for accomplishing this task in an efficient manner.

(Para 7.3.5.1)

7

Annexure - G

MINISTRY OF RAILWAYS (RAILWAY BOARD) Letter No. 96/CE.II/PRA/43/CRS Dated 4.7.1997

1. Shri S.S. Kapoor, 3. Shri S.D. Sharma, Chief Engineer, Chief Engineer, S.E. Railway, Northern Railway, Garden Reach, Baroda House, Calcutta. New Delhi. 2. Shri S.Gopalakrishnan, 4. Shri Aurbindo Ghosh, CAO, FA & CAO, N.E. Railway, EasternRailway, Gorakhpur. Calcutta. Sub: Constitution of a committee to study the special modified formula fortrack maintenance – Appointment ofgangmen in respect of monsoon patroll & allied works for mandays lost on Indian Railways.

.........

Further to the terms of reference advised vide Board’s letters No. 95/CE.I/GNS/2 dated 5.1.96 & 13.5.96, the Committee may please consider for their study and recommendations the aspect of deputing gangmen in respect of monsoon patrolling & Allied works & mandays lost there upon on Indian Railways. (Sd/-) (V. K. Bahmani) Exec. Director. Civil Engg.(G) Railway Board.

8

Annexure – H

MINISTRY OF RAILWAYS (RAILWAY BOARD) Letter No. 94/CE-I/EDCE(G)/MISC./7/TRACK Dated 8.6.98.

addressed to Committee Members. -----

Sub: Review of Special Committee Formula for gang strength. ----

In the report of the “Committee for rationalisation of costing permanent way

activities” for implementation of the received report, M.E. desires that Formulae

given by the Committee vide para No. 4.3 of report (copy enclosed) to be considered

& accepted by the gang strength committee, so that there is no deviation in the

recommendations.

Sd/- (V.K. Bahmani) Executive Director, Civil Engg.(G) Enclosure : Railway Board 4.3 Sub-Performance unit Directo Maintenance Kilometre (DMKM) is defined for converting the physical length of running track into an equivalent length of track representing the workload involved in track maintenance by applying suitable weightages (para 2.4.1). Obviously this will be a redefined version of the present ETKM. DMKM will be calculated as per the following formula: DMKM = DMKM (running lines) + DMKM (marshalling yards and sidings) = � LU(1+A+B+C) x K1 x K2 x G + � 1 u (1+A+B+C)x K1xG where, L = Length of running track and equivalent length of special features in Km other than in marshalling yards and sidings. U = Traffic factor for running track other than in marshalling yards and Sidings. A = Formation factor. B = Alignment factor. C = Rainfall factor K1 = Maintenance method factor K2 = Track structure factor. G = Gauge factor I = Length of track and equivalent length of special features in km in Marshalling yards and sidings. u = Traffic factor for track in marshalling yards and sidings, depending on the intensity of its use. A typical permanent way section or a gang length will have to be segregated into smaller track segments based on variations in the parameters defined above. The DMKM of each track segment with specific values for the various parameters will have to be calculated. Summation of such DMKMs for different segments will then yield the DMKM of the section or gang length. The above mentioned factors are explained and their values given in para 2.4.1.1 to 2.5.1.8.

9

Annexure - I MINISTRY OF RAILWAYS (RAILWAY BOARD)

LETTER NO. 95/CE.I/GNS/2 DATED 24.7.98

The Chief Engineers (OL)

All Indian Railways. Sub: Creation of posts of P.Way Gangmen for patrolling in agitations, Monsoon, Hot weather etc. ---- Commissioner of Railway Safety, Mumbai in his report on Derailment of 2723 Dn Secunderabad, New Delhi, A.P. Express between Kalhan and Mandi Bamora stations of Bhopal Division of Central Railway on 16.6.97 has recommended the following:-

“Wherein political agitation are likely to affect track safety, track patrolling should be intensified for which a review of existing P.Way gang strength should be undertaken and additional P.Way staff recruited wherever needed.”

Board desires to have Railways comments on the subject together consolidated proposal/specific requirement for creation of post for such type of patrolling during agitation etc. Also there is often a need for provision of patrolling for in the permanent gang strength. The railways may send these proposals for additional P.Way men required for all such sporadic needs & also may advise as to what work is proposed to be got done from them when they are not required for patrolling duties. If they can compensate for permanent strength required to some extent, then the list of such activities and extent of substitution may also be brought out. The proposal for additional post required, duly vetted by Finance and approved by G.M. may be sent at the earliest. A copy of the same may also be sent to Shri Gopalakrishnan, Addl. GM/S. Rly., Chennai, Convenor of the Committee to study Special Modified Formula for track maintenance. Sd/ (V.K. Bahmani) Exec.Director, Civil Engg.(G) Railway Board. Copy to Shri S. Gopalakrishnan, Addl. General Manager, S.Railway, Chennai & Convenor of Committee for including one for terms of reference for the Committee to study Special Modified Formula for track maintenance.

10

Annexure -J

RESEARCH DESIGNS & STANDARDS ORGANISATION, LUCKNOW LETTER NO. CT/IRPWM DATED 27.11.98.

----

The Director, Indian Railways Institute of Civil Engineering, Pune – 411 001. Sub: Revision of Formula for calculation of gang strength. ---- During the Chief Engineers Conference held at Udagamandalam on 10th & 11th Nov. 98, it was decided that in the gang strength calculations, factor of age of gangman needs to be considered. It is requested that this may kindly be kept in view by the Committee on Manpower and Cost Norms for Track Maintenance. Sd/ (Vinay Singh) Encl: Nil. for Director General/Track.

11

Annexure-K Sheet 1

INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING/PUNE

VINOD KUMAR Director D.O. No. 151/9754 27-08-1998 My dear Gopalakrishnan,

Sub: Committee on Manpower & Cost Norms (earlier called as Committee to review special Modified formula for Track Maintenance.)

---- The extract of one of the recommendations of the Group of Railway Safety

constituted in September, 1995 and the comments thereon of theCivil Engineering

Directorate of Railway Board are reproduced below:

RECOMMENDATIONS COMMENTS OF CIVIL ENGG.

DIRECTORATE/RAILWAY BOARD. (2) It has not been possible to find adequately, from existing resources, suitable manpower and machinery to handle the technologically superior assets. Railway Administration may consider the desirability of selectively privatising the maintenance of these assets.

(2)The recommendations of Committee are already under active consideration of the Railway Administration and this also figured in MOS/R’s address during the GM’s Conference held on 05.02.1996. However, the implementation of privatisation is required to be fully gone into and deliberated before a policy decision is taken in this regard.

1.1 The above subject came up for discussion during CTEs seminar held on

07.07.97 to 09.07.97. No specific recommendation was made during the seminar in view of a man-power committee already working on the items related with these. As you would recollect, one of the terms of reference to another committee on “Machine and man-power deployment committee” (Railway Board letter No. 88/CE-1/GNS/1 dated 02.01.89) was to going to question of off-loading of track works to contractors to the extent possible for achieving better economy and efficiency. However, as seen from the Report of the Committee, submitted in February 95, this item does not appear to have been dealt with. As such, during the deliberations in the above seminar, it was recommended that the track works to be executed through contractual agency which did not figure in the report of Committee of machine and man-power deployment must be duly considered by the present man-power committee.

12

Annexure K Sheet 2

2. Railway Board have approved these recommendations, the extract of IRICEN’s recommendations on this item along with the Board’s decision are reproduced below for consideration by the man-power committee working under your chairmanship.

IRICEN’S RECOMMENDATIONS BOARD’S DECISION 2) Considering that a number of works fall outside the regular duties of P.Way gangs, there is an urgent need to identify works which can be executed through contractual agency. The Report of the Committee of Machine & Man Power Deployment for Track Maintenance does not appear to have considered the above point. 3) This aspect may be considered by another Man Power Committee which has been set up with the objective of modifying gang strength formula. This Committee may be asked to give the recommendations keeping in view those of the Machine & Manpower Deployment Committee.

(2) & (3) Approved. However, IRICEN who are a member of the Committee should give their views to the committee for deliberations.

A list of items of work which may be executed through contractual agencies is enclosed for consideration of the Committee.

With best wishes, Yours sincerely,

Sd/

Encl: 1 (1 page) (VINOD KUMAR) Shri S. Gopalakrishnan, Additional General Manager Southern Railway Chennai-600 003.

13

Annexure K Sheet 3

TRACK WORKS WHICH MAY BE EXECUTED THROUGH CONTRACTS

1) Deep screening of ballast 2) Heavy repairs to tracks including lifting. 3) Complete renewal of points & crossings 4) Complete re-alignment of curves. 5) Destressing of LWR track 6) Through renewal of fittings in PRC track 7) Re-surfacing of points & crossings 8) Loading & unloading of materials 9) Lorrying out of materials other than for casual renewal of rails and sleepers 10) Loading and unloading of ballast 11) Cleaning of goods sheds & platform surfaces 12) Repairs to bridges 13) Painting of rails and weld collars 14) Painting of Bridges 15) Heavy repairs to cess 16) Stock verification 17) Watching of materials 18) Comparatively unimportant activities like through packing of loops and

sidings if large number of mandays are lost due to accidents, excessive patrolling , etc.

----

14

Annexure L

Copy of Railway Board's letter No.87/W6/TK/12 dt. 08.88. "During the last meeting of the Corporate Enterprise Group of Management and labour held in Railway Board's office on 09.11.1987, the members had been assured that the casual labour available on the live registers would be employed as and when extra labour was required. It was also agreed that where adequate casual labour was available on the live register, normal track maintenance work would not be given to the private contractors. In this connection, a list of the normal track maintenance works (copy enclosed) has also since been handed over to the members, as required by them, for their information. You are requested to take note of the above mentioned assurance given to the CEG members and issue necessary directions to all concerned to ensure fulfilment of the assurance by suitably regulating the engagement of contract agencies for track maintenance works".

ENCLOSURE

Works undertaken as part of normal track maintenance

1. Through packing with or without shallow screening.

2. Picking of slacks.

3. Lubrication of rail joints.

4. Minor attention to cess.

5. Clearing of catch water drains, side drains, and waterways of bridges.

6. Casual renewal of rails and sleepers including bridge timbers.

7. Adjustment of creep.

8. Opening, examining and over-hauling of level crossings.

9. Special attention to points and crossings.

10. Realignment of curves.

11. Lorrying/carrying materials or equipment as required for normal maintenance jobs.

12. Patrolling of track and watching of vulnerable points.

13. Watching of materials.

14. Miscellaneous items including clearing weeds from tracks, clearing station yards, etc.

Annexure–M

15

Ministry of Railways (Railway Board)’s letter No. 97 E/MPP/1/9 dated 13.10.97

The GMs/OSDs, All Indian Railways. Sub: Manpower Management in Gangs. ---- It is observed that on some of the Zonal Railways, the existing gang strength is not in conformity with the gang strength as per Special Committee Formula and the annual review is also not being done regularly taking into consideration creation of additional assets. There are also a number of instances of long absenteeism in the gangs. Instances have also come to notice where the gangmen have been deputed for carrying out various other works which are not the legitimate duty of the gangmen. All these things affect the normal maintenance of track adversely which in turn affects the safe movement of traffic. For proper upkeep of the track, it is necessary that all the posts of gangmen must be filled so that track could be maintained satisfactorily. For curbing a large number of absenteeism in gangs, stern action be taken against the habitual absentees. The gangmen should be deployed for their legitimate duties and should not be diverted for other miscellaneous works. The above directives are required to be ensured in the interest of safety. The posts of gangmen should be considered in safety category and necessary posts as per yardstick should be created. The matching surrender for this purpose should be provided as a matter of top priority. The extent instructions of 2% reduction in manpower will also not be applicable for gangmen. The legitimate duties of gangmen are given in IRPWM and are enclosed herewith as Annexure A. In addition various other works are also being carried out by decasualised gangmen and the list of some is enclosed as Annexure B. In case there is shortfall in working strength of decasualised gangmen, it may become necessary to temporarily let out some works on contract which are allowed to be contracted out to avoid accumulation of arrears in the works of decasualised gangmen.

This has the approval of the Board (FC, MS & ME) Sd/- (V.K. Bahamani) Exec. Director, Civil Engg. (G) Encl: Annexures A & B Railway Board. Copy : DG/RDSO, DR/IRICEN, Principal/RSC, CEs, CPOs and FA&CAOs of Zonal Railways.

Annexure–M

16

(Enclosure to Railway Board’s letter No. 97E/MPP/1/9 dt.13.10.97) Annexure A List of items of works to be executed by Permanent Way Gangs.

1. Shallow screening. 2. Systematic through packing. 3. Packing of slacks. 4. Lubrication of rail joints. 5. Minor attention to cess. 6. Cleaning of catch water drains, side drains & waterways of Bridges. 7. Casual renewal of rails, sleepers. 8. Adjustment of minor creep. 9. Opening, examination and overhauling of level crossings. 10. Special attention to points & crossings. 11. Miscellaneous petty items including renewal of bridge timbers, cleaning

weeds from tracks, cleaning station yard etc.

Annexure-B List of items of works to be executed by casual labour/contract.

1. Loading & unloading of materials. 2. Lorrying out materials for other than casual renewal of rails and

sleepers 3. Monsoon patrolling. 4. Security & special patrolling. 5. Repairs to bridges. 6. Cleaning of goods sheds/platform surfaces. 7. Stock verification. 8. Painting of rails in station yards. 9. Deep screening of ballast. 10. Resurfacing of points & crossings. 11. Watching of materials. 12. Painting of bridges. 13. Heavy repairs to track including lifting. 14. Complete renewal of points & crossing. 15. Complete realignment of curves.

Annexure-N

17

National Federation of Indian Railwaymen

Letter No. DC-76/89 dated 16.06.1996 ----

(1) Shri S.S. Kapoor (3) Shri S. Gopalakrishnan

Chief Engineer, Director, South Eastern Railway, Indian Railways Institute of Calcutta. Civil Engineering (IRICEN) PUNE.

(2) Shri S.D. Sharma, (4) Shri Aurobindo Ghosh

Chief Engineer, FA&CAO (Construction) Northern Railway, Northern Railway Baroda House, Kashmere Gate, New Delhi. Delhi.

Dear Sirs, Sub: Gang Strength (P.Way) – DC/JCM Item No. 76/89. Ref: Director/IRICEN, PUNE letter No. DR/2/MGF dated 10.6.1996 addressed to the General Secretaries of N.F.I.R. and A.I.R.F, New Delhi. ---- A Memorandum on Gang Strength of P.Way Gangs is herewith sent as desired together with Annexure for necessary action. 2. The Federation desires to hold discussion with the Committee on a mutually convenient date. Enc: Memorandum in 4 pages and Annexure in 2 pages Yours faithfully, (M. Raghavaiah) GENERAL SECRETARY

Annexure-N

18

N.F.I.R

NATIONAL FEDERATION OF INDIAN RAILWAYMEN

MEMORANDUM ON GANG STRENGTH OF PERMANENT WAY GANGS –

CIVIL ENGINEERING DEPARTMENT

GANG STRENGTH OF P.WAY GANGS The present approved formula for working out Gang Strength (Special

Committee Forumula ) for carrying out track maintenance operation is : N = M K E

where N = Number of Men per Kilometer

M = Man power factor based on number of Man days required and Man days available in a year.

K = Correction factor based on method of maintenance and type of structure.

E = Equated track Kms.

The Railway Board while approving the Special Committee formula, ordered a blanket reduction of 5% on the strength of Gangmen arrived at with the said formula and do not include mate, Keymen, L.C. gateman and Leave reserve.

2.0 MAN POWER FACTOR

Man power factor is a factor giving the weightage for the actual mandays required to do normal P.Way maintenance in a year vis-à-vis the actual number of mandays available. This depends upon the job content for P.Way maintenance and the output of Gangmen.

2.1 MANDAYS

The details of job contents and mandays required for manual maintenance and maintenance and Mechanised maintenance are shown in Annexure. It could be seen from the Annexure that the mandays required for manual maintenance are 429 and for machine maintenance 473.

Number of working days available per year (approximate) ; 290

Annexure-N

19

The factor ‘M’ works out to 1.47 for manual maintenance and 1.63 for machine maintenance.

2.2 In the Special Committee formula, the madays required for through packing are shown as 174 for manual maintenance. In the mechanised maintenance, even if the machines do tamping once in two years, the overall requirement of mandays is not reduced, since the following works are required to be done by Gangmen even in machine maintenance also. a) Pre tamping works

Post tamping works During tamping works.

b) Slacks c) Destressing of Long welded rails d) Hot weather patrolling

Cold weather patrolling. e) Monsoon patrolling

Security patrolling Watch on vulnerable bridges

f) Rail/Weld failures Emergency repairs Permanent repairs.

g) Greasing of Elastic Rail Clips. Greasing of gauge face of Rails.

h) Attending to derailments/restoration. i) Signal failures/Men/Cattle run over et. j) Clearing trees, for signals , level Xings , OHE. k) Cess repairs , side drains cleaning, weeding,

Boxing of ballast etc. While arriving at the factor M, the above items are required to be taken into consideration for the machine maintenance. The manpower factor is further influenced by – - Inclement weather conditions. - The present day stamina and output of gangmen. - Deployment of gang women - Non-availability of sufficient time to work on track due to increase

In number of trains and less gap between trains.

3.0 Correction factor – K Correction factor is the factor required to be taken because of modernisation of track. It was felt that efforts required to maintain the long welded rails and concrete sleepers are much less com pared to fish-plated track. In actual practice, reduction in the efforts is not much due to introduction of

Annexure-N

20

Higher pay loads Higher axle loads and mixed Traffic Introduction of Box ‘N’ wagons Non-availability of adequate time intervals to attend track between trains. Higher speeds of passenger & express trains. Further, LWR and concrete sleepers will need sophisticated maintenance and careful deployment of man power ceiling for frequent attention to maintain zero defect requiring frequent deployment of Gangs. The Special Committee formula adopted at 0.5 for mechanical maintenance needs to be modified to 0.75 as reduction in effort is considered marginal.

K FACTOR IN THE FORMULA AND SUGGESTED VALUES MECHANICAL

Type of track Conventional Existing Proposed

1) Fish plated track 1.00 0.80 1.00 2)Short-welded Rails 0.95 0.75 0.90 3)LWR on Metal Sleepers 0.85 0.60 0.80 4)LWR on concrete Sleeper --- 0.50 0.75

4.0 E = Equated Track KMs

- L U ( 1 + A + B + C) where L = Length of single track U= traffic density factor A= Formation factor B= Alignment factor C= Rainfall factor.

4.1 In the existing formula, the maximum value for traffic density factor ‘U’ is 1.4

for all sections carrying a traffic of 20 GMT and above. This value needs to be revised since heavy traffic sections are having other problems, viz.,

- Faster deterioration of track due to Box ‘N’ Wagons. - Heavy incidences of wheel burns causing premature replacement

of rails and frequent attention of track. - High speed trains – requiring strict tolerance with extra input

of manpower.

4.2 In the existing formula, the alignment factor restricted to curves sharper than 1.5° for BG. This factor needs to be applied to all curves irrespective of degree since maintenance effort required for curves is same in all cases.

Annexure-N

21

In the light of the above, N.F.I.R. urges that the formula is required to be Revised suitably, besides taking into consideration :-

1) requirement of 30% leave reserve of Gangmen as against 12 ½ %

now due to working conditions being hazardous leading to absenteeism.

2) requirement of 12 ½ % Trainee reserve as Gangmen are expected to be given regular in service training.

3) Reduced out-put of present day Gangmen due to increase of Traffic. 4) Provision for watermen to each Gang.

5) Requirement of look out men for Gangs working on high density

Routes from safety point of view. Encl: One Annexure In two sheets. Sd/ (M. RAGHAVAIAH) GENERAL SECRETARY

Annexure-N

22

(Annexure to NFIR’s letter)

Comparative Statement on Mandays required for Manual and Mechanised Maintenance. Mandays required

S.No Nature of work Requirement

Output per Head

As per Spl. Committee Formula Manual Maintenance

Actually Required In Mechanical Maintenance

Remarks

1. Through packing 1 ½ Round per year

12 sleepers/ head

174 days --

2. Through packing Of non PSC track as loops

1 round per year

“ -- 20 days

3. Shallow screening 1/3 length per year

5 sleepers/ head

50 71

4. Picking up slacks

2 Rounds per year

24 sleepers/ head

110 89 This should be on Condition of formation and on controls

5. Lubrication of Rail Joints One round/year

10 Jts/head 16 10

6. Casual renewal of rails 6 rails 2 ½ head 10 10

7. Casual renewal of sleepers

25 nos. 3/head 4 4

8. Attention to level crossings

10 10

9. Attention to points & xings

10 10

10.

Misc. works like cess repairs , cleaning of drains, renewal of bridge timbers etc.

45 45

11. Machine tamping works Once in two years

a) Pre tamping b) During tamping c) Post tamping

9 3 9

While in some sections-2 years schedule may be alright on some Railways where soil is loose or black cotton soil, the periodicity should be less than 2 years and they need yearly pack up.

12. Destressing of LWR panels (1 ½ km per year)

Once in 5 years

60 Men/Km 7

13. (a)Hot weather patrolling (b)Cold weather patrolling

3 months/year 3 months/year

3 men/gang 2 men/gang -- 35

20

Annexure-N

23

14.

(a)Monsoon patrolling (b)Watch on vulnerable bridges (c)Security patrolling

4 months in a year 4 months 10 days in a year

1 ½ KM/head

Not taken into account

36 10 10

The man days shown in machine maintenance are based on actuals in the field. These items are not taken into consideration in the formula.

15. Rail/weld failures (a)Emergency repairs (b)Permanent repairs

10 10

16. Greasing of ERCs and gauge face lubrication

35 sleepers/ head 35

17.

Attending to derailments, Restorations, signal failures Man/cattle removers etc.

429 days 473 days Note: Total men days available in a year are: 290 (Gang) Mandays required in manual maintenance: 429 Manpower factor : 429 / 290 = 1.47 (for manual)

Mandays required in machine maintenance 473 Manpower factor : 473 / 290 = 1.63

Annexure-O

24

ALL INDIA RAILWAYMEN’S FEDERATION LETTER NO. AIRF/52 (1) dated 17.7.1996

---- 1) Shri S.S. Kapoor 3) Shri S.Gopalakrishnan

Chief Engineer, Director, South Eastern Railway Indian Railways Institute & Convenor of the Committee of Civil Engineering Garden Reach, Calcutta. (IRICEN) Pune.

2) Shri S.D. Sharma, 4) Shri Aurobindo Ghosh

Chief Engineer, FA&CAO Northern Railway, Eastern Railway Baroda House, Calcutta. New Delhi.

Dear Sir, Sub: Constitution of a Committee to study the special Modified formula

For Track Maintenance – Gang Strength (P.Way) - DC/JCM Item No. 76/89 .

Ref: I) Railway Board’s letter No. 95/CE-1/CNS/2 dated 23.5.1996. ii)CE, S.E. Railway, and Convenor of the Committee’s letter No. DR/2/MGF dated 27.6.1996 from Pune. iii)Director, IRICEN’s letter No. DR/2/MGF dated 11.6.1996. ---- All India Railwaymen’s Federation (AIRF’s) Memorandum on the above subject is sent herewith for consideration of the Committee. Yours faithfully

Sd/ (J.P. Chaubey) General Secretary. --------------------------------------------------------------------------------------------------- All India Railwaymen’s Federation letter dated 1.8.96 In continuation of AIRF’s Memorandum on above on the above subject submitted to the Committee vide this office letter of even number dated 17.7.1996, it is requested that the ANNEXURE attached with this Memorandum, containing 2 pages, may kindly be replaced with the ANNEXURE now enclosed with this letter. This is in supersession of the previous Annexure. Yours faithfully, Sd/ (J.P.Chubey) General Secretary.

(The Revised Annexure has been incorporated as Annexure O - Sheets 8 to 10).

Annexure-O

25

A.I.R.F

ALL INDIA RAILWAYMEN’S FEDERATION 4, State Entry Road, New Delhi-110055.

MEMORANDUM TO THE COMMITTEE APPOINTED BY THE

MINISTRY OF RAILWAYS TO STUDY THE SPECIAL MODIFIED FORMILA FOR TRACK MAINTENANCE.

---- 1. INTRODUCTION

There has been continuous and serious complaint all over the Railway system

regarding the inadequacy of manpower for regular maintenance of track, patrolling duty – monsoon, security etc., handing of heavy track materials, leave reserve, staff against man days lost due to absenteeism, speed restriction duties and decasualisation of casual labour etc. in the matter of maintenance of track and allied works. This matter was continuously brought to the notice of Railway Board by the Federations in the for a of PNM and JCM Departmental Council (Item No. 76/89). Ultimately a meeting was held between the two Federations, i.e. AIRF and NFIR with the Railway Board represented by Member Engineering on 27.11.1995, when it was decided to appoint a Committee to go into the question of adequacy of the strength of Gangmen, Keymen, Gatemen, Watchmen, Patrolmen etc. 2. APPOINTMENT OF THE COMMITTEE The present Committee has been appointed by the Railway Board Vide their Notification No. 95/CE-1/CNS/2 dated 5.1.1996 and the terms of reference has been amended vide Railway Board’s letter of the same number dated 13.5.1996. The Railway Board vide their letter No. 95/CE-1/CNS/2 dated 23.5.1996 have intimated a terms of reference and advised both the Federations – AIRF and NFIR, that they may submit Memorandum to the Committee. 2.1 TERMS OF REFERENCE i) To study the Special Committee Formula for Gang Strength and to suggest modified formula covering certain variables left out in the existing Special Committee Formula which affect track maintenance effort. ii) The Committee shall take into account the decasualisation done, effect of machine maintenance and track modernisation. 3. SPECIAL COMMITTEE FORMULA AND ITS BROAD SHORTCOMINGS. Norms proposed in the formula are not based on any study as will be evident from para 3.2 of the report which read as under:- “No field studies were conducted by this Committee for arriving at the norms……….”

Annexure-O

26

3.1.2 Provision of leave reserve of Gangmen, provision for second Keyman, man days lost etc. and shortage of Trolleyman, Gateman, Watchman (for temporary restrictions) were not considered. Minimum time available due to heavy density of traffic was not taken into account. 3.1.3 Use of heavier weight of rail, sleeper, fish plate etc. were not taken into account. 3.1.4 Fatigue involved in walking and working in long stress and for working in vagaries of weather. 3.1.5 Days available for working calculated wrongly, 30 days LAP and 20 days LHAP were not taken into account as on day number of Paid Holidays has been increased from 3 days to 12 days. 3.1.6 Man days required for Mechanical Track Maintenance are more than the Manual Maintenance. In the Special Committee formula, the man days required for through packing are shown as 174 for manual maintenance. In the mechanised maintenance , even if the machines do tamping once in two years, the overall requirement of man days is not reduced, since the following works are required to be done by Gangmen even in machine maintenance also :- a) Pre tamping works

Post tamping works During tamping works

b) Slacks c) Distressing of long welded rails d) Hot weather patrolling

Cold weather patrolling e) Monsoon patrolling

Security patrolling Watch on vulnerable bridges

f) Rail/weld failures Emergency repairs Permanent repairs

g) Greasing of Elastic Rail Clips Greasing of gauge face of Rails

h) Attending to derailments/restoration i) Signal failures/Man/Cattle run over etc. j) Clearing trees, for signals, level Xings, OHE k) Cess repairs , side drains cleaning, weeding, Boxing of ballast etc. While arriving at the factor M, the above items are required to be taken into consideration for the machine maintenance. The man power factor is further influenced by –

- Inclement weather conditions - The present day stamina and output of gangmen

Annexure-O

27

- Deployment of gang women - Non-availability of sufficient time to work on track due to increase in number of trains and less gap between trains. The present Committee is , therefore, urged upon to take all the above factors also into consideration while fixing up Gang Strength. 3.2 Factors to be calculated afresh so as to ensure correct reflection of time available for works on the track, heavier rail, sleeper and fish plates, less number of working days available , fatigue involved. Number of leave reserve, shortage of Trolleyman, Gateman, Watchman ( for temporary restrictions) also to be taken into account. 3.3 Factors taken into account ultimately left with the decision of Zonal Railways should be taken into account in view of the fact that appointment of fresh faces as casual labour has been banned w.e.f. 1.1.1981 and no casual labour could be appointed for undertaking the jobs as enumerated in Paras 3.3.1, 3.3.2,3.3.3, 3.3.4, 3.3.5, 3.3.6 of the report of the Special Committee. Please also see Annexure V, Sl. Nos. 2,3,12,15,18 and 23 (points raised by AIRF). 4. Addition in the existing list of items of works related to Permanent Way Maintenance should form the regular duties of Permanent Way Gang staff: In addition to items already listed in Para 3.1 of the Special Committee Report, the following items also need to be included in the list of regular duties of Permanent Way staff :- i) Complete renewal of points and crossings, ii) Complete re-alignment of curves. iii) Resurfacing of points and crossings iv) Adjustment of creep, v) Heavy repairs to track including lifting, vi) Deep screening of ballast, vii) Destressing LWR, viii) Repair to Bridges, ix) Lubrication of rail joints. x) Painting of rails in Station Yards, xi) Painting of rails in Bridges, xii) Attending to accidents – main line and yards. xiii) Rail fracture, xiv) Monsoon Patrolling, xv) Hot and Cold weather patrolling, xvi) Security Patrolling, xvii) Loading and unloading of materials xviii) Lorrying out of materials, other than for casual renewals of rails and sleepers. xix) Cleaning of Platform, Surfaces, Goods Sheds etc. xx) Cleaning of night soil, xxi) Stock Verification,

Annexure-O

28

xxii) Watchman duty where restriction is imposed – Permanent or Temporary, xxiii) Look out – 2 men for each gang, xxiv) Waterman, xxv) Sanitary cleaner for cleaning of night soil on the track, xxvi) Extra men for handling track circuited points, xxvii) Men with track, xxviii) Fixing of detonators in foggy weather xxix) Fitting of fish plate and other fittings found deficient due to theft and

miscreant/sabotage activities, xxx) Literate Gangmen utilised in offices of PWIs and AENs due to acute shortage

of clerical staff. 5. Provision of Leave Reserve. Gangmen are entitled for 30 days LAP, 20 days LHAP and 15 C.L. In addition due to heavy manual labour in open sky, braving torrential rain, scorching sun and biting cold, they often fall sick and absenteeism due to sickness, most of the time exceeds the limit of entitlement of leave. Replacement of them are necessary even for a short period. As such 30% leave reserve posts need be provided. 6. Trainee Reserve Post. Due to fast changing of working pattern, the Gangmen need intensive training. But they cannot be spared for training for want of replacement. As such 12.5% posts of Trainee Reserve need to be provided. 7. Man days lost. Prior to and during 1960s and 1970s also extra staff used to be sanctioned against absenteeism beyond the number of leave reserve as ‘Man day lost’. This has been stopped of late with the ban in recruitment of casual labour. 8. Gangmen utilised for meeting contingencies. Whenever there is shortage of Gateman, Trolleyman, Watchman/Chowkidar, Gangmen are drafted to perform the job of these categories also to be provided in Gangman cadre. 9. Traffic Density Factor. Traffic density factor should be raised to 2.0 for BG., 1.6 M.G. and 1.0 for N.G. 10. Soil Factor. Soil factor should be : Soil in Bank Factor Ordinary unstable soil 0.20 Shrinkable soil 0.40 Black soil 0.50

Annexure-O

29

11. Rainfall Factor. Rainfall factor should be as follows: Intensity of Rainfall Factor Upto 80” per annum 0.20 81” – 100” per annum 0.25 Above 100” per annum 0.40 12. Working days available per man per year. Total 365 days Less Sundays 52 days Less Casual Leave 15 days Less LAP 30 days Less LHAP 20 days Less paid National Holidays 12 days Net Man days available per year = 236 days. 13. Man Power Factor. Manpower factor for both Manual maintenance and Mechanical Maintenance is given in Annexure. In view of the above, the All India Railwaymen’s Federation urges that the present Gang Strength Formula be revised with due consideration to the following salient points: i) The duty of Gangmen starts and ends at Tool Box. They are to work within

their beat of 6 KMs daily. ii) Due to heavy manual work, in open sky during scorching sun, torrential rain

and biting cold, their absenteeism (sickness) is high. iii) They are to perform duty on running track where day to day density of traffic is

on high increase, as a result of which they get little time to perform their job on the track.

iv) Due to use of heavier rail, sleeper and fish plates more than man power is necessary to handle them.

Sheet 7 v) With the ban in recruitment of casual labour introduced from 1.1.1981, all the

works connected with track maintenance, patrolling of different types etc., all the staff required for the entire gamut of track maintenance etc. works are to be performed by regular employees only.

vi) Due to ban in recruitment average age of Gangmen has been increased from 30/35 to 40/45 years.

It is also urged that :

Annexure-O

30

i) As per the admissibility of different types of leave, paid holidays and

absenteeism due to working condition and taking into account of ‘Man days lost’, strength of Leave Reserve be increased to 30% taking the strength of Gangmen, Trolleymen, Gatemen and Watchmen together as they are drawn from Gangmen only.

ii) 12.5% Trainee Reserve Posts be sanctioned so that the Gangmen can undergo intensive training to meet the need.

iii) Patrolmen for monsoon patrolling, hot weather patrolling, cold weather patrolling and security patrolling be sanctioned as they are at present drawn from the regular Gang.

iv) At least two ‘Look out man’ per Gang be sanctioned so that the men at work can perform their duty with undivided attention.

v) As water is not available at the site of work and to be fetched from far flung areas, Waterman be provided with each Gang.

vi) Special Gangs for performing loading, unloading and sundy jobs be sanctioned at each beat of P.W. Mistries.

vii) Regular staff may also be provided for performing ancillary work for which casual labours were recommended by the Special Committee.

(J.P. Chaubey) General Secretary.

Annexure-O

31

(Annexure to AIRF Letter)

GANG STRENGTH FORMULA

a) Substitute the existing formula as stated in para 3.2.1, Page 7 (bottom) of

Special Committee’s Report with the following, as the target of present formula is too

ambitious and not at all possible to be carried out.

3.2.1 Page 7 Operations Per man per day

BG MG i) Through packing 8 Sleepers 10 Sleepers ii) Through Packing including Shallow 4 Sleepers 5 “ Screening iii) Picking up stacks 16 “ 20 “ b) Man days per year per K.M. for works listed from Item No.1 to 16 in Para 3.3.1 at Page 9 of Spl. Committee Report is calculated as under :- Men per Track KM per year BG MG 1. Loading and unloading of materials ] 2. Lorrying out of materials other than for Casual ]

Renewals of rails and Sleepers. ] 304 243 3. Stock Verification ] 4. Painting of Rails in Station Yards ] 5. Monsoon Patrolling ] 6. Summer Patrolling ] 60 60 7. Winter Patrolling ]

(Detonator fixing in foggy weather) 8* Security Patrolling 144 144 9. Cleaning of Goods Shed and Platform surfaces. 36.5 36.5 10. Painting of Rails in Station Yards 12.6 12.6 11. Re-surfacing of Points and Crossings 12.17 10.00 12. Watching of Materials. 73.00 73.00 13. Painting of Bridges 2.00 2.00 14. Heavy repair to track including lifting. 8.33 6.00 15. Complete renewal of Points and crossing 5.47 4.00 16. Complete realignment of curves. 5.00 4.00 -------------- ----------- 663.07 595.1 (-) Security Patrolling 144.00 144.00 -------------- ---------- • Security Patrolling had to be done round the year in N.E. Region, Jharkhand Area of Bihar, entire Punjab,

part of Andhra Pradesh

Annexure-O

32

c) Substitute the existing Para 3.5.1. of Spl. Committee as follows: Working days available per man per year are as under :- Total = 365 days Less (-) 129 days Sunday = 52 days ------------ Casual leave = 15 days 236 days National Holidays= 12 days Working days available LAP = 30 days LHAP = 20 days ----------- 129 days ----------- d) Taking 1660 Sleepers for BG high density Traffic area and for MG & NG 1566

Sleepers, Man Days required per KM are as under:-

Item of work BG (High density Traffic MG/NG Areas) i) Shallow screening 1660 x 1/3 x 1/8 = 69.17 1566 x 1/3 x 1/10 = 52.20 (excluding through packing) of 1/3rd beat) ii) Through packing 1660 x 4/3 x 1/8 =276.67 1556 x 4/3 x1/10= 208.8 1 1/3 rounds

iii) 1 2/3rd rounds picking 1660 x 5/3 x 1/16=172.92 1566 x 5/3 x 1/20=130.50 up slacks iv) For other items listed in Para 3.2.2 = 95 + 663 = 85+ 595 Para 3.5.3(I) Page-13 M = 1276.76÷236 M = 1071.50 ÷236 With security patrolling = 5.41 = 4.54 Security Patrolling (-)144.00 (-)144.00

1132.76 927.50 Para 3.5.3(I) Page 13 Without Security Patrolling M = 236 = 4.80 M = 236 = 3.93

Annexure-O

33

Item of works BG (Normal areas) MG/NG i) Shallow screening (excluding 1566 x 1/3 x 1/8 = 65.25 1556 x 1/3 x1/10 =52.20 through packing) of 1/3rd beat ii)Through packing 1 1/3rd rounds 1566 x 4/3 x 1/8 =261.00 1566x 4/3 x1/10=208.80 iii)1 2/3rd rounds picking up slacks 1566 x 5/6 x 1/16=163.13 1566 x5/3 x1/20=130.50 picking up slacks. iv) For other items listed in para = 95 = 85 3.2.2 +663 +595 -------- -------- M = 1247.38 ÷236=5.29 M = 1071.51÷ 236 =4.54 (-) 144.00 (-) 144.00 -------- --------

1103.38 927.50 -------- ---------

Para 3.5.3 (I) Page 13 M = 236 = 4.68 = 3.93 Man days per year per K.M. 1. BG High Density (with Security Patrolling) = 5.41 2. BG High Density (without Security Patrolling) = 4.80 3. BG other than High Density (With Security Patrolling) = 5.29 4. BG other than High Density (without Security Patrolling) = 4.68 5. MG/NG High Density (with Security Patrolling) = 4.54 6. MG/NG “ (without Security Patrolling) = 3.93. The following factors should be added while fixing up Gang Strength per Track

KM per year.

30% Leave Reserve posts (Para 5 supra)

12.5% Trainee Reserve posts (Para 6 supra) Man days lost factor ( Para 7 supra) Gangmen utilised for meeting Contingencies (Para 8 supra) These apart, 2 Lookout Man and 1 “Waterman” be added to the strength of each Gang (See Page 9, Para (V & VI). In addition to the above, Traffic Density Factor (Para 9) . Soil Factor (Para 10) and Rain Fall Factor (Para 11 supra) should be taken into account while fixing up Gang Strength Zonewise/area-wise. *************

APPENDIX 1

34

EQUATED TRACK KILOMETRE AND GANG STRENGTH 1. PREAMBLE 1.1 MAFLIN'S FORMULA

Railways had adopted since 1931 the Maflin's Formula for deciding gang strength. The number of gangmen required for maintaining one mile of track was directly correlated to the average number of trains running on the track in a day as tabulated below:

BG MG NG Unit per mile

No. of gangmen per mile

> 30 trains/day - - 1.20 3

20 to 30 trains per day

- - 1.10 2.75

10 to 20 trains per day > 20 trains/day - 1.00 2.5

< 10 trains/day 10 to 20 trains per day > 10 trains/day 0.80 2

Marshalling & busy yards

< 10 trains/day < 10 trains/day 0.60 1.5

- Marshalling & busy sidings

- 0.50 1.25

Other sidings Other sidings Sidings 0.30 0.75

As seen above, tracks of BG, MG and NG were assigned with specific "Unit-per-mile" depending on the traffic carried. Having reckoned "Unit-per-mile", the same is multiplied by 2.5 to get the number of gangmen per mile. In other words, Manpower Factor is a constant, irrespective of track gauge. This formula, though appearing empirical, brings out the rationale that the maintenance effort varies in accordance with the quantum of traffic.

1.2 REVISED MAFLIN'S FORMULA

In 1959, Lobo Committee was appointed by the Railway Board for revising Maflin's Formula. The formula evolved by Lobo Committee is known as Revised Maflin's Formula. The number of gangmen was based on the "Equated track mile", which is worked out by attributing certain increases to the running track mile, depending on traffic density, type of formation, curved alignment and annual rainfall.

APPENDIX 1

35

The Revised Maflin's Formula was: N = M x E where N = Number of Gangmen,

M = Manpower factor, 2.3 for BG & MG Trunk Routes & 2.2 for other routes in MG,

E = Equated Track Mile. Implementation of Revised Mafiln's Formula was started in 1962.

2. EQUATED TRACK KILOMETRE – FORMULAE FOR CALCULATION

Equated Track Mile – now adapted as Equated Track Kilometre (ETKM), is calculated based on the Revised Maflin's Formula, with some modifications introduced by the Railway Board at the time of acceptance.

2.1 RUNNING LINES (INCLUDES MAINLINES AND RUN THROUGH LINES IN

YARDS) Equated Track Kilometre is worked out from the running track kilometre by applying the following formula: E = L x U (1+A+B+C) E = Equated Track Kilometre (ETKM) L = Running Track Kilometres. U = Traffic density factor A = Formation factor. B = Alignment factor. C = Rainfall factor.

a) TRAFFIC DENSITY FACTOR (U) –

Broad Gauge i) Heavily worked suburban sections or ghat sections

with gradients of 1 in 60 and steeper 1.4

Ii) Sections where the annual traffic density is 20 GMT or over

1.4

iii) Sections where the annual traffic density is 15 GMT and over, but less than 20 GMT

1.3

iv) Sections having a daily train density of 30 and over or where the annual traffic density is 10 GMT and over, but less than 15 GMT

1.2

v) Sections having a daily train density of 20 and over, but less than 30 or where the annual traffic density is 6 GMT and over, but less than 10 GMT

1.1

vi) Other primary sections where the annual traffic density is less than 6 GMT

1.0

vii) Secondary or tertiary lines 0.8

APPENDIX 1

36

Metre Gauge i) Suburban or ghat sections with gradients of 1 in 60

and steeper 1.2

ii) Primary lines where annual traffic density is 5 GMT or over

1.1

iii) Primary lines having a daily train density of 20 and over or where the annual traffic density is over 2.5 GMT, but less than 5 GMT

1.0

iv) Secondary lines or other lines with a train density of 10-20 per day.

0.8

v) Tertiary lines 0.6 Narrow Gauge i) Sections with a daily train density of 10 and over 0.8 ii) All other sections 0.6

Note: 1. If the factors are varying in different segments of track, ETKM is

calculated for each segment with the respective value of the factor and the total ETKM is obtained by summing up the ETKMs of the segments. For a running line in yard, only the quantum of traffic through the concerned line is considered.

2. In double or multiple lines, the traffic density factor may be assessed for the average traffic density of the lines and applied to all the lines.

b) FORMATION FACTOR (A)

This factor covers the nature of soil in formation/cutting and has the following values: Nature of Soil Factor i) Stable soil 0 ii) Ordinary unstable soil (bad soil) 0.1 iii) Shrinkable soil and vicious Black Cotton Soil (very bad soil) 0.2

The formation factor should be applied only for the actual length of track having bad/very bad soil conditions in formation/cutting.

c) ALIGNMENT FACTOR (B)

This factor is of value 0.25 and is applicable to the length of track having curve of radius less than or equal to i) 1310m on BG (i.e. 1.5

o and sharper)

ii) 585m on MG (i.e. 3o and sharper)

iii) 350m on NG (i.e. 5o and sharper)

APPENDIX 1

37

d) RAINFALL FACTOR (C) This factor is based on the annual rainfall. C = 0 if annual rainfall is less than 200 cm.

= 0.1 for annual rainfall of 200 cm, increasing by 0.01 for every additional 10 cm rise in the annual rainfall subject to the maximum of 0.2 2.2 MARSHALLING YARDS AND OTHER SIDINGS

In the case of marshalling yards and other sidings, the equated track kilometre will be as per the following formula: E = L1 x U1, where L1 is the running length of such line in km

Value of U1 Description of Track

B.G. M.G. N.G.

Marshalling and other busy sidings 0.7 0.5 0.3

All other sidings 0.4 0.3 0.3

Note: 1. The sidings/lines in a yard may be classified as busy and non-

busy and equated track kilometres worked out separately. 2. As speeds are comparatively low in sidings, factors A, B and C

are not taken in to account. 2.3 TRACK CONNECTIONS AND LAYOUTS

a) The points and crossings and special layouts are treated as number of sets on the following scale and ten sets are equated to one kilometre running length of track:

Turnout 1 set Diamond 1 set Diamond crossing with single slip 1 ½ set Diamond crossing with double slips 2 sets Cross over 2 sets Three-throw 2 sets Scissors cross-over 5 sets Trap 1/5 set Double trap 2/5 set

APPENDIX 1

38

b) The kilometrage thus arrived at should be converted into equated track kilometres by applying the formulae mentioned in paras 2.1 and 2.2 above, as the case may be. The values of factors U, U1, A, B and C to be used for working out equated track kilometre, in the case of layouts, would be with respect to the more important line connected by the track connection/layout. If a layout is considered to be part of siding, only U1 is taken into account, but not A, B and C.

c) For turnouts, cross overs (ordinary and scissors), three throw, etc., the

through kilometrage will be measured along the main track and the length of the track in sidings and loops will be measured from the heel of the crossing and not from the toe of the switch. Similarly, in diamond crossings with single or double slips, the curved lead of the slip/slips will not be included in the length of track.

d) The equivalent running length of layout computed as per para (a) will

be considered in addition to the physical length of the layout which is treated as a part of straight track considered for conversion into ETKM. In other words, the length of straight track of layout is not to be deducted from the running length of parent track which is to be converted into ETKM.

3. GANG STRENGTH FORMULA EVOLVED BY THE SPECIAL COMMITTEE

ON GANG STRENGTH (1979) 3.1 NUMBER OF GANGMEN REQUIRED IN PERMANENT GANGS

N = M K E where N = Number of gangmen,

E = Equated Track Kilometre (ETKM) worked out as per para 2,

M = Manpower Factor (1.47 for BG and 1.21 for MG & NG),

K = Correction Factor, due to modernisation of track, methods of

maintenance etc.

However, as per Railway Board's letter No.E(NG)/II/77/CL/46/E.Rly dt.12.01.83, the gang strength as calculated by the above formula is to be reduced by 5%.

Therefore the formula under adoption by the Zonal Railways is, N = 0.95 MKE

APPENDIX 1

39

a) MANPOWER FACTOR (M)

The M-factor for BG is 1.47 and for MG & NG is 1.21. The basis on which these values have been computed is given below:

No.of mandays reqd./km/yr. Type of work Norms prescribed

BG MG/NG A. Normal maintenance through

packing 1 1/3 round 12 sleepers-BG 14 sleepers-MG 174 150

Shallow screening of 1/3 round (without through packing)

12 sleepers-BG 19 sleepers-MG 44 28

Picking up slacks 1 2/3 round 24 sleepers-BG 28 sleepers-MG

109 93

B. Other works: Lubrication of joints (160 no.) 10 Nos./man/day 16 16 Casual renewal of rails ( 4 rails) 2 ½ men/rail-BG

1 ½ men/rail-MG 10 6

Casual renewal of sleepers (20 nos.) 5 sleepers/man 4 4 Attention to Level Crossings - 10 10 Attention to Points & Crossings - 10 8 Minor cess repair - 10 10 Clearance of drains & waterways - 15 15 Creep pulling - 10 8 Misc. items such as bridge timber

renewal - 10 8

Total 422 356 Number of working days per annum = 295 422

295 356 295

Therefore, Manpower factor M

= 1.43 = 1.21 Because of restrictions on working during monsoon, the days available for through packing and shallow screening become limited to only 8 months. Therefore, value of M for BG is increased to 1.47. Value of M for MG/NG is taken as 1.21.

b) CORRECTION FACTOR (K)

This correction/reduction factor is applied for sections having improved track structure in place of conventional fish-plated track and/or where mechanised maintenance is adopted in place of conventional maintenance. The value of this factor is as follows:

Method of maintenance Type of track Conventional

or DTM or MSP Mechanised

Normal fishplated track 1.00 0.80 SWR track 0.95 0.75 LWR track on metal or wooden sleepers 0.85 0.60 LWR track on concrete sleepers - 0.50

APPENDIX 1

40

Modern tunouts consisting of thick web switches and CMS crossings have better maintainability and also require re-conditioning at less frequent intervals. Following correction factors should be applied in arriving at the gang strength.

Maintenance of modern turnouts Correction Factor i) Conventional 0.70 ii) Mechanical 0.50 (Ref. Board's letter No.88/CE-I/GNS/2 of 25.01.1989) 3.2 CONDITIONS OF APPLICABILITY OF THIS FORMULA

i) Gang strength thus worked out does not include mates, keymen, trolleymen, chowkidars, ashpit khalasis and gatemen.

ii) The formula does not include element of leave reserve.

iii) The gang strength so worked out will cater only for the following regular

duties of permanent way gangs:

1. Through packing. 2. Shallow screening. 3. Picking up slacks. 4. Lubrication of rail joints. 5. Minor attention to cess. 6. Clearing catch-water drains, side-drains and water ways of bridges. 7. Casual renewal of rails. 8. Casual renewal of sleepers. 9. Adjustment of creep over short length.

10. Opening, examination and overhauling of level crossings. 11. Attention to points and crossings. 12. Miscellaneous items like renewal of bridge timbers.

3.3 WORKS OUTSIDE THE REGULAR DUTIES OF PERMANENT GANGS

The following items of work should not be deemed to be forming part of the regular duties of permanent gangs:

1. Loading and unloading of materials. 2. Lorrying out materials for other than casual renewals. 3. Monsoon patrolling. 4. Security or special patrolling. 5. Repairs to bridges. 6. Cleaning of goods sheds/platform surfaces. 7. Stock verification. 8. Repairs to ashpits, water columns, C.C. aprons etc. 9. Painting of rails in station yards and elsewhere.

APPENDIX 1

41

10. Deep screening of ballast. 11. Resurfacing of points and crossings. 12. Watching of materials. 13. Painting of bridges. 14. Heavy repairs to track including lifting. 15. Complete renewal of points and crossings. 16. Complete realignment of curves.

The Special Committee recommended that the Railway may sanction

Casual/Seasonal labour for all these works as and when required on the basis of volume of work.

The Committee also recommended engagement of extra labour gangs for

attending to isolated stretches of track due to exceptional formation problems, for clearing drains involving heavy work and for major/frequent attention to creep. Also they recommended that special permanent gangs may be created for clearing sand dunes in certain desert sections. Creation of multi-purpose gang at each PWI's headquarters for loading, unloading and transporting of track materials was also recommended.

APPENDIX 2

42

NUMBER OF TRACKMEN PER ETKM and MAINTENANCE EXPENDITURE PER ETKM

ON VARIOUS ZONAL RAILWAYS

COMPARED WITH

THE AVERAGE ON INDIAN RAILWAYS

Based on Actuals 1998-99 figures from 'Demands for Grants 2000-2001' (Minor Head 4-200)

DESCRIPTION C RLY E RLY N RLY NE RLY NF RLY S RLY SC RLY SE RLY W RLY TOTAL

ETKM 20297 15590 21552 7582 7474* 12155 15024 24919 18734 143327 Number of Trackmen: a. Nonsupervisory Group 'C' 2354 3212 5504 1546 1193 5028 3680 7742 4046 34305 b. Group 'D' 34836 26104 29637 14531 11373 17666 20969 26010 30273 211399 c. Casual Labour 49 54 - 7 119 - 367 68 11 675 Total a+b+c 37239 29370 35141 16084 12685 22694 25016 33820 34330 246379 No. of Trackmen per ETKM 1.83 1.88 1.63 2.12 1.70 1.87 1.66 1.36 1.83 1.72 Percentage of IR Average 106 109 95 123 99 109 96 79 106 100 Expenditure for The maintenance Of Track (in crores of Rs.) 230.19 195.73 279.84 96.23 78.85 143.13 171.84 276.21 199.93 1671.9 Expenditure Per ETKM (Rs.) 113411 125548 129844 127710 105499 117754 114377 110807 106720 116649 Percentage of IR Average 97 108 111 109 90 101 98 95 91 100

* The figure of ETKM for NF Rly. is given as 11422 in the Book, which has been replaced by the correct value 7474.

APPENDIX 3

43

DISCUSSION WITH FIELD ENGINEERS OF ZONAL RAILWAYS As stated in para 4.2.1 of the Report, the information given by the field

engineers on norms for subactivities as adopted by them have been condensed in

Tables 1 to 14 and 17 to 19. Whatever could not fit into the tabulations and are

useful for consideration while making recommendations have been recorded here.

1. Date: 02.06.98, Venue: Headquarters, N.Rly., New Delhi

Field Engineers present: Shri A.P. Verma, SE (P.Way)/Line, Lucknow Shri A.K. Sharma, SE (P.Way), Sonepat Shri S.C. Giri, JE (P.Way), Bharwari

Points brought out:

1.1 Working hours are different in summer and winter.

1.2 LWR of one km length can be destressed by 40 men in 2½ hours. Balance

working hours of the day will be spent for preparatory and finishing works.

1.3 Crowbar packing is resorted to for slack attention to PRC sleepers since there

is no other alternative. Gangmen have learnt to do this, without damaging the

sleeper. One man can pack 20 continuous sleepers a day, without squaring

and respacing of sleepers. If the sleepers are scattered, 16 sleepers can be

packed. But in some sections the norm is 16 sleepers in both cases.

1.4 Cold weather patrolling is done generally between 4 a.m. and 7 a.m.

1.5 For overhauling of level crossing a norm of one sleeper per man is adopted.

10m wide LC can be overhauled by 16 men.

1.6 Entire work of greasing ERC is done by keyman only, from October to March,

on a programmed manner, at the rate of 160 clips per day.

1.7 One gangman can box up ballast over 16m length (25 sleepers), along with

weed removal.

1.8 Gangman avails fully LAP due. He is not interested in accumulating LAP for

encashment at the time of retirement. Hence Leave Reserve of 12.5% must

continue, inspite of LAP encashment having been increased to 300 days.

1.9 It is difficult to get gangmen during emergency out of working ours, since

ganghuts do not exist now.

APPENDIX 3

44

1.10 Absenteeism is rampant among gangmen.

1.11 Gangwomen are not able to work hard. Their number should be restricted.

1.12 Age profile of present set of gangmen is very unfavourable. There should be

medical or other tests to establish their weaknesses. In case a gangman is

declared unfit for the job, his ward should be considered for gangman post.

1.13 Gang tools must be standardised.

1.14 Uniform for gangmen for summer & winter and for night patrol should be

made better and more functional.

1.15 Gangmen must be paid cold weather and hot weather allowances.

1.16 More number of gangmen must be tested for A-3 Medical Category, for being

deputed as rest giver for gatekeeper.

1.17 Just like Rainfall Factor, a factor for temperature range should be introduced

to increase gangstrength in areas which are very cold and very hot.

2. Date: 12.06.98, Venue: Headquarters, S.Rly, Chennai

Field Engineers present: Shri D. Govindaswamy, DEN/W/Chennai Shri M. Narayanan, SEN/TM/HQ Shri K. Manoharan, Sr.SE/Katpadi Shri K. Sekar, SE /Jolarpettai

Points brought out:

2.1 For slack picking, the norm is 12 sleepers/head. But the gangman has to

pack adjacent sleepers, if needed, due to lifting of track. These are not

included in ‘12’ in some sections; but included in some other sections.

2.2 Overhauling of LC with PRC sleepers need be done once in 2 years, if

properly set.

2.3 For greasing ERCs, gangmen are deployed at the rate of 15 men per km in

one day.

2.4 Boxing of ballast can be done for 33m length per head.

2.5 Destressing of LWR is needed at interval closer than 5 years due to frequent

rail fractures.

APPENDIX 3

45

2.6 Shallow screening can be done at the rate of 5 sleepers/head if the whole of

crib and shoulder ballast is cleaned. It can be done at the rate of 10

sleepers/head if either the crib or the shoulder ballast alone is handled.

2.7 Each Sr.SE should have one welding party.

2.8 Gangmen should not be transferred. There are many advantages by having

local villagers as gangmen.

2.9 Gangmen are not keen to save LAP. In fact they are not bothered about loss

of pay due to LWP.

2.10 Small track machines being supplied are of substandard quality.

2.11 Sr.SE should have a mini-bus (not lorry) for the transportation of gangmen in

case of emergency.

2.12 Gangmen should get extra diet allowance to keep themselves fit.

2.13 Procedure for issue of charge-memo to gangmen must be simplified and this

must be done without the need for vetting by DPO.

2.14 Computerisation of leave charts is necessary.

2.15 Same opinions as expressed in 1.12.

3. Date: 22, 23.07.98, Venue: Headquarters, W.Rly, Mumbai

Field Engineers present: Shri P.D. Chanchalani, AEM/East/Ratlam Shri P.K. Goel, Sr.SE/Nagda Shri R.M. Bengali, Sr.SE/Vapi Shri Pankaj Saxena, Sr.SE/Navasari Shri V.R. Gadwe, Sr.SE/Andheri

Points brought out:

3.1 Slack packing can be done for 25 sleepers per head, including squaring and

rectification of fasteners.

3.2 Due to signalling and track circuiting equipments present in track, particularly

in suburban lines, machine packing is not possible. Manual packing will

continue.

3.3 Cupped welds are rampant. Frequent packing Is needed as though these are

fish plated joints.

APPENDIX 3

46

3.4 Shallow screening work is getting postponed with the hope that machines will

be deployed. But this is also not materialising.

3.5 In the industrial area near Vapi, rail corrosion near welds takes place calling

for collar painting. ERCs require greasing once in 6 months.

3.6 Pulling back creep in free rail track at bridge approaches is a major workload.

There are no creep anchors for 60kg rail. We may examine why rails cannot

be welded on bridge approaches.

3.7 Gangman is reluctant to work as RGGK.

3.8 Many track work contractors are failing, with the result, gangmen are

deployed for special works. This affects track maintenance.

3.9 With regard to suburban sections, non-availability of working time, problems

due to encroachments and lack of drainage, low productivity and lack of

personal safety during night work, were highlighted. These are elaborated in

Chapter 5.

3.10 Gangstrength formula should take into account factors such as, age of track,

corrosion prone area, very sharp curves, steep gradients, deep cutting, higher

speeds and running of BOX N wagons.

4. Date: 01.12.98, Venue: Headquarters S.E.Rly, Garden Reach

Field Engineers present: Shri Durgesh Govil, AEM/I/Bhilai Shri G. Nagabushana Rao, AEM/Kirandul Shri S.R. Ghosh, Sr.SE/Chakradharpur Shri Umesh Srivastav, JE/Tilda

Points brought out:

4.1 Repetition of bad spots at the same location is a special feature on heavily

worked lines. Most of the effort is diverted for slack picking.

4.2 Keyman is able to complete greasing of ERCs, at the rate of 30 sleepers/day.

4.3 No extra gangmen are required for watching caution spots. This can be

managed within the available gangstrength.

4.4 5 bridge timbers can be replaced by 20 men in one day.

4.5 The process of dismissing absenting gangmen should be simplified. Mass

Notification, Mass Enquiry, etc should be resorted to.

APPENDIX 3

47

4.6 Son of a gangman should be recruited as gangman, in case the father suffers

due to ill health during service.

4.7 Gangstrength formula should take age of track into consideration.

5. Date: 02.12.98, Venue: Headquarters, E.Rly, Fairlie Place

Field Engineers present: Shri E.B. Thomas, DEN/Dhanbad Shri K.K. Majumdar, SE/Gomia Shri B.N. Das, SE/Haribagh Road Shri D.P. Upadhyaya, SE/Bhabua Road

Points brought out:

5.1 In Shivnagar – Durgavati section with traffic of 68 GMT (UP) and 42 GMT

(DN), tie tampers are not given blocks for 3 years and the deterioration is

mounting geometrically.

5.2 Packing of PRC sleepers with crowbar is done. But the retentivity is poor.

5.3 Yardstick for supervisors should be prescribed.

5.4 Stores responsibility with Sr.SE must be shared with Depot Store Keeper.

5.5 Levying of demurrage for wagon detention on par with consignees of trade,

causes too much of pressure to Sr.SE.

5.6 Absenteeism is rampant among gangmen.

6. Date: 15.12.98, Venue: Headquarters, S.C.Rly, Secunderabad

Field Engineer present: Shri T. Vidyasagar, AEN/Tandur Shri O. Satyanarayana, Sr.SE/Kazipet North Shri Ch. Narasimha Reddy, Sr.SE/Dornakal

Points brought out:

6.1 Crowbar packing of PRC sleepers is adopted for slack picking. Retentivity is

for 2 months. ‘Panjore’ make off-track tampers give better performance.

‘Mico Bosch’ make off-track tampers are also being tried.

6.2 Presence of clean ballast cushion is a pre-requisite for off-track tampers.

APPENDIX 3

48

6.3 Whether slack packing is done manually or by off-track tamper, the output per

head is the same.

6.4 Absenteeism among gangmen has to be curbed.

6.5 Gangman’s work is extremely hard on the entire railway system. He deserves

to be rewarded by giving appointment to his son as gangman. A number of

privileges are given to running staff. Gangman category should similarly

receive special treatment.

7. Date: 13.03.99, Venue: Headquarters, C.Rly, Mumbai

Field Engineers present: Shri V.S. Solanki, CPWI/Sion/C.Rly Shri R.S. Yadav, CPWI/Thane/C.Rly Shri I.S. Rajput, CPWI/Dadar/W.Rly

Points brought out:

The field engineers explained the special problems encountered while

maintaining track of high density suburban sections, both during day and night

shifts. These are incorporated in Chapter 5.

8. Concluding Remarks

8.1 All the Field Engineers strongly expressed their concern about the welfare of

gangmen. They stated that the strenuous job reflects badly on their health.

Medical category B-1 prescribed for gangman has nothing to do with stamina

aspect. A reliable method should be devised to declare a gangman as ’weak’.

Weakness due to loss of health should be treated as occupational hazard.

Eventhough gangmen’s wards, being rural based, have good stamina, they do

not get opportunity to become gangmen, whereas unwilling candidates are

dumped as gangmen on compassionate ground. This seriously affects the

productivity with repercussion on safety to passengers. The field engineers

opined that rules should be so amended that the ward of gangman gets

appointment as gangman, if his father is declared weak, in which case he

must be discharged from service on health ground, without being offered

APPENDIX 3

49

alternative job. In such cases the ward will get appointment only as gangman

and not in any other Group D category.

8.2 The field engineers also felt that absenteeism must be sternly curbed. They

also recommended that the money saved on account of LWP/absence should

be made available to enter into contracts to clear the arrears of maintenance

work. They are not in favour of resorting to casual labour engagement for this

purpose.

8.3 To avoid repetition, these points have not been mentioned in each of the

paras 1 to 7.

APPENDIX 4

50

REPORT ON THE COMMITTEE’S VISIT TO KONKAN RAILWAY

1. The Konkan Railway having a route length of about 750 km passes through

hilly terrain. The single line has been constructed for a speed potential of 160

km/h. The track standards adopted were such as to minimize the needs for

track maintenance. The Committee, therefore, felt it appropriate to visit

Konkan Railway and accordingly the visit materialised on 12.05.1999.

2. The track structure on Konkan Railway consists of 52 kg 90 UTS rails laid on

concrete sleepers with minimum ballast cushion of 250 mm. Gas pressure

welding was adopted for welding of panels of about 250 m length. These

were thereafter converted into LWR using SKV thermit welding process. The

turnouts have thick web tongue rails and CMS crossings and are laid on PRC

sleepers. Ballastless track has been provided in some of the long tunnels,

the objective being again to minimize the track maintenance needs.

3. The track maintenance system on Konkan Railway is on the lines of ‘Fully

mechanised system having three tiers’ as recommended in the Report of

CMMDTM (Feb 95). It is seen that this system suits the conditions prevailing

on Konkan Railway. It consists of 3 tiers as follows:

3.1 Top tier which comprises of on-track tamping machines, viz. 2 CSM

machines for the plain track and a UNIMAT for the points & crossings.

3.2 Middle tier which consists of mobile maintenance gangs (MMG units).

These are responsible for attention to isolated spots. MMG unit is headed by

a PWI whose jurisdiction covers a length of about 100 km.

3.3 Bottom tier which is headed by a Sectional PWI and is responsible for the

balance of track maintenance activities. It has been named as Track

Maintenance and Monitoring Gang (TMMG). Jurisdiction of each TMMG is

about 50 km. Sectional PWI’s jurisdiction is further subdivided into 5 or 6

gang beats of approx. 8 km each. Each gang beat is headed by a Mate,

redesignated as P.Way Supervisor.

APPENDIX 4

51

4. Principles of maintenance

4.1 Top tier: The on-track machines are planned to be used for through

maintenance of track from one end of the railway to the other. However at

present, these are being used for attending the track in fairly long stretches

(of 100 m or more) based upon the results of TRC or OMS 2000 runs which

are organised on quarterly and monthly basis respectively. In addition at

certain locations, heavy ballasting is involved primarily due to geotechnical

problems. The on-track machines are being deployed at these locations

also.

4.2 Middle tier : PWI/MMG is provided with a rail maintenance vehicle (RMV).

The vehicle is equipped with off-track tampers, NI track jacks, TRALIS jacks,

welding equipment, DG sets, hoists, etc. The RMV is fully equipped to carry

out all works involved in picking of slacks, welding, replacement of rails, etc.

2 nos. rails of 6.5m length can also be carried by the RMV. The vehicle is

manned by 6 ITI–trained staff in Grade Rs. 4000-6000 and designated as

Multi-Skilled Men (MSM). They are capable of driving the RMV as well as

carrying out all the aforesaid works. Thus they have the skills of Welder,

Fitter, Mechanic, Electrician and Driver. The MSMs are dropped at the site

of work along with the tools and equipment and the block section is cleared

by the RMV. The MSMs are later on picked up from the work site. Every

year Konkan Railway experiences a large number of boulder falls and

landslides. The RMV is also equipped with special drilling tools to drill a

number of holes in the boulder to enable breaking the boulder into smaller

pieces. In due course, the RMV will also be equipped with blasting

equipment to clear larger sized boulders expeditiously. Selected MSMs are

proposed to be trained for this purpose.

4.3 Bottom tier : This unit (TMMG) is being developed as an additional help to

pick up slacks. Off track tampers and jacks are being provided. This gang

also carries out other maintenance activities like cleaning of side and catch

water drains, de-weeding, casual sleeper renewal, etc. The TMMG is

provided with jeeps/trucks. Thus they are not dependent on availability of

blocks to reach the work spot. However, as many stretches of KR are not

easily accessible by road, a motor trolley with a trailer of 1 tonne capacity is

APPENDIX 4

52

being developed for faster transportation of men, materials and equipment.

At present, TMMG is finding it difficult to transport the generator set of off-

track tampers to midsection and therefore they are not able to carry out slack

picking.

5. Communication

KRCL is having a significant advantage of fast communication from any

location in midsection to the stations on either side. Sockets are available at

every kilometre which can be plugged in by the authorised persons and traffic

blocks taken and cleared from the site instantaneously.

6. Works entrusted to Contractual Agencies.

A large variety of works are entrusted to contractual agencies. These include

the following:-

1. Transport of materials

2. Cleaning of bridge waterways & drains before monsoon

3. Overhauling of level crossings

4. Greasing of ERCs

5. Casual renewal of sleepers

6. Destressing

7. Shallow screening

8. Cess making

9. Deweeding

10. Ballast supply, its training & dressing

11. Restoration after accidents

12. Painting of bridges & steel structures.

7. The Committee inspected track by travelling in RMV and observed that the

track geometry was not in such a perfect shape as expected. Low joints at

welds have developed and alignment was not up to the mark even in straight.

It was felt that a cautious approach is needed for copying KRCL model of

track maintenance, in view of the trend of track deteriroration noticed over a

short span of one year.

APPENDIX 4

53

8. Conclusions

8.1 The total manpower employed on Konkan Railway for track maintenance is

much less. However, it has to be seen in the context of the newly constructed

assets which have borne only 3 GMT of traffic in the first year of its operation.

The predominant traffic is low axle load passenger traffic which does not

cause major deterioration to track parameters.

8.2 It is seen from para 6 that a number of works are being off-loaded to

contractual agencies. A few of these items, such as, ballast supply & its

training and painting of bridges, are traditionally being executed through

contracts on the railways. However, in regard to regular maintenance works

(such as shallow screening, casual renewal of sleepers, cleaning of

waterways, overhauling of level crossings, etc.), the Ministry of Railways

have given assurance to Corporate Enterprise Group that such works will not

be executed through contracts vide Railway Board’s letter No 87/W6/TK/12

dated .08.88 (Copy at Annexure L). The Committee cannot make any

recommendation contrary to this. Even if some unconventional step is taken

to let out some popular maintenance activities on contract, the contractors’

labourers may seek judicial route to get employed in railway in due course,

invoking the Contract Labour (Regulation & Abolition) Act. KRCL being a

newly formed quasi-government organisation, appears to have the leeway to

frame a different policy in this regard.

8.3 The 3-tier system of maintenance adopted on KR is also being practiced on

some sections of Indian Railways. There is no doubt that this is the best

system for maintenance of concrete sleeper track. There could however be

variation in matters of detail, such as, use of MP-2000 and/or a rail-cum-road

vehicle instead of RMV, and consequent operational differences. Ultimately,

the entire concrete sleeper track on the Indian Railways should gradually be

brought under the 3 tier system of maintenance. The Committee

recommends that forming of Mobile Maintenance Unit should be encouraged

on being proved to bear financial advantage.

APPENDIX 4

54

8.4 It follows from para 7.2 that more and more skilled workers will have to be

deployed for maintenance of concrete sleepers on lines similar to multiskilled

men (MSMs) working on the Konkan Railway. Therefore, there is a strong

case to recruit ITI qualified men and induct them in the Mobile Maintenance

gangs. The gangmen can be encouraged to undergo ITI training through part

time courses. Due to the changing social scenario, even on other than

concrete sleeper track, mechanisation i.e., 3 tier system, has to be

introduced, necessitating skilled and trained workmen. There will not be any

financial implication, since for creation of higher grade posts, monetarily

equivalent surrender of lower grade posts or vacancies is ensured.

8.5 The communication facilities on KR are excellent. These enable availing and

clearing block through telephonic talk from mid-section. It is essential to

develop such facilities in the field on Indian Railways, as well as to amend

the provisions in GR & SR to enable taking and clearing block by contacting

from mid-section.

8.6 On Konkan Railway, the track is entirely new and is of the same vintage from

one end to the other. In contrast, any typical P.Way section on Indian

Railways has stretches of varying ages. The fire-fighting situations

warranting immediate deployment of gangmen as existing on almost all

important routes of Indian Railways, are totally absent on Konkan Railway.

The upkeep of track by KRCL cannot be considered as perfect as seen during

the Committee’s inspection. It is too early to conclude that Konkan Railway

model of track maintenance is successful.

55

TABLE-1 MANDAYS REQUIREMENT PER ANNUM TO MAINTAIN ONE KM MACHINE PACKED TRACK (BG)

NORTHERN RAILWAY SONEPET SECTION – DELHI TO AMBALA ROUTE

(UP: 19.9 GMT, DN: 17.3 GMT AVERAGE : 18.6 GMT) (Laid with 52 kg LWR on PRC Sleepers)

ACTIVITIES NORM REQUIREMENT 1. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY 1.1 Slack attention to

a. Bad spots b. Low joints, (FP or welded), Glued joints c. SEJ (1 No. per km.)

d. Minor curve realignment

16 sleepers/head, ¼ length 10 GJs attended 4 times/yr. 4 sl./GJ, 12 sleepers/head 6 times/yr., 4 sleepers/SEJ, 12 sleepers/head As required

1660/(4x16) 10x4x4/12 6x4/12

26

16

2

10 Sub Total 54

1.2 For tie tamper working a. Pretamping operations b. Along with tamper

c. Post tamping operations

(2 yr. cycle) 20 men/km 10 men for 1 week/gang length of 10 km 10 men/km

20/2 10x6/10 10/2

10

6

5 Sub Total 19

1.3 Casual Renewal of a. Rails

b. Track sleepers

c. Fasteners (along with regauging)

20 mandays/gang length of 10 km 20 mandays/gang length of 10 km 20 mandays/gang length of 10 km

2

2

2

Sub Total 6 1.4 Repair Welding 12 men per 1 failure/yr. 12 1.5 USFD testing 2 times/yr. 15 mandays/gang lenth 2x15/10 3

Total for "1" 96 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs Done by K.Man NIL 2.2 Shallow Screening (1/3 length) 6 sleepers/head 1660/(3X6) 92 2.3 Loading, leading, unloading 150 mandays/gang length 150 /10 15 2.4 Overhauling of level crossings 1 LC every 3 km, 18 mandays/LC 6 2.5 Watching caution spots & Miscellaneous As required 15 2.6 Tree cutting for visibility -do- 10 2.7 Lubrication of rails in curves -do- 10 2.8 Accident relief and carcass removal in run-over case -do- 16 2.9 Bridge sleeper attention and renewal -do- 10 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

-do-

30 2.11 Creep pulling (approaches of bridge, turnout) -- -- 2.12 Rectifying damage to L/C posts and gates -- -- 2.13 Painting of weld collar --

Total for "2" 204 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) 16 m length/head 667/16 42 3.2 Destressing 40 men/km once in 3 yr. 40/3 13 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 60 days, 1 man/5km 12

Total for "3" 127

Grand Total (1 + 2 + 3) 427

56


SOUTHERN RAILWAY KATPADI & JOLARPET SECTIONS COMBINED- ARAKKONAM TO JOLARPET

(UP: 31.7GMT, DN:18.1 GMT, AVERAGE: 24.5 GMT) (Laid with 60 kg and 52 kg LWR on PRC sleepers)


a. Bad spots b. Low joints, (FP or welded), Glued joints c. SEJ (1 No. per km.) d. Minor curve realignment

12 sl/head, 30% length 2 GJs,16 sl/GJ, 6 times/ yr, 12 sl./head 26 sl/SEJ, 6 times/yr. 12 sl/head 10% of gang length

1660x0.3/12 42

2x6x16/12 16

6x26/12 13

0.1x1660/12 14 Sub Total 85

1.2 For tie tamper working a. Pretamping operations b. Along with tamper c. Post tamping operations

(1 ½ yr cycle) 20 men/km 10 men with TTM, 1.5 km daily 30 men/km

20/1.5 13

10/(1.5x1.5) 4

30/1.5 20

Sub Total 37 1.3 Casual Renewal of

a. Rails b. Track sleepers c. Fasteners (along with regauging)

24 mandays/gang length of 6 km 20 mandays/gang length of 6 km 2 men/TP,1/4th length in yr.

4

3 2 2x16/4 8

Sub Total 15 1.4 Repair Welding 2 failure/km/yr 10 men/failure 20 1.5 USFD testing 2 times/yr, 1 man, full yr, 60 km section 290/60 5

Total for "1" 162 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs 2 yr cycle, K.Man+80 sl./manday 1660/(2x80) 10 2.2 Shallow Screening (1/3 length) 6 sl./head 1660/(3X6) 92 2.3 Loading, leading, unloading As required 15 2.4 Overhauling of level crossings One LC per 2 km, 20 men/LC 10 2.5 Watching caution spots & Miscellaneous 2 spots, 3 men, 365 days, 60 km section 2x3x365/60 37 2.6 Tree cutting for visibility As required 10 2.7 Lubrication of rails in curves 2 mandays/week, 6km curve in 60 km 2x52/60 2 2.8 Accident relief and carcass removal in run-over case Managed with available men - 2.9 Bridge sleeper attention and renewal As per actual 16 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

As required

27

2.11 Creep pulling (approaches of bridge, turnout) -- 2.12 Rectifying damage to L/C posts and gates 3 2.13 Painting of weld collars 2

Total for "2" 224 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) Done with post tamping -- 3.2 Destressing 55 men/km, once in 3 yrs. 55x3 18 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 60 days, 1 man/5 km 12

Total for "3" 90

Grand Total (1 + 2 + 3) 476

57


WESTERN RAILWAY RATLAM-NAGDA SECTION

(UP: 40.6 GMT, DN: 36.4 GMT, AVERAGE : 38.5 GMT) (Laid with 60 kg and 52 kg LWR on PRC sleepers)


a. Bad spots b. Low joints, (FP or welded), Glued joints c. SEJ (1 No. per km.) d. d. Minor curve realignment

12 sleepers/head, 1/3 length 10 GJs, 4 sl./GJ, 4 times 1 yr, 12 sl./head 12 times/yr, 6 sl./SEJ, 12 sl./head Done along with bad spots

1660/(12x3) 10x4x4/12 12x6/12

46

13

6

NIL Sub Total 65


(1 yr. cycle) 3 rail length/head 10 men for 4 days/gang length of 10 km 3 rail length /head

1000/39 10x4/10 1000/39

26

4

26 Sub Total 56

1.3 Casual Renewal of a. Rails b. Track sleepers c. Fasteners (along with regauging)

20 mandays per gang length of 10 km -do- -do-

2

2

2

Sub Total 6 1.4 Repair Welding 12 mandays for 1 failure/yr. 12 1.5 USFD testing 15 mandays/gang length, 2 times/yr. 2x15/10 3

Total for "1" 142 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs Done by K man 18 sl/day NIL 2.2 Shallow Screening (1/3 length) 5 sl./head 1660/(3X5) 110 2.3 Loading, leading, unloading 10 men for each section 10x290/50 56 2.4 Overhauling of level crossings 1 LC every 2 km, 20 men/LC 10 2.5 Watching caution spots & Miscellaneous As required 15 2.6 Tree cutting for visibility - do - 10 2.7 Lubrication of rails in curves - do - 10 2.8 Accident relief and carcass removal in run-over case - do - 16 2.9 Bridge sleeper attention and renewal - do - 10 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

- do-

30

2.11 Creep pulling (approaches of bridge, turnout) -- 2.12 Rectifying damage to L/C posts and gates -- 2.13 Painting of weld collars --

Total for "2" 269 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballst (2/3 length) 26 m length/head 667/26 26 3.2 Destressing 50 men/km once in 3 yr. 50x3 17 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 60 days, 1 man/5 km 12

Total for "3" 115

Grand Total (1 + 2 + 3) 526

58


WESTERN RAILWAY km 96.5 – km 161.0 (64.5km LENGTH) OF BHOPAL-NAGDA ROUTE

(SINGLE LINE 38.2 km, DOUBLE LINE 26.3 km, TOTAL TRACK 90.8 km, AVERAGE TRAFFIC* 22.2 GMT) (Laid with 52 kg LWR on PRC sleepers for 80.1 km and ST sleepers for 10.7 km)


a. Bad spots b. Low joints, (FP or welded), Glued joints c. SEJ (1 No. per km.)

3573 mandays/90.8 (Actual) Half of 3544 mandays/90.8# 868 mandays/90.8 (Actual)

39

20

10

Sub Total 69


(2 yr. cycle) 3 rail length/head 10 men for 1 week/gang length of 10 km 3 rail length /head

76/(3x2) 10x6/(10x2) 76/(3x2)

13

3

13 Sub Total 29


40 mandays/gang length of 10 km 40 mandays/ganglength 80 mandays/ganglength

4

4

8

Sub Total 16 1.4 Repair Welding 1201 mandays/90.8 13 1.5 USFD testing 20 mandays/gang length, 2 times/yr. 4

Total for "1" 131 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs Done by K man 18 sl/day - 2.2 Shallow Screening (1/3 length) 5 sl./head (Actually not done) 1660/(5X3)

110 2.3 Loading, leading, unloading 1/3rd of 2956 mandays/90.8 # 11 2.4 Overhauling of level crossings 1 LC every 2 km, 20 men per LC 10 2.5 Watching caution spots & Miscellaneous As required 12 2.6 Tree cutting for visibility As required 10 2.7 Lubrication of rails in curves 900 mandays/90.8 10 2.8 Accident relief and carcass removal in run-over case 174 mandays/90.8 2 2.9 Bridge sleeper attention and renewal As required 10 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

Actual 1085 mandays/90.8=12. But as required taken into consideration

30

2.11 Creep pulling (approaches of bridge, turnout) - 2.12 Rectifying damage to L/C posts and gates - 2.13 Painting of weld collars -

Total for "2" 205 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballst (2/3 length) 3103 mandays/90.8 34 3.2 Destressing 472 mandays/90.8 5 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 60 days, 1 man/5 km 12

Total for "3" 111

Grand Total (1 + 2 + 3) 447 * 31.2 GMT on the route is divided as 18GMT on UP and 13.2GMT on DN in the patch doubled stretch. Therefore Average GMT km/km = [(38.2 X 31.2) + (26.3x18) + (26.3x13.2)]/90.8=22.2 # Reduction is applied since gangmen utilised for certain special works are reflected in the mandays.

59


SOUTH EASTERN RAILWAY BHILAI SECTION – URUKUA TO DURG

(UP:47 GMT, DN:25 GMT, AVERAGE:36 GMT) (Laid with 60 kg and 52 kg LWR on PRC sleepers for 53 km and 52 kg LWR/SWR on ST sleepers for 31 km)


a. Bad spots

b. Low joints, (FP or welded), Glued joints

c. SEJ (1 No. per km.)


(10 PRC sl. Or 12 ST sl. per head) 10156 mandays for 84 km. 5160 mandays for 84 km Included in b Included in a

121

61

-

- Sub Total 182


400 mandays for 84 km

5



2752 mandays for 84 km 33

Sub Total 33 1.4 Repair Welding 3150 mandays for 84 km 38 1.5 USFD testing --

Total for "1" 258 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 6 sl./head (Actual progress trivial) 1660/(3x6) 92 2.3 Loading, leading, unloading 1595 mandays for 84 km 19 2.4 Overhauling of level crossings 48 LC,20 men/LC in 84 km 48x20/84 11 2.5 Watching caution spots & Miscellaneous Managed within available men - 2.6 Tree cutting for visibility - do - - 2.7 Lubrication of rails in curves 3 mandays/week in 84 km. 3x52/84 2 2.8 Accident relief and carcass removal in run-over case 530 mandays for 84 km 6 2.9 Bridge sleeper attention and renewal 5 sleepers/20 men - 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

1204 mandays, for 84 km

14

2.11 Creep pulling (approaches of bridge, turnout) - 2.12 Rectifying damage to L/C posts and gates - 2.13 Painting of weld collars -

Total for "2" 144 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) Done where required -- 3.2 Destressing 50 men/km once in 3 yr 50x3 17 3.3 Hot weather patrolling 780 mandays for 84 km 9 3.4 Cold weather patrolling -- -

Total for "3" 26

Grand Total (1 + 2 + 3) 428 Note: It has been stated, due to non-availability of adequate manpower and due to absenteeism, works under 1.2,2.2,2.9,3.1 & 3.4 could not be done to satisfaction.

60


SOUTH EASTERN RAILWAY KIRANDUL SECTION – KK LINE – GANG LENGTHS NO. 59 & 66 COMBINED (SINGLE LINE: 43 GMT) (Laid with 60 kg FR/LWR on PRC sleepers. 13.2 km total = 5.45. km straight, 2.25 km 6.5o , 5.5 km 8o)


a. Bad spots




2043 mandays for 13.2 km

154

Sub Total 154 1.2 For tie tamper working

a. Pretamping operations b. Along with tamper c. Post tamping operations

600 mandays for 108 km included in c 800 mandays for 108 km

6

8 Sub Total 14



33

Sub Total 33 1.4 Repair Welding - 1.5 USFD testing -

Total for "1" 201 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 6 sl/head(Actually not done) 1660/(3x6) 92 2.3 Loading, leading, unloading 1041 mandays for 13.2 km 79 2.4 Overhauling of level crossings 12 LC, 30 men/LC over 108 km 12x30/108 3 2.5 Watching caution spots & Miscellaneous Managed with available men -- 2.6 Tree cutting for visibility -do- -- 2.7 Lubrication of rails in curves 131 mandays for 13.2 km 10 2.8 Accident relief and carcass removal in run-over case 444 mandays for 13.2 km 34 2.9 Bridge sleeper attention and renewal 267 mandays for 13.2 km 20 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.


37

2.11 Creep pulling (approaches of bridge, turnout) 231 mandays for 13.2 km 18 2.12 Rectifying damage to L/C posts and gates -- 2.13 Painting of weld collars --

Total for "2" 293 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballst (2/3 length) 358 mandays for 6.2 km (Gang 59) 57 3.2 Destressing 112 mandays for 6.2 km (Gang 59) 18 3.3 Hot weather patrolling -- 3.4 Cold weather patrolling --

Total for "3" 75

Grand Total (1 + 2 + 3) 569 Note: Due to 60% absenteeism, all the works needed are not fully carried out . For example shallow screening is not done at all. Lot of ballast was unloaded and plenty of scrap collection took place in this year. Hence the figures of activities 2.3 and 3.1 are abnormal.

61


SOUTH EASTERN RAILWAY CHAKRADARPUR SECTION – RAJKARSWAN TO SONUA

(UP : 29 GMT, DN : 29 GMT, AVERAGE : 29 GMT) (Laid with 60 kg & 52 kg LWR on PRC sleepers)


a. Bad spots




8 sl./head, half the length (This generally takes care of b , c and d also)

1660/(2x8) 104


a. Pretamping operations

b. Along with tamper


(one year cycle) 750 mandays for 76 km (included in c) 810 mandays for 76 km

10

11 Sub Total 21

1.3 Casual Renewal of a. Rails

b. Track sleepers



26

Sub Total 26 1.4 Repair Welding 2000 mandays for 76 km 26 1.5 USFD testing --

Total for "1" 177 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 6 sl/head 1660/(3x6) 92 2.3 Loading, leading, unloading 10 men full year for 76 km 10x290/76 38 2.4 Overhauling of level crossings 38 LC, 20 men/LC, in 76 km 38x20/76 10 2.5 Watching caution spots & Miscellaneous Managed with available men -- 2.6 Tree cutting for visibility As required 10 2.7 Lubrication of rails in curves -- -- 2.8 Accident relief and carcass removal in run-over case As required 20 2.9 Bridge sleeper attention and renewal 5 sleepers/20 men, as average over 2 km 10 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.


3

2.11 Creep pulling (approaches of bridge, turnout) -- 2.12 Rectifying damage to L/C posts and gates -- \2.13 Painting of weld collars

--

Total for "2" 183 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballst (2/3 length) 1 ½ rail length /man 667/19.5 34 3.2 Destressing 50 men/km once in 3 yr 50/3 17 3.3 Hot weather patrolling 60 days, 1 man/2 km 30 3.4 Cold weather patrolling 30 days, 1 man/3 km 10

Total for "3" 91

Grand Total (1 + 2 + 3) 451 Note: Due to absenteeism, manpower as projected here is not actually available.

62

TABLE-8

MANDAYS REQUIREMENT PER ANNUM TO MAINTAIN ONE KM MACHINE PACKED TRACK (BG) SOUTH EASTERN RAILWAY

TILDA SECTION – BILASPUR TO RAIPUR (UP : 42 GMT, DN : 26 GMT, AVERAGE : 34 GMT)

(Laid with 60 kg & 52 kg LWR on PRC sleepers on UP line & 52 kg LWR on ST Sleepers on DN line)



8 sl/head for PRC sl. 10 sl/head for ST sl. Half the length attended (This generally takes care of b, c and d also)

1660/(2x9) 92



(one year cycle) 600 mandays for 50 km

12




30

Sub Total 30 1.4 Repair Welding 1000 mandays for 50 km 20 1.5 USFD testing -- --

Total for "1" 154 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 6 sl/head 1660/(3x6) 92 2.3 Loading, leading, unloading 7 men full yr for 50 km 7x290/50 41 2.4 Overhauling of level crossing 22 LC, 20 men/LC for 50 km 22x20/50 9 2.5 Watching caution spots & Miscellaneous Managed with available men -- 2.6 Tree cutting for visibility As required 10 2.7 Lubrication of rails in curves -- 2.8 Accident relief and carcass removal in run-over case As required 25 2.9 Bridge sleeper attention and renewal 5 sleepers/20 men, as average over 2km 10 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

1 week, all gangmen in a year

10

2.11 Creep pulling (approaches of bridge, turnout) -- 2.12 Rectifying damage to L/C posts and gates 90 mandays for 50 km 2 2.13 Painting of weld collars --

Total for "2" 199 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) As required 25 3.2 Destressing 50 men/km, once in 3 yr 50x3 17 3.3 Hot weather patrolling 60 days, 1 man/2 km 30 3.4 Cold weather patrolling 30 days, 1 man/3km 10

Total for "3" 82

Grand Total (1 + 2 + 3) 435 Note: Due to absenteeism, manpower as projected here is not actually available.

63


EASTERN RAILWAY CHANDRAPURA SECTION–GOMOH TO BERMO

(UP : 18 GMT, DN:14 GMT, AVERAGE 16 GMT) (Laid with 58 km of PRC sleepers and 8 km of ST sleepers with 52 kg LWR)



As per actual, with 10 sl/head (Included in a) 3 mandays/SEJ, once in 2 weeks (included in a)

130

3x52/2 78



(One year cycle) 50 mandays/km (Included in a & c) 40 mandays/km

50

40 Sub Total 90



8

Sub Total 8 1.4 Repair Welding 15 men per 2 welds, 10 cases/year 15x1066 2 1.5 USFD testing Staff of HQ manage NIL

Total for "1" 308 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 3.5 sleepers/head 1660/(3x3.5) 158 2.3 Loading, leading, unloading 2200 mandays for 66 km section 2200/66 33 2.4 Overhauling of level crossings 14 L.C, 40 men/LC for 66 km section 14x40/66 9 2.5 Watching caution spots & Miscellaneous 8 men/day for 90 days, for 66 km section 8x90/66 11 2.6 Tree cutting for visibility - 2.7 Lubrication of rails in curves 5 km curve, 1 man for full yr, weekly cycle 290/66 4 2.8 Accident relief and carcass removal in run-over case (90+2300)mandays for 66 km 2390/66 36 2.9 Bridge sleeper attention and renewal 300 mandays total 300/66 5 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

1500 mandays total

1500/66 23


Total for "2" 279 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) 1 man/rail length 667/13 51 3.2 Destressing 65 men/km, once in 3 yr 65/3 22 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 30 days 1man/3 km 10

Total for "3" 143

Grand Total (1 + 2 + 3) 730

64


EASTERN RAILWAY HAZARI BAGH ROAD SECTION – HAZARI BAGH ROAD TO KODERMA

(UP:43 GMT, DN: 28 GMT, AVERAGE 35.5 GMT) (Laid with 60 kg & 52 kg LWR on PRC sleepers)


a. Bad spots


c. SEJ (1 No. per km.) d. Minor curve realignment

As per actual, with 10 sl./head (included in a) (included in a) (included in a)

60



(21 months average cycle) 80 men/km (included in a& c) 40 men /km

80/1.75 46

40/1.75 23 Sub Total 69 1.3 Casual Renewal of



7

Sub Total 7 1.4 Repair Welding 15 men per 2 welds, 18 cases/year 15x18/88 3 1.5 USFD testing Staff of HQ manage --

Total for "1" 139 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 3.5 sl/head 1660/(3x3.5) 158 2.3 Loading, leading, unloading 3000 mandays for 88 km section 3000x88 34 2.4 Overhauling of level crossings 14 LC , 80 men/LC, for 88 km section 14x80/88 13 2.5 Watching caution spots & Miscellaneous 6 men/day for 90 days, for 88 km section 6x90/88 6 2.6 Tree cutting for visibility -- 2.7 Lubrication of rails in curves 5 km curve, 1 man for full yr, weekly cycle 290/88 3 2.8 Accident relief and carcass removal in run-over case (90+3421) mandays for 88 km 3511/88 40 2.9 Bridge sleeper attention and renewal 250 mandays total 250/88 3 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

1500 mandays total

1500/88 17

2.11 Creep pulling (approaches of bridge, turnout) -- 2.12 Rectifying damage to L/C posts and gates -- 2.13 Painting of weld collars 1 manday/100 joints 2x77/100 2

Total for "2" 276 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) 1 man/rail length 667/13 51 3.2 Destressing 50 men/km, once in 3 yr 50/3 17 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 30 days, 1 man/3 km 10

Total for "3" 138

Grand Total (1 + 2 + 3) 553

65

TABLE-11

MANDAYS REQUIREMENT PER ANNUM TO MAINTAIN ONE KM MACHINE PACKED TRACK (BG) EASTERN RAILWAY

BHABUA ROAD SECTION – SHIVSAGAR ROAD TO DURGAVATI PART SECTION OF 13 KM WITH 68 GMT ALONE CONSIDERED

(Laid with 60 kg LWR on PRC sleepers) ACTIVITIES NORM REQUIREMENT

1. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY 1.1 Slack attention to

a. Bad spots




As per actual, with 8 sl/head a to d included , 2036 mandays for 13 km

2036/13 156



(yearly cycle) a to c included, 50 mandays/km

50



a to c included, 178 mandays for 13 km

178/13 14

Sub Total 14 1.4 Repair Welding 15 men per 2 welds, 12 cases for 80 km 15X12/80 2 1.5 USFD testing 6 times/yr. 150 mandays/13 km 12

Total for "1" 234 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs K Man’s duty -- 2.2 Shallow Screening (1/3 length) 3.5 sl./head 1660/(3x3.5) 158 2.3 Loading, leading, unloading Gang of (1+12)is partly utilised Appr. 30 2.4 Overhauling of level crossings 15 LCs, 60 men/LC for 80 km 15x60/80 11 2.5 Watching caution spots & Miscellaneous 646 mandays for 80 km 646/80 8 2.6 Tree cutting for visibility -- 2.7 Lubrication of rails in curves 8 mandays/month 80 km, 2 week cycle 8x12/80 1 2.8 Accident relief and carcass removal in run-over case (120+240)mandays for 80 km 360/80 4 2.9 Bridge sleeper attention and renewal 200 mandays for 80 km 3 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.


1


Total for "2" 216 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) 1.5 mandays/rail length 1.5x667/13 77 3.2 Destressing 50 men/km, once in 3 yrs. 50/3 17 3.3 Hot weather patrolling 60 days, 1 man/km 60 3.4 Cold weather patrolling 30 days, 1 man/3 km 10

Total for "3" 164

Grand Total (1 + 2 + 3) 614 Note: Tie tamper could not be deployed for more than 2 years, though yearly cycle is called for due to heavy

GMT. Still attention to slack is not abnormal, considering the heavy traffic, compared to other sections.

66


SOUTH CENTRAL RAILWAY KAZIPET NORTH SECTION – KAZIPET TO POTKAPALLI - KAZIPET TO BALHARSHA ROUTE

(UP:29 GMT, DN:38 GMT, AVERAGE:33.5 GMT) (Laid with 60 kg and 52 kg LWR on PRC Sleepers)


a. Bad spots




All such locations identified by inspections, TRC & OMS Car runs. 8 sleepers/head for slack picking. All these locations clubbed and mandays requirement claimed as 150

150



(2 year cycle) 10 men/km 12 men each machine, 100 km in 60 days 20 men/km

10/2 5

12x60/2x100 4

20/2 10



10 rails/month, 15 men for each 20 sleepers/month, 6 men for each As required

10x12x15/100 18 14 5

Sub Total 37 1.4 Repair Welding 15 men working on days in the section 15x290/100 44 1.5 USFD testing 6

Total for "1" 256 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs 1 man/50 sleepers, once in 2 yr 1660/(2x50) 17 2.2 Shallow Screening (1/3 length) 4 sleepers/head 1660/(3X4) 138 2.3 Loading, leading, unloading 16 men for full gang length 16x290/100 46 2.4 Overhauling of level crossing 56 LCs in 100 km, 40 men/LC 40x56/100 22 2.5 Watching caution spots & Miscellaneous 4 men in section every day 4x365/100 15 2.6 Tree cutting for visibility 8 men in section every day working 8x290/100 24 2.7 Lubrication of rails in curves 26 km curve, 2 men/km, once a week 26x2x52/100 26 2.8 Accident relief and carcass removal in run-over case 5 run over/month 25 menx12 days in yr. 4 2.9 Bridge sleeper attention and renewal 300 sl.renewal, attention to channel

sleepers 12

2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

Deweeding: 39 m/head, 3 times/yr (Included through boxing):75 Premonsoon attention :4

75+4 79

2.11 Creep pulling (approaches of bridge, turnout) Approaches of bridge, loops 2 2.12 Rectifying damage to L/C posts and gates -- 2.13 Painting of weld collars 2 times/yr, 1 man/km 2

Total for "2" 387 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) Freshly unloaded ballast only(See2.14) 8 3.2 Destressing 60 men/km, once in 3 yrs. 20 3.3 Hot weather patrolling 60 days , 1 man/2 km 30 3.4 Cold weather patrolling 60 days, 1 man/2 km 30

Total for "3" 88

Grand Total (1 + 2 + 3) 731

67


SOUTH CENTRAL RAILWAY DORNAKAL SECTION – DORNAKAL TO KHAMMAM – KAZIPET TO VIJAYAWADA ROUTE

(UP:28 GMT, DN:34 GMT, AVERAGE : 31 GMT) (Laid with 60 kg and 52 kg LWR on PRC sleepers)


a. Bad spots




All such locations identified by inspections, TRC & OMS runs. 12 sleepers/head for slack picking. All these locations clubbed and mandays requirement claimed as 150

150



(2 year cycle) 10 men/km 12 men for each TTM, 60 km in 36 days 20 men/km

10/2 5

12x36/(2x60) 4

20/2 10



As required - do – - do -

Sub Total 11

1.4 Repair Welding As practical 80 1.5 USFD testing 6

Total for "1" 266 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs 1 man for 50 sleepers 1660/(2x50) 17 2.2 Shallow Screening (1/3 length) 4 sleepers/head 1660/(3x4) 138 2.3 Loading, leading, unloading 16 men for full length of 60 km 16x290/60 77 2.4 Overhauling of level crossings 32 LCs in 60 km, 40 men/LC 40 x32/60 21 2.5 Watching caution spots & Miscellaneous 4 men in section every day 4x365/60 24 2.6 Tree cutting for visibility 5 men in section every day (working) 5x290/60 24 2.7 Lubrication of rails in curves 20 km curve, 2 men/km, once a week 20x2x52/60 34 2.8 Accident relief and carcass removal in run-over case 5 run over/month, 80 men x4 days in yr 6 2.9 Bridge sleeper attention and renewal As required 4 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

Deweeding:39 m/head, 3 times/yr. (including through boxing):75 Side drains clearance : 8

75+8 83

2.11 Creep pulling (approaches of bridge, turnout) Approaches of Bridges, loops 3 2.12 Rectifying damage to L/C posts and gates As required 2 2.13 Painting of weld collars 2 times/yr, 4 mandays/km 8

Total for "2" 441 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) For freshly unloaded ballast only(see2.14) 8 3.2 Destressing 60 men/km, once in 3 years 20 3.3 Hot weather patrolling 60 days, 1 man/2 km 30 3.4 Cold weather patrolling 60 days, 1 man/2km 30

Total for "3" 88

Grand Total (1 + 2 + 3) 795

68


SOUTH CENTRAL RAILWAY SEDAM SECTION – WADI TO DARUR – WADI TO SECUNDERABAD ROUTE

(UP:16 GMT, DN : 9 GMT, AVERAGE : 12.5 GMT) (Laid with 44 km of PRC sleepers and 54 km of ST sleepers with 52 kg LWR and SWR)


a. Bad spots




All such locations identified by inspections, TRC & OMS car runs . 10 sleeper/head, for slack picking. All these locations clubbed and mandays requirement claimed as 240

240



(1 year cycle) 10 men /km 12 men for each TTM, 98 km in 60 days 20 men/km

10

12X60/98 7

20



As required - do - -do -

4 5 --

Sub Total 9 1.4 Repair Welding As per actual 30 1.5 USFD testing 6

Total for "1" 322 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY 2.1 Lubrication of ERCs 1 man for 50 sleepers, once in 2 yrs 1660/2x50 17 2.2 Shallow Screening (1/3 length) 4 sleepers/head 1660/(3X4) 138 2.3 Loading, leading, unloading 16 men for full length of 98 km 16x290/98 47 2.4 Overhauling of level crossing 12 LCs in 98 km, 40 men/LC 12x40/98 5 2.5 Watching caution spots & Miscellaneous As required 15 2.6 Tree cutting for visibility As practical 12 2.7 Lubrication of rails in curves 20 km curve, 2 men/km,once a week 20x2x52/98 21 2.8 Accident relief and carcass removal in run-over case As per actual 4 2.9 Bridge sleeper attention and renewal - do - 5 2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

Deweeding: 39 m/head, 3 times/yr (including boxing) : 75 Side drains clearance : 6

75+6 81

2.11 Creep pulling (approaches of bridge, turnout) loops, approaches of bridges 2 2.12 Rectifying damage to L/C posts and gates -- 2.13 Painting of weld collars 2 times/yr, 1 manday/km 2

Total for "2" 349 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) Forfreshly unloaded ballast only(see 2.14) 8 3.2 Destressing 60 men/km, once in 3 yrs 20 3.3 Hot weather patrolling 60 days, 1 man/2km 30 3.4 Cold weather patrolling 60 days, 1 man/2 km 30

Total for "3" 88

Grand Total (1 + 2 + 3) 759

69

TABLE-15

MANDAYS REQUIREMENT PER ANNUM TO MAINTAIN ONE KM MACHINE PACKED TRACK (BG) ABSTRACT OF FIELD DATA FROM SECTIONS 1 TO 14

ON VARIOUS ZONAL RAILWAYS

ACTIVITIES SECTION GMT

1 18.6

2 24.5

3 38.5

4 22.2

5 36.0

6 43.0

7 29.0

8 34.0

9 16.0

10 35.5

11 68.0

12 33.5

13 31.0

14 12.5

1. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY

Slack attention to a. Bad spots b. Low joints, (FP or welded), Glued Joints c. SEJ (1 No. per km.) d. Minor curve realignment

26

16

2

10

42

16

13

14

46

13

6

-

39

20

10

-

121

61

-

-

-

-

154

-

104

-

-

-

-

92

-

-

130

-

78

-

60

-

-

-

-

156

-

-

-

150

-

-

-

150

-

-

-

240

-

- Sub Total 54 85 65 69 182 154 104 92 208 60 156 150 150 240

For tie tamper working Pretamping operations

b. Along with tamper c. Post tamping operations

10

6

5

13

4

20

26

4

26

13

3

13

-

5

-

6

-

8

10

-

11

-

12

-

50

-

40

46

-

23

-

50

-

5

4

10

5

4

10

10

7

20

Sub Total 19 37 56 29 5 14 21 12 90 69 50 19 19 37 Casual Renewal of


2

2

2

4

3

8

2

2

2

4

4

8

-

33

-

-

33

-

-

26

-

-

30

-

8

-

-

7

-

-

-

14

-

18

14

5

4

5

-

Sub Total 6 15 6 16 33 33 26 30 8 7 14 37 11 9 1.4 Repair Welding 12 20 12 13 38 - 26 20 2 3 2 44 80 30 1.5 USFD testing 3 5 3 4 - - - - - - 12 6 6 6 Total for "1" 96 162 142 131 258 201 177 154 308 139 234 256 266 322 2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY

2.1 Lubrication of ERCs - 10 - - - - - - - - - 17 17 17 2.2 Shallow Screening (1/3 length) 92 92 110 110 92 92 92 92 158 158 158 138 138 138 2.3 Loading, leading, unloading 15 15 56 11 19 79 38 41 33 34 30 46 77 47 2.4 Overhauling of level crossing 6 10 10 10 11 3 10 9 9 13 11 22 21 5 2.5 Watching caution spots & Miscellaneous

15 37 15 12 - - - - 11 6 8 15 24 15

2.6 Tree cutting for visibility 10 10 10 10 - - 10 10 - - - 24 24 12 2.7 Lubrication of rails in curves 10 2 10 10 2 10 - - 4 3 1 26 34 21 2.8 Accident relief and carcass removal in run-over case

16 - 16 2 6 34 20 25 36 40 4 4 6 4

2.9 Bridge sleeper attention and renewal

10 16 10 10 - 20 10 10 5 3 3 12 4 5

2.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, de-weeding of track and attention to cuttings and trolley refuges.

30 27 30 30 14 37 3 10 23 17 1 79 83 81

2.11 Creep pulling (approaches of bridge, turnout)

- - - - - 18 - - - - - 2 3 2

2.12 Rectifying damage to L/C posts and gates

- 3 - - - - - 2 - - - - 2 -

2.13 Painting of weld collars - 2 - - - - - - - 2 - 2 8 2 Total for "2" 204 224 269 205 144 293 183 199 279 276 216 387 441 349 3. ACTIVITIES L FOR LWR 3.1 Boxing of ballast (2/3 length) 42 - 26 34 - 57 34 25 51 51 77 8 8 8 3.2 Destressing 13 18 17 5 17 18 17 17 22 17 17 20 20 20 3.3 Hot weather patrolling 60 60 60 60 9 - 30 30 60 60 60 30 30 30 3.4 Cold weather patrolling 12 12 12 12 - - 10 10 10 10 10 30 30 30

Total for "3" 127 90 115 111 26 75 91 82 143 138 164 88 88 88

Grand Total (1 + 2 + 3) 427 476 526 447 428 569 451 435 730 553 614 731 795 759

70

TABLE-16 ANALYSIS OF MANPOWER REQUIREMENT AS PER FIELD DATA COLLECTED

(Tables 1 to 14 and Abstract Table 15 may be referred)

Mandays requirement per km for activities Sections Rly. GMT

T R L Total

%age T/R Remarks

1 N 18.6 96 204 127 427 47

2 S 24.5 162 224 90 476 72

3 W 38.5 142 269♦

115 526 53

4 W 22.2 131 205 111 447 64 ST sleeper mix 12%.

5 SE 36.0 258• 144 26 428 179

ST sleeper mix 37%. Absenteeism reflected in Activity L

6 SE 43.0 201 293♦

75 569 69

7 SE 29.0 177 183 91 451 97

8 SE 34.0 154 199 82 435 77 ST Sleeper mix 50%

9 E 16.0 308• 279

♣ 143

∗ 730 110 ST Sleeper mix 12%

10 E 35.5 139 276♣

138∗

553 50

11 E 68.0 234• 216 164

∗ 614 108

12 SC 33.5 256• 387

� 88 731 66

13 SC 31.0 266• 441

� 88 795 60

14 SC 12.5 322• 349

� 88 759 92

ST sleeper mix 55%. Maximum soil problems exist in this section.

NOTE :

1. • In these sections, repeated attention is needed at certain obvious locations, such as defective welds, glued joints, SEJs and approaches of L.C & bridges. In section 14, bad formation problems too add up.

2. ♦ For loading/unloading excessive manpower has been projected.

3. ♣ Very low norm for shallow screening adopted along with excessive manpower requirement for restoration of accidents.

4. ∗ Very low norm for boxing of ballast adopted.

5. � SC Railway has suggested very low norm for shallow screening., (4 sleepers/head), liberal manpower for loading/unloading and for pre-monsoon attention.

GRAPH-1

71

Mandays for Activities T affected by traffic density Vs

GMT

96

162

142

201

154

308

177

131

234

256266

139

258

322

0

50

100

150

200

250

300

350

400

450

500

550

600

650

700

750

800

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0

GMTOnly the details of sections 1,4,2,7,8,10,3,6&11 are taken as reliable (vide remarks on Table 16)

and are coonsidered for Linear RegressionThis gives the expression: Mandays=79.779+2.292GMT

Mandays for Activities T is therefore taken as (80+2.3GMT)

Man

days

(14(9)

(13)

(11)

(4 )

(5)

(3)(10)

(7

(6)

(2)

(1)

(0,79.779)

(50,194.379)

(12)

(8)

Best fit straight line

GRAPH-2

72

Mandays for Activities R unaffected by traffic density Vs

GMT

224

269

144

293

441

349

276

199204

279

183

205216

387

0

50

100

150

200

250

300

350

400

450

500

550

600

650

700

750

800

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0GMT

Only the details of sections 1,4,2,7,8,5 & 11 are taken as reliable (vide remarks on Table 16)and these give the mean value 196.43,with the standard deviaton 24.52

Average value of Mandays for Activities R is therefore taken as 196.

Man

days

(14)

(9)

(1)

(2)

(13)

(12)

(6)

(3)

(10)

(8)

(5)

(7)

(11)

196.43(4)

GRAPH-3

73

Mandays for Activities L for LWRVs

GMT

127

9075

88

115

138

88

143

91111

164

88

82

26

0

50

100

150

200

250

300

350

400

450

500

550

600

650

700

750

800

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0

GMTConclusion:- Too much scatter; Average value may not be realistic (vide remarks on Table 16).

Mandays can as well be worked out by adopting appropriate norms for the elements of Activities L.

Man

days

(14)

(9)

(1)

(2)(7)

(12)

(8)

(10)

(3)

(6)

(5)

(11)

(13)

(4)

GRAPH-4

74

Total Mandays for Activities T,R & L Vs

GMT

427

526

428

569553

759

435

476

795

730

451447

614

731

0

50

100

150

200

250

300

350

400

450

500

550

600

650

700

750

800

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0

GMTConclusion:- Too much scatter; No relation emerges between Mandays and GMT, as such.

Man

days

(14)

(9)

(13)

(12)

(6)

(3)

(10)

(5)(8)

(7)

(2)

(1)

(11)

(4)

GRAPH-5

75

Percentage of Mandays for Activities T to that for Activities R

Vs GMT

47

72

179

69

92

5350

60

77

66

108

64

97

110

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

160

170

180

190

200

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0

GMTConclusion:-Too much scatter; No relation emerges between Mandays for Activity T to that for R, as such.

Per

cent

age

(5)

(14)

(9)

(7)

(2)

(1)

(13)

(8)

(6)

(3)(10)

(12)

(11)

(4)

76

TABLE – P

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (BG) MACHINE PACKED LAID WITH LWR ON PRC SLEEPERS

IN A SECTION CARRYING 20GMT TRAFFIC (NON-SUBURBAN) WITH GOOD BANK, FLAT CURVES AND LOW RAINFALL

ACTIVITIES NORM REQUIREMENT

T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Slack attention to

a. Bad spots




12 sl./head, ¼ length 12 GJ/LJ attended 4 times/yr, 4 sl/joint 12 sl/head 6 times/yr, 8 sl/SEJ, 12 sl/head As required

1660/(4x12) 12x4x4/12 6x8/12

35

16

4

10 Sub Total 65

T.2 For tie tamper working a. Pretamping operations



(2 yr. Cycle) 20 men/km. 10 men for 1 week, 10 km ganglength 28 men/km (includes boxing needed)

20/2 10x6/(10x2) 28/2

10

3

14 Sub Total 27

T.3 Casual Renewal of a. Rails

b. Track sleepers


60 mandays/ganglength of 10 km. 60 mandays/ganglength of 10 km. 100 mandays/ganglength of 10 km.

6

6

10 Sub Total 22

T.4 Repair Welding 12 men per 1 failure/yr. 12 Total for Activities T 126

R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY R.1 Lubrication of ERCs Keyman's duty (occasional assistance) 2 R.2 Shallow Screening (1/5 length) 6 sl/head 1660/(5x6) 55 R.3 Loading, leading, unloading inferred from field data analysis 20 R.4 Overhauling of level crossing 1 LC per 1.5km., 20 men/LC 20/1.5 13 R.5 Watching caution spots & Miscellaneous inferred from field data analysis 10 R.6 Tree cutting for visibility - do - 10 R.7 Lubrication of rails in curves - do - 4 R.8 Accident relief and carcass removal in run-over case - do - 10 R.9 Bridge sleeper attention and renewal - do - 10 R.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

- do -

18 R.11 Creep pulling (approaches of bridge, turnout) - do - 5 R.12 Rectifying damage to L/C posts and gates - do - 2

Total for Activities R 159

Grand Total (T+R) 285

Mandays for Activities T = 80 + 2.3 GMT as per the linear regression of field data (Refer Graph 1) = 80 + 2.3 x 20 = 126 Mandays for Activities R and L : as inferred from the field data, with the following modifications: Shallow screening frequency increased from 3 years to 5 years Average spacing of level crossings taken as 1.5km as obtained on IR.

GRAPH-6

Linear Regression: Mandays/annum = 391 + 8.24 GMT

Linear Regression : Mandays/annum = 303 + 14.2 GMTPoint C

LINEARISING MANPOWER WITH RESPECT TO GMTADAPTING SPECIAL COMMITTEE FORMULA

BROAD GAUGE

0.80.91.01.11.21.31.4

Point R1: GMT=22.5, U=1.4, Manpower factor=1.47, No. of working days=295 Mandays/annum = 0.95 x 1.4 x 1.47 x 295 = 577Point R2: GMT=2.5,U=1.0, Mandays/annum=0.95 x1.0 x 1.47 x 295 = 412

U

0 2.5 5 10 15 206 2522.5

R

R Mid-zone linear relation

GMT

1

2

METRE GAUGE

0.60.70.80.91.01.11.2

U

2.5 5 7.5

S

S

Mid-zone linear relation

GMT

2

1

Point S1: GMT=7.5, U=1.15, Manpower factor=1.21, No. of working days=295 Mandays/annum = 0.95 x 1.15 x 1.21 x 295 = 390Point S2: GMT=2.5, U=0.95, Mandays/annum = 0.95 x 0.95 x 1.21 x 295 = 322

Linear Regression : Mandays/annum = 288 + 13.56 GMT

77

78

TABLE – P1

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM

TO MAINTAIN ONE KM TRACK (BG) MANUALLY PACKED IN A SECTION CARRYING 2.5GMT TRAFFIC (NON-SUBURBAN)

ACTIVITIES NORM REQUIREMENT T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Through packing 12 sl/head, once a year 1660/12 138 T.2 Slack attention to


24 sl/head, ¾ round/yr 8 joints,6 sl/jt, 4 times/yr 12 sl/head 10% length, 24 sl/head, once in a year

(3/4) x 1660/24 8x4x6/12 0.1x1660/24

52

16

7

Sub Total 75 T.3 Casual renewal of

a. Rails b. Sleepers c. Fasteners (includes attention)

5 rails, 2.5 men/rail 30 sl, 5 sl./head ¼ length in yr., 2 men/TP

5x2.5 30/5 2x16/4

12

6

8

Subtotal 26 T.4 Creep pulling 5

Total for Activities T 244 R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY

R.1 Lubrication of rail joints 160 jts, 10 jt/head 160/10 16 R.2 Shallow screening (1/5 length) 6 sl./head 1660/(6x5) 55 R.3 Loading, leading, unloading 120 mandays for 6km

ganglength 20

R.4 Overhauling of level crossings 1 LC/1.5km, 20 men/LC 20/1.5 13 R.5 Watching caution spots & miscellaneous 10 R.6 Tree cutting for visibility 10 R.7 Lubrication of rails in curves 4 R.8 Accident relief and carcass removal in run-over cases 10 R.9 Bridge sleeper attention and renewal 10 R.10 Pre-monsoon attention such as clearing of drains and


18

R.11 Rectifying damage to LC posts and gates 2 Total for Activities R 168

Grand Total (T+R)

412

Note: (i) Norms stipulated in Special Committee's Report 1979 have been generally adopted. Activities have been further split into more number of elements than what has been indicated in the above said Report.

(ii) For 2.5 GMT, U = 1.0 by replacing the step-by-step variation of U with respect to

GMT, by an equivalent mid-zone linear variation. Manpower factor = 1.47. Number of working days per year as adopted in the said Report = 295. Mandays per year thus works out to 0.95 x 1 x 1.47 x 295 = 412, which tallies with the Grand Total in this table.

79

TABLE – P2





24 sl/head, 2 rounds/yr 16 joints,6 sl/jt, 8 times/yr 12 sl/head 10% length, 24 sl/head, 2 times/yr

2x1660/24 16x8x6/12 0.1x1660x2/24

138

64

14


a. Rails b. Sleepers c. Fasteners (includes attention)

8 rails, 2.5 men/rail 45 sl, 5 sl./head ½ length in yr., 2 men/TP

8x2.5 45/5 2x16/2

20

9

16

Sub Total 45 T.4 Creep pulling 10


R.1 Lubrication of rail joints 160 jts, 10 jt/head 160/10 16 R.2 Shallow screening (1/5 length) 6 sl./head 1660/(6x5) 55 R.3 Loading, leading, unloading 120 mandays for 6 km.

gang length 20

R.4 Overhauling of level crossings 1 LC/1.5 km., 20 men/LC 20/1.5 13 R.5 Watching caution spots & miscellaneous 10 R.6 Tree cutting for visibility 10 R.7 Lubrication of rails in curves 4 R.8 Accident relief and carcass removal in run-over cases 10 R.9 Bridge sleeper attention and renewal 10 R.10 Pre-monsoon attention such as clearing of drains and


18


Grand Total (T + R)

577

Note: (i) Norms stipulated in Special Committee's Report 1979 have been generally adopted. Activities have been further split into more number of elements than what has been indicated in the above said Report.

(ii) For 22.5GMT, U = 1.4, by replacing the step-by-step variation of U with respect to

GMT, by an equivalent mid-zone linear variation. Manpower factor = 1.47. Number of working days per year as adopted in the said Report = 295. Mandays per year thus works out to 0.95 x 1.4 x 1.47 x 295 = 577, which tallies with the Grand Total in this table.

80

TABLE – Q1

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (MG) MANUALLY PACKED

IN A SECTION CARRYING 2.5GMT TRAFFIC



28 sl/head, one round/yr 8 joints,6 sl/jt, 2 times/yr 14 sl/head 10% length, 28 sl/head, once in 2 yrs.

1540/28 8x2x6/14 0.1x1540/(28x2)

55

7

3


a. Rails

b. Sleepers


2 rails, 2 men/rail 10 sl, 5 sl./head ¼ length in yr., 2 men/TP

2x2 10/5 2x16/4

4

2

8

Subtotal 14 T.4 Creep pulling 5


R.1 Lubrication of rail joints 160 jts, 10 jt/head 160/10 16 R.2 Shallow screening (1/5 length) 9 sl./head 1540/(9x5) 34 R.3 Loading, leading, unloading 90 mandays for 6km

ganglength 15

R.4 Overhauling of level crossings 1 LC/1.5 km, 16 men/LC 16/1.5 11 R.5 Watching caution spots & miscellaneous 8 R.6 Tree cutting for visibility 8 R.7 Lubrication of rails in curves 3 R.8 Accident relief and carcass removal in runover cases 8 R.9 Bridge sleeper attention and renewal 8 R.10 Pre-monsoon attention such as clearing of drains

and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges

15


Grand Total (T + R)

322

Note: (i) Norms stipulated in Special Committee's Report 1979 have been generally adopted.

Activities have been further split into more number of elements than what has been indicated in the above said Report.

(ii) For 2.5 GMT, U = 0.95 by replacing the step-by-step variation of U with respect to


81

TABLE – Q2

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (MG) MANUALLY PACKED

IN A SECTION CARRYING 7.5GMT TRAFFIC


a. Bad spots



28 sl/head, 1.5 rounds/yr 16 joints,6 sl/jt, 2 times/yr 14 sl/head 10% length, 28 sl/head, 2 times/yr

1.5x1540/28 16x2x6/14 0.1x1540x2/28

83

14

11


a. Rails

b. Sleepers


6 rails, 2 men/rail 30 sl, 5 sl./man ½ length in yr., 2 men/TP

6x2 30/5 2x16/2

12

6

16



R.1 Lubrication of rail joints 160 jts, 10 jt/head 160/10 16 R.2 Shallow screening (1/5 length) 9 sl./head 1540/(9x5) 34 R.3 Loading, leading, unloading 90 mandays for 6 km.

Gang length 15

R.4 Overhauling of level crossings 1 LC/1.5 km., 16 men/LC 16/1.5 11 R.5 Watching caution spots & miscellaneous 8 R.6 Tree cutting for visibility 8 R.7 Lubrication of rails in curves 3 R.8 Accident relief and carcass removal in run-over cases 8 R.9 Bridge sleeper attention and renewal 8 R.10 Pre-monsoon attention such as clearing of drains and


15


Grand Total (T + R)

390

Note: (i) Norms stipulated in Special Committee's Report 1979 have been generally adopted.

Activities have been further split into more number of elements than what has been indicated in the above said Report.

(ii) For 7.5GMT, U = 1.15 by replacing the step-by-step variation of U with respect to


82

TABLE – R1

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (NG) MANUALLY PACKED

IN A SECTION CARRYING 0.04 GMT TRAFFIC

ACTIVITIES NORM REQUIREMENT T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Through packing 14 sl./head, once in 1½ yr. 1540/(14x1.5) 73 T.2 Slack attention to

a. Bad spots



28 sl./head, 1/3 round/yr 6 joints, 6 sl/jt., 2 times/yr, 14 sl./head 10% length, 28 sl./head, once in 2 yrs

1540/(28x3) 18

6x2x6/14 5

0.1x1540/(28x2) 3 Sub Total 26


b. Track sleepers


2 rail, 2 men/rail 15 sl., 5 sl./head 1/8 length in yr., 1.5 men/TP

2x2 4

15/5 3

1.5x16/8 3


Total for Activities T 112 R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY R.1 Lubrication of rail joints 160 jts, 15 jt/head 160/15 11 R.2 Shallow Screening (1/5 length) 14 sl./head 1540/(14x5) 22 R.3 Loading, leading, unloading 60 mandays for 6km ganglength 60/6 10 R.4 Overhauling of level crossing 1 LC per 1.5km, 12 men/LC 12/1.5 8 R.5 Watching caution spots & Miscellaneous 6 R.6 Tree cutting for visibility 6 R.7 Lubrication of rails in curves 3 R.8 Accident relief and carcass removal in run-over case 2 R.9 Bridge sleeper attention and renewal 6 R.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

15

R.11 Rectifying damage to L/C posts and gates 2 Total for Activities R 91

Grand Total (T + R) 203 Note: (i) Norms stipulated in Special Committee's Report 1979 has been generally adopted. Activities have been further split

into more number of elements than what has been indicated in the above said Report. (ii) Taking Samni – Dahaj section of Western Railway as a typical section, number of trains per day is 2 and annual

traffic is 0.04GMT. U = 0.6. Manpower factor is 1.21. Mandays per year works out to 0.95 x 0.6 x 1.21 x 295 = 203, which tallies with the Grand Total in this Table.

83

TABLE – R2

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (NG) MANUALLY PACKED

IN A SECTION CARRYING 0.4 GMT TRAFFIC

ACTIVITIES NORM REQUIREMENT T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY T.1 Through packing 14 sl./head, once a year 1540/14 110 T.2 Slack attention to

a. Bad spots



28 sl./head, 2/3 round/yr 6 joints, 6 sl/jt., 2 times/yr, 14 sl./head 10% length, 28 sl./head, once in 2 yrs

2/3x1540/28 37

6x2x6/14 5

0.1x1540/(28x2) 3 Sub Total 45


b. Track sleepers


4 rails, 2 men/rail 30 sl., 5 sl./head 1/4 length in yr., 1.5 men/TP

4x2 8

30/5 6

1.5x16/4 6


Total for Activities T 180 R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY R.1 Lubrication of rail joints 160 jts, 15 jt/head 160/15 11 R.2 Shallow Screening (1/5 length) 14 sl./head 1540/14x5 22 R.3 Loading, leading, unloading 60 mandays for 6km ganglength 60/6 10 R.4 Overhauling of level crossing 1 LC per 1.5km, 12 men/LC 12/1.5 8 R.5 Watching caution spots & Miscellaneous 6 R.6 Tree cutting for visibility 6 R.7 Lubrication of rails in curves 3 R.8 Accident relief and carcass removal in run-over case 2 R.9 Bridge sleeper attention and renewal 6 R.10 Pre monsoon attention, such as clearing of drains and waterways, cess repairs, deweeding of track and attention to cuttings and trolley refuges.

15

R.11 Rectifying damage to L/C posts and gates 2 Total for Activities R 91

Grand Total (T + R) 271 Note: (i) Norms stipulated in Special Committee's Report 1979 has been generally adopted. Activities have been further split

into more number of elements than what has been indicated in the above said Report. (ii) Taking Dabhoi - Miagaon section of Western Railway as a typical section, number of trains per day is 10 and annual

traffic is 0.4GMT. U = 0.8. Manpower factor is 1.21. Mandays per year works out to 0.95 x 0.8 x 1.21 x 295 = 271, which tallies with the Grand Total in this Table.

GRAPH-7ALIGNMENT FACTOR 'B'

SPECIAL COMMITTEE'S STIPULATION AND THE RECOMMENDED PATTERN

0.00

0.05

0.10

0.15

0.20

0.25

BG

Recommended

Existing Stipulation

10 20 30 40 50 60 70 80

0.00

0.05

0.10

0.15

0.20

0.25

MG

Recommended


10 20 30 40 50 60 70 80

0.00

0.05

0.10

0.15

0.20

0.25

NG

Recommended

ExistingStipulation

10 20 30 40 50 60 70 80

84

GRAPH-8

RAIN FALL FACTOR 'C'

SPECIAL COMMITTE'S STIPULATION AND THE RECOMMENDED PATTERN

(Area P = Area Q)

0

0.1

0.2

ANNUAL RAIN FALL IN CM.

RA

IN F

ALL

FA

CTO

R 'C

'

0 50 1000 150 200 250 300 350 400


Recommended

P

Q

85

86

TABLE – S

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (BG), MACHINE PACKED,

ON RUNNING YARD LINE

ACTIVITIES (ROUTINE) NORM REQUIREMENT R.1 Slack attention to

a. Bad spots



24 sl./head, 20% length/year 12 GJ/LJ attended, 2 times/yr, 4 sl/joint, 12 sl./head As required

0.2x1660/24 14

12x2x4/12 8

6 Sub Total 28

R.2 For tie tamper working a. Pretamping operations



(3 yr. Cycle) 20 men/km 10 men for 1 week, 10 km ganglength 28 men/km (includes boxing needed)

20/3 7

10x6/(10x3) 2

28/3 9

Sub Total 18 R.3 Casual renewal of


30 mandays/gang length of 10km 30 mandays/gang length of 10km 60 mandays/gang length of 10km

3

3

6 Sub Total 12

R.4 Lubrication of ERCs Keyman's duty - R.5 Lubrication of Rail joints 160 jts, 16 jts./head 160/16 10 R.6 Shallow screening (1/5 length) 6 sl./head 1660/(5x6) 55 R.7 Loading, leading, unloading 90 mandays for 6km ganglength 90/6 15 R.8 Lubrication of rails in curves Inferred from field data 3 R.9.* Pre-monsoon attentions, such as clearing of drains

and waterways in yards, removing shrubs periodically, deweeding of track.

- do - 36

Grand Total 177

Note: *On yard lines debris collects more and vegetation grows more. It is necessary to remove them and to frequently clear

drains, so that track circuiting does not fail. Workload is even more than in mainline.

87

TABLE – S1

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (BG), MANUALLY PACKED,


ACTIVITIES (ROUTINE) NORM REQUIREMENT R.1 Through packing 12 sl./head, once a year 1660/12 138 R.2 Slack attention to

a. Bad spots



24 sl./head, 20% length/yr 8 jts, 2 times/yr, 6 sl/joint, 12 sl./head As required

0.2x1660/24 14

8x2x6/12 8

6


a. Rails b. Track sleepers c. Fasteners (includes attention)


3

3

6 Sub Total 12

R.4 Lubrication of rail joints 160 jts, 16 jts/head 160/16 10 R.5 Shallow screening (1/5 length) 6 sl./head 1660/(6x5) 55 R.6 Loading, leading, unloading 90 mandays for 6km ganglength 90/6 15 R.7 Lubrication of rails in curves Inferred from field data 3 R.8.* Pre-monsoon attentions, such as clearing of drains


- do - 36

Grand Total 297



88

TABLE – T

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (MG), MANUALLY PACKED,


ACTIVITIES (ROUTINE) NORM REQUIREMENT R.1 Through packing 14 sl./head, once a year 1540/14 110 R.2 Slack attention to

a. Bad spots



28 sl./head, 20% length/yr 8 jts, 6 sl./jt, 2 times/yr, 14 sl./head As required

0.2x1540/28 11

8x6x2/14 6

4


a. Rails b. Track sleepers c. Fasteners (includes attention)


3

3

6 Sub Total 12

R.4 Lubrication of rail joints 160 jts, 20 jts/head 160/20 8 R.5 Shallow screening (1/5 length) 9 sl./head 1540/(9x5) 34 R.6 Loading, leading, unloading 60 mandays for 6km ganglength 60/6 10 R.7 Lubrication of rails in curves Inferred from field data 3 R.8* Pre-monsoon attentions, such as clearing of drains


- do - 30

Grand Total 228



89

TABLE – U

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM TRACK (NG), MANUALLY PACKED,


ACTIVITIES (ROUTINE) NORM REQUIREMENT R.1 Through packing 14 sl./head, once in 1½ year 1540/(14x1.5) 73 R.2 Slack attention to

a. Bad spots



28 sl./head, 20% length/yr 8 jts, 6 sl./jt, 2 times/yr, 14 sl./head As required

0.2x1540/28 11

8x6x2/14 7

3




2

2

4 Sub Total 8

R.4 Lubrication of rail joints 160 jts, 20 jts/head 160/20 8 R.5 Shallow screening (1/5 length) Not required - R.6 Loading, leading, unloading 60 mandays for 6km ganglength 60/6 10 R.7 Lubrication of rails in curves Inferred from field data 3 R.8* Pre-monsoon attentions, such as clearing of drains


- do - 30

Grand Total 153



APPENDIX 5

90

SAVINGS ACHIEVED BY TRACK MODERNISATION APPLYING THE RATIONAL FORMULAE

Comparison of the maintenance cost and manpower for machine packed LWR track on PRC sleepers with

those for manually packed conventional track 1. TRACKS BEING COMPARED:

Track A versus Track P Track B versus Track Q Track C versus Track R Track D versus Track S, where Track A, B, C & D carry 30, 20, 10, 3.333 GMT respectively and are with LWR on PRC sleepers, machine packed. Track P, Q, R & S carry 30, 20, 10, 3.333 GMT respectively and are conventional track, manually packed.

2. AVERAGE ANNUAL EMOLUMENTS OF A GANGMAN

Designation Cadre % Scale Mean pay Nearest stage

Sr.Gangman 20% Rs.2750-4400 Rs.3575 Rs.3590

Gangman Gr.I 55% Rs.2650-4000 Rs.3325 Rs.3370

Gangman 25% Rs.2610-3540 Rs.3075 Rs.3090

Average basic pay of a gangman Rs. =0.20 x 3590 + 0.55 x 3370 + 0.25 x 3090 = 3344

Add DA at 37% = 1237

Add minimum CCA = 25

Monthly emoluments = 4606 Annual emoluments = 4606 x 12 = Rs.55,272

APPENDIX 5

91

3. MANPOWER REQUIREMENT AND COST OF MAINTENANCE FOR

TRACKS P, Q, R & S

Track P (30 GMT)

Track Q (20 GMT)

Tract R (10 GMT)

Track S (3.333 GMT)

3a. Mandays/yr/km for Activities T&R 391 + 8.24 GMT

638 556 473 418

3b. No. of men required for 250km length including LR 250x(3a)x 1.125/290

619 539 459 405

3c. Maintenance cost* per km (3b)x 55272/250

Rs.1,36,853 Rs.1,19,166 Rs.1,01,479 Rs.89,541

*In computing maintenance cost, cost of manpower of Activities M & S, cost of manpower for mates, keymen, artizans, etc., cost of P.way materials renewed and cost of ballast recouped have not been taken into account. Therefore this is not the absolute maintenance cost. Nevertheless, this will serve for assessing the savings due to modernisation.

4. COST OF MACHINE PACKING PER km USING CSM MACHINE

Taking actual details on Southern Railway for 1998-99, following the procedure stipulated in Board's letters No.92/Track III/TK/15 dt.29.04.92 and 16.06.92, a) Initial cost of the machine = C = Rs.3,10,00,000

b) Life of the machine, workload based = 7500 km

c) Actual output in the year 1998-99 = 700.6 km

d) Life of the machine in years = 7500/700.6 = 11 yrs

e) Rate of interest = 12%

f) Capital recovery factor: 11 yrs. life with 12% interest = 0.16842

g) Capital Recovery Amount = 0.16842 x C = Rs.52,21,020

h) Annual expenditure on machine maintenance: 1. Spares (actual) = Rs.13,00,542 2. Staff (actual) = Rs. 2,04,398 Total = Rs.15,04,940

i) Annual operational expenditure: 1. Consumables (actual) = Rs.5,76,599 2. Staff (actual) = Rs.6,91,059 = Rs.12,67,658 j) Overheads (proportionate) of workshops = Rs. 77,868

APPENDIX 5

92

k) Proportional expenditure on IOH & POH: IOH : 5% of C = Rs.15,50,000 POH : 10% of C = Rs.31,00,000

Proportional expenditure = 1/11(4xIOH + POH) = Rs. 8,45,454 l) Annual cost of working = g+h+i+j+k = Rs.89,16,940

m) Cost of tamping per km = l/c = Rs. 12,728

n) Total staff cost for one machine = (h)(2)+(i)(2) = Rs. 8,95,457

o) Assuming Rs.70,000* per head average annual Emoluments for the team containing supervisor, technicians, khalasi helpers and khalasis, number of staff = n/70000 = 13 (* Allowances are more for these staff)

Note: Manpower for workshop, for a group of 8 machines = 41 (As per Board's letter No.89/Track III/TK/77 dt.03.01.91) Manpower for operation, for one high output tamper = 8 (As per Board's letter No.89/Track III/TK/77 dt.13.12.90) Hence manpower per machine = (41/8)+8 = 13.125 This tallies with 13 arrived at (o) above. 5. SAVINGS IN MAINTENANCE COST (WITHOUT MMU INSTALLED)

Track A (30 GMT)

Track B (20 GMT)

Track C (10 GMT)

Track D (3.333 GMT)

5a. Mandays/yr/km for Activities T & R 239 + 2.3 GMT

308 285 262 247

5b. Mandays/yr/km for Hot & Cold weather patrol under Activity M 30 + 12

42 42 42 42

5c. Total mandays/yr/km (5a) + (5b) 350 327 304 289

Comparison of

Track A versus Track P

Track B versus

Track Q

Track C versus Track R

Track D versus Track S

5d. Mandays saved/yr/km (3a) – (5c)

288 229 169 129

5e. Reduction in the no. of gangmen/km including LR (5d)x 1.125/290

1.11724 0.88836 0.65560 0.50043

5f. Annual emoluments saved/km (5e) x 55272

Rs.61752 Rs.49101 Rs.36236 Rs.27660

APPENDIX 5

93

5g. Cost of machine packing per km = (4m)/t = Rs.12728/t, where t is frequency

(t=1 for track A)

Rs.12728

(t=1½ for Track B) Rs.8485

(t=2 for Track C) Rs.6364

(t=4 for Track D) Rs.3182

5h. Savings/year/km (5f) - (5g) Rs.49024 Rs.40616 Rs.29872 Rs.24478

5i. Maintenance cost per km of machine packed track (3c) - (5h)

Rs.87829 Rs.78550 Rs.71607 Rs.65063

6. SAVING IN MANPOWER (WITHOUT MMU INSTALLED) A CSM machine packs 700.6km in one year and it requires 13 man-years of

machine staff. For a AEN’s jurisidiction of 250km, if the time interval between successive packings is t years, the no. of machine staff attributed to this length = 13 x (250/700.6)/t.

Comparison of

Track A versus Track P

Track B versus

Track Q

Track C versus Track R

Track D versus Track S

6a. No. of machine staff attributed to 250km 13x(250/700.6)/t

(t=1 for Track A)

4.64

(t=1½ for Track B)

3.09

(t=2 for Track C)

2.32

(t=4 for Track D)

1.16 6b. Reduction in no. of

gangmen, (5e) x 250

279.31 222.09 163.90 125.11

6c. Net reduction in manpower (6b) - (6a)

275 219 162 124

6d. Manpower needed (3b) - (6c) 344 320 297 281

Considering retirement benefits, medical treatment cost, value of passes,

various other allowances paid during service, etc. the economy due to reduction of manpower will be enormous and this will be in addition to the saving in the cost of maintenance per year.

7. AVERAGE ANNUAL EMOLUMENTS OF A MMU STAFF

Designation Cadre % Scale Mean Pay Nearest stage MCM 1 Rs.5000-8000 Rs.6500 Rs.6500 Technician I 7 Rs.4500-7000 Rs.5750 Rs.5750 Technician II 6 Rs.4000-6000 Rs.5000 Rs.5000 Technician III 6 Rs.3050-4590 Rs.3820 Rs.3875 Khalasi Helper 64 Rs.2650-4000 Rs.3325 Rs.3370 Khalasi 16 Rs.2610-3540 Rs.3075 Rs.3090

APPENDIX 5

94

Average basic pay of a MMU staff = 0.01 x 6500 + 0.07 x 5750 + 0.06 x 5000 + 0.06 x 3875 + 0.64 x 3370 + 0.16 x 3090 = Rs.3651 Add DA at 37% = Rs.1351 Add minimum CCA = Rs. 50 Add average Travelling Allowance = Rs.1400 Monthly emoluments = Rs.6452

Annual emoluments = 6452 x 12 = Rs.77,424 8. ANNUALISED COST OF SEMMU

AEN’s jurisdiction covers 3 P.Way sections; 1 MMU is installed in each section. Taking cost particulars from Annexure XVII D of Report of CMMDTM (Feb.95): Annualised cost of Light Tamper sets 3 x Rs.61,300 = Rs.1,83,900

Rail cum road vehicles 3 x Rs.2,42,800 = Rs.7,28,400 Road vehicles (assumed) 3x Rs.1,00,000 = Rs.3,00,000

Rs.12,12,300 Assuming 5% inflation/year since 1995, present annualised cost may be taken as 125% of Rs.12,12,300 Rs.15,15,375

9. SAVINGS IN MAINTENANCE COST (WITH MMU INSTALLED)

Track A (30 GMT)

Track B (20 GMT)

Track C (10 GMT)

Track D (3.333 GMT)

9a. Taking 250km length entirely laid with LWR, GEMM = 250(40+1.15GMT) +250 x35

27375 24500 21625 19708

9b. No. of gangmen posts converted as MMU staff including LR 1.125x(9a)/290

106 95 84 76

9c. Savings due to MMU for 250km 20% of (9b)x55272

Rs. 11,73,934

Rs. 10,50,644

Rs. 9,27,355

Rs. 8,45,147

9d. Savings due to MMU per km (9c)/250

Rs.4,696 Rs.4,203 Rs.3,709 Rs.3,381

9e. Total savings per km including machine packing (5h) + (9d)

Rs.53,720 Rs.44,819 Rs.33,581 Rs.27,859

9f. Maintenance cost/km (3c) - (9e) Rs.83,133 Rs.74,347 Rs.67,898 Rs.61,682

APPENDIX 5

95

10. SAVINGS IN MANPOWER (WITH MMU INSTALLED)

Track A Track B Track C Track D

10a. 80% of cost of GEMM (i.e. for 250km) 80% of (9b) x 55272

Rs. 46,95,738

Rs. 42,02,578

Rs. 37,09,418

Rs. 33,80,588

10b. Annualised cost of SEMM

Rs. 15,15,375

Rs. 15,15,375

Rs. 15,15,375

Rs. 15,15,375

10c. Emoluments for MMU staff (10a) - (10b)

Rs. 31,80,313

Rs. 26,87,203

Rs. 21,94,043

Rs. 18,65,213

10d. No. of MMU staff (10c)/77424 41 35 28 24

10e. Manpower reduction due to MMU (9b) - (10d)

65 60 56 52

10f. Total manpower reduction including machine packing (6c)+(10e)

340 279 218 176

10g. Manpower needed (3b) - (10f) 279 260 241 229

11. PLOTTING OF GRAPHS

A statement is compiled tabulating the results obtained in paras 1 to 10 above, in order to plot graphs for the visual concept of the savings achievable by machine packing as compared to manual packing, with respect to the maintenance cost/km and the no. of men required per 250km of track. However it should be acknowledged that these do not include Activities M and S. The cost of manpower for mates, keymen, artizans, etc., and cost of track materials renewed and ballast recouped are also not included in the maintenance cost. Due to these reasons, it will not be precise to calculate percentage saving in absolute terms. Further, maintenance cost/km cannot be compared with maintenance cost/ETKM worked out in Appendix 2.

Maintenance cost per km Manpower for 250km Machine packed Machine packed

Annual Traffic

(GMT)

Manually packed (Rs.)

w/o MMU (Rs.)

with MMU (Rs.)

Manually packed (No.)

w/o MMU (No.)

with MMU (No.)

30 1,36,853 87,829 83,133 619 344 279 20 1,19,166 78,550 74,347 539 320 260 10 1,01,479 71,607 67,898 459 297 241

3.333 89,541 65,063 61,682 405 281 229

The graphs plotted are shown in Sheets 9 & 10 of Appendix 5. It would be seen that savings are more for lines carrying heavier traffic than those carrying lighter traffic.

MAINTENANCE COST PER KILOMETRE

0

20000

40000

60000

80000

100000

120000

140000

160000

0 5 10 15 20 25 30 35GMT/ANNUM

MA

INTE

NA

CE

CO

ST/

km

Conventional Track Manually PackedLWR on PRC sleepers, 2 Tier Maintenance System (i.e without MMU)LWR on PRC Sleepers, 3 Tier Maintenance System (i.e with MMU)

APPENDIX 5

Note: 'Maintenance cost/km' is taken as the manpower cost for Activities T & R only.

c

97

MANPOWER FOR 250 KILOMETRE

0

100

200

300

400

500

600

700

800

0 5 10 15 20 25 30 35GMT/ANNUM

MA

NP

OW

ER

FO

R 2

50 k

m

Conventional Track Fully Manually PackedLWR on PRC sleepers, 2 Tier Maintenance System (i.e without MMU)LWR on PRC Sleepers, 3 Tier Maintenance System (i.e with MMU)

APPENDIX 5

Note: 'Manpower for 250 km' includes only the requirement for Activities T & R only.

APPENDIX – 6

98

THE RATIONAL FORMULA COMPARED TO

THE SPECIAL COMMITTEE FORMULA WITH CORRECTION FACTORS K APPLIED FOR MACHINE PACKED TRACK

1. The activities to be performed by permanent gangs as per Special Committee

Formula are more or less the same as Activities T & R in the Rational

formulae. This statement is more precise for manually packed conventional

track, rather than for machine packed modern track. This is because the

subactivities for modern track are different from those for conventional track

and the Special Committee Formula is based on the analysis of activities and

yardsticks for conventional track. However the Special Committee formula

has been made applicable for machine packed track, by stipulating Correction

Factors K as follows:

Type of machine packed track Value of K

Normal fish plated track 0.80

SWR Track 0.75

LWR track on metal or wooden sleepers 0.60

LWR track on concrete sleepers 0.50

2. The Rational Formulae have been based on data obtained from field

pertaining to machine packed track (LWR, SWR, Fish-plated, laid with various

mixes of sleepers) existing over 14 P.Way sections on various zonal railways.

Because of the scientific, rational and zero based approach adopted now, one

should not expect that the gangstrength calculated by the Rational Formulae

for machine packed track should have a firm correlation to that obtained by

the Special Committee Formula applying Correction Factors K, which were

just arbitrarily prescribed by the Special Committee. Still a comparison can be

made for theoretical interest and for gauging the financial implications due to

switching over to the new formula.

3. The Rational Formulae evolved for manually packed track are only a

transformed depiction of Special Committee Formula as explained in para 4.3

APPENDIX – 6

99

of the Report and on the Graph 6. Therefore the comparison can as well be

made by calculating

• mandays required as per Rational Formula for machine packed track

• mandays required as per Rational formula for manually packed track

and by finding the ratio of the former to the latter, which is akin to correction

factor K. This is shown as follows:

Mandays requirement/yr/km

for track with GMT Formula for Activities T and R 2.5 5 10 20 30

A: Machine packed : 239 + 2.3 GMT

245 250 262 285 308

B: Manually packed : 391 + 8.24 GMT 412 432 473 556 638

A/B 0.595 0.579 0.554 0.513 0.483 Thus it would be seen that whereas the value of K varies over a wide range

from 0.50 to 0.80, the value of A/B has a narrow range from 0.483 to 0.595

irrespective of the type of track. In as much as any P.Way section comprises

of a mix of LWR, SWR and fish plated tracks, Rational Formula will yield less

mandays requirement.

4. Let us assume 3 typical mixes of LWR : SWR : FPR

LWR : SWR : FPR K for the P.Way section Mix 1 50 : 30 : 20 0.50 x 0.50 + 0.30 x 0.75 + 0.20 x 0.80 = 0.635 Mix 2 60 : 25 : 15 0.60 x 0.50 + 0.25 x 0.75 + 0.15 x 0.80 = 0.6075 Mix 3 70 : 20 : 10 0.70 x 0.50 + 0.20 x 0.75 + 0.10 x 0.80 = 0.58

Value of A/B in all these cases will vary from 0.595 to 0.483, depending on the

GMT carried (varying from 2.5 to 30 GMT), irrespective of the type of track.

Therefore it can be concluded that except in the case of lines with very light

traffic, Rational Formulae will yield less manpower requirement. This

appears to be logically correct, since in the case of lines with light traffic,

mandays requirement for Activity R (which is constant) assumes a bigger

proportion of the total mandays requirement for Activities T & R.

APPENDIX – 6

100

5. One more feature of Rational Formulae is relevant to be recalled. In the case

of Special Committee Formula, the effects of Traffic Density Factor U and

Enhancement Factors A, B & C are taken into consideration for the following:

• Manpower requirement for all the activities to be performed by permanent

gangs, which include Activities T as well as Activities R.

• Manpower requirement for all activities in case of running yard lines.

But in the Rational Formulae,

• Enhancement Factors A, B & C are not applied for the manpower

requirement for Activities R of mainline. (Refer para 4.6)

• Traffic Density Factor U and also Factors A, B & C are not applied for the

manpower requirement for Activities of running yard lines. (Refer para

4.7.1)

Therefore, when the gangstrength for the P.Way section as a whole is

calculated, manpower requirement will be on lower side, if Rational Formulae

are adopted.

6. The results obtained in the Pilot Study conducted on five units (Chapter 9 of

the Report) as tabulated in para 9.8 validate the observations contained in

paras 3 to 5 above. Further as stated in para 3.2.2 of the Report, if the quality

of rail-welds and SEJs is improved in the course of next 5 years, it will be

possible to apply a reduction factor for manpower requirement for LWR track,

i.e., the future formula for Mandays/yr for machine packed track for Activity T

can be, r x (80 + 2.3 GMT), where r will be less than 1.

7. Thus it may be concluded that the implementation of Rational Formulae will

result in better optimisation of manpower, as compared to Special Committee

Formula.

101

Table-17

MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK WESTERN RAILWAY

Sr.SE – DADAR, JURISDICTION 0.00 – 12.00 km , PLAIN TRACK km–130, TURNOUTS–386, TRACK km–168.6

ANNUAL TRAFFIC 35 GMT

1 Activities T-Affected by Traffic density Norms Requirement 1.1 Slack attention to (a) Bad spots 1660/13 128 (b) Low Joints (c) SEJs (d)Minor Curve attention

13 Sleeper/head Full length

Sub total 128 1.2 For Tie tamper working (a) Pre-tamping attention (b) Along with tamper (c) Post tamping attention Sub total 0 1.3 Casual renewal of (a) Rails 2196 mandays for 168.60 km 14 (b) Sleepers 5531 “ 32 (c)Fastenings 1612 “ 9 Sub Total 55 1.4 Repair welding 23 1.5 USFD Testing Total for “1” 206 2. Activities R-Unaffected by Traffic 2.1 Through packing 7 sleeper/head,1 length 1660/7 237 2.2 Shallow screening Work not done. 2.3 Loading, leading & unloading 68 2.4 Lubrication of ERCs(Jts.) 560 mandays for 168.60 km 3 2.5 Overhauling of level crossings 2.6 Watching cautionspots and look out men 50 2.7 Tree cutting 2.8 Lubrication of rails in curves 656 mandays for 168.60 km 4 2.9 Bridge sleeper attention and renewal 2.10 Accident relief and carcass removal 2.11 Premonsoon attention 3775 mandays for 168.60 km 22 2.12 Creep pulling 5762 mandays for 168.60 km 35 2.13 Rectifying damage to LCs 2.14 Painting of weld collars 2.15 Emergency attention 2160 mandays for 168.60 km 13 2.16 Extra assistance to Keymen & B/Smith 84 2.17 Extra work in night blocks 25 2.18 Extra assistance for S&T items 1207 mandays for 168.60 km 7 Total for “2” 548 3. Activities L - for LWR 3.1 Boxing of ballast(2/3 length) 3.2 Destressing 3.3 Hot weather patrolling 3.4 Cold weather patrolling Total for “3” 0 Grand Total (1 + 2 + 3) 754

102

Table-18

MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK

CENTRAL RAILWAY

Sr.SE – BYCULLA, JURISDICTION 0.00 – 12.00 km, PLAIN TRACK km–112.94, TURNOUTS–386, TRACK km–151.54 ANNUAL TRAFFIC 30 GMT

1 Activities T - Affected by Traffic density Norms Requirement 1.1 Slack attention to

(a) Bad spots 1660/12 138 (b) Low Joints (c) SEJs (d) Minor Curve attention


Sub total 138 1.2 For Tie tamper working (a) Pre-tamping attention (b) Along with tamper (c) Post tamping attention Sub total 0 1.3 Casual renewal of (a) Rails 4007 mandays for 151.54 Km 26 (b) Sleepers 3614 “ 22 (c) Fastenings 6390 “ 42 Sub total 90 1.4 Repair welding 13 1.5 USFD Testing Total for “1” 241 2. Activities R-Unaffected by Traffic 2.1 Through packing 8 sleeper/head,1 length 1660/8 207 2.2 Shallow screening Work not done. 2.3 Loading, leading & unloading 21 2.4 Lubrication of ERCs(Jts.) 14 mandays per 151.54 km 2.5 Overhauling of LCs 2.6 Watching cautionspots and look out men 10 2.7 Tree cutting 2.8 Lubrication of rails in curves 1405 mandays for 151.54 km 4 2.9 Bridge sleeper attention and renewal 2.10 Accident relief and carcass removal 2.11 Premonsoon attention 1221 mandays for 151.54 km 8 2.12 Creep pulling 2.13 Rectifying damage to LCs 2.14 Painting of weld collars 2.15 Emergency attention 2262 mandays for 151.54 km 15 2.16 Extra assistance to Keymen & B/Smith 44 2.17 Extra work in night blocks 10 2.18 Extra assistance for S&T items 4197 mandays for 151.54 km 28 Total for “2” 347 3. Activities L - for LWR 3.1 Boxing of ballast(2/3 length) 3.2 Destressing 3.3 Hot weather patrolling 3.4 Cold weather patrolling Total for “2” 0 Grand Total (1 + 2 + 3) 588

103

Table-19

MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM SUBURBAN TRACK

CENTRAL RAILWAY

Sr.SE – THANA, JURISDICTION 27/53 – 53/5 km, PLAIN TRACK km–115.01, TURNOUTS–192, TRACK km–134.21 ANNUAL TRAFFIC 29 GMT

1 Activities T-Affected by Traffic density Norms Requirement 1.1 Slack attention to

(a) Bad spots 1660/12 151 (b) Low Joints (c) SEJs (d) Minor Curve attention


Sub total 151 1.2 For Tie tamper working (a) Pre-tamping attention (b) Along with tamper (c) Post tamping attention Sub total 0 1.3 Casual renewal of (a) Rails 2644 mandays for 134.21 Km 18 (b) Sleepers 2089 “ 15 (c) Fastenings Sub total 33 1.4 Repair welding 33 1.5 USFD Testing Total for “1” 217 2. Activities R-Unaffected by Traffic 2.1 Through packing 9 sleeper/head,1 length 1660/9 184 2.2 Shallow screening 4 sleeper/head,1/3 length 1660/4x3 138 2.3 Loading, leading & unloading 20 2.4 Lubrication of ERCs(Jts.) 153 mandays for 134.21 km 1 2.5 Overhauling of level crossings 2.6 Watching cautionspots and look out men 28 2.7 Tree cutting 2.8 Lubrication of rails in curves 1030 mandays for 134.21 km 8 2.9 Bridge sleeper attention and renewal 2.10 Accident relief and carcass removal 2.11 Premonsoon attention 5530 mandays for 134.21 km 41 2.12 Creep pulling 2.13 Rectifying damage to LCs 2.14 Painting of weld collars 2.15 Emergency attention 1746 mandays for 134.21 km 13 2.16 Extra assistance to Keymen & B/Smith 60 2.17 Extra work in night blocks 28 2.18 Extra assistance for S&T items Total for “2” 521 3. Activities L - for LWR 3.1 Boxing of ballast(2/3 length) 3.2 Destressing 3.3 Hot weather patrolling 3.4 Cold weather patrolling Total for “3” Grand Total (1 + 2 + 3) 672

104

Table-P3

COMPARATIVE DATA ON MANDAYS REQUIRED AND SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK

MANDAYS REQUIRED TO MAINTAIN ONE KM OF HD SUBURBAN TRACK

SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM TO MAINTAIN ONE KM OF HD SUBURBAN SECTION WITH 35 GMT

ACTIVITIES

Dadar 35 GMT

Byculla 30 GMT

Thana 29 GMT

NORMS REQUIREMENT

T. Activities T – Affected by Traffic T.1 Slack attention to (a) Bad spots 128 138 151 13 Sl/head, one round per year 1660/13 = 128 (b) Low Joints (c) SEJs (d) Minor Curve attention Sub total 128 T.2 For Tie tamper working (a) Pre-tamping attention (b) Along with tamper (c) Post tamping attention Sub total 0 T.3 Casual renewal of (a) Rails 14 26 18 Inferred from data analysis 20 (b) Sleepers 32 22 15 Inferred from data analysis 20 (c) Fastenings 9 42 Inferred from data analysis 20 Sub total 55 90 33 60 T.4 Repair welding 23 13 33 Inferred from data analysis 20 T.5 USFD Testing Total for Activities T 206 241 217 208 R. Activities R-Unaffected by Traffic R.1 Through packing 237 207 184 9 Sl/head, one round per year 1660/9 184 R.2 Shallow screening 138 6 sl/head, 1/5 length per year 1660/(6x5) 55 R.3 Loading, leading & unloading 68 21 20 Inferred from data analysis 20 R.4 Lubrication of ERCs(Jts.) 3 1 Inferred from data analysis R.5 Overhauling of LCs R.6 Watching caution spots & lookout men 50 10 28 Inferred from data analysis 29 R.7 Tree cutting R.8 Lubrication of rails in curves 4 4 8 Inferred from data analysis 4 R.9 Bridge sleeper attention and renewal R.10 Accident relief and carcass removal R.11 Premonsoon attention 22 8 41 Inferred from data analysis 22 R.12 Creep pulling 35 R.13 Rectifying damage to LCs R.14 Painting of weld collars R.15 Emergency attention 13 15 13 Inferred from data analysis 13 R.16 Extra assistance to Keymen & B/Smith 84 44 60 Inferred from data analysis 44 R.17 Extra work in night blocks 25 10 28 Inferred from data analysis 20 R.18 Extra assistance for S&T items 7 28 Inferred from data analysis 7 Total for Activities R 548 347 521 398 Grand Total (T+R) 754 588 672 606

TABLE 20

DIV: ALLAHABAD AS ON :23

Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sanctioned Excess(+)No. Workbook Engineer Track KM T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)

Unit T+R+M+S Keyman Strength Excluding Mate, Gangmen Name Keymen and Posts

DC GangmenA B C D E F G H I J K L M N O1 MANPOWER1 CUK 93 60471.94 21098.64 10124.54 5242.83 96937.95 52 48.28 382.55 184 111 -882 MANPOWER2 CAR 98 20121.88 24588.82 8820.56 2169.77 55701.03 36 28.51 220.58 194 147 1203 MANPOWER3 MZP 91 16560.77 20358.45 11842.07 981.55 49742.84 34 25.69 197.22 168 145 1164 MANPOWER4 MJA 87 15665.16 17848.09 9773.16 1276.81 44563.21 36 23.71 177.37 147 139 1095 MANPOWER5 NYN 25 3832.15 19773.30 4280.38 321.03 28206.86 18 14.41 111.67 115 22 256 MANPOWER6 ALD 34 6807.44 22518.45 -5537.42 2563.32 26351.79 29 14.98 105.85 125 238 2577 MANPOWER7 BRE 96 19290.03 18636.35 9456.54 1051.37 48434.29 33 25.00 192.02 157 127 928 MANPOWER8 KGA 83 16638.47 16120.99 8561.32 1059.38 42380.16 33 22.39 168.53 137 129 979 MANPOWER9 FTP 106 21397.53 21710.70 9235.30 573.22 52916.75 31 26.68 209.16 178 158 127

10 MANPOWER10 I/CNB 95 19020.91 20132.63 9801.73 575.85 49531.12 33 25.47 196.27 166 85 5511 MANPOWER11 2/CNB 95 17979.87 18171.11 5582.98 2700.34 44434.30 34 23.40 176.62 154 142 11912 MANPOWER12 HQ/E/CNB 13 3351.70 25709.85 5242.27 1281.31 35585.13 28 18.84 141.55 147 104 10913 MANPOWER13 HQ/W/CNB 10 2146.95 40857.30 4343.00 1781.40 49128.65 25 24.30 193.71 178 107 9114 MANPOWER14 PHD 116 22282.50 22554.31 8796.54 921.52 54554.87 34 27.77 215.89 193 113 9015 MANPOWER15 ETW 100 19116.25 20783.20 11492.15 751.81 52143.41 31 26.35 206.16 176 104 7416 MANPOWER16 SKB 92 17839.22 18359.25 5989.98 1997.26 44185.71 30 22.80 175.16 164 90 7917 MANPOWER17 FZD 71 13786.83 12093.06 3329.73 564.31 29773.93 20 15.33 118.00 114 75 7118 MANPOWER18 MNQ 108 59319.38 20200.64 2430.00 1278.35 83228.37 35 40.25 327.24 176 31 -12019 MANPOWER19 HQ/TDL 36 9559.52 15629.10 4488.84 1382.86 31060.31 23 16.26 123.37 125 120 12220 MANPOWER20 2/TDL 106 31530.63 20259.58 10145.10 1952.47 63887.77 37 32.16 252.47 180 7 -6521 MANPOWER21 HRS 114 23357.69 22938.08 11990.34 449.70 58735.81 35 29.69 232.23 197 78 4322 MANPOWER22 ALJN 108 22356.11 19699.29 19399.70 1617.52 63072.62 40 32.19 249.68 202 62 1423 MANPOWER23 KRJ 125 24086.83 26183.83 11318.70 1244.91 62834.28 33 31.21 247.88 221 133 10624252627282930

Total 1902 466519.77 486225.00 180907.51 33738.88 1167391.15 740 595.69 4621.17 3798 2467 1644

No of Sr SE Units:��10, 2000

105

TABLE 21

DIV: AMBALA AS ON :14

Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sanctioned Excess(+)No. Workbook Engineer Track T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)

Unit KM T+R+M+S Keyman Strength Excluding Mate, Gangmen Name Keymen and Posts

DC GangmenA B C D E F G H I J K L M N O1 MANPOWER1 DUI 124 32721.26 32849.82 8528.18 10510.35 84609.61 34 41 332 219 25 -882 MANPOWER2 PTA 85 24945.77 28067.10 7318.42 9774.81 70106.09 24 33 275 140 25 -1103 MANPOWER3 RPAR 80 26178.79 20084.82 12420.50 8746.07 67430.18 20 32 264 129 25 -1104 MANPOWER4 ABS 81 21326.96 17764.11 6822.28 5393.57 51306.93 19 24 201 119 25 -575 MANPOWER5 BNN 82 20746.41 13589.76 7996.72 8075.68 50408.57 22 24 198 141 25 -326 MANPOWER6 BATHINDA 74 19295.58 39643.67 6815.00 6193.42 71947.67 25 34 282 153 45 -847 MANPOWER7 CDG 68 8509.10 19256.79 7330.02 6279.70 41375.61 20 20 163 120 25 -188 MANPOWER8 DOA 83 10014.15 18775.71 7902.84 4553.58 41246.29 15 20 162 97 25 -409 MANPOWER9 JUD 94 10982.12 21844.05 8171.01 3402.92 44400.10 18 21 174 152 25 3

10 MANPOWER10 RPJ 84 13852.98 16112.19 8194.80 3995.65 42155.62 15 20 165 105 25 -3511 MANPOWER11 SIR 62 17986.41 14516.10 6567.74 5081.91 44152.16 16 21 173 115 25 -3312 MANPOWER12 SRE 51 7424.02 25335.67 6735.31 2747.14 42242.13 20 21 166 174 35 4313 MANPOWER13 UKN 81 21215.88 16622.40 7949.40 5637.96 51425.64 22 25 202 89 25 -8814 MANPOWER14 AMBALA 93 12708.93 52010.28 9550.70 5249.82 79519.73 24 37 311 293 45 27151617181920

Total 1140 247908.36 336472.46 112302.93 85642.58 782326.33 294 374 3072 2046 400 -626

GANG STRENGTH REVIEW


106

TABLE 22

DIV: RATLAM AS ON :19

Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sanctioned Excess(+)No. Workbook Engineer Track T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)

Unit KM T+R+M+S Keyman Strength Excluding Mate, Gangmen Name Keymen and Posts

DC GangmenA B C D E F G H I J K L M N O1 MANPOWER1 PPD 73 13200.57 14834.37 10882.72 1400.67 40318.33 19 20 159 169 21 312 MANPOWER2 SDHD 74 14116.06 14399.91 19844.90 2038.45 50399.32 17 24 198 178 100 803 MANPOWER3 NDHD 64 11769.41 16899.12 12037.18 1342.06 42047.77 17 20 165 161 93 894 MANPOWER4 MGN 80 15153.37 15785.07 12681.74 1864.22 45484.41 18 22 179 173 28 225 MANPOWER5 SRTM 87 16267.09 16720.08 14856.42 5776.99 53620.58 19 25 210 181 63 346 MANPOWER6 NRTM 61 11513.56 31690.88 13263.50 4853.10 61321.04 22 29 241 242 73 747 MANPOWER7 NAD 82 13956.13 19851.54 8112.48 5031.61 46951.77 18 22 184 219 45 808 MANPOWER8 NUJN 84 35639.11 16896.12 8051.32 4599.61 65186.16 21 31 256 204 135 839 MANPOWER9 SUJN 88 28820.08 31451.23 11818.72 2596.60 74686.63 28 36 293 229 20 -44

10 MANPOWER10 MKC 81 11191.76 15665.01 10104.56 2251.21 39212.55 18 19 154 150 65 6111 MANPOWER11 SJP 118 18447.88 23545.95 15528.40 2780.68 60302.92 24 29 237 224 89 7612 MANPOWER12 SE H 89 14136.10 18301.52 10784.88 2549.14 45771.63 22 22 180 196 71 8713 MANPOWER13 NSD 94 25380.13 18090.60 10455.00 1020.16 54945.89 28 27 217 169 12 -3614 MANPOWER14 BHL 125 33664.05 26647.22 17402.00 1830.49 79543.76 34 39 313 218 5 -9015 MANPOWER15 NMH 139 35639.22 26652.84 15625.00 4188.64 82105.70 39 40 323 238 6 -7916 MANPOWER16 JAO 92 19812.34 16031.40 11715.00 1572.33 49131.07 27 25 194 157 4 -3317 MANPOWER17 BNG 106 24551.84 16019.72 4910.00 3093.94 48575.50 32 25 192 168 25 118 MANPOWER18 MHW 87 21472.50 23859.29 12435.00 4340.10 62106.89 30 31 245 204 29 -1219 MANPOWER19 KNW 98 20034.49 16226.72 15660.00 4171.37 56092.58 30 28 221 163 12 -4620

Total 1725 384765.71 379568.59 236168.82 57301.36 1057804.48 463 514 4161 3643 896 378



107

TABLE 23

DIV: MUMBAI CST AS ON :6

Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sacntioned Excess(+)No. Workbook Engineer Track KM T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)


DC GangmenA B C D E F G H I J K L M N O1 MANPOWER1 KYN 65 10813.98 30479.70 2050.00 2987.36 46331.03 14 22 181 161 55 352 MANPOWER2 SION 27 5183.79 14602.85 2050.00 3145.06 24981.70 6 12 98 119 31 523 MANPOWER3 BY 64 13735.62 43782.85 5850.00 9838.91 73207.37 26 35 287 306 72 914 MANPOWER4 TNA 85 16491.88 47240.36 6105.00 12158.47 81995.72 22 38 321 283 63 255 MANPOWER5 VVH 63 12268.27 36749.71 3035.00 3362.31 55415.29 14 26 217 225 52 606 MANPOWER6 WB 31 6335.21 20302.33 3425.00 7643.28 37705.82 8 17 147 98 24 -25789

1011121314151617181920

Total 335 64828.74 193157.81 22515.00 39135.39 319636.94 90 149 1251 1192 297 238



108

TABLE 24

DIV: BOMBAY CENTRAL AS ON :3

Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sacntioned Excess(+)No. Workbook Engineer Track KM T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)


DC GangmenA B C D E F G H I J K L M N O1 MANPOWER1 ADH 93 20269.54 51045.15 14570.00 7961.98 93846.67 37 45 369 381 158 1702 MANPOWER2 BVI 103 22397.88 56899.58 17865.00 12925.31 110087.77 36 52 432 393 166 1273 MANPOWER3 DDR 65 15134.79 56928.19 13455.00 21528.54 107046.51 41 51 420 375 112 674567891011121314151617181920

Total 262 57802.20 164872.92 45890.00 42415.83 310980.96 114 148 1221 1149 436 364



109

APPENDIX – 7

110

DOCUMENTATION ON APPLICATION SOFTWARE ‘MANPOWER’

1. General

This application software has been developed for data entry and computation

of manpower requirement based on the Rational Formulae for manpower.

This software has been developed in Microsoft Excel (97 release)

environment.

The software is organised in two separate workbooks for computing

manpower requirement in non-suburban and suburban sections, namely,

‘MANPOWER’ and ‘MANPOWERSUBURBAN’. A jumbo version for the non-

suburban sections has also been developed to cater for the sections having

special features such as exceptionally large number of level crossings,

bridges, tunnels, curves, etc. This version has been christened as

‘MANPOWERJUMBO’.

A separate blank workbook has to be used for the section of each Sr. SE.

(Also refer para 3.1)

The workbooks of various Sr. SEs in a division can be compiled using

workbook 'REVIEW' to generate divisional review. The workbook can

summarise data from upto 20 workbooks i.e. for 20 Sr. SEs. For divisions

having more than 20 Sr. SEs, the Jumbo version of workbook

'REVIEWJUMBO' can be used.

2. Details of worksheets

There are 18 worksheets in a workbook and the details of these worksheets

are:

2.1 INSTRUCTIONS

This is an introductory READ ONLY worksheet containing instructions for

user.

APPENDIX – 7

111

2.2 TRACK DATA

This worksheet is used for input of track related data of various segments of a

section. Based on the inputs, the sheet computes track km of all the

Segments. A Segment should be so chosen that value of any of the

parameters Gauge, GMT, Rainfall and Mode of Maintenance does not change

over this Segment.

2.3 YARD DATA

This worksheet is used for input of data relating to plain track and turnouts on

running yard lines, non-running yard lines.

2.4 GANG DATA

This worksheet is used to feed details of various gangs in the section of a Sr.

SE. This sheet works out mandays requirement for waterman duties, filth

removal, rest giving for keyman and lookout man duties.

2.5 CURVE DATA

This worksheet is required to be fed with the details of curves in all the

segments, such as, curve No, degree of curve and length of curve. This sheet

computes the length of segments in various degrees of curvature, as required

for the calculation of enhancement factor for alignment.

2.6 LC DATA

This worksheet is used for input of level crossing data such as level crossing

No., classification of the level crossing in traffic, manned single shift, manned

double shift, unmanned etc. The sheet computes gross mandays required for

gate keeping.

2.7 BRIDGE DATA

This worksheet is used for feeding the data related to bridges falling in the

section of Sr.SE, such as, bridge no., classification of the bridge, lineal

waterway, and no of tracks on the bridge. This worksheet then computes

mandays required for maintenance for bridge substructure and long girder

bridge.

2.8 TUNNEL DATA

This worksheet is used for feeding data related to tunnels in the section of

Sr.SE, such as, tunnel No., length of tunnel, no. of tracks in tunnel, etc and

computes mandays required for tunnel maintenance.

APPENDIX – 7

112

2.9 EXTREMELY BAD FORMATION

This worksheet is used for entering details for extremely bad formation in the

section of Sr.SE to compute the extra mandays required for maintenance of

such track of extremely bad formation.

2.10 MONSOON

This worksheet computes mandays required for patrolling during monsoon,

watching vulnerable locations and watching water level based on the data

entry for beat/location no., patrolling days, no. of shifts etc.

2.11 FACTORS

This worksheet computes enhancement factors for alignment, formation and

rainfall. The input required in this worksheet are length of track and equivalent

turnouts on various types of soil.

2.12 MANDAYS TR

This worksheet does not require any data entry. This sheet computes

mandays required for Activities T and R.

2.13 MANDAYS M

This worksheet computes mandays required for Activities M. The data

required to be fed are sanctioned cadre for gatemen and no. of site store etc.

2.14 MANDAYS S

This worksheet computes mandays required for Activities S. The data

required to be fed are mandays used for fog signal men and security patrolling

during last 3 years.

2.15 GANGSTRENGTH

This worksheet computes gang strength requirement for the section of a Sr.

SE. The sheet requires data like No of mates and keymen, sanctioned

strength in permanent and decasualised cadre.

2.16 HELP

This sheet is a reference sheet for obtaining technical help on the Rational

Formulae. This is a read only sheet.

2.17 REPORT

This worksheet generates a narrative report of the calculations done by the

software using the Rational Formulae. This sheet can be printed to be used

for finance vetting.

APPENDIX – 7

113

2.18 ABOUT MANPOWER

This is a read only sheet and contains general information about Workbook

Manpower.

3. Special features :

3.1 When the software in original floppy is opened for the first time, it would be

seen that all the worksheets are having a few sample data entered, alongwith

computation thereof, to facilitate understanding of data entry and principles of

computation. These are to be erased before entering data for any actual

application. It would be desirable to keep one original floppy write protected,

so as to serve for referring sample calculation.

3.2 On-line help for the data entry is available for all the data entry cells. Cell

specific 'INPUT HELP' appears as soon as user clicks in the data entry cell.

3.3 The shaded/coloured columns/rows contain formulae or fixed data to which

'no data entry' or 'editing' is required.

3.4 Data entry should be made only in white columns of all the Worksheets.

3.5 Special care should be observed while entering the 'track km' and 'length'.

3.6 The data entry to all the data entry cells is 'validated'. This feature will warn

the user whenever an invalid data entry is made. The Software will also

display error message to guide the user by indicating possible reasons due to

which the entry is invalid. However, the program provides the choice for the

user to change the entry or to continue with the same entry.

3.7 The worksheets are protected and no column or rows can be added or

deleted.

3.8 The formulae in all the rows are locked.

3.9 Data entry in the various sheets should be done in the sequence in which they

appear in the workbook.

4. Capacity of worksheets

The capacity of various worksheets in the software MANPOWER,

MANPOWERJUMBO and MANPOWERSUBURBAN is as follows:

APPENDIX – 7

114

Capacity for data entry in Workbooks Worksheets MANPOWER MANPOWERJUMBO MANPOWER SUBURBAN

TRACK DATA 20 Segments 20 Segments 20 Segments YARD DATA 15 Yards 15 Yards 15 Yards GANG DATA 50 Gangs 50 Gangs 50 Gangs CURVE DATA 150 curves/Segment 150 curves/Segment 50 Curves/Segment LC DATA 150 LCs 250 LCs 150 LCs BRIDGE DATA 150 Bridges 500 Bridges 150 Bridges TUNNEL DATA 50 Tunnels 500 Tunnels 50 Tunnels BAD FORMATION 50 Locations 50 Locations 50 Locations MONSOON 100 Beats/locations 100 Beats/locations 100 Beats/locations FACTORS 20 Segments 20 segments 20 segments MANPOWER TR - - - MANPOWER M Complete Section Complete Section Complete Section MANPOWER S - - - GANG STRENGTH Complete Section Complete Section Complete Section REPORT - - -

5. Procedure to summarise data using workbook REVIEW, REVIEWJUMBO

and REVIEWSUBURBAN :

CREATE a folder titled "manpower" in the root directory i.e. in "C" drive.

COPY all workbooks which are required to be summarised in newly created

C:\manpower folder.

RENAME all the workbooks serially as manpower1.xls,

manpower2.xls,……..manpower20.xls / manpower30.xls.

OPEN REVIEW.XLS / REVIEWJUMBO.XLS / REVIEWSUBURBAN.XLS as

the case may be. A dialog box will appear on the screen asking if you want to

update review sheet with data to link.

CLICK "Yes' if you want to generate the summary. The summary in review

sheet will be updated with last changes in the workbooks only if you click Yes.

Otherwise the review sheet will show summary upto previous changes.

ENTER No. of Sr. SE units i.e. no. of workbooks in the review sheet. If no. of

workbooks entered is less than 20 in case of REVIEW &

REVIEWSUBURBAN and 30 in case of REVIEWJUMBO then a dialog box

will appear indicating file not found.

CLICK "Cancel" on this dialog box till review sheet reappears.

SAVE REVIEW.XLS / REVIEWJUMBO.XLS / REVIEWSUBURBAN.XLS.

APPENDIX – 8

115

THE RATIONAL FORMULAE AND SAMPLE CALCULATION OF GANG STRENGTH

PART 1

Rational Formulae, along with necessary explanations 1 MAIN LINE BG MACHINE PACKED (NON-SUBURBAN)


2 MAIN LINE BG MANUALLY PACKED (NON-SUBURBAN)

Mandays requirement/year/km: Activity T : (223+ 8.24 GMT) x (1+A+B+C) Activity R : 168

3 MAINLINE BG MACHINE PACKED (HIGH DENSITY SUBURBAN^)

Mandays requirement/year/km (including equivalent MMU mandays):

Activity T : (115+2.3GMT) x (1+A+B+C) Activity R : 398 ^ A suburban line is treated as High Density Suburban line if both the following criteria are fulfilled: • Train frequency exceeds 8 per hour • Night blocks are invariably essential for maintenance of track

4 MAIN LINE MG MANUALLY PACKED

Mandays requirement/year/km: Activity T : (160 + 13.56 GMT) x (1+A+B+C) Activity R : 128

5 MAIN LINE NG MANUALLY PACKED

Mandays requirement/year/km: Activity T : (105 + 188 GMT)* x (1+A+B+C) Activity R : 91 * This factor is subject to the maximum value of 180.

6 RUNNING YARD LINES (RYL) AND NON-RUNNING YARD LINES (NRYL) Mandays requirement/year/km:

BG

Machine packed

Manually packed

MG Manually packed

NG Manually packed

RYL 177* 297 228 153 NRYL - 198 152 102


APPENDIX – 8

116

Note: • RYL : Lines on which trains are received on signal • NRYL : Non running lines in yard, marshalling lines, sidings, etc. • The maintenance of RYL and NRYL is entirely regarded as Activity R and

mandays requirement is computed as per the above table. Activities T, M and S are not involved at all.

• 1 km of manually packed NRYL is equivalent to 2/3 km of manually packed RYL, as regards mandays requirement.

• Mandays tabulated above shall not be enhanced by the factors A, B and C, which are applicable only for mainline track and not for RYL or NYRL.

7. STAFF STRENGTH FOR MOBILE MAINTENANCE UNIT (MMU) 7.1 Gross Equivalent MMU mandays, i.e, GEMM over a subdivision/division

A. For Non-suburban machine packed mainline (BG):

= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ LY where

LM = length (in km) of typical stretch of machine packed main line (BG) LY = length (in km) of typical stretch of machine packed yard running line (BG) B. For High Density Suburban machine packed mainline (BG):

= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣLH

where LH = Length (in km) of typical stretch of high density suburban mainline

Both for A and B above, the Chief Engineer can vary the value of GEMM and cadre structure of MMU, depending on the local conditions, job requirement and efficiency of MMU.

7.2 Principle governing the strength and composition of MMU

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual emoluments of MMU staff. SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track tampers and vehicles (road, rail-cum-road, rail-borne) for transport of men and materials. The cadre structure of Gangmen and pay scales thereof, as stipulated by the Railway Board should be taken into account and Leave Reserve of 12.5% should be allowed, while computing the annual emoluments of GEMM. The cadre structure and pay scales should be taken into account and Travelling Allowance payable should be allowed, while computing the annual emoluments of MMU.

APPENDIX – 8

117

LIST OF SUBACTIVITIES UNDER ACTIVITIES T AND R





T.3 Casual Renewal of a. Rails b. Sleepers c. Fasteners (along with

regauging) T.4 Repair Welding ACTIVITY R UNAFFECTED BY TRAFFIC DENSITY Machine packed track (non-suburban) R.1 Lubrication of ERCs R.2 Shallow Screening (1/5 length) R.3 Loading, leading, unloading R.4 Overhauling of level crossing R.5 Watching caution spots & Miscellaneous R.6 Tree cutting for visibility R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal
















T.4 Repair welding



8 ENHANCEMENT FACTORS A, B AND C

a) Formation Factor A: This factor brings into consideration the nature of soil in formation/cutting and has the following values:

Nature of soil Value

Shrinkable soil and vicious Black Cotton soil (very bad soil) 0.2 Ordinary unstable soil (bad soil) 0.1

Stable soil 0

The Formation Factor should be applied only for the length of track having very bad/bad soil conditions in formation/cutting.

APPENDIX – 8

118

b) Alignment Factor B: This factor brings into consideration the curvature of track and has the following values:

BG: B = 0.25 for curves sharper than 2o, decreasing from 0.25 to 0 linearly for the variation 2 o to 1 o, and thereafter 0 for curves flatter than 1o. MG: B = 0.25 for curves sharper than 4o, decreasing from 0.25 to 0 linearly for the variation 4 o to 2 o, and thereafter 0 for curves flatter than 2o. NG: B = 0.25 for curves sharper than 7o, decreasing from 0.25 to 0 linearly for the variation 7 o to 3 o, and thereafter 0 for curves flatter than 3o. The Alignment Factor should be applied only for the length of track having curves as detailed above.

c) Rainfall Factor C: This factor brings into consideration the annual rainfall

and has the following values:

C = 0.2 for annual rainfall of 300cm and above, decreases from 0.2 to 0 linearly for the variation 300cm to 150cm and thereafter 0 for rainfall less than 150cm.

9 EQUIVALENT LENGTHS FOR TURNOUTS AND SPECIAL LAYOUTS

a) The turnouts and special layouts should be treated as equivalent lengths of straight track as follows: Turnout 0.10 km

Diamond 0.10 km

Diamond crossing with single slip 0.15 km

Diamond crossing with double slip 0.20 km

Cross over 0.20 km

Three-throw points and crossing 0.20 km

Scissors cross-over 0.50 km

Trap 0.02 km

Double trap 0.04 km

b) If a layout connects the Main Line (ML) to ML/RYL/NRYL, its equivalent track

length is added to the length of ML for the purpose of computing mandays requirement. If the layout connects RYL to RYL/NRYL, its equivalent length is added to RYL length. If the layout connects NRYL to NRYL, its equivalent length is added to NRYL length. In other words, the equivalent track length is added to the more important line connected to the turnout or special layout.

c) The equivalent track length of layout computed as per para (a) will be

considered in addition to the physical length of the layout which is treated as part of ML/RYL/NRYL, for computation of mandays requirement. In

APPENDIX – 8

119

otherwords, the length of the layout is not to be deducted from the length of parent track.

d) The length of track in RYL and NRYL will be measured from the heel of the

crossing and not from the toe of switch. Similarly, in diamond crossings with single or double slips, the curved lead of the slip/slips will not be included in the length of track.

e) In accordance with the mode of packing of the layout, its equivalent length of

track should be treated as machine packed or manually packed, for the purpose of computing mandays requirement.

f) Equivalent track lengths of turnouts and connections are considered only for

Activities T and R. The track length parameters wherever used for computing mandays requirement for Activities M and S should exclude such equivalent track lengths.

APPENDIX – 8

120

10 The Rational Formulae for mandays requirement per annum for a P.Way section for Activity M (Miscellaneous) are as follows:



1 to N







CTE/CBE



CTE



CTE


Σ (s x d) 1 to N




CTE/CBE


1 to N




-






Sr.DEN/ Co-ord

APPENDIX – 8

121

11 The Rational Formulae for mandays requirement per annum for a P.Way section for Activity S (Site-specific) are as follows:



1 to N




1.1x0.29xΣ(b x r) 1 to N




1 to N


-



-

S.5 Maintenance of extremely bad formation

0.6 x Σ l 1 to N


CTE


1 to N




Sr.DEN/ Co-ord



Sr.DEN/ Co-ord



Sr.DEN/ Co-ord



Sr.DEN/ Co-ord


Σ (s x d) 1 to N


Sr.DEN/ Co-ord

APPENDIX – 8

122

12. The following track maintenance works can be earmarked for execution through contracts:

1. Formation treatment works.

2. Collection of ballast, training out ballast by materials train, leading ballast from stack to track and insertion of ballast in track including profiling.

3. Deep-screening of the ballast in track, carried out manually or by deploying Ballast Cleaning Machine in which case manpower support is provided by the contractor.

4. Introduction of sub ballast and ballast layers.

5. Heavy repairs to track, including lifting.

6. Complete realignment of curved track.

7. Through renewal of rails, sleepers and fasteners.

8. Complete renewals of points and crossings, SEJs, traps, etc.

9. Resurfacing of crossings and switch rails.

10. Loading and unloading of P.Way materials in bulk.

11. Lorrying out of P.Way materials for other than casual renewal.

12. Security of materials in a depot which is closed and locked.

13. Painting of rails and weld collars.

14. Painting of bridge girders.

15. Heavy repairs (measurable) to formation, cutting, side drains and catch-water drains.

16. Heavy repairs (measurable) to bridges, bridge protection works, river training works and tunnels.

17. Providing and repairing road surface at level crossings including speed-breakers.

18. Removal of major sand breaches.

19. Works arising due to restoration, following breach or accident.

20. Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching and goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical and S&T departments.

Note: a) Clearing of vegetation not in the vicinity of tracks will be carried out by the respective departments or by the works supervisor concerned, through contract.

b) Cleaning of goods sheds and goods platform will be the responsibility of Commercial department, who may resort to contracting.

APPENDIX – 8

123

PART 2

Sample calculation of gang strength for a permanent way section, as per the Rational Formulae

DATA GIVEN ARE IN ITALICS LETTERS IN THE CALCULATION SHEETS.

Gauge : BG Jurisdiction : UP km 440.15 to km 472.87 DN km 440.15 to km 472.87 GMT/Annum : UP Line: 35.2, DN Line: 19.5 Track km (Main Line): UP 32.72 km* *Extra length of ‘long km’ due DN 32.72 km* to detour in doubling, if any, Total 65.44 km should be added here. Machine packed (Main line) lengths: UP 32.72 km & DN 22.21 km Manually paked (Main line) lengths: DN 10.51 km Annual Rainfall: 200 cm Running & Non Running Yard Lines and Turnouts on these lines:

Length of lines (km) No. of Turnouts Station Machine

Packed RYL

Manually Packed

RYL

Manually Packed NRYL

Machine Packed, on RYL

Manually Packed, on RYL

Manually Packed, on NRYL

D 3.0 -- 2.1 2 -- 1 E 3.0 -- -- -- -- -- F 1.5 1.5 1.8 -- 2 2

Total 7.5 1.5 3.9 2 2 3 Mandays requirement is calculated Segment-wise, in such a way that in each Segment none of the three parameters changes, namely, machine/manually packed, GMT and Rainfall. (In some P. Way Sections, rainfall may vary over sub-sections due to changing terrain within the Section.) 1. MANPOWER REQUIREMENT FOR ACTIVITIES T AND R 1.1 Segment 1 of Main Line: Length 32.72 km UP line (Machine packed) GMT 35.2; Rainfall 200cm Turnouts on ML leading to ML/RYL/NRYL : 8 Nos. (Machine packed) Equivalent length 32.72 + 0.1 x 8 = 33.52 km Factor A

On shrinkable soil: Factor 0.2 ML : 0 km Turnouts : 0 no. Equivalent length: 0 km.

On ordinary unstable soil: Factor 0.1 ML : 1.53 km Turnouts : 2 no. Equivalent length 1.53 + 0.1 x 2 = 1.73 km.

APPENDIX – 8

124

On stable soil: Factor 0 Balance Length = 33.52 – 0 – 1.73 = 31.79 km.

Factor A for the Segment = 0.2 x 0 + 0.1 x 1.73 + 0 x 31.79 = 0.00516

33.52 Factor B Curves sharper than 2°: Factor 0.25 Curve No. Curvature (°) Length(km) 5 UP 2.5 0.41 8 UP 2.1 0.52 0.93 Curves between 1° and 2°: Factor 0 to 0.25

Curve No Curvature (°) Length (km) 1 UP 1.2 0.80

3 UP 1.7 0.42 7 UP 1.9 0.51 1.73

Weighted average curvature = 1.2 x 0.80 + 1.7 x 0.42 + 1.9 x 0.51 = 1.528 1.73 Factor for 1.528° = (1.528 – 1) x 0.25 = 0.132 2 – 1 Curves flatter than 1° (including straights): Factor 0 Balance length = 33.52 – 0.93 – 1.73 = 30.86 km Factor B for the Segment = 0.25 x 0.93 + 0.132 x 1.73 + 0 x 30.86 = 0.01375 33.52 Factor C Rainfall 200 cm Factor C = 200 – 150 X 0.2 = 0.06667 300 – 150 Enhancement factor: (1+A+B+C) = 1 + 0.00516 +0.01375 + 0.0667 = 1.08558 Mandays requirement for ML in Segment 1: For Activity T = (80 + 2.3 x GMT) (1 + A + B + C) L = (80 + 2.3 x 35.2) x 1.08558 x 33.52 = 5857.12 For Activity R = 159 x 33.52 = 5329.68 Total mandays = 11186.80

APPENDIX – 8

125

1.2 Segment 2 of Main Line: Length 22.21km DN Line (Machine packed) GMT 19.5; Rainfall 200cm Turnouts on ML leading to ML/RYL/NRYL : 5 nos. Equivalent length 22.21 + 0.1 x 5 = 22.71 km Factor A On shrinkable soil: Factor 0.2 ML: 0 km Turnout: 0 no. Equivalent length 0 km On ordinary unstable soil: Factor 0.1 ML: 1.53 km Turnouts: 2 nos. Equivalent length 1.53 + 0.1 x 2 = 1.73 km On stable soil: Factor 0 Balance Length = 22.7 – 0 – 1.73 = 20.98 km Factor A for the Segment = 0.2 x 0 + 0.1 x 1.73 + 0 x 20.98 = 0.00762 22.71 Factor B Curves sharper than 2°: Factor 0.25

Curve No. Curvature (°) Length (km) 5 DN 2.5 0.41 Curves between 1° and 2°: Factor 0 to 0.25 Curve No. Curvature (°) Length (km)

1 DN 1.2 0.80 3 DN 1.7 0.42 1.22 Weighted average curvature = 1.2 x 0.80 + 1.7 x 0.42 = 1.372 1.22 Factor for 1.372 ° = 1.372 – 1 x 0.25 = 0.093. 2 –1 Curves flatter than 1� (including straights): Factor 0 Balance length = 22.71 – 0.41 – 1.22 = 21.08 km Factor B for the Segment = 0.25 x 41 + 0.093 x 1.22 + 0 x 21.08 = 0.00951 22.71

Factor C Rainfall = 200 cm Factor C = 0.06667 Enhancement factor: (1+A+B+C) = 1+ 0.00762+ 0.00951+ 0.06667= 1.08380

APPENDIX – 8

126

Mandays requirement for ML in Segment 2 :

For Activity T = (80 + 2.3 x GMT) (1 + A +B+ C) L = (80 + 2.3x19.5) x 1.08380 x 22.71 = 3072.95 For Activity R = 159 x 22.71 = 3610.89 Total Mandays = 6683.84 1.3 Segment 3 of Main Line: Length 10.51 km DN Line (Manually packed)

GMT 19.5; Rainfall 200cm

Turnouts on ML leading to ML/RYL/NRYL: 3 nos. (Manually packed) Equivalent length 10.51 + 0.1 x 3 = 10.81 km.

Factor A On shrinkable soil: Factor 0.2

ML : 1.83 km Turnout: 1 no. Equivalent length = 1.83 + 0.1 x 1 = 1.93 km. On ordinary unstable soil: Factor 0.1 ML : 0 km Turn out : 0 no. Equivalent length: 0 km On stable soil: Factor 0 Balance length = 10.81 – 1.93 – 0 = 8.88 km

Factor A for the Segment= 0.2 x 1.93 + 0.1 x 0 + 0 x 8.88 = 0.03571 10.81 Factor B Curves sharper than 2°: Factor 0.25 Curve No. Curvature (°) Length (km) 8 DN 2.1 0.52 Curves between 1° and 2°: Factor 0 to 0.25 Curve No. Curvature (°) Length (km) 7 DN 1.9 0.51 Factor for 1.9° = 1.9 – 1 x 0.25 = 0.225 2 – 1 Curves flatter than 1° (including straights): Factor 0 Balance length = 10.81 – 0.52 – 0.51 = 9.78 Factor B for the Segment = 0.25 x 0.52 + 0.225 x 0.51 + 0 x 9.78 = 0.02264 10.81

APPENDIX – 8

127

Factor C

Rain fall = 200 cm Factor C = 0.06667 Enhancement factor: (1+A+B+C) =1+ 0.03571+ 0.02264+ 0.06667 = 1.12502 Mandays requirement for ML in Segment 3: For Activity T = (223 + 8.24 x GMT) (1+ A+B+C)L = (223 + 8.24 x 19.5) x 1.12502 x 10.81 = 4666.11 For Activity R = 168 x 10.81 = 1816.08 Total mandays = 6482.19 1.4 Running and Non running yard lines & Turnouts (ACTIVITY R ONLY) Referring the figures in the row ‘Total’ of the tabular statement of yard details and treating each turnout as 0.1 km of track on the respective line, a. Machine packed RYL (equivalent ) = 7.5 + 0.1x2 = 7.7 km b. Manually packed RYL (equivalent) = 1.5 + 0.1x2 = 1.7 km c. Manually packed NRYL (equivalent) = 3.9 + 0.1x3 = 4.2 km b & c combined equivalence: Manually packed RYL = 1.7 + 2/3 x 4.2= 4.5 km Mandays required = 7.7 x 177 + 4.5 x 297 = 1362.9 + 1336.5 = 2699.4 1.5 Tabulation of mandays computed for T and R

Activities

T R Total

Segment 1 5857.12 5329.68 11186.80 Segment 2 3072.95 3610.89 6683.84 Segment 3 4666.11 1816.08 6482.19 Yard 2699.40 2699.40

13596.18 13456.05 27052.23

APPENDIX – 8

128

2. MANPOWER REQUIREMENT FOR ACTIVITY M 2.1 Monsoon patrolling

10 Beat-lengths, out of which 9 beat lengths require 20 days patrolling and 1 requires 51 days. 3 beats in each beat-length (i.e. overlapping), 2 duty shifts in each beat lengths, 1 man in each shift. Mandays = (20 x 9 x 3 x 2 x 1) + (51 x 1 x 3 x 2 x 1) = 1386

2.2 Hot weather patrolling

Length of LWR track in Segment1 = 9.20km Segment2 = 6.19km Segment3 = 0 . Total = 15.39km Mandays = 15.39 x 30 = 462

2.3 Cold weather patrolling for LWR track Mandays = 15.39 x 12 = 185

2.4 Watching vulnerable locations

3 duty shifts for 93 days in one location and 2 duty shifts for 68 days in another location Mandays = (3 x 93) + (68 x 2) = 415

2.5 Gatekeeping at level crossings

2 LCs with 3 shifts, 17 LCs with 2 shifts, 37 Gatekeeper posts (excluding LR) sanctioned

Mandays = 365 (2 x 3 + 17 x 2) – (290 x 37) = 3870 2.6 Rest giving for keyman

No. of keymen 7. Mandays = 7 x (365-290) = 525

2.7 Waterman duty

7 gangs Mandays = 290 x 7 = 2030

APPENDIX – 8

129

2.8 Store watchman duty

One location, other than Sr.SE’s Headquarters Depot Mandays = 1 x 3 x 365 = 1095 2.9 Total mandays requirement per year for Activities M (summing up for 2.1 to 2.8) = 9,968 3. MANPOWER REQUIREMENT FOR ACTIVITY S 3.1 Tunnel maintenance

Length of tunnel with double track = 560m Length of tunnel with single track = 555m

Mandays = 1.2 x 0.29 (2 x 560 + 1 x 555) = 583 3.2 Bridge substructure maintenance

Total lineal waterway = 569.77m, with each bridge having double track Mandays = 1.1 x 0.29 x 569.77 x 2 = 364 3.3 Long girder maintenance

Total lineal waterway of bridges (each more than 150m) = 420m, with each bridge having double track.

Mandays = 0.64 x 420 x 2 = 538 3.4 Extra for very sharp curves, deep cuttings and steep gradients

Such stretches do not exist. Mandays = 0 3.5 Maintenance of extremely bad formation Such sections do not exist. Mandays = 0

APPENDIX – 8

130

3.6 Lookout man duty

Ganglength No. Ganglength Length with poor visibility 3 9.20 km 1.40 km 4 9.12 km 1.51 km 5 9.31 km 1.37 km

Mandays = 290 x [1.40/9.20 + 1.51/9.12 + 1.37/9.31] = 135 3.7 Fogsignal man duty

No. of mandays spent in the previous three years are 457, 325 and 510.

Mandays = 1/3 (457 + 325 + 510) = 431 3.8 Filth removal from track

2 Ganglengths suffer from the problem of filth accumulation. Mandays = 2 x 290 = 580 3.9 Security patrolling No. of mandays spent in the previous three years are 80, 0 and 175. Mandays = 1/3 x (80 + 0 + 175) = 85 3.10 Watching waterlevel in suburban sections Does not apply for this section Mandays = 0 3.11 Total mandays requirement per annum for Activities S (summing up for 3.1 to 3.10) = 2716 4. COMPUTATION OF GANG STRENGTH REQUIRED Mandays/annum Activity T 13,596 Activity R 13,456 Activity M 9,968 Activity S 2,716 Total requirement for T,R,M & S 39,736

APPENDIX – 8

131

No. of Gangmates and keymen = 14 Mandays requirement for leave reserve = 12.5% of [39736+(14 x 290)] = 5475 Total mandays requirement including LR = 39736 + 5475 = 45211 No. of gangmen required = 45211/290 = 155.9 or 156 Adopting a cadre structure of 20:55:25 for the three grades, No. of Sr.Gangmen = 31 No. of Gangmen Gr.I = 86 No. of Gangmen = 39

cmcntm report vol[1].1 - indian...

Documents