SOUTHERN RAILWAY

PLANNING BRANCH

G.275/WSSR – 021718/2017-18

STUDIED BY

WORK STUDY TEAM

OF

PLANNING BRANCH

SEPTEMBER - 2017

WORK STUDY TO REVIEW THE

STAFF STRENGTH AT

SSE/ C&W/ MAJN

PGT DIVISION

1

INDEX SL.

NO. CONTENTS

PAGE

NUMBER

(i) INDEX

1

(ii) ACKNOWLEDGEMENT

(iii) TERMS OF REFERENCE

(iv) METHODOLOGY

(v) SUMMARY OF RECOMMENDATIONS

CHAPTERS

I INTRODUCTION 1-6

II PRESENT SCENARIO 7-40

III CRITICAL ANALYSIS 41-68

IV PLANNING BRANCH’S REMARKS ON

CO - ORDINATING OFFICER’S VIEWS. 69-71

V FINANCIAL SAVINGS 72

ANNEXURES

I ‘S.A.V.E.’ STATEMENT OF Sr.DPO/PGT Dated 30.05.17 73

II STATEMENT OF STAFF POSITION AT C&W/DEPOT

MAJN as on 05.07.17 74

III RAILWAY BOARD’S LETTER 2000/M(C)/143/5 DATED

24.12.2001. 75-77

III COORDINATING OFFICER’S VIEWS 78-79

2

(i)

ACKNOWLEDGEMENT

The study team acknowledges the valuable guidance and co-operation

rendered by Sr DME/PGT, ADME/MAQ, SSE/C&W/MAJN and Supervisors &

staff of SSE/ C&W/ MAJN Depot for completing the study in time.

(ii)

AUTHORITY

Annual programme of work studies for the year 2017-18 approved by SDGM.

(iii)

TERMS OF REFERENCE

To review the Mechanical staff strength at the SSE/C&W/MAJN Depot of

PGT Division.

(iv)

METHODOLOGY

a) Collection of data.

b) Observation of activities and the present system of working at MAJN

Depot.

c) Interaction with Co-ordinating officer and Supervisors, Staff of the

SSE/C&W/MAJN depot.

d) Analysis of the data collected and assessment of manpower

requirement as per yardstick / need basis.

e) Effects of modernization, prospective vicissitudes soon in the

quantum of activities and developments thereupon.

3

(v)

SUMMARY OF REVISED RECOMMENDATIONS

The following posts are identified as surplus to the requirement and these

posts may be surrendered and credited to the vacancy bank.

Sl.No Category Grade in Rs No.of posts

1 Welder Gr.III 1900 2

2 Helper (C&W) 1800 2

TOTAL 4

(Total Four-4 posts)

4

CHAPTER – I

1.0 INTRODUCTION

1.1 PALGHAT DIVISION (formerly Olavakkode railway division) is one of the

six administrative divisions of the Southern Railway zone of Indian

Railways, headquartered at Palakkad in Kerala. Managing 577.74 route

kilometers of track in the states of Kerala, Tamil Nadu, Karnataka and

the Union Territory of Puducherry (Mahe), It is one of the oldest railway

divisions in India. The major stations of Palakkad are Palakkad Jn.,

Shoranur, Kozhikode, Kannur, Mangalore Jn., and Mangalore Central.

The original name of the present Palakkad division was

Olavakkode (OJA) and the same was under the erstwhile South Indian

Railway Company. The Cochin Railway systems from Shoranur to Kochi

were also operated by S.I.R. and the olavakkode division.

Palakkad Division was formed in August 1956. When Trivandrum

Division was formed in 1979, the Shoranur - Cochin Harbour Terminus

section was handed over to Trivandrum Division. Before the formation of

Trivandrum Division, PGT Division had a route km of 1247.58. After

formation of TVC Division, PGT Division had 1132.98 route km. With the

formation of the new Salem Division on 1st November 2007, the present

Palakkad Division has a route kilometre of 577.74 kms. PGT Division is an

important Division almost entirely covering the State of Kerala.

Palghat Division has bagged three (3) efficiency shields for

mechanical, signal & telecommunication and cleanliness for the year

2016, which were awarded in the month of April 2017.

5

1.2 Mangalore, officially known as Mangaluru (Kannada), is the chief port

city of the Indian state of Karnataka. It is known as Kudla (Tulu), Kodial

(Konkani), and Maikāla (Beary). Mangalore was named after the deity

Mangala Devi, the presiding deity of the Mangala Devi Temple.

It is located about 352 kilometres west of the state capital, Bengaluru

between the Arabian Sea and the Western Ghat mountain ranges.

Mangalore was ruled by several major powers, including the

Kadambas, Alupas, Vijayanagar Empire, Keladi Nayaks, Portuguese,

Hyder Ali, Tippu Sultan and the British. The city was unified with the state

of Mysore (now called Karnataka) in 1956.

It is the administrative headquarters and largest city of the Dakshina

Kannada district. Lying on the backwaters of the Netravati and

Gurupura rivers, Mangalore is often used as a staging point for sea traffic

along the Malabar Coast. The city has a tropical climate and lies in the

path of the Arabian Sea branch of the South-West monsoons.

Mangalore's port handles 75 per cent of India's coffee. Dance and

Drama forms: Yakshagana, Pilvesha, Karadi Vesha etc.,; Folk Songs:

Paddanas, Kolkai, Moillanji Pat Oppune Pat etc.,; Kambala Race of

Kadri; Temples and Other Religious Places: Mangala Devi Temple, Kadri

Manjunatha Temple, St.Aloysious Chapel, Rosario Catherdral, Dargah of

Hazret Shareef u Madri and Jama Masjid; Beaches: Panambur &

Tannirbavi beaches etc., and its pleasant climate all through the year,

attracts visitors not only from other Indian states but world over.

1.3 Mangalore Central (MAQ) & Mangalore Junction (MAJN) station have

gained more prominence after they are connected to Mumbai through

Konkan railways and resulting in important cities of Kerala state like TVC,

QLN, ERS, SRR, CLT, CAN being connected to Western India by a shorter

route through the line laid along the western coast by Konkan Railways

compared to the circuitous route of CBE, SA, KPD, RU & GTL.

6

1.4 SSE/C&W/MAJN Depot was established in 02.12.2004. The metre gauge

railway track was built through the Western Ghats connecting MAJN

with Hassan via Shaklespur station. This metre gauge line was later

converted to broad gauge and was opened to passenger traffic during

December 2007.

1.5 Mangalore Central MAQ) & Mangalore Junction (MAJN) station have

gained more importance after they are connected to Mumbai through

Konkan railways there by Kerala state important cities like TVC, QLN, ERS,

SRR, CLT, CAN are connected to Western India by a shorter route

through the line laid along the western coast by Konkan Railways

compared to the circuitous route of CBE, SA, KPD,RU, GTL.

1.6 At MAJN depot the following major activities are taking place at Goods

and Coaching rake side are given below:

Goods Rake Side Coaching Rake Side

Intensive Examination (BCN BOXN,

BOBRN, BOBYN, REMT

Departmental rake)

CTS for Coaches, dustbin

clearance

Sick Line attention

Yard attention (Welding, Lifting for

side bearer and EM Pad change)

issuing of BPC

Platform turn-around (PFTR),

ETR attention,

GPS Co-ordinates of

SSE/C&W/MAJN Depot

Latitude- 12.8359761

Longitude-74.87892320000003

Sea Level- 16 m.

7

Rolling in and out examinations

of both passenger &Goods

trains.

Safety checking of BOBRN rakes

which run between PNMB and

UPCL; Sand bag transshipment

between PNMB and MAJN.

Fueling of Locos, Watering

Hydrants attentions, RCD

maintenance,

This C&W Depot/MAJN functions under the direct control of

ADME/MAQ. The sanction and actual staff strength of this depot is given

in Annexure-I.

1.7 An attempt has been made to study the extant system of working and

the requirement of man power. In the process, Railway board norms,

with reference to the maintenance of manuals for wagon and

coaching, benchmarking, yardstick and need base norms were

considered to arrive at the manpower requirement. Due to innovation

and introduction of new technology, modernization and redundant

activities thereon, right sizing of manpower is found necessary.

1.8 Discussions were held with ADME/MAQ (Coordinating Officer and Unit

Head) SSE/C&W/MAJN (Coordinating Supervisor) and other supervisors

& staff. The observations / suggestions made by them have also been

taken into consideration in drafting the report.

****

8

CHAPTER – II

2.0 PRESENT SCENARIO

2.1 The actual staff strength of SSE/ C&W/ MAJN depot as given by

DPO/PGT as on 30.05.2017 is 87 (Including Ministerial Staff) as against the

sanctioned strength of 90. But the actual staff position as given by

SSE/C&W/MAJN as on 31.04.2017 is 86 and on 05.07.2017 is 85 as against

the sanctioned strength of 92.

The above SAVE statements are placed as Annexure-I.

2.2 Brief Summary of Activities of MAJN Depot:

▪ Examination of Goods Wagons in the yard.

▪ Issuance of BPCs (Premium, Intensive and Closed-Circuit Wagons.

▪ Sick Line activities

▪ Store activities

▪ Platform activities i.e., PFTR, ETR, Rolling-In, Rolling-Out.

▪ Clean Train Station Scheme (CTS).

▪ Fueling activities-RCD.

▪ Auxiliary activities- Panambur Marshalling Yard.

▪ Machineries & Plant maintenance.

▪ Inspection & Ambush Check of various outsourcing activities-

EIMWB/PNBM, Watering Contract, Running Room & Mangalore

Chemical Fertilizers (MCF).

2.3 Jurisdiction of SSE/C&W/MAJN:

Jurisdiction of SSE/C&W/MAJN is MAJN-KGQ measuring 47 Kms.

The important locations of this Jurisdiction are MAJN, PNMB (17 Kms),

PNMB Harbour, Mangalore Chemical Fertilizers (MCF), Bunder Goods

Shed (8 Kms).

9

Sr.DME/PGT

MAJN Yard

SSE/PF

PFTR-ETR

CTS

Rolling In/Out

PNMB Yard &

Harbour

Running

Room

MCF RCD

SSE/C&W/MAJN

IN-CHARGE

Sick Line

2.4 Organization set-up of C&W/MAJN Depot :

2.5 Rostered Duty Hours at Various Work Places of SSE/C&W/MAJN Depot:

Sl.

No.

Activity/

Place

Shift Timings

1 Platform 06.00-14.00 Hrs 14.00-22.00

Hrs

22.00-06.00 Hrs

2 CTS 08.00-17.00 Hrs --- ---

3 Sick Line 08.00-17.00 Hrs --- ---

4 RCD Bottom 06.00-14.00 Hrs 14.00-22.00

Hrs

22.00-06.00 Hrs

5 RCD Top 06.00-14.00 Hrs

& 08.00-

17.00Hrs

14.00-22.00

Hrs

22.00-06.00 Hrs

ADME/MAQ

10

2.6 INFRASTRUCTURE FACILITIES:

(For Freight yard and Sick line depots)

To achieve best performance of freight stock it is necessary that these

stocks are maintained fine mettle. It is necessary to provide proper

infrastructure and to give the best practices and trained manpower,

proper maintenance, availability and reliability of assets can be

achieved.

Accordingly, the Railway Board has laid great stress on review and

improving availability of required infrastructural facilities for

maintenance and vide their letter no. ERB – I/ 2006/ 26/ 46 dated

14.12.06 nominated an ED’s committee for rationalization of train

examination points, sick lines and ROH depots. The criteria for

categorization of examination/repair facilities recommended by the

ED’s committee are as under (Ref: Bd’s letter no. 96/ M(N)/204/ Vol -I / II

dated 09.03.04, 02.11.04 and 05.08.04)

A. Categorization of Examination / Repair facilities

I. Intensive Examination Points

Category Criteria for Categorization

A

(i) Having pucca pathways on more than 50% of the

lines nominated for examination.

(ii) Sufficient illumination facilities 150 lux.

(iii) Sufficient material handling facilities.

(iv) Sufficient welding facilities.

B

(i) Having pucca pathways on more than 50% of the

lines nominated for examination.

(ii) Sufficient illumination facilities.

(iii) Sufficient material handling facilities.

C (i) Having pucca pathways on more than 50% of the

11

lines nominated for examination.

(ii) Sufficient illumination facilities.

D

(i) Having pucca pathways on more than 50% of the

lines nominated for examination.

E No pucca pathway but some other facilities are

available

F No facilities available.

B. Sick lines:

Category Criteria for Categorization

A

(i)Berthing capacity under covered shed

(ii) Heavy duty concrete flooring in working area.

(iii) Availability of welding facility.

(iv) Availability of Compressor/ Exhauster.

(v) Availability of EOT crane

B (i) Berthing capacity under covered shed.

(ii) Heavy duty concrete flooring in working area.

(iii) Availability of welding facility.

(iv) Availability of Compressor/ Exhauster.

(v) Synchronized whiting jacks.

C (i) Berthing capacity under covered shed.

(ii) Heavy duty concrete flooring in working area.

(iii) Availability of welding facility.

(iv) Hydraulic Jacks for lifting

D (i) Berthing capacity under covered shed.

(ii) Heavy duty concrete flooring in working area.

E Berthing capacity under covered shed.

12

F Without any Berthing capacity under covered shed.

The details of infrastructural facilities required for examination yards and

sick lines are described in subsequent paragraphs.

2.7 INFRASTRUCTURE & FACILITIES REQUIRED IN THE YARD

i. Centre to centre distance between tracks for nominated lines for

conducting intensive examination should be minimum 7.5 meters.

ii. Concrete pathways, material handling equipment, multi utility

vehicle to facilitate movement of man and material smoothly

from one end to other end.

iii. Proper illumination, specially covering bogies and brake gear

locations so that the wagons needing attention can be easily

detected.

iv. Welding grid on the entire length of train of nominated line with

proper earthing arrangement so that welding can be carried out

without marking the wagon sick.

v. Enough outlets for tapping air pressure for testing of the stock.

vi. Duty room for Section Engineer/Junior Engineer (C&W), staff

room, air compressor room, store room for stocking material, tool

room, welding machine room, battery charging room etc.

vii. VHF sets / CUG phones for close monitoring and communication

between supervisors, staff and Sr. Section Engineer (In-charge).

viii. Portable LED type inspection lamps.

A. MACHINERY & PLANT ITEMS

The following machinery and plant are essential for train examination

during yard maintenance:

✓ Diesel and Electrically driven Compressor

✓ Welding plants

✓ Wagon /Rake Test rig

13

✓ Hydraulic jacks of various capacities.

✓ Lister truck for carrying material such as brake blocks etc.

✓ DG set (Cap. 200 kva min.)

✓ Multi utility vehicle for transportation of Men, Materials and Tools from

one end of rake to other.

✓ Gas/ Plasma cutting set.

B. TOOLS

Fitters should have the following tools.

Tool Bag

Hammer

Chisel

Punch (Flat & Round End)

LED head lamp

Spanners of various sizes

Pipe wrench

Wheel tyre defect gauge

Measuring foot rule

Measuring tape

Non-contact hot axle detector

Cord for measuring spring camber

Gauge for measuring “A” dimension

Test plate

“GO /NO GO” gauges

To be made available in Section Engineer/Junior Engineer (C&W) office

All types of jacks

Banner flag/Tail lamp

14

CBC height gauge

Air pressure gauge

Chisel with wire handle

Punch with wire handle

Sledge hammer

Scale – Steel rule 6”

Measuring tape – 3 m

Allen key (full set)

Circlip plier (internal & external 19-60 mm)

Hacksaw with blade 12”

Set of non-sparking tools (for yard handling tank wagon)

LED head lamp

Helmet

Ladder with platform 10 ft. height

Machinery & Plant Items available at SSE/o/CW/MAJN as on 14.07.2017 are

enlisted below:

Sl.No. Location Description Date

Commissioned

1 Sick Line Electrical Air Compressor 345

CFM

06.02.2012

2 Sick Line CEC Premier make; Air drier

for 350CFM Air compressor

23.09.2010

3 Sick Line Platform Truck 02 T Capacity

with battery charger

14.11.2008

4 Sick Line Platform Truck 02 T Capacity

with battery charger

05.09.2009

5 Sick Line Five whiting jacks 25T

capacity

28.10.2016

6 Sick Line Air Compressor (Diesel)

makes pneumatic tyres

29.05.2010

7 Sick Line ESAD Diesel Generator

Welding plant 300 Amps.

22.10.2010

15

8 Sick Line Welding Plant 350 Amps

Supra Invertor with 02 no.s of

earth cable

10.05.2012

9 Sick Line GOEL: KIRLOSKAR Oil Engines

Ltd.160 KVA 415 Volt silent

DG Set

10.02.2012

10 Sick Line Electric Wire rope hoist

capacity 03T & Lift 06 mtr

21.10.2011

11 Sick Line Bench Drill ½ HP with Motor 04.12.2013

12 Sick Line Bench grinder ½ HP with

Grinding wheel

04.12.2013

13 Sick Line Rake Test Rig 29.05.2010

14 Sick Line Single Car Test Rig 29.05.2010

15 Sick Line Bolero pick up Van ----

16 Sick Line Welding plant 350

Amp.Supra Inverter

03.06.2014

17 Sick Line Welding Rectifier Model SSR

400 (Portable)

19.04.2014

18 Sick Line ESAB Welding Rectifier 03.06.2014

Cleaning Machines available at MAJN

19 Platform/MAJN High Pressure Jet Cleaner

(3 no.s)

29.05.2012

20 @MAQ end

Road 4

High Pressure Jet Cleaning

Plant

18.01.2011

2.8 MINIMUM INFRASTRUCTURE REQUIRED FOR PREMIUM & CC EXAMINATION

The following infrastructural facilities are considered essential to carry

out premium examination in less than 03 hrs.

• Dedicated two or more examination lines with pathways

(depending upon nos. of rakes examined)

• Embedded track/ Pucca pathway of 02 m width as per layout

• Welding facilities and Portable welding set

• Adequate illumination

• Pallets for material storage/dispensing

• Road between office/store and examination yard

• Connectivity with FOIS

• Walkie Talkie sets

16

• Provision of MUV (e.g.Tata Ace truck) for transportation of staff

and materials/equipments to examination point

• Rechargeable LED head lamp

2.9 YARD MAINTENANCE

According to the publication has issued by IRCAMTECH /GWL /MECH /

WMM/1.0 December – 2013 of Maintenance manual for wagons. The

yard maintenance has been explained and detailed in the chapter-III

of the maintenance manual of wagons. That is reproduced as below:

The efficient working of freight stock is closely linked to the standard of

yard maintenance. Several factors are responsible for good and quality

examination/repairs in the yard. The method of examination is

described in the succeeding paragraphs.

2.10 PATTERN OF FREIGHT TRAIN EXAMINATION:

Comprehensive instructions regarding the pattern of freight train

examination and issue of Brake Power Certificate have been issued by

Railway Board in the form of Joint Procedure Order vide letter

No.94/M(N)/951/57 dated 28.2.2000.

2.11 NOTIFICATION OF EXAMINATION POINTS:

a) All goods trains must invariably be given Intensive Examination for

Repairs.

b) Railways should notify nodal points authorised to issue intensive

brake power certificates for running of air brake trains on End-to-

End basis, Premium Examination and in Close Circuits. These nodal

points should have adequate facilities like cemented pathways,

welding points, proper lighting etc. for proper examination of air

brake trains.

c) Intensive BPC to be issued from nodal examination points only.

d) As a special case, a Safe-to-Run certificate/ GDR certificate may

be issued from examination points other than the nodal points for

17

empty journey of air brake stock after unloading up to the

first/nominated nodal point in the direction of movement as

mentioned in Wagon Manual.

2.12 FREQUENCY OF INTENSIVE EXAMINATION FOR DIFFERENT STOCK:

a) All freight trains should be subjected to intensive examination in

Empty condition at originating stations.

b) In exceptional cases, the back loaded freight trains can be

examined as per instructions mentioned in para 314 item 1 (v).

c) All freight trains shall be re-examined if stabled for more than 24 hours

by SSE/JE (C&W) in yard and by guard and Loco Pilot in non C&W

station up to next C&W point in the direction of movement for

examination, as per Railway Board’s Joint Procedure Order placed

at para 2.16.

d) Air brake stock shall run on end-to-end pattern as mentioned in para

2.13. The intensive BPC shall remain valid provided:

i. The destination is mentioned on the BPC of the loaded train.

ii. The composition of the rake is not changed by 4 or more

wagons.

iii. The rake is not stabled for more than 24 hours.

e) Air brake stock shall run on nominated Close Circuit as mentioned

in report.

The intensive BPC issued at the nodal point shall remain valid provided:

i. The kilometrage have been logged in correctly and

continuously. (If not, BPC will be deemed to be valid for 15 days

only from the date of issue of BPC.)

ii. The rake integrity is not changed and only the listed wagons are

included.

iii. The rake is not stabled for more than 24 hours.

iv. The rake is running in the predefined circuit as mentioned on the

BPC. (Breaking the rake into parts and reforming the same parts,

will not be deemed to have broken the rake integrity)

18

f) No intermediate examination of the Close Circuit rake is required.

It would be the responsibility of the Driver and Guard to check the

unloaded CC rake at the unloading point and ensure brake

continuity before starting.

g) All close circuit freight trains will be given intensive examination

during day light hours.

h) BPC issued after intensive examination in empty condition must be

revalidated after loading. Revalidation includes conducting brake

continuity test, ensuring completeness/securing of brake gears only

and endorsing on intensive BPC. No detachments unless safety is

affected.

2.13 STEPS OF INTENSIVE EXAMINATION

a) Rolling-in-examination including axle box feeling.

b) Intensive examination of originating trains including repairs,

detachment of damaged/sick wagons, brake testing etc.

c) Issue of Intensive Brake Power Certificate after ensuring brake

continuity of the formed load.

For loads requiring sorting and/or having different terminating and

originating yards/locations, the steps for issuing intensive BPC will

be as follows:

i. Rolling-in-examination including axle box feeling.

ii. Terminating examination including detachment of

damaged/sick wagons.

iii. Intensive examination of originating trains including repairs, brake

testing etc.

iv. Issue of Intensive Brake Power Certificate after ensuring brake

continuity of the formed load

19

2.14 DETAILS OF INTENSIVE EXAMINATION:

2.14.1 ROLLING-IN-EXAMINATION INCLUDING AXLE BOX FEELING: –

All terminating trains should be given rolling in examination while

entering a station/yard with a train examination depot. To carry out this

examination the Train Examiner and his staff should take up positions on

both sides of the lines short of the normal halting place on which the

train is to be received. The following inspection should be carried out

during the rolling in examination:

i. In motion inspection and observation of under gear of wagons

for any loose or dangling components and flat places on

tyres/wheels.

ii. Immediately after the train has come to a halt, all axle boxes

should be felt/ temp. measurement taken with contact-less

thermometers and those, which are found running at high

temperature (More than 90 0C), should be marked sick for

opening/checking at the time of examination and attention if

necessary.

iii. Examination of any abnormal behavior of any of the vehicles or

any other observation which may relate to unsafe working

condition.

iv. The rolling in examination must be conducted to detect any

skidded wheel. Defect in the brake system or faulty manipulation

by the driver may cause skidding of wheels.

v. Incoming BPC should be collected by yard C&W staff.

2.14.2 INTENSIVE EXAMINATION AND REPAIRS –

Once, the train has been offered for examination by Traffic Department,

the rake should be protected at both the ends before undertaking the

following examination and repair activities:

a. Inspection and repairs of running gear fittings.

b. Inspection and repairs of brake gear and spring gears.

c. Inspection and repairs of draw and buffing gear.

d. Checking and making good the deficiency of safety fittings,

20

safety brackets, safety loops, etc.

e. Replacement of brake blocks:

✓ Brake blocks should be replaced on reaching condemning

thickness as given in para 2.12.1.

✓ Cast iron brake blocks as per RDSO drawing No. WA/BG-6158

with latest alteration or composite brake blocks should be used.

✓ Worn out composite brake blocks should be replaced with

composite brake blocks.

✓ To ensure correct fitment of brake blocks, only spring steel key as

per RDSO Drg. No. W/BG-6150 should only be used.

✓ After fitment of brake block and key on brake head fitment of

split pin should be ensured.

f. Correct fitment of washers, bulb cotters and all brake gear

pins to be ensured.

g. Correct functioning and positioning of empty load device.

h. CTRB stock found running at high temperature may be taken in

sick lines for further attention.

i. Checking and proper securing of doors of covered wagons.

j. Look for abnormal and /or unequal buffer heights/CBC height,

wear plate knuckle, etc. to the extent it is possible to detect by

visual examination. In case of doubt, the buffer height/CBC

height should be measured.

k. Meticulous check of brake cylinders, distributor valves, auxiliary

reservoir control chambers and other pipe points should be

carried out to ensure that these are in proper working order.

Isolating cocks and angle cocks to be checked for proper

position. Brake cylinder should be released and checked for

piston stroke as per para 307 B for empty and loaded position.

l. After brakes are released, the wheel profile should be examined

visually. If any defect is noticed, it should be checked with tyre

21

defect gauge and wagon to be marked sick for wheel changing,

if required. If bent axle is suspected wheel gauging must be done.

m. The bogies, complete side frames and bolsters to be visually

examined for cracks and missing parts. Bolster springs, snubbers,

spigots, centre pivots fastening, side bearer and Elastomeric pads

in case of CASNUB 22 bogie to be checked for defects, if any.

n. Examine brake rigging components with special attention to

brake beam deformation and wear on integral brake shoe

bracket. Check intactness of the pull and push rods with pins,

washers, split pins and cotters, etc. Hand brakes must be checked

for smooth and effective operation.

o. Visual examination of under frame members, body, door

mechanism, CBC wear or deficiency of parts to be marked and

their operation to be checked.

p. Brake power should be tested.

q. Examination of loaded stock should be done as per IRCA part-III.

r. Examination of tank wagons should be done as per IRCA Part-III.

s. Where a rejectable defect cannot be attended to on the train in

the yard, the wagon shall be damaged, labelled for attention in

the sick line.

t. Brake adjustment shall be done as per wheel diameter by

adjusting End Pull Rod hole position.

u. Visual examination of under frame members, body, door

mechanism for any defects/ damages. Attend, if necessary.

2.15 ISSUE OF INTENSIVE BRAKE POWER CERTIFICATE: –

i) All freight trains after being subjected to intensive examination will

be given a Brake Power Certificate.

ii) The standard formats for Brake Power Certificate are issued by

SSE/C&W.

iii) The brake power certificates of air brake stock will be Green. The

colour of BPC for Premium and CC Rakes shall be light green and

yellow respectively.

22

iv) The minimum originating brake power for air braked goods trains,

running on end-to-end pattern of examination, shall be 90%

except wherever local instructions have specified higher level of

brake power to meet specific requirement. Exception shall only

be made after prior approval of Chief Rolling Stock Engineer has

been obtained for each individual case. (Reference

RB’s letter No.94/M(N)/951/57 dated 29.9.95).

v) The originating brake power for air braked goods trains, running

in close circuits shall be 100 % with adequate brake block

thickness. The originating brake power for air braked Premium

rakes shall be 95%.

vi) As far as possible, the close circuit air brake rakes should be

formed by off- ROH and off-POH wagons for better monitoring.

vii) No fresh Brake Power Certificate shall be issued during

revalidation.

viii) No Safe-to-Run BPC shall be issued from nodal points.

ix) Brake pipe pressure required in the air braked train with

locomotive should be as follows:

2.15.1 Brake pipe pressure required in the train

No. of wagons On Locomotive Min. on last wagon

Up to 56 5.0 Kg/Cm2 4.8 Kg/Cm2

Beyond 56 5.0 Kg/Cm2 4.7 Kg/Cm2

The following procedure should be followed to issue the BPC after

attachment of the locomotive:

✓ All BP hoses/ hose pipes on the train should be coupled up. The angle

✓ cocks in case of air brake stock at both ends of the wagon in brake pipe

should be open. The angle cock at the end of air brake van must be in

closed position.

✓ Attach front wagon BP hose to BP hose of the locomotive.

23

✓ Ensure firmness and tightness of hoses with palm ends coupling and

clips.

✓ Ensure that all the cut off angle cocks on brake pipes are in open

position in case of air brake stock.

✓ Attend to all leaks by replacing MU washer, leaky hoses and angle cock

assembly, if requisite BP pressure is not coming in the last vehicle.

✓ Inoperative or defective brake cylinders should be isolated by putting

the isolating cock handle in close position.

2.16 AIR BRAKE TESTING:

A rake consisting of air brake wagons should be tested with rake test rig.

This rig may be used for testing the train in yard before attaching the

engine. The rake test rig has compressed air supply and a mobile test

rig. The mobile test rig has a cubical structure and is mounted on wheels.

i) Attach the locomotive/compressor through the test rig to the

train & couple brake pipes. Ensure correct coupling with pipes

so that there is no leakage of air from coupled joints

ii) The coupling should be done with angle cocks in closed position.

iii) Open the angle cocks of loco after coupling brake pipe.

iv) Open the angle cock of the brake pipe on all the wagons.

Check for continuity of brake pipe by reducing and rebuilding

brake pipe pressure. The verification should invariably be carried

out through the pressure gauge provided in Guard’s Brake Van.

v) After the brake pipe pressure has stabilised in the locomotive

and rearmost vehicle, move the driver’s automatic brake valve

handle towards application position to reduce the brake pipe

pressure from 5 kg/cm2 to 4 kg/ cm2

2.17 Brake pipe pressure required in the train

No. of wagons On Locomotive Min. on last wagon

Up to 56 5.0 Kg/Cm2 4.8 Kg/Cm2

Beyond 56 5.0 Kg/Cm2 4.7 Kg/Cm2

24

vi) After the brake pipe pressure has been stabilised, close the

brake pipe isolating cocks provided between additional C2

relay valve and brake pipe of the locomotive.

vii) Wait for 60 seconds for temperature and gauge settlement. Then

note the drop-in pressure in the brake pipe gauge in the

locomotive for five minutes.

viii) The drop-in brake pipe pressure gauge shall not be more than

0.25 kg/cm2 per minute.

ix) Examine for leaky components, malfunctioning of distributor

valves, brake cylinders, control and auxiliary reservoirs, angle

cocks, BP hoses.

x) If the leakage rate is more than the value indicated in para viii,

check for excessive leakage on individual wagon as indicated

below:

✓ A hissing sound would be audible at points where leakage

is heavy.

✓ Once the hissing sound is heard from a particular area, pin

point the location of leakage by applying soap water

solution

✓ use of permitted material viz. Teflon tape for arresting the

leakage at threaded joints.

xi) In case leakage is heavy and cannot be arrested, the wagon

may have to be isolated/detached.

xii) In case where leakage can be arrested temporarily by tape and

the nature of leakage is such that it requires attention at primary

depot, clear marking on the wagon must be made to draw

attention of primary depot for adequate attention.

xiii) In case the leakage is from the distributor valve and cannot be

arrested, close the distributor valve isolating cock. In such a

condition, clear marking should be provided on the wagon to

indicate this defect to primary depot. Do not close brake pipe

angle cocks under any circumstances either for isolation of

wagons or for any other purpose whatsoever except for carrying

out shunting operation after which the angle cocks should again

be opened to ensure continuity of brake pipe.

25

2.18 Man-hours for examination of various types of stock

Stock Type of Examination

Terminating Intensive Originating

Air Brake (End-to-End running) 6 56 6

Air Brake (Premium) 6 75 10

Air Brake (Close Circuit) 6 100 10

2.19 PROCEDURE ORDER FOR RUNNING OF GOODS TRAINS

(Railway Board’s letter No.94/M(N)/951/57 dated 28.2.2000)

At present, practices for the issue of BPC to freight trains vary

considerably between various Zonal railways. The matter has been

considered in the Railway Board and the following comprehensive

instructions are issued.

ITEM 1: END TO END RUNNING OF UIC RAKES

Para has been deleted (Refer old version-2001 of maintenance manual)

ITEM 2: END TO END RUNNING OF AIR BRAKE STOCK

i) The rake should normally be intensively examined in empty

condition except when back loading of rake has to be done at

stations/sidings. After such intensive examination, the empty rake

should be moved to the loading station as per the requirement of

traffic.

ii) The BPC of empty rake may have no destination mentioned. But,

after loading the empty rake, the operating staff (commercial

staff, if not operating staff is posted at that station) will ensure that

the destination of the loaded train is clearly mentioned on the

BPC and the same BPC will then become valid up to such

destination.

iii) No driver should move the loaded train from the loading point

unless the destination is clearly mentioned on the BPC. BPC of the

loaded train without destination will be considered as invalid.

iv) At the destination after unloading, the rake must be examined

once again in the empty condition and the above cycle repeats.

In the absence of freight train examination facilities at the

unloading point, the empty rake/back loaded rake must be

26

examined at the first freight train examination point in the

direction of movement. The movement of empty rake/back

loaded rake from the unloading point to the first freight train

examination point will be permitted on Driver and Guard’s

certificate for which the following instructions should be followed:

a) Driver and Guard will ensure vacuum/air pressure continuity

before starting.

b) Guard and the Driver will ensure that there are no loose or missing

fittings in the under gear (such as brake blocks, safety brackets,

draw gear pins, brake gear pins etc.) which may endanger the

safe running of the train.

c) Driver and Guard can then prepare the memo jointly on a plain

sheet in triplicate and both Driver and Guard will sign it. One copy

each will be retained by the Driver and Guard and third copy will

be handed over to Station Master.

Condition (I) to (IV) mentioned above shall apply for end-to-end

running of Air Brake stock. However, since these rakes are likely to

run for extended periods on each loading cycle, the examination

should be through and intensive to take care of such long runs.

In case empty rakes are moving on Safe to run examination BPC,

the rake will be dropped for intensive examination at nominated

point before being taken for loading.

ITEM 3: BACK LOADING OF TRAINS

When back loading is done at a station where freight train examination

facilities exist, the loaded rake should be examined at that station only

and BPC issued. In cases where back loading is done at a non-TXR

station, such trains can be:

a) Either checked by flying squad, if operationally feasible.

b) Or, if that is not possible, permitted to run on a driver & Guard’s memo

for which the instructions given above (iv) should be followed.

Running of trains on Driver and Guard’s memo will be permitted only

up to the first freight train examination point in the direction of train

movement.

27

ITEM 4: VALIDITY OF BRAKE POWER CERTFICATE FOR CLOSE CIRCUIT AIR

BRAKE RAKES

A per instructions issued vide Board’s letter No. 87/M(N)/951/31 dt.

22.8.1994, BPC of air brake stock running in close circuit shall remain valid

for 4500 kms. In case it is seen that the record of the distance covered

by the rake is discontinuous or not mentioned properly, the BPC will be

deemed to be valid for only 15 days from the date of issue. It is the

responsibility of the crew to check that entries regarding distance are

clearly and continuously recorded.

ITEM 5: STANDARDISATION OF BRAKE POWER CERTIFICATE FOR AIR BRAKE

CLOSE CIRCUIT RAKES:

Since the existing BPC format was having certain discrepancies, the

same has been modified. A copy of the modified format is enclosed.

Zonal Railways must ensure that, in future, BPCs for CC rakes are issued

as per the modified format only.

Zonal Railways may issue detailed joint instructions for C&W

examination of freight trains on the above guidelines. In terms of Board’s

Letter NO.78/M(W)84/8.Vol.II dated 01.10.1980 and 91/M(N)951/31

dated 24.03.1995, this exercise should be done jointly by Operating and

Mechanical departments every year in line with the changes in traffic

pattern.

2.20 PREMIUM EXAMINATION

BPC of premium rakes have a validity of 12 days with 3 days additional

grace period to facilitate examination in unloaded condition. The

concept of premium rakes is applicable subject to compliance of

certain conditions (vide Bd’s letter no. 2005/ M(N)/951/13 dated 07/10.

04.2006) as follows-

1. Premium rakes will be formed out of air brake stock (BOXN, BOXNHA &

BOXNHS, BCN, BCNHS).

2. Premium end to end rakes will be intensively examined in empty

condition and certified by examination points nominated by CME &

COM. Such premium examination points should either be ‘A’ category.

28

3. If any of the conditions i.e. examination in empty condition or

examination at nominated points is not satisfied, rake will not be certified

as premium rake and will operate as normal end to end rake.

4. Brake Power Certificate issued for such premium end to end rakes will be

valid for 12 days from the date of issue. During this 12 day period, the

rakes will be allowed multiple loading / unloading.

5. After each loading / unloading the rake will be examined by Guard and

Driver before commencement of journey and observations will be

recorded under the relevant columns of the Brake Power Certificate. In

case of mechanized loading/ unloading examination by TXR is desirable.

6. Stipulation to form rakes out of off POH/ ROH wagons as is applicable for

CC rakes will not apply in case of end to end rakes. However, the rakes

will be turned out with minimum 95% Brake Power.

7. After the lapse of 12 days, the rakes should be offered for next intensive

examination at the first examination point in the direction of movement.

To avoid examination in loaded condition, a grace period of 3 days will

be permitted. However, after expiry of the grace period i.e. after a lapse

of 15 days after the date of issue of BPC, even a loaded premium rake

shall be offered for examination at the first TXR point in the direction of

movement. Further, in no case Premium end to end rake shall be offered

for loading through bypass routes or through yards which are not

nominated for examination. After examination, the rake will be certified

as premium rake subject to fulfillment of above mentioned conditions,

otherwise as conventional end to end rake.

8. Movement of Premium end to end rakes will be monitored thorough FOIS

by Traffic and Mechanical departments.

9. The format for Brake Power Certificate for Premium end to end rakes (to

be printed on good quality green colour paper) is enclosed.

2.21 CC RAKES:

Vide Bd’s letter no. 2005/M(N) 951/ 13 dated 08.02.06, CC rakes with

validity of BPC for 7500 Kms or 30 days (whichever is earlier) were

introduced, as a trial measure, in select base depots i.e. NKJ, MGS, BIA,

BNDM, GY & TKD / Dadri (for CONRAJ Only).

It was decided to extend the above trial to additional 3 base depots i.e.

BSL, NJP and VSKP (vide Bd’s letter no. 2005/ M (N) 951/13 dated 29/31

29

.01.2007). Also, it was decided to extend the validity of BPC of these

rakes from 30 to 35 days).

However it was stipulated that the further trial of 6000/ 7500 Kms (or 30/

35 days whichever is earlier) CC rakes shall be subject to the following

conditions. –

i) CC rakes shall be monitored closely through FOIS by all Sr. DOMs

to ensure that these rakes are worked to their respective base

depots before completion of stipulated KMs/ days. Rakes with

invalid BPC shall normally not to be permitted to run in service.

ii) All the cases of violation of this limit shall be analyzed by the

concerned Division/ Zone where such rake gets detected, either

on run or during subsequent examination, for adequate

corrective and/ or punitive action (if necessary).

iii) In case 7500 Km / 35 days limit is breached due to lack of

monitoring or otherwise, and the rake is in empty condition, it

shall be pushed to nearest TXR point for safe to run (STR)

examination and endorsement on BPC by TXR that the train is safe

to run upto the base depot.

iv) Such potentially unsafe rakes mentioned under (iii) above, when

detected in loaded condition, shall be subjected to GDR check

and pushed to destination. After unloading, the empty rake shall

be offered to the nearest TXR point for STR examination and

endorsement on BPC that the rake is safe to run in empty

condition up to its nominated base depot.

v) The potentially unsafe rakes from the point of detection to the

nearest TXR point will move on GDR check. Further, zonal railways

shall maintain detailed record w.r.t. enroute detachments, brake

power and detachments during examination of these rakes and

give monthly feedback to board on their performance.

Vide Bd’s letter no. 2005/ M (N) 951/13 Vol. I dated 17/18.10.2007; it was

decided to extend the trial of these rakes to 3 more CC points viz. BRWD

(ECR), JTJ (SR) and RDM (SCR). Railway must ensure that Infrastructural

facilities at all the above points are upgraded to ‘A’ category.

30

2.22 BRAKE POWER CERTIFICATE FOR AIR BRAKE (GOODS) CLOSE CIRCUIT

RAKES:

THIS CERTIFICATE IS VALID FOR 6000 / 7500 Kms.

I. Provided the kilometrage have been logged in correctly and

continuously, if not, BPC will be deemed to be valid for 30/35 days

only from the date of issue of BPC.

II. Provided the rake integrity as listed in the BPC is maintained and

replacement of not more than 04 wagons has taken place during

the entire run.

III. Provided the rake is not stabled for more than 24 hours in train

examination yard.

IV. Provided the rake is running in pre-defined close circuit as

mentioned above.

2.23 INTENSIVE BRAKE POWER CERTIFICATE FOR AIR BRAKE (GOODS) (END TO

END RUN).

THIS CERTIFICATE IS VALID:

1. Provided the destination is mentioned on the BPC of the loaded

train.

2. Provided the composition of the rake is not changed by 4 or

More wagons.

3. Provided the rake is not stabled for more than 24 hours in train

examination yard.

2.24 BRAKE POWER CERTIFICATE FOR PREMIUM AIR BRAKE RAKE -

THIS CERTIFICATE IS VALID –

▪ Provided the period of 12 days from the date of issue of certificate

has not expired.

▪ No loading should be done after the lapse of 12 days. 03 days

additional grace period is given for the movement of the rakes in

loaded / empty condition for the next train examination. In case,

rake is not reaching to examination point after the lapse of 15 days,

the loaded rake shall be offered at the first train examination point

in the direction of movement for examination in loaded condition

▪ Provided the rake integrity is not disturbed by more than 04 wagons

31

▪ Provided the rake is not stabled for more than 24 hours in any train

examination yard.

2.25 Clean Train Station Scheme:

In October 2002, Ministry of Railways (MM, & FC), Railway Board decided

to launch “Clean Train Station Scheme” as a major initiative for

improving train cleanliness involving the very best agencies in this field.

It awarded a 5-year contract to M/S Eureka Forbes Limited to develop

a pilot module under this scheme at Ratlam, the enroute station on Delhi

–Mumbai main line.

Under this Project, M/S Eureka Forbes Limited was authorized to develop

a Turnkey Project Specification to enable Indian Railways to replicate

the scheme on other identified 14 stations.

Concept:

“CLEAN TRAIN STATION” scheme is one of the major initiatives drawn up

by his excellency Prime Minister of India who promised the nation a

clean travel in near future.

Under this enroute scheme the trains will be cleaned, by reputed &

professional agencies, by mechanized process at mid-stations during its

scheduled halt.

The interior of trains (coaches) will be cleaned, especially toilets, by

using stateof-the-art equipment and machines so that least amount of

water is utilized with best standards of cleaning and toilets/coaches are

dried after cleaning. The agency will use environment friendly,

biodegradable cleaning agents and also disinfect the toilets. The toilets

& coaches will be sprayed with Mosquito Repellent to control mosquito

menace. The area between toilets, doorways, vestibule and the aisle

shall also be cleaned. The window glass of AC Coaches will also be

cleaned at the Platform side. This is an attempt to increase the

passenger satisfaction to a higher degree. The accumulated waste from

coaches will be collected and disposed off to its designated place.

CTS: Arrangement of Mechanised en-route cleaning of trains on turn-

key basis during halt at identified stations on major trunk routes of Indian

Railways.

32

(Ref:Railway Board Letter No. 2002/m©/41/2 dated 28.10.2002)

Mechanised cleaning: has thrust on usage of very special machines and

chemicals to give a larger lasting cleanliness, glossiness, elimination of

stains and stinking/smell with passenger awareness through banners,

poster, display and feedback. The CTS experiment at Guwahati Station

has proved the utility of such model.

Major Guidelines: Major guidelines in scope of work as decided by

railway board vide their letter dated 28.10.2002 regarding CTS are as

follows-

a) High pressure jet cleaning and disinfestations

b) Floor drying with vacuum cleaners

c) Replacement of disposable waste bags

d) On demand wiping/swabbing

e) Spray of deodorant and anti-mosquito agent

f) Wiping of platform side windows

g) Disposal of collected waste

Scheme of automation: -

(i) 3 Coaches will be attended by one workstation with three

men using machines.

(ii) 3 Coach length cable runners

(iii) Portable high-pressure jet machine.

(iv) Portable vacuum cleaner/blower for toilet drying.

(v) Floor swabbing Machine.

(vi) 1 man for wiping windows and 2 men for deodorant cum

anti mosquito spray in entire train.

33

Scope of Work Services:

Mechanized Cleaning & allied services to be provided in the

Coaches within the 20 minutes halt period of the train shall be as

follows:

1. High pressure jet cleaning and disinfections of all coach toilets

with specified pressure. (Preference to be given to reserved

class over unreserved class).

2. Floor drying with wet vacuum cleaner and general wiping of

all toilet fittings in these coaches.

3. Mopping/swabbing of aisle area with disinfecting agent inside

coach with the help of specified mopping arrangement. Also

mopping and swabbing of area between toilets and between

doorways & vestibules.

4. Spraying of deodorant and anti-mosquito agent in all the

coaches.

5. Wiping of platform side window glass of all the AC coaches.

6. Disposal of collected waste from all the coaches &

underneath the Wash Basin from AC coaches. The

contractors’ nominated representative/supervisor in charge

will liaison with the CWS/nominated representative of the

railways for disposal of accumulated waste at nominated

place.

7. Cleaning of door and vestibule area.

Machines: (Accessories/Tools):

1. High grade Insulation Power Cable: All the machines used for

cleaning job shall have sufficient length of Power Cable so that it

can take care of the coach length while tapping electrical power

from DG power supply generation & distribution system. The

Power cable shall be of class-I insulation material and shall be duly

protected mechanically so that wear & tear while daily handling

shall not cause any leakage of current resulting into fatal

consequences. It shall be double insulated for extra protection.

2. Back Mounting Arrangement: The back-mounting arrangement

shall be such so as to carry the weight of machine to be carried

34

by Operators. It shall have Fiberglass flat surface to take care of

operator back for comfort & support. Machine shall be held in

strings of Aluminum wire. It shall have a clip arrangement for

holding the machine in grip. The weight of arrangement shall not

exceed 1 kg.

3. Quick Coupling arrangement for Toilet Tap: The Water required

for cleaning shall be sourced from Toilet Tap with the help of

especially designed Quick Coupling arrangement. The coupling

shall be so designed that it can take care of all designs of taps

connected in Indian Railways Coaches. It shall be leak proof to

avoid any wastage of water in Toilets. It shall be lightweight, not

more than 250 gms, and shall not take more than 15 seconds to

fix.

4. Floor Mopper: Specially fabricated for Railway coaches to meet

the width of Coach Aisle area (approximately 24 inches). The

mop rubber shall be made of special type of sponge material

(PVA) so as to absorb & retain at least 1 litre of water. The length

of the handle shall be at least 1 meter & made of mild steel or

aluminum.

5. Window glass squeegee: It shall be made of Stainless Steel handle

of preferably 10 inches length with highly durable rubber blade of

size 45 cms having a locking arrangement for easier & faster

removal for cleaning or replacement.

6. Special Cotton duster for glass cleaning: It shall be made of Khadi

cotton with a size at least 48 cms x 48 cms.

7. Jute Cotton Duster for wash basin cleaning: It shall be made of

100% cotton jute with a size at least 45 cms x 45 cms.

8. Brushes for Toilet & Door Area Cleaning: The brush for Toilet

cleaning shall be 50 cms long plastic / wooden handle having

combined or mixed type bristle made of nylon & steel. Whereas

the brush for Door area shall be made of only steel bristles with

wooden handle of length 25 cms & width 5.5 cms.

9. Disposable bag for waste: Disposable bag is required for

collection of waste & litter from Coaches & Dustbin of AC

coaches & after collecting the same the bag shall be disposed

off to nominated municipal bin. This bag shall be made of Milky

white colour Polyethylene of a size 20” x 30” minimum & minimum

35

80 micron gauge. Anything less than this micron size will not be

acceptable for environmental reasons. The polythene bag shall

be printed with the name of scheme “Clean Train Station”, name

of the contractor & the name of station necessarily.

Activity of CTS at MAJN, has not been outsourced yet. Hence railway

staff have been operating as CTS batch for Internal Cleaning, Dust

Bin Clearance and Toilet cleaning are being carried out by

departmental staff. The coaches watering is done by outsourcing to

private agency.

2.25 Activities of the depot AT MAJN Yard :-

The Goods trains’ examination / maintenance is carried out in the yard

for facility to the capacity of (42+1) BCN wagons, (60+1) BOBRN wagons

and (59+1) BOXN wagons in the Road No. 5, 6 and 7 for

checking/attention with air testing and road No. 8 and 9 for sick line

attention to the capacity of 4 wagons at a time. The normal activities

are

For All types of Wagons:

➢ Under Gear Checking / attention.

➢ Brake Gear Checking / attention with air testing.

➢ Rolling Gear Checking / attention.

➢ Suspension Checking.

➢ Couplers checking / attention.

➢ Leak test.

➢ RTR Testing (Rake Test Rig)

2.26 Outsourcing:

With increase in maintenance workload without corresponding input of

staff, there is a need for increase in the scale of outsourcing of activities.

Earlier demarcation of core/non-core activities are progressively losing

their relevance in the need for large scale outsourcing. Following the

36

trend, some of the activities i.e., Watering of coaches, Maintenance of

IMWB/Panambur Yard, within Jurisdiction of SSE/C&W/MAJN are

outsourced, where departmental supervision is sufficient to ensure the

quality output after outsourcing.

Watering (outsourcing):

Work of Watering of Coaches has been outsourced and contract has

been awarded to Sri.N.B.Venugopal of Mangalore. Works contract for

watering of approx. 345 coaches at MAJN, has been extended for a

period of 90 days from 25.07.017 or till the finalization of the new tender

whichever is earlier vide DRM/Mech/PGT Lr.No.J/M 271/VIII/Watering/

MAJN/15-17/II dated 27.06.2017.

The revised contract value is Rs. 42,01,065/-

IMWB (IN MOTION WEIGH BRIDGE) at Panambur:

This is dealt in Para 2.30.

2.27 Railway Consumer Depot (RCD):

It is commissioned on 26.01.2000, the main activities of this unit is

receiving and issuing of consumable diesel. Here two storage tanks are

available with the capacity of 3,30,000 litres per tank. Details of the

Storage Tanks are tabled below:

Tank No. T-1 T-2

Type Vertical Cylindrical Vertical Cylindrical

Product stored HSD HSD

Nominal

capacity

347.375 KL 348.207 KL

Safe filling

height

666.0 cm 663.8 cm

Capacity upto

DATUM

855 Litres 350 Litres

37

Quantity upto

Outlet level (9.2

cms)

5393 Litres 5190 Litres

Tank Height 8000 mm 8000 mm

Diameter 7950 mm 7950 mm

Method of

Calibration

Physical Calibration

(by transferring HSD from

one tank to another

through Master Meter)

Physical Calibration

(by transferring HSD from

one tank to another

through Master Meter)

Calibrated by BPCL/Southern Railways BPCL/Southern Railways

Date of

Calibration

02.06.2013 29.05.2013

Next

Calibration due

on

01.06.2018 28.05.2018

Some of the items available and maintained at RCD are enlisted below:

➢ Decanting pump - 20 Hp

➢ Fuelling pump - 15 Hp

➢ Stand by pump - 7.5 Hp

➢ DG. Set - 40 KVA

➢ Average issue of HSD per day - 70,645 litres

➢ Average no. locos filled per day - 31.397 Locos (Say 31.4)

➢ Average no. of lorries decanted p.d. - 3.551 Lorries

➢ Average taken for decanting process- 3.551 Lorries

➢ No. of fuelling points - 33

➢ No. of decanting points - 2

➢ Hot plate - 1-Available.

➢ Fire -Extinguishers (3) - 1. DCP 5kg.

2. DCP 10kg

3. DCP 75 kg

38

2.28 Store activities:

There are 55 items for stocked and 95 items for Non-stocked to

maintain the SSE/C&W/MAJN. The regular activities in store as

a. Planning of C & W items requirements / projection

b. Procurement of items stock, non-stock – Imprest

c. Correspondence, record maintenance, statements

d. Collection of materials from nominated stores, depots and other

stations.

e. Issues to daily usage.

f. Dispose of condemnation.

Staff deployed : 3

2.29 Administrative Work:

Dealt with the staff matters, Attendance, Leave statement, Passes, PTOs,

Contract management, Stores, Maintaining details of Wagons, like BPC,

sick wagons, attending repairs, Preparing statement as then there

requirements, actual working staff deployed.

OS @RCD - 1

Sr.Clerk for office - 1

Clerk for office - 2

Total Ministerial Staff - 4

2.30 Ancillary staff on Duty:

Panambur Marshalling Yard:

This office is situated near New Mangalore Port Trust, it is approx..17-20

Kms away from SSE/C&W/MAJN depot. Rakes mostly consisting of

BOBRN Wagons. At present, there are two staff were deputed for

attending maintenance/minor repair works regularly. The main

commodities for loading and unloading are fertilizer, coal, coke,

limestone gypsum etc. Zinthal coal is the main movement of outward

39

wagons for UPCL (Udipi Power Corporation Ltd). Activity of Rake check

is completed in appox. 20 minutes by 2 staff.

Registers Maintained @PNMB:

1. On/Off Register.

2. Memo to attend Wagons.

3. ABF (Axle Box Force) Temperature Register.

IMWB at Panambur: (IN MOTION WEIGH BRIDGE)

Works at IMWB have been given under contract to M/s.Digital Weighing

Systems (P) Limited, Bilaspur, for a period of 6 years w.e.f. 03.03.2017.

Total value of the contract: Rs.25,89,900/-

Scope of Work:

1. Inspecion, repair/remodellng of the existing Electronic In motion

Weigh Bridge installed at Panambur.

2. Warranty of 2 years from the date of commissioning after

repair/remodeling and comprehensive AMC for a period of 06 years

after Warranty period.

3. Stamping and Verification by Legal Metrology of the State

Government after the Repair/Remodeling as and 2 when required

at free of cost.

Components/Equipments covered under AMC:

1. Weigh Rails.

GPS Co-ordinates of PNMB:

Latitude- 12.952137

Longitude-74.81580259999998

Sea Level- 8 m.

40

2. Digitizer.

3. Computer and other peripherals including UPS, Printer, Voltage

Stabilizer etc.

4. All types of proximity switches.

5. All types of sensors.

6. Complete cabling and junction boxes etc.

Scope of Work for comprehensive AMC:

1. Complete check of all the equipment including wiring arrangement

as per schedule.

2. Repair/replacement of parts as necessary.

3. Computer, printer and UPS of adequate capacity, if required.

4. Calibration of system.

5. Stamping and verification by Legal Metrology of the State

Government after the Repair/Remodeling as and when required at

free of cost.

41

CHAPTER - III

3 CRITICAL ANALYSIS:

3.1 Indian Railway is the biggest transportation Service Industry and largest

employer owned by the Government of India. Operation ratio of Indian

Railways is quite high reaching 96.9%, its worst in 16 years, previous worst

being 98% in the year 2000-01. Operating ratios of Indian Railways is

tabulated as under:

Year 2006-

07

2007-

08

2008-

09

2009-

10

2010-11

2011-12

2012-13

2013-14

2014-15

2015-16

2016-17

2017-18

Operating

Ratio (%)

78.68 75.94 90.46 95.28 94.59 94.85 90.19 93.6 91.3 90.05 94.09 96.9

Generally Operating Ratio of 80% or lower is considered desirable in

Railways. But IR’s Operating Ratio is yet to reach appreciable manner.

To achieve the maximum “economy in operation’’ and maximize the

productivity rightsizing of man power is the prime tool since staff cost has

been taking a Lion’s share in the Indian Railways Budget Expenditure.

The Committee on Restructuring Railways had observed that the

expenditure on staff is extremely high and unmanageable. This expense

is not under the control of Railways and keeps increasing with each Pay

Commission revision. It has also been observed that employee costs

(including pensions) is one of the key components that reduces

Railways’ ability to generate surplus, and allocate resources towards

operations.

The following tree type chart shows the analysis of Staff Cost of

Maintenance of Carriage & Wagons with that of other expenditure:

Source Demand of Grants-Budget 2017-18.

42

Fig 1: Demand of Grants 2017-18: Maintenance of Carriage & Wagons

On the view of optimum utilization of man power the study team apply

Railway Board’s “Bench marking norms for maintenance staff provision

for wagons and coaching maintenance” (Railway Board letter no.

2000/m©/143/5, dt. 24/12/2001) for the core work like maintenance,

repair attention in sick line, and platform activities and apply need base

requirement for the other areas after making field study and scrutinize

activities.

3.3 The actual staff strength of SSE/C&W/MAJN depot is 85 against the

sanctioned strength of 90 as on 05.07.2017. (Annexure 1)

The depot is carrying out mainly in wagon examination/maintenance

activities at yard and wagon repairs are rectified in sick line. The

amenities works like interior cleaning, boards for identification are also

43

carried out for passenger convenience and comfort. In the platform

Rolling In/out, releasing, dispatching, through train attention, turn round

attention, brake test are the activities regularly performed according to

requirement and nomination.

3.4 List of Registers maintained at SSE / C&W / MAJN :-

The following registers maintained in MAJN/C&W depot in a unified,

printed manner which makes the data recording into easy and

convergent and perfect one.

• RS 1 - Sick marking / Release details

• RS 5 - Remarks for incoming train

from Loco pilots

• RS 16 - Sick memo

• RS 17 - Register for Fit memo

• Water filling register - Certification for contractor

• TXR’s hand book

• TXR’s diary

• Log book for department vehicles

• Log book for Generators

• Details of reception, BPC issuing, Despatch – Diary

• PFTR – trains maintenance, undergear / Interior register

• Interior cleaning – PFTR certification for contractors

• Watering register – certification for contractor

• Brake Power certificate

• Contract bill register for running room & watering

• CTS register

44

• Daily issue register

• HSD oil register

• FD8, FD4, FD5, FD2 registers

• Decanting register

and other registers totaling 82 are maintained at

SSE/o/C&W/MAJN.

3.5 In general, the SSE/C&W is carrying out the maintenance/repair

works of passenger coaches and wagons like

✓ Pit line rake maintenance

➢ Primary maintenance

➢ Secondary maintenance

✓ Linen management

✓ Cleaning and washing of coaches

✓ Watering

✓ Sick attention for coaching and wagons

✓ Platform activities

✓ Goods train attention in yard

✓ RCD depot etc.

But in the SSE/C&W/MAJN, the main activities are wagons

attention/checking and repair of wagons attended in sick line. For

passenger trains, platform activities like Rolling-IN/OUT, watering

(outsourcing), interior cleaning, RCD depot and emergency works are

attended.

45

3.6 Passenger trains attention in platform:

Platform activities (PFTR and through trains attention)

The following activities are performed at MAJN as per revised working

maintenance pattern and Rake link booklet No.54 issued by Southern

Railway.

✓ Reception and dispatch of pass through trains

✓ Loco changing for operational convenience

✓ Platform turn round passenger trains for the attention of sweeping

lavatory cleaning etc.

✓ Watering of passenger coaches for nominated trains

✓ Clean train station (CTS) scheme is existing at MAJN.

✓ In motion weigh bridge (IMWB) is situated at Panambur.

✓ Railway consumer depot (RCD) is situated in front of platform No.1

for fueling nominated/required locos.

3.8 In MAJN station there is no Primary and Secondary activities of

passenger trains. Here the only attention of Platform activities likes

Rolling-In/Out examination, CTS, watering and minor repair attention of

en-route, turn round (PFTR), reception (Rolling-IN) and dispatching

attention of passenger trains.

46

3.9 Platform attention of MAJN under platform supervisor:

List of trains passing through MAJN station are tabulated below:

List of Trains at/passing through MAJN

Sl.No. Train No. Type No. of

Coaches

Service in

a week

1 10215/16 Exp 22 1

2 11097/98 Exp 19 1

3 12133/34 SF 17 7

4 12201/02 SF 15 2

5 12218/17 SF 22 2

6 12223/24 SF 14 2

7 12283/84 SF 16 1

8 12431/32 SF 18 3

9 12483/84 SF 22 1

10 12617/18 SF 23 7

11 12977/78 SF 24 1

12 16311/12 Exp 22 1

13 16333/34 Exp 23 1

14 16335/36 Exp 23 1

15 16337/38 Exp 23 2

16 16345/46 Exp 23 7

17 16515/16 Exp 16 5

18 16517/18 Exp 23 7

47

19 16523/24 Exp 14 7

20 16575/76 Exp 14 3

21 19259/60 Exp 18 1

22 19261/62 Exp 18 1

23 19577/78 Exp 21 2

24 22113/14 SF 22 2

25 22149/50 SF 19 2

26 22475/76 SF 16 1

27 22629/30 SF 17 1

28 22633/34 SF 18 2

29 22654/53 SF 18 2

30 22656/55 SF 18 2

31 22659/60 SF 21 1

32 56640/41 Pass 16 7

33 56642/43 Pass 5 7

34 56647/46 Pass 5 7

35 56645/44 Pass 5 7

36 70105/06 DEMU 8 7

Sub Total 638 114

Average Passing Through

trains on a day

114/7=16.29 16.29 pairs

Average No. of Pass

through trains in a shift

16.29/3=5.43

Say 6 Pairs

6 pairs

48

As per SR/Rake link booklet 2016-17, Trains-10215/16; 12223/24;

12431/32; 16516/15; 16523/24; 19262/61 and 22659/60 are the trains

nominated or Rolling-In Examination at MAJN.

3.10 PFTR attention is provided for the following trains only.

Sl.No Train No Type No. of coach Average Coach

per day

1 12133/34 Exp 17 17

2 16515/16 Exp 15 15

3 16576 Tri

Weekly

Exp 14 6

Total 46 38

PFTR attention in a day = 38 coaches avg.

PFTR attention in a shift (38/3) = 13 coaches per shift

Note: The Train No.16576 requires ETR at MAJN. PFTR trains also,

dispatched from this end. Staff who are engaged in PFTR activities take

care of the responsibility of dispatching the above said trains.

Through train attention in a day (114/7) = 16.29 Pairs

Through train attention in a shift (16.29/3) = 6 Pairs

From the above, the manpower requirement of PFTR and for Through

train attention including Rolling-In/out and other checking/ examination

is 5 staff per shift on need basis. The manpower requirement for cleaning

and watering activities is dealt in subsequent para.

49

3.9 Cleaning and Watering of passenger coaches:

Railway Board has evolved Clean Train Station (CTS) Scheme to clean

the coaches in en-route to meet the passenger needs. At MAJN, 5-7

staff has been deputed to CTS scheme and functioning satisfactorily. In

order to maintain nominated enroute trains in a clean manner and upto

the satisfaction of travelling passengers in the age of digitalization, the

study has allowed the above staff and it can be continued as such.

Watering works has already been outsourced to private agency as

particularized in para 2.26.

The total number of trains, CTS attention given per week is 51.

The average number of trains, CTS attention given per day is 7.3.

The available time for a CTS train is between 15 to 20 mts..

While observing during field Inspection, it is seen that 5/6/7 employees

are regularly deployed for CTS work, whereas SSE/C&W/MAJN able to

manage with 5 staff, most of the days. Hence the regularly the staff

deployment seems be justifiable for daily CTS activities. Work Study

Team allows 5 staff (inclusive of RG) for CTS activity.

3.10 Man Power requirement for Coaching activities at MAJN Platform:

Average No. of Through attention in a shift - 6 pairs

Average No. of PFTR attention in a shift - 13 Coaches

Average No. of ETR & Dispatch attention in a shift - 1 Train

The quantum of work was analysed and it is noticed that both sides

rolling-in examination staff are required to the average of 6 trains in a shift. If

four staff are engaged for the rolling-in examination, they can very well take

care of Rolling-In/Out; it took hardly 2 hours to the maximum and remaining

50

time 13 coaches PFTR activities can be attended. For the despatch & the

demanded attention, if any, in the through trains can be managed with one

more staff. Together, on need basis, 5 staff are allowed in a shift for PF activities.

Total number of staff required for Platform activities (5 X 3) = 15

CTS staff (Five staff are permitted in Gen Shift) = 5

Sub Total = 20

RG 16.66% = 3.33

Total = 23.33

3.10 Yard Maintenance of wagons:

The study is mainly based on the report of the Manpower Productivity

committee published in the year-1986 and Maintenance of Wagon

manual. Now it is 2017, over the period of 30 years, the technological

advancement has undergone sea change like introduction of air brake

system, CBC couplings, Roller bearing, helical spring etc reduced the

physical fatigues considerably.

Yard attention trend for 2016-17:

Sl.No. Month &Year No. of wagons

1 April-2015 936

2 May-2015 717

3 June-2015 889

4 July-2015 986

5 Aug-2015 979

6 Sept-2015 1131

7 Oct-2015 1371

51

8 Nov-2015 1603

9 Dec-2015 1602

10 Jan-2016 956

11 Feb-2016 1041

12 Mar-2016 1513

13 April-2016 1345

14 May-2016 1614

15 June-2016 1527

16 July-2016 1809

17 Aug-2016 2184

18 Sept-2016 1940

19 Oct-2016 1621

20 Nov-2016 1731

21 Dec-2016 1697

22 Jan-2017 2043

23 Feb-2017 1924

24 Mar-2017 1652

25 April-2017 1045

26 May-2017 1292

27 June-2017 1233

Total 38381

The number of wagons attended per shift based on the attention of

goods wagons in the yard, as such,

No. of wagons attended for 27 months - 38381

No. of wagons attended/month (39027/27) - 1421.52

No. of wagons attended/day (1445.44/30) - 47.39

52

No. of wagons attended/shift (47.39/3) - 15.80

From the work load of 47.39 wagons/day has attended for

maintenance including minor repairs at yard in 3 shifts, the minor repair

may occur 5 to 10 %.

Mode of BPC issued trend for 2016-17:

Sl.No. Mon & Year Year Premium Intensive Closed circuit

(Terminating)

1 April 2015 22 19 1

2 May 2015 14 16 2

3 June 2015 18 26 2

4 July 2015 23 31 1

5 Aug 2015 20 21 2

6 Sept 2015 28 16 0

7 Oct 2015 28 23 2

8 Nov 2015 36 10 0

9 Dec 2015 36 17 1

10 Jan 2016 39 15 1

11 Feb 2016 23 22 1

12 Mar 2016 32 14 3

13 April 2016 21 19 0

14 May 2016 28 12 2

15 June 2016 23 21 1

16 July 2016 31 16 2

17 Aug 2016 34 26 0

18 Sept 2016 26 26 1

19 Oct 2016 31 19 1

53

20 Nov 2016 33 20 2

21 Dec 2016 27 23 3

22 Jan 2017 31 19 2

23 Feb 2017 28 11 1

24 Mar 2017 29 13 1

25 April 2017 26 9 1

26 May 2017 33 12 0

27 June 2017 24 23 1

Total 744 499 34

No of premium rake attention for 27 months - 744.00

No of premium rake attention / month (744/27) - 27.55

No of premium rake attention / day (27.55/30) - 0.92

No of intensive rake attention for 27 months - 499.00

No of intensive rake attention / month (499/27) - 18.48

No of intensive rake attention / day (18.48/30) - 0.62

No of Through BPC rake attention for 27 months - 34.00

No of Through BPC rake attention/month (34/27) - 1.37

No of Through BPC rake attention / day (1.37/30) - 0.04

54

Fig 2 : BPC Trend

Manpower required as per yardstick available in the wagon manual :

Intensive Checking:

1) Premium rake : 0.92 trains/day X 75 man hours = 69.0 mh

2) End to End rake : 0.62 trains/day X 56 man hours = 34.72 mh

3) CC Rake : 0.04 trains/day X 100 man hours = 4.0 mh

107.72 mh

Terminating (In coming) Checking:

1) Premium rake : 0.92 trains/day X 6 man hours = 5.52 mh

2) End to End rake : 0.62 trains/day X 6 man hours = 3.72 mh

3) CC Rake : 0.04 trains/day X 10 man hours = 0.40 mh

9.64 mh

22

14

18

23

20

28 28

36 36

39

23

32

21

28

23

31

34

26

3133

27

31

2829

26

33

24

19

16

26

31

21

16

23

10

1715

22

14

19

12

21

16

26 26

1920

23

19

1113

9

12

23

12 2

12

02

01 1 1

3

02

12

01 1

23

21 1 1

01

0

5

10

15

20

25

30

35

40

45A

pr-

15

May

-15

Jun

-15

Jul-

15

Au

g-1

5

Sep

-15

Oct

-15

No

v-1

5

Dec

-15

Jan

-16

Feb

-16

Mar

-16

Ap

r-1

6

May

-16

Jun

-16

Jul-

16

Au

g-1

6

Sep

-16

Oct

-16

No

v-1

6

Dec

-16

Jan

-17

Feb

-17

Mar

-17

Ap

r-1

7

May

-17

Jun

-17

BPC Trend

PREMIUM INTENSIVE CC

55

Orginating (Outgoing) Checking:

1) Premium rake : 0.92 trains/day X 6 man hours = 5.52 mh

2) End to End rake : 0.62 trains/day X 10 man hours = 0.62 mh

3) CC Rake : 0.04 trains/day X 10 man hours = 0.40 mh

6.54 mh

Total man hours required (107.72+9.64+6.54) = 123.90 mh

Staff required for yard attention is (123.90/8) = 15.48 men

(Incl. RG)

Therefore, total manpower requirement for Yard maintenance/day is

= 15.48 men

3.11 SICK LINE ATTENTION:

In sick line, the wagons detached from formation were attended to

various mechanical repairs like lifting for side bearers repairs, under gear

repairs, brake gear repairs, suspension, couplers, doors, etc. Necessary

welding works also carried out, as required and air testing also

conducted with single Rake test rig. Sick line is working in day shift only

in all the days in a week. Sick line is for the purpose of rectification of

repaired wagons for mechanical repairs with all facilities like lifting,

welding, air testing, etc. There is no IOH & ROH activity at MAJN Depot.

Wagons are sent to SRR for IOH and JTJ for ROH.

Total number of Wagons marked sick for 27 months from April 2015 to

June 2017 are tabulated below, to analyze the trend.

Wagons marked Sick Trend

Month

/Year 2015-16 2016-17

%

Inc/Dec 2017-18 % Inc/Dec

April 176 160 -9.09% 121 -24.38%

May 121 112 -7.44% 103 -8.04%

June 214 155 -27.57% 118 -23.87%

56

July 210 160 -23.81%

Aug 175 199 13.71%

Sept 127 171 34.65%

Oct 189 111 -41.27%

Nov 164 139 -15.24%

Dec 203 108 -46.80%

Jan 158 180 13.92%

Feb 150 105 -30.00%

Mar 160 105 -34.38%

Total 2047 1705 -16.71% 342 -19.91%

Grand Total 4094.00

Wagons Marked Sick Per Month

(4094/27) 151.63

Wagons Marked Sick Per Day

(151.63/30) 5.05

Sick Line Attention Trend

Month

/Year 2015-16 2016-17

2016-17

Comp

%

2017-18

2017-18

Comp

%

April 36 62 72.22% 46 -25.81%

May 27 33 22.22% 48 45.45%

June 46 50 8.70% 43 -14.00%

July 42 21 -50.00% - -

Aug 28 52 85.71% - -

Sept 27 52 92.59% - -

Oct 42 31 -26.19% - -

Nov 34 55 61.76% - -

Dec 39 53 35.90% - -

Jan 45 81 80.00% - -

Feb 16 49 206.25% - -

Mar 30 59 96.67% - -

Total 412 598 45.15% 137 -5.52%

Grand Total 1147.00

Sick Line Attention Per Month (1147/27) 42.48

Sick Line Attention Per day (42.48/27) 1.42

57

Fig 3: Sick Line Trend

From the above table, it is clear from the statistics that the sick line

activities have increased that of 412 in year 2015-16 to 598 in 2016-17.

The average number of wagons attended in sick lines is calculated

below.

Sick Line attention for the year 2015-16 = 412

Sick Line attention for the year 2016-17 = 598

Sick Line attention for the year 2017-18 = 137

(till June 17)

--------

Sick attention April 16-June 17(27 months) = 1147

April May June July Aug Sept Oct Nov Dec Jan Feb Mar Total

2016-17 % 72% 22% 9% -50% 86% 93% -26% 62% 36% 80% 206% 97% 45%

2017-18 % -26% 45% -14% -5.52

72%

22%9%

-50%

86%93%

-26%

62%

36%

80%

206%

97%

45%

-26%

45%

-14%-5.52%

-110%

-55%

0%

55%

110%

165%

220%

Sick Line Trend Pectange Comparison

among 27 months

2016-17 % 2017-18 %

58

Total No of wagons attended are sick line = 1147

No. of wagons attended / month (1147/27) = 42.48

No. of wagons attended / day (42.48/30) = 1.42

The yardstick for a depot holding 1000 wagons, the sick arising is 10

wagons which require 40 men including RG and LR. MAJN depot wagon

holding is far below 1000. Therefore, manpower required for 1.42

wagons per day is (1.42 X 40)/10 = 5.68 staff including RG and LR.

The man power allowed for sick line is not only for sick wagon attention

but also for keeping the tools, Machinery and Equipment in fine mettle.

On need basis, as per above calculations the staff requirement is 5.68

men only to attend the average sick attention of 1.42 wagon per day.

While conducting the work study, it was observed that minimum 7 staff

(excluding Welders) required. On need basis, 4 welders (incl RG & LR)

are allowed at this Depot.

Total requirement for Sick Line = 11 Men (Incl.RG & LR).

3.12 Railway Consumer Depot (RCD):

MAJN is the station in the north-west of Southern Railway to operate

trains towards SRR, PGT, CBE, MAS, SBC, MYS, TVC and KRCL. As such,

there is a Railway Consumer Depot functioning 24 hours to fuel the diesel

locos of nominated trains and on need to other trains also. it requires

about 15 minutes to fuel the loco within the allotted time of stoppage

of trains.

Working procedure of RCD fueling:

First & Second Person @RCD Bottom

Third Person @RCD Top

The first person is nominated for attending to connection/disconnection

at the fueling point. The Second Person with Walkie-Talkie is on constant

alert and in communication with the Duty Station Master/Cabin &

incoming Loco Pilot in regard to requirement of fuel. Based on

instructions from the Duty SM/Cabin and requirement from the Loco

59

Pilot, simultaneously enters the Loco information and other details in the

Fueling Register. Immediately after ascertaining the quantity required to

be fueled, the second person informs, the same, to the third person at

the RCD Top to operate the pump duly setting the quantity required in

the flow meter.

After fueling of required quantity, the third person informs the first person

and then the first person removes the hose from the Loco after closing

the Valve. Thereafter, the second person gets

signature/acknowledgement in the fueling register from the Loco Pilot.

The second person duly informs the Duty SM/Cabin about the

completion of fueling activities. It is to be noted here that all the

communication concerned to this fueling activity is taking place

through Walkie-Talkie only. This whole activity of fueling is completed

within 15 mts.

Note: The fuel storage tanks and pumping machineries are supplied and

maintained by BPCL.

3.12.1 List of nominated trains locos for fueling: As per SR/Rake link booklet

No.57: 2016-17, 30 trains locos are nominated or fueling, as tabulated

below:

Sl.No Train No. Fueling

1 10215 / 16 ✓

2 11098 / 97 ✓

3 12133 / 34 ✓

4 12202 / 01 ✓

5 12217 / 18 ✓

6 12223 / 24 ✓

8 12284 / 83 ✓

9 12431 / 32 ✓

10 12483 / 84 …

11 12617 / 18 ✓

12 12620 / 19 ✓

60

13 12977 / 78 ✓

14 16312 / 11 ✓

15 16334 / 33 ✓

16 16336 / 35 ✓

17 16338 / 37 …

18 16346 / 45 …

19 16516 / 15 ✓

20 16517/18 ✓

21 16523 / 24 ✓

22 16575 / 76 ✓

23 19260 / 59 ✓

24 19262 / 61 ✓

25 19578 / 77 ✓

26 22113/14 ✓

27 22149 / 50 ✓

28 22475 / 76 ✓

29 22630 / 29 ✓

30 22633 / 34 ✓

31 22653/ 54 ✓

32 22655 / 56 ✓

33 22659/60 ✓

Total 30

3.12.2 Sampling for 15 days from 21.06.2017 to 05.07.2017, fueling to locos per

day is as under:

Sl.No. Date No.of Locos

Fueled per day

1 21.06.2017 33

2 22.06.2017 30

61

3 23.06.2017 23

4 24.06.2017 31

5 25.06.2017 28

6 26.06.2017 33

7 27.06.2017 26

8 28.06.2017 27

9 29.06.2017 32

10 30.06.2017 30

11 01.07.2017 32

12 02.07.2017 32

13 03.07.2017 30

14 04.07.2017 27

15 05.07.2017 32

Total for 15 days 446

As per Sampling, No. of locos fueling per day is 446 / 15 = 29.7 say 30.

3.12.3 Fueling Trend: At RCD-Top, HSD has been decanted to tune of 1403

Lorries at a rate of 3.55 per day, and 12,402 locos have been fueled at

a rate of 31.39 per day as given in the below table:

Fueling of Lorries Trend @RCD 2016-2017

Sl.No. Month Year No. of

Lorries

Decanted

No. of

Locos

fueled

HSD Issued

(Ltrs)

1 June 2016 107 906 2085200

2 July 2016 107 988 2290850

3 August 2016 112 953 2217750

4 September 2016 114 919 2190800

5 October 2016 117 996 2312700

6 November 2016 109 961 2130375

7 December 2016 107 991 2150500

8 January 2017 102 1001 2132100

62

9 February 2017 105 917 1975450

10 March 2017 106 954 2065800

11 April 2017 94 948 2126350

12 May 2017 124 994 2251100

13 June 2017 99 874 1975800

Total for 13 months

June’16-June’17

1,403.00 12,402.00 27,904,775

Per Month 107.90 954.00 21,46,521

Per Day 3.55 31.39 70645

Say locos fueled per day- 32

Fig 4: Locos fueled RCD

906

988

953

919

996

961

991

1001

917

954948

994

874

860

880

900

920

940

960

980

1000

1020

May-16 Jun-16 Aug-16 Oct-16 Nov-16 Jan-17 Mar-17 Apr-17 Jun-17 Aug-17

No. of Locos fueled

63

The activity of loco fueling, from the pre-positioning to till completion of

fueling takes 15 minutes. Considering 32 locos/per day at the maximum,

the active hours in a day is 32 X 15 = 480 minutes. It is converted into 8

hours. Here the in-active period is more than 12 hours.

From the nature of this active Vs In-active period, it is very pertinent here

to consider their duty as Essentially Intermittent like Saloon attendants

and Gate keepers. So, the study team suggests 12 hours shift for RCD

staff.

Suggestion for Essentially Intermittent Roster:

For Essentially Intermittent roster

2 shift x 3 staff = 6

RG at 16.66 % = 1

For day duty (1 x 1) = 1

Sub total = 8

Total staff for RCD depot = 8

If Essentially Intermittent Roster is implemented, the requirement of staff

for RCD depot is 8 vs 11.5 for Continuous Roster.

In view of the above, it is suggested that Essentially Intermittent Roster

may be implemented for the RCD staff.

At the same time, it is also noticed that number of fueling points in the

station/yard has increased from 22 to 33 points. In addition to that,

number of nominated train locos for fueling has increased to that of 30

from a mere 14 in the year 2014, when work study was last conducted.

Hence, on need basis, Staff required is assessed as 3 in continuous roster

and one staff in day duty only.

64

Hence, currently the manpower requirement for RCD depot is:

For Continuous roster (3 x 3) = 9

RG at 16.66 % = 1.5

For day duty (1 x 1) = 1

Sub total = 11.5

Total staff allowed for RCD depot = 11.5

3.13 Material storage / Accountal:

The required materials are collected from General stores depot and

other divisions / Railways according to the requirement and disposal for

condemnation with relevant records are maintained at stores section.

There are 53 items for stocked and 93 items for Non-stocked has been

maintained the SSE/C&W/MAJN. The regular activities in stores are,

▪ Planning of C&W items requirements / projection

▪ Procurement of items stock, Non-stock and imprest

▪ Issues to daily usage

▪ Collection of materials from nominated stores, depot and other

stations

▪ Correspondence, record maintenance, statements etc

▪ Disposal of condemnation.

Most of the stores activities overlap with that of activities

performed by Ministerial staff stationed at Office of the

SSE/o/C&W/MAJN. Due to very fact that Ministerial staff of 4

have been noticed to be maintaining records, correspondence

regarding Stores. However, activities involving movement such as

65

procurement of stock, issues to daily usage, collection of

materials from nominated stores etc., are exclusively performed

by Stores staff only.

Manpower requirement for the store activities on need base is 3 staff.

3.14 Ancillary Unit requirement:

Panambur – Goods Yard:

This office is under control of SSE/C&W/MAJN depot. At present, two

staff are deputed for attending maintenance/minor repair works

regularly Panambur. Also there is a In motion weighing machine

(Electronic) which is maintained by M/s Digital Weighing System (P) Ltd,

Bilaspur under AMC.

Observation at the field by the Work Study team: The actual time spent

for Maintenance/Checking per Rake is approx.. 20 Minutes. The

average Rake 5 per day, based upon the data from April’2016 to

June’2017.

Since the study has allowed the above two staff as such.

Staff deployed at Panambur = 2 staff

3.15 Ministerial staff:

The ministerial staff sanctioned posts is 4 and the actual is 4. The office

work is managed by OS, Sr.Clerk and Two Clerks.

It is observed that One clerk is long absent. (As such services of 1 NPB

staff is being utilized in lieu of long absent clerk).

Therefore, 1 OS, 1 Sr.clerk and 2 clerks is adequate to maintain the office

of SSE/C&W/MAJN.

66

3.16 Supervisors:

Presently, 6 Supervisors- SSE/JEs are available and detailed split up is as

given below:

Over all in-charge, SSE = 1

Platform supervision / shift (including RG) = 4

Sub total = 5

LR at 12.5 % = 0.63

Total = 5.63 say 6

Therefore, the manpower requirement of supervisors is allowed as it is.

67

3.17 Summary of staff requirement at SSE / C&W / MAJN:

The summary of staff requirement at SSE/C&W /MAJN is as under.

PFTR & Through train attention (5x3) = 15

CTS = 5

Sub Total = 20

RG at 16.66 % = 3.33

Total for platform activities (I) = 23.33 23.33

Yard attention (including RG) = 15.48

RCD – depot activities (including RG) = 11.50

Stores activities = 3

Panambur Yard = 2

Sub Total (II) = 31.98 31.98

I + II = 55.21 55.21

LR @12.5% 6.90

Total 62.11

Sick line activities (incl. RG & LR) = 7

Welder (Incl.RG & LR) = 4

Sub total = 11 11.00

Net total 73.11

Ministerial staff 4.00

Supervisory staff of C&W/MAJN (including LR) 6.00

Grand Total 83.11

Say 83

The above staff may be adequate to manage smooth functioning of

SSE/C&W at MAJN.

68

Sanction vs Requirement:

Sanction Requirement Surplus

90 83 07

Recommendation:

The following posts are surplus to the requirement and these may be

surrendered and credited to the vacancy bank.

Sl.No Category Grade in Rs No.of posts

1 Tech.Gr,I (Welder) 2800 1

2 Tech.Gr.II (Welder) 2400 1

3 Tech.Gr.III (Welder) 1900 1

3 Helper (C&W) 1800 4

Total 7

69

CHAPTER - IV

Planning Branch’s Remarks on Co-Ordinating Officer’s Views

Co-ordinating Officer’s views were received vide ADME/MAQ’s letter No. Nil dt.

20.08.2017 and the remarks of the Planning Branch on the Co-ordinating

officer’s views is appended below.

4.1 Co-ordinating Officer`s views/comments( Para 1):

Surrendering of 03 posts of Welders-Reg:

Sl.No Category GP (Rs) Sanctioned Actual Vacancy Excess

1 Welder I 2800 3 1 2 0

2 Welder II 2400 1 0 1 0

3 Welder III 1900 4 3 1 0

At present MAJN depot has only 4 welders. Three welders are being used for

platform and one welder for sick line and no welder for RG batch. Already we

are suffering due to non availability of welder for RG batch. Further checking

rake gets delayed because of heavy welding attention at yard itself. One welder

has to attend more than 40 wagons (box n) in a single rake and he has to do

work continuously till his duty hour and it is very harmful to the welder. Further

welding work is tougher than the other technical work related to wagons. More

over if BOBRN rake comes there will be heavy welding attention and we call

one more welder by cancelling his rest. Keeping all this above said in mind the

vacancy was created in the last work study,

Also there is no Gas cutter, riveter post created at majn. All this works

are being carried out only by a single welder in sick line.

Hence this majn/c&w/depot needed minimum 06 welders (3shift

duty platform, 01 for sickline duty, 01 for RG for both platform, 01

welder will be used as gas cutter)

UPCL is expanding their infrastructure at UDUPI power plant and 09 to 12 more

BOBRN rakes will be run.

70

Based on the above said facts, surrendering of 03 welder post is not at all

affordable in current scenario.

Planning Branch Remarks:

Considering the views of the Co-Ordinating Officer, the requirement of six (6)

Welders is agreed to.

4.2 Co-ordinating Officer`s views/comments (Para 2):

SURRENDERING 04 Post of helper/c&w-Reg:

a) MAJN is a nominated station for CTS activities which are being handled by

helpers/c&w/majn

b) All the Trains by passing Mangalore Central in between 08-17 hrs are coverd

under CTS. Average 7 persons are deputed for the same.

c) An average 02 helpers are deputed for sick line activities.

d) There is no helper added for sickline in work study.

e) Minimum of 04 helpers are required in sickline for day to day activity like

changing center pivot, CBC, transportation of materials from store to sick

line, assistance for welder and cleaning of welding sick line and its premises.

f) At majn no fueling clerks are posted, same duty is being carried out also

by helpers.

g) Maintenance of running room, messenger duty, outstation material

collection from PGT and PERAMBUR workshop, store maintenance are

currently being carried out by helpers only.

h) More over the available time for CTS Train is maximum 10 mts only. But it

is mentioned in work study report, the available for CTS train is 15 to 20

mts. Within 08 to 10 minutes, we have to complete CTS for 22 coaches of

a train. It is not at all possible to complete cleaning for all the coaches of

train with this available 05 staff. Minimum 06 staff jet cleaning and 04 staff

for garbage collection are required. Already we have been getting so many

passenger complaints regarding cleaning of trains. Besides PFTR attention

for special trains are getting increased.

Hence surrendering 04 posts of helper/c&w in current scenario is not at all

advisable. This is for your kind information and action please.

71

Planning Branch Remarks:

Agreed the views of Co-ordinating Officer under Para 2 (b). Based on the

field observation the work study has allowed 5 staff for CTS work. On

receipt of the views of the Co-ordinating Officer and the same has been

considered, the work study team has allowed two (2) more Helpers/C&W

for CTS activity. Thus, requirement of staff for CTS work is 7.

Co-ordinating Officer’s views under Para 2 (e) is not agreed to, as sufficient

man power is allotted for Sick Line activity. (Seven-7 staff for Sick Line are

allotted in addition to revised requirement of welders).

Co-ordinating Officer’s views under Para 2 (g) is not agreed to, as three (3)

staff are allowed for stores activity.

Revised summary of sanction Vs Requirement :

Category Grade Pay (Rs.) Sanction Actual Requirement Surplus

SSE 4600 3 3 3 0

JE 4200 3 2 3 0

OS 4200 1 1 1 0

Sr.Clerk 2800 3 3 3 0

Sr. Technician/

C&W

4200 4 3 4 0

Tech. Gr. I/C&W 2800 10 5 10 0

Tech. Gr. II/C&W 2400 8 8 8 0

Tech. Gr. III/C&W 1900 19 19 19 0

Helper/C&W 1800 31 37 29 2

Tech Gr.I (Welder) 2800 3 1 3 0

Tech Gr.II

(Welder)

2400 1 0 1 0

Tech Gr.III

(Welder)

1900 4 3 2 2

Total 90 85 86 4

The total requirement is 86 and the study team recommends

surrendering of 4 posts in various categories.

Hence, it is requested to surrender the 4 posts –Two (2) posts of

Helper/C&W and Two (2) posts of Tech Welder Gr.III, identified as

Surplus.

72

CHAPTER - V

5.0 FINANCIAL SAVINGS :-

If the revised recommendations of the study report are implemented,

the annual recurring financial savings will be as under:-

Sl.

No. Category

Grade

pay

(Rs.)

No.

of

posts

Mean

Pay

(Rs.)

Annual

Financial

savings (Rs.)

1 Tech.Gr.III (Welder) 1900 2

43,212 10,37,088

2 Helper (C&W) 1800 2

38948 9,34,752

Total 4

19,71,840

73

ANNEXURE – I

SAVE’ STATEMENT OF C&W DEPOT/MAJN AS ON 30.05.2017

Category Grade Pay (Rs.) Sanction Actual Vacancy Excess

SSE 4600 3 3 0 0

JE 4200 3 3 0 0

OS 4200 1 1 0 0

Sr.Clerk 2800 3 2 1 0

Sr. Technician/C&W 4200 4 3 1 0

Tech. Gr. I/C&W 2800 10 5 5 0

Tech. Gr. II/C&W 2400 8 8 0 0

Tech. Gr. III/C&W 1900 19 19 0 0

Helper Gr.II/C&W 1800 31 39 0 8

Tech Gr.I (Welder) 2800 3 1 2 0

Tech Gr.II (Welder) 2400 1 0 1 0

Tech Gr.III (Welder) 1900 4 3 1 0

Total 90 87 11 8

74

ANNEXURE – II

STATEMENT SHOWING STAFF POSITION OF C&W DEPOT/MAJN AS ON 05.07.2017

Category Grade Pay (Rs.) Sanction Actual Vacancy Excess

SSE 4600 3 3 0 0

JE 4200 5 2 3 0

OS 4200 1 1 0 0

Clerk 2800 3 3 0 0

Sr. Technician/C&W 4200 4 3 1 0

Tech. Gr. I/C&W 2800 10 5 5 0

Tech. Gr. II/C&W 2400 8 8 0 0

Tech. Gr. III/C&W 1900 19 19 0 0

Helper Gr.II/C&W 1800 32 37 0 5

Tech Gr.I (Welder) 2800 3 1 2 0

Tech Gr.II (Welder) 2400 1 0 1 0

Tech Gr.III (Welder) 1900 3 3 0 0

Sub total 92 85 12 5

CLI 4600 1 1 0 0

LP/Shunter Gr.I 4200

2 2 0 0

LP/Shunter Gr.II 2400

Tech I (Loco) 2800 2 1 1 0

Sub total 5 4 1 0

Grand total 97 89 13 5

75

ANNEXURE – III

Sheet – 1

BENCHMARKING NORMS FOR MAINTENANCE STAFF PROVISIONS FOR

COACHING MAINTENANCE

ANNEXURE TO BOARD’S LETTER 2000/M©/143/5, dated 24.12.2001

Sl. No.

Activity Prevalent Norms

Unit/men Benchmarking Norms

Unit/men

1 Primary Maintenance

Primary Men / Coach /

Day

Super Fast / Long

distance Trains – 1.2

Mail / Express – 1

Pass. Trains – 0.8

Men / Primary Coach

handled per day

Superfast / Long

distance trains: 1.1

Mail / Express – 0.9

Pass. Trains – 0.75

2 Secondary

Maintenance

50% of Primary

Men / coach examined

/ day

Superfast / long

distance trains – 0.55

Mail / Express

Trains – 0.45

Pass. Trains – 0.36

3

Enroute Train

Passing.

Turn round attention.

Terminating /

originating (Inclusive

of cleaning and

examination of

Platform but

excluding interior dry

cleaning of turn round

trains

As per local practice

Men / coach examined per day (up and down

pair of trains to be

counted as one rake)

Superfast / Long

distance trains – 0.26

Main / Express Trains –

0.23

Pass. Trains – 0.18

76

ANNEXURE – III

Sheet – 2

Sl.

No. Activity Prevalent Norms

Unit/men

Benchmarking Norms

Unit/men

4 Sick Line Attention 0.15 / coach held 0.14 / coach

5

Cleaning & complete

washing

0.7 / coach maintained

daily including primary

and secondary trains

0.55 coach maintained

daily including primary

and secondary trains.

6 Only for dry cleaning 0.5 / coach cleaned 0.45 / coach cleaned

7 Watering Not covered

A committee is

separately examining

the area. For the

present requirement

may be based on local

conditions.

8 Material storage /

accounting 32 men

26 men for each

coaching depot holding

150 or more coaches

9 Linen management 0.27 men / AC coach 0.22 / AC coach holding

10 Inspection carriage 2.2 / insp. Carriage 1.76 / insp. Carriage

11 Train escorting staff

As per Boards letters 99 / TGV /12/2, dated

13.03.99

No Change

12 Statistical Work 10 men 8 men only for depots

holding 150 or more

coaches

13 Outstation / Line

Attention 7 men NIL

14 Pest Control Already Outsourced No Change

77

ANNEXURE – III

Sheet – 3

Sl.

No. Activity

Prevalent Norms

Unit/men

Benchmarking Norms

Unit/men

15

Waste disposal

Pit line sweeping &

drain cleaning

Security and locking of

rakes

Already Outsourced

Already Outsourced

Already Outsourced

No Change

Railways where yardstick provides for

staff for these items of work may work

towards outsourcing based on local

condition

16 Staff Training

requirement of trainers Not covered

Not covered by

benchmarking norms

to be provided on

Need basis

17

ART and accident relief

Mill wright, W.

measures and ancilliary

staff

Not covered

Not covered by

benchmarking norms

to be provided based

on existing norms for

accident relief trains

of different types and

on need basis for

other tasks

1. The above norms (other than sick line) are inclusive of rest giver

allowance (RG), but Leave Reserves (LR) may be provided as

applicable. For sick line, both LR & RG are included.

2. The Norms do not cover ministerial staff and divisional control staff

which may be provided according to local practices.

...

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