CBF SALEM - DIVISION - Indian Railway

3

WORK STUDY TO REVIEW

THE STAFF STRENGTH OF

SSE / P.Way / CTR/ CBF

SALEM - DIVISION

4

SOUTHERN RAILWAY

PLANNING BRANCH

G. 275 / WSSR-111718 / 2017-18

STUDIED BY

WORK STUDY TEAM

OF

PLANNING BRANCH

SEPTEMBER - 2017

.

WORK STUDY TO REVIEW THE

STAFF STRENGTH OF

SSE / P.Way / CTR / CBF

SALEM - DIVISION

5

(i)

I N D E X

SERIAL

NUMBER

CONTENTS PAGE

NUMBER

(i) ACKNOWLEDGEMENT

1 (ii) AUTHORITY

(iii) TERMS OF REFERENCE

(iv) METHODOLOGY

(v) SUMMARY OF RECOMMENDATIONS 2

CHAPTERS

I INTRODUCTION 3 - 10

II PRESENT SCENARIO 11 – 28

III CRITICAL ANALYSIS 29 – 45

IV PLANNING BRANCH’S REMARKS ON CO-ORDINATING

OFFICER’S VIEWS

46

V FINANCIAL SAVINGS 47

ANNEXURES

I SCALE CHECK OF DPO/SA AND SSE/P.Way/CTR - CBF

48 - 49

II CT CIRCULARS 50 - 52

III TRMS – CALCULATION 53 - 55

.

1

(i)

ACKNOWLEDGEMENT

The study team gratefully acknowledges the valuable guidance and

co-operation given by ADRM, Sr.DEN/Co.ord & DEN/W/SA for successful

completion of the study.

Again, the study team thankful to ADEN/PTJ, the Co-ordinating Officer, has

rendered great co-operation in analyzing the data and thoroughly

discussed the pros and corns, for proper completion of the study in time.

The work study team thankful to SSE/P.Way/CTR/CBF(Co-ordinating

Supervisor), other supervisors and staff for giving data in completing the

study.

(ii)

AUTHORITY

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

18.

(iii)

TERMS OF REFERENCE

Work study to review the staff strength of SSE/P.Way/CTR-CBF in the light of

TRMS formula by CMCNTM.

(iv)

METHODOLOGY

1) Collection of data

2) Observation of present system of working

3) Interaction with Co-ordinating officer, Co-ordinating supervisor and

other supervisors & staff.

4) Analysing the data collected and assessment of manpower

requirement based on the TRMS Rational formula of CMCNTM and

need base for ground situations.

.

2

(iv)

SUMMARY OF RECOMMENDATIONS

The following 23 vacant posts are found excess to the requirement and

the same may be surrendered and credited to the vacancy bank.

Sl.

No. Category

Grade pay

(Rs.)

No. of

posts

1 Carpenter Sr.Tech 4200 2

2 Blacksmith Gr.I 2800 1

3 Blacksmith Gr.II 2400 1

4 Track Maintainer Gr-III 1900 6

5 Track Maintainer Gr-IV 1800 13

Total 23

Total No of Posts : 23 (Vacant Posts)

.

CHAPTER – I

3

1.0 INTRODUCTION

1.1 Indian Railways a part and parcel of every Indian’s life, which cannot

imagine the India without Railways, because this system is the back

bone of Indian Economy and one of the Pillars of our Nation.

1.2 The Hon’ble Prime Minister of India described as “Railways perhaps

along with the Post Offices are the only two Institutions in India with

deep Network which if tapped judiciously can create substantial

improvement in the Inter-Land. Railways were always considered only

on a transport in our Country, we want to see Railways on the back

bone of India’s Economy Development”.

1.3 The first Rail Transport running in Steam Engine started on the year 1832

at England. East India Company made the Basement for Rail

Transportation in India for receiving Cotton and Iron ore to the Ports

from the Interior of the Country.

1.4 The First Indian Train started its run on track on April 16, 1853, a Saturday

evening 03.35 pm between Boribundar and Thane a distance of 34

kms.

1.5 The second Train of the India connected between Howrah and Hubli

on 15th August 1854.

1.6 The Third Train service made between Vysarpadi and Walajahroad

opened on 1st July 1856.

1.7 On the various developments this never rests System now reaches the

World highest Passenger carrier per km. As per the World Bank Data

2014 Indian Railways carried 11.54 lakh passenger per Km, where as

China, Japan and Russia together carried 11.09 lakh passengers per

Km only.

1.8 Among the 17 zones of Indian Railways, Southern Railway was formed

on 14th April 1951 by the Amalgamation of Southern India Railway,

Madras and Southern Maratha Railway and Mysore State Railway. It

4

spreads to Tamil Nadu, Kerala, Karnataka, Andra Pradesh and

Pudhucherry to the Route Kilometerage of 5075.

1.9 Among the various branches in Indian Railway, Engineering branch

maintains Buildings, Bridges & Track of Railways. The track is

paramount for Railway transportation, and it is the prime driving factor

for speed, safety and efficient operation of the trains, hence very

much importance is given to engineering branch in all aspects.

1.10 The present modern technology in permanent way, mostly used 52/60

kg rails (rarely used 90R rails), joint less (long welded rails), pre stressed

concrete sleepers with elastic rail clips, high tech welding methods,

mechanized packing through “on track heavy machines and

maintenance”, sophisticated testing’s like USFD, track oscillation

inspection cars and other modern techniques are helping for

reliability, carrying capacity, speed and safety of the Trains. Also lot of

works are outsourced in P.Way like laying, relaying and some of

scheduled maintenance works, which are reduced the work load of

Railway men. Hence it is imperative to make scrutiny of the man

power requirement for track maintenance.

1.11 Some important technical Points about Track:

Engineering (PW) Branch: In Railways, Engineering department looked

for the fundamental basic structure is as Permanent Way. It is the

major activity of the Engineering Branch which is entrusted with the

periodical maintenance of the Track, Bridges, Works, Level crossing

gates and related areas.

A well maintained track is very essential for safety, speed and efficient

operation of trains. Continuous monitoring and inspection on daily

basis is warranted in ensuring a reliable permanent way.

1.12 Permanent way is the rail-road on which trains run. It basically consists of

two parallel rails having a specified distance in between and fastened

to sleepers, which are embedded in a layer or ballast of specific

thickness spread over the formation.

5

1.13 The main components of permanent way or track are rails, sleepers,

ballast, formation and fittings & fastenings. The basic function to perform

of each components are one by one below

✓ Rails act as girders to transmit the wheel loads of trains to the

sleepers

✓ Sleeper hold the rails in proper position and provide the correct

gauge with the help of fittings and fastenings and transfer the

load to the ballast

✓ Ballast is placed on prepared ground known as formation, which

gives a uniform level surface, provide drainage and transfers the

load to larger area of formation.

✓ Formation gives a surface, where the ballast rests and transmits

the total load of the track and that of the trains moving on it to

the ground below.

1.14 Characteristics of a good Track:

(i) Sound condition of rails, sleepers and fittings.

(ii) All fittings are available and properly tightened.

(iii) Adequate good quality and clean ballast under the sleepers and

also around it with full shoulder width.

(iv) Wear in rails, horizontal or vertical should be within limits.

(v) Alignment of rails should be perfect, kinks or other defects should

be within permissible limits.

(vi) Formation is stable with good drainage and slopes well protected

by grass or stones pitching and

(vii) Longitudinal and cross levels should be in good condition and

within allowable limits.

1.15 Annual programme of track maintenanace

The following programme is normally followed annually on Indian

Railways for systematic maintenance of track as per IRPWM.

Period Work

1. Post-monsoon

attention. For about six

a) Attention to run down length in

the entire gang beat to restore

6

months after end of

monsoon.

section to good shape.

b) One cycle of through packing

from one end of the gang beat

to the other end including

overhauling of 1/3 to ¼ of the

beat.

c) Attention during the monsoon;

For about 4 months cleaning of

side drains, catch water drains,

repairs to bank and picking up of

slacks.

2. Pre-monsoon attention:

for about 2 months prior

to break monsoon.

a) Attention to track as required;

picking up of slacks.

b) Attention to side drains, catch

water drains and water ways.

3. Lubrication of rail joints,

gap adjustment and

curve re-alighment Patrolling of track during heavy rains.

1.16 Need for Mechanised Maintenance:

The mechanised maintenance of track implies the deployment of track

machines for day to day track maintenance works which are otherwise

done by manual labour. The need for mechanised maintenance of

track is felt due to the following reasons.

(i) With the introduction of concrete sleepers, the track structure has

become very heave therefore it becomes difficult for the

gangmen to lift the track.

(ii) There are chances of breakage of concrete sleepers if the same

are hit by gangmen using the beaters.

(iii) Manual packing is very hard and strenuous job. It is not possible

with manual maintenance to get good quality track which is

essential for high speed operations.

1.17 Inspection of track:

Purpose of Inspection:

With the running trains, there is continuous degradation of track due to

vibrations. The packing of sleeper gets disturbed, the fastenings

7

become loose or some time come out of sleepers and there is general

wear and tear in rails and sleepers.

The purpose of inspection of track is to detect various flaws such as

looseness of packing, loose or missing fittings, wear in rail, disturbance in

cross levels and versines in curves, deficiency of ballast, unusual

movements in long welded rails, inadequate or excessive gaps at joints,

defects at level crossings such as inadequate gap at check rail and

condition of track and bridges in general. In IRPWM is explained in

detailed inspection schedules for each Railway officials, supervisors and

maintenance staff.

1.18 Methods of Inspections:

Various methods adopted for inspection are as under:

(a) By Push Trolley/ Motor Trolley

(b) By Engine of a fast train

(c) By rear most vehicle of a train

(d) By Track recording Car and

(e) By Oscillograph Car and OMS instrument

(a) By Push Trolley / Motor Trolley:

This is the age old method of inspecting the track visually by SSE/JE and

ADEN. All visual defects of track such as loose packing, missing or loose

fittings, broken sleepers, deficiency of ballast are noted during the

inspection.

8

(b) By Engine of a fast Trains:

This inspection gives an idea of running quality of track. This inspecting

officer keeps standings in the engine and records all jerks, vertical or

lateral which are mainly due to loose packing, uneven cross level or

misalignment.

(c) By Rearmost Vehicle of a train:

By travelling at the rear end of the last coach in running trains, one gets

an idea of the running quality of track just as travelling in an engine.

Main difference is that lateral alignment defects and cross level defects

get amplified in the rear most coach.

(d) By Amsler Car:

Amsler car is an instrumented car which records defects like

misalignment, gauge, vertical unevenness of both the rails, twist i.e.

difference in cross levels and super elevation at curves. The recording

is done in a continuous form and defects are shown as peaks. By

taking note of defects and kilometerage, the defects can be attended

later on.

1.19 Track Recording cum Research Car

By Osillograph Car & OMS Instrument:

Oscillograph car records accelerations in vertical and lateral direction

when the train is running at full speed. The probes are kept at pre-

determined locations which carry the acceleration through electric

cables to the recording machines. This method of recording gives a

very fair idea of various defects generated by rail wheel interaction due

to track defects. OMS is the short name of Oscillation Monitoring

System, which is portable machine which records both vertical and

lateral accelerations.

9

1.20 Types of Patrolling :

✓ Keyman’s Daily Patrol - Every portion of the permanent way shall be

inspected daily on foot by the keyman of the beat in which the portion

of the track falls.

✓ Gang Patrol during Abnormal Rainfall or Storm – In the event of

abnormal rainfall or storm during day or night, the Mate should, on his

own initiative organise patrolling over the length affected,

independently of other patrolling, if any being done.

✓ Night Patrolling during Monsoon – During the monsoon, certain section

of the railway line, as may be specified, shall be patrolled to detect

damage by flood, such as breaches, settlements, slips and scours and

immediate action taken to protect trains, when so warranted.

✓ Security Patrolling during Civil Disturbance and on Special occasions

✓ Hot weather Patrolling for LWR/CWR – Hot weather patrol is carried out

when the rail temperature reaches td + 20 degree or above. The

patrolling should be done in accordance with the provisions of Manual

of Long Welded Rails.

✓ Cold weather Patrolling for LWR/CWR – Cold weather patrol is carried

out when the rail temperature reaches td -20 degree or below. The

patrolling should be done in accordance with the provisions of Manual

of Long Welded Rails.

✓ Watchmen at vulnerable locations in addition to patrolmen, stationary

watchmen are posted at known or likely locations of danger or trouble.

1.21COIMBATORE

Coimbatore is the district of Tamil Nadu. It is one of the major cities in Tamil

Nadu, where people from all parts of India live in perfect harmony and

unity. It is the cradle of Industries in Tamil Nadu especially those related to

Textiles, Electrical machines, Machine tools and plants etc. It is well known

for its salubrious climate and industrious investors. In educational field, this

city is a harbinger of Medical, Engineering and Agriculture fields. This is the

gate way to the famous Nilgiri hills and Udhagamandalam via

10

Mettupalayam. It has got cultural links with neighboring states of Kerala

and Karnataka. Coimbatore is a growing region and has the large

number of textile industries that is why Coimbatore is called as

‘Manchester of South India’.

Irugur, Peelamedu and North Coimbature are the major yards for

handling food grains, oils and petroleum, LPG gas, various types of steel

items, other industrial products etc., Also, Podanur, which is just 10 Km

away from Coimbatore was a major Railway Junction ring the Company

Railway regime. It is the first Railway line from Jolarpettai to Podanur was

completed in the year 1862 within 1 ½ years of its commencement. This

was a major Anglo Indian settlement area also. The S&T Workshop and S &

T training centre are prestigious Institutions of Indian Railways.

Many cement factories are also functioning around this area. The Railway

line in this area was owned by Coimbatore district board Company

Railway regime. The whole Coimbatore to Podanur belt is to the erstwhile

Kongunadu and Chera dynasty.

The unit of SSE/PW/CTR-CBF is within the overall control of

Sr.DEN/Co.ord/SA and under the control of DEN/W/SA and ADEN/PTJ. An

analysis has been made to study the present system of working and the

staff requirement has been arrived and is detailed in the subsequent

chapters.

CHAPTER – II

2.0 PRESENT SCENARIO:

11

2.1 Organization:

Engineering Branch of SA Division is working under the control of Sr. DEN

/Co-ord/SA in the Division level. This P.way section is managed by

SSE/P.way/CTR-CBF with the general in charge of ADEN/PTJ.

2.2 SSE/P.Way/CTR/CBF is the incharge for maintaining Track from Km 0/600

to 22/265 = 21.665 kms (Up and down lines on double lines) of IGU - CBE

- PTJ and from 0/860 to 33/182 of CBF – MTP on single line. The total track

length is 75.652 Km.

2.3 As per WTT No. 9, the ruling gradient of the track is 1 in 80 and traffic

density is 2.61 GMT. The % utilization of line capacity is 80 for CBE-CBF

and 44 for CBF-MTP sections in the year 2015-16. The maximum

permitted Speed in Up line and Down line for this section is 90 kmph for

passenger Trains and 75 kmph for Goods and 60 KMPH for CC 6/8+2t

loaded goods trains.

2.4 The following stations are coming under the jurisdiction of SSE/P.way/

CTR/CBF are:

ADEN / PTJ

SSE / PW /CTR/CBF TRT

SSE / P.W JE / P.W

Min Staff, Mates, Keyman, Track

Maintainers, GKS, Ancl Tech.

DEN/W/SA

Sr. DEN / Co-ord./ SA

12

Brief out line of Jurisdiction and Units/Gangs distribution: Gang

No. Station

Location KMs. Line

No. of

staff From To

1 SHI 0/32(0/634) 6/30 (6/793) DN 1+2+14

=17 0/19 (0/390) 6/31 (6/793) UP

2 PLMD 6/30 (6/793) 13/12 (13/236) DN 1+2+18 =

21 6/31 (6/793) 13/11 (13/236) UP

3 CBF

13/12 (13/236) 16/0 (16/000) DN 1+2+9 =

12 0/11(0/860) 2/3(2/143.50) SL

13/11 (13/236) 16/0 (16/000) UP

DTM 1

CBE

16/0 (16/000) 22/12 (22/265) DN 1+1+13 =

15

9 16/0 (16/000) 22/15 (22/265) UP 1+2+7 =

10

4 TDE

(closed) 2/3 (2/143.50) 8/5(8/340.80) SL

1+1+11 =

13

5 PKM 5(H) 8/5 (8/340.80) 14/13(14/879.30) SL 1+1+3 = 5

6 PKM 6(H) 14/13 (14/879.30) 21/5 (21/273.30) SL 0+1+3 = 4

7 KAY 21/5 (21/273.30) 27/11(27/718.40) SL 1+1+7 = 9

8 MTP 27/11(27/718.40) 33/5(33/182.00) SL 1+1+6 = 8

2.5 This section jurisdiction is fetched in three directions as tabulated below.

Sl.No Location Km Track Length in Km

1 IGU-CBE-PTJ* 0/600 – 22/265 Down line 21.665

2 IGU-CBE-PTJ* 0/600 – 22/265 Up line 21.665

3 CBF-MTP 0/860 – 33/182 Single line 32.322

Total 75.652

*Excluding PTJ section.

The total track is 75.652 kms in which maintained by 10 units with high

level of vigilant under 4 supervisors.

2.6 Duty Hours :

The normal working hours of the Ministerial and Artisans & Gang staff is

given below.

13

Ministerial staff:

07.00 to 17.30 hours from Monday to Saturday

Lunch break 30 minutes.

Artisans and Units staff:

Morning : 07.00 to 12.00 hours

Evening : 14.30 to 17.30 hours

Sunday is rest.

2.7 Track Structure:

The entire length is an absolute block system of Single and double line

operation. The track structure is 52/60 kg, PSC with sleeper density of M

+ 7 & M + 8 sleepers with long/continuous welded rails and PSC and M +

4 and M + 3 for CI POT in yard lines. The stabling, station lines are laid

with 72DH/90R, m+4, PSC, SWP. The Rail structure is properly maintained

by Track machines and some of maintenance activities are being

carried out by manual also. Deep screening of Ballast for the whole

section was carried out by Track machines periodically.

2.8 Details of section:

2.8.1 Number of Level Crossing Gates:

LC Gates

Traffic LC Engineering LC

3 `14

2.8.2 Details of trolley movements in 2017:

Supervisors Jan Feb. Mar. Apr. May. Jun. Jul.

SSE- Incharge 6 8 10 9 9 9 8

14

SSE -MTP Sec. - 2 - 3 1 2 2

SSE – Spl. Work 1 2 1 - - 1 3

JE - - - 1 1 - -

Total 7 12 11 13 11 12 13

2.8.3 Bridge details in SSE / P.WAY / CTR - CBF:

SL. No. Bridges IGU – CBF CBF –CBE-PTJ CBF – MTP Total

1 ROB 2 3 0 5

2 RUB 0 2 1 3

3 FOB 2 2 1 5

4 Minor 29 21 67 117

5 Major 2 0 7 9

Total 35 28 76 139

2.9 The duties of Supervisors and Technical staff in PW section are:

i. Duties of SSE/P.Way [prescribed in para118 -135 of Part-B of IRPWM]

✓ Responsible for maintenance and inspection of track and safe

condition for traffic.

✓ Execution of all works incidental to track maintenance including

track relaying works.

✓ Accountal and periodical verification of stores and tools.

✓ Maintenance of land boundary between stations and at

unimportant stations.

✓ Co-ordination with the works, Bridge, Signaling and Electrical staff.

✓ Accompanying on Inspection of higher officials.

✓ Testing of Running qualities of track.

✓ Inspection of Gangs, Level Crossings, points and crossing, curve

Inspection

✓ Foot plate inspection, Rear vehicle inspection, Foot inspection.

✓ Accompanying OMS/TRC (RDSO) Inspection.

✓ check on patrolling

15

✓ Maintenance of station yards.

✓ Witnessing payment to staff

✓ Maintenance of Records

✓ Custodian of stores etc.

✓ Apart from above P.Way maintenance activities Staff Welfare viz.

promotion, claiming of salary, supply of equipment and uniform,

procurement of materials, issuing of materials scrap delivery (DS8)

ii. Duties of JE/P.way: [prescribed in para136 -145 of Part-B of IRPWM]

➢ Inspection and maintenance of track in a safe and satisfactory

condition for traffic, including execution of all works, incidental to

track maintenance.

➢ Execution of special works, such as a) Renewal, Directed Track

maintenance curve re-alignment, deep screening etc.

➢ To assist the SSE/P.way.

➢ Co-ordination with Works, Bridge and staff of other departments.

➢ Inspection of Gangs, Level crossings, Points and Xings, Curves, foot

plate inspection, rear vehicle inspection and foot inspection.

iii. P.Way Mistry /Track mate: [prescribed in para136-166 of Part-B of IRPWM]

➢ Knowledge of Rules and Signal

➢ Safety of the Track

➢ Equipments at site of work

➢ Muster and Gang Charts/Diary Books

➢ Observance of sleepers packing during passage of train.

➢ Precaution when view is obstructed

➢ Tidiness of section and Safe custody of tools

➢ Action when line is unsafe or in the event of accident

➢ Patrolling during abnormal Rainfall

➢ Commencing work affecting safety of train

➢ Weekly inspection of Gang length by mate.

➢ Preventing Tress pass and theft of P.way fittings

➢ Relief arrangements in emergencies

16

➢ Assistance to P&T staff

➢ Assistance in protection of train and Assistance in placing fog

signals

➢ Responsibilities of the mate in LWR track

iv. Duties of Key-man: [prescribed in para167 -170 of Part-B of IRPWM]

➢ Key-man’s daily inspection

➢ Equipment of key-man

➢ Rectifying the defects whichever possible by him.

➢ Reporting to Mate and PWI about the defects which require

assistance for attending.

➢ In case of serious defects protection of Track & informing as per

rules.

➢ Work at unmanned level crossings.

➢ Assisting mate after completing his routine inspection.

➢ Any materials found fallen safe custody and disposal.

➢ Apart from daily inspection, he should ensure tightness of fittings in

systematic manner.

2.10 The present staff deployment of SSE/P.Way/CTR/CBF unit :

The book of sanction of the Unit is 261 and the actual is 172 as on Scale

Check Statement of May – 2017, the vacant posts are 95 with excess of

6. So the net vacant posts are 89. The Scale check Statement is placed

as Annexure -I.

2.11 The para 228 of IRPWM prescribes the system of maintenance for

concrete sleeper track as given below. The following 3-tier system of

track maintenance shall be adopted on sections nominated for

mechanized maintenance.

1. On track machines (OMU)

2. Mobile Maintenance unit(MMU)

3. Sectional gangs

2.12 The mobile maintenance units shall comprise of two groups:-

17

MMU-1:- One for each PWI section

MMU-2:- One for each Sub-division

MMU-1 shall be a Rail cum road vehicle with a PWI in-charge with a

jurisdiction of 40-50Km. double line and 90-100Km for single line for

various works including need based spot tamping and in situ rail

welding.

MMU-2 shall be a road vehicle based unit with each sub-division for

reconditioning of turnout and minor repairs to the equipments of MMU.

2.13 Existing Maintenance Practices on IR

As on date, the practice of maintenance can be briefly summarized as

follows;

(a) In sections where relaying with PSC sleepers has been done,

i. Tamping with machines as and when machines are available,

plus Conventional system of maintenance

(b) In sections where relaying has not been done,

i. Only conventional system of maintenance is being used.

2.14 Annual programmed regular track maintenance is as follow:

Sl.

No. Period Work

1. Post monsoon attention for

about six months

Attention to run down stretches,

one round of through packing

2. Pre-monsoon attention for

about two months Clearing of drains

3. Attention during monsoon for

about four months. Attention to track as required.

2.15 The role of open line organization of Engineering Department in IR

mainly meant for maintenance/strengthening/modification of existing

infrastructure i.e. track for permitting higher speeds and heavier Loads.

18

2.16 The manual maintenance of the track has given way to highly

mechanized maintenance practices that has become inevitable for

the following reasons.

a) The high safety standards that can be achieved

b) The capability for higher axle load, speed etc.,

c) The overall economy in cost of maintenance

d) The accuracy in testing, checking and inspections that can be

achieved through mechanization.

e) The necessity to avoid harsh physical work under inclement

weather and isolated locations.

f) The speed of maintenance

g) The need to carry out the maintenance works within the

constraints of time for line block etc.,

2.17 The provisions of “Small Track Machines Manual”:-

The para1.3.2 says that the “Requirement of Manpower doesn’t include

Leave reserve”. Further, the para1.3.3 stipulates that the Creation of

posts for operation and maintenance of small track machines should be

done by surrender of equivalent money value of live revenue charged

posts of Track maintainer/other category involved in the track

maintenance. The component of unskilled staff being created should

be barest minimum. The proportion of skilled personnel should form at

least 75% of the total posts to be created.

2.18 Various track machines and their periodicity of working are Detailed below:-

Sl.

No. Name of the Machine Work done Frequency

1. BCM-Ballast Cleaning

Machine

Deep screening of track Once in10

years

2. DUOMAT/CSM – Tie Tamping LWR work Once in 2

19

Continuous Action

Tamper

years

3. DGS - Dynamic Track

stabiliser

For consolidating track

after works affects core

stability

Once in 10

years along

with BCM

4. UNIMAT/MPT 1.Tamping Points &

crossing

Once in 2

years

5. BRM - Ballast Regulating

Machine

Boxing of track

6. UTV - Utility Track Vehicle Leading and stacking

materials

As per need

7. T-28 - T28 cranes – One

job crane (PRC laying

Machine)

For re-laying of Points &

crossing

As per

requirement

8. PQRS For re-laying track -do-

9. TRT For CTR of track -do-

2.19 Actual Unit (Gang) Performance :

The various Units/gangs daily performance diaries were observed and

noticed the following works are repeatedly allotted by the Supervisor

and carried out by the Gangs/Units are;

1. De-weeding

2. Weld collar painting

3. Cleaning

4. Boxing ballast working

5. ERC renewal / greasing.

6. Changing Rubber pad

7. Changing liners

8. Assisting various track machine activities.

9. Packing – manual at points, SEJ and other required areas.

10. Collecting store items.

11. Steel sleepers, chair plates changing.

2.20 Man power calculation for Track maintenance a brief History:

Permanent way gang strength was calculated by various methods right

from 1931 through maflin formula. Over the years there has been lot of

20

changes in Track maintenance practice, according to the timely

changes the man power requirements also varied.

2.21 IR adopted various efforts to standardize in the past.

1. Maflin formula - 1931

2. Lobo committee or modified Miff lin formula - 1959

3. Modified Maflin formula freezed in - 1965

4. Committee Report I in - 1971

5. Committee Report II in - 1972

No action taken on (4) & (5)

6. Appointment of special committee - 1976

7. Submission of Report by Spl. Committee - 1979

Though Rly. Board did not give any direct clearance for this

formula of 1979, it was implemented with a 5% reduction in many

Zones.

8. Committee for machine and manpower

Deployment for Track Maintenance

appointed in - 1989

(Not accepted by Rly.Board)

9. (CMMDTM) Report submitted in - 1995

10. Kapoor committee appointed on -

05.01.1996

11. Reconstituted committee on - 12.11.1997

12. Renamed as CMCNTM – Committee for

Man power and Cost Norms for

Track Maintenance - 13.08.1998

13. Finalization of the Report - May 2000

14. Acceptance of the Report by Rly. Board - March 2006

The committee of “Man power and Cost Norms for Track Maintenance

“(MCNTM) is the latest which covers all the Track parameters and arrive

the required track maintainer strength.

2.22 Evaluation of Man power through MCNTM formulae:

The man power requirements of Gangs (Trackman, Gatekeeper, Store

watchman) are regularly calculated by division level through TRMS

21

activities. IRICEN will be the custodian of the software for calculating

man power.

The whole activities connected to Track Maintenance are clubbed

under four main categories under MCNTM studies.

They are:

a) Activity ‘T’ - Affected by Traffic Density

b) Activity ‘R’ - Not affected by Traffic Density Primary activities

c) Activity ‘M’ - Miscellaneous

d) Activity ‘S’ - Site specific Auxiliary activities

Activity ‘T’ - Affected by Traffic Density

T1 - Slack attention to a) Bad spots

b) Low joints (FP, welded, Glued joints)

c) SEJ (1 No. / km)

d) Minor curve alignment

T2 - For Tie Tamper a) Pre tamping operations

Working b) Along with tamper

c) Post tamping operations

T3 - Casual Renewal of a) Rails

b) Sleepers

c) Fasteners along with regauging

T4 - Repair Welding

Activity ‘ R ’ – Not affected by Traffic Density

R1 - Lubrication of ERCs

R2 - Shallow screening

R3 - Loading, Leading, Unloading

R4 - Overhauling of LC gates

R5 - Watching of caution spots & misc.

R6 - Tree cutting for visibility

R7 - Lubrication of Rails in Curves

R8 - Accident Relief and carcass renewal in runover cases

R9 - Bridge, Sleeper attention & Renewal

22

R10 - Pre-monsoon attention such as clearing of drains and

Waterways, cess repair, de-weeding of track and

Attention to cuttings & Trolley refuges

R11 - Creep pulling approaches to bridges, turnout

R12 - Rectifying damage to LC posts and gates.

Activity ‘M’ – Miscellaneous

M1 - Monsoon patrolling

M2 - Hot weather patrolling

M3 - Cold weather patrolling

M4 - Watching vulnerable locations

M5 - Gate keeping of LC gates

M6 - Rest Giving for key man

M7 - Water man duty

M8 - Store watch man duty

Activity ‘S’ – Miscellaneous

S1 - Tunnel Maintenance

S2 - Bridge substructure maintenance

S3 - Long girder maintenance

S4 - Extra maintenance due to very steep curves,

deep cutting, steep gradient

S5 - Maintenance of track on extremely bad formation

S6 - Look out man duty

S7 - Fog signal man duty

S8 - Filth removal from track

S9 - Security patrolling

S10 - Watching of water level in suburban section

2.23 Based on Rational Formula the Track Maintainers [Gang strength]

requirement of SSE/P.Way/TRT section is arrived as follows: Number of

working Days in a year for P.Way Gang is 294 days (vide above Rly. Bd.

Order No.95/CE1/GNS/2.Vol.II/Pt.11 dt.6.3.2006–Item No.4). Annexure-III

23

One year = 365 days.

Sundays = 52 days.

National Holidays = 9 days.

Casual leave = 10 days.

Total No. of Holidays = 71 days.

Available man days per year = 365 – 71 = 294 days.

T+R+M+S Activities (in man days)

No. of Track maintainer =

Available man days per year (294)

2.24 Norms for Mandays Requirement per km (CMCNTM ) :

For Mainline BG machine packed

For Activity T : (80+2.3GMT) x (1+A+B+C)

For Activity R : 159

Correction : 28(increase in Manpower on PRC Track for

shallow screening

For Mainline BG Manually packed

For Activity T : (223 +8.42GMT) x(1+A+B+C)


Correction : 28(increase in Manpower on PRC Track for

shallow screening

For Mainline MG Manually packed

For Activity T : (160 +13.56GMT) x(1+A+B+C)


For Mainline NG Manually packed

For Activity T : (105 +188GMT) x(1+A+B+C)

For Activity R : 91

2.25 For Running Yard Lines$ (RYL) & Non- Running Yard lines #(NRYL)

BG MG NG

Machine

packed

Manually

packed

Machine

packed

Manually

packed

RYL 177 297 228 153

NRYL - 198 152 102

24

1km of manually packed NRYL is equivalent ot 2/3 km of manually

packed RYL, as regards mandays requirement

$ : Lines on which trains are received on Signal

# : Non Running yard lines, marshalling lines, sidings

2.26 M - Activity :

Sub

activity Norm Legend

Authori

sation

1. Monsoon

patrolling

D x No. of

men

engaged in

24 hrs cycle

Or

(Dxbxsxm)

1 to N

D :No. of days needing patrolling

in a year

N : Total No. of beat-lengths

b: No. of beats in the n th

beat length

S : No of shifts in the nth beat

length

m : No of men in each shift in the

n th beat length

m = 2 in area infested with wild

animals / terrorists otherwise

m =1

CTE/CBE

2. Hot Weather

Patrolling 30xL

L = Length of LWR requiring hot

weather patrolling

3. Cold weather

patrolling 12xL

L = length of LWR requiring cold

weather patrolling

4. Watching

vulnerable

location

(sxd)

1 to N

N : Total No of vulnerable

locations

S : No of shifts in the nth location

d: No of days watching at the

n th location in a year

CTE/CBE

5. Gate keeping at

level crossings

( x s )-M

1 to N

N : No of Engg. level crossings

s : No of shifts at the n th LC

M : mandays available per

annum due to regular Engg.

Gate keepers

-

25

6. Rest Giver for

keymen

n ( -294)

n : No of sanctioned keymen

posts

-

7. Waterman duty N x 294 N : No of gangs

-

8. Store –

watchman duty

N x 3 x365

N : No of stores locations in

addition to Sr.DEN’s HQ stores

N is not to exceed 2.

Sr.DEN/Co-

ord.

2.26 S- Activity :

Sub

activity Norm Legend

Authori

sation 1.Tunnel maintenance

1.2 x 294 x

(1 x r)

1 to N

N :No of tunnels

l : Length of the n th tunel in km

r : No of tracks in the n th tunnel

Subject to

work, bridge

staff not

being

available for

this work

2. Bridge substructure

maintenance

1.1 x

0. 294 x

(b x r)

1 to N

N :No of tunnels

b : Lineal water way of the n th

bridge, in metre

r : No of tracks in the n th bridge

Subject to

work, bridge

staff not

being

available for

this work

3. Load girder

maintenance

0.64 x

b

1 to N

N : No of bridges each having

more than 150 m lineal water

way

-

4. Extra maintenance

due to very sharp

curves deep curves

deep cutting and

steep gradients

Lcx 294

Lc : Total length of curves in km

Sharper than 3 degree on BG/6

degree on MG(NG track does

not need extra manpower on this

reasons

CTE

5. Maintenance of

extremely bad

formation

x l 1 to N

N : No of locations where track

needs more than 4 attentions

in a year

l : Length of track in the n th

location, in metres

-

6. Look out man duty 294

v / g

1 to N

N : No of gangs

v : Length of track with poor

visibility in the n th gang –

length

g : Length of the n th gang –

length

-

26

7. Fog signal man duty

Mf /3

Mf : Total mandays actually

utilized in the past 3 years for this

duty

Sr.DEN/Co-

ord.

8. Filth removal from

track f x 294

f : No of gangs having this kind of

problem

Sr.DEN/Co-

ord.

9. Security patrolling

Ms / 3

Ms : Total mandays actually

utilized in the past 3 years for this

duty.

Sr.DEN/Co-

ord.

Also the MCNTM Committee recommended that Railway Board may

order to review the Rational Formulae once in 5 years to incorporate

the effects of Modernization to assess the Right Man Power which is on

the anvil.

2.27 Activities recommended for outsourcing by rational formula.

1. Formation of treatment Works:

2. Collection of ballast, training out ballast by material train leading

ballast from stack to track, insertion of ballast in track

3. Deep screening of the ballast in track, carried out manually oh by

deploying BCM in which case man power is provided by the

contractor

4. Introduction of sub ballast and ballast layers

5. Heavy repairs to track, including lifting

6. Complete realignment of curved track

7. Through renewal of rails, Sleepers and fosterers

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

9. Resurfacing of crossings and switch rails

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

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

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

13. Painting of Rails and weld collars

14. Painting of bridge girders

15. Heavy repairs(Measurable) to formation cutting bides drains and

catch water

27

16. Heavy repairs (measurable)to bridges, bridge protection works,

river training works and tunnels

17. Providing (Repairing road surface at level crossings including

speed, breakers

18. Removal of major sand breaches

19. Works arising due to restoration following breach or accident

20. Clearing of rank vegetation in platforms and in the insanity of

tracks in coaching and goods yards, repair depots and

workshops or Engineering/Mechanical/Electrical and S & T depts.

CHAPTER – III

28

3.0 CRITICAL ANALYSIS

3.1 The Running Track Km of southern Railway on the year 2015-16 is 7003

and the number of Staff of the Zone is 94,251 as on April 2016. The

Operational Ratio of Southern Railway for the year 2015-16 is 134.89,

where as it was 128.98 in the previous year. As the Railways are not

being seen as Profit earning Industry, it is not so possible to increase the

fares to achieve the required efficiency. Instead, Indian Railways takes

all necessary steps to control expenditure by all possible ways. Since

the Staff cost is alone took 33.3% in total expenditure, it is insisting by the

Railway Board to conduct Work Studies in all the Units to Right size the

Man power by which reduce Unit cost in an effective way to increase

efficiency.

3.2 In respect of Track maintenance, Railway Board stipulated the yardstick

and guideline for man power assessment in the form of MCNTM formula

through software. This formula will ensure Zero base review as per the

actual traffic, and other related conditions to arrive the optimum staff

requirement. The committee has also recommended outsourcing

certain activities.

3.3 The work study team after scrutinizing the details regarding the activities

being performed in the section, duly considering the data provided by

the section and also the divisional office to arrive the manpower

requirement applying TRMS formula instituted by MCNTM committee.

3.4 The data taken for calculation along with remarks is tabulated below.

3.4.1 The Data applied for “MCNTM” formula of Mechanized maintenance

type in BG section:

Sl.

No. Detail Data Remarks

1 Total Track KMs 91.27 -

29

3.4.2 The Mandays given for T R M S activities as per MCNTM Committee in

this Section:

2 Line segment Kms – DN

IGU-CBE-PTJ(Excl PTJ)

0/600 to 22/265 Composite

factor 1.1384

3 Line segment Kms – UP



factor 1.0638

4 Line Segments (CBF –

MTP)

Single Line


factor 1.0164

5 GMT - DN 25.8 -

6 GMT - UP 22.3 -

7 GMT – Single Line 2.6 -

8 Monsoon patrolling No of beats 12 -

9 Hot weather patrolling Length of LWR 58.52 Kms Required if

td+20

10 Cold weather patrolling Length of LWR 58.52 Kms Required if

td-20

11 Vulnerable location 3 locations -

12 Gate Keepers No of Engg manned

gates -16

Actual 14

manned

Engg gates.

13 Rest giver for keymen No of Keymen - 14 -

14 Waterman No of Gangs 9 Not use in

site

15 Store watchman No of store - 1 -

16 Tunnel data Nil -

13 Bridge structure

maintenance

118 SSE/PW is

given 139

14 Long Girder bridge Nil -

15 Extra very sharp curve 2.09 Kms -

16 Extremely bad

formation

7.40 Kms -

17 Fog signal Man Last 3 years average -

18 Filth removal No of gangs working in

affected area

-

19 Security patrolling Last 3 years average -

Sl.No. Detail Mandays Remarks

Mandays for T - Activities

1 Line segment Kms – DN 3827.37 -

30



IGU-CBE-PTJ(Excl PTJ) 4286.43 -

3 Line Segments (CBF – MTP)

Single Line 3185.32 -

Total 11299.12 -

Mandays for R - Activities

1 Line segment Kms – DN




3 Line Segments (CBF – MTP)

Single Line 5793.96 -

Total 14511.78 -

Mandays for M - Activities

1 Monsoon patrolling 1464 12 beats

2 Hot weather patrolling 1755.60 Required if td+20

3 Cold weather patrolling 702.24 Required if td-20

4 Vulnerable location 549 3

5 Gate Keepers 1877

Man power

assessed, actual

available manned

gates

6 Rest giver for keymen 994 -

7 Waterman 2646 Nowadays 2 litres

Milton made

container provided

8 Store watchman 1095 -

Total 11082.84

31

3.5 The following output obtained through MCNTM formulae:

Activity ‘ T ’ – Affected by the Traffic Density:

T = (80 + 2.3 GMT) x (1 + A + B + C) L

Segment GMT Track km. Composite Factor Mandays

1 25.8 - Dn 24.15 1.1384 3827.37

2 22.3 - Up 30.68 1.0638 4286.43

3 2.6 - SL 36.44 1.0164 3185.32

Total 11299.12

3.6 Activity ‘ R ’ – Unaffected by the Traffic Density:

The Total Manpower required to carry out 12 types are “R” activities is

derived as 159 per km per annum.

Segment GMT Track km. Composite

Factor Mandays

1 25.8 - Dn 24.15 1.1384 3839.06

2 22.3 - Up 30.68 1.0638 4878.76

3 2.6 - SL 36.44 1.0164 5793.96

Total 14511.78

Mandays for S - Activities

1 Tunnel data 0 -

2 Bridge structure maintenance 319.11 118 bridges

3 Long Girder bridge 0 -

4 Extra very sharp curve 614.46 2.09 Kms

5 Extremely bad formation 4440.00 7.40 Kms

6 Look out man 380.42 -

7 Fog signal Man 600.00 Last 3 years average

8 Filth removal 2352.00 8 gangs

9 Security patrolling 321.00 Last 3 years average

Total 9026.99

32

3.7 The Total Man Days Calculated / Year:

Sl. No. Activity Mandays

1 T 11299.12

2 R 14511.78

3 M 11082.84

4 S 9026.99

Total Mandays of ‘T R M S’ 45920.73

Total man days required - 45920.73 / year

All T,R,M,S activities listed are included in MCNTM formula and arrived

the total maydays requirement as 45920.73. Based on the field

inspection and study, it is understood that some of the activities are left

out by the section and some other works are dealt through contracts.

Hence, such activities are considered to the extent of actual staff

deployment while evaluating the man power.

3.9 The following activities are altered to suit the present level of

requirement.

As per rational formula the total manpower required to maintain for all

the “R” activities is derives as 159 Man Days per KM per annum.

R 2 – Shallow Screening:

After the utilization of Heavy Track Maintenance machines, the need of

unit/gang maintenance in Shallow Screening is not fully required as

rational formulae; it is mainly used for LC gates road side approaches i.e

the length of 30 Sleepers, creepers and grass penetrated area inside

formation etc are being done by the Railway Staff. Also, yard areas in

this zone an agreement is in progress for this activity by private agent;

hence, Man power required for the Shallow Screening is not allowed

fully.

Moreover, the Man power requirement of shallow screening is 55

Mandays/Km in MCNTM (Total Mandays requirement for R activity is

159/Km), which is equal to 35% of R activities if deed fully. Hence, the

33

study team is recommended to deduce the mandays of shallow

screening and shallow screening correction also from TRMS formula.

However, the P.Way/CTR-CBF unit is showing shallow screening only 431

mandays in LC approaches at the distance of 6.5 metres in either

side/LC and loop lines for 646 mandays. The study team is allowed to

continue as such. Hence the mandays allowed for shallow screening is

1077 only.

3.10 Activity M in M7 water man duty.

As per the records maintained by SSE/P.Way/CTR/CBE, it was observed

that no waterman has been provided exclusively to supply the water for

10 gangs, for more than a decade. The daily duty hours for the gang

strength are 8 hours. By utilizing one staff exclusively to bring the water is

not justified.

These 10 gangs available for which the requirement is projected as 2646

man days per year for exclusively bringing drinking water for the Unit

staff while on duty.

Since, this jurisdiction is not isolated open area also the whole section

stations all have water facility. Also, to carry required water individual

water bottles (Milton made – 2 liters.) was supplied to every Track man

by the department. Hence, the work study team has not considered

for allowing of 2646 man days exclusively for water man duties, but

these mandays is allowed to work as need base such as materials

handling from other depots, official uses for registers maintenance etc.

1877 mandays is allowed in TRMS formula for gate keeping of 14

manned LC gates, but it is not sufficient to the required level of gate

keeping. Hence the work study team is calculated the requirement of

manpower based on LC gates Yardstick. Thus the gate keeping of 1877

mandays is deduced from the TRMS formula.

3.11 Scoring through the disallowed Man Days :

34

Sl.

No Activity

Reduced

Mandays Remarks

1 R 2 – Shallow

Screening 5079.00

35 % of total R

activities(14511.78)

3 M7 Water Man Duty 2646.00 Given by T R M S

4 Gate keeping at level

crossing 1877.00

Given by T R M S, but

manpower requirement is

based on need base

Total 9602

3.12 Gang/Unit Strength Requirement :

Total T+R+M+S (45920.73 – 9602 ) = 36318.73

Mandays using shallow screening by PW/CTR-CBF = 1077.00

Net total mandays = 37395.73

Gang/Unit Strength calculation is based on T R M S formula

i.e Total man days of (T + R + M + S) = 37395.73/294

Gang/Unit Strength (Track Maintainer

+ Store watchman) = 127.20 say 127 men

Therefore, Gang/Unit Strength = 127 men

(Track Maintainer + Store watchman)

3.13 Cost of Outsourcing activities:

As per the agreement in position at ADEN/PTJ sub-division, the following

works were undertaken by contract staff in SSE/PW/CTR-CBF for the

period of 2016-17.

1. Proposed distressing, interchanging, shifting of BG track and

repairs to P & C in SSE/PW/E/PTJ and CTR-CBF. The total contract

value is Rs. 61,98,483/- and the name of contractor M/s Nasar

trading Corporation, MGS road, Nanjangud-571301.

The work study team is taking 40 % of the total amount in

SSE/PW/CTR-CBF account i.e Rs. 24,79,393/-

2. Erode to Podhanur – TTR(CS+CMSC) – 62 sets – 52 Kg. The total

contract amount is Rs. 2,02,91,028/- and the name of

35

3. contractor M/s. M.Kannan, 7/119 – A6, Devanakurichi,

Tiruchengode – 637209. The work study team is taking 15 % of the

total amount in SSE/PW/CTR-CBF account i.e Rs. 30,43,654/-

4. Erode Jn – Irugur (Halt) Dn and Salem Jn- mettur (SL)- TRR(P)-

9.10km(Down line from 401.50 km to 403.50 km -417.00km to 418

419km to 422.00km &425km to 427km), Erode –Irugur- Coimbatore-

Podanur-TRR(P)-5.0km(PTJ Dn Line from 15km to 18km and UP

467km to 469km)

The total contract amount is Rs. 92,79,245/- and the name of

contractor M/s. Muthu Construction, 7/119 – A6 Mariamman Koil

street , Devanakurichi, tiruchengode nammakkal – 637209. The

work study team is taking 15 % of the total amount in SSE/PW/CTR-

CBF account i.e Rs. 13,91,886/-

The total amount of the above is Rs. 69,14,933/- towards contract

works in the account of SSE/PW/CTR-CBF.

So, the above contract value is taken and converted into track

maintainer for outsourced activities that can be deduced from the

sanctioned strength of track maintainer to arrive the net requirement of

track maintainer after outsourced activities based on TRMS formula.

Total amount of outsourced value - Rs. 69,14,933/-

The cost of outsourced per month (Rs. 69,14,933/12) - Rs. 57,62,44/-

Mean pay of Track maintainer III / month - Rs. 42,381/-

Converted into Track maintainer (Rs.576244 /42381) - 13.59

Rounded off - 14 staff

Hence, the net Gang/Unit Strength = 127 – 14 = 113 TRMNTR

(Track Maintainer + Store watchman)

3.14 Supervisors :-

There are 3 posts of SSEs and one post of JE in the sanctioned list. The

Actual is also 4. So, these four supervisors are maintained the entire

jurisdiction of this section and allowed as such. Hence the man power

requirement of supervision of this unit is as follow.

36

1. Over all in charge SSE = 1

2. Section supervisors SSE/JE = 2

3. LR/Special works (Track machines & others) = 1

Total requirement of Supervisors = 4

3.15 Track Machine staff:-

In field, it seems that there are 3 Helpers shown as Track Machine staff in

the actual, whereas there is no sanction for this post. In view of the

requirements of Mechanised maintenance, these posts will have to be

made permanent duly surrendering equal number of trackmaintainer

posts. It is also to be remembered that there are about 1000 staff

approximately in Headquarters Track Machine Unit, of which, a portion

is chargeable to this section also ie., to be taken at HQ level.

3.16 Artizans :-

There are 10 posts of artisan staff sanctioned in various trades like

Blacksmith, Painter, Carpenter, Welders etc. but the actual is 3 only.

This study recommends multi skilling for these staff including training for

welding, trolley working etc. they can be used for emergency patrolling

also, when they are spare. Their movements and programmes are also

show the scope for this proposal.

The failure of LC gates is hardly two failures per month (failure details not

provided) which cannot justify 6 posts of blacksmith in various grades.

The areas of other works for blacksmith are very limited and hence 2

blacksmith posts out of 6 which are already vacant can be surrendered.

It is also pointed out that the TRMS calculation already contains some

allocation of man power strength for LC gates overhauling and

rectifying damage in R4 & R12 under R activities.

Also one welder and one painter are allowed for regular welding and

painting works. After the introduction of PSC sleeper the carpentry works

is merely less, even though the bridge timbers (sleepers) are also

modified to channel sleepers and moreover bridge sleepers are

manufactured and mounted through contract.

37

Hence the two vacant posts of carpenter in Sr. Technician are

recommended for surrender.

3.17 The required manpower for artisans based on CTE’s letter is tabulated

below. (The CTE’s letter No.W.OM/45/Post/General dt.26.112009.)

Sl.

No. Category Requirement Remarks

1 Blacksmith 2 (17 LCs)

The yardstick is for maintenance of

all assets under the SSE/P.way

including lifting barriers at level

crossings. The average work load

for each Blacksmith is taken as 10

LCs.

2 Blacksmith

Khalasis 2 (17 LCs)

The yardstick is for maintenance of

all assets under the SSE/P.way

including lifting barriers at level

crossings. The average work load

for each Blacksmith Khalasis is

taken as 10 LCs.

3 Painter 1 for each

SSE/P.way -

4 Welder 1 for each

SSE/P.Way -

5 Welder

Khalasis

1 for each

SSE/P.Way -

6 Bricklayer 1 each for

sub division

These posts may be operated with

any of the SSE/P.way to be

decided by division and shall be

shared by other SSE/P.way as per

the programme to be issued by

ADEN.

7 Bricklayer

Khalasis

1 each for

sub division

-Do-

Hence, the requirement of artisans staff calculation is based on the

CTE’s letter.

.3.18 The Sanction Vs Requirement of artisan staff at SSE/P.Way/CTR/CBF:

38

Sl.

No Category

Sanc

(a)

Act.

(b)

Req.

(c)

Surplus

(a-c)

Artisans Staff

1 Black Smith Sr.Tech 1 1 1 0

2 Black Smith Gr.I 2 0 1 1

3 Black Smith Gr.II 1 0 0 1

4 Black Smith Gr.III 1 1 1 0

5 Black Smith Helper 1 0 1 0

6 Painter Sr.Tech 1 0 1 0

7 Carpenter Sr.Tech 2 0 0 2

8 Welder Gr.III 1 1 1 0

(C) Total 10 3 6 4

3.19 NOTE:

In this connection, it is to brought to your kind notice that CTE/MAS vide

letter No.W/OM/45/POST/Genl. dt. 26.11.2009 that wherever the

minimum of above staff are not available, such requirement is proposed

to be met by creating posts duly using the staff bank provision available

either at division or Headquarters or surrendering excess carpenters,

brick layers and any other posts identified as necessary.

Hence, Welder post may be created by surrendering one sanctioned

post out of two posts of carpenter.

The Co-ordinating officer is also mentioned that there are 150 more

welding defects at present found by USFD test in this section. The

provision of 12 man days for repair welding (item T-4 ). Welding activity

can be done only after getting Line block and hence even though

more man power is available, they can not be utilized without getting

Line block. Hence, for 150 welding repair works two welding staff (one

welder and one khalasi welder) are sufficient to perform repair welding

works regularly.

(This can be referred in item T-4 of MCNTM committee of Vol.I Page

no.129, Enclosure A)

The Artisans Staff Requirement = 7 men

39

Further, the Co-ordinating officer during discussion has mentioned that

maintenance activities are more in corroded rails. This can be

addressed by maintain the rails as per the provision in the Manual.

Further, in Table P page no.129 of Volume I MCNTM item no.3(a) casual

renewal of rails can be done by utilizing 6 man days per km per year

and R.7 & R.10 activities has to be adhered to for proper maintenance of

track.

The activities like deweeding of other than track can be done through

outsourcing/imprest cash.

3.20 Track mate

As per CTE’s order No.3/2005 vide Circular No.W/506/14/circular dated

04.10.2005 in para 4, Two gangs constitute a unit and each unit should

have one PW Supervisor (at present PWS post is abolished) and one

Trackmate. Such being the case, the 10 gangs are converted in 5 units,

therefore the number of trackmates required for these sections is 5

working posts. One RG allowed at the rate of 1/5th and one LR for these

6 posts is allowed at the rate of 1/6th. Then the total 7 track mate posts

are more than sufficient. (Eligibility of RG is 1/6th and LR sanction is 1/8th

where the study allowed 1/5th for RG and 1/6th for LR calculation).

Moreover, the latest Railway board order is conversion from track mate,

keyman, trolleyman, gate keeper, etc. to track maintainer I, II, III, & IV.

3.21 Trolleyman

One trolley / lorry require 4 trolleymen for its working. Due to the

mechanical maintenance and improvement in road traffic facilities, the

movement by trollies by the inspecting officials has come down

drastically. Since the railway materials are carried by road / lorry by the

contractor and the requirement for Rail Lorries is almost non-existent.

3.21.1 Trolley Inspection Schedule:

SSE/P.Way (in charge) – once in a month (CS No.132 Para 124(a), Dt.:

08.04.2013). SSE/JE (section in charge) – once in a fortnight (CS No.132

Para 139, Dt.: 08.04.2012). The section supervisor normally took two days

40

to inspect the section in trollies in the fortnight period. For the

movements of a push trolley four person are required in which, two will

physically push the trolley and the other two is sitting and watching

back side of the movement on safety view.

There are three trolleys available in PW/CTR-CBF section, out of which

one is Mobed trolley. The normal speed of trolley is 10 kmph. The list

given by SSE is also vindicating this view. The E&R Directorate of RB had

also advised the usage of trolley by turn basis and reduction in number

of trolley and trolleymen. In fact, there is a strong case by giving multi

disciplinary training for trolleymen because the utilization for the

prescribed activities is less than 20% of the man power on hand.

The total number of days of trolley working for 4 supervisors is 79 days in

total for 8 months from Jan-2017 to July-2017. The average movement

of trolley inspection is 10/month approximately and surely the working

time is 3 or 4 hours per trolley inspection due to line block problem.

So, one full gang of trolley men is more than sufficient to the

requirement. In the lists submitted by SSE/PW there are 1 to 3

simultaneous trolley movements by SSE & JE on the same day and time

or different time. So, the requirement of trolleymen can be restricted to

4.

However the study team is recommended to 8 trolleymen, because the

jurisdiction under this section merged between double and single line in

different directions. Hence, 8 trolleymen is used for trolley inspection for

double line and single separately, simultaneous movements and other

purpose also.

The requirement of Trolleymen posts is 8

3.22 Gate Keepers:

There are 14 Engineering Manned LC gates out of which 10 is special

class, 3, A-class and one C-class LC gates, which is decided on the basis

of TVU. Therefore 13 gates are working in 3 shifts under continuous roster

and one gate in E I roster. So the manpower requirement of 14 manned

LC gates is as follows:

41

For 13 Special and A class LC gates (1 x 3) = 13 x 3 = 39

For one C-class LC gate (1 x 2) = 1 x 2 = 2

Sub total = 41

RG at 16.66% (6.8 say as 7) = 7

Total = 48

The requirement of Gate keepers for 14 manned LC gates is 48.

3.23 Evaluation of ministerial staff:

At present, there are two Ministerial staff (1 OS & Clerk) looks after the

Staff personal matters and other allied works which is seems to be more

work load for dealt by stores, accounts, etc. The actual sanction is one

ministerial staff but the study team is recommended one more clerical

staff for the above. Hence, on need basis, it is recommended one more

Ministerial Staff for the Unit.

Ministerial staff requirement = 2 men (Shortage I clerical post)

3.24 The cumulative staff strength of track maintainers:

Track maintainer & store watchmen - 113

Trackmate - 7

Trolley - 8

Gate keepers - 48

Keymen - 14

(RG is given by TRMS in M-activities)

Sub Total - 190

Note:

As per CMCNTM(Committee on Manpower and Cost Norms for Track

Maintenance) rational formula is allowed manpower for one keyman

per Gang, so 10 keymen is sufficient to this P.way unit (10 Gangs). But

the Co-ordinating officer has specially mentioned the requirement of

keymen is 14 (excluding RG) during discussion. Hence the study team is

allowed 14 keymen as need base.

3.24 The total Sanction Vs Requirement of SSE/P.Way/CTR/CBF

42

Sl.

No Category

Sanc

(a)

Act.

(b)

Req.

(c)

Surplus

(a-c)

Supervisors

1 SSE 3 3 0 0

2 JE 1 1 0 0

Total (A) 4 4 4 0

Ministerial Staff

3 Office Superintend 1 1 1 0

4 Clerk 0 1 1 (-1)*

Total (B) 1 2 1 -1

Artisans Staff









Total (C) 10 3 6 4

Track Maintainer (Mate, Key man, Gate Keeper, store watchman &

Trolley men etc,)

13 Track Maintainer Gr-I 16 15

190

0

14 Track Maintainer Gr-II 32 7 0

15 Track Maintainer Gr-III 58 32 6

16 Track Maintainer Gr-IV 140 104 13

17 Trainee store watchman 0 1 0

18 Trainee track maintainer - IV 0 5 0

Sub total 246 164 190

19 For Trainee reserve at 2% as need base 4

20 For office & material handling at depot or other

places, LCs census etc., as need base

8 0

Sub total 246 164 202

43

21 L.R @ 12.5% for 195 staff 24.38 say as 25 25** 0

Total (D) 246 164 227 19

22 Grant Total (A+B+C+D) 261 173 238 23

* Division may initiate the required shortfall post.

** LR is given separately for Trackmate.

3.25 Sanction Vs Requirement:

Sanction Actual Requirement Surplus

261 173 238# 23

# Division may initiate the required shortfall post

3.26 Summary of Recommendation



Sl.

No. Category

Grade pay

(Rs.)

No. of

posts






Total 23


3.27 Scope of Out sourcing and the current GM approval for Permanent Way

activities out sourcing:

The MCNTM committee ear marked about 20 track maintenance works

for out sourcing in the initial report it (MCNTM report part – I /Vol-

II/Appendix 8) and it is periodical review at board level. In 2013, Railway

Board has authorized General Managers to make available man power

through department as well as outsourcing also according to the needs

in all assets maintenance vide Railway Board letter

No.2011/CEDO/Southern Railway/15/O/Vol.I dated 16.12.2013.

44

On this view, GM/S.Rly. has approved the following track maintenance

activities for outsourcing (CTE’s letter No.W.315/94/G.Men Rational

Formula/Vol.III (pt) dated 17.01.2014).

3.28 The following activities are approved by General Manager for

outsourcing:

“T” Activities

T2 - For Tie Tamper

a) Pre tamping operations

b) Along with tamper and

c) Post tamping operations

T3 - Casual Renewal of

a) Rails

b) Sleepers

c) Fasteners along with re-gauging and

T4 - Repair Welding

“R” Activities

R4 - Overhauling of LC gates

R10 - Pre-monsoon attention such as clearing of drains and

waterways, cess repair, de-weeding of track and

attention to cuttings & Trolley refuges.

If the above activities are outsourced, will result in saving of hand some

of manpower which is not detailed in the study but the division may

initiate the out sourcing the above activities and after the achievement

of out sourcing the equivalent manpower may be deduced and

compile for vacancy bank.

45

CHAPTER - IV

4.0 PLANNING BRANCH’S REMARKS ON CO-ORDINATING OFFICER’S VIEWS:

Co-ordinating Officer’s views received on 13.11.2017 vide letter No. PTJ /

G.4 dt. 09.11.2017. The para wise remarks of Planning Branch on Co-

ordinating Officer’s views are given below.

4.1 Co-Ordinating officer’s views:

2.2 - The total route KM is 75.652 whereas ET Km is 109.209 km. so for all

calculation purposes the ET km should be taken as 109.209 km.

Planning branch remarks:

Railway board, insisting to follow the E&R directorate bench mark norms

in which divisions above IR average to be moved to IR average and

further to be moved to bench mark, as per Co-ordinating officer

remarks, if the manpower calculation is approached ETKM, the tool to

be used bench mark only. As per recent E&R directorate released

monthly bench mark report i.e July-2017.

The details of bench marking of PW staff are described below.

Bench marking of P.way divisions more than 2250 ETKMs:

Current bench mark = BRC division of WR is at 0.64

Current IR average = 1.35 men per ETKM

Bench marking of P.way divisions less than 2250 ETKMs:

Current bench mark = BVP division of WR is at 0.73

Current IR average = 1.49 men per ETKM

Bench marking of Gatemen:

Current bench mark = MYS division of SWR is at 1.07

Current IR average = 2.27 men per Gate

46

By applying current bench mark norms less than 2250ETKMs, the staff

requirement for PW unit is under.

Total ETKMs = 109.209

Taken current bench mark = 0.73

Man power requirement = Total ETKMs x current bench mark

= 109.209 x 0.73

Total requirement of staff = 79.72 say 80 staff

By gate keeping = 16 x 1.07 = 17.12 say 17 staff

Net total requirement of staff = 97 only

The above 97 staff is including of supervisors, trackmen, trolleymen,

gatekeepers, store watchmen, ancillary staff, administrative staff in

division, ministerial staff in unit.

Sanction Vs requirement of staff is based on the calculation of bench

mark norms as


261 173 97 164

If apply ETKM Vs Bench mark norms, the division has to surrender 164

posts in various grades and cadres. Even though, apply current IR

average 1.49 and 2.27, the requirement of manpower calculation are

163 & 36 and making a total of 199 for PW staff and gatemen

respectively. So, the division has to surrender 62 posts.

But the work study team has analysed and considered the nature of

work, geographical condition, practical difficulties etc. the requirement

of manpower is arrived based on the Rational formulae in CMCNTM

and need basis of required areas, and arrived 238 posts (Ref para No.

3.25) and identified the surplus posts as 23 only. Since the above

manpower arrival is based on IRCEN designed ration formulae the

division may complied the recommended 23 posts.

47


2.3 - Main line IGU – CBF – PTJ : The max permitted speed is 110 kmph.

For superfast trains and shatapthi as per page no. 55 of working time

table No. 9 of SA division. All other trains are running in 105 kmph mps.

It is not 90 kmph as said in this para. The JTJ – ED – IGU – CBE section is B

route.


Agreed to,


2.4 & 2.5 - The TDE Railway station is reopened on 02.07.2017 as Halt

station. Total route km. is 75.652 km, but ET km is 109.209 km.


This has already narrated in the above planning branch remarks.


2.8.1 - Level crossing details:

Traffic LC Engg LC Engg Total Net Total

M/L 1,7 and 13 3 2,3,4,5,6,9,10,11,12 9 12

S/L 10, 11 2 1,2,3,4,5,7,9,10 7 9

Total 5 16 21


The SSE/PW has given the list of LC gates particulars of section CBF – MTP

in 11LC gates (LC No. 1,2,3,4,5,6,7,8,9,10&11) on single line and IGU-CBE-

PTJ in13 LC gates (2,3,4,5,6,7,9,10,11,12,13,20 & 21).

In CBF-MTP section out of 11 gates, in which 2 gates of LC No 10 & 11

are traffic gates, LC gate No. 6 is unmanned gate and LC gate No.8 LUS

is provided on 04.03.2012, but in WTT No.9 not accounted LC gate No.8.

Hence the total number of manned LC gates is 7. Also in WTT No.9 and

SSE/PW has mentioned 7 LC gates only. Out 7 LC gates, there is 4

special class, 2 A- class and one C – class gates.

48

In IGU-CBE-PTJ section there are 13 gates provided of which one gate

LC No. 13 is traffic gate, LC gate No. 4, 11, 20 & 21 are closed, LC gate

No. 7 is closed on 17.6.2013 for road traffic due to ROB works. Actually 7

gates are manning by Engineering staff. In WTT No.9 and data

submitted by SSE/PW has also mentioned 7 LC gates only. Out of 7 LC

gates, 6 LC gates are special class and 1 LC gate is a ‘A’- class.

The manpower requirement for manning LC gates is calculated in

section wise as follows.

Section CBF-MTP: (4 Spl class, 2 A class and one C class LC gates)

Special class and A- class gates are manned by continuous roster and

C- class gate is manned by E.I roster.

Manning of Special class gates (4 x 3) - 12

Manning of A – class gates (2 x 3) - 6

Manning of C – class gate (1 x 2) - 2

Total - 20

Section IGU-CBE-PTJ: (6 Spl class and one A class gates)

Special class and A- class gates are manned in continuous roster and C-

class gate is manned in E.I roster.

Manning of Special class gates (6 x 3) - 18

Manning of A – class gates (1 x 3) - 3

Total - 21

Total requirement of staff for manning the LC gates:

SL. No Name of the section Requirement of staff

1 CBF-MTP 20

2 IGU-CBE-PTJ 21

Sub total 41

Add: RG at 16.66% (6.8 say as 7) 7

Total manpower for manning of LC gates 48

49

As mentioned in the Co-ordinating officer views for manning 9 LCs 13140

mandays are required in continuous roster for mainline and for manning

7 LCs 14052 mandays are required in E.I roster for single line. But the

study team has analysed and considered for manning of LC gates on

the basis of census and classification of LC gates in WTT No.9 and data

issued by SSE/PW. Therefore, the study team has calculated requirement

of manpower for manning of LC gates are 48 staff only. Hence, views of

the Co-ordinating officer are not agreed.


2.8.2 - Details of Trolley movements in 2017:

Supervisor Jan Feb Mar Apr May June July

SSE/Incharge 6 8 10 9 9 9 8

SSE/MTP Sec - 8 13 10 14 13 12

SSE/SPW 13 8 2 2 2 2 3

JE/CBE 14 13 12 10 13 15 14

Total 33 37 37 31 38 39 37

The incharge SSE has to do trolley inspection schedule 6 times every

month. Also he has to accompany with DEN one trolley and with ADEN

two trolley inspection and with other supervisor (SSE/TRD, SSE/SLR etc) 2

trolley inspection each month. Also for any details, data collection in

mid section by trolley only can go to spot.

Also sub. Sec. SSE/JE/P.way has to do monthly schedule of 4 Trolley

Inspections and every day to work spot, they have to go by trolley only.

The passengers are available only in morning and evening and to the

stations only. There is no transportation facility available in Railway to

each mid section work sport.

50


As per the data provided by SSE/PW, three trolleys are in working

condition, of which two are push trolleys and one is Mobed trolley. All

the three trolleys are not moved at any one of the time. Normally one or

two trolleys are moved for inspection at the time of accompanying by

the officers. In normal days one trolley is being utilized.

Hence the requirement of trolleymen per trolley is only four. By

considering the availability of total number of trolleys with SSE/PW 8

trolleymen were already allowed by the work study team. Hence, the

justification for asking more trolleymen in this account by the Co-

ordinating officer is agreed to allows in para No. 4.18.


2.8.3 - Bridge details:

Sl No Bridges IGU-CBF CBF-PTJ CBF-MTP Total

1 ROB 12 6 1 19

2 RUB - 4 1 5

3 FOB 6 2 1 9

4 MINOR 60 54 6 120

5 MAJOR 4 - 7 11

Total 82 66 16 164


Agreed to, but the mandays required for maintenance above bridges

are included in the TRMS formula.


2.19 - Actual unit (Gang) performance:

1. Deweeding :

The deweeding work involves through the year in this section due to

following reasons:

1. Both monsoons are effective in this sec.

a. South West Monsoon Sept – Dec.

51

b. North east monsoon June – Aug

c. Summer rain April – May.

d. Due to drainage water perennial flow and seepage water

near by track. Because of within city area.

II. Deweeding for VIP movement like Railway Minister, GM, PCE etc.

III. The entire IGU – CBF – PTJ – PKM track is running

throughcorporation which always make to do deweeding, debris

removal.

IV. Cleaning due to the track run heart of major city, the debris

removal involves throughout year.

v. Boxing of ballast at public trespassing and bridge approaches

heavy which involves more man power.


Not agreed to. Co-ordinating officer mentioned the above works are

regular mandatory works. Moreover, these works are involved in R and M

activities of T R M S in CMCNTM report.

Track maintainers are being utilized for primarily track maintenance and

other related works. Apart from the regular maintenance/works,

whenever VIP movement like Railway Minister, Railway Board official,

GM, PCE and even any untoward incident like accidents taken place

Engineering staff are being utilized to up keep the section with other

departmental staff. This is not in regular nature. Asking of manpower on

this account is not considered by planning branch. Hence, the

contention of the CO for providing additional staff in respect of activities

done during the VIP movements etc cannot be agreed to.

It is the primary responsibility of each and every Railway men on duty to

act at such occasions. The work study team is not allowed to provide

any additional staff for this purpose because deweeding is one of the

parts of regular maintenance work.

52

However, the work study team appreciates the efforts taken by the

Officer/Supervisory official in handling such extraordinary situations

judiciously.


2.26 - M. Activity :

1. Monsoon patrolling:

1.10.2017 to 31.11.2017 should be taken as per schedule but the

rain usually continuous upto Nov. 25th. So instead of 60 days, 85

days should be taken for calculation. Also extra 12 men required

for mid night beat from 22 hours to 5 hrs., in view of patrol men

safety and as now. So 85 x 32 = 2720 man days.

II. Hot weather patrolling 72,5 km. is to be taken (LWR length 62.7

km)

III. Cold weather patrolling 72.5 km. is to be taken.

The Hot and Cold weather patrolling should be done not only

LWR track, but in LWR approach track upto point since these

track are as SWP and free joints where more than six jammed

joints (will lead to buckling) not allowed as per IRPWM.

1. Total track km. 109.209 km.

2. Hot weather patrolling 72.5 km. (LWR len gth 62.7 km)

3. Cold weather patrolling 72.5 km.

4. Number of manned engineering gate 16 as date

5. Bridge structure maintenance 150

6. Long girder bridges (A44, 52, 89) 3

7. Extra very sharp Curve 30 and above, including yards 09

Tr.KM.

8. Bad formation 8.5 km.

53


Not agreed to. Co-ordinating officer mentioned the above works are

regular mandatory works and already allotted mandays provided in T R

M S in CMCNTM report, the same requirement of manpower has allowed

in the work study report.


3.4.2. T Activities – Field details not considered

R Activities – Filed actual requirements not considered


The mandays arrived by rational formulae in CMCNTM report has done

by departmental staff only. Some of the works are taken by private

agency. Hence mandays were deduced from that particular works.

Moreover, for not attending water man duties for more than a decade

and hence these mandays has deduced but given to some other

duties like office, store activities, material handling etc.


M - Activities.

1. Monsoon patrolling 20 + 12 = 32 x 75 = 2400 man days.

2. Gate Keepers main line 9 LC x 4 men x 365 days =13140

Gate keepers single line 7 LC x (2 men + 3.5 RGGK) x 5.5 x 365 days

=14052. Actual required =27192

3. Store Watchman 3 +1 = 4 x 365 days = 1460 man days

(Since 8 hrs. duty 1 RG required permanently)

4. Bridges structure maintenance = 150 Bridges

5. Long Girder bridges = 3 bridges

6. Extra very sharp curves more than 30 = 9 km.

7. Extremely bad formation 8.5 km.

8. Filth removal 28000 / 200 x 52 = 7280.

54

Each week for 200 M. One person required for filth removal. The entire

section IGU – CBF – PTJ, CBF – TDE is running through corporation, heart

of city. The night soil covers, house kitchen wastes, untouchable home

wastes. etc. are being thrown throughout year. The drainages are to be

cleaned very frequent trolley. The paper cup, food wastes are thrown

on track by nearby residence and pantry cars frequently. So every 200

m. one person for every week is deputed.


Providing of mandays is based on the T R M S formulae. The above

activities and then mandays required have already been included in

the M activities of the T R M S. Hence, providing extra manpower on this

account is not considered by the planning branch.


3.8. As per agreement the contract works are given for clearing the

back lock not for regular track maintenance.


The detailed explanation is given below in para No.4.13

4.12 Co-Ordinating officer’s views

3.9 R2 shallow screening:

The heavy track machines – deep screening by BCM will be done only

once in ten years. Whereas after every monsoon, summer rain,

unexpected rain in the approach of LC gates, Station approaches, track

where nearby drainages, houses are there, the shallow screen must be

done to avoid choking of ballast, resulting rail fractures, weld fractures

etc.

So the shallow screening full man days should be given:

Main line – 9 x 2 = 18 x 200 M = 3600

Single line – 7 = 7 x 200 M = 1400

Man power 5000 / 10 = 500 x 12 = 6000 man days.

55


In the views of Co-ordinating officer has given the details of shallow

screening is as follows

In main line 3600 metres and 1400 metres in single line, making a total of

5000 metres or 5 Km. In CMCNTM report Vol-II has suggested that table-P

in page No.76, mentioned the norms for shallow screening (R2 activity)

of 6 sleepers/head in 1660 sleeper density/Km is 55 mandays.

One Km sleeper density = 1660

In 5 Km sleeper density = 8300

Shallow screen/head/day = 6 sleeper

Mandays required (8300/6) = 1384

No staff required per annum (1384/294) = 4.7 staff

However, the study team has allowed 1877 mandays (6.4 staff) for this

account including stations, yard lines etc. in addition to, dwarf walls may

be provided on pedestrian and cattle crossing to prevent loss of ballast.

Specially monitored, cess level should be correctly maintained on curves

and bridge approaches. Hence, planning branch is not agreed to

additional manpower in this account.

4.13 Co-Ordinating officer’s views

3.13 Cost of out sourcing activities :

The contract agreements are for clearing back lock and mostly

not for maintenance point of view.

1. M/s. Nasar trading corporation, MGS road, Nanjangud.

This agreement is for clearing back lock of destressing the track

length where last three years not done. The interchanging is a

special work.

2. TTR (CS + CMSC ) – 62 setys – 52 kg.

Contractor M. Kannan, Devana Kuruchi, Thiruchengode.

This work is purely special work. Not maintenance work is involved.

56

3. This TTR (P) contract is also purely on special work, not involved

Maintenance activity.

So the above agreement values must not be taken as outsourcing

for track maintenance. Due to these agreement the regular

maintenance activities cannot be reduced, relieved.


The study is not taking full value of TRR works. In which works allotment

verified and the works classified as regular maintenance in T R M S are

being maintained by the contract is duly reduced. The total amount

involved through contract is Rs. 3,57,68,756/- in which bare minimum

amount of below 20% only considered to arrive manpower cost is

69,14,933/-(details are in para No 3.13 in the report).

The basic principles in Indian Railways, whenever a work outsourced and

a contract is awarded, the staff cost involved in the contract taken as

reference and equal number of staff to be deduced or otherwise the

staff cost will be doubled. On the above basis the manpower equivalent

14 staff was considered.


3.15 - These 3 staff are called STM, not track maintenance staff. These

three staff is for small track machines like, cutting machine, drilling

machine, weld trimmer, rail tensor, generator etc. repairs and

maintenance. Already they are selected as STM khalasi and they are

attached with SSE/P.way/STM/ED. They are not in our scale check, in

Track maintainer sanction.


Agreed to. But not claimed any surrender in this account.

57


3.16 The LC gate failures are not documented, not kept in record. The

failures are two types.

1. LC gate / Height gauge hitting by road vehicles.

2. LC gate fittings, equipments failure.

Each month there are more than 8 failures out of 16 gates.

So two sets of Blacksmith not sufficient for attending LC gate failures and

routine maintenance such as changing ropes, locks, winch, roller, wheels

etc.

Also one separate Blacksmith with Khalasi is required for attending 134

point and crossings, joint in section notes, Rail / weld failures,l Rail

renewals in major yards like CBE, PLMD, MTP and pit line attention etc. so

three sets of Blacksmith are not sufficient for this section.

Only one painter is sanction. But painter Khalasi is also required, without

Khalasi the painter cannot work. At present two trackmen are deputed

for painting. They are having work for all 365 days like sleepers painting /

numbering, curve board, SEJ / LWR Board, Hectometers Board, Bridge

number plates, point Boards Painting, Lettering in tongue Rails and

crossings, writing curve details in Rails in curves, Boards, LC gate painting,

writing RC / PME particulars etc.


Not agreed to, as per CTE’s letter No. W.OM/45/post/General

dt.26.11.2009; it is proposed to adopt the yardstick for the posts of

artisans such as blacksmith, blacksmith khalasi, bricklayer, bricklayer

khalasi, painter, welder and welder khalasi. The planning branch has

adopted the above yardstick and applies the same.

In regarding maintenance of LC gates, the provision of manpower

requirement is given in R activities as R4 & R11 in CMCNTM.

58

Moreover, the Co-ordinating officer mentioned that the above works are

regular works of P.Way section. Even though, there is separate provision

of bricklayer post available in SSE/Bridges & SSE/Works, in emergency

cases, these works are to be done through outsourcing/imprest.

Hence the study team recommended surrendering of artisans post in the

report is correct.


3.19 One welder with Khalsi is not sufficient.

As per CE letter now each sub section SE / JE will have 1 welding equipment

set i.e 2 sets. Also one welding set will be with SSE / Incharge for SSE/Spl.

Works. There are three line blocks (up line, DN line and Single line) can be

availed at a time. Also in CBE yard separately line block can be availed for

welding free joints. So, one more welder with Khalasi is required.


Welder and welder khalasi posts are also available in sub division and

shared by other SSE/P.way as per the programme to be issued by

ADEN/Sub division. Moreover, the sanctioned post of welder is one, if this

unit essentially requires any additional manpower of the above division

may create new post through proper channel.


3.20 The main line after making double lines, the gang will be converted as

DTM units.

DTM units consist of one DTM + 2 gang mates, one mate for UP line, one mate

for DN line. One mate cannot be incharge for more than 14 to 16 km. (UP &

DN l ines). So actually 4 gang mates are extra required for 4 DTM (SHI,

PLMD, CBF & CBE).

59

Gang 9 – CBE CBE yard gang

4 - TDE

5 - PKM CBF – MTP

6 - PKM single line

7 - KAY

8 - MTP

So above gangs are having more than 7 to 8 km length. These cannot be

made as DTM and gang mate posts cannot be reduced to 5 as said.


Agreed to. Planning branch has allowed 4 staff including LR for the above.


8.21.1 The trolley are used frequently and regularly by SE/JE of sub section.

The trolleys are partly used for trucking out small fittings. So that them and

there they will be replaced for which movement the trolley men are required.

SE/MTP and JE/P.way/CBE are having separate head QRS. So they both

should be given 4 trolley men each and incharge SSE can be given 3 trolley

men. So that one man can be pulled out from JE/P.way/CBE. So totally 11

trolley men are required in view of safety. They are also used for taking levels

for top tracking regularly for machine packing. The trolley iloting also one

extra man reauired as per GRS.

Trolley schedule done as briefed below:

2.8.2 Details of Trolley movements in 2017.

Supervisor Jan Feb Mar Apr May June July

SSE/Incharge 6 8 10 9 9 9 8

SSE/MTP sec - 8 13 10 14 13 12

SSESPW 13 8 2 2 2 2 3

JE/CBE 14 13 12 10 13 15 14

Total 33 37 37 31 38 39 37

60

The incharge SSE has to do trolley inspection schedule 6 times every

month. Also he has to accompany with DEN one trolley and with ADEN

two trolley inspection and with other supervisor (SSE/TRD, SSE/SLR etc) 2

trolley inspection each month. Also for any details, data collection in

mid section by trolley only can go to spot.

Also sub sec. SSE/JE/P.way to do monthly schedule of 4 Trolley

inspections and every day to work spot, they have to go by trolley only.

The passengers are available only in morning and evening and to the

stations only. There is no transportation facility available in Railway to

reach mid section work sport.

Previously the CBF section was (IGU) 0/600 – 16/0 excluding CBNE and 1

km. near of CBE. Also IGU – CBE was single line. The CBE (including) –

PTJ line was with SSE/P.way/W/PTJ. During the creation fo SA division 28

route km and ET km. 38.56 is added. So one more SE/P.way/MTP post is

filled and the request of trolley men is now actually 11.

The LWR length of the section is 62.7 km, as per field and records. So for all

calculation purposes 62.7 km is to be taken.

Considering above facts the man days may be worked out in view of Railway

Safety passenger safety etc.


Agreed to. Planning branch allows 3 more staff for the above.

4.19 The revised cumulative staff strength of track maintainers:

Track maintainer & Store watchmen - 113

Trackmate Trackmate - 11

Trolley - 11

Gate keepers - 48

Keymen - 14

(RG is given by TRMS in M-activities)

Total - 197

61

4.20 The total Sanction Vs Revised Requirement of SSE/P.Way/CTR/CBF

Sl.

No Category

Sanc

(a)

Act.

(b)

Req.

(c)

Surplus

(a-c)

Supervisors

1 SSE 3 3 0 0

2 JE 1 1 0 0

(A) Total 4 4 4 0

Ministerial Staff

3 Office Superintend 1 1 1 0

4 Clerk 0 1 1 (-1)*

(B) Total 1 2 1 (-1)

Artisans Staff









(C) Total 10 3 6 4

Track Maintainer (Mate, Key man, Gate Keeper, store watchman &

Trolley men etc,)

13 Track Maintainer Gr-I 16 15

197

0

14 Track Maintainer Gr-II 32 7 0

15 Track Maintainer Gr-III 58 32 6

16 Track Maintainer Gr-IV 140 104 6

17 Trainee store watchman 0 1 0

18 Trainee track maintainer - IV 0 5 0

Sub total 246 164 197

19 Trainee reserve 2% on need base 4

62

20 For office & material handling at depot or other

places, LCs census etc., on need base

8 0

Sub total 246 164 209

21 L.R @ 12.5% for 198 staff 24.75 say as 25 25** 0

(D) Total 246 164 234 12

22 Grant Total (A+B+C+D) 261 173 245 16

* Division may initiate the required shortfall post.

** LR is given separately for Trackmate.

4.21 Sanction Vs Revised Requirement:


261 173 245# 16

# Division may initiate the required shortfall post

4.22 Summary of Revised Recommendation



Sl.

No. Category

Grade pay

(Rs.)

No. of

posts






Total 16


63

CHAPTER – V

5.0 FINANCIAL SAVINGS:

5.1 If the recommendations made in 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.)


2 Blacksmith Gr.I 2800 1 63180 758160

3 Blacksmith Gr.II 2400 1 55432 665184

4 Track Maintainer Gr-III 1900 6 43212 3111264

5 Track Maintainer Gr-IV 1800 6 38948 2804256

Total 16 9183408

CBF SALEM - DIVISION - Indian Railway

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