MCNTM Report

REPORT OF THE COMMITTEE
ON MANPOWER AND COST NORMS

FOR TRACK MAINTENANCE
PART – 1
MANPOWER NORMS
VOLUME 1
TEXT OF THE REPORT
(VOLUME 2 CONTAINS ANNEXURES AND APPENDICES)
MAY 2000
CONTENTS
VOLUME – 1
0. EXECUTIVE SUMMARY 1
1. Preface 16
2. Background leading to the present study 26
3. Identification and classification of Activities 38
4. Evolving of norms for manpower requirement for Activities T and R (Non- 46
suburban sections)
5. Evolving of norms for manpower requirement for Activities T and R (High 71
Density Suburban Sections)
6. Norms for Activities M and S 84
7. Equated Manpower Kilometre (EMKM) – Recommended Performance Unit. 94
8. Recommendations on the other terms of reference and the issues raised by 101
Field Engineers, AIRF and NFIR
9. Pilot study conducted on Allahabad, Ambala and Ratlam Divisions (non- 109
suburban sections) and on high density suburban sections of Central &
Western Railways, assuming implementation of the Rational Formulae
10. Pre-requisites and Methodology to implement the Rational Formulae 114
11. Observations of Finance Member and remarks by Technical Members 118
VOLUME – 2
Letters relevant to the Report Annexures A to O 1
Equated Track Kilometre and Gang Strength Appendix 1 34
No. of Trackmen & Expenditure per ETKM on zonal railways Appendix 2 42
Discussion with Field Engineers of zonal railways Appendix 3 43
Report on the Committee’s visit to Konkan Railway Appendix 4 50
Data and Analysis: Machine packed BG Non-suburban track Tables 1 to 16 55
Plottings of Manpower Vs GMT (Machine packed BG
Graphs 1 to 5 71
Non-suburban track)
Optimal utilisation of manpower for Machine packed BG
Table P 76
Non-suburban track
Linearising Manpower with respect to GMT for Manually
Graph 6 77
packed track (BG & MG)
Optimal utilisation of manpower for Manually packed track Tables P1 P2 Q1
78
(BG, MG & NG) Q2 R1 R2
Alignment Factor - Existing and Recommended Graph 7 84
Rainfall Factor – Existing and Recommended Graph 8 85
Optimal utilisation of manpower for yard lines BG, MG & NG Tables S S1 T U 86
Savings achieved by track modernisation Appendix 5 90
Rational Formula Compared to Special Committee Formula Appendix 6 98
Data and Analysis: Machine packed HD Suburban Sections Tables 17 to 19 101
Optimal utilisation of manpower for Machine packed HD
Table P3 104
Suburban Section
Gangstrength review for 5 units on C.Rly, N.Rly & W.Rly Tables 20 to 24 105
Documentation on Application Software MANPOWER Appendix 7 110
Rational Formulae and Sample Calculation of Gang strength Appendix 8 115
0. EXECUTIVE SUMMARY
0.1 In the process of modifying Special Committee Formula, in order to cover

certain gang activities left out which affect track maintenance effort and to
take into account the effect of machine packing and track modernisation, the
Committee on Manpower and Cost Norms for Track Maintenance (MCNTM)
found it more logical and rational to adopt zero based approach.
0.2 The Activities of track maintenance are categorised as follows:
PRIMARY MAINTENANCE ACTIVITIES : These are directly related to P.Way

maintenance, needing manpower based on continuous length of track, further
classified as follows:
• Activities T (Affected by Traffic density): These are aimed at achieving
safety and acceptable running quality, commensurate with the loads and
speeds carried.
• Activities R (Routine: Unaffected by traffic density): These are for
maintaining track, formation and other integrated assets, which are of
routine nature, but quite important for train operation and for achieving
reliability and long life of assets.
AUXILIARY MAINTENANCE ACTIVITIES : These are related to upkeep of

P.Way section as a whole, needing manpower based on localised problems,
special features and geographical nature of P.Way section, further classified
as follows:
• Activities M (Miscellaneous): For these activities, the quantum of work
arising in the P.Way section can be assessed on a universally adoptable
basis and the yardstick relating mandays requirement to output is
rationally stipulated for each subactivity.
• Activities S (Site-specific): For these activities, the quantum of work
arising varies from location to location depending on site-specific features
of the P.Way section and the yardstick is stipulated generally based on
past experience. [Para 3.3]
1 (Vol.1)
0.3 The methods of track maintenance and the manpower requirement thereof
are entirely different between non-suburban line and very busy suburban line.
The Committee defines a suburban line as ‘High Density Suburban Line’, if
both the following criteria are fulfilled:
• Train frequency should exceed 8 per hour.
• Night blocks are invariably essential for maintenance of track.
The Chief Engineer (PHOD) will be competent to classify a suburban section
as ‘High Density Suburban Line’ based on the above criteria.
[Para 5.2, 5.5]
0.4 Field data indicate that under machine packing the difference in performance
between PRC and other types of sleepers is not very significant. Moreover all
machine packed sections are mostly laid with PRC sleepers. Therefore
Committee decided not to have different norms for PRC and other types of
sleepers. Likewise packing need for SWR or LWR track is not much different
from that for non-welded track, which is contrary to theoretical expectations.
This situation exists because large number of welds have developed defects
and the sleepers at these locations require packing often. SEJs in LWR track
require frequent attention. Apart from rewelding of failed rail-welds, repair
welding works have to be carried out often, even before weld failures/cracks
take place, in the interest of safety. Destressing of LWR panels is an extra
activity. Due to these reasons manpower requirement for Activities T and R is
the same, irrespective of the track having SWR/LWR or not, under the present
conditions. Realising the problems arising due to rail welds of poor quality
and deficiency in the design of SEJ, steps have been undertaken to improve
the quality of welds and SEJs through technologically superior inputs. In this
context, it is relevant to refer Para 15 of Summary of Recommendations in
Part I of ‘Report of the Railway Safety Review Committee, 1998’. The
MCNTM Committee recommends that the effort to improve rail welds should
receive adequate thrust and that a review should be made after 5 years from
now, so as to evolve reduction factors to be applied for the yardstick of
manpower requirement for SWR/LWR track. Till this is done, the Committee
2 (Vol.1)
decided that the subactivities under Activities T and R will be separately
identified for only three types of track, irrespective of the type of sleepers and
irrespective of rails being fish plated or welded as SWR/LWR:
• Machine packed track (non-suburban)
• Manually packed track (non-suburban)
• Machine packed track (high density suburban) [Para 3.2]
0.5 The subactivities under Activities T and R were identified after interaction with
field engineers and deliberations. These are listed for machine packed and
manually packed (non-suburban) tracks and machine packed (high density
suburban) track, as follows: [Para 3.3.3.1]
ACTIVITY T
AFFECTED BY TRAFFIC DENSITY
Machine packed track (non-suburban) Manually packed track (non-suburban) Machine packed track (HD suburban)
T.1 Slack attention to T.1 Through packing T.1 Slack attention to

a. Bad spots T.2 Slack attention to a. Bad spots
b. Low joints, (FP or welded), Glued a. Bad spots b. Low Joints
joints b. Low joints, insulated joints c. SEJs
c. SEJ (1 No. per km.) c. Minor curve realignment d. Minor Curve attention
d. Minor curve realignment T.3 Casual renewal of T.2 For Tie tamper working
T.2 For tie tamper working a. Rails a. Pre-tamping attention
a. Pretamping operations b. Sleepers b. Along with tamper
b. Along with tamper c. Fasteners (includes attention) c. Post tamping attention
c. Post tamping operations T.4 Creep pulling T.3 Casual renewal of
T.3 Casual Renewal of a. Rails
a. Rails b. Sleepers
b. Sleepers c. Fastenings
c. Fasteners (along with regauging) T.4 Repair welding
T.4 Repair Welding
ACTIVITY R
UNAFFECTED BY TRAFFIC DENSITY
R.1 Lubrication of ERCs R.1 Lubrication of rail joints R.1 Through packing
R.2 Shallow Screening (1/5 length) R.2 Shallow screening (1/5 length) R.2 Shallow screening(1/5 length)
R.3 Loading, leading, unloading R.3 Loading, leading, unloading R.3 Loading, leading & unloading
R.4 Overhauling of level crossing R.4 Overhauling of level crossings R.4 Lubrication of ERCs(Jts.)
R.5 Watching caution spots & R.5 Watching caution spots & miscellaneous R.5 Overhauling of level crossings
Miscellaneous R.6 Tree cutting for visibility R.6 Watching cautionspots and look out
R.6 Tree cutting for visibility R.7 Lubrication of rails in curves men
R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal in R.7 Tree cutting
R.8 Accident relief and carcass removal runover cases R.8 Lubrication of rails in curves
in runover cases R.9 Bridge sleeper attention & renewal R.9 Bridge sleeper attention & renewal
R.9 Bridge sleeper attention & renewal R.10 Pre-monsoon attention such as clearing R.10 Accident relief and carcass removal
R.10 Pre monsoon attention, such as of drains and water ways, cess repairs, R.11 Premonsoon attention
clearing of drains and water ways, deweeding of track and attention to R.12 Creep pulling
cess repairs, deweeding of track cuttings and trolley refuges R.13 Rectifying damage to LCs
and attention to cuttings and trolley R.11 Rectifying damage to LC posts and R.14 Painting of weld collars
refuges. gates R.15 Emergency attention
R.11 Creep pulling (approaches of bridge, R.16 Extra assistance to Keymen&B/Smith
turnout) R.17 Extra work in night blocks
R.12 Rectifying damage to L/C posts and R.18 Extra assistance for S&T items
gates
3 (Vol.1)
0.6 The Committee decided that all the subactivities of maintenance for Running
Yard Lines (RYL) and Non-running Yard Lines (NRYL) should be categorised
under Activity R, since the proportion of traffic passing through these lines out
of the gross traffic on the section is not only negligible, but also varies widely
in different locations, apart from being associated with slow speed. Therefore
regular cycle of maintenance, not related to the quantum of traffic on mainline,
will be adequate for RYL and NRYL.
[Para 4.7.1, 4.8]
0.7 The ‘Rational Formulae’ have been evolved by the MCNTM Committee by
collecting field data over 14 non-suburban sections and 3 high density
suburban sections through direct interaction with field engineers on seven
zonal railways and after carrying out critical analysis of the data and also
review of the rationale underlying Special Committee Formula in the light of
the fresh data. Rational Formulae for Activities T and R are given as follows,
along with necessary explanations:
0.7.1 MAIN LINE BG MACHINE PACKED (NON-SUBURBAN)
Mandays requirement/year/km (including equivalent MMU mandays):
Activity T : (80+ 2.3 GMT) x (1+A+B+C)

Activity R : 159
[Para 4.2]
0.7.2 MAIN LINE BG MANUALLY PACKED (NON-SUBURBAN)

Mandays requirement/year/km:

Activity R : 168
[Para 4.3]
0.7.3 MAINLINE BG MACHINE PACKED (HIGH DENSITY SUBURBAN)

Activity T : (115+2.3GMT) x (1+A+B+C)
Activity R : 398
[Para 5.6]
4 (Vol.1)
0.7.4 MAIN LINE MG MANUALLY PACKED
Activity T : (160 + 13.56 GMT) x (1+A+B+C)

Activity R : 128
[Para 4.4]
0.7.5 MAIN LINE NG MANUALLY PACKED

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

Activity R : 91 [Para 4.5]
* This factor is subject to the maximum value of 180.
0.7.6 RUNNING YARD LINES (RYL) AND NON-RUNNING YARD LINES (NRYL)
Mandays requirement/year/km: [Para 4.7.2, 4.8]
BG MG NG
Machine Manually Manually Manually
packed packed packed packed
RYL 177* 297 228 153
NRYL - 198 152 102
* This includes equivalent MMU mandays.
Note:
• RYL : Lines on which trains are received on signal
• NRYL : Non running lines in yard, marshalling lines, sidings, etc.
• The maintenance of RYL and NRYL is entirely regarded as Activity R and
mandays requirement is computed as per the above table. Activities T, M
and S are not involved at all.
• 1 km of manually packed NRYL is equivalent to 2/3 km of manually packed
RYL, as regards mandays requirement.
• Mandays tabulated above shall not be enhanced by the factors A, B and C,
which are applicable only for mainline track and not for RYL or NYRL.
0.7.7 STAFF STRENGTH FOR MOBILE MAINTENANCE UNIT (MMU)
0.7.7.1 Gross Equivalent MMU mandays, i.e, GEMM over a subdivision/division
A. For Non-suburban machine packed mainline (BG):

= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ L Y
where [Para 4.11.1 to 4.11.8]
LM = length (in km) of typical stretch of machine packed main line (BG)
LY = length (in km) of typical stretch of machine packed yard running line (BG)
5 (Vol.1)
B. For High Density Suburban machine packed mainline (BG):
= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣL H
where [Para 5.7.1 to 5.7.3]
LH = Length (in km) of typical stretch of high density suburban mainline
Both for A and B above, the Chief Engineer can vary the value of GEMM and cadre
structure of MMU, depending on the local conditions, job requirement and efficiency
of MMU.
0.7.7.2 Principle governing the strength and composition of MMU
80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual

emoluments of MMU staff.
[Para 4.11.9, 5.7.4]

SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track tampers and
vehicles (road, rail-cum-road, rail-borne) for transport of men and materials.
The cadre structure of Gangmen and pay scales thereof, as stipulated by the Railway
Board should be taken into account and Leave Reserve of 12.5% should be allowed,
while computing the annual emoluments of GEMM. The cadre structure and pay
scales should be taken into account and Travelling Allowance payable should be
allowed, while computing the annual emoluments of MMU.
0.7.8 ENHANCEMENT FACTORS A, B AND C
a) Formation Factor A: This factor brings into consideration the nature of soil
in formation/cutting and has the following values:
Nature of soil Value

Shrinkable soil and vicious Black Cotton soil (very bad soil) 0.2
Ordinary unstable soil (bad soil) 0.1
Stable soil 0
The Formation Factor should be applied only for the length of track having
very bad/bad soil conditions in formation/cutting.
[Para 4.6.1]
b) Alignment Factor B: This factor brings into consideration the curvature of

track and has the following values:
BG: B = 0.25 for curves sharper than 2o, decreasing from 0.25 to 0
linearly for the variation 2 o to 1 o, and thereafter 0 for curves flatter
than 1o.
MG: B = 0.25 for curves sharper than 4o, decreasing from 0.25 to 0
than 2o.
NG: B = 0.25 for curves sharper than 7o, decreasing from 0.25 to 0 linearly
for the variation 7 o to 3 o, and thereafter 0 for curves flatter than 3o.
The Alignment Factor should be applied only for the length of track having
curves as detailed above. [Para 4.6.2]
6 (Vol.1)
c) Rainfall Factor C: This factor brings into consideration the annual rainfall
and has the following values:
C = 0.2 for annual rainfall of 300cm and above, decreases from 0.2 to 0
linearly for the variation 300cm to 150cm and thereafter 0 for rainfall less than
150cm.
[Para 4.6.3]
0.7.9 EQUIVALENT LENGTHS FOR TURNOUTS AND SPECIAL LAYOUTS
a) The turnouts and special layouts should be treated as equivalent lengths of

straight track as follows:
Turnout 0.10 km
Diamond 0.10 km
Diamond crossing with single slip 0.15 km
Diamond crossing with double slip 0.20 km
Cross over 0.20 km
Three-throw points and crossing 0.20 km
Scissors cross-over 0.50 km
Trap 0.02 km
Double trap 0.04 km
b) If a layout connects the Main Line (ML) to ML/RYL/NRYL, its equivalent track
length is added to the length of ML for the purpose of computing mandays
requirement. If the layout connects RYL to RYL/NRYL, its equivalent length
is added to RYL length. If the layout connects NRYL to NRYL, its equivalent
length is added to NRYL length. In other words, the equivalent track length is
added to the more important line connected to the turnout or special layout.
c) The equivalent track length of layout computed as per para (a) will be
considered in addition to the physical length of the layout which is treated as
part of ML/RYL/NRYL, for computation of mandays requirement. In
otherwords, the length of the layout is not to be deducted from the length of
parent track.
d) The length of track in RYL and NRYL will be measured from the heel of the
crossing and not from the toe of switch. Similarly, in diamond crossings with
single or double slips, the curved lead of the slip/slips will not be included in
the length of track.
e) In accordance with the mode of packing of the layout, its equivalent length of
track should be treated as machine packed or manually packed, for the
purpose of computing mandays requirement.
f) Equivalent track lengths of turnouts and connections are considered only for
Activities T and R. The track length parameters wherever used for computing
mandays requirement for Activities M and S should exclude such equivalent
track lengths.
[Para 4.9]
7 (Vol.1)
0.8 The Rational Formulae have been evolved systematically based on the
quantum and norms for the subactivities of track maintenance, which are
transparent in Tables P, P1/P2, P3, Q1/Q2, R1/R2, S, S1, T and U. The
Committee recommends and has already incorporated in the Rational
Formulae, that shoulder screening of ballast need be done at 5 years interval.
This activity should be mechanised on priority all over Indian Railways. As
the modernisation in various subactivities progresses, some of the
subactivities may reduce in quantum or may vanish; or these may require less
manpower. Thus Rational Formulae can be amended easily, by recasting the
relevant Tables. The Committee recommends that the Rational Formulae can
be reviewed once in five years and amended. [Para 9.8 & 9.9]
0.9 Based on the Rational Formulae, the Committee has concluded that by
deploying on-track tampers for machine packing on BG, it is possible to
achieve savings in maintenance cost and manpower, compared to
maintenance by manual packing to the extent (approximately) as follows:
Savings in Annual Savings in manpower for

Traffic density maintenance cost/km 250km length
Without MMU With MMU* Without MMU With MMU@
30GMT line Rs.49,024 Rs.53,720 275 340
20GMT line Rs.40,616 Rs.44,819 219 279
10GMT line Rs.29,872 Rs.33,581 162 218
3.333GMT line Rs.24,478 Rs.27,859 124 176
* The initial and running cost of speciality equipment for MMUs, in the form of annualised
cost, has been taken into account while computing the savings in annual maintenance cost.
@
The staff strength of MMU, namely artizans and helpers has been taken into account while
computing the savings in manpower.
The Committee recommends that maintenance by Mobile Mechanised Units

(MMUs) should be expanded at a fast pace so as to achieve economy and to
impart job enrichment to gangwork.
In view of the substantial savings achievable through the single aspect of
mechanisation, namely, machine packing, as illustrated above, the Committee
recommends that tie-tamping machines should be introduced on a large scale
on MG system also, constituting 19,158 km of track, irrespective of the type of
sleepers used, since it is the reality that MG track will continue to exist on a
number of routes for years to come. [Para 4.12]
8 (Vol.1)
0.10 The Rational Formulae for mandays requirement per annum for a P.Way
section for Activity M (Miscellaneous) are as follows:
[Para 6.2, 6.5]
Subactivity Norm Legend Authorisation
M.1 Monsoon
patrolling Σ (Dxbxsxm) N : Total No. of beat- lengths CTE/CBE
1 to N D: No. of days needing
patrolling in a year in the nth
beat length.
b: No. of beats in the nth beat-

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

length
m: No. of men in each shift in

the nth beat- length
m=2 in area infested with wild

animals; otherwise m=1.
M.2 Hot weather Lw x 30 Lw: Length of LWR track in km, CTE

patrolling of LWR on single line basis.
track
M.3 Cold weather Lw x 12 Lw: Length of LWR track in km, CTE
patrolling of on single line basis.
LWR track
M.4 Watching
vulnerable Σ (s x d) N: No. of vulnerable locations CTE/CBE
1 to N
locations s : No. of duty shifts at the nth
location
d : No. of days of watching at

the nth location in a year
M.5 Gate keeping at

level crossings Σ
365x s – 290xNg
N: No. of Engg. level crossings
1 to N s : No. of shifts at the nth LC
-
Ng: No. of Engg. gate keeper
posts (excluding LR)
sanctioned.
M.6 Rest giving for K(365 – 290) K: No. of keyman-beats

-
keymen
M.7 Waterman duty N x 290 N: No. of gangs
-
M.8 Store-watchman N x 3 x 365 N: No. of stores locations in
duty addition to Sr.SE’s Sr.DEN/
Headquarters stores. N is not
Co-ord
to exceed 2.
9 (Vol.1)
0.11 The Rational Formulae for mandays requirement per annum for a P.Way
section for Activity S (Site-specific) are as follows:
[Para 6.3, 6.6]

N: No. of tunnels Subject to
S.1 Tunnel
maintenance 1.2x0.29x Σ (l x r) l: length of the nth tunnel, works/bridge
1 to N in metre staff not being
r: No. of tracks in the nth available for
tunnel this work
N: No. of bridges Subject to
S.2 Bridge
substructure 1.1x0.29x Σ(b x r) b: Lineal waterway of the nth works/bridge
maintenance 1 to N bridge, in metre staff not being
r: No. of tracks on the nth available for
bridge this work
N: No. of bridges each
S.3 Long girder
maintenance 0.64 x Σ (b x r) having more than 150m
1 to N lineal waterway
b: Lineal waterway of the nth -
bridge, in metre
r: No. of tracks on the nth
bridge
S.4 Extra maintenance Lc x 290 Lc : Total length of curves in
due to very km, sharper than
sharp curves, 3o on BG / 6o on MG. -
(NG track does not
deep cutting and need extra manpower
steep gradients on this reason)
N: No. of locations where
S.5 Maintenance of
track on extremely 0.6 x Σl track needs more than
bad formation 1 to N 12 attentions in a year CTE
l: length of track in the nth
location, in metres
S.6 Lookout man
duty 290 Σ v/g N: No. of gangs
v: length of track with poor
1 to N Sr.DEN/
visibility in the nth gang-
Co-ord
length
g: length of the nth gang-length
S.7 Fogsignal man Mf /3 Mf: Total mandays actually
Sr.DEN/
duty utilised in the past 3 years
Co-ord
for this duty
S.8 Filth removal f x 290 f: No. of gangs having this Sr.DEN/
from track kind of problem Co-ord
S.9 Security Ms /3 Ms: Total mandays actually
Sr.DEN/
patrolling utilised in the past 3
Co-ord
years for this duty
S.10 Watching of
waterlevel in Σ (s x d) flooding of track occurs
suburban 1 to N in rainy season, due to
water entering from built-up
sections area outside. Sr.DEN/
s: No. of shifts required at Co-ord
the nth location
d: No. of days requiring
watching at the nth location
Normally s = 2; d = 60 in
Mumbai suburban sections.
10 (Vol.1)
0.12 The Committee recommends that the following track maintenance works can
be earmarked for execution through contracts: [Para 8.10]
1. Formation treatment works.
2. Collection of ballast, training out ballast by materials train, leading ballast from stack
to track and insertion of ballast in track including profiling.
3. Deep-screening of the ballast in track, carried out manually or by deploying Ballast

Cleaning Machine in which case manpower support is provided by the contractor.
4. Introduction of sub ballast and ballast layers.
5. Heavy repairs to track, including lifting.
6. Complete realignment of curved track.
7. Through renewal of rails, sleepers and fasteners.
8. Complete renewals of points and crossings, SEJs, traps, etc.
9. Resurfacing of crossings and switch rails.
10. Loading and unloading of P.Way materials in bulk.
11. Lorrying out of P.Way materials for other than casual renewal.
12. Security of materials in a depot which is closed and locked.
13. Painting of rails and weld collars.
14. Painting of bridge girders.
15. Heavy repairs (measurable) to formation, cutting, side drains and catch-water drains.
16. Heavy repairs (measurable) to bridges, bridge protection works, river training works
and tunnels.
17. Providing and repairing road surface at level crossings including speed-breakers.
18. Removal of major sand breaches.
19. Works arising due to restoration, following breach or accident.
20. Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching and
goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical
and S&T departments.
Note: a) Clearing of vegetation not in the vicinity of tracks will be carried out by the
respective departments or by the works supervisor concerned, through contract.
b) Cleaning of goods sheds and goods platform will be the responsibility of Commercial
department, who may resort to contracting.
11 (Vol.1)
0.13 The mandays requirement computed through the Rational Formulae exclude
provision of 12½% Leave Reserve for gangmen and also posts of,
gangmates, keymen, gatekeepers, artizans, artizan-helpers, trollymen,
storemen, staff of USFD team and on-track machine staff for maintenance
and operation. However MMU staff strength is carved out of the
gangstrength, as per the principles explained in Recommendation 0.7.7.
[Para 4.10.1]
0.14 The Rational Formulae cover all the activities. When these are implemented,
many of the decasualised posts are likely to be absorbed as regular gangmen
posts. The balance decasualised posts should be declared as surplus and
the incumbents of these posts should be redeployed as per extant rules.
[Para 8.1]
0.15 Issues such as appointment of Safaiwalas in certain gangs, deployment of

gangmen for monsoon patrol and security patrol are covered under the
Rational Formulae.
[Paras 8.2, 8.3, 8.4]
0.16 The Committee have evolved the Rational Formulae based on average
productivity of individual gangman. It is necessary to ensure overall
productivity by weeding out weak personnel. As done in army, ‘Physical
Endurance Test’ (PET) should be standardised for gangmen, as criterion for
being qualified at the time of recruitment and also for assessing their stamina
during service. Any gangman declared unfit through PET during periodical
medical examination should be treated as medically decategorised and the
extant rules should be followed, duly removing him from the cadre. If the
performance of a gangman is found to be poor attributable to his physique as
reported by the supervisor, he should be sent for PET, irrespective of whether
he is due for PME or not. This recommendation reflects the views of field
engineers who expressed their anguish regarding the diminishing stamina of
gangstaff.
[Para 8.5.1 to 8.5.5]
12 (Vol.1)
0.17 Innovative methods should be implemented to improve the general health of
gangstaff. Every gangman should be made to realise that it is his duty to
maintain his stamina. As a part of training courses and also in the field, Yoga
should be taught to gangmen. [Para 8.5.6]
0.18 The Committee recommends that the existing LR percentage of 12½ need not
be altered for gangmen cadre. Absenteeism should be curbed through stern
and expeditious action under DAR. This is basically the responsibility of
Divisional Railway Managers. Establishment rules should be amended to
incorporate some of the suggestions made by Hon’ble Justice Shri N.
Venkatachelliah in the course of a judicial enquiry into a railway accident, for
implementing stringent action on habitual absentees. The money saved due
to LWP availed by gangmen or due to absence of gangmen should be
diverted for clearance of maintenance arrears through contract. Compilation
of savings should be done on monthly basis. Chief Engineers should be
delegated with powers for reappropriation from PU-01 to PU-32 to this extent.
But the Finance Member of the Committee does not concur this
recommendation, pointing out that this will encourage absenteeism. The
Technical Members are of the opinion that, whereas every effort should be
taken to curb absenteeism, maintenance activities should not be allowed to
suffer due to shortage of input of mandays, in the interest of safety and
realisation of full life span of track. [Para 8.6]
0.19 Appointment of gangwomen should be restricted to identified posts only.

[Para 8.7]
0.20 The Rational Formulae are based on the manpower requirement for track of
average age. Any P.Way section will have a mix of new and old tracks.
Therefore, while keeping the overall gangstrength of P.Way section as
calculated, readjustment among the strengths of various gangs may be
carried out as per the age profile of track, with the approval of DEN.
[Para 8.8, 10.6]
0.21 Training centres should be strengthened, so as to impart better skill to

gangmen, including for operating small track machines. The Committee
13 (Vol.1)
recommends provision of Trainee Reserve of 2% for the cadre of gangman.
However the Finance Member does not concur creation of 2% Trainee
Reserve posts and opines that this must be managed within the Leave
Reserve provision. The Technical Members are of the opinion that Leave
Reserve is meant for its own purpose and that with the emphasis being given
to impart adequate training to staff belonging to safety categories, (Para 5 of
Summary of Recommendations in Part I of ‘Report of the Railway Safety
Review Committee, 1998’), this issue deserves Board’s consideration.
[Para 8.9]
0.22 The pilot study conducted by the Committee by theoretically applying the
Rational Formulae on Allahabad, Ambala and Ratlam Divisions for non-
suburban lines and on Mumbai CST and Mumbai Central subdivisions for high
density suburban lines indicates that it would be possible to effectively
pinpoint redundancy or shortfall in gangstrength in various units. The pilot
study has given the confidence that the implementation of Rational Formulae
will only result in savings in manpower and expenditure, at the same time
ensuring equitable distribution of manpower in accordance with workload.
[Para 9.5 to 9.7]
0.23 If accepted by the Railway Board, this Report should be included in the
syllabus of all training courses (initial and refresher) for officers and
supervisors. All officers and supervisors should become conscious of
manpower utilisation, thereby generating overall cost consciousness.
Application software MANPOWER has been developed by the Committee,
which has been already utilised successfully in the Pilot Study. All engineers
should become conversant with this user friendly software.
[Para 10.1 to 10.4]
0.24 If accepted by the Railway Board, the implementation of the Rational

Formulae should be carried out as per a predetermined time frame, as
elaborated in Chapter 10. Annual review of gangstrength should be carried
out as on 1st April, by continuously updating the input data and by utilising the
software MANPOWER. Gangstrength should be adjusted accordingly.
14 (Vol.1)
IRICEN should be the custodian of the software MANPOWER, making
amendments arising from time to time and incorporating the review of
Rational Formulae to be carried out at five years interval as recommended in
para 0.8. [Para 10.5 to 10.10]
0.25 It has been proved that ‘Equated Track Kilometre (ETKM)’ has become an
unreliable Performance Unit, both for manpower and track maintenance cost.
ETKM derives its relevance from Special Committee Formula. With the
Rational Formulae replacing the Special Committee Formula, the Committee
has proposed ‘Equated Manpower Kilometre (EMKM)’ as the Performance
Unit. For defining EMKM, a comparator P.Way section has been assumed,
which requires 12/3 men per km (as average) of mainline track in the section,
to perform all the Activities T, R, M & S as per the Rational formulae.
Therefore EMKM of any other P.Way section is defined as numerically equal
to 0.6 times the number of gangmen required for the section for all the
Activities T, R, M & S as per the Rational formulae. The ratio of EMKM to
actual length (in km) of each P.Way section will indicate relative manpower
concentration required among various sections. 12/3 times the sum of EMKMs
of all P.Way sections in a unit will bring out the excess/shortfall of manpower,
when compared with the total existing gangstrength in the unit. These have
been elaborated in Chapter 7. The Committee recommend that EMKM
should be accepted as Performance Unit simultaneously with the adoption of
the Rational Formulae and that, in future, ‘Equated Cost Kilometre (ECKM)’
can be evolved based on the Rational Formulae, as Performance Unit for
track maintenance cost. [Para 7.1 to 7.9]
0.26 A similar report, namely “Part 2: Cost-Norms” has to be compiled based on

the Rational Formulae. This will enable evolving of procedures to rationalise
track maintenance cost and to judiciously distribute the available funds among
zonal railways and among lower units. This will also create cost awareness in
the minds of field engineers and executives at higher levels. Railway Board
may nominate new members for MCNTM Committee for carrying out this
assignment. [Para 7.10]
15 (Vol.1)
REPORT OF THE COMM ITTEE
1. PREFACE
1.1 CONSTITUTION OF THE COMMITTEE AND NOMINATION OF MEMBERS
1.1.1 Railway Board vide letter No.96/CE-I/GNS/2 dated 05.01.96 (Annexure A)

constituted a Committee with the following terms of reference:
• To study the Special Committee Formula for Gang Strength and to

suggest modified formula covering certain variables left out in the existing
Special Committee Formula which affect track maintenance effort.
• To take into account the decasualisation done, effect of machine

maintenance and track modernisation, while modifying the Gang Strength
Formula.
1.1.2 The Committee constituted by the Board comprised of the following officers:
• Shri S.S. Kapoor, Chief Engineer, SE.Rly : Convenor Member

• Shri S.D. Sharma, Chief Engineer, N.Rly : Member
• Shri S. Gopalakrishnan, Director, IRICEN : Member Secretary
• Shri Aurobindo Gosh, FA&CAO(C), N.Rly : Member
1.1.3 Though the Committee met three times in 1996, held discussions on the
information collected till then and compiled a draft report on the methodology
to modify the Special Committee Formula, further work could not be
progressed for want of Railway Board'
s acceptance/comments on the Report
of the Committee for Machine and Manpower Deployment for Track
Maintenance (CMMDTM), which was submitted to Railway Board in
Feb.1995. In the Report of CMMDTM, certain modifications to Special
Committee Formula had been suggested, which had to be interconnected to
16 (Vol.1)
the present Report. When further work was thus kept stalled, both Shri
S.S. Kapoor and Shri S.D. Sharma retired in Jul.97.
1.1.4 Thereafter Railway Board vide letters No.95/CE-I/GNS/2 dt.13.10.97 and

12.11.97 (Annexures B and C) reconstituted the Committee with the following
officers:
• Shri S. Gopalakrishnan, CAO/Construction, NE.Rly: Convenor Member

• Shri M.S. Ekbote, Chief Engineer, SE.Rly : Member
• Shri S.M. Singla, Chief Engineer, N.Rly : Member
• Shri Vinod Kumar, Director, IRICEN : Member
• Shri Aurobindo Gosh, FA&CAO, E.Rly : Member
Railway Board maintained the continuity of the Members by name, rather than
by designation. Shri S. Gopalakrishnan took over as Addl. General Manager,
S.Rly in Dec.97 and Shri M.S. Ekbote as Chief Engineer, W.Rly in May 98.
1.1.5 Based on the comments given by the various Directorates of Railway Board
on the Report of CMMDTM, Member Engineering decided that the
Committee'
s study should follow a zero based approach, instead of proposing
amendments or changes to the Special Committee Formula, so that all the
activities of track maintenance are rationally covered. He also decided that
costing of track maintenance should also be integrated, so that financial
budgeting and manpower budgeting can be compatible to each other.
Towards achieving this objective, the Committee was renamed as '
Committee
on Manpower and Cost Norms for Track Maintenance' (CMCNTM) vide
Railway Board'
s letter No.95/CE-I/GNS/2 dt.13.08.98. (Annexure D)
1.2 TERMS OF REFERENCE ASSIGNED TO THE COMMITTEE
1.2.1 Subsequent to pinpointing initial terms of reference in their letter dated

05.01.96 (Annexure A), Railway Board decided that the Federations of
recognised Trade Unions (namely, All India Railwaymen'
s Federation and
National Federation of Indian Railwaymen) may give Memoranda to the
Committee and also hold discussions with the Committee, vide letter
17 (Vol.1)
No.95/CE-I/GNS/2 dt.13.05.96 (Annexure E). The intention of the Railway
Board was also communicated to AIRF and NFIR.
1.2.2 Railway Board desired, vide letter No.95/CE-I/GNS/2 dt.31.01.97

(Annexure F), that the Committee should examine the question of
appointment of Safaiwalas as part of gang strength for cleaning railway track
passing through densely populated area, since in the case of a passenger
train derailment CRS/Lucknow had observed that track maintenance suffered
on account of the filth on track discouraging gangmen from working efficiently.
1.2.3 Railway Board desired, vide letter No.96/CE-II/PRA/43/CRS dt.04.07.97

(Annexure G), that the Committee should study the aspect of deputing
permanent gangmen to perform monsoon patrolling and allied works (which
are not assigned to them as per Special Committee Formula) and the problem
of making good the mandays lost on this account.
1.2.4 Railway Board desired, vide letter No.94/CE-I/EDCE(G)/Misc.7/Track

dt.08.06.98 (Annexure H), that the comprehensive formula for costing track
maintenance given in the Report of the Committee for Rationalisation of
Costing Permanentway Activities (CRCPA) should be considered by this
Committee, so that there is no deviation in the recommendation.
1.2.5 Railway Board desired, vide letter No.96/CE-I/GNS/2 dt.24.07.98

(Annexure I), that the Committee should examine the aspect of creating posts
of additional Permanentway men for carrying out security patrolling, since
CRS/Mumbai recommended that security patrolling should be carried out by
permanent gangmen after investigating into a derailment on Central Railway.
1.2.6 In RDSO'
s letter No.CT/IRPWM dt.27.11.98 (Annexure J), it is stated that in
the Chief Engineers Conference held in Nov.98, it was decided that the age of
gangmen needs to be considered in the gangstrength determination assigned
to the Committee. Though there is no Board'
s orders to this effect, the
Committee found this point relevant in the context of ensuring productivity. In
fact the Committee is of the opinion that possession of adequate physical
18 (Vol.1)
strength should be the requirement to perform as gangman, rather than age
being the criterion.
1.2.7 In Director/IRICEN'
s letter No.151/9754 dt.27.08.98 (Annexure K), Board'
s
order on the minutes of the CTE'
s Seminar held in Jul.97 was communicated,
according to which the Committee was required to identify the works of track
maintenance which may be executed through contract. A list of such possible
works has been also enclosed to this letter. On the same subject, Railway
Board have issued letters No.86/W6/TK/12 dt. 08.88 and No.97 E/MPP/1/9
dt.13.10.97, addressed to the zonal railways (Annexures L and M) which are
relevant to the Committee'
s terms of reference.
1.3 METHODOLOGY ADOPTED BY THE COMMITTEE
1.3.1 AIRF and NFIR responded to Railway Board'

s desire to give Memoranda to
the Committee, expressing their views on modifying gangstrength formula.
The Committee received a Memorandum from NFIR vide No.DC-76/89
dt.16.06.96 (Annexure M) and Memorandum from AIRF vide No.AIRF/52 (i)
dt.17.07.96 and dt. 01.08.96 (Annexure N). These were given due
consideration by the Committee.
1.3.2 The Committee requested the Zonal Railways in Feb.96 to communicate their
experience with modern track structure and modern methods of maintenance
and also to furnish details of any work study carried out by them. Only
Central, South Eastern, Northern and Western Railways responded to this
request. The contents of their reports received in Jun. to Aug.96 were
considered by the Committee. The views of Zonal Railways as well as AIRF
and NFIR were aimed at modifying the factors and norms built in the Special
Committee Formula. In as much as the reconstituted Committee resorted to
analysis of field data on zero based approach as desired by the Board vide
para 1.1.5, the suggestions for modifying the existing formula got
accommodated in a more rational and direct manner. The Zonal Railways
and the federations had brought to the attention of the Committee many
factors affecting the quality of work and the morale of Permanent way men,
19 (Vol.1)
which have been considered by the Committee while formulating the
recommendations.
1.3.3 The Committee also noted the contents of the Report of Manpower
Productivity Committee 1986 (which was not however accepted by the
Railway Board) and RITES Diagnostic Study on Manpower Planning on
Indian Railways (May 1990).
1.3.4 The Committee also studied two reports finalised by separate Committees:
• Report of the Committee for Machine and Manpower Deployment for

Track Maintenance on Indian Railways, submitted in Feb.1995, by the
Committee comprising of Adviser (Civil Engineering)/Railway Board, Chief
Engineers of some Zonal Railways, Director Standards (Track)/RDSO and
Director/IRICEN. This Report was not accepted by the Railway Board,
after discussion among various Directorates including Finance. Extracts of
the notings recorded in Board'
s office were made available to the
Committee through Board'
s letter No.95/CE-I/GNS/2 dt.17.02.98. The
reconstituted Committee found these documents to be very useful and a
fresh zero based strategy was formulated in the first meeting of the
reconstituted Committee held on 20.03.98 at Pune.
• Report of the Committee for Rationalisation of Costing Permanent Way

Activities, submitted in Dec 1995, by the Committee comprising of CTEs of
some Zonal Railways, Director Standards (Track)/RDSO and
Director/IRICEN. This Report has been neither accepted nor rejected by
the Railway Board. But their letter dt.08.06.98 (Annexure H) indicates that
the concepts contained in CRCPA Report are relevant to be considered by
the Committee.
1.3.5 The Committee visited seven Zonal Railway headquarters, viz. Central,
Northern, Southern, Western, South Eastern, Eastern and South Central
20 (Vol.1)
Railways to collect field data of track maintenance on non-suburban and
suburban lines. There were direct interactions with Section Engineers, Senior
Section Engineers, Assistant Engineers and Divisional Engineers. They had
been asked to come with actual data on manpower utilisation, as per their
own documents. The field engineers were allowed free discussion with the
Committee and the information/data/norms/views/problems/solutions as
placed by them were recorded. Thereafter, the data were condensed in
formats and analysed.
1.3.6 Some of the points raised by NFIR and AIRF (Annexures N and O) were
discussed with field engineers and their views were noted.
1.3.7 The Convenor Member was asked to participate in the Conference of Senior
Divisional Engineers of all the divisions on Indian Railways specially
organised by the Railway Board on 31.10.98 at New Delhi, to discuss on the
various subjects connected with the maintenance of concrete sleeper track.
The interaction on such a wide base was useful in the thought-process
leading to the compilation of this Report.
1.3.8 The Committee also visited Konkan Railway on 12.05.99 to study the track
maintenance system adopted by KRCL and held discussion with their
engineers. This was useful in judging how far KRCL model can be adopted
on Indian Railways.
1.3.9 The Convenor Member and Chief Engineer/N.Rly accompanied the Members
of Railway Board, when they inspected the Mechanised Maintenance Unit
(MMU) based at Aligarh, Northern Railway on 14.02.2000. This visit was
useful in appreciating the functioning of MMU under the real field conditions.
1.3.10 While examining the data on workload and manpower utilisation, as collected
from 14 non-suburban and 3 suburban sections on seven zonal railways vide
para 1.3.5, the Committee found that in some of the busily worked suburban
sections, the availability of working period in day time is meagre and, even
during night, all maintenance operations have to be crash programmed within
21 (Vol.1)
4 to 6 hours. The pattern of manpower deployment in these suburban
sections has to be different from that in non-suburban mainlines. The
Committee therefore had exclusive interactions with the track engineers of
suburban sections of Central and Western Railways and this has lead to
evolving of exclusive manpower formula for '
high density suburban section'
,
which is defined by the Committee in the Report.
1.3.11 The Committee has also evolved revised man-power formula for manually
packed track of BG, MG and NG to replace the existing Special Committee
Formula, which had not covered many indispensable activities of track
maintenance.
1.3.12 The Committee realised that it is impossible to suggest a single formula (like
Special Committee Formula) if all the direct and indirect activities of track
maintenance have to be covered. The recommendations lead to stipulation of
a set of formulae, which have been named by the Committee as ‘Rational
Formulae’. For any given section, only the relevant formulae out of this set
have to be applied. The Committee have also identified the activities which
have to be performed through contracts. The manpower management issues
raised in paras 1.2.2, 1.2.3, 1.2.5, 1.2.6 and 1.2.7 have been either tackled
within the formulae evolved, or covered under recommendations.
1.3.13 Since the calculation of manpower requirement as per the Rational Formulae
calls for collection and storage of large amount of field data and application in
a number of formulae, the Committee realised that a computer program has to
be necessarily evolved. Accordingly software MANPOWER on Microsoft
EXCEL has been prepared. Since the proposed formulae are zero based,
distinctly different from the existing formula in use, the Committee was curious
to assess the effect of implementing the same, as to whether it will result in
creation of extra posts or in surrender, with respect to exiting sanctioned
strength. Therefore a pilot study was conducted on Allahabad, Ambala and
Ratlam Divisions (non-suburban sections) and on the Mumbai suburban
sections of Central and Western Railways. This study was very helpful in
22 (Vol.1)
debugging the software and in assuring that the implementation of the new
formulae on global basis on Indian Railways will result in savings only.
1.3.14 The Committee decided that IRICEN/Pune will be the custodian of the
software MANPOWER in future. This will be a useful and indispensable tool
for the periodical review of gangstaff strength. Since this software has been
evolved in a centralised manner, instead of permitting Zonal Railways to
evolve different versions in their own ways, the software will permit
transmission and compilation of data through networking among Sub-
divisions, Divisions, Zonal Railways and Railway Board.
1.4 MEETINGS HELD BY THE COMMITTEE MEMBERS
1.4.1 The earlier Committee (with Shri S.S. Kapoor and Shri S.D. Sharma as
Members) deliberated on the issues in the following meetings:
• 1st Meeting at SE.Rly. Headquarters, Garden Reach on 12.02.96
• 2nd Meeting at IRICEN, Pune on 27.06.96
• 3rd Meeting at SE.Rly. Headquarters, Garden Reach on 9,10.12.96
1.4.2 The reconstituted Committee had 17 sittings as follows:

Date Place Purpose
1. 20.03.98 IRICEN, Pune Zero based strategy formulation
2. 02.06.98 N.Rly, New Delhi Field data collection & discussion
3. 12.06.98 S.Rly, Chennai Field data collection & discussion
4. 22,23.07.98 W.Rly, Mumbai Field data collection & discussion
5. 01.12.98 SE.Rly, Calcutta Field data collection & discussion
6. 02.12.98 E.Rly, Calcutta Field data collection & discussion
7. 15.12.98 SC.Rly,Secunderabad Field data collection & discussion
Field data collection pertaining to
8. 13.03.99 W.Rly, Mumbai suburban sections of C & W Rlys
and discussion.
9. 24,25.03.99 S.Rly, Chennai Discussion on draft report.
10. 11,13.05.99 W.Rly, Mumbai Evolving of software
11. 12.05.99 Konkan Rly, Ratnagiri Study of maintenance on K.Rly.
Application of software for pilot
12. 19.06.99 W.Rly, Mumbai
study on Ratlam Division
Application of software on
13. 19.08.99 N.Rly, New Delhi
Ambala Division.
23 (Vol.1)
Application of software on
14. 24.11.99 N.Rly, New Delhi
Allahabad Division.
15. 2,3,4.03.2000 N.Rly, New Delhi Finalisation of the Report.
16. 11.04.2000 E.Rly, Calcutta Finalisation of the Report.
17. 17.05.2000 Railway Board, New Delhi Finalisation of the Report.
1.5 SUGGESTED METHOD TO ACCEPT THIS REPORT ON MANPOWER-NORMS
Since zero based methodology has been adopted by the Committee as

required by the Board, it would be appropriate that the Report is first
scrutinised and accepted by the Railway Board, before holding discussions
with NFIR and AIRF. This is because, the initial views communicated by the
Federations (Annexures N and O) pertain to ‘modifying the existing Special
Committee Formula’, the concept that was changed subsequently. The
Committee Members may be asked to be present when the Railway Board
holds discussions with the federations.
1.6 COMPILING OF THE REPORT ON COST-NORMS IN FUTURE
Referring the contents of para 1.1.5 and 1.2.4, this Report namely ‘Part-1:
Manpower-Norms’ has to be followed by “Part-2: Cost-Norms’ to stipulate the
procedure for recording the track maintenance expenditure on a day-to-day
basis at the field level and to compile and monitor the expenditure at higher
levels. Based on this, systems have to be so developed that money is spent
judiciously as per the importance and condition of track in various routes.
Only by this process, it will be possible to create cost consciousness and to
equitably distribute the funds among zonal railways, among divisions and
among lower units. Today the expenditure per km depends more on the style
of spending money by the individual units. The Report of the Committee for
Rationalisation of Costing Permanent Way Activities (Dec.95) is aimed at
rationalising track maintenance cost. But this Report is based on Special
Committee’s Gang Strength Formula. As soon as the Rational Formulae for
manpower is accepted, work has to start to revise the Report of CRCPA. It is
recommended that the Railway Board many nominate new members for
MCNTM Committee and assign the task of compiling ‘Part 2: Cost-Norms’.
24 (Vol.1)
1.7 The observations made by the Finance Member on this Report and the
remarks thereof given by the Technical Members have been incorporated in
Chapter 11, which require Railway Board’s consideration.
1.8 The Committee places on record their sincere thanks to Shri S.S. Kapoor,
Retd.CE, SE.Rly and Shri S.D. Sharma, Retd.CE, N.Rly for their ground work
in framing this Report. Valuable suggestions made by the Chief Engineers,
other officers and officials of Zonal Railways and also by NFIR and AIRF are
thankfully acknowledged. Special mention deserves to be made of the
excellent work done by Shri Prashant Kumar, CTE/TM and Shri Parmeshwar
Funkwal, Dy.CE (TMC) of Western Railway and their team of computer
personnel in developing the software MANPOWER. Thanks are expressed
to Shri C.G. Jagannathan, Sr.Clerk, General Manager’s Secretariat, Southern
Railway who prepared this Report on computer.
The Report is placed for Railway Board'

s acceptance.
(S. Gopalakrishnan) (Aurobindo Ghosh)

Addl. General Manager, S.Rly FA&CAO, E.Rly
Convenor Member Member
(M.S. Ekbote) (S.M. Singla) (Vinod Kumar)

CE, W.Rly CE, N.Rly Director, IRICEN
Member Member Member
25 (Vol.1)
2. BACKGROUND LEADING TO THE PRESENT STUDY
2.1 Before the amalgamation of company railways and state railways into the
Indian Railways, the yardstick for gangstrength was varying among various
units. The Maflin'
s Formula adopted in 1931 had brought about some
uniformity. In 1959, the Lobo Committee appointed by Railway Board arrived
at '
Modified Maflin'
s Formula'and the same was adopted vide Board'
s letter
No.60/WI/MTCE/19 of 06.08.62. But before this could be implemented in full,
further implementation was frozen in Jan.'
65. Another Committee to review
the Gangstrength Formula submitted a report in Aug. 1971. Yet another
Committee submitted a report in Aug. 1972. No decision was taken on the
recommendations contained in both these reports.
2.2 In Jan. 76, Railway Board appointed a Special Committee, with the following
terms of reference:
a) Report on the requirement of staff for maintenance of track under

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

& Works Manual;
ii. maintenance under the Directed Maintenance system;
iii. maintenance under the Measured Shovel packing system;
iv. maintenance by machines;
v. maintenance of different kinds of sleepers – concrete sleepers,
steel trough sleepers with and without elastic fastenings, CST-9
and wooden sleepers.
b) The requirement should be separately assessed for BG, MG and NG

and for fish plated track, track with short-welded rails as well as long
welded rails.
This Committee submitted in 1979 "Report of the Special Committee for

Evolving Gang Strength Formula for Uniform Adoption on Indian Railways".
26 (Vol.1)
This Committee held meetings with AIRF & NFIR and incorporated in the
Report their remarks against the suggestions put forth by the Federations.
2.3 The Special Committee'

s Formula and their recommendations along with the
yardstick for gangworks were adopted by the Zonal Railways gradually, even
though Railway Board'
s clear acceptance of the Report is not traceable.
However vide letters No.E(NG)/II/77/CL/46/E.Rly dated 12.01.83 and
20.01.83, Railway Board ordered that the gangstrength as calculated by
Special Committee'
s Formula be implemented after reducing it by 5%.
2.4 A write-up "Equated Track Kilometre and Gang Strength" is placed at

Appendix 1. This gives in brief the details of Maflin'
s Formula, Modified
Maflin'
s Formula, Special Committee’s Formula and their salient
recommendations. A good understanding of the contents of Appendix 1 is
essential to appreciate this Report.
2.5 The concept closely related to gangstrength is '

Equated Track Kilometre'
,
which is the metricated form of ‘Equated Track Mile’, evolved as an integral
component of Modified Maflin'
s Formula. Gangstrength is worked out based
on the prescribed norm – '
Number of men per equated track kilometre'
. The
computation of equated track kilometre, as laid down under Modified Maflin'
s
Formula, remains unaltered till date and Special Committee did not attempt to
amend the same.
2.6 Railway Board vide their letter No.88/CE-I/GNS/1 dt.02.01.1989 constituted a

Committee of Chief Engineers, Director Standards Track/RDSO and
Adviser/Civil Engineering to evolve a new formula for deployment of machine
and manpower for satisfactory maintenance of track for all gauges, i.e. BG,
MG, NG and under varying conditions. In 1995 this Committee submitted the
Report giving recommendations applicable only for double line machine
maintained LWR track on BG. In this Report of the Committee on Machine
and Manpower Deployment for Track Maintenance (CMMDTM) the following
important recommendations were made, as regards gangstrength, in addition
to various other recommendations pertaining to deployment of machines:
27 (Vol.1)
(a) Continuance of Gangstrength Formula in the same format as Special
Committee Formula.
(b) Laying down the values of Traffic Density Factor U beyond 1.4 for
traffic density exceeding 20 GMT per annum and also additional
increments to the value of U for plying BOXN rakes and for running
trains at speeds exceeding 110 km/h.
(c) Reduction of correction factor K (stipulated by the Special Committee)
to 60% of its original value, which will set apart a margin of 40% to
cater for the cost of Mobile Mechanised Unit, to effect some element of
overall savings.
But the Railway Board did not accept this Report. The notings in the files of
Board'
s office indicate their view that there is need for zero based approach
rather than modifying certain factors which were themselves adopted
arbitrarily while framing Modified Maflin'
s Formula and Special Committee
Formula.
2.7 Before the Railway Board could finalise their views on the Report of
CMMDTM, the present Committee was constituted vide Rly. Bd'
s letter
No.95/CE-I/GNS/2 dt.05.01.96 (Annexure A) to modify the Special
Committee'
s Formula. The notings in the files of Railway Board indicating
their views on the Report of CMMDTM (1995) were made available to the
present committee in Feb.'
98 and this event only had enabled the Committee
to firm up their views on the methodology to be adopted for collecting field
data and compiling this report.
2.8 With the terms of reference to rationalise expenditure per ETKM of track,
Railway Board vide letter No.94/CE-1/EDCE(G)/Misc.17 dt.26.08.94
constituted a committee, who submitted their report in Dec.'
95. The Report of
the Committee for Rationalisation of Costing Permanentway Activities
(CRCPA) presumes that the recommendations at (a) and (b) of para 2.6
above, made in the Report of CMMDTM, will be accepted by the Board.
Though the concept of costing contained in the Report of CRCPA is found
28 (Vol.1)
generally acceptable to Railway Board (as inferred from the letter at Annexure
H), the same will require further revision following the zero based approach
for gangstrength determination in the lines as recommended in this Report.
This part of the work has to be accomplished through Part-2 of this Report, to
compile which the Railway Board may nominate fresh members for the
Committee.
2.9 SCENARIO OF MANPOWER VERSUS WORKLOAD OF TRACK

MAINTENANCE
Before analysing the compulsions of the present situation which call for
rationalising manpower norms for track maintenance, it is necessary to
examine the statistical data pertaining to the variation of trackmen-strength
and track maintenance workload over a decade in the past.
2.9.1 The following tabular statement brings out the trend of change taking place on
Indian Railways with regard to the staff strength as well as the gross workload
of track maintenance in terms of ETKM:
STAFF STRENGTH FOR TRACK MAINTENANCE,

ETKM AND NUMBER OF TRACKMEN/ETKM
OVER THE PERIOD 1987 TO 1999
No. of trackmen No. of

Gr. C trackmen
Year (non- Gr. D Casual Total ETKM per ETKM
supervisory) Labour
(a) (b) (c) (d) (e)=b+c+d (f) (g) = e/f
1987-88 24202 208696 69196 302094 130168 2.32
1988-89 22024 211527 54050 287601 129411 2.22
1989-90 23199 214348 44084 281631 130408 2.16
1990-91 23877 217352 31725 272954 133001 @ 2.05
1991-92 24122 224106 26278 274506 135595 2.02
1992-93 27745 231697 17627 277069 136458 2.03
1993-94 28577 224635 10651 263863 139059 1.89
1994-95 31385 214762 10256 256403 139504 1.84
1995-96 32884 216122 8374 257380 140302 1.83
1996-97 33920 213004 8007 254931 141774* 1.80
1997-98 34367 206445 3506 244318 142424* 1.72
1998-99 34305 211399 675 246379 143327 1.72
29 (Vol.1)
Note: 1. The figures in columns b, c, d and f were extracted from the Booklets
‘Demands for Grants’ compiled by Railway Board and presented to
Parliament. These figures are the ‘Actuals’ against the Minor Head 4-
200 for the corresponding financial year.
2. * The figures of ETKM pertaining to N.Rly for1996-97 and 1997-98

were incorrect, which have been corrected in this tabular statement.
@
3. There was an error in the value of ETKM given by N.F.Rly in 1990-
1991 thereby ETKM was being shown more by about 4000 units in all
subsequent years as well. These have been corrected in this tabular
statement.
2.9.2 As could be seen from column (f) of the table under para 2.9.1, ETKM has
increased from 1,30,168 in 1987-88 to 1,43,327 in 1998-99. As obvious from
the definition of ETKM, this increase is consequent to three factors:
• Increase of loading density on track
• Increase in length of running line due to new lines and doublings
• More MG routes converted into BG
The details pertaining to these factors are tabulated as follows:
Loading density
in GMTKM/km Length of MG
Year Track km route converted ETKM
BG MG into BG
(a) (b) (c) (d) (e) (f)
1987-88 12.14 2.94 77671 0 130168
1988-89 12.25 2.90 77845 256 129411
1989-90 12.51 2.99 78319 68 130408
1990-91 12.67 3.01 78607 223 133001
1991-92 13.13 3.12 78969 135 135595
1992-93 13.13 3.19 79200 1351 136458
1993-94 13.19 2.90 79188 1619 139059
1994-95 13.09 2.54 79495 1805 139504
1995-96 13.71 2.36 80441 758 140302
1996-97 13.81 2.32 80754 1364 141774
1997-98 14.15 1.96 80908 847 142424
1998-99 14.09 1.84 81511 693 143327
Increase of
Percentage increase of Track km
Over 11 Route km ETKM:
loading density on BG: added:
years converted: 9119 13159 km:
16% 3840
10.1%
The details in columns b, c, d and e were extracted from ‘Year Book’s
published by the Board.
30 (Vol.1)
2.9.3 The following inferences are drawn.
2.9.3.1 By definition, ETKM = LxUx(1+A+B+C), vide details in para 2.1 of Appendix 1.
The Traffic Density factor U increases proportional to GMTKM/km, till it
reaches the value 1.4 for GMTKM/km = 20. For further increase in traffic
density, U remains static at 1.4. But it is technically true that track
deterioration and corresponding maintenance effort grow in linear proportion
to traffic density and therefore limiting the value of U arbitrarily at 1.4 is not
scientifically correct. The stipulation of U=1.4 for traffic density of
GMTKM/km=20 and beyond, originated from Modified Maflin’s Formula and in
those days traffic density of more than 20GMTKM/km was not existing on
Indian Railways. Unfortunately the Special Committee (1979) did not update
the definition of U (and ETKM) for GMTKM/km exceeding 20. Presently with
a number of heavily worked sections on Indian Railways, with traffic density in
the order of 25 to 65 GMTKM/km, the ETKMs corresponding to these sections
remain artificially truncated at a much lower value. Inspite of this situation,
ETKM on Indian Railways has increased by 10.1% in the past 11 years. But
in reality, if the lacuna in the definition of ETKM had been rectified, the
percentage of increase will be much more than 10.1%.
2.9.3.2 Reduction in the number of trackmen from 3,02,094 (1987-88) to 2,46,379

(1998-99) over a period of 11 years amounts to a reduction of 18.44% with
respect to the starting figure. This can be regarded as 1.68% reduction per
year in linear mode or as 1.84% reduction in geometric mode,
that is, 302094 x (100% - 1.84%)11 = 2,46,379
2.9.3.3 The analysis in para 2.9.3.2 is somewhat deficient functionally, since the
increasing workload of track maintenance has not been integrated. Number
of trackmen per ETKM is a more appropriate parameter to serve the purpose.
Reduction in this parameter from 2.32 (1987-88) to 1.72 (1998-99) over a
period of 11 years amounts to a reduction of 25.93% with respected to the
starting figure. This can be regarded as 2.36% reduction per year in linear
mode or 2.69% reduction in geometric mode,
that is, 2.32 x (100% - 2.69%)11 = 1.72
31 (Vol.1)
2.9.4 The above stated reduction in manpower despite increased work load has
been possible obviously due to track modernisation, which includes laying of
stronger track structure and machine packing which is the only best method
for concrete sleepers. Mechanisation of track maintenance has progressed
appreciably mainly due to introduction of on-track tie tamping machines
supported by dynamic track stabilisers and ballast regulators. But these
supporting machines are not available in adequate numbers compatible to the
number of tie-tampers, on Indian Railways, as could be seen from the details
given in the tabular statement under para 2.9.5. This table further indicates
that the population of other machines such as shoulder ballast cleaners, etc is
dismally poor, for the size of Indian Railways.
2.9.5 The track machines require exclusive manpower for operation, supervision
and also for the repair and maintenance of the machines themselves.
Therefore it would be appropriate to get a clear picture of the number of staff
associated with the machines, to make sure that the economy achieved by
machines is not significantly offset by the staff strength for machines. The
relevant details are tabulated as follows:
STAFF STRENGTH FOR OPERATION,
REPAIRS AND MAINTENANCE OF TRACK MACHINES
ON INDIAN RAILWAYS AS ON 01.01.2000
S. Type of Number of No. of men Weight- No. of No. of staff for No. of staff Total No.
No. machine machines per machine age factor effective repair, for of men
for operation machines maintenance operation
and supervision
(a) (b) (c) (d) (e) (f) (g) (h) (i)

(c x e) (7.125 x f) (c x d) (g+ h)
1 TTM 92 8 1 92 655 736 1391
2 UNIMAT 42 9 1 42 299 378 677
3 DTS 20 6 1 20 143 120 263
4 BRM 22 7 0.8 18 125 154 279
5 RGM 1 7 1 1 7 7 14
6 SEM 8 8 1 8 57 64 121
7 P&C BCM 2 10 3 6 43 20 63
8 SBC 15 10 1 15 107 150 257
Total 1436 1629 3065
32 (Vol.1)
Note:1. Information on machine holding has been taken from Railway Board’s
Progress Report of January 2000.
2. Each supervisory unit consists of 2 field units i.e. 4 machines and 8
employees.
3. Each Repair & Maintenance unit employs 41 men and handles 4 field
units i.e. 8 TTMs. Each TTM therefore needs 8/4 + 41/8 = 7.125 men
in supervisory and R&M units taken together.
4. Operating staff are provided as per the norms fixed by Railway Board.
5. Ballast cleaning machines are not considered in the above analysis,
because the deep screening work is taken up by contract and does not
influence the gang strength.
6. T-28, TRT and PQRS machines are also not considered, because
renewals of points & crossings or CTR/TSR etc. are being done
through contract and are not a part of the work of maintenance gangs.
Thus it would be seen that only 3065 men constitute the mechanisation
workforce and this number is already included in 2,46,379 trackmen (1998-99).
The percentage of machine staff strength is only 1.24% with respect to
2,46,379 and is 5.50% with respect to 55,715 which is the reduction in number
of trackmen over 11 years.
2.9.6 As on 01.04.1999, the track kilometrage (including mainlines and yard lines) is
85,429 km on BG, 19,158 km on MG and 3,826 km on NG. Out of this only
40,287 km of BG track has come under machine packing till 01.04.2000.
Therefore 45,142 km on BG and entire MG and NG systems, totalling to
68,126 km of track is manually packed. Even in machine packed lengths,
large number of activities are carried out only manually, to quote principally
‘shallow screening’ which is highly labour intensive. Since substantial length
of MG routes will continue to exist for year to come, one may wonder whether
MG tie tamping machines can be introduced on a large scale, but judiciously.
2.9.7 The facts and figures highlighted in para 2.9.3 to 2.9.6 prove that the
Engineering Department is proceeding in the right direction and there is ample
scope for optimising manpower by progressively mechanising the
maintenance.
2.9.8 However, the engineers feel as though a dead end has been reached and
they are puzzled as to how to meet the manpower requirement for additional
assets being added every year, duly controlling the staff cost optimally. They
33 (Vol.1)
look for precise guidelines for manning norms, which should be flexible by
themselves, to adapt according to the stages of future modernisation.
2.10 WHY THE SPECIAL COMMITTEE FORMULA NEEDS REPLACEMENT
It is necessary to fully appreciate the present situation which has called for the
need to replace Special Committee Formula.
2.10.1 There is a short-coming in the recommendation of the Special Committee,

which was not considered as a shortcoming at the time of compilation of their
Report. The gangstrength worked out by the formula was meant to carry out
12 activities listed in their Report and freedom was given to the Zonal
Railways to engage casual labour to carry out more than 16 activities, which
were also listed in the Report. Depending on the affordability of individual
Railways, rather than based on real analysis of needs, casual labourers were
engaged to supplement the permanent gangstrength as laid down by the
Special Committee Formula. This had resulted in loss of uniformity of overall
manpower per ETKM among the Railways, apart from substantial increase of
financial burden in the process of giving permanency to the casual labourers
which was necessitated due to the post 1980 social changes. Thus the aim of
bringing about standardisation of manpower utilisation and realisation of
economy could not be achieved. Appendix 2 shows wide variation of number
of trackmen/ETKM among the Zonal Railways.
2.10.2 ETKM is the transformed physical length of track to represent work-load-

measure by attributing certain weightages to the parameters which control
maintenance requirements such as traffic density, type of formation, annual
rainfall and extent of curvature of track. ETKM was originally evolved so as to
provide a linear relation to gangstrength. Subsequently the same was also
adopted as Performance Unit for monitoring expenditure on track
maintenance. However, as indicated in Appendix 2, maintenance cost per
ETKM is found varying widely among Zonal Railways.
34 (Vol.1)
2.10.3 The reasons as to why manpower per ETKM is varying among Zonal
Railways are given as follows:
2.10.3.1 One ETKM on BG calls for 1.47 men, whereas one ETKM on MG calls for
1.21 men. In a unit comprising of both BG and MG, the practice of merely
summing up ETKMs of both gauges is prevalent for a long time. This
procedure itself is wrong. ETKM of MG should be multiplied by 1.21/1.47, i.e.,
0.82, before it is added to ETKM of BG, if the intention is to compare different
railways with varying proportions of BG and MG. It is interesting to note that
this lacuna was absent in Maflin'
s Formula of 1931. (Refer para 1.1 of
Appendix 1)
2.10.3.2 As and when modernisation of track structure and maintenance method is

implemented in a stretch of track, gangstrength for that portion is reduced in
accordance with the correction factor K stipulated by the Special Committee.
But the ETKM remains unchanged, since K is external to ETKM. Therefore,
Manpower (computed as per Special Committee'
s Formula) per ETKM goes
on reducing as modernisation proceeds. Thus different railways/units with
varying modernisation cannot be compared, as regards manpower per ETKM.
2.10.3.3 The number of casual labourers engaged for those activities which were not
assigned to permanent gangstrength had no relation to ETKM and have now
become permanent under decasualisation steps taken from time to time.
2.10.4 The reasons for incoherent relation between cost of maintenance and ETKM,
as seen while comparing different railways/units, are as follows:
2.10.4.1 Manpower cost is the principal constituent of total maintenance cost.

Therefore, the same reasons as given in paras 2.10.3.1, 2.10.3.2 and 2.10.3.3
are valid.
2.10.4.2 The cost of renewals in a given stretch of track in a year depends on the age
of track, type of track structure, proneness to corrosion, etc. These factors do
not figure in computing the ETKM.
35 (Vol.1)
2.10.4.3 ETKM incorporates equivalent length of turnout, diamond, trap, etc. But
certain other track locations such as SEJs, level crossings, bridge
approaches, requiring additional maintenance efforts have not been
incorporated in the present definition of ETKM.
2.10.4.4 Cost of various inspections, regular patrolling, sporadic security patrolling and
repair works for bridge structures undertaken by PWIs (IOWs on some
railways) do not reflect in ETKM.
2.10.4.5 The cost incurred in renewal of track components per km (or per ETKM)
varies widely among the Zonal Railways depending on the traditionally
evolved norms and practices. Some Zonal Railways have been getting more
allotment on historical reasons and this trend continues in the absence of zero
based approach. Such railways tend to be more liberal than the other
railways in carrying out renewal and replenishing ballast. The charging of the
cost of ballast inserted whether to Revenue or to DRF is locally decided
depending on availability of funds at the time of allocation under various
heads of account/sanctioned works. Through renewal of items like
rubberpads, liner, etc. is carried out sometimes under Revenue and
sometimes under DRF. In other words, there is considerable overlap between
revenue maintenance and depreciation renewal. Thus the actual expenditure
booked under Demand No.4 – Minor head 200 gets vitiated among the Zonal
Railways and from time to time on the same railway.
2.11 OTHER MANAGEMENT PROBLEMS REQUIRING SOLUTION

In the field of man management associated with track maintenance, many
problems have arisen:
2.11.1 Decasualisation of labour had become inevitable due to judicial decisions and
for giving social security to men engaged. The justification for decasualisation
has widely varied among various units/zones and it is feared that some
redundancy might have crept in. While implementing sound manpower
planning, the continuance of decasualised posts is questioned repeatedly and
this has caused anxiety and sense of insecurity among workers. (Annexure A)
36 (Vol.1)
2.11.2 Engagement of safaiwalas to assist gangmen to clean the filth on track in
thickly populated areas has become necessary. But a clear policy decision is
absent in this respect. (Annexure F)
2.11.3 Monsoon patrolling, watching of vulnerable locations and security patrolling

are forming sizable workload for gangs. But the gangstrength as per Special
Committee Formula does not have provision for the same. Need has arisen
to examine as to whether these works can be entrusted to outside
agencies and whether such a step may not lead to legal complications.
(Annexure G & I).
2.11.4 Due to fast urbanisation of rural areas, gangmen are not able to perform
arduous duties as in the past. Ageing has caused serious effect on their
physical ability. Need has arisen to examine this aspect and also to find
alternative jobs for incapacitated men. (Annexure J)
2.11.5 In order to limit manpower on our payroll, it has become necessary to identify
some activities which may be executed through contract and this is an issue
affecting industrial relations within the organisation. (Annexure K)
2.11.6 Absenteeism among gangmen has become rampant, as much as 60% in

some P.Way sections.
2.11.7 Whereas mechanisation is being increasingly adopted, the educational profile

of gang staff remains to be deficient.
2.12 With these scenario as backdrop, the Railway Board have constituted the
Committee on Manpower and Cost Norms for Track Maintenance, to ensure
judicious assignment of workload to gangstaff, uniformity of manpower
provision among various units commensurate with workload, optimisation of
manpower, improvement of work culture, uniform degree of track
maintenance and equitable allotment of funds among units/railways.
37 (Vol.1)
3. IDENTIFICATION AND CLASSIFICATION OF ACTIVITIES
3.1 INTRODUCTION
3.1.1 The Special Committee arrived at the manpower factor of 1.47 for BG and
1.21 for MG/NG, by computing the mandays required in a year per km
adopting certain norms of output per manday for the main activities involved in
track maintenance. (Refer para 3.1(a) of Appendix 2). In Annexure IV of the
Special Committee'
s Report, the norms/yardsticks for the principal activities of
track maintenance, as arrived at by five different agencies, have been
tabulated and these have been found to be more or less uniform and taken as
acceptable in the light of the experience of the members of the Special
Committee, as mentioned in paras 3.2 and 3.2.1 of the report, where it is also
stated, "No field studies were conducted by this Committee for arriving at the
norms".
3.1.2 After interacting with field engineers from seven zonal railways, the MCNTM
Committee found that these yardsticks are still valid for most of the track
maintenance activities with reference to conventional track under manual
maintenance. As on 01.04.1999, the track kilometrage (including mainlines
and yard lines) is 85,429 km on BG, 19,158 km on MG and 3,826 km on NG.
Out of this only 40,287 km of BG track has come under machine packing till
01.04.2000. Therefore 45,142 km on BG and entire MG and NG systems,
totalling to 68,126 km of track is manually packed. Therefore the Committee
is of the opinion that even in future on the stretches of manually packed track,
the Special Committee Formula can be continued to be applied but duly
modifying the same, with provisions to cover certain variables left out, as will
be discussed in paras 4.3, 4.4 and 4.5.
3.1.3 The Special Committee Formula stipulates adoption of the manpower factor
(evolved for conventional track) multiplied by the arbitrarily prescribed
Correction Factor K for being applied to modern track. This concept raises
the following doubts:
38 (Vol.1)
• Operations involved for the maintenance of modern track are entirely
different from those for conventional track. Is the manpower factor
(1.47 or 1.21) valid for being modified by multiplying with an arbitrary
Correction Factor K, for computing manpower requirement for
modernised track under mechanised maintenance?
• As the traffic density increases, Traffic Density Factor U increases
correspondingly. Though U moves up step-by-step, the mid-zone
variation is linear. (Graph-6 may be seen). For manual maintenance,
manpower requirement may increase linearly in order to keep up the
same standard of track. But if a major part of track deterioration can be
rectified by deployment of tie tamping machine and other machines as
required, is there a need to increase the manpower input in the same
proportion as traffic density?
3.1.4 To clear these doubts, it is inescapable to resort to zero based analysis,

supported by field data on the practicable norms for the activities required for
modern track, as well as conventional track.
3.1.5 Therefore MCNTM Committee decided that the first and foremost step is to
list out all the activities involved in track maintenance and to classify them
logically under certain categories. The second step is to obtain data on
feasible and judicious yardstick for each elementary activity, to relate the
quantum of output to the mandays required.
3.1.6 NFIR and AIRF have taken pains to make complete lists of actvities of track
maintenance in their letters addressed to the Committee (Annexures N & O).
These were first taken into consideration by the Committee.
3.1.7 The interaction with the field officers of seven zonal railways gave a thorough
insight of the ‘Subactivities’ of track maintenance and their categorisation
under main ‘Activities’, in conjunction with tracks of both types, namely
machine packed and manually packed.
39 (Vol.1)
3.2 IDENTIFICATION OF THE TYPES OF TRACK, FOR ANALYSIS OF ACTIVITIES
3.2.1 As experienced by the field engineers and as supported by the field data
brought by them, it is seen that under machine packing the difference in
performance between PRC and other types of sleepers is not very significant.
Moreover all machine packed sections are mostly laid with PRC sleepers.
Therefore the Committee decided that for the catergorisation of subactivities
under main activities of track maintenance, track may be considered only
under two headings, ‘Machine Packed’ and ‘Manually Packed’, irrespective of
the type of sleepers laid.
3.2.2 Likewise, as experienced by the field engineers and as supported by the field
data brought by them, packing need for SWR or LWR track is not much
different from that for non-welded track, which is contrary to theoretical
expectations. This situation exists because,
• Large number of rail-welds have geometrical defects in top table level
and/or gauge face alignment and the sleepers at these locations require
packing often.
• Switch expansion joints (SEJs) in LWR track require frequent attention,
due to inherent deficiency in design. (A few accidents of serious nature
have taken place due to breakage of SEJs).
• Repair welding works are carried out, following failures/cracks taking place
at welds or in parent rails. Excessive thermal stresses in LWRs cause
incidence of such failures at a larger rate than in non-welded rails.
• Repair welding works are carried out often, even before weld
failures/cracks take place, in the interest of safety, to eliminate welds with
metallurgical or geometrical defects.
• Destressing of LWR panels periodically is an extra activity.
Due to these reasons, manpower requirement for attending to defects arising
due to intensity of traffic is the same, irrespective of the track having LWR,
SWR or fish-plated rails, under the present conditions, eventhough the nature
of activities may be different. Realising the problems arising due to rail-welds
of poor quality and deficiency in the designs of SEJ, steps have been
40 (Vol.1)
undertaken to improve the quality of welds and SEJs through technologically
superior inputs. In this context, it is relevant to refer Para 15 of Summary of
Recommendations in Part I of ‘Report of the Railway Safety Review
Committee, 1998’, wherein Railway Board have been asked to improve the
technology of alumino thermic welding to international level within a time span
of one year. MCNTM Committee recommends that the effort to improve rail
welds should receive adequate thrust and that a review should be made after
5 years from now, so as to reduce maintenance efforts and manpower
requirement thereof for SWR/LWR track. Therefore the Committee decided
that the track need not be classified, for the present, based on LWR or SWR
or fish-plated, for evolving manpower requirement.
3.2.3 During interaction with field engineers, it was revealed that the factors
governing maintenance activities and the consequent manpower requirement
are significantly different between non-suburban mainlines (machine packed)
and suburban main lines (machine packed), even though the list of
maintenance subactivities are more or less common for these two types of
lines. Therefore the Committee decided to classify exclusively ‘High Density
Suburban Track’ (the term to be defined in Chapter 5), for the purpose of
categorising subactivities of track maintenance in a different way as compared
to non-suburban track.
3.2.4 Summing up the contents of paras 3.2.1 to 3.2.3, the Committee decided that
the activities of track maintenance will be separately identified for three types
of track, namely,
• Machine packed non-suburban track
• Manually packed non-suburban track
• Machine packed high density suburban track
3.3 IDENTIFICATION OF ACTIVITIES OF TRACK MAINTENANCE
3.3.1 The Committee considered the practices of letting out on contract some of the
maintenance activities as adopted on various zonal railways and on Konkan
41 (Vol.1)
Railway. Contents of Railway Board’s letters No.87/W6/TK/12 dt. 08.88
(Annexure L) and No.97/E/MPP/1/9 dt.13.10.97 (Annexure M) on this subject
were also considered. Accordingly, the Committee have identified activities
which can be contracted out or which have to be appropriately performed by
other departments, who may in turn get those works done through contract
system if necessary. These are brought out in para 8.10, giving a list of 20
activities, which do not call for any gangstrength requirement. After taking into
account such off-loading, the Activities category-wise to be performed by track
maintenance work force were identified.
3.3.2 The Committee decided that for any of the three types of tracks mentioned in
para 3.2.4, the activities of track maintenance will be catergorised as follows:
3.3.2.1 PRIMARY MAINTENANCE ACTIVITIES : These are directly related to P.Way

maintenance, needing manpower based on continuous length of track, further
classified as follows:
• Activities T (Affected by Traffic density): These are aimed at achieving
safety and acceptable running quality, commensurate with the loads and
speeds carried.
• Activities R (Routine: Unaffected by traffic density): These are for
maintaining track, formation and other integrated assets, which are of
routine nature, but quite important for train operation and for achieving
reliability and long life of assets.
3.3.2.2 AUXILIARY MAINTENANCE ACTIVITIES : These are related to upkeep of

P.Way section as a whole, needing manpower based on localised problems,
special features and geographical nature of P.Way section, further classified
as follows:
• Activities M (Miscellaneous): For these activities, the quantum of work
arising in the P.Way section can be assessed on a universally adoptable
basis and the yardstick relating mandays requirement to output is
rationally stipulated for each subactivity.
42 (Vol.1)
• Activities S (Site-specific): For these activities, the quantum of work
arising varies from location to location depending on site-specific features
of the P.Way section and the yardstick is stipulated generally based on
past experience.
Each of the Activity T, R, M & S may be further broken down into ‘sub-
activities’.
3.3.3 Sub-activities under each Activity

3.3.3.1 As regards Activity T and R, the subactivities will be as follows, for the three
types of tracks:
ACTIVITY T

c. Fasteners (along with regauging) T.4 Repair welding
T.4 Repair Welding
ACTIVITY R
R.1 Lubrication of ERCs R.1 Lubrication of rail joints R.1 Through packing
R.2 Shallow Screening (1/5 length) R.2 Shallow screening (1/5 length) R.2 Shallow screening(1/5 length)
R.3 Loading, leading, unloading R.3 Loading, leading, unloading R.3 Loading, leading & unloading
R.4 Overhauling of level crossing R.4 Overhauling of level crossings R.4 Lubrication of ERCs(Jts.)
R.5 Watching caution spots & R.5 Watching caution spots & miscellaneous R.5 Overhauling of level crossings
Miscellaneous R.6 Tree cutting for visibility R.6 Watching cautionspots and look out
R.6 Tree cutting for visibility R.7 Lubrication of rails in curves men
R.7 Lubrication of rails in curves R.8 Accident relief and carcass removal in R.7 Tree cutting
R.8 Accident relief and carcass removal runover cases R.8 Lubrication of rails in curves
in runover cases R.9 Bridge sleeper attention & renewal R.9 Bridge sleeper attention & renewal
R.9 Bridge sleeper attention & renewal R.10 Pre-monsoon attention such as clearing R.10 Accident relief and carcass removal
R.10 Pre monsoon attention, such as of drains and water ways, cess repairs, R.11 Premonsoon attention
clearing of drains and water ways, deweeding of track and attention to R.12 Creep pulling
cess repairs, deweeding of track cuttings and trolley refuges R.13 Rectifying damage to LCs
and attention to cuttings and trolley R.11 Rectifying damage to LC posts and R.14 Painting of weld collars
refuges. gates R.15 Emergency attention
R.11 Creep pulling (approaches of bridge, R.16 Extra assistance to Keymen&B/Smith
turnout) R.17 Extra work in night blocks
R.12 Rectifying damage to L/C posts and R.18 Extra assistance for S&T items
gates
43 (Vol.1)
The reasons for grouping subactivities in different ways under the Activities T,
R & L for different types of track will be brought out in Chapters 4 and 5.
3.3.3.2 As regards Activity M, the subactivities will be as follows and these are
common for any of the three types of track.
M.1 Monsoon patrolling

M.2 Hot weather patrolling for LWR track
M.3 Cold weather patrolling for LWR track
M.4 Watching of vulnerable locations
M.5 Gate keeping at Engineering level crossings
M.6 Rest giving for keymen
M.7 Waterman duty (to serve the gang)
M.8 Store watchman duty (at isolated locations of P.Way material store)
3.3.3.3 As regards Activity S, the subactivities will be as follows and these are
common for any of the three types of track.
S.1 Tunnel maintenance

S.2 Bridge substructure maintenance
S.3 Long girder bridge maintenance
S.4 Extra workload due to very sharp curves, deep cuttings and steep
gradients.
S.5 Maintenance of track on extremely bad formation.
S.6 Look-out man duty (for the safety of gang)
S.7 Fog signal man duty (to assist Traffic Department)
S.8 Filth removal from track (within city limits)
S.9 Security patrolling
S.10 Watching of water level in suburban section (mostly in Mumbai area)
during monsoon and stopping of trains as soon as found necessary.
3.3.4 All these Activities (mentioned in paras 3.3.2) can be remembered as

T–R–M–S. The intention of the Committee is to find norms for manpower for
44 (Vol.1)
each of the sub-activities of these four Activities. Chapters 4, 5 and 6 deal in
detail the evolving of the “Rational Formulae” for manpower requirement for
Activities T, R, M and S, based on the norms fixed for the individual sub-
activities following inter-action with field staff, scrutiny of earlier reports and
application of the experience of the technical members of the Committee.
45 (Vol.1)
4. EVOLVING OF NORMS FOR MANPOWER REQUIREMENT FOR
ACTIVITIES T AND R (NON-SUBURBAN SECTIONS)
4.1 INTRODUCTION
4.1.1 Unit chosen for manpower
The nature of maintenance activities required for track undergoes change

week after week. If the track engineer does not exercise control, the
manpower requirement per week will fluctuate quite abruptly. He should
choose and carryout one or more activities on day-to-day basis, so that the
available manpower is optimally utilised on all days. During interaction with
the Supervisors and Engineers, the Committee found that they are fully aware
of the resource-levelling as regards manpower. For example, when monsoon
patrolling is being carried out, they regulate other activities. They are
concerned about ‘Mandays’ as the quantum of labour resource. Therefore the
Committee decided that manpower requirement for the various sub-activities
under Activities T, R, M & S should be computed in terms of mandays and the
norms prescribed should yield the result in mandays per annum. This will be
a more precise unit than Manpower Factor, as used in the existing Special
Committee Formula, namely 1.47 for BG and 1.21 for MG.
4.1.1 Name for the formulae evolved – “The Rational Formulae”
In the past, gangstrength formulae had names such as, Maflin’s Formula,
Modified/Revised Maflin’s Formula (some times as Lobo Committee Formula)
and Special Committee Formula. The original terms of reference to MCNTM
Committee is to modify Special Committee Formula. Instead of going in for
long name ‘Modified Special committee Formulae’ for the formulae evolved by
MCNTM Committee, it was decided that the new name will be “Rational
Formulae”. The name conveys fully that the formulae have been evolved on
rational basis.
46 (Vol.1)
4.2 STUDY ON NON-SUBURBAN MAIN LINE, MACHINE PACKED (BG)
4.2.1 Details of field study and tabulation of data

4.2.1.1 The Committee interacted with Junior Engineers, Section Engineers,
Assistant Engineers and Divisional Engineers on six Zonal Railways, namely,
Northern, Southern, Western, South Eastern, Eastern and South Central
(given in the chronological order of the meetings). 14 non-suburban sections
on BG were studied in detail, by collecting information on the norms for
mandays requirement for each subactivity of track maintenance, as in vogue
on these sections. The yardsticks suggested by NFIR and AIRF in their
letters addressed to the Committee (Annexures N and O) were also examined
in detail and compared with what is practised in the field, not only for machine
packed track but also for manually packed track, on non-suburban and
suburban lines and on BG, MG & NG.
4.2.1.2 The heading details of Tables 1 to 14 give the locations of the sections
studied, traffic density, track particulars etc. The format of Tables 1 to 14 has
provision to record mandays requirement for subactivities under Activities T
and R as identified in para 3.3.3.1. In addition, there are also provisions for
recording manpower details for the following activities/subactivities:
a) Activity L: This comprises of 4 subactivities, namely, boxing of ballast
(periodical work to ensure lateral strength for LWR track), destressing, hot
weather patrolling and cold weather patrolling. The Committee collected data
on these four subactivities in the initial stages. But later on, based on the
information collected and deliberations, the Committee decided to drop the
Activity L while unifying the activities and subactivities to evolve norms in the
final shape. Hot and cold weather patrolling were shifted to Activity M, so that
in low temperature variation zones, engineers can decide as to whether or not
to carry out LWR patrol. Boxing of ballast and destressing were dropped,
because these subactivities can be managed by utilising the labour saved in
LWR track due to absence of fish plated joints, inspite of what has been
explained in para 3.2.2, since the manpower requirement for these two
subactivities is not significant.
47 (Vol.1)
b) USFD testing : This was initially considered as a subactivity, since some
zonal railways were deputing gangmen to assist USFD team. Later on, it was
realised that most of the zonal railways had exclusive Group D staff for this
purpose. Hence this subactivity was finally dropped while unifying the
activities.
c) Painting of weld collars: Some zonal railways were utilising gangmen for
this work. Subsequently the Committee decided that this can be executed
through contract. Hence this subactivity was dropped while unifying the
activities.
4.2.1.3 All the fourteen sections studied are machine packed. However Track
structure varied widely from 52kg/60kg LWR on PRC sleepers to 52kg/90R
SWR/Free rails on ST sleepers. However, majority of track had PRC
sleepers. The traffic density varied from 12.5 GMT to 68 GMT. Single line
o o
section with 48 GMT on KK line with curves of 6.5 to 8 over 59% of length
was also included.
4.2.1.4 The track engineers had been asked to come prepared for interaction with the
Committee, along with their records of manpower utilisation, manpower lost
due to leave, sickness and absenteeism, etc. No attempt was made to give
them any proforma in advance, apprehending that this will encourage a
tendency to project unrealistic details. By cross questioning in person, real
picture was obtained as far as possible. Cordial atmosphere prevailed for
enabling free flow of information and arguments. Some Track Engineers
admitted that certain annual tasks could not be completed on account of
absenteeism; but they were clear in expressing the norm/yardstick for sub-
activities. The mandays requirement recorded in Tables 1 to 14 indicate the
requirement, but not necessarily the actual availability.
4.2.1.5 Most of the information recorded during interaction were condensed in

Tables 1 to 14. Information which could not be accommodated in the tables,
finds place in Appendix 3, which is a narration of the discussions with Track
Engineers.
48 (Vol.1)
4.2.1.6 The Committee did not find it necessary to collect detailed information on
Activities M and S; but the yardsticks and practices in vogue were generally
noted, though not recorded in any tabular form. Since the manpower
requirement for Activities M and S will vary from section to section depending
on the specific local features, no purpose would have been served by
tabulating data on Activities M and S and by comparing them.
4.2.2 Having tabulated the data for Activities T, R and L in Tables 1 to 14, the
mandays requirement per annum were computed. Table 15 gives an abstract
of all the figures pertaining to 14 sections. Table 16 gives the analysis of the
results.
4.2.3 The Committee, with the intention to avoid long discussions in the main
report, have incorporated remarks and footnotes in Tables 1 to14 and Table
16. A close study of the figures in Tables 1 to 16 is necessary to appreciate
the divergent scenario, but still with certain uniform features. If the distorted
figures are given less weightage, a clear picture emerges out as explained
further.
4.2.4 The plot of Mandays requirement for Activity T (affected by Traffic density) Vs
GMT is at Graph 1. The foot notes may be seen. The regression analysis
yields the result.
Mandays/yr for Activity T = 80 + 2.3 GMT
4.2.5 As regards Activity R (Routine – Unaffected by Traffic density), the plot of

Mandays Vs GMT may be seen at Graph 2, along with the footnote. The
mandays requirement per annum has been reckoned as 196.
4.2.6 As regards Activity L (exclusively for LWR), the plot of Mandays Vs GMT may
be seen at Graph 3. There is too much of scatter, since some of the Section-
in-charges had projected unrealistic requirement. Anyway, Activity L was
ultimately dropped due to reasons explained in para 4.2.1.2(a).
49 (Vol.1)
4.2.7 As regards Total mandays requirement for Activities (T+R+L) Vs GMT,
Graph 4 may be seen. There is too much of scatter. The Committee is
however satisfied that when the manpower for Activities T and R were
individually segregated and analysed, useful result has been obtained.
4.2.8 Graph 5 gives the proportion of manpower requirement for Activity T to that
for Activity R, plotted for different sections. Manpower requirement is
dependant on work-culture and may vary from location to location. If the
same work-culture governs Activity T and R in each location, it was expected
that a linear trend will be obtained with increasing GMT. But the results
actually obtained do not lead the Committee to any conclusion.
4.2.9 In order to validate the mandays requirement for the activities T and R as
derived by the analysis, a tabular statement namely Table P, was prepared for
a section with 20 GMT. Judicious values of norms for the individual sub-
activities were adopted based on the analysis of Tables 1 to 14.
4.2.9.1 In Table P, the total of mandays for Activity T works out to 126, which tallies
with the norm 80 + 2.3 GMT.
4.2.9.2 In Table P, the following changes have been made with respect to the format
of Tables 1 to 14:
• Subactivity R.2: The periodicity of shallow screening has been changed
as 5 years instead of 3 years. This is because, after the steam traction
vanishing, contamination of top layers of ballast by ash has reduced.
• Subactivity R.4: The average spacing of level crossings has been adopted
as 1.5km instead of 2km. This is because, on Indian Railways, there are
40,329 level crossing over 62,809 route kilometre, (refer Year Book 1998-
99) giving an average spacing of 1.5km.
• Activity L and Subactivities ‘USFD testing’ & ‘Painting of weld collars’ have
been dropped as already explained in para 4.2.1.2.
From Graph 2 it is seen that the reasonable value of mandays requirement for
Activity R is 196. But this is based on the data over 14 sections assuming 3
50 (Vol.1)
years periodicity for shallow screening. By changing this as 5 years, mandays
saved will be
1660/(6x3) – 1660/(6x5) = 37
Therefore the reasonable value of 196 should be changed as 196 - 37=159.
Accordingly 159 mandays have been judicially distributed among subactivities

R.1 to R.12 in Table P, as per acceptable individual yardsticks.
4.2.10 To sum up, the Rational Formulae for machine packed mainline are:
Mandays/yr, for Activity T = 80 + 2.3 GMT
Mandays/yr, for Activity R = 159
Mandays/yr for Activities T and R = 239 + 2.3 GMT
4.3 STUDY ON NON-SUBURBAN MAIN LINE: MANUALLY PACKED (BG)
4.3.1 Having arrived at the norm for manpower for Activities T and R in machine
packed section in the linear form, namely '
239 + 2.3GMT'
, an attempt was
made to evolve a similar form for manually packed section. This is possible
as could be seen on the plotting for BG on Graph 6.
4.3.2 The Special Committee Formula is based on well evolved yardsticks for the
sub-activities, as already explained in para 3.1.1, for manually maintained
track. Therefore this formula should be valid for Activities T and R put
together, since the sub-activities of T and R are more or less the same as
those indicated in Special Committee'
s Report reproduced in para 3.1(a) of
Appendix 1. Referring Graph 6, the step-by-step variation of U with respect to
GMT (which is really illogical) has been substituted by a mid-zone linear
variation, yielding U=1.4 for GMT = 22.5 and U = 1.0 for GMT = 2.5. Thus U
is governed by the linear formula U = 0.95 + 0.02GMT.
Mandays/yr = 0.95 x M x 295 x U where M is the manpower factor 1.47 and

295 is the number of working days in a year as per Special Committee
formula.
51 (Vol.1)
Thus, Mandays/yr = 0.95 x 1.47 x 295 x (0.95+0.02GMT) = 391+8.24GMT (for
Activities T and R combined)
4.3.3 As an attempt to validate the mandays requirement for Activities T and R as

derived from the above expression, tabular statements were prepared for
sections with 2.5 GMT and 22.5 GMT as shown in Tables P1 and P2
respectively. Judicious norms for the individual sub-activities were adopted
based on the analysis of Tables 1 to 14, also adopting the norms for the
principal sub-activities given in Special Committee'
s Report and also
supported by the experience of the technical members of the Committee.
It is seen that mandays/year for Activity R = 168, from Tables P1 and P2.
Total mandays/year for 2.5 GMT and 22.5 GMT sections also tally with figures
412 and 577, as yielded by the expression 391+8.24GMT.
Mandays/yr for Activity T = (391-168)+8.24GMT

= 223+8.24GMT
Mandays/yr for Activity R = 168
4.3.4 The Rational Formulae arrived at, as in paras 4.2.10 and 4.3.3 are
reproduced:
For machine packed track, Mandays/yr./km = 303 + 2.3 GMT

For manually packed track, Mandays/yr./km = 391 + 8.24 GMT
Comparison of these two expressions, clearly brings out the advantage of

mechanised maintenance. Manpower variation per GMT is 2.3 for machine
packed track compared to 8.24 for manually packed track, apart from the fact
that the constant component of the formula is also less in the first case.
4.3.4.1 The economy achieved with respect to manpower and maintenance cost per
kilometre, by applying the Rational Formulae to manually packed and
machine packed tracks, has been dealt in para 4.12, supported by
calculations at Appendix 5.
52 (Vol.1)
4.3.4.2 It would be also of interest to compare the Rational Formulae for machine
packed track with the Special Committee Formula applying correction factors
K. Appendix 6 gives such an evaluation.
4.4 STUDY ON NON-SUBURBAN MAIN LINE: MANUALLY PACKED (MG)
4.4.1 A similar exercise was carried out for MG also, as self explained in Graph 6.
Two sections with GMT = 7.5 (U = 1.15) and GMT = 2.5 (U = 0.95) were taken
and the expressions derived are
U = 0.85 + 0.04 GMT
Mandays/yr. = 0.95 x 1.21 x 295 x (0.85 + 0.04 GMT)
= 288+13.56 GMT (For Activities T and R combined)
Tables Q1 and Q2 are validating this expression for the two sections with
GMT = 2.5 and GMT = 7.5 respectively.
It is seen that mandays for Activity R = 128, from Tables Q1 and Q2. Total
mandays/yr for the two sections also tally with the figures 322 and 390 as
yielded by the expression 288 + 13.56GMT.
Mandays/yr for Activity T = (288 – 128) + 13.56 GMT

= 160 + 13.56 GMT
4.5 STUDY ON MANUALLY PACKED NG MAIN LINE
4.5.1 As per Special Committee Formula, the value of U has been prescribed as
0.8 for sections with daily train density of more than 10 and as 0.6 for less
train service. As per the details obtained from W.Rly, Dabhoi – Miagaon
section carries 0.4 GMT with 10 trains/day and Samni – Dahaj section carries
53 (Vol.1)
0.04 GMT with 2 trains/day. Therefore U = 0.8 for GMT = 0.4 and U = 0.6 for
GMT = 0.04. We get the relation U = 0.578 + 0.556 GMT.
Mandays/annum = 0.95 x 1.21 x 295 (0.578 + 0.556GMT)
= 196 + 188GMT ( for Activities T and R combined)
For section with GMT = 0.4, mandays/yr = 271, which can be split as 180 and
91 for Activities T and R respectively. (Table R1)
For section with GMT = 0.04, mandays/yr = 203, which can be split as 112
and 91 for Activities T and R respectively. (Table R2)
Mandays/yr for Activity T = (196 – 91) + 188 GMT

= 105 + 188GMT subject to a maximum value
of 180 which corresponds to GMT=0.4. This upper limit has been imposed,
because for NG maximum value of U is 0.8 as per Special Committee
Formula and this limit is not exceeded in actual practice also.
4.6 STUDY REGARDING ENHANCING OF MANPOWER FOR BAD

FORMATION, CURVED ALIGNMENT AND RAINFALL
The Committee Members are of the opinion that the proven practice of
enhancing of manpower as per factor (1+A+B+C) given in the Special
Committee'
s Formula should continue, based on their own experience and on
what has been expressed by majority of the field engineers. Some of the field
engineers pleaded for increasing the values of these factors. However the
Committee Members are of the opinion that these factors need not be
increased and that the factor (1+A+B+C) should be applied to the manpower
requirement for Activities T only, since the related sub-activities only are
affected due to features such as bad formation, sharper curvature and
excessive rainfall. In case these features pose extraordinary maintenance
problems in certain specific stretches, the manpower requirement can be
assessed under subactivities S.4 and S.5. (Refer Para 3.3.3.3)
54 (Vol.1)
4.6.1 Formation Factor A
The Special Committee Formula of adopting A = 0.1 and A = 0.2 for bad and
very bad soil respectively may continue. If there are banks necessitating
more than 20% extra input, remedial measures should be carried out on
priority.
4.6.2 Alignment Factor B
As per Special Committee Formula, the value of this factor assumes a sudden
o o o
jump of 0 to 0.25 for 1.5 curve on BG, 3 curve on MG and 5 curve on NG,
which is not logical. As gathered from track engineers, maintenance effort
o o o
increases right from 1 curve on BG, 2 curve on MG and 3 curve on NG.
Therefore it is reasonable to adopt the following values for B:
o
BG: B = 0 upto 1 curve, increasing from 0 to 0.25 linearly as curvature
o o
increases from 1 to 2 and thereafter constant at 0.25.
o
MG: B = 0 upto 2 curve, increasing from 0 to 0.25 linearly as curvature
o o
o
NG: B = 0 upto 3 curve, increasing from 0 to 0.25 linearly as curvature
o o
The recommended changes are represented in Graph 7. From this it would

be seen that the overall effect of these proposed changes on manpower will
be negligible, however leading to rational distribution of manpower.
4.6.3 Rainfall Factor C
This factor in Special Committee Formula is 0 upto annual rainfall just short of
200cm and suddenly assumes a value of 0.1 for annual rainfall of 200cm.
The factor then gradually increases to 0.2 at a rainfall of 300cm. For rainfall
of more than 300cm, C remains constant at 0.2. Annual rainfall of 200cm
55 (Vol.1)
itself is considered heavy to create track problems. A sudden jump in the
value of C from 0 to 0.1 at 200cm rainfall is not logical. The Committee
recommends that value of C should start from 0 at 150cm annual rainfall,
increase linearly to 0.2 for rainfall of 300cm and thereafter remain constant.
The shape of the proposed variation of C, as could be pictorially seen in
Graph 8, has been so decided that the manpower gets distributed more
rationally, without overall increase.
4.7 STUDY ON RUNNING YARD LINES
4.7.1 According to Special Committee'

s Formula, run-through line of yard is treated
in par with mainline, duly applying the factors U, A, B and C. The actual
quantum of freight traffic passing on run-through loop will be only a fraction of
the traffic in the section. Moreover the trains enter run-through loops at
restricted speed. Therefore the Committee feel that none of the factors U, A,
B or C need be applied to the length of running yard lines. The Committee
found that in actual practice, a fixed yearly schedule of attention is imparted to
running yard lines and therefore the entire maintenance activity can be
regarded as Routine Activity.
4.7.2 The following Tables give the details of subactivities, norms and manpower
requirements for running yard line of 1km length:
Table S : BG, machine packed : 177 mandays/annum

Table S1 : BG, manually packed : 297 mandays/annum
Table T : MG, manually packed : 228 mandays/annum
Table U : NG, manually packed : 153 mandays/annum
4.7.3 Running yard line may be regarded somewhat as mainline over which the
effect of traffic in terms of GMT tends to be negligible. For mainline track,
formulae for manpower requirement for Activities T and R have been already
arrived at and these may be adapted for running yard lines as follows:
56 (Vol.1)
BG, machine packed : 239 + 2.3GMT. If GMT=0, this becomes 239.
BG, manually packed : 391 + 8.24GMT. If GMT=0, this becomes 391.
MG, manually packed : 288 + 13.56GMT. If GMT=0, this becomes 288.
NG, manually packed : 196 + 188GMT. If GMT=0, this becomes 196.
4.7.4 Manpower requirements as decided through Tables S, S1, T and U given in

para 4.7.2 work out to 74%, 76%, 79% and 78% respectively of the values
arrived at in para 4.7.3. Therefore the values given in para 4.7.2 are
reasonable, considering the fact that the slower speed on loop line will cause
much less deterioration to track than that caused by higher speed on
mainline.
4.8 STUDY ON NON-RUNNING YARD LINES
As such there exists no BG machine packed track on non-running yard line.

The Committee feel that the periodicity of maintenance of non-running line
can be 1½ times that for running yard lines. Therefore 2/3rd of the manpower
requirement for running yard lines will be adequate. Based on this argument
the following manpower can be provided for non-running yard lines:
BG manually packed : 2/3 x 297 = 198 mandays/yr/km

MG manually packed : 2/3 x 228 = 152 mandays/yr/km
NG manually packed : 2/3 x 153 = 102 mandays/yr/km
4.9 STUDY ON TRACK CONNECTIONS AND LAYOUTS
In the Special Committee Formula, equivalent lengths of plain track

corresponding to various types of layouts have been given. (Refer para 2.3 of
Appendix 1). The Committee recommend that this concept borne out of
experience be retained. The Committee examined whether equivalent
lengths for SEJs and Level Crossings be prescribed to cater for the extra
maintenance called for, as envisaged in the Report of the Committee for
Rationalisation of Costing Permanentway Activities. The Committee found
that this is not necessary in as much as the manpower requirement to
57 (Vol.1)
maintain one SEJ per km and one level crossing at every 1.5 km have been
already taken into account while assessing the manpower requirement per km
of running line track.
4.10 CALCULATION OF GANGSTRENGTH FROM THE MANDAYS REQUIRED
4.10.1 The mandays requirement is computed as per the Rational Formulae derived
in the previous paragraphs, covering Activities T and R. In addition, the
requirement for Activities M and S is also computed as per the norms derived
in Chapter 6. The total mandays MT thus calculated for Activities T, R, M and
S does not include the following:
a. Leave reserve of 12.5% for the mandays MT.

b. Gangmates & Keymen and leave reserve for these posts.
c. Gatekeepers and Leave Reserve Gatekeepers.
d. Artizans, such as blacksmith, carpenter, fitter, mason etc. and khalasi
helpers for the artizans.
e. Trolleyman, Storechaser, Watchmen for the P.Way section’s main
depot, Office staff.
f. Staff for USFD team.
g. Supervisors, Technicians, Helpers and Khalasis for the maintenance
and operation of on-track machines, such as, tie-tamper, dynamic track
stabiliser, ballast regulator, ballast cleaning machine, rail grinding
machine, mobile flash-butt welding machine, track relaying
portal/machine, etc. (Instructions contained in Railway Board’s letters
no. 89/Track-III/TK/77 dated 13.12.1990 and 3.1.1991 will decide the
manpower required for these machines. The type and number of
machines required for each Railway will be decided by the Chief
Engineer and Railway Board based on the gross workload.)
4.10.2 It is the common practice to provide for leave reserve for the posts of
Gangmates and Keymen in the cadre of gangman.
58 (Vol.1)
4.10.3 In a year of 365 days, the total number of working days works out to 290, after
deducting the following holidays and restdays:
No. of weekly rests 52

National/Paid Holidays 8
Casual leave 15
Total 75
4.10.4 Leave reserve mandays for Activities T, R, M & S = 0.125 MT

If the number of Mates and Keymen are Nm and Nk respectively, the leave
reserve mandays for these posts = 0.125 [(Nm+ Nk) x 290]
No. of gangmen posts = Gross Total Mandays

290
= 1.125 MT + 0.125 [(Nm+ Nk) x 290]

290
These posts of Gangmen are divided into the following grades:

Sr.Gangmen Rs.2750-4400 20%
Gangmen Gr.I Rs.2650-4000 55%
Gangmen Rs.2610-3540 25%
4.11 MANPOWER REQUIREMENT FOR MOBILE MECHANISED UNIT (MMU)
Though the total mandays MT excludes manpower elements for items a to g

mentioned in para 4.10.1, it does include the manpower requirement for
Mobile Mechanised Unit (MMU). This will be elaborated in the following paras,
which can be better appreciated by perusing the Report on the Committee’s
visit to Konkan Railway at Appendix 4.
4.11.1 The following functions will be assigned to MMU: (Based on Annexure XI of

Report of CMMDTM (Feb.95) referred in para 1.1.3 and the observations
made on Konkan Railway.)
59 (Vol.1)
a. Need-based spot tamping
b. In-situ rail welding
c. Casual renewal and repairs except planned renewals (which will be
contracted out).
d. Overhauling of level crossings.
e. Replacement of glued joints.
f. Rail cutting, drilling and chamfering.
g. Permanent repairs to fractures.
h. Creep or gap adjustment involving use of machines.
i. Destressing of LWR/CWR.
j. Loading/unloading of materials.
k. Reconditioning of turnouts.
l. Minor repairs to the equipments of MMU.
4.11.2 In actual practice, functions such as c, f, g and j may have to be shared

between sectional gangs and MMU. For instance, if a rail fracture or weld
failure occurs, the sectional gang has to start the repairs, without waiting for
MMU. Likewise, if a low joint or SEJ requires urgent attention, if a kink
develops in a curve, if immediate renewal of sleeper or bridge timber is
needed, or, if some material has to be handled for such emergency work, the
sectional gang has to swing into action. In other words, some subactivities
under Activities T and R are jointly performed by sectional gangs and MMU,
whereas some other subactivities can be entirely entrusted to MMU.
4.11.3 The equipments needed for MMU are as follows: (Based on Annexure XII of
Report of CMMDTM (Feb.95) referred in para 1.1.3)
A. Communication equipment::
1. Walkie-talkie 4 sets
2. Portable field telephones 4 sets
3. Pager/mobile telephone 4 sets
B. Rail cutting/drilling equipment:

4. Disc cutter 1
5. Rail cutting machine 1
6. Rail drilling machine 1
7. Chamfering kit 1
60 (Vol.1)
C. Rail welding equipment:
8. Rail welding equipment 2 sets
9. Weld trimmer 1
10. Rail grinder for rail joints 1
D. Spot tamping with lifting/lining:

11. Light tamping equipment 1 set
12. Vibratory compactor 1 set
13. Lifting jack – hydraulic/mechanical 4
14. Lifting-cum-levering device 2
E. Destressing equipment:
15. Rail tensor 2
16. Rollers, wooden mallets etc. 1 set
F. Inspection gadgets:
17. Inspection kit 1
18. Gauge-cum-level 1
19. Rail thermometer 1
20. Vernier calipers 1
21. Micrometer 1
G. Handling equipment::
22. Rail dolley 6
23. Mono rail wheel barrow 2
H. Safety and Protection equipment:

24. Warning system
25. Red banner flag
26. Red hand signal flag
27. Green hand signal flag
28. Detonators
I. Rail cutting equipment:

29. Gas cutter with accessories 1 set
J. Points and crossing re-conditioning equipment:

30. Welding generator 1
31. Arc welding equipment 1 set
32. Rail grinder 2
K. Tools for minor repairs of equipment:

33. Spanners of sizes 2 sets
34. Turfer 2
35. Files of sorts 2 sets
36. Bench drill 2
37. Vice bench 2
38. Bench grinder 2
L. Any other equipment considered necessary by the Chief Engineer.
61 (Vol.1)
4.11.4 It would be seen that all the equipments listed above except item 11, namely,
light tamping equipment, will have to be procured for track maintenance
activities and have to be used by sectional gangs, even if MMU is not formed.
Use of light tamping equipment is unique for MMU. This can be either of the
following types:
• Off-track tampers with power/compressed air generating unit.
• On-track spot-tamping machine of optimal capacity, such as MP-2000.
Further a MMU has to move over the jurisdiction of an Assistant Engineer or
even over a longer stretch. Their mobility has to be accomplished by utilising
one or more of the following types of vehicles:
• Road vehicle
• Road-cum-rail vehicle
• Rail vehicle
These vehicles may be considered to be covered under item L, namely, ‘Any
other equipment considered necessary by the Chief Engineer’.
Indian Railways are still in the process of standardising equipment for spot-
tamping. It is possible to dovetail into one, rail-borne mobility vehicle and on-
track tamping gadgets.
The mobility vehicles and spot-tamping equipment can be termed as

“Speciality Equipment of MMU” and this excludes other equipments kept and
transported in the vehicle, which are essential even for a set-up with sectional
gangs only. The cost of Speciality Equipment of MMU (SEMMU) should be
such that some overall economy is achieved when MMU is formed out of
sectional gangs.
4.11.5 In none of the 14 sections studied by the Committee, MMU has been
deployed and the manpower assessed covers the subactivities which will be
performed by MMU, if installed in future. Manpower norm for machine packed
BG track evolved from the field data collected, is therefore deemed to cover
the workload of MMU. These norms are reproduced as follows:
For machine packed mainline (BG),
62 (Vol.1)
Activity T: Mandays/year = (80+2.3GMT) (para 4.2.4)
Activity R: Mandays/year = 159 (para 4.2.5)
For machine packed running yard line (BG),
Activity R: Mandays/year = 177 (para 4.7.2)
4.11.6 Referring Table P which gives the break-up of mandays for various activities
for machine packed main line (BG), the following subactivities and the
manpower thereof may be assigned to the workload of MMU:
Activity T: Slack attention toBad spots 35 out of 35

Low joints etc 10 out of 16
SEJ 2 out of 4
Curve 6 out of 10
Casual renewal of rails 2 out of 6
Sleepers 2 out of 6
Repair welding 6 out of 12
Total 63
Activity R: Loading, leading & unloading 12 out of 20

Overhauling of level crossings 13 out of 13
Bridge sleeper attention & renewal 7 out of 10
Creep pulling 3 out of 5
Total 35
4.11.7 Likewise, referring Table S (machine packed running yard line), the following
subactivities and manpower thereof may be assigned to the workload of
MMU:
Activity R: Slack attention to Bad spots 14 out of 14
Low joints 5 out of 8
Curves 2 out of 6
Sleepers 2 out of 3
Loading, leading & unloading 10 out of 15
Total 35
4.11.8 The mainline dealt in Table P carries 20 GMT, calling for 126 mandays for
Activity T as a whole, out of which 63 mandays correspond to MMU workload
and it amounts to 50% of 126. Therefore the expression for MMU mandays
is 0.5(80+2.3 GMT) or (40+1.15 GMT), as far as Activity T is concerned.
63 (Vol.1)
Thus for a given length LM (km) of machine packed mainline BG track,
Equivalent MMU mandays = LM(40+1.15 GMT)(1+A+B+C) + (LMx35)
If a length of LY (km) of machine packed running yard line also exists, (LYx35)
has to be added.
The general expression for a P.Way subdivision/division having assorted

length of LM and LY will be:
Gross Equivalent MMU mandays, i.e., GEMM

= Σ LM (40+1.15GMT) (1+A+B+C) + 35Σ LM + 35 Σ LY
4.11.9 Method to decide the strength and composition of MMU
The annual emoluments of GEMM should be calculated, duly considering the

basic pays of three grades, namely, Sr.Gangmen, Gangmen Gr.I and
Gangmen in the ratio 20:55:25 and enhancing it by 12.5% for leave reserve.
It should be the aim to achieve 20% saving in expenditure by way of installing
MMU.
Since the Speciality Equipments of MMU are yet to be standardised, Railway

Board, in due course, should stipulate the provisional standard equipment and
their cost and notify the procedure for calculating the annualised cost of
SEMMU. The procedure of calculating annualised cost of machines as given
in Board’s letters No. 92/Track III/TK/15 dt. 29.04.92 and 16.06.92 can be
adopted. Alternatively, Board may notify every year, directly the annualised
cost of each equipment of SEMMU, as they do for the cost of various P.Way
materials for being adopted in the track renewal estimates.
64 (Vol.1)
While calculating the annual emoluments of MMU staff, the following cadre
structure and grades can be adopted, duly taking into account the fact that
they earn more of travelling allowance by virtue of the nature of their job:
Technicians 20%:
Technician Gr.III 30% of 20%=6% Rs.3050-4590
Technician Gr.II 30% of 20%=6% Rs.4000-6000
Technician Gr.I 35% of 20%=7% Rs.4500-7000
Master Craftsman 5% of 20%=1% Rs.5000-8000
Assisting staff 80%:

Khalasi Helper (Gangmen Gr.I) 80% of 80%=64% Rs.2650-4000
Khalasis (Gangmen) 20% of 80%=16% Rs.2610-3540
The ratio 20:80 for distribution among Technicians and Assisting staff may be
modified, such as 30:70, by the Chief Engineer, depending on the nature of
jobs entrusted to MMU, extent of modernisation implemented for track
structure and the degree of sophistication of MMU equipments.
4.11.10 The posts of artizans and helpers mentioned in para 4.10.1(d) do not form
part of MMU. They are required in any case to assist sectional gangs, moving
from gang to gang within P.Way section, whereas MMU will move over
Assistant Engineer’s jurisdiction or over even a longer stretch, if attached to
on-track spot attention tamper.
4.11.11 It is also recommended by the Committee that the guidelines given herein to
calculate GEMM need not be considered rigid. The apportioning of mandays
for MMU workload, out of the mandays required for Activities T & R, as
indicated in paras 4.11.6 and 4.11.7 can be considered to be flexible and it
depends on the field conditions and progressive success of MMU. In addition,
some of the subactivities pertaining to manually packed stretches (such as,
part of through packing and slack packing, casual renewals, handling of
materials, overhauling of level crossings, bridge timber renewal) can also be
transferred to MMU, if such manually packed stretches adjoin machine
packed stretches. Thus, the Chief Engineer can increase the quantum of
65 (Vol.1)
GEMM and change the cadre structure of MMU staff, from time to time,
however ensuring that
• Atleast 20% economy is achieved due to the formation of MMU,
considering the activities transferred from sectional gangs to MMU.
• Mandays derived from sectional gangs is curtailed by GEMM, by reducing
sectional gang strength.
Having studied the functioning of Mobile Maintenance Gang of Konkan
Railway and the pilot scheme of MMU launched at Aligarh, N.Rly, the
Committee have put forth these recommendations, which will facilitate,
• faster mechanisation
• better manpower planning
• enrichment of job contents for gangmen
• improved career planning for gangmen
4.12 QUANTIFICATION OF SAVINGS DUE TO MACHINE PACKING
4.12.1 Attention is drawn to item (g) of para 4.10.1. For creating posts for operating
heavy machines or for meeting the annualised expenditure of these
machines, sectional gangmen as justified by the Rational Formulae will not be
surrendered. Only MMU is carved out of sectional gang strength, effecting
20% economy as indicated in para 4.11.9. If machine packing is introduced to
replace manual packing, mandays requirement will be calculated by using the
formula (239+2.3GMT), in lieu of (391+8.24GMT) used for manually packed
track. Accordingly, gang strength reduces in an appropriate manner, on
account of packing with heavy on-track machines.
4.12.2 The calculations at Appendix 5 quantify the savings that can be achieved due
to introduction of LWR on PRC sleepers with machine packing in lieu of
conventional track with manual packing, applying the Rational Formulae. The
calculation also illustrates the method of deciding the staff strength of MMU.
The results of the calculations at Appendix 5 are tabulated as follows in
Tables 1 and 2:
66 (Vol.1)
Table 1
Maintenance cost per km Manpower for 250km

Annual
Machine packed Machine packed
Traffic Manually Manually
packed With packed w/o With
w/o MMU
(GMT) (Rs.) MMU (No.) MMU MMU
(Rs.)
(Rs.) (No.) (No.)
30 1,36,853 87,829 83,133 619 344 279
20 1,19,166 78,550 74,347 539 320 260
10 1,01,479 71,607 67,898 459 297 241
3.333 89,541 65,063 61,682 405 281 229
Table 2
(Derived from the figures in Table 1)
Savings in Annual Savings in manpower for
Traffic density maintenance cost/km 250km length
Without MMU With MMU Without MMU With MMU
30GMT line Rs.49,024 Rs.53,720 275 340
20GMT line Rs.40,616 Rs.44,819 219 279
10GMT line Rs.29,872 Rs.33,581 162 218
3.333GMT line Rs.24,478 Rs.27,859 124 176
The graphs at the end of Appendix 5 provide a visual concept of the savings
achievable by machine packing.
It should be borne in mind that these savings have been computed with
reference to fully manually packed track and these do not reflect the savings
that can be achieved with reference to the present maintenance cost or
manpower as obtained on Indian Railways due to the adoption of the Rational
Forumulae. This is because a major portion of the savings has been already
realised, which remain hidden, as elaborated in para 2.9. The extra savings
in manpower due to implementation of the Rational Formulae in the present
day situation has been brought out in the pilot studies conducted, as
explained in Chapter 9.
4.12.3 In view of the substantial savings achievable through the single aspect of
mechanisation, namely, machine packing, as illustrated above, the Committee
recommends that tie-tamping machines should be introduced on a large scale
67 (Vol.1)
on MG system also, constituting 19,158 km of track, irrespective of the type of
sleepers used, since it is the reality that MG track will continue to exist over a
number of routes for years to come. Moreover the advantage of removal of
drudgery of beater packing should be extended to trackmen working on MG
system also.
4.13 The Rational Formulae have been evolved rationally based on the quantum
and norms for the subactivities of track maintenance, which are transparent in
Tables P, P1/ P2, P3, Q1/Q2, R1,/R2, S, S1, T and U. In these 11 tables, the
individual norms and quantum of works for the subactivities adopted are
based on the following:
• Scrutiny of the norms and quantum of works as recorded in the field data
collected on 14 P.Way Sections, as recorded in Tables 1 to 14 and
abstracted in Table 16 in a consolidated form.
• Norms adopted in the Report of the Special Committee (1979) and in
Annexure IV of the same Report.
• Application of the long experience of the Technical Members of the
MCNTM Committee.
• Conclusions arrived at by the MCNTM Committee members after
deliberations.
The Rational Formulae incorporate ample in-built flexibility. For example, as
already explained in para 4.2.9.2, the Committee has adopted the frequency
of 5 years instead of the presently adopted 3 years for shoulder screening of
ballast and the mandays requirement has been accordingly computed. This is
a labour intensive and tuff activity which has to be mechanised on priority all
over Indian Railways. As and when modernisation in various subactivities
progresses, some of the subactivities may reduce in quantum or vanish; or
these may require less manpower. Thus the Rational Formulae can be
amended easily, by recasting the relevant Tables.
4.14 Further, Rational Formulae are so flexible as to encourage formation of MMUs

and to expand the field of activity of MMUs, by which it is possible to achieve
68 (Vol.1)
reduction in overall manpower combined with improvement to cadre structure
and enrichment of job content for trackmen, as brought out in para 4.11.
4.15 The Committee recommend that Railway Board may order review of the
Rational Formulae once in 5 years, to incorporate the effects of
modernisation, such as introduction of more number of shoulder ballast
cleaners, improving rail-weld technology, better design of SEJs, maintenance
free level crossing track structure, etc.
4.16 SUMMING UP THE RATIONAL FORMULAE FOR NON-SUBURBAN MAIN LINES
4.16.1 Main Line BG machine packed

Activity R : 159
4.16.2 Main Line BG manually packed
Activity R : 168
4.16.3 Main Line MG manually packed
Activity T : (160 + 13.56GMT) x (1+A+B+C)
Activity R : 128
4.16.4 Main Line NG manually packed
Activity R : 91
(* value of this factor is subject to the maximum limit of 180).
69 (Vol.1)
4.16.5 Running Yard Lines (RYL) and Non-Running Yard Lines (NRYL)
BG MG NG
RYL 177* 297 228 153
NRYL - 198 152 102
RYL : Lines on which trains are received on signal
NRYL : Non running lines in yard, marshalling lines, sidings, etc.
The maintenance of RYL and NRYL is entirely regarded as Activity R.
1 km of manually packed NRYL is equivalent to 2/3 km of manually packed

4.16.6 Gross Equivalent MMU mandays, i.e., GEMM over a subdivision/division
= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ LY
where
The Chief Engineer can vary the value of GEMM and cadre structure of MMU,
depending on the local conditions, job requirement and efficiency of MMU.
4.16.7 Principle governing the strength and composition of MMU

SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track

tampers and vehicles (road, rail-cum-road, rail borne) for transport of men and
materials.
The cadre structure of Gangmen and pay scales thereof, as stipulated by the
Railway Board should be taken into account and Leave Reserve of 12.5%
should be allowed, while computing the annual emoluments of GEMM. The
cadre structure and pay scales should be taken into account and Travelling
Allowance payable should be allowed, while computing the annual
emoluments of MMU.
70 (Vol.1)
5 EVOLVING OF NORMS FOR MANPOWER REQUIREMENT FOR
ACTIVITIES T AND R (HIGH DENSITY SUBURBAN SECTIONS)
5.1 INTRODUCTION
There are some suburban sections in Mumbai area, which have very high
train density. It is very well known that maintenance work in these suburban
sections is quite different and output per manday is less than that achieved on
other sections. Besides, there are certain additional subactivities required to
be performed in these sections. Norms and formulae evolved in Chapter 4 do
not meet the manpower requirement in these sections. The Committee
therefore decided to evolve different norms and formulae for these suburban
sections of Mumbai, which can be applied to similar suburban sections of
other cities, if qualifying to be termed as ‘High Density Suburban sections’ as
defined in para 5.5.
The committee interacted with the staff responsible for maintenance of

suburban section under Sr.SEs, Thana and Byculla of Central Railway and
Sr.SE, Dadar on Western Railway. The AENs and Sr.DENs of these sections
also participated in the discussions.
5.2 SPECIAL FEATURES OF HEAVILY WORKED SUBURBAN SECTIONS
Maintenance of track in heavily worked suburban sections is much different

from that of non-suburban track because of the following features.
5.2.1 High frequency of trains
On suburban sections of Mumbai, the trains run at nearly 3 to 4.5 minutes

headway during the peak period. The maximum number of trains per hour on
various lines during morning peak period on a sub section is as follows:
71 (Vol.1)
NO. OF TRAINS PER HOUR IN MORNING PEAK
Line Western Railway Central Railway

DN Slow Line 16 10.5
UP Slow Line 16.6 12.25
DN Fast Line 15.6 11.5
UP Fast Line 17.3 11
With passage of each train, about 3 minutes time is lost and thus the effective
time available for work during the working period reduces considerably. Thus
where the train frequency is more than 10 per hour, the availability of
maintenance time reduces to less than 50%.
5.2.2 Problems due to encroachments
The incidence of heavy encroachments in the vicinity of track in all major

cities particularly in metropolitan cities is consequent to pressure of population
and socio-economic-political conditions. The heavy encroachments near the
tracks affect seriously the drainage and cause frequent disturbance to ballast
section. The track has become a dumping ground for garbage causing a
serious handicap to gangmen. Besides the filth removal is a regular job which
has to be undertaken, necessitated due to nuisance caused by slum dwellers.
5.2.3 Corridor night blocks and integrated mega blocks
Due to very high frequency of trains and insufficient time being available for
maintenance during day time, night maintenance blocks are regularly resorted
to. In addition, 6 hours integrated mega blocks on Sundays are being availed.
The night blocks are essentially used for renewals, tie tamping work, welding
work etc. The mega integrated blocks are used for such of the maintenance
activities (including for traction and signalling) which cannot be done on week
days or in the night block. These works call for deployment of exclusive gang
staff for the track works done in association with Traction and Signalling
departments. These features of working necessitate a different type of
manning pattern.
72 (Vol.1)
5.2.4 Large number of turnouts
There are very large number of turnouts on the suburban section of Western
and Central Railways. For the purpose of maintenance, Western Railway has
classified the turnouts in A, B, and C categories in accordance with their
importance. On Western Railway there are 486 turnouts on running lines with
a track length of 217 km. Besides there are very large number of special
layouts, viz. diamonds, scissors, diamonds with and without slips requiring
considerable maintenance efforts.
5.2.5 Lack of drainage
Due to construction of large number of buildings on both sides, the track has
virtually become a drain, with water logging in continuous stretches. The
situation is further aggravated due to encroachments, dumping of
garbage/refuse and non-functioning of culverts crossing track. Subsoil water
table is also high in many locations. These have resulted in sinkage of track,
disturbing track geometry. On Central Railway, speed restrictions have been
imposed on certain stretches.
5.2.6 Problems due to extensive track circuits
Due to continuous track circuits, the number of insulated block joints have
increased along with side connections and other equipments creating
impediment to day-to-day maintenance. Additional holes are drilled in the
rails for signalling and traction purposes, due to which rail failures occur more
frequently. Additional attention is also required for track circuit failure on
account of glued joints or poor drainage conditions.
5.3 TRACK STRUCTURE ON MUMBAI SUBURBAN SECTION
The sections studied for assessing manpower utilisation under Sr.SEs,

Byculla and Thana on the Central Railway and Dadar on the Western Railway
have the following break up of track structure.
73 (Vol.1)
Sr.SE Total Type of sleepers(%) Type of track(%)
length of
track Wooden Concrete LWR SWR Free
(km) Rails
Thana 130 45 55 22 38 40
Byculla 113 97 3 11 23 66
Dadar 130 66 34 4 38 58
The above details would suggest that though reasonable progress has been
made in laying concrete sleepers, still long lengths remain as free rail and not
much work has been done for converting the track into LWR.
The track structure on the suburban section is a mix of wooden and concrete
sleepers and it will take three to four more years to relay the main line track
with concrete sleepers. The analysis of the activities shows that still through
packing is a significant activity in track maintenance on suburban section.
Tie tamping machines are regularly deployed in these sections. The retentivity
is, however, quite low as the condition of ballast cushion deteriorates very
fast. The reasons are:
• perennial presence of water in the formation in most of the stretches
• ingress of garbage thrown by nearby residents
• trespass disturbing shoulder ballast, which affects packing under sleepers
Therefore it has been found very essential to continue through packing and
shallow screening in these sections to keep the ballast condition amenable to
machine tamping. While in other sections, machine maintenance eliminates
the need of through packing, this activity is to be continued in these
(suburban) sections.
5.4 CLASSIFICATION OF ACTIVITIES ON THE SUBURBAN SECTION
The subactivities of maintenance for the main line machine packed track have
been discussed in Chapter 3. Because of the peculiar features of suburban
section, the classification of subactivities has to be somewhat different for
74 (Vol.1)
suburban section. The following is the proposed classification of the activities
under the categories T, R and L.
5.4.1 Activities T (Affected by traffic density)
All the activities identified for machine packed non-suburban mainline will be
applicable for HD suburban mainline also.
5.4.2 Activities R (Routine activities – unaffected by traffic density)
On the Mumbai suburban section, tie tamping by machines does not yield the
desired retentivity of packing due to caked up ballast and limitation of line-
blocks. Through packing continues to be an important activity for most of the
length. With progressive laying of concrete sleepers, increasing of ballast
cushion and introduction of LWRs, manual through packing may gradually
reduce in future.
The following subactivities are considered as Routine activities unaffected by

traffic density in addition to those identified for machine packed non-suburban
track:
• Through packing:
This is continuing on the Mumbai suburban section, since deployment of
machines is not able to cope up with the disturbance to track due to
various reasons mentioned earlier. This subactivity is not treated as
influenced by traffic density, since the intention is to through pack entire
length of track once in a year.
• Emergency attention:
Because of serious implication of any untoward incident, thereby affecting
the commuter traffic, it has been found necessary to keep skeleton staff for
round-the-clock attention to meet any emergency.
75 (Vol.1)
• Extra assistance to Keyman and Blacksmith:
Due to very high frequency of trains, it is not possible for the
Blacksmith/Keyman to work independently. It has been the practice that
assistance of one additional gangman is given, on both Central and
Western Railways.
• Extra lookout men to work with the gangs:
This is necessary to alert the gang in time whenever a train approaches,
due to the intensive frequency of train services, irrespective of the visibility
condition.
• Extra work on account of night blocks:
Many works such as, casual renewal of rails, repair welding, tongue rail
and crossing renewals are done in night. Extra assistance is essential for
transportation and operation of generators and petromax lamps.
• Extra assistance for S&T items:
It has been found necessary to provide assistance for S&T staff who are
attending to track bonds, S&T gears, insulated joints, switches etc.
• Extra assistance for joint works with S & T and electrical branches:
Mumbai suburban sections have DC traction and traction bonds are
provided in all fish plated joints. Complete section being track circuited,
there are a very large number of glued joints. In all rail renewal works and
track circuit failure cases, the work has to be jointly done by P.Way, S&T
and Electrical staff. There is a substantial and essential additional
requirement of gangmen on this account.
5.4.3 Activities M (Miscellaneous)
Miscellaneous activities on suburban sections are the same as for non-

suburban sections.
5.4.4 Activities S (Site-specific)
Additional site-specific activity for suburban sections (Refer para 3.2.2.5) is

‘watching of water level and flood relief for train operation’. Mumbai suburban
76 (Vol.1)
section experiences very heavy rains and some stretches are prone to
sudden flooding due to factors external to Railways. The gangman deployed
for this watching duty has to stop the train in time in order to avoid serious
damage to the traction motors of trains due to heading of flood water above
rail level. He has to send message to organise dewatering in such areas and
removal of blockage in side drains.
5.5 CRITERIA FOR HIGH DENSITY SUBURBAN SECTION
It is proposed by the Committee, after considering the opinions of the Chief

Engineers of the zonal railways, that a suburban section can be regarded as
‘High Density Suburban Section’ only if both the following criteria are fulfilled:
(a) The train frequency per hour, on any one line or in a sub-section,
should exceed 8 (eight).
(b) The required maintenance works can be completed only by way of
availing night blocks.
The Chief Engineer (PHOD) will be competent to classify a suburban section

as ‘High Density Suburban Line’ based on the above criteria.
An example for the application of the above criteria is illustrated as follows:
On Western Railway, EMUs are running on Churchgate–Borivali-Virar-

Dahanu Road section, which has been notified as suburban section.
However, only Churchgate-Borivali section qualifies as high density suburban
section. The headway between the trains in the morning peak, when the
movement is from suburbs towards Churchgate, is 3 to 4 minutes. The
morning peak is from 8.30 to 11.30 hrs. In the evening peak from 17.00 hrs,
reverse flow starts from Churchgate towards Borivali and the headway again
is 3-4 minutes. Productivity during these peak periods, particularly in morning
peak fully in gang duty hours, is extremely low. This section meets all the four
criteria for high density suburban section. Borivali-Virar and Virar-Dahanu
Road sections do not qualify as train frequency is less than 8 per hour.
77 (Vol.1)
5.6 MANDAYS REQUIREMENT
The methodology adopted for arriving at the mandays requirement for high
density suburban section is the same as that for non-suburban section.
The high density suburban sections of Sr.SE/Dadar of Western Railway and

Sr.SE/Byculla & Sr.SE/Thana of Central Railway were studied. When the
Committee called for the actual mandays utilisation on these sections, the
data were in different formats. A proforma was therefore devised in
consultation with the concerned field Supervisors and Divisional Engineers for
recasting the data on a common base with due appreciation of the
subactivities which are unique to these sections as brought out by the field
engineers during the discussions.
It has been confirmed by the information collected, that the output per manday
for picking up slacks, through packing and shallow screening is less in these
sections. A comparison of the actual output with the norms recommended by
the Special Committee as well as by this Committee for non-suburban section
is tabulated as follows along with the norms now being recommended.
Unit: No. of sleepers attended per manday

Activity Standard Actual output Recommended
output Dadar Byculla Thana output
Slack
24 13 12 11 13
picking
Through
12 7 8 9 9
packing
Shallow Work not Work not
6 4 6
screening done done
The information collected has been processed and actual mandays utilisation
per km of track has been computed for the activities T, R and L. Through
packing and picking up slacks cover the complete section in a year and
shallow screening covers one third of the section. The utilisation details have
been shown in Tables 17, 18 & 19.
78 (Vol.1)
For non-suburban section, mandays requirement per km was initially analysed
for plain track and thereafter it was stipulated that the requirement for turnout
should be calculated assuming equivalence of turnout in terms of plain track.
For high density suburban sections, the above approach has not been
considered appropriate, because the number of turnouts is disproportionately
large. Calculation of mandays requirement by considering equivalent track km
in lieu of turnouts will not be realistic, unless even in the initial analysis the
track km is considered duly taking the turnouts into account. Thus mandays
utilisation per km has been computed taking 10 turnouts = 1 track km in the
initial analysis itself.
Data for Sr.SE/Dadar, Byculla and Thana are given in Tables 17, 18 and 19
respectively.
Mandays utilisation per km for Activities T and R of these sections may be

compared, as a first step, with the requirement of non-suburban sections of
equal GMT and rainfall, ignoring the alignment and formation factors. The
comparison is shown as follows:
Activities T
Sr.SE GMT Man- Rain Form- Align- Rain- Mandays
days fall ation ment fall requirement for
utilisa in factor factor factor machine packed
tion cm A B C non-suburban
per line with
km C=0.067
Dadar 35 206 200 0 0 0.067 171
Byculla 30 241 200 0 0 0.067 159
Thana 29 217 200 0 0 0.067 157
Activities R
Sr.SE Mandays Mandays requirement Mandays requirement
utilisation for machine packed for manually packed
per km non-suburban line non-suburban line
Dadar 548 205 177
Byculla 347 205 177
Thana 521 205 177
79 (Vol.1)
This comparison proves that the mandays requirement in high density
suburban sections is different from that in non-suburban sections.
In Table P3, all the data for the three sections have been abstracted for
comparison and also the suggestion for optimal utilisation of mandays has
been incorporated, adopting reasonable norms for the subactivities.
5.6.1 Mandays requirement for Activities T
It can be seen in Table P3 that 208 mandays for Activities T emerges as

suggestion for optimal utilisation in a section with 35 GMT, the most worked
section among the three sections studied. For non-suburban mainline, the
formula evolved is (80+2.3GMT)(1+A+B+C) for machine packed track and
(223+8.24GMT)(1+A+B+C) for manually packed track. It would be logical to
evolve a formula of the same pattern for suburban line also. The factor 2.3 or
8.24 is the gradient ‘mandays per GMT’. All the suburban sections will be
soon relaid with concrete sleepers and will be machine packed. Therefore it
would be correct to adopt 2.3 as the gradient factor for the proposed formula.
208 mandays being the requirement for a section with 35 GMT, the formula
should be
208 = (K+2.3GMT)(1+A+B+C), where value of K is to be decided.
Applying values GMT=35, A=0, B=0, C=0.067
208 = [K+(2.3 x 35)] x 1.067, which gives the value K = 115
Hence, mandays/km/year for Activities T = (115+2.3GMT)(1+A+B+C)
5.6.2 Mandays requirement for Activities R

Referring Table P3, the mandays requirement for `Through packing’ and
`Shallow screening’ have been worked out on the basis of the recommended
norms (refer the table in para 5.6) and desirable quantum of work to be
executed per year.
It is clarified that ‘Nil’ mandays shown against any subactivity in Tables 17 to

20 does not mean that this subactivity is beyond the duties of gang. It is
80 (Vol.1)
simply the lack of data in required details due to which it is not possible to
assign mandays for each subactivity in each section.
By overall assessment, 398 mandays/km/year cover Activities R.
5.7 MANPOWER REQUIREMENT FOR MOBILE MECHANISED UNIT (MMU)
5.7.1 The MMU’s functions, equipment and vehicles for high density suburban
section will be similar to those for non-suburban sections explained in paras
4.11.1 to 4.11.4. The equivalent MMU mandays can also be calculated
adopting similar procedure.
5.7.2 As stated in para 5.3.2, through packing the entire length of track once in a
year is a subactivity under Activity R in the case of high density suburban
section and it consumes substantial manpower as could be seen in Table P3
which gives the breakup for suggested optimal utilisation of manpower. Major
part of through packing can be carried out by MMU using off-track tampers.
Keeping this in mind the following subactivities and mandays thereof may be
assigned to the workload of MMU:
Activity T: Slack attention 105 out of 128

Casual renewal of sleepers 10 out of 20
Repair welding 10 out of 20
Total 135
Activity R: Through packing 108 out of 184

Loading, leading & unloading 12 out of 20
Total 120
5.7.3 The suburban section dealt in Table P3 carries 35 GMT, calling for 208
mandays for Activity T as a whole, out of which 135 mandays correspond to
MMU workload and it amounts to 65% of 208. Therefore the expression for
81 (Vol.1)
MMU mandays is 0.65(115+2.3GMT) or (75+1.5GMT). Thus for a given
length of LH (km) of highdensity suburban track, equivalent MMU mandays
=LH(75+1.5GMT)(1+A+B+C) + (LHx120)
In case running and non-running yard lines are available in high density
suburban section, these will be treated as non-suburban yard lines and the
formulae given in paras 4.7 and 4.8 will apply, since the constraints of
maintenance unique to mainline of suburban section do not exist for yard
lines.
The general expression for a P.Way subdivision/division having assorted
lengths of LH:
Gross Equivalent MMU mandays i.e. GEMM

= ΣLH(75+1.5GMT) (1+A+B+C) + 120 ΣLH
5.7.4 Strength and composition of MMU
Having computed GEMM, the strength and composition of MMU are decided
applying the same principle explained in paras 4.11.9 to 4.11.11, namely,
80% of annual emoluments of GEMM = Annualised cost of SEMMU +

Annual emoluments of MMU staff.
5.7.5 The Committee recommend that the Chief Engineer can decide GEMM with
flexibility, as in the case of non-suburban mainline as explained in para
4.11.11. The apportioning of mandays to MMU workload, indicated in para
5.7.2, can be changed by the Chief Engineer depending on local conditions
and efficiency of MMU in high density suburban sections.
82 (Vol.1)
5.8 SUMMING UP THE RATIONAL FORMULAE FOR HD SUBURBAN LINE
5.8.1 High Density Suburban Mainline BG machine packed

Mandays requirement/year/km (including equivalent MMU mandays)
Activity R : 398
5.8.2 Gross Equivalent MMU mandays, (i.e) GEMM over a subdivision/division

= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣLH
where
LH = Length (in km) of typical stretch of high density suburban mainline (BG)
The Chief Engineer can vary the value of GEMM, depending on the local
conditions and efficiency of MMU.
5.8.3 Principle governing the strength and composition of MMU

SEMMU is the Speciality Equipment of MMU, namely, on–track/off-track

tampers and vehicles (road, rail-cum-road, rail borne) for transport of men and
materials. The cadre structure of Gangmen and pay scales thereof, as
stipulated by the Railway Board should be taken into account and Leave
Reserve of 12.5% should be allowed, while computing the annual
emoluments of GEMM. The cadre structure and pay scales should be taken
into account and Travelling Allowance payable should be allowed, while
computing the annual emoluments of MMU.
83 (Vol.1)
6. EVOLVING OF NORMS FOR ACTIVITIES M AND S
6.1 Subactivities under Activities M and S have been listed in para 3.3.3.2 and
3.3.3.3. Mandays requirement for Activities T and R is based on continuous
length of track, whereas that for Activities M and S is, by and large, not based
on continuous length, but depends mainly on the localised problems, special
features and geographical nature of the P.Way section. The requirements
should therefore be assessed very judiciously. Authorisation is essential for
the factors influencing some of the subactivities so that the computations are
based on proper norms and factual position. The following authorities are
recommended for certifying the correctness of the factors:
• No. of days for monsoon patrolling - CTE/CBE
• Need for hot weather and cold weather patrolling - CTE
• No. of days for watching vulnerable locations - CTE/CBE
• Need for Store watchman duty (upto 2 locations) - Sr. DEN/Co-ord.
• Existence of extremely bad formation – CTE
• Identification of track stretches with poor visibility – Sr.DEN/Co-ord.
• Need for Fog signal man duty - Sr. DEN/Co-ord.
• Need for removal of filth from track - Sr. DEN/Co-ord.
• Need for security patrolling – Sr.DEN/Co-ord.
• No. of days for watching water level in suburban section - Sr.DEN/Co-ord.
The computation of mandays for Activities M and S should be done for the
jurisdiction of a Senior Section Engineer. In the following paras 6.2 and 6.3,
principles underlying the calculation of mandays requirement for various
subactivities have been briefly explained. The same have been more
precisely expressed in the form of formulae in the concluding para 6.4.
6.2 MAN-POWER NORMS FOR ACTIVITIES M (MISCELLANEOUS)
6.2.1 Monsoon patrolling
Monsoon patrolling is carried out to give protection to trains against flood

calamities. The number of patrol-beats in each beat-length (based on
84 (Vol.1)
overlapping or non-overlapping beats), number of shifts in each beat-length
and the number of patrolmen required are clearly worked out in the patrol
charts. Night patrol is prescribed only for a specific period in each section.
Mandays required per year = Total No. of patrolmen engaged in 24 hours x D
where D = No. of days for which patrolling is required.
6.2.2 Hot weather patrolling of LWR track
This is required to be carried out during hot part of the day in summer season,
duly following the provisions in LWR manual. In zones of less temperature
variation and in the case of track structure with adequate lateral strength, hot
weather patrolling can be dispensed with, as decided by CTE.
Mandays required per year = 30 x length of LWR track in km, on single line
basis.
6.2.3 Cold weather patrolling LWR track
This is required to be carried out during very cold hours in winter season, if
the track has the past history of incidence of rail fractures. CTE should
authorise the need for this activity.
Mandays required per year = 12 x length of LWR track in km, on single line
basis.
6.2.4 Watching vulnerable locations
There are identified vulnerable locations and these are also indicated in the
patrol charts. The number of stationary watchmen posted at various locations
and their shift-details are indicated in the patrol charts on many Railways.
Mandays required per year = (S x d)
where, S = Total No. of stationary watchmen engaged in 24 hours
d = No. of days for which the locations are watched.
85 (Vol.1)
6.2.5 Gate keeping at Engineering Level Crossings
On most of the Railways, Gatekeeper posts and Leave Reserve posts for the
same are sanctioned separately and these do not form part of the gang
strength. However Rest Givers are drawn from sectional gangs.
Mandays required per year = 365 x (No. of LCs x No. of shifts) - M
where, M = Mandays available due to regular sanctioned Gatekeepers

(excluding Leave Reserve Gatekeepers).
The ultimate aim should be to create adequate posts of GKs, so that both LR
and RG can be met 100% utilising this cadre.
6.2.6 Rest giving for Keymen
Each keyman works for 290 days in a year, whereas keyman patrolling has to
be performed for 365 days. Therefore 365-290 = 75 mandays have to be
drawn from the gangstrength against each beat of keyman. Hence the
manpower requirement for each Sr.SE will be as follows:
Mandays required per year = No. of keyman-beats x (365-290).
6.2.7 Waterman duty
The waterman to be provided will be one for each gang. Hence the mandays
required per year for each Sr.SE = No. of gangs x 290
6.2.8 Store watchman duty
The stores khalasis and watchmen for the store at Sr.SE’s headquarters are
separately sanctioned. The need for additional men arises due to the
materials being kept at other locations. The committee is of the view that
86 (Vol.1)
materials should normally be kept at not more than 2 places in a Sr.SE’s
jurisdiction and requirement on this account can be worked out on the basis of
three watchmen on 8 hours duty at each location.
Mandays required per year = No. of stores location x 3 x 365
Where materials of track renewal works are lying, separate provision in these
estimates should be made.
6.3 MANPOWER NORMS FOR ACTIVITES S (SITE SPECIFIC)
6.3.1 Tunnel maintenance
Tunnel inspection and maintenance needs some mandays which necessarily

get drawn from sectional gangs. The activities involved are extra track work
at the time of dropping of boulders and cleaning of drains. Lookout men and
persons for lighting are also required while carrying out inspections and track
maintenance works.
The Committee for “Rationalisation of costing Permanent Way activities”, in

para 4.9 of their report, recommended a BMKM factor of 1.2 for tunnels. This
factor has the material and manpower cost. Since manpower is the major
component, the factor of 1.2 is directly applicable to manpower. The
committee recommends the same factor for manpower calculation.
Mandays required per year

= Σ (Length of tunnel in km x No. of lines in the tunnel) x 1.2 x 290
6.3.2 Bridge substructure maintenance
On some Railways, mandays from gangs are utilised for the maintenance of
bridge substructures. Such works are maintenance of inspection steps,
grouting masonry, assisting mason at the time of repair works and minor
attention to protection works.
87 (Vol.1)
The Committee for “Rationalisation of costing Permanent Way activities”
recommended a BMKM factor of 1.2 for girder bridges and 1.1 for other
bridges. The total maintenance input can be taken as 1.1 man per km of
lineal waterway. This has to be enhanced for multiple lines, with ROBs and
RUBs also included.
Mandays required per year

= Σ (Length of Bridge in km x No. of lines on the bridge) x 1.1 x 290
6.3.3 Long girder bridge maintenance
Extra requirement for this subactivity should be assessed only for bridges,
each having a lineal water way of 150m or more. The extra maintenance on
these bridges will consist of maintaining trolley refuges, attention to guard
rails, pulling back creep on approaches, extra efforts for replacement of
sleepers, etc. It would be sufficient if a team of 6 gangmen are drafted to
attend to these activities 4 times a year, each time for 4 days, for a bridge of
150m waterway.
Mandays required/yr = 6x4x4 x Total lineal water way of such bridges (in m)
150
= 0.64 x Total lineal water way of such bridges (in m)
6.3.4 Extra workload due to very sharp curve, deep cutting and steep grade
Extra mandays required for all curves sharper than 1o on BG and 2o on MG

will get computed by considering Alignment Factor vide para 4.6.2. However,
o o
for curves sharper than 3 on BG and 6 on MG, even more frequent attention
is required for greasing of rails, correcting alignment, regauging, attention to
check rails and turning of rails. It is necessary to provide one additional man
for every 1 km of such very sharp curves, along with which deep cuttings and
steep grades will invariably co-exist, warranting extra maintenance efforts.
o
Mandays required (BG) = Length of track (in km) sharper than 3 x 1 x 290.
o
Mandays required (MG) = Length of track (in km) sharper than 6 x 1 x 290.
(Corresponding provision for NG is not considered necessary.)
88 (Vol.1)
6.3.5 Maintenance of track on extremely bad formation
Formation Factor (Refer para 4.6.1) will take into account manpower
requirement upto 20% extra for bad spots. In actual practice this is not
adequate for track on extremely bad formation requiring attention to alignment
and cross levels almost once in 3 months. At each such location a gang of 10
men may have to be deployed four times a year for 3 days on a length of
200m for attention.
Mandays required per year=
[Length (in m) requiring atleast 4 attentions per year x 10 x 4 x 3]/200
It is needless to emphasise that permanent remedial measures should be

carried out on priority to eliminate extremely bad formations.
6.3.6 Look out man duty
Depending upon the locations and lengths of curves/cuttings with poor

visibility, additional look out men are required to work with gangs. Such
stretches should be identified by Sr.SE, verified by AEN and certified by
Sr.DEN/Co-ord. The mandays requirement for each ganglength will be
Length of track with poor visibility x 290

Length of ganglength
For the section of Sr.SE, mandays for all gangs are summed up.
6.3.7 Fog signal man duty
Deployment of gangmen as fog signal men to assist station masters is a

regular feature in winter. The mandays of gangmen thus lost have to be
recouped, which can be assessed based on actual mandays utilised for this
activity for a year, taking the average of three immediately preceding years.
Mandays required =1/3 x Total mandays actually utilised in last three years
89 (Vol.1)
6.3.8 Filth removal from track
This requirement arises generally for ganglengths in the vicinity of big cities
and should therefore be based on actual field experience. Provision of one
man per gang should be adequate to look after this work.
Mandays required per year = No. of gangs functioning in such areas x 290.
6.3.9 Security patrolling
Security patrolling is ordered to ensure safety against tampering of track and

bridges by miscreants. In some disturbed areas such patrolling continues
over long durations in a year, thereby adversely affecting mandays available
for track maintenance. Though such patrolling should be assigned to security
forces, it is the general practice to deploy gangmen, who are readily available
at short notice and who know how to protect the track. Hence there is need
for recouping the mandays lost.
Mandays required = 1/3 x Total mandays actually utilised in last three years
6.3.10 Watching of water levels in suburban sections
This activity applies to suburban sections with high probability of flooding of

tracks. The importance of this function has been brought out in para 5.4.4.
There are nominated locations where water level has to be watched
continuously during monsoon season. This is generally required for two
months of intensive rain and staff have to be deployed round the clock.
Mandays required per year = No. of locations x 2 x 60
It is assumed that in the monsoon period of 4 months, the intensive rain

period will be about 60 days.
90 (Vol.1)
6.4 ANNUAL REVIEW OF MANPOWER REQUIREMENT FOR ACTIVITIES M & S
Whenever annual review of gangstrength for Activities T and R is undertaken,

it is necessary to reassess the manpower requirement for Activities M and S.
This is because, developments are effected from time to time, which change
the Activities M and S, such as:
• Number of monsoon patrol beats adjusted as per changed train service.

• Vulnerable locations eliminated due to works carried out.
• Level Crossing replaced by ROB/RUB.
• Jurisdictions of ganglengths reorganised.
• Number of stores depots reduced.
• Construction of bridges with ballasted deck or ballastless track in lieu of
long girder bridges.
• Boundary walls constructed to prevent trespass into track.
• Soil stabilisation work carried out.
• Letting out some works on contract.
91 (Vol.1)
6.5 SUMMING UP THE RATIONAL FORMULAE
6.5.1 For Activities M
M.1 Monsoon
beat length.

length

length



track
LWR track
M.4 Watching
1 to N
location

M.5 Gate keeping at

level crossings Σ
365x s – 290xNg
-
sanctioned.

-
keymen
-
duty addition to Sr.SE’s
Sr.DEN/
Co-ord
to exceed 2.
92 (Vol.1)
6.5.2 For Activities S

S.1 Tunnel
tunnel this work
S.2 Bridge
bridge this work
S.3 Long girder
bridge, in metre
bridge
(NG track does not
S.5 Maintenance of
track on extremely 0.6 x Σl track needs more than
bad formation 1 to N 12 attentions in a year CTE
location, in metres
S.6 Lookout man
1 to N Sr.DEN/
visibility in the nth gang- Co-ord
length
Sr.DEN/
Co-ord
for this duty
Sr.DEN/
Co-ord
years for this duty
S.10 Watching of
the nth location
93 (Vol.1)
7. EQUATED MANPOWER KILOMETRE,
THE RECOMMENDED PERFORMANCE UNIT
7.1 At present ‘Equated Track Kilometre’ is used as the performance unit for
matching the manpower or the expenditure, against the revenue activity of
track maintenance. In the pre-modernisation era, ETKM would have served
this purpose with fair accuracy, since all the three factors, namely, manpower,
maintenance cost and ETKM were defined to be proportional to each other.
As track modernisation was spreading over a part of the system, the
manpower/ETKM was reduced as per the correction factor K (in Special
Committee Formula) for the modernised length of the track, whereas the
corresponding ETKM remained unchanged. Thus the linearity between gross
ETKM and gross manpower got vitiated. By referring the contents of paras
2.9.3 and 2.9.4, it can be appreciated that ETKM has lost its relevance as the
performance unit, which is also corroborated by the factual position tabulated
in Appendix 2.
7.2 In the absence of a reliable performance unit, it will be impossible to

rationalise manpower among zonal railways and other lower units,
proportional to the effort of track maintenance required. Therefore the
Committee have proposed a new performance unit, ‘Equated Manpower
Kilometre’ (EMKM). This is in modification to the concept of EMKM defined in
the Report of the Committee for Rationalisation of Costing Permanentway
Activities. (Dec.95).
7.3 CONCEPT OF COMPARATOR TRACK
7.3.1 Applying Special Committee formula ETKM = UL(1+A+B+C) to a track

carrying 2.5 GMT/annum, laid on trouble free formation in low rainfall area
with fairly straight alignment, i.e. U=1, A=0, B=0 and C=0,
ETKM of 1 km track = 1 unit
94 (Vol.1)
7.3.2 In other words, the track of the above said description can be regarded as
‘comparator track’ to gauge the maintenance work load arising in any other
track. For example, if there is a track of length L, whose ETKM = 1.5L, it can
be visualised that the maintenance workload for this track is 1.5 times that of
comparator track, for which U=1, A=0, B=0 and C=0.
7.3.3 Another analogy can also be presented. If there is a metal whose density is
2.6 gm/cc (or specific gravity 2.6), anybody will understand that this metal
possesses 2.6 times the heaviness of water. Here water is the comparator.
7.3.4 Therefore the Committee decided to define, in the environment of the Rational
Formulae, a comparator track which will have moderate characteristics
requiring moderate level of manpower. Such a track can be easily visualised
by any track engineer, so that he can judge the manpower requirement of any
other track as a multiple/fraction of that for the comparator track.
7.3.5 It should be remembered that Special Committee formula is meant to give

manpower requirement per km for certain salient activities of track
maintenance and this formula does not take into account many other
activities, which have been identified mostly under Activities M and S in this
report. Manpower requirement for many subactivities under M and S is not on
“per km” basis; but is assessed for the P.Way section as a whole. Therefore
in the environment of the Rational Formulae, “one km of comparator track”:
should be considered as the “averaged one km of the comparator P.Way
section”, if the manpower requirement for all Activities T,R, M & S has to be
covered under this concept. In fact only by resorting to this concept, the
performance unit will achieve perfection, by covering the manpower required
for all the activities.
7.4 Thus as the first step to define MCNTM comparator track, a comparator
P.Way section has to be defined. Suppose the physical length of mainline
track is L in the comparator section, there will be additional lengths of track in
running and non-running yard lines and equivalent lengths of turnout. After
assessing total mandays requirement for all Activities T, R, M & S, the same
95 (Vol.1)
will be divided by L only (i.e. ignoring the other lengths of track) to find out the
mandays requirement/km as an average over the section.
Now, the no. of gangmen required per km for a typical P.Way section serving
as comparator, is calculated as follows, assuming parameters which
necessitate moderate manpower:
Gauge : BG
Physical length : 70km, Single line
GMT/Annum : 2.5
LWR lengths : 40% i.e. 28km
Track structure : PRC sleepers 1660 Nos./km with
250mm ballast cushion
Maintenance : Machine packed
Enhancement factors A, B & C : 0
No. of turnouts on Main Line : 40
Running Yard Lines : 13km, manually packed
No. of turnouts in RYL : 10
Non-Running Yard Lines : 4.5km
No. of turnouts in NRYL : 0
Manpower requirement for Activities T and R
Main Line
Equivalent length of mainline = 70+(0.1x40) = 74km
Mandays for Activity T = (80+2.3x2.5)x74 = 6346
Mandays for Activity R = 159 x 74 = 11766
Yard Lines
Equivalent length of RYL = 13+(0.1x10) = 14km
Equivalent length of RYL including NRYL= 14+(2/3x4.5) = 17km
Mandays for Activity R = 297 x 17 = 5049
Manpower requirement for Activities M
Monsoon patrolling
10 beat-lengths, 60 days in a year, 1 beat in each beat length, 2 shifts in each

beat length
Mandays = 60x10x2x1 = 1200
96 (Vol.1)
Hot weather patrolling
LWR track of 28km length requiring 30 mandays/km
Mandays = 28 x 30= 840
Cold weather patrolling
LWR track of 28km length requiring 12 mandays/km
Mandays = 28 x 12 = 336
Rest giving for keymen
10 keyman-beats
Mandays = 10(365-290) = 750
Waterman duty
10 gangs
Mandays = 290 x 10 = 2900
Manpower requirement for Activities S
Bridge substructure maintenance
Total lineal waterway = 760m
Mandays = 1.1 x 0.29 x 760 = 242
Mandays requirement
= 6346+(11766+5049)+1200+840+336+750+2900+242
= 29429
Mandays requirement including LR = 1.125 x 29429 = 33108
Mandays required for LR for 10 gangmates and 10 keymen =

0.125 x 20 x 290 = 725
Total mandays requirement = 33108 + 725 = 33833
No. of gangmen required per km = 33833/(290x70) = 1.6667 = 12/3
7.5 It would be seen that the MCNTM comparator track is assumed to carry
2.5GMT/annum, corresponding to U=1 in the Special Committee Formula for
ETKM. The comparator track, which is of BG, will be the same irrespective of
97 (Vol.1)
the track being compared is BG, MG or NG. This rectifies the mistake in the
ETKM concept, pointed out in para 2.9.3.1.
7.6 UTILITY OF EMKM
Having arrived at the gangstrength of 12/3 per km for MCNTM comparator

track, this becomes the basic unit for 1 EMKM. Suppose a P.Way section of
80km length (mainline track only) requires 240 men as per Rational Formulae,
EMKM for the section = 240/12/3 = 144
EMKM of each km of the section = (240/80)/ 12/3 = 1.8
The corresponding visualisations are:

• The section is deemed to contain 144km of MCNTM comparator track,
considering total manpower requirement.
• Per km requirement of manpower is 1.8 times that for MCNTM comparator
track.
7.7 DEFINITION OF EMKM
EMKM of a P.Way section = 0.6 (Total gangstrength required as per Rational

Formulae)
EMKM of 1 km of track = 0.6 (Gangmen per km as per Rational Formulae,

considering P.Way section as a whole)
7.8 Appendix 2 shows that the number of trackmen per ETKM is 1.72 for the
whole of Indian Railways and it varies from 1.36 to 2.12 on zonal railways.
Seeing the norm of 12/3 men per EMKM, it will be difficult for anybody to guess
whether the total gangstrength will increase or decrease on account of the
implementation of the Rational Formulae. It has to be realised that EMKM will
not be equal to ETKM and therefore no. of men per ETKM is not comparable
with no. of men per EMKM. The repercussion of implementing the Rational
98 (Vol.1)
Formulae has been studied in depth over five units on Central, Northern and
Western Railways and this will be discussed in Chapter 9.
7.9 FUNCTIONALITY OF EMKM AS PERFORMANCE UNIT
7.9.1 Let us assume that L is the physical length of a P.Way section (i.e. total length
of all mainline tracks). Gangstrength requirement for this section is calculated
using the Rational Formulae and is divided by 12/3 to yield EMKM of the
section LE.
The factor LE/L denotes EMKM of each km of the section and will be useful for
comparison of manpower concentration among P.Way sections.
Over a division or zonal railway, EMKM of the unit = ΣLE. If the sanctioned
gangstrength for the unit is more than 12/3ΣLE, it indicates surplus staff; if it is
considerably less than 12/3ΣLE, it indicates deficiency of manpower. In other
words, every unit must aim to achieve the status of “Sanctioned
Gangstrength/EMKM=12/3”, if MMUs are not formed out of gangstrength. If
however MMUs are formed, “Sanctioned strength/EMKM” should be
somewhat less than 12/3.
Thus EMKM is an effective performance unit, enabling at-a-glance evaluation
of manpower deployment.
7.9.2 The norm of 1.47 men/ETKM on BG and 1.21 men/ETKM on MG/NG as per
Special Committee formula did not take into account manpower requirement
for a large number of activities. It excluded leave reserve. Therefore actual
number of men per ETKM was varying from section to section and many
excuses could be put forth qualitatively to explain the variation in each
section. But in the environment of the Rational Formulae, the manpower
factor of 12/3 men/EMKM is the same for any section on BG, MG or NG; it
includes all the activities; it covers mechanical or manual mode of
maintenance; it applies to non-suburban and suburban lines; it embodies
leave reserve also.
99 (Vol.1)
7.9.3 Thus the Committee recommends that the performance unit for the purpose of
staff strength evaluation should be EMKM, which is defined as numerically
equal to 0.6 times the number of gangmen required as per the Rational
Formulae.
7.9.4 For carrying out manpower analysis, only gangstrength and MMU staff should
be considered against EMKM, after duly separating the posts of Gangmates,
Keymen, Artisans, Trolleymen, Watchmen, on-track machine staff etc.
mentioned in para 4.10.1. The tabulations in the book of Demands and
Grants should be modified accordingly.
7.9.5 The application software MANPOWER evolved by the Committee does not
incorporate EMKM. After the Railway Board approves this concept,
IRICEN/Pune may modify the software.
7.10 Similar to EMKM, it is possible to evolve Equivalent Cost Kilometre (ECKM)

as the performance unit for comparing maintenance cost per km among
various units and for distributing funds judiciously. This concept is already
contained in the Report of CRCPA (Dec.95). The evolving of ECKM, in the
environment of Rational Formulae, may be included in ‘Part 2: Cost-Norms’ of
the Report to be compiled by the new members of the MCNTM Committee, to
be nominated by the Railway Board, as mentioned in para 1.6.
100 (Vol.1)
8. RECOMMENDATION ON THE OTHER TERMS OF REFERENCE
AND THE ISSUES RAISED BY FIELD ENGINEERS, NFIR AND AIRF
8.1 The original terms of reference assigned to the Committee vide Railway
Board’s letter No.95/CE-I/GNS/2 dt.05.01.96 (Annexure A) is reproduced
below:
“i) To study the Special Committee Formula for Gangstrength and to
suggest modified formula covering certain variables left out in the
existing Special Commiittee Formula which affect track maintenance
effort.
ii) The Committee shall take into account the decasualisation done, effect
of machine maintenance and track modernisation”.
It would be seen that the Rational Formulae evolved in Chapters 4, 5 and 6

have exhaustively dealt with all the limbs of the terms of reference except the
aspect of ‘decasualisation’.
Decasualisation was carried out mainly for regularising the casual labourers,
who attained temporary status and continued to be under the same service
conditions for prolonged periods. These labourers were originally recruited to
perform such of the duties not covered under Special Committee Formula,
listed in para 3.3 of Appendix 1. Now that the Rational Formulae cover all the
subactivities of maintenance, except those which can be let out on contract,
the revised gangstrength will enable conversion of many of the decasualised
posts into regular posts. If the revised gangstrength leaves part of the
decasualised posts uncovered, such posts should be declared surplus
immediately. As per the well established rules, the following methods can be
resorted to:
• Optees to other departments/other units can be transferred. The resultant
vacant posts will enable surrender of corresponding numbers of
supernumerary posts.
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• The incumbents of surplus posts can be transferred to the vacant posts
arising in such of the units, where the revised gangstrength is more than
the existing sanctioned regular gangmen posts plus existing decasualised
posts. Monetary grants or certain other concessions can be offered to
encourage such transfers.
• Retirement wastage can be allowed to take place, particularly if the
incumbent has less than 3 years of residual service.
• Taking recognised trade unions into confidence, transfers can be
implemented compulsorily.
In any case, during the above exercise, no additional posts should be created
in any unit in anticipation of wastage/surrender expected to take place in other
units.
8.2 As regards appointment of safaiwalas as part of gangstrength for cleaning the

track passing through densely populated area (Annexure F), the Rational
Formulae for Activities M provides for the posts required for this purpose. If
some of the gangmen are willing to carry out this duty, even if it may involve
transfer, such staff can be encouraged. Otherwise these posts can be filled
up by drawing safaiwalas from Medical department, who will however work
under the day-to-day control of P.Way supervisor. Since such locations are
situated in important cities, it is quite likely that safaiwalas of Medical
department working in far-off places may readily opt to accept deputation to
Engineering department. However such staff will revert back to parent
department, when due for promotion.
8.3 The issue of deputing gangmen for monsoon patrolling (Annexure G) is

considered very important from safety and morale points of view.
Perhaps the alternative to deputing gangmen is the letting out of this work on
contract.
The P.Way mate or supervisor can and should order starting of patrolling, the
moment he sees indication of isolated thunder storm or starting of monsoon
102 (Vol.1)
before the nominated date. Depending on the number of beats and shifts in
each beat-length, substantial number of men have to be thrust into service.
Contractor’s men will not be available all of a sudden.
Further the duty of patrolman is much more than merely walking and watching
the track. He must know the characteristics of floodwater, with particular
reference to the local geographical features. He should be able to apprehend
disaster when he sees relevant symptoms. If he is knowledgeable and
confident, he can distinguish such of the flood events which may not affect the
track or formation, thereby avoiding false alarm. On the other hand, if he
exercises correct judgement, he will alert all the staff concerned well in
advance before a disaster takes place. Many gangmen, though illiterate, do
possess extraordinary instinct to anticipate flood problems, displacement of
boulders in the cuttings, sinking of formation, land slips, land slides of
mammoth size, etc.
By performing the patrol duty, the gangman acquires a sense of belonging to

the track and he gets sentimentally attached to the section and its safety.
Further, walking over long distances keeps his physique more fit. He gets
weather beaten and becomes robust to perform normal duties also.
On many occasions, gangman on monsoon patrol duty is able to rectify minor

flood damages by himself immediately, which curbs further damage and
eliminates even major washaway.
Some gangmen on monsoon patrol duty take correct decision to permit trains
at restricted speed, instead of stopping the service. His technical knowledge
gives him the confidence.
Due to above said reasons, monsoon patrol should continue to be performed

by gangmen. The Rational Formulae provides for mandays for this purpose
under Activity M.
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8.4 A question has been raised as to whether gangmen posts should be created
to perform security patrol. (Annexure I). Many times the need for security
patrol arises all of a sudden based on message flashed by civil authorities.
Gangmen are available throughout the section at all times. There is no option
but to send them on security patrol, because RPF jawans are neither
available in adequate numbers, nor can they spread out at short notice. The
Rational Formulae provides for mandays for this purpose under Activity M.
8.5 The next issue to be tackled is, how to consider the age factor of gangmen
and modify the norm of output depending on the fitness of the individual
gangman.
8.5.1 The Committee strongly feels that it is not the age, but the physical fitness to
work should be the factor to be considered. During interaction, many field
engineers expressed concern over the fact that the medical category B-1
prescribed for gangman has nothing to do with stamina aspect.
8.5.2 The Rational Formulae have been evolved, based on average productivity of
individual gangman. It is necessary to ensure overall productivity by weeding
out weak persons.
8.5.3 The Committee noticed that on some of the railways, at the time of initial
recruitment or regularising the service, the labourer is asked to run for 200m
carrying a cement bag of 50kg. By issue of regular order, ‘Physical
Endurance Test’ (PET) should be standardised as done in the Army. Such a
test should be conducted through a Committee of doctors at the time of
recruitment to gangman cadre and at the time of periodical medical
examination of gangmen. The parameters of health condition such as X-ray
report, blood pressure test, blood and urine tests, etc should also be kept on
record. Any gangman failing in PET should be medically decategorised and
removed from the cadre. The directives issued by Railway Board will be
followed, vide their letters No.E(NG)I/96/RE3/9(2) dt.29.04.99 and
No.E(NG)II/95/RC-l/94 dt.18.01.2000, on the subjects ‘Absorption of
disabled/medically decategorised staff in alternative employment’ and
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‘Appointment on compassionate grounds in cases of medical
invalidation/decategorisation’.
8.5.4 If the performance of a gangman is found to be poor attributable to his

physique as reported by the supervisor, he should be sent for PET,
irrespective of whether he is due for PME or not.
8.5.5 These recommendations reflect the views of field engineers who expressed
anguish regarding the diminishing stamina of gangstaff.
8.5.6 The Committee is of the opinion that whereas the nature of gangman’s work is
strenuous and he is exposed to adverse weather conditions, the same factors
can lead to better physique and healthier life, if the gangman takes care of his
habits. In army, it is the duty of everybody to keep his health proper. Though
the rules are different between civil and military careers, it is not impossible to
device methods of counselling and training schemes for gangmen, so that
they realise that it is their duty to maintain their stamina. The Committee
members, who have put in nearly 35 years service, have really seen that
gangmen were robust even after the age of 50 years, in 1960’s and 70’s. The
Committee recommend that some senior officers of Medical department may
be detailed to examine this aspect and to come up with suggestions on how to
improve the general health of gangmen by various means. As a part of
training courses and also in the field, yoga should be taught to gangmen and
schemes should be drawn for implementing both kinds of lessons.
8.6 The problem related to that dealt in para 8.5, is the rampant absenteeism
among gangmen. As stated by many field engineers, all gangmen avail
casual leave and LAP to the maximum limits. Many gangmen are not even
bothered about loss of pay due to LWP/absence. This has been pointed out
by NFIR and AIRF, who have suggested that leave reserve be increased to
30%. The field engineers are concerned about the loss of mandays on
account of absenteeism, which is not recouped due to ban on recruitment of
casual labour.
105 (Vol.1)
The Committee is of the opinion that increasing of LR more than 12½% will
further encourage absenteeism. Instead, constructive methods should be
devised as mentioned in 8.5.6. In fact absenteeism is not necessarily on
account of health reason. A drive should be undertaken to initiate disciplinary
action and to remove the frequent absentees from service. This is the
responsibility of Divisional Railway Managers.
Drastic steps should be taken, as suggested by Honourable Justice Shri N.

Venkatachelliah in the course of judicial enquiry into a railway accident, such
as, condonation of maximum two day’s unauthorised absence in a month and
treating unauthorised absence for over 24 days in a year as misconduct
leading to removal from service.
There was some suggestion that during annual review of gangstrength, extra
gangmen posts may be created based on the mandays lost (without payment
of salaries) in the past year. This will go against the principles of manpower
planning and this evil may spread to other departments if initiated in
Engineering department.
However, realising the adverse effect of mandays lost on maintenance, the

Committee recommend that Chief Engineer should collect information on
money saved every month (with finance concurrence), preferably through
computer networking, and release this money for operating contracts to clear
the arrears of work. Railway Board may authorise this procedure and
delegate the powers to the Chief Engineer for reappropriation of funds from
PU-01 to PU-32.
But the Finance Member of the Committee does not concur this
recommendation, pointing out that this will encourage absenteeism and the
method of compiling information on monthly savings due to absenteeism will
be cumbersome. The Technical Members are of the opinion that, whereas
every effort should be taken to curb absenteeism, maintenance activities
should not be allowed to suffer due to shortage of input of mandays, in the
interest of safety and realisation of full life span of track.
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8.7 Many field engineers expressed that gangwomen appointed on
compassionate grounds are not able to work hard. Considering the nature of
duties of gangwork, a woman is seriously handicapped during monthly cycle.
Her personal safety is also not quite satisfactory under the real environment,
sometimes being called to work in nights if there is emergency. While
ensuring that women are not discriminated, it should also be realised that they
should not be subjected to hazardous situations. The Committee recommend
that Sr.DEN/Cordination should decide the total no. of gangwomen that can
be accommodated, identifying the nature and quantum of job that can be
performed by them. He will advise this to the Chief Engineer along with the
Annual Review of gangstrength. The Divisional Railway Manager should
ensure that this limit is never exceeded while appointing women in the gangs.
The instructions contained in Railway Board’s letter No.E(NG)-II/97/RC-1/117
dt.21.10.97 should be strictly followed.
8.8 Some field engineers expressed opinion that the age of the track should be
taken into consideration in gangstrength formula. The Committee has
formulated the norms based on data collected from various sections, each
containing tracks of varying ages. Therefore the norms correspond to the
requirements for track of average age. While keeping the overall
gangstrength of P.Way section as calculated, readjustment of strengths of
various gangs in accordance with the age profile of stretches of tracks can be
carried out and such a proposal can be approved by the Divisional Engineer.
8.9 Some field engineers, NFIR and AIRF have suggested for creation of trainee
reserve posts for gangman cadre. Gangman being safety cadre spanning
over Group C and Group D, the technical members of the Committee feel that
this is a good suggestion and trainee reserve of 2% should be just optimal.
Training centres for gangmen should be strengthened, so that they acquire
the skill to maintain track in a professional manner and to utilise the small
track machines effectively.
However the Finance Member does not concur creation of 2% Trainee

Reserve posts and opines that this must be managed within the Leave
107 (Vol.1)
Reserve provision. The Technical Members are of the opinion that Leave
Reserve is meant for its own purpose and that with the emphasis being given
to impart adequate training to staff belonging to safety category, (Para 5 of
Summary of Recommendations in Part I of ‘Report of the Railway Safety
Review Committee, 1998’), this issue deserves Board’s consideration.
8.10 The last issue dealt is the identification of activities of track maintenance that
can be let out on contract (Annexures K, L and M). After studying the existing
practices on the zonal railways, Konkan Railway and after reviewing the
extant instructions from legal point of view, the Committee recommends that
the following activities can be executed through contract system:
2. Collection of ballast, training out ballast by materials train, leading
ballast from stack to track, insertion of ballast in track and profiling.
3. Deep-screening of the ballast in track, carried out manually or by
deploying Ballast Ceaning Machine in which case manpower support is
provided by the contractor.
15. Heavy repairs (measurable) to formation, cutting, side drains and
catch-water drains.
16. Heavy repairs (measurable) to bridges, bridge protection works, river
training works and tunnels.
17. Providing/repairing road surface at level crossings, including speed
breakers.
20. Clearing of rank vegetation in platforms and in the vicinity of tracks in
coaching and goods yards, repairs depots and workshops of
Engineering, Mechanical, Electrical and S&T departments.
b) Cleaning of goods sheds and goods platform will be the responsibility of
Commercial department, who may resort to contracting.
108 (Vol.1)
9. PILOT STUDY CONDUCTED ON THREE DIVISIONS OF
NORTHERN AND WESTERN RAILWAYS (NON-SUBURBAN) AND
ON TWO SUBDIVISIONS OF CENTRAL AND WESTERN RAILWAYS
(HIGH DENSITY SUBURBAN), APPLYING THE RATIONAL FORMULAE
9.1 Engineering Department performs ‘Way’ and ‘Works’ functions. The ‘Way’
function, namely, track maintenance forms the major activity on Indian
Railways, engaging a work force of 2,46,379 staff (1998-99 figure), counting
only the non-supervisory Group C and Group D categories, excluding
supervisory Group C and Officers. The trackmen of this work force constitute
a major component of the total number of employees, which is 15,83,600 on
Indian Railways.
This component is entirely governed by the gangstrength norms prescribed.

Any change implemented in the norms may have significant effect on the
number of staff with corresponding financial implication. Therefore the
Committee decided that the Rational Formulae should be applied, as a
theoretical exercise, but with all precision, taking permanent way staff of some
divisions. Initially this pilot study was proposed for Ambala Division of N.Rly
and Ratlam Division of W.Rly, subsequently extended to Allahabad Division of
N.Rly also, as regards non-suburban lines. For high density suburban lines,
Sub-divisions Mumbai Chatrapati Shivaji Terminus of C.Rly and Mumbai
Central of W.Rly were selected for the pilot study.
9.2 The application of Rational Formulae calls for collection of lot of additional
field data on track, over and above what is required for Special Committee
Formula. It was realised that the concerned Divisional Engineers should
appreciate the importance of each data collected and its correct application in
the formulae. Therefore the pilot study necessitated detailed briefing for the
officers and field engineers involved, to make them understand the formulae
entirely.
109 (Vol.1)
9.3 Due to the multiplicity of calculation steps handling large amount of input data,
especially for Activities M and S, need was felt for the evolving of application
software. The Committee decided that the software be developed and
perfected for the pilot study itself, so that the same can be widely adopted all
over the Indian Railways, after the Report is accepted by the Railway Board.
Chief Engineer/W.Rly, the Committee Member, organised the development of
software through the Engineering Computer Centre. Pilot study was very
useful in locating bugs in the program and eliminating them.
9.4 The documentation on the Application Software MANPOWER may be seen in

Appendix 7. A typical calculation of gangstrength for a P.Way section by
applying the Rational Formulae has been given in Appendix 8.
9.5 The results of the pilot study are tabulated in Tables 20 to 24 and are
abstracted as follows:
Gangstrength Sanctioned strength

as per the Shortfall (-)
Unit Rational Excess (+)
Formulae Regular Decasualised Total
A B C D E E–B
Allahabad Divn.
4621 3798 2467 6265 + 1644
N.Rly
Ambala Divn.
3072 2046 400 2446 - 626
N.Rly
Ratlam Dinv.
4161 3643 896 4539 + 378
W.Rly
CSTM Sub-Divn.
1251 1192 297 1489 + 238
C.Rly
BCT Sub-Divn.
1221 1149 436 1585 + 364
W.Rly
+ 1,998
which is
Total 14,326 11,828 4,496 16,324
12.24% of
16,324
9.6 In four out of the five cases above, excess posts have been identified.
However the abnormal numbers of excess and shortfall in manpower deserve
explanation.
9.6.1 Allahabad Division covers the first Rajdhani route between Delhi and Calcutta.
In early 70’s when RDSO conducted high speed trials on this division, there
110 (Vol.1)
was a need to explore how best the track geometry can be achieved and
sustained, with CST-9 sleepers extensively present in the track of those days.
Moreover Northern Railway administration tried laying of LWRs on continuous
lengths on Allahabad Division. Many other works were undertaken to improve
the track, with the intention to achieve safety of the highest order, when the
traditional speed barrier of 100 km/h had to be broken. Due to these reasons,
casual labourers were liberally engaged, in the absence of any ban on such
recruitment. Subsequently decasualisation covered the huge work force of
2467 men as seen in the Table under para 9.5. This explains the reason for
the excess posts of abnormal number.
9.6.2 In Ambala Division, there is a considerable shortfall of 626 men. This should
be considered as a rare instance, due to the factors given as follows:
• Ambala Division was carved out of sections of Delhi and Ferozpur
Divisions and came into existence on 01.07.1987. When the Division was
bifurcated, many gangmen left for other divisions. Posts were not created
according to Special Committee Formula, due to the emphasis given on
manpower control. Against 2488 posts that could be justified as per
Special Committee Formula, only 2046 regular posts of gangmen exist.
• Due to law and order problem, 203 gangmen are deployed for security
patrolling and these posts were not created. Due to application of Rational
Formulae providing manpower for this function, the shortage has surfaced.
• Likewise 73 gangmen are deployed for fog signalling and this shortfall has
also become visible.
• Lot of arrears of track maintenance works have accumulated and it is
stated by the Sr.Divisional Engineer/Coordination that this will have
adverse effect on the service life of track structure.
9.6.3 Chief Engineer/N.Rly, who is a Committee Member confirms the contents of

paras 9.6.1 and 9.6.2.
9.7 If this pilot study is considered as a typical sample survey covering varieties of
situations, it is seen that there may be scope for reduction in manpower to the
111 (Vol.1)
extent of 12.24%. But the Committee clarifies that this figure of 12.24% need
not be a realistic or reliable representation of the overall situation, since the
size of the sample, namely 16,324 is very small compared to the total gang
strength of 2,46,379 on Indian Railways.
9.8 The activities to be performed by permanent gangs as per Special Committee

Formula are more or less the same as Activities T and R in the Rational
Formulae. Therefore it would be of interest to compare the number of
gangmen calculated for Activities T and R only to the regular sanctioned
strength which is expected to be the gangstrength as per Special Committee
Formula. This comparison may be seen in the following table:
As per the Rational Formulae

Shortfall
No. of
Sanctioned (-)
gangmen
strength of or
for (T+R)
Unit Mandays Mandays Mandays regular Excess
including
T R (T+R) gangmen (+)
LR
(e)= dx1.125
(a) (b) (c) (d)=b+c (f) (g)=f – e
290
Allahabad
466520 486225 952745 3696 3798 + 102
Divn., N.Rly
Ambala
247908 336472 564380 2267 2046* -221^
Divn., N.Rly
Ratlam
384766 379569 764335 2965 3643 + 678
Dinv., W.Rly
CSTM Sub-
64829 193158 257987 1001 1192 + 191
Divn., W.Rly
BCT Sub-
57802 164873 222675 864 1149 + 285
Dinv., W.Rly
+ 1035#
which is
10793 11828
8.75%
of 11828
* Against 2046, Special Committee Formula justifies 2488 posts, which could
not be created when Ambala Division was formed in 1987.
^ This figure would have been +221, had Ambala Division created 2488 posts.
# This figure would have been 1477, had Ambala Division created 2488 posts.
In that case, the excess would have been 12.49% instead of 8.75%.
112 (Vol.1)
Thus it is seen that the Rational Formulae help in better optimisation of
manpower as compared to Special Committee Formula, when like activities in
both cases are considered.
9.9 In the Pilot Study, application of the Rational Formulae has clearly exposed
the abnormal situation of manpower issues pertaining to Allahabad and
Ambala Divisions.
9.10 In view of the results anticipated as explained in paras 9.7 and 9.8 and
because the Rational Formulae possess in-built flexibilities as brought out in
para 4.13 to 4.15, the Committee feels confident that the Rational Formulae
can be adopted on the Indian Railways.
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10. PRE-REQUISITES AND METHODOLOGY
TO IMPLEMENT THE RATIONAL FORMULAE
10.1 In any progressive organisation, personnel of management and supervisory

levels should thoroughly understand the principles of manpower management
and financial implications thereof. This knowledge should not only be
confined to personnel management department, but should necessarily
spread to technical staff in the field. Rationalisation of manpower is a vital
step in promoting efficiency and the sense of fairness to workers. The
Committee therefore recommends that the knowledge of Rational Formulae
should percolate right upto the lowest tier of supervisors. Not only the
formulae but also their rationale should be taught in IRICEN/Pune and in
Engineering Training Centres of the zonal railways. The office staff who are
engaged in carrying out annual review of gangstrength should also be trained.
They should be taken to field to see the ongoing modernisation efforts,
functioning of MMUs, day-to-day working of gangmen, etc., so that the
Rational Formulae are thoroughly understood in the context of field activities.
10.2 As soon as MCNTM Committee’s recommendations are accepted by the

Railway Board, the Report should be printed in sufficient number of copies, so
that all Sr.SE(P.Way) incharge, all AENs, DENs and Sr.DENs get one copy
each. 2 sets of floppies containing the software MANPOWER should be
supplied to each division. This can be done in 45 days time.
10.3 Within 3 months after the previous task is completed, IRICEN and zonal
training centres should impart the knowledge to all Sr.DENs/Coordination of
Indian Railways and to selected AENs, selected supervisors and office staff.
The course should incorporate on-hand training with application software
MANPOWER. Officers and staff of Personnel and Finance departments
should also be trained, though not as intensively as Engineering personnel.
10.4 The Report should be permanently included in the syllabus of training

courses, both initial and refresher. Exclusive training courses of 5 days
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duration can be organised 3 to 4 times in a year at IRICEN and zonal training
centres on a regular basis.
10.5 The Rational Formulae should be applied, taking each P.Way section as the
basic unit, because manpower requirement for Activities M and S is computed
mostly section based. Formation of MMUs should be planned combining 3 to
4 P.Way sections under one AEN’s jurisdiction. One DEN’s jurisdiction can
be taken as the base for MMU, if medium capacity on-track tamping machine
(such as MP2000) is to be included under the Speciality Equipment of MMU
for carrying out slack attention. Such proposals should be initiated by DEN,
recommended by Sr.DEN/Coordination and approved by CTE/CE.
10.6 Sr.SEs should be fully involved since they have to collect field data precisely.
As regards apportioning of the total gangstrength of a P.Way section to
various gangs, Sr.SEs and SEs should carry out ganglength-wise
calculations, judiciously distributing the manpower for Activities M and S.
Depending on the age of track, some mutual adjustments among ganglengths
can also be carried out. These calculations should be scrutinised and
approved by AEN. If this practice is well established, the supervisors will
become manpower conscious, the fundamental requirement for cost
consciousness.
10.7 When the first review of gangstrength takes place applying the Rational
Formulae, one of the following situations will emerge in each basic unit
namely P.Way section.
• Calculated gangstrength is more than the sanctioned strength (this term
includes permanent and decasualised posts).
• Calculated strength is less than the sanctioned strength.
The overall picture AEN-wise, DEN-wise and for the entire division should
also be projected in order to find solutions, by proposing transfers between
sections and between subdivisions. Inter-divisional transfers can also be
thought of in case of optees being available. Sometimes a division may
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spread over more than one State, in which case transfer from one unit to
another unit may be resented due to genuine linguistic and education
problems.
10.8 The following procedure can be followed:

• If the calculated strength is more than the sanctioned strength in any unit,
extra vacant posts of other units can be straightaway transferred.
• If the calculated strength is less than the sanctioned and really operated
posts, such excess posts should be declared surplus immediately.
Thereafter the following steps can be taken:
1. Optees to other departments/other units can be transferred.
2. Incumbents of surplus posts can be transferred to the vacant posts in
other units. Monetary grants or certain other concessions can be
offered, to encourage opting for such transfers.
3. Retirement wastage can be allowed to take place, particularly if the
incumbent has less than 3 years residual service.
4. For forming MMUs and for operation of on-track machines, incumbents
of surplus posts or even other capable gangmen can be encouraged,
trained and posted.
5. Taking recognised trade unions into confidence, transfers can be
implemented compulsorily.
In any case, during the above exercise, no additional posts should be created
in anticipation of wastage/surrender expected to take place in other units.
10.9 By carrying out these processes under close monitoring, it may be possible to
implement the Rational Formulae fully within a span of two years. Thereafter
the annual review should be carried out strictly as on 1st April and manpower
adjustment should be continued. By computer net-working it will be possible
to compile information at zonal railway headquarters and at Railway Board’s
office.
116 (Vol.1)
10.10 The Committee recommends that IRICEN/Pune should take over the
application software MANPOWER as the sole custodian and carry out
amendments from time to time. At the first occasion, this software should
incorporate MMU aspects, as soon as the principles recommended for
formation of MMU contained in para 4.11 and 5.7 are approved by the
Railway Board.
117 (Vol.1)
11. OBSERVATIONS OF THE FINANCE MEMBER AND
REMARKS BY THE TECHNICAL MEMBERS
Observations of Finance Member Remarks by Technical Members

1. Indian Railways are passing through acute It is agreed that manpower requirement
financial crisis, contributed mainly by steep should be optimised duly considering
rise in staff costs during recent years. The the financial crunch, extent of
costs of staff for Track Maintenance has mechanisation implemented and the
also gone up considerably and now possible off-loading of certain activities
constitute around 82% of total revenue to outside agencies. Keeping these
expenditure under Demand-4. It was, objectives in mind, zero based
therefore, incumbent on the part of the approach has been adopted, identifying
Committee to conduct Zero Base Review of the essential subactivities of track
track maintenance activities to ensure maintenance and the quantum of works
maximum reduction of existing Gang thereof, so as to maintain the track in
Strength on Zonal Railways and also reliable condition commensurate with
suggest off-loading of certain activities to the traffic carried.
outside agencies without affecting the
safety of Railway operations.
2. Substantial investments have been made The track kilometre on Indian Railways
by Railways towards procurement of is 85429 km on BG, 19158 km on MG
sophisticated and high-tech Track and 3826 km on NG. Machine packing
Machines/Equipments over the years to has been introduced over 40287 km of
improve the quality of track structures and BG track only, leaving 68126 km totally
curtail the scope as well as need of its on BG, MG and NG still under manual
manual maintenance. The investments on packing. Even in machine packed
the Track Machines, in fact, was justified on stretches, implementation of other
the basis of proposed reduction in the aspects of mechanisation is quite
number of staff deployed on track insignificant as brought out in paras
maintenance activities. The Special 2.9.4 and 2.9.5. Of course, machine
Committee on Gang Strength Formula packing provides the maximum
(1979) gave due cognizance to this vital possibility for manpower reduction,
aspect and introduced correction/reduction apart from relieving trackmen from the
factor of 0.50 on man-power norms for arduous job of beater packing. It has
maintenance of mechanised tracks as been clearly brought out in para 2.9
compared to conventional track. Railway that, in the past 11 years, number of
Board have ordered, during Jan’83 , further trackmen has been reduced by 18.44%
reduction of 5% on Gang Strength of despite increase of ETKM by 10.1%.
Gangmen arrived at with said formula. Further, the number of trackmen per
ETKM has been reduced by 25.93%.
The Correction Factor incorporated in
Special Committee Formula has helped
in optimising manpower, on adhoc basis
though not based on a rational
approach.
3. Since implementation of the modified Gang As the technology of tie tamping
Strength formula in 1979, t+he capacity of machine underwent advancement in the
existing track machines were increased international scenario, Indian Railways
manifold and several new track machines, procured machines of higher capacity.
118 (Vol.1)
covering other facets of track maintenance Though such machines are costlier than
activities were also introduced. These the earlier versions, this should not
mainly are : cause worry to us, since track of much
longer stretch could be brought under
i) The UNOMATIC and DUOMATIC Tie machine packing for each machine and
Tampers, procured during ’79, had tamping manpower reduction could be effected
capacity of 10 to 20 sleepers per minute, to a greater extent. The calculation in
whereas the CSMs introduced around ’84 , Appendix 5 is relevant.
have capacity of tamping 40 sleepers per
minute. Shoulder ballast cleaners are still in
small number on Indian Railways. In
ii) Prior to ’84 Shallow Screening fact the Report has emphatically
operations were being undertaken recommended for mechanising shallow
manually with approximately 92 Gangmen screening, not only for reducing
per Km. Per year. With the introduction of manpower but also for eliminating this
FRM (i.e., Shoulder Ballast Cleaner) labour–intensive work (Para 0.8 of
sometime during’84, the requirement of Executive Summary).
Gangmen to support operation of the
machine was in the range of 10 men per Ballast regulators are available only in
km/per annum only. few numbers and these are used in
conjunction with Ballast cleaning
machines deployed for deepscreening.
iii) The introduction of Ballast Regulators The Committee have recommended
during ’86 similarly led to substantial contractual agency for manual
reduction of manual labour for ballast deepscreening and for providing
regulation/boxing activities. manpower support for the deployment
of ballast cleaning machine. The same
Apart from major track Machines referred practice is existing even now.
above, several small size track equipments Therefore reference to Ballast
have been inducted in our system in recent regulators is not relevant to
times resulting in more flexibility in gangstrength.
operation and higher productivity/output.
Considering the upgradation of existing as Small track machines will ensure better
well as introduction of new track machines quality of work. Only when these
since 1979 the correction factor of Gang machines become part of MMU,
Strength for mechanised track should now reduction of manpower is possible. This
be revised to 0.75 as against 0.50 fixed in aspect has been sufficiently projected
1979. It is relevant to refer to Board (ME)’s by the Committee, recommending
directives vide 91/Track III/TK/20 dated 3- introduction of MMUs at a fast pace.
6-94 for reduction of 300 posts of Gangmen (para 0.9).
(i.e., 300x295 = 88500 man-days per
annum) for every new CSM inducted for As per the Rational Formulae, it has
maintenance of Track with concrete been worked out in para 5 of Appendix
sleepers and LWR. Unfortunately, no 5 that mandays saved/yr/km due to
appreciable reduction in Gang Strength had machine packing will be 288 on 30 GMT
taken place over the years and the total line, 229 on 20 GMT line, 169 on 10
strength of Gr.’D’ staff in Zonal Railways for GMT and 129 on 3.333 GMT line. With
Maintenance of P.Way varied from a CSM packing 700 km in a year, the
2,24,361 in ‘85-86 (D.F.(X)/Railway Board’s mandays saved per year will be
note vide no. 94/Track-III/TK/23 dated 2-1- 201600, 160300, 118300 and 90300 on
119 (Vol.1)
95) to 2.26,551 in ‘99-00 (Ref. : Demands the lines with traffic of 30, 20, 10 and
for Grants : 2000-2001; Page No. : 4.3.02). 3.333 GMT respectively. Thus the
savings will be substantially more than
what was anticipated in the 1994 letter
of the Board. Further Board have
clarified, vide their letter No.91/Track-
III/TK/20 dt.24.02.97, that surrender of
gangmen posts will be based on
Gangstrength Formula applying the
Correction Factor, when machine
packing is introduced. Therefore the
concept of surrender of 300 gangmen
per CSM is not only obsolete, but it
vitiates the scope for a larger surrender
that is possible due to application of
Rational Formulae.
4. The Special Committee (1979) had fixed Having adopted the zero based
the manpower factor of Gang Strength for approach and having identified all kinds
twelve regular activities. The Committee of subactivities while evolving the
had also listed sixteen other activities Rational Formulae, it is not relevant to
outside the regular activities of permanent compare the number of activities
gang and recommended that Railway may between Special Committee Formula
sanction Casual/Seasonal labour for all and new Formula in a clerical manner.
these works as and when required on the What is important is the correctness of
basis of volume of work. They have further analysis and the examination as to how
recommended creation of multi-purpose the new formula yields results
gang at each PWI Hd. Qrs. for loading, compared to old Formula. This is
unloading and transporting of track explained in Appendix 6. Further the
materials. pilot study on 5 Divisions on various
zonal railways, applying the Rational
As against 28 activities (i.e., 12 ‘regular’ Formulae, shows reduction of existing
and 16 ’outside regular’) covering the entire gangstrength by 12.24% (Chapter 9).
gamut of track maintenance envisaged by
Special Committee (1979), the Draft Report Further Special Committee have
listed out 61 activities under various classified the works as ‘activities’,
categories i.e., Activity ‘T’(11 Nos.), ‘R’(12 whereas MCNTM Committee have gone
Nos.), ‘M’(8 Nos.), ’S’(10 Nos.) and outside into further details and classified the
contracts (20 Nos.). Some of these works upto ‘subactivities’. Obviously it
activities appeared as over-lapping or is not correct to compare these
parallel in nature. numbers. Moreover the terms of
reference to MCNTM Committee as per
Board’s letter (Annexure A) is “to cover
certain variables left out in the existing
Special Committee Formula which
affect track maintenance effort”.
Subactivities M & S cover these left out
variables. The Technical Members
assure that no overlapping or parallel-
in-nature activities have been permitted
under the subactivites of T, R, M & S.
120 (Vol.1)
5. During interaction with Junior/Senior While analysing the mandays
Engineers of Zonal Railways, the requirement for Activity T on 14 P.Way
Committee had obtained particulars of Sections on six zonal railways, data
requirement of man-days for specific job collected on 5 sections were ignored
items under Category T&R. The relevant since the mandays appeared to be
data for 14 mechanised sections, with GMT inflated and the balance 9 sections were
ranging between 12.5 to 68 GMT, are considered for regression analysis, as
shown in Table 1 to 14 of Vol. II. Even clearly seen by the pattern of
though , the projected requirements of distribution of the points in Graph 1
Gang Strength for T&R Activity on the (Volume 2). This is the standard work-
mechanised track with average 18.6 GMT study procedure adopted internationally.
& 29 GMT respectively by S.E. Railway and The Finance Member has opined that
N. Railway (Table 1 & 7) was deemed only two sections should be considered
reliable (Ref : Graph 1 & 2) the Committee out of 14, so as to achieve a result
chose to ignore them, being on lower side. conceived under bias. This approach is
It had, instead, resorted to Linear neither scientific nor rational, under zero
Regression which appears as superfluous based analysis.
since the actual man-days requirement
indicated by N.R. and S.E.R. are not only Likewise, while analysing for Activity R
deemed as reliable but also relate to (Graph 2 of Volume 2), 7 data were
sections characterised by high density ignored and 7 data were considered.
traffic. By this process the man-days This method is also absolutely correct in
requirements for said activities got unduly the opinion of Technical Members.
inflated. The total man-days recommended
in the Draft Report for different activities The concluding remark on ‘ill-
under T,R, M, S and outside Contract will affordability’ has no basis, as proved
entail substantial increase in revenue clearly through Appendices 5 & 6, para
expenditure under Demand-4, over the 4.12 and Chapter 9 that the Rational
existing level, which IR can ill-afford. Formulae help not only in optimising
manpower but also in achieving
The so-called savings arising out of economy.
MCNTM Committee’s proposed formula, as
portrayed in Chapter-9, Vol.-I of the Draft As could be seen from the terms of
Report, are unrealistic and not tenable. The reference (Annexure A), the variables
Committee, on one hand recommended left over by Special Committee affect
that eleven out of the sixteen major track maintenance effort. Therefore the
activities (outside regular duties) being decasualised posts attributed to the left
undertaken currently by de-casualised over activities such as monsoon
Gang in Zonal Railways, should be off- patrolling, security patrolling, hot & cold
loaded to outside agencies and on the weather patrolling, etc. are to be
other, taken the de-casualised gang in considered as essentially required,
existence in the Divisions into cognizance provided proper manning norms are
for comparison purpose. The correct implemented for these activities. The
approach will be to compare the existing identification of decasualised posts
regular sanctioned strength of gang-men in does not exist at field level. In as much
the Divisions with the strength envisaged in as the subactivities under M & S are
proposed MCNTM formula. In no case, the considered essential and have to be
de-casualised strength or casual labour performed by gangstrength, it is obvious
functioning as Gangmen can be deemed as that the gangstrength calculated by the
regular sanctioned strength of Gangmen as Rational Formulae has to be compared
121 (Vol.1)
per extant formula. Going by this criterion, against the available sanctioned
in the three Divisions at Allahabad, Ambala strength inclusive of decasualised
& Ratlam alone, the gang strength as per posts, for the purpose of assessing the
MCNTM formula, will work out to 14326 as reduction to be effected.
against regular existing strength of 11828,
resulting in excess of 2498 or 21% over Para 9.8 presents yet another
existing level. comparison between “No. of gangmen
for Activities T & R as per Rational
Formulae” and “Sanctioned strength of
regular gangmen as per Special
Committee Formula”. This also
indicates further optimisation of
manpower being achieved.
6. Some anomalies regarding listing of sub- a) In para 3.2.2, it has been well
activities and projection of man-days explained as to why the manpower
requirements in the Draft Report are requirement for LWR track is not
summed up below : much different from that for
nonwelded track, in the present
(a) In Para 3.2 of Draft Report, it situation. This is based on the
is mentioned that LWR and Non-LWR track interaction with field engineers and
have to be treated alike as far as the experience of the Technical
maintenance efforts are concerned and Members. Problems of welded
hence track need not be classified based track have even attracted the
on LWR or SWR or fish-plated for attention of Railway Safety Review
categorising sub-activities of track Committee. It is acknowledged by
maintenance. This is not correct and the the Technical members that the
values for T&R activities should be worked suggested formulae require review
out separately for LWR and Non-LWR track after 5 years, duly improving the
particularly as no maintenance efforts for welding technique. (Para 0.8)
joints are generally warranted in LWR
Track. b) The presumption that manpower
requirement for machine packed
(b) The man-days requirement track will not vary according to
for mechanised track has been worked out GMT, is contradictory to field
differently for different level of GMT. This is observation and the results of zero
not appropriate as the fluctuation of GMT, based approach. The gradient of
say between 20 to 65, should not have Mandays versus GMT is 2.3 for
major impact on Gang Strength machine packed track, whereas
requirements, as the basic maintenance the same is 8.24 for manually
parameters and work contents remain the packed track as per the Rational
same. Special Committee (’79) formula formulae. This vital difference has
also did not recommend granting of any not been noticed by the Finance
additional weightage above 20 GMT. Member. As could be seen in the
graphs at Sheets 7 & 8 of
(c) Separate provision of 10 Appendix 5, the extent of economy
man-days for ‘Minor curve re-alignment’ increases as GMT increases.
under Item T.1d is redundant as the same Such obviously favourable results
is covered under Item T.2 (a) i.e., Pre- given by Rational Formulae have
tamping operations, in terms of Para 226(3) been simply glided over by the
of P-Way manual. The realigning of curves, Finance Member.
122 (Vol.1)
which are out of alignment, is one of the
major preparatory task/item of Pre-tamping c) Tamping is done once in 2 years in
attention. medium GMT line. But minor
curve realignment has to be done
(d) Provision of 12 man-days for as and when defects appear. Para
‘repair welding (Item T.4) is very much on 226(3) of P.Way Manual indicates
high side and should be reduced to 6 man- that pretamping activity provides
days to conveniently cater to 300 to 400 right opportunity for carrying out
failures, which is normal accrual per minor realignment if found
annum. Incidentally, Eastern Railway has necessary at that time.
reported around 100 failure during ‘98-99 &
‘99-00. d) Repair welding is done not only for
post-failure rectification, but also
(e) Provision of 2 man-days for for replacing defective welds
lubrication of ERC is not justified as this identified by USFD, cupped joints,
activity is undertaken generally by visibly cracked joints etc. The
Keyman only. mandays requirement is based on
field data. (Table 15).
(f) Loading, leading and un-
loading activities have figured both under e) Some ERCs get stuck up requiring
R.3 (20 man-days per KM. Per annum) as extra assistance. 2 mandays per
well as Para- 8.10 for execution by outside year per km is quite meagre.
agencies. The transporting activity should
be off-loaded to outside agencies or f) Loading and unloading connected
undertaken by multi-purpose gang at with emergency works and casual
PWI’s headquarters, if found economical, renewals have to be performed by
as per recommendations of Special gang. For planned renewals and
Committee (’79). for bulk handling, contract will be
resorted to. This is as per the
(g) Provision of 55 man-days for existing practice and also as
shallow screening under Item R.2 for suggested by the Special
mechanised track appears to be on high Committee.
side. The Special Committee (1979)
recommended only 44 man-days for said g) The norm for no. of sleepers/head
operation in conventional maintenance for shallows screening, adopted in
and 29 days for Mechanised Track with 22 this Report, as 6 for BG, 9 for MG
GMT. Further, with the introduction of FRM and 14 for NG is quite reasonable
(i.e., Shoulder Ballast Cleaner), 10 man- and are based on field data.
days may, at most, be involved for Having adopted zero based
preparatory work of FRM. This may be approach, comparison with Special
reviewed and prunned down. Committee Formula at each
elementary step is not sensible. In
(h) The basis of providing 10 fact with PRC sleepers used, the
man-days per KM. Per year for ‘Accident volume of ballast to be screened is
relief and Carcass removal in run-over more than that with conventional
cases from track’ (Item R.8) is not sleepers which existed in 1979.
understood as this cannot be a regular (Special Committee).
activity. This item of activity, as and when
required, can be catered under Activity-S, h) ‘Accident relief and carcass
on the basis of actual requirement. removal’ is an activity really
123 (Vol.1)
performed in the field. In some
(i) Provision for 10 man-days sections the requirement is in the
has been made for ‘bridge timer renewal order of 16 to 40 mandays/yr/km
(Item R.9). this provision is anachronistic (Table 15).
as timbers are not to be used any longer in
the bridge on environmental factors. i) The activity referred by Finance
Timber is going to be substituted by steel Member is ‘Bridge sleeper
channel sleepers in bridges and this attention’ and not ‘Bridge timber
renewal activity can be undertaken by renewal’. The sleeper on bridge,
outside contract, as is presently being whether of timber or steel channel,
done on E. Railway. requires attention to fastening,
regauging, guard rail adjustment,
(j) 10-man-days each have been etc. Through renewal of bridge
separately provided for Tree-cutting & sleepers can be done through
watching caution spots or miscellaneous contract. But time-to-time attention
job under R.5 even though some of the to achieve safety has to be
Rlys. Including SER & ER are managing entrusted to gang.
the same within existing gang strength.
j) As seen in Table 15, mandays
requirements for various
subactivities have been arrived at
judiciously, based on field data.
7. Several additional activities & man-days
under M&S category has been envisaged
which appear to be parallel or redundant in
nature.
(a) Watching of vulnerable a) Watching vulnerable locations is

Locations (M.4). : Already covered under entirely different from duty at
item R.5 & 10 man-days provided. caution spot.
(b) Gate Keeping at Engg. LCs (M.5) : b) As explained in para 6.2.5, if

Provision of Gate Keepers & LR for Gate adequate number of GK posts are
Keepers are excluded from Gangstrength rationally created, gangmen need
norm vide Para 4.10.1 and to be provided not be utilised for restgiving to
separately. GKs.
(c) Rest Giving for Keyman(M.6) : Not c) Reason for rest giving for keymen
justified, as in absence of Key-man,senior- is well explained in para 6.2.6.
most Gangman should attend within This practice has been existing for
which LR provision made. more than a century and is needed
to ensure safety.
(d) Waterman Duty (M.7) : Should be
managed from existing strength. d) Setting apart the services of one
gangman for bringing water is on
(e) Lookout man (S.6): -do- humane consideration. This
practice has been existing over
(f) Fog Signal Man duty (S.7): Should years. If this is distributed, it will
be met from patrolling or existing gang. become a sensitive issue from
labour relation point of view.
124 (Vol.1)
(g) Extra maintenance to LC: Covered
under R.4 & R.12 (20 men per LC & 1 LC e) & f) Based on field requirement.
per 1.5 km) Question of managing these
activities from the balance
(h) Bad formation : Additional weightage mandays does not arise under the
already given for bad formation under Para zero based approach.
4.6 & related only to T Activity.
g) Subactivities R.4 and R.12 are
(i) Draft Report envisages four type of entirely different.
patrolling – Monsoon, Hot Weather and
Cold Weather (Activity-M) and Security h) In para 6.3.5, need for manpower for
(Activity-S). These activities are seasonal subactivity S.5 has been well
and related to particular geographical explained. The Report is emphatic
locations. These activities should, that bad formation should receive
therefore, form part of Category-‘S’ only remedial treatment on priority.
and minimum need-based man-days to be Further CTE’s certification is needed
assessed and as & when required. In Para for existence of extremely bad
4.11.4 of the Draft Report, provision of formation, so as to attract his
Road-cum-Rail or Road vehicle are attention to execute remedial
proposed for inclusion in MMU. The treatment.
feasibility of undertaken patrolling jobs by
the Sectional PWI, with few Gangmen, can i) Existing classification of patrolling
be considered instead of providing large activities under M is in order. The
number of Gangmen. suggestion to use MMU vehicles for
patrolling activities deploying “few”
gangmen stems out of improper
appreciation of the nature and need
of these subactivities, which ensure
safety to train service.
8. In the context of analysed position above, I In as much as the “analysed position”

recommend the revised norms of man-days as explained in previous paras by the
per km per year or T&R activities as under : Finance Member is considered irrational
and contradictory to zero based
No. of Man-days per KM/Year approach ignoring the field data
(i) Machine Packed Track laid with LWR gathered from field engineers (Tables 1
PRC Sleeper With 20 GMT and above to 14) and the information furnished
traffic density : 138 (Enclosure-A) through the letters by NFIR and AIRF
(Annexures N & O) and is not in line
(ii) Manually Packed Non-Suburban Track with the well-thought opinions of
with 2.5 GMT Traffic : 329 (Enclosure-B) Technical Members with long and rich
experience in track maintenance, there
(iii) Manually Packed Non-Suburban Track is no need to review the mandays
with 20 GMT and above : 377 requirement as provided by the Rational
(Enclosure-C) Formulae. Para 4.13 may be referred in
this context.
NOTE : Suitable down-ward adjustment
of man-power requirements for MG
Sections, envisaged in Table Q1 & Q2
should be undertaken.
125 (Vol.1)
9. Draft Report envisages liberal provisioning The reasons for treating high density
of man-days for Suburban Section with 35 suburban lines distinctly different from
GMT (Table P-3) as compared to nonsuburban lines and the basis for the
Mechanised Non-Suburban Sections with enhanced requirement of mandays
20 GMT and above (Table-P) (606 man- have been well explained in paras 5.1,
days as compared to 285 man-days). This 5.2, 5.3, 5.4 and 5.5. These have not
is prima-facie not acceptable for reasons been appreciated by the Finance
cited below. : Member, as observed by the Technical
Members.
(a) The nature of sub-activities under T,
R, M & S Category for Suburban and a) The duration of working hours in
Mechanised Non-Suburban section night block is much shorter than
broadly remain the same except that what is available in day time for
maintenance activities at Suburban nonsuburban line. In addition,
Sections are undertaken at night time general visibility is also poor for the
because of non-availability of block and workers, since artificial lighting
heavy frequency of suburban trains in day cannot substitute even dim day light.
time. This factor alone cannot justify wide Hence productivity and supervisions
divergence of man-day requirements as is certainly impaired in night shift.
suggested in the Report. In fact, overall
availability and time-frame of block in b) The Rational Formulae do take into
Suburban Section during day night time consideration the laying of PRC
should be more than in Non-Suburban sleepers in track as explained in
Section in day time. para 5.6.1 and as evident from the
adoption of factor 2.3 as gradient of
(b) Bulk of the Suburban Section are Mandays versus GMT. Para 5.3
already laid with LWR with PRC Sleepers explains the reason for through
and residual segments will be converted packing being carried out on account
soon, as noticed from on-going and new of ballast deficiency rendering
CTR and TSR works in Pink Book 2000- machine packing partly ineffective.
2001 (Ref : Central Railway – Page 1.2.15, If the condition of high density
1.2.17, 1.2.26 and Western Railway : suburban track can be upgraded in
9.2.12, 9.2.15 etc.). Hence the scope and due course by carrying out special
need for machine tamping in Suburban projects, the Rational Formulae will
Sections will be warranted soon rather than undergo revision when quinquennial
manual through packing as envisaged in review is carried out, as
the Report. The provisioning of 184 man- recommended by the Committee.
days for Through Packing in Suburban (Para 0.8 of Executive Summary).
Section (Table P-3) instead of 27 mandays The reality of the present situation
recommended for Tamping Operations in cannot be ignored in view of safety.
Mechanised Section, appears incorrect.
c) 128 mandays is required based on
(c) For slack attention, 128 man-days field observations, as evident from
have been provided for Suburban Section the abstracted details in Table P3.
as against 65 for mechanised Non-
Suburban Section without apparent reason d), e) and f) the explanations in
and justification. Chapter 5 and the Tabulations of
field data in Tables 17, 18, 19 and P-
(d) Provision of 13 man-days for 3 have not been presumably
Emergency Attention is not clear as similar appreciated by the Finance Member.
126 (Vol.1)
situation can prevail in other type of Track
in Non-Suburban Section as well, for which The Technical Members are of the firm
similar provision has not been made. view that the Rational Formulae evolved
for high density suburban lines do not
(e) Similarly, extra provisions of 44 require any revision.
man-days for assistance to Keyman and
B/Smith, 20 man-days for extra work in
night block are not supported by proper and
clear-cut justification.
(f) Wide variation of man-days

provision between Mechanical High Density
Non Suburban & Suburban Track has been
noticed in regard to items like Watching
Caution spots & Miscelleneous : 10 & 29,
Pre-Monsoon attention : 18 & 22, Casual
renewal of Rails (6 & 20), Sleepers (6 & 20)
& Fasteners (10 &20), Repair Welding (12
& 20) without any valid justification.
10. Leave Reserve percentage of Gangmen As such, the gangmen avail all kinds of
and other categories engaged in Track leave in full. They are neither interested
Maintenance activities should be reduced in, nor capable of encashing unavailed
to at least 10% from existing level of 12 leave, unlike staff of other cadre such
½% in view of enhancement of leave as office staff, supervisors and officers.
encashment limit from 180 days to 300 Hence the existing practice of providing
days. This revised norm, in fact, is being 12½% LR should continue.
adopted during creation of posts of all
departments on this Railway, in the light of 30% LR is provided for running staff.
the then M.S. (presently CRB)/ Railway This has not been reduced, despite the
Board’s directives during Performance enhancement of leave encashment from
Review Meeting with this Railway in 180 days to 300 days.
November,1997.
11. Man-days lost against absenteeism of The Technical Members too are keen in
Gangmen should not be included in Gang controlling absenteeism. They have
Strength formula, as provision of LR takes made recommendation to remedy the
into account the staff absent and not root cause of absenteeism and to
available for work. Such provision will be a improve the health of gangmen through
retrograde step. The suggestion in the Draft yoga. They have also recommended to
Report about diversion of money saved due take stern punitive action against
to LWP of Gangmen towards contracting habitually absent gangmen. After
out arrear work will not only be optimising the manpower through
cumbersome but may induce more & more Rational Formulae, there is no leeway
absenteeism on the part of Gangmen with to compensate for mandays lost due to
serious ramifications. This should be absenteeism. In this computer age,
dropped. compilation of the details of money
saved on monthly basis is quite
possible. Technical Members do feel
that contractual mode to clear arrears of
maintenance works is certainly possible.
127 (Vol.1)
12. The recommendations in the Draft Report Any transport organisation attaches
about Trainee Reserve of 2% for the cadre importance to training as a means to
of Gangmen is not acceptable, as it will not sustain safety. This is the scenario
only be difficult to send gangmen out of internationally. SNCF set apart 6% of
their sections for training but similar revenue expenditure for training.
demands may come from other Provision of 2% training reserve is on a
categories/cadre also. This should, modest scale.
therefore, be deleted and training
requirements met from existing gang
strength & its LR provisions like all other
Deptt. & Category of staff.
13. Considering the constraints of Trolleying in The terms of reference pertains to

heavy density track in recent period, all gangstrength. Trolleymen do not come
Trolleymen, other than those attached with under this. However this suggestion
PWI & AEN, should be surrendered deserves consideration and this has
forthwith. been already implemented on many
zonal railways.
14. Based on MCNTM formula and norms, Transfer of gangmen from one division
overall requirement of Gang Strength to other division is not generally done.
should be assessed on Zonal Railways However individual cases of
basis. Any surplus Gangman in one redeployment can be certainly
Division should be re-deployed in other considered on their own merits, in
Divisions having shortfall without fail. In consultation of recognised trade unions.
other words, no excess posts and men-on-
roll in any Division of Zonal Railways
should be permitted. Surplus or de-
casualised Gangmen, over and above
justified strength, should be declared
surplus and redeployed.
General remark by Technical Members: The Finance Member had drafted

observations based on the draft report brought out in Feb.2000, which was discussed
by the Committee on 2nd and 3rd March 2000 at New Delhi. Based on these
observations, many portions of the Report have been redrafted to amplify the points
where needed. Tables P, P1, P2, P3, Q1, Q2, R1, R2, S, S1, T and U have been
entirely recast and, thereby, significant revisions have been imparted to the Rational
Formulae to achieve a still better optimisation of manpower. Accordingly, the
application software MANPOWER was modified thoroughly. The pilot study conducted
on five Divisions on various zonal railways was redone. The Technical Members feel
that the major revisions thus incorporated in April 2000 version of the draft were not fully
appreciated by the Finance Member, when the Committee met on 18.04.2000 at
Calcutta and discussed on the April 2000 version. The observations of the Finance
Member given in this Chapter were communicated under his D.O. letter
No.FA/Policy/99-00 dated 27.04.2000, after he got the April 2000 version, which was
only marginally amended as the final one. The Finance Member is of the opinion that
the Railway Board should consider the remarks given by the Technical Members.
128 (Vol.1)
ENCLOSURE - A
OBSERVATIONS OF FINANCE MEMBER ON TABLE - P
SUGGESTED OPTIMAL UTILISATION OF MANPOWER PER ANNUM

TO MAINTAIN ONE KM TRACK (BG) MACHINE PACKED LAID WITH LWR ON PRC SLEEPERS
IN A SECTION CARRYING 20GMT TRAFFIC (NON-SUBURBAN)
WITH GOOD BANK, FLAT CURVES AND LOW RAINFALL
ACTIVITIES As per Recommended figures of mandays and

Table P observations of Finance Member
T. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY
T.1 Slack attention to
a. Bad spots 35 26 Assessment is based on reliable field data.

b. Low joints, (FP or welded), Glued joints 16 16 Assessment is based on reliable field data.
c. SEJ (1 No. per km.) 4 3 Assessment is based on reliable field data.
d. Minor curve realignment 10 - Should form part of pre-tamping operation
(T.2.a) as per P.W.Manual Para 226(C).
Sub Total 65 45
T.2 For tie tamper working
a. Pretamping operations 10 8 Based on reliable field data.

b. Along with tamper 3 3 Based on reliable field data.
c. Post tamping operations 14 12 Based on reliable field data.
Sub Total 27 23
T.3 Casual Renewal of
a. Rails 6 3 Based on reliable field data.

b. Track sleepers 6 3 Based on reliable field data.
c. Fasteners (along with regauging) 10 8 Based on reliable field data.
Sub Total 22 14
T.4 Repair Welding 12 6 Based on reliable field data.
Total for Activities T 126 88
R. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY
R.1 Lubrication of ERCs 2 - Keyman’s duty.
R.2 Shallow Screening (1/5 length) 55 22 As per Spl. Comm. Formula (’79) adopting ‘K’
factor of 0.50.
R.3 Loading, leading, unloading 20 - Form part of contractual activity.
R.4 Overhauling of level crossing 13 10 As per reliable field data.
R.5 Watching caution spots & Miscellaneous 10 - Parallel activities to be managed within
available gang strength.
R.6 Tree cutting for visibility 10 -
R.7 Lubrication of rails in curves 4 2
R.8 Accident relief and carcass removal in run-over case 10 - Should form part of ‘S’ activity.
R.9 Bridge sleeper attention and renewal 10 - Should form part of contractual activity.
R.10 Pre monsoon attention, such as clearing of drains
and waterways, cess repairs, deweeding of track and
attention to cuttings and trolley refuges. 18 13 Based on reliable field data.
R.11 Creep pulling (approaches of bridge, turnout) 5 3 Based on reliable field data.
R.12 Rectifying damage to L/C posts and gates 2 - Already covered under ‘S’ Activity.
Total for Activities R 159 50
Grand Total (T+R) 285 138
REMARKS BY TECHNICAL MEMBERS
In as much as the Financial Member’s observations are considered technically

unacceptable and depart from the field data collected under zero based analysis, the
figures in Table P does not require any change. Necessary explanations are recorded in
the text portion of Chapter 11.
129 (Vol.1)
ENCLOSURE – B
OBSERVATIONS OF FINANCE MEMBER ON TABLE – P1

TO MAINTAIN ONE KM TRACK (BG) MANUALLY PACKED
IN A SECTION CARRYING 2.5GMT TRAFFIC (NON-SUBURBAN)

Table P1 observations of Finance Member
T.1 Through packing 138 138
a. Bad spots 52 52
b. Low joints, insulated joints 16 16
c. Minor curve realignment 7 4 Based on reliable field data.

Sub Total 75 72
T.3 Casual renewal of
a. Rails 12 10
b. Sleepers 6 4
c. Fasteners (includes attention) 8 8

Subtotal 26 22
T.4 Creep pulling 5 5

R.1 Lubrication of rail joints 16 16 Based on Spl. Comm. (’79) formula.
R.2 Shallow screening (1/5 length) 55 44 Based on Spl. Comm. (’79) formula.
R.3 Loading, leading, unloading 20 - To be contracted out
R.4 Overhauling of level crossings 13 10 Based on reliable field data.
R.5 Watching caution spots & miscellaneous 10 - Parallel activity to be managed from existing
strength.
R.6 Tree cutting for visibility 10 - Parallel activity to be managed from existing
strength.
R.8 Accident relief and carcass removal in run-over cases 10 - To be covered under ‘S’ Category.
R.9 Bridge sleeper attention and renewal 10 - To be covered under ‘S’ Category.
R.10 Pre-monsoon attention such as clearing of drains and 18 18
waterways, cess repairs, deweeding of track and
attention to cuttings and trolley refuges
R.11 Rectifying damage to LC posts and gates 2 - To be covered under Item R.4.
Grand Total (T+R) 412 329
REMARKS BY TECHNICAL MEMBERS
In as much as the Financial Member’s observations are considered technically

figures in Table P1 does not require any change. Necessary explanations are
recorded in the text portion of Chapter 11.
130 (Vol.1)
ENCLOSURE – C
OBSERVATIONS OF FINANCIAL MEMBER ON TABLE – P2


Table P2 observations of Finance Member
T.1 Through packing 138 138
a. Bad spots 138 72
b. Low joints, insulated joints 64 22
c. Minor curve realignment 14 5 Norms adopted for Manual maintenance of

Sub Total 216 99 Track with 2.5 GMT as Enclosure-B has
T.3 Casual renewal of been updated with 1.4 factor for T Activity as
a. Rails 20 14 per Special Committee (‘79) formula.
b. Sleepers 9 5
c. Fasteners (includes attention) 16 11

Sub Total 45 30
T.4 Creep pulling 10 7

R.1 Lubrication of rail joints 16 16
R.2 Shallow screening (1/5 length) 55 55
R.3 Loading, leading, unloading 20 - To be contracted out.
R.4 Overhauling of level crossings 13 10
R.5 Watching caution spots & miscellaneous 10 - Parallel activity to be managed from existing
R.6 Tree cutting for visibility 10 - strength.
R.8 Accident relief and carcass removal in run-over cases 10 - To be covered under Category ‘S’.
R.9 Bridge sleeper attention and renewal 10 - To be contracted out.
R.10 Pre-monsoon attention such as clearing of drains 18 18 Based on field data.
and waterways, cess repairs, deweeding of track
and attention to cuttings and trolley refuges
R.11 Rectifying damage to LC posts and gates 2 - To be covered under Item R.4.
Grand Total (T + R) 577 377
REMARKS BY THE TECHNICAL MEMBERS
In as much as the Finance Member’s observations are considered technically

figures in Table P2 does not require any change. Necessary explanations are recorded
in text portion of Chapter 11.
131 (Vol.1)
REPORT OF THE COMMITTEE
PART – 1
MANPOWER NORMS
VOLUME 2
ANNEXURES AND APPENDICES
(VOLUME 1 CONTAINS TEXT OF REPORT)
MAY 2000
CONTENTS
VOLUME – 1
0. EXECUTIVE SUMMARY 1
1. Preface 16
2. Background leading to the present study 26
3. Identification and classification of Activities 38
4. Evolving of norms for manpower requirement for Activities T and R (Non- 46
suburban sections)
5. Evolving of norms for manpower requirement for Activities T and R (High 71
Density Suburban Sections)
6. Norms for Activities M and S 84
7. Equated Manpower Kilometre (EMKM) – Recommended Performance Unit. 94
8. Recommendations on the other terms of reference and the issues raised by 101
Field Engineers, AIRF and NFIR
9. Pilot study conducted on Allahabad, Ambala and Ratlam Divisions (non- 109
suburban sections) and on high density suburban sections of Central &
Western Railways, assuming implementation of the Rational Formulae
10. Pre-requisites and Methodology to implement the Rational Formulae 114
11. Observations of Finance Member and remarks by Technical Members 118
VOLUME – 2
Letters relevant to the Report Annexures A to O 1
Equated Track Kilometre and Gang Strength Appendix 1 34
No. of Trackmen & Expenditure per ETKM on zonal railways Appendix 2 42
Discussion with Field Engineers of zonal railways Appendix 3 43
Report on the Committee’s visit to Konkan Railway Appendix 4 50
Data and Analysis: Machine packed BG Non-suburban track Tables 1 to 16 55
Plottings of Manpower Vs GMT (Machine packed BG
Graphs 1 to 5 71
Non-suburban track)
Optimal utilisation of manpower for Machine packed BG
Table P 76
Non-suburban track
Linearising Manpower with respect to GMT for Manually
Graph 6 77
packed track (BG & MG)
Optimal utilisation of manpower for Manually packed track Tables P1 P2 Q1
78
(BG, MG & NG) Q2 R1 R2
Alignment Factor - Existing and Recommended Graph 7 84
Rainfall Factor – Existing and Recommended Graph 8 85
Optimal utilisation of manpower for yard lines BG, MG & NG Tables S S1 T U 86
Savings achieved by track modernisation Appendix 5 90
Rational Formula Compared to Special Committee Formula Appendix 6 98
Data and Analysis: Machine packed HD Suburban Sections Tables 17 to 19 101
Optimal utilisation of manpower for Machine packed HD
Table P3 104
Suburban Section
Gangstrength review for 5 units on C.Rly, N.Rly & W.Rly Tables 20 to 24 105
Documentation on Application Software MANPOWER Appendix 7 110
Rational Formulae and Sample Calculation of Gang strength Appendix 8 115
Annexure - A
MINISTRY OF RAILWAYS (RAILWAY BOARD)

Letter No. 95/CE – I/GNS/2 dated 5-1-96
addressed to GM/SE Rly, GM/N.Rly and Director/IRICEN
Reg: Constitution of a Committee to study the

special modified formula for track maintenance.
_______
The question of acceptance of Special Committee Formula for Gang Strength

has been under discussion in the Board. As per decision of the Board, an indepth
study is required to be undertaken to assess the actual requirement of gang strength
to cover certain variables left out out by the Special Committee Formula which affect
track maintenance effort.
Board has now constituted a Committee comprising of the following Officers :-
(1) Shri S.S. Kapoor, Chief Engineer, - Convenor

South Eastern Railway.
(2) Shri S.D. Sharma, Chief Engineer, - Member
Northern Railway.
(3) Shri S. Gopalakrishnan, - Member Secretary
Diorector / IRICEN / Pune.
(4) Shri Aurobindo Ghosh, FA&CAO(Con.) - Member
Northern Railway.
The terms of reference of the committee will be : -
(i) To study the Special Committee Formula for Gang Strength and to suggest
modified formula covering certain variables left out in the existing Special
Committee Formula which affect track maintenance effort.
(ii) The Committee shall take into account the decasualisation done, effect of
machine maintenance and track modernisation.
The Committee’s Report should be available by 31-5-1996.

Member Engineering has committed in the J.C.M. that the Committee’s
Report will be available by 31-5-1996.
The committee is therefore requested to submit the Report in time.
(Sd/-)
(Ved Prakash)
Executive Director Civil Engg.(G)
Railway Board.
Copy for information and necessary action to Committee Members.
1
Annexure-B

LETTER NO. CE.I/GNS/2 DATED 13.10.1997
----
1. The General Manager 2. The General Manager

South Eastern Railway, Northern Railway
Garden Reach, Baroda House
Calcutta New Delhi
1. The General Manager, 3. The Director,

Eastern Railway, IRICEN, PUNE.
Fairly Place
Calcutta.
Sub: Constitution of Committee to study the special modified formula

For track maintenance.
Ref: Letter of even number dated 5.1.96.

----
Consequent upon the retirement of Shri S.S. Kapoor/Chief Engineer/S.E.

Railway, Shri S.D. Sharma/Chief Engineer/Northern Rly., and transfer of Shri S.
Gopalakrishnan, Director, IRICEN, Pune & Shri Aurobindo Ghosh,
FA&CAO(Con)/N.Rly, Board (ME) has constituted a new Committee comprising of
the following officers:
1) Shri M.S. Ekbote -- Chief Engineer/S.E. Railway

2) Shri S.M. Singla -- Chief Engineer/N.Rly.
3) Shri Vinod Kumar -- Director/IRICEN/PUNE
4) Shri Aurobindo Ghosh -- FA&CAO/Eastern Rly.
The final report must be submitted within a period of three months so that it
can be put up for approval of Board. The committee is also advised to submit a
fortnightly progress report for information of Board.
Sd/
(Vinod K. Bahmani)
Exec. Director, Civil Engg. (G)
Railway Board.
Copy to :
1) Shri M.S. Ekbote, Chief Engineer/S.E. Rly/Calcutta.
2) Shri S.M. Singla, Chief Engineer/N.Rly./New Delhi.
3) Shri Vinod Kumar/Director/IRICEN/Pune.
4) Shri Aurobindo Ghosh, FA&CAO/Eastern Rly, Calcutta.
2
Annexure-C

LETTER NO. 95/CE-I/GNS/2 dated 12.11.97.
----
Shri S. Gopalakrishnan,
Chief Administrative Officer (Con.),
N.E. Railway,
GORAKHPUR.
Sub: Constitution of Committee to study the Special Modified

Formula for Track Maintenance.
----
Board (M.E) has nominated you as the Convenor Member in the Committee
to study the Special Modified Formula for Track Maintenance. Following are the
other members in the above Committee who were nominated vide Board’s letter of
even number dated 13.10.97 (Copy enclosed):-
i) Shri M.S. Ekbote, C.E/S.E. Railway.

ii) Shri S.M. Singla, Chief Engineer/Northern Railway.
iii) Shri Vinod Kumar, Director/IRICEN/Pune.
iv) Shri Aurobindo Ghosh, FA&CAO/ Eastern Railway.
Encl: Copy of letter sd/

dt. 13.10.97. (V.K. Bahmani)
Executive Director Civil Engg. (G)
Railway Board
Copy for information to :-
1) Shri M.S. Ekbote, CE/S.E. Railway, Garden Reach, Calcutta.

2) Shri S.M. Singla, C.E/Northern Railway, Baroda House, N. Delhi.
3) Shri Vinod Kumar, Director/IRICEN/Pune.
4) Shri Aurobindo Ghosh, FA&CAO/Eastern Railway, Calcutta.
3
Annexure D
LETTER NO. 95/CE-1/GNS/2 DATED 13.8.98
V.K. Bahmani
Exe. Director,
Civil Engg. (G)
Dear Shri S. Gopalakrishnan,
Sub: Review of Special Committee Formula on Gang Strength.
Ref: Your D.O. letter No. AGM/M/98/MCNTM.
Kindly refer to your above letter in which you have apprised ME about the
progress, difficulties and some suggestions. Board has agreed for the following:
1. The name of the committee be ‘Manpower and cost Norms for Track
Maintenance’ (MCNTM) as suggested by you.
2. The other terms of reference as indicated in para 12 of your letter have been
accepted by the Board. Board has also advised the committee to review
gang strength formula incorporating the suggestions vide para 16 of your
letter. Board has not agreed for para 17 since these are establishment
matters and cannot be dealt with separately. Further, ME has pointed out that
no casual labour recruitment to be suggested. One consolidated Gang
Strength has to be there for all types of works to be done by gang. Works not
tobe done by gang would always be done by the contractor and each work
should be clearly defined.
3. Board has revised the target date and now the target date of 31 Oct. 98
should be adhered to.
With regards.
Yours sincerely,
Sd/
(V.K. BAHAMANI)
Sh. S. GOPALAKRISHNAN
ADDL . GENERAL MANAGER
SOUTHERN RAILWAY,
CHENNAI.
4
Annexure E

Letter No. 95/CE-I/GNS/2 dated 13-5-96.
(1) Shri S.S. Kapoor, (3) Shri S.Gopalakrishnan,

Chief Engineer, Director,
South Eastern Railway, Indian Railway Institute of
Garden Reach, Civil Engineering (IRICEN),
Calcutta. Pune.
(2) Shri S.D. Sharma, (4) Shri Aurobindo Ghosh,

Chief Engineer, FA & CAO(Construction),
Northern Railway, Northern Railway,
Baroda House, Kashmere Gate,
New Delhi. Delhi.
Sub: Constitution of a Committee to study the

special modified formula for track maintenance.
...........
Board vide their letter of even number dated 5-1-96 had constituted a
Committee to study the Special Modified Formula for Track Maintenance and the
terms of reference of the Committee were specified accordingly.
The terms of reference do no mention any thing about the submission of

Memorandum and discussion by the Federation with the Committee. Board(ME) has
agreed that Federation may give Memorandum to the Committee and also hold
discussions with the Committee. The terms of reference are therefore modified to
this extent. Action may therefore be taken accordingly.
(Sd/-)
(S.M. Singla)
Executive Director Civil Engg.(G)
Railway Board.
5
Annexure - F
MINISTRY OF RAILWAYS(RAILWAY BOARD)

No. 95/CE.I/GNS/2 dated 31.1.1997
1) Shri S.S. Kapoor, 3) Shri S.Gopalakrishnan,

Chief Engineer, Chief Administrative Officer,
South Eastern Railway, N. E. Railway,
Garden Reach, Gorakhpur.
Calcutta.
2) Shri S.D.Sha rma, 4) Shri Aurobindo Ghosh,

Chief Engineer, FA & CAO,
Northern Railway, Eastern Railway,
Baroda House, Calcutta.
New Delhi.
Sub: Constitution of a Committee to study the Special modified formula for track
maintenance – Appointment of Safaiwalas as a part of Gang Strength in
Engineering Departments of Zonal Railways.
----
Further to the terms of reference advised vide Board’s letters of even

number dated 5.1.96 and 13.5.96, the Committee may please consider for their
study and recommendations the question of appointment of safaiwalas as a part of
gang strength for cleaning the railway track passing through densely populated
areas to facilitate Maintenance of track. In this connection, the extract of the
recommendations made vide para 9.1.3 of the CRS/Lucknow’s Accident Enquiry
Committee Report on the derailment of 3007 Down Toofan Express between Idagah
and Agra Cantt. station on 11.8.96 is sent herewith.
DA: As above.
(Sd/-)
(V.K. Bahmani)
Exec. Director, Civil Engg.(G)
Railway Board.
Enclosure :
It may be desirable to appoint some safaiwalas and make them a part of gang
strength for cleaning the track in this and similar other sections passing through
densely populated areas which are being used as open shit ground by the local
people making track maintenance difficult. These safaiwalas may work with the
keyman and clean the track of night soil and work the gang for the rest of the period.
They may be provided with suitable uniform, equipment and consumables for
accomplishing this task in an efficient manner.
(Para 7.3.5.1)
6
Annexure - G

Letter No. 96/CE.II/PRA/43/CRS Dated 4.7.1997
1. Shri S.S. Kapoor, 3. Shri S.D. Sharma,

Chief Engineer, Chief Engineer,
S.E. Railway, Northern Railway,
Garden Reach, Baroda House,
Calcutta. New Delhi.
2. Shri S.Gopalakrishnan, 4. Shri Aurbindo Ghosh,

CAO, FA & CAO,
N.E. Railway, EasternRailway,
Gorakhpur. Calcutta.
Sub: Constitution of a committee to study the special modified formula fortrack

maintenance – Appointment ofgangmen in respect of monsoon patroll & allied works
for mandays lost on
Indian Railways.
.........
Further to the terms of reference advised vide Board’s letters No.

95/CE.I/GNS/2 dated 5.1.96 & 13.5.96, the Committee may please consider for their
study and recommendations the aspect of deputing gangmen in respect of monsoon
patrolling & Allied works & mandays lost there upon on Indian Railways.
(Sd/-)
(V. K. Bahmani)
Exec. Director. Civil Engg.(G)
Railway Board.
7
Annexure – H

Letter No. 94/CE-I/EDCE(G)/MISC./7/TRACK Dated 8.6.98.
addressed to Committee Members.
-----
Sub: Review of Special Committee Formula for gang strength.

----
In the report of the “Committee for rationalisation of costing permanent way
activities” for implementation of the received report, M.E. desires that Formulae
given by the Committee vide para No. 4.3 of report (copy enclosed) to be considered
& accepted by the gang strength committee, so that there is no deviation in the
recommendations.
Sd/-
(V.K. Bahmani)
Executive Director, Civil Engg.(G)
Enclosure : Railway Board
4.3 Sub-Performance unit Directo Maintenance Kilometre (DMKM) is defined for converting the
physical length of running track into an equivalent length of track representing the workload involved
in track maintenance by applying suitable weightages (para 2.4.1). Obviously this will be a redefined
version of the present ETKM. DMKM will be calculated as per the following formula:
DMKM = DMKM (running lines) + DMKM (marshalling yards and sidings)
= LU(1+A+B+C) x K1 x K2 x G + 1 u (1+A+B+C)x K1xG
where,
L = Length of running track and equivalent length of special features in

Km other than in marshalling yards and sidings.
U = Traffic factor for running track other than in marshalling yards and
Sidings.
A = Formation factor.
B = Alignment factor.
C = Rainfall factor
K1 = Maintenance method factor
K2 = Track structure factor.
G = Gauge factor
I = Length of track and equivalent length of special features in km in
Marshalling yards and sidings.
u = Traffic factor for track in marshalling yards and sidings, depending
on the intensity of its use.
A typical permanent way section or a gang length will have to be segregated into smaller
track segments based on variations in the parameters defined above. The DMKM of each track
segment with specific values for the various parameters will have to be calculated. Summation of
such DMKMs for different segments will then yield the DMKM of the section or gang length. The
above mentioned factors are explained and their values given in para 2.4.1.1 to 2.5.1.8.
8
Annexure - I
LETTER NO. 95/CE.I/GNS/2 DATED 24.7.98
The Chief Engineers (OL)

All Indian Railways.
Sub: Creation of posts of P.Way Gangmen for patrolling in agitations,

Monsoon, Hot weather etc.
----
Commissioner of Railway Safety, Mumbai in his report on Derailment of 2723

Dn Secunderabad, New Delhi, A.P. Express between Kalhan and Mandi Bamora
stations of Bhopal Division of Central Railway on 16.6.97 has recommended the
following:-
“Wherein political agitation are likely to affect track safety, track patrolling
should be intensified for which a review of existing P.Way gang strength
should be undertaken and additional P.Way staff recruited wherever needed.”
Board desires to have Railways comments on the subject together

consolidated proposal/specific requirement for creation of post for such type of
patrolling during agitation etc. Also there is often a need for provision of patrolling for
in the permanent gang strength.
The railways may send these proposals for additional P.Way men required for
all such sporadic needs & also may advise as to what work is proposed to be got
done from them when they are not required for patrolling duties. If they can
compensate for permanent strength required to some extent, then the list of such
activities and extent of substitution may also be brought out.
The proposal for additional post required, duly vetted by Finance and
approved by G.M. may be sent at the earliest. A copy of the same may also be sent
to Shri Gopalakrishnan, Addl. GM/S. Rly., Chennai, Convenor of the Committee to
study Special Modified Formula for track maintenance.
Sd/
(V.K. Bahmani)
Exec.Director, Civil Engg.(G)
Railway Board.
Copy to Shri S. Gopalakrishnan, Addl. General Manager, S.Railway, Chennai

& Convenor of Committee for including one for terms of reference for the Committee
to study Special Modified Formula for track maintenance.
9
Annexure -J
RESEARCH DESIGNS & STANDARDS ORGANISATION, LUCKNOW

LETTER NO. CT/IRPWM DATED 27.11.98.
----
The Director,
Indian Railways Institute of
Civil Engineering,
Pune – 411 001.
Sub: Revision of Formula for calculation of gang strength.

----
During the Chief Engineers Conference held at Udagamandalam on

10th & 11th Nov. 98, it was decided that in the gang strength calculations, factor of
age of gangman needs to be considered. It is requested that this may kindly be kept
in view by the Committee on Manpower and Cost Norms for Track Maintenance.
Sd/
(Vinay Singh)
Encl: Nil. for Director General/Track.
10
Annexure-K
Sheet 1
INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING/PUNE
VINOD KUMAR
Director
D.O. No. 151/9754 27-08-1998
My dear Gopalakrishnan,
Sub: Committee on Manpower & Cost Norms (earlier called as

Committee to review special Modified formula for Track
Maintenance.)
----
The extract of one of the recommendations of the Group of Railway Safety

constituted in September, 1995 and the comments thereon of theCivil Engineering
Directorate of Railway Board are reproduced below:
RECOMMENDATIONS COMMENTS OF CIVIL ENGG.

DIRECTORATE/RAILWAY BOARD.
(2) It has not been possible to find (2)The recommendations of Committee
adequately, from existing resources, are already under active consideration
suitable manpower and machinery to of the Railway Administration and this
handle the technologically superior also figured in MOS/R’s address during
assets. Railway Administration may the GM’s Conference held on
consider the desirability of selectively 05.02.1996. However, the
privatising the maintenance of these implementation of privatisation is
assets. required to be fully gone into and
deliberated before a policy decision is
taken in this regard.
1.1 The above subject came up for discussion during CTEs seminar held on
07.07.97 to 09.07.97. No specific recommendation was made during the
seminar in view of a man-power committee already working on the items
related with these. As you would recollect, one of the terms of reference to
another committee on “Machine and man-power deployment committee”
(Railway Board letter No. 88/CE-1/GNS/1 dated 02.01.89) was to going to
question of off-loading of track works to contractors to the extent possible for
achieving better economy and efficiency. However, as seen from the Report
of the Committee, submitted in February 95, this item does not appear to have
been dealt with. As such, during the deliberations in the above seminar, it
was recommended that the track works to be executed through contractual
agency which did not figure in the report of Committee of machine and man-
power deployment must be duly considered by the present man-power
committee.
11
Annexure K
Sheet 2
2. Railway Board have approved these recommendations, the extract of

IRICEN’s recommendations on this item along with the Board’s decision are
reproduced below for consideration by the man-power committee working under your
chairmanship.
IRICEN’S RECOMMENDATIONS BOARD’S DECISION

2) Considering that a number of works (2) & (3) Approved. However, IRICEN
fall outside the regular duties of P.Way who are a member of the Committee
gangs, there is an urgent need to should give their views to the
identify works which can be executed committee for deliberations.
through contractual agency. The
Report of the Committee of Machine &
Man Power Deployment for Track
Maintenance does not appear to have
considered the above point.
3) This aspect may be considered by

another Man Power Committee which
has been set up with the objective of
modifying gang strength formula. This
Committee may be asked to give the
recommendations keeping in view
those of the Machine & Manpower
Deployment Committee.
A list of items of work which may be executed through contractual agencies is

enclosed for consideration of the Committee.
With best wishes,
Yours sincerely,
Sd/
Encl: 1 (1 page) (VINOD KUMAR)
Shri S. Gopalakrishnan,
Additional General Manager
Southern Railway
Chennai-600 003.
12
Annexure K
Sheet 3
TRACK WORKS WHICH MAY BE EXECUTED THROUGH CONTRACTS
1) Deep screening of ballast
2) Heavy repairs to tracks including lifting.
3) Complete renewal of points & crossings
4) Complete re-alignment of curves.
5) Destressing of LWR track
6) Through renewal of fittings in PRC track
7) Re-surfacing of points & crossings
8) Loading & unloading of materials
9) Lorrying out of materials other than for casual renewal of rails and sleepers
10) Loading and unloading of ballast
11) Cleaning of goods sheds & platform surfaces
12) Repairs to bridges
13) Painting of rails and weld collars
14) Painting of Bridges
15) Heavy repairs to cess
16) Stock verification
17) Watching of materials
18) Comparatively unimportant activities like through packing of loops and

sidings if large number of mandays are lost due to accidents, excessive
patrolling , etc.
----
13
Annexure L
Copy of Railway Board's letter No.87/W6/TK/12 dt. 08.88.
"During the last meeting of the Corporate Enterprise Group of Management and
labour held in Railway Board' s office on 09.11.1987, the members had been assured
that the casual labour available on the live registers would be employed as and when
extra labour was required. It was also agreed that where adequate casual labour
was available on the live register, normal track maintenance work would not be given
to the private contractors. In this connection, a list of the normal track maintenance
works (copy enclosed) has also since been handed over to the members, as
required by them, for their information. You are requested to take note of the above
mentioned assurance given to the CEG members and issue necessary directions to
all concerned to ensure fulfilment of the assurance by suitably regulating the
engagement of contract agencies for track maintenance works".
ENCLOSURE
Works undertaken as part of normal track maintenance
1. Through packing with or without shallow screening.

2. Picking of slacks.
3. Lubrication of rail joints.
4. Minor attention to cess.
5. Clearing of catch water drains, side drains, and waterways of bridges.
6. Casual renewal of rails and sleepers including bridge timbers.
7. Adjustment of creep.
8. Opening, examining and over-hauling of level crossings.
9. Special attention to points and crossings.
10. Realignment of curves.
11. Lorrying/carrying materials or equipment as required for normal maintenance
jobs.
12. Patrolling of track and watching of vulnerable points.
13. Watching of materials.
14. Miscellaneous items including clearing weeds from tracks, clearing station
yards, etc.
14
Annexure–M
Ministry of Railways (Railway Board)’s

letter No. 97 E/MPP/1/9 dated 13.10.97
The GMs/OSDs,
All Indian Railways.
Sub: Manpower Management in Gangs.

----
It is observed that on some of the Zonal Railways, the existing gang strength
is not in conformity with the gang strength as per Special Committee Formula and
the annual review is also not being done regularly taking into consideration creation
of additional assets. There are also a number of instances of long absenteeism in
the gangs. Instances have also come to notice where the gangmen have been
deputed for carrying out various other works which are not the legitimate duty of the
gangmen. All these things affect the normal maintenance of track adversely which in
turn affects the safe movement of traffic.
For proper upkeep of the track, it is necessary that all the posts of gangmen
must be filled so that track could be maintained satisfactorily. For curbing a large
number of absenteeism in gangs, stern action be taken against the habitual
absentees. The gangmen should be deployed for their legitimate duties and should
not be diverted for other miscellaneous works. The above directives are required to
be ensured in the interest of safety.
The posts of gangmen should be considered in safety category and
necessary posts as per yardstick should be created. The matching surrender for this
purpose should be provided as a matter of top priority. The extent instructions of 2%
reduction in manpower will also not be applicable for gangmen.
The legitimate duties of gangmen are given in IRPWM and are enclosed
herewith as Annexure A. In addition various other works are also being carried out
by decasualised gangmen and the list of some is enclosed as Annexure B. In case
there is shortfall in working strength of decasualised gangmen, it may become
necessary to temporarily let out some works on contract which are allowed to be
contracted out to avoid accumulation of arrears in the works of decasualised
gangmen.
This has the approval of the Board (FC, MS & ME)
Sd/-
(V.K. Bahamani)
Exec. Director, Civil Engg. (G)
Encl: Annexures A & B Railway Board.
Copy : DG/RDSO, DR/IRICEN, Principal/RSC, CEs, CPOs and FA&CAOs of Zonal

Railways.
15
Annexure–M
(Enclosure to Railway Board’s letter No. 97E/MPP/1/9 dt.13.10.97)
Annexure A
List of items of works to be executed by Permanent Way Gangs.
1. Shallow screening.
2. Systematic through packing.
3. Packing of slacks.
6. Cleaning of catch water drains, side drains & waterways of Bridges.
7. Casual renewal of rails, sleepers.
8. Adjustment of minor creep.
9. Opening, examination and overhauling of level crossings.
10. Special attention to points & crossings.
11. Miscellaneous petty items including renewal of bridge timbers, cleaning
weeds from tracks, cleaning station yard etc.
Annexure-B
List of items of works to be executed by casual labour/contract.
1. Loading & unloading of materials.

2. Lorrying out materials for other than casual renewal of rails and
sleepers
3. Monsoon patrolling.
4. Security & special patrolling.
5. Repairs to bridges.
6. Cleaning of goods sheds/platform surfaces.
7. Stock verification.
8. Painting of rails in station yards.
9. Deep screening of ballast.
10. Resurfacing of points & crossings.
12. Painting of bridges.
13. Heavy repairs to track including lifting.
14. Complete renewal of points & crossing.
15. Complete realignment of curves.
16
Annexure-N
National Federation of Indian Railwaymen

Letter No. DC-76/89 dated 16.06.1996
----
(1) Shri S.S. Kapoor (3) Shri S. Gopalakrishnan

South Eastern Railway, Indian Railways Institute of
Calcutta. Civil Engineering (IRICEN)
PUNE.
(2) Shri S.D. Sharma, (4) Shri Aurobindo Ghosh

Chief Engineer, FA&CAO (Construction)
Northern Railway, Northern Railway
Baroda House, Kashmere Gate,
New Delhi. Delhi.
Dear Sirs,
Sub: Gang Strength (P.Way) – DC/JCM Item No. 76/89.
Ref: Director/IRICEN, PUNE letter No. DR/2/MGF dated

10.6.1996 addressed to the General Secretaries
of N.F.I.R. and A.I.R.F, New Delhi.
----
A Memorandum on Gang Strength of P.Way Gangs is herewith sent as

desired together with Annexure for necessary action.
2. The Federation desires to hold discussion with the Committee on a

mutually convenient date.
Enc: Memorandum in 4 pages and

Annexure in 2 pages Yours faithfully,
(M. Raghavaiah)
GENERAL SECRETARY
17
Annexure-N
N.F.I.R
NATIONAL FEDERATION OF INDIAN RAILWAYMEN
MEMORANDUM ON GANG STRENGTH OF PERMANENT WAY GANGS –

CIVIL ENGINEERING DEPARTMENT
GANG STRENGTH OF P.WAY GANGS
The present approved formula for working out Gang Strength (Special
Committee Forumula ) for carrying out track maintenance operation is :
N = MKE
where N = Number of Men per Kilometer
M = Man power factor based on number of Man days required

and Man days available in a year.
K = Correction factor based on method of maintenance and

type of structure.
E = Equated track Kms.
The Railway Board while approving the Special Committee formula, ordered a
blanket reduction of 5% on the strength of Gangmen arrived at with the said
formula and do not include mate, Keymen, L.C. gateman and Leave reserve.
2.0 MAN POWER FACTOR
Man power factor is a factor giving the weightage for the actual mandays
required to do normal P.Way maintenance in a year vis-à-vis the actual
number of mandays available. This depends upon the job content for P.Way
maintenance and the output of Gangmen.
2.1 MANDAYS
The details of job contents and mandays required for manual maintenance
and maintenance and Mechanised maintenance are shown in Annexure. It
could be seen from the Annexure that the mandays required for manual
maintenance are 429 and for machine maintenance 473.
Number of working days available per year (approximate) ; 290
18
Annexure-N
The factor ‘M’ works out to 1.47 for manual maintenance and 1.63 for
machine maintenance.
2.2 In the Special Committee formula, the madays required for through packing
are shown as 174 for manual maintenance. In the mechanised maintenance,
even if the machines do tamping once in two years, the overall requirement of
mandays is not reduced, since the following works are required to be done by
Gangmen even in machine maintenance also.
a) Pre tamping works

Post tamping works
During tamping works.
b) Slacks
c) Destressing of Long welded rails
d) Hot weather patrolling
Cold weather patrolling.
e) Monsoon patrolling
Security patrolling
Watch on vulnerable bridges
f) Rail/Weld failures
Emergency repairs
Permanent repairs.
g) Greasing of Elastic Rail Clips.
Greasing of gauge face of Rails.
h) Attending to derailments/restoration.
i) Signal failures/Men/Cattle run over et.
j) Clearing trees, for signals , level Xings , OHE.
k) Cess repairs , side drains cleaning, weeding,
Boxing of ballast etc.
While arriving at the factor M, the above items are required to be taken into
consideration for the machine maintenance. The manpower factor is further
influenced by –
- Inclement weather conditions.

- The present day stamina and output of gangmen.
- Deployment of gang women
- Non-availability of sufficient time to work on track due to increase
In number of trains and less gap between trains.
3.0 Correction factor – K
Correction factor is the factor required to be taken because of modernisation

of track. It was felt that efforts required to maintain the long welded rails and
concrete sleepers are much less com pared to fish-plated track. In actual
practice, reduction in the efforts is not much due to introduction of
19
Annexure-N
Higher pay loads

Higher axle loads and mixed Traffic
Introduction of Box ‘N’ wagons
Non-availability of adequate time intervals to attend track between trains.
Higher speeds of passenger & express trains.
Further, LWR and concrete sleepers will need sophisticated maintenance and
careful deployment of man power ceiling for frequent attention to maintain
zero defect requiring frequent deployment of Gangs. The Special Committee
formula adopted at 0.5 for mechanical maintenance needs to be modified to
0.75 as reduction in effort is considered marginal.
K FACTOR IN THE FORMULA AND SUGGESTED VALUES
MECHANICAL
Type of track Conventional Existing Proposed
1) Fish plated track 1.00 0.80 1.00

2)Short-welded Rails 0.95 0.75 0.90
3)LWR on Metal Sleepers 0.85 0.60 0.80
4)LWR on concrete Sleeper --- 0.50 0.75
4.0 E = Equated Track KMs
- L U ( 1 + A + B + C)
where L = Length of single track
U= traffic density factor
A= Formation factor
B= Alignment factor
C= Rainfall factor.
4.1 In the existing formula, the maximum value for traffic density factor ‘U’ is 1.4
for all sections carrying a traffic of 20 GMT and above. This value needs to
be revised since heavy traffic sections are having other problems, viz.,
- Faster deterioration of track due to Box ‘N’ Wagons.

- Heavy incidences of wheel burns causing premature replacement
of rails and frequent attention of track.
- High speed trains – requiring strict tolerance with extra input
of manpower.
4.2 In the existing formula, the alignment factor restricted to curves sharper than
1.5° for BG. This factor needs to be applied to all curves irrespective of
degree since maintenance effort required for curves is same in all cases.
20
Annexure-N
In the light of the above, N.F.I.R. urges that the formula is required to be
Revised suitably, besides taking into consideration :-
1) requirement of 30% leave reserve of Gangmen as against 12 ½ %

now due to working conditions being hazardous leading to
absenteeism.
2) requirement of 12 ½ % Trainee reserve as Gangmen are expected

to be given regular in service training.
3) Reduced out-put of present day Gangmen due to increase of Traffic.
4) Provision for watermen to each Gang.
5) Requirement of look out men for Gangs working on high density

Routes from safety point of view.
Encl: One Annexure

In two sheets. Sd/
(M. RAGHAVAIAH)
GENERAL SECRETARY
21
Annexure-N
(Annexure to NFIR’s letter)

Comparative Statement on Mandays required for Manual and Mechanised Maintenance.
Mandays required
As per Spl. Actually
Output per Committee Required Remarks
S.
Nature of work Requirement Head Formula In
No
Manual Mechanical
Maintenance Maintenance
1 ½ Round per 12 sleepers/ 174 days --

1. Through packing year head
Through packing 1 round per “ -- 20 days

2.
Of non PSC track as loops year
1/3 length per 5 sleepers/ 50 71
3. Shallow screening
year head
2 Rounds per 24 sleepers/ 110 89 This should be on
year head Condition of
4. Picking up slacks
formation and on
controls
One 10 Jts/head 16 10
5. Lubrication of Rail Joints
round/year
6. Casual renewal of rails 6 rails 2 ½ head 10 10
Casual renewal of 25 nos. 3/head 4 4
7.
sleepers
Attention to level 10 10
8.
crossings
Attention to points & 10 10
9.
xings
Misc. works like cess
repairs , cleaning of
10. 45 45
drains, renewal of bridge
timbers etc.
Once in two
11. Machine tamping works
years
While in some
sections-2 years
schedule may be
alright on some
Railways where
a) Pre tamping 9
soil is loose or
b) During tamping 3
black cotton soil,
c) Post tamping 9
the periodicity
should be less
than 2 years and
they need yearly
pack up.
Destressing of LWR Once in 5 60 Men/Km
12. 7
panels (1 ½ km per year) years
(a)Hot weather patrolling 3 months/year 3 men/gang 35
13. --
(b)Cold weather patrolling 3 months/year 2 men/gang 20
22
Annexure-N
36 The man days

14. (a)Monsoon patrolling Not taken
4 months in a 1½ shown in machine
into account
year KM/head 10 maintenance are
(b)Watch on vulnerable
4 months based on actuals
bridges
in the field. These
items are not
taken into consi-
deration in the
formula.
10 days in a 10
(c)Security patrolling
year
Rail/weld failures
15. (a)Emergency repairs 10
(b)Permanent repairs 10
Greasing of ERCs and 35 sleepers/
16. 35
gauge face lubrication head
Attending to derailments,
Restorations, signal
17.
failures Man/cattle
removers etc.
429 days 473 days
Note: Total men days available in a year are: 290
(Gang) Mandays required in manual maintenance: 429
Manpower factor : 429 / 290 = 1.47 (for manual)
Mandays required in machine maintenance 473
Manpower factor : 473 / 290 = 1.63
23
Annexure-O
ALL INDIA RAILWAYMEN’S FEDERATION

LETTER NO. AIRF/52 (1) dated 17.7.1996
----
1) Shri S.S. Kapoor 3) Shri S.Gopalakrishnan
South Eastern Railway Indian Railways Institute
& Convenor of the Committee of Civil Engineering
Garden Reach, Calcutta. (IRICEN) Pune.
2) Shri S.D. Sharma, 4) Shri Aurobindo Ghosh

Chief Engineer, FA&CAO
Northern Railway, Eastern Railway
Baroda House, Calcutta.
New Delhi.
Dear Sir,
Sub: Constitution of a Committee to study the special Modified formula

For Track Maintenance – Gang Strength (P.Way) - DC/JCM Item No.
76/89 .
Ref: I) Railway Board’s letter No. 95/CE-1/CNS/2 dated 23.5.1996.
ii)CE, S.E. Railway, and Convenor of the Committee’s letter No.
DR/2/MGF dated 27.6.1996 from Pune.
iii)Director, IRICEN’s letter No. DR/2/MGF dated 11.6.1996.
----
All India Railwaymen’s Federation (AIRF’s) Memorandum on the above
subject is sent herewith for consideration of the Committee.
Yours faithfully
Sd/
(J.P. Chaubey)
General Secretary.
---------------------------------------------------------------------------------------------------
All India Railwaymen’s Federation letter dated 1.8.96
In continuation of AIRF’s Memorandum on above on the above subject

submitted to the Committee vide this office letter of even number dated
17.7.1996, it is requested that the ANNEXURE attached with this
Memorandum, containing 2 pages, may kindly be replaced with the
ANNEXURE now enclosed with this letter. This is in supersession of the
previous Annexure.
Yours faithfully,
Sd/ (J.P.Chubey)
General Secretary.
(The Revised Annexure has been incorporated as

Annexure O - Sheets 8 to 10).
24
Annexure-O
A.I.R.F
ALL INDIA RAILWAYMEN’S FEDERATION
4, State Entry Road, New Delhi-110055.
MEMORANDUM TO THE COMMITTEE APPOINTED BY THE

MINISTRY OF RAILWAYS TO STUDY THE SPECIAL MODIFIED
FORMILA FOR TRACK MAINTENANCE.
----
1. INTRODUCTION
There has been continuous and serious complaint all over the Railway system
regarding the inadequacy of manpower for regular maintenance of track, patrolling
duty – monsoon, security etc., handing of heavy track materials, leave reserve, staff
against man days lost due to absenteeism, speed restriction duties and
decasualisation of casual labour etc. in the matter of maintenance of track and allied
works. This matter was continuously brought to the notice of Railway Board by the
Federations in the for a of PNM and JCM Departmental Council (Item No. 76/89).
Ultimately a meeting was held between the two Federations, i.e. AIRF and NFIR
with the Railway Board represented by Member Engineering on 27.11.1995, when it
was decided to appoint a Committee to go into the question of adequacy of the
strength of Gangmen, Keymen, Gatemen, Watchmen, Patrolmen etc.
2. APPOINTMENT OF THE COMMITTEE
The present Committee has been appointed by the Railway Board Vide their
Notification No. 95/CE-1/CNS/2 dated 5.1.1996 and the terms of reference has been
amended vide Railway Board’s letter of the same number dated 13.5.1996.
The Railway Board vide their letter No. 95/CE-1/CNS/2 dated 23.5.1996 have
intimated a terms of reference and advised both the Federations – AIRF and NFIR,
that they may submit Memorandum to the Committee.
2.1 TERMS OF REFERENCE
i) To study the Special Committee Formula for Gang Strength and to suggest
modified formula covering certain variables left out in the existing Special Committee
Formula which affect track maintenance effort.
ii) The Committee shall take into account the decasualisation done, effect of
machine maintenance and track modernisation.
3. SPECIAL COMMITTEE FORMULA AND ITS BROAD SHORTCOMINGS.
Norms proposed in the formula are not based on any study as will be evident from
para 3.2 of the report which read as under:-
“No field studies were conducted by this Committee for arriving at the norms……….”
25
Annexure-O
3.1.2 Provision of leave reserve of Gangmen, provision for second Keyman, man
days lost etc. and shortage of Trolleyman, Gateman, Watchman (for temporary
restrictions) were not considered. Minimum time available due to heavy density of
traffic was not taken into account.
3.1.3 Use of heavier weight of rail, sleeper, fish plate etc. were not taken into
account.
3.1.4 Fatigue involved in walking and working in long stress and for working in
vagaries of weather.
3.1.5 Days available for working calculated wrongly, 30 days LAP and 20 days
LHAP were not taken into account as on day number of Paid Holidays has been
increased from 3 days to 12 days.
3.1.6 Man days required for Mechanical Track Maintenance are more than the
Manual Maintenance.
In the Special Committee formula, the man days required for through packing are
shown as 174 for manual maintenance. In the mechanised maintenance , even if
the machines do tamping once in two years, the overall requirement of man days is
not reduced, since the following works are required to be done by Gangmen even in
machine maintenance also :-
a) Pre tamping works

Post tamping works
During tamping works
b) Slacks
c) Distressing of long welded rails
d) Hot weather patrolling
Cold weather patrolling
e) Monsoon patrolling
Security patrolling
Watch on vulnerable bridges
f) Rail/weld failures
Emergency repairs
Permanent repairs
g) Greasing of Elastic Rail Clips
Greasing of gauge face of Rails
h) Attending to derailments/restoration
i) Signal failures/Man/Cattle run over etc.
j) Clearing trees, for signals, level Xings, OHE
k) Cess repairs , side drains cleaning, weeding, Boxing of ballast etc.
While arriving at the factor M, the above items are required to be taken into
consideration for the machine maintenance. The man power factor is further
influenced by –
- Inclement weather conditions

- The present day stamina and output of gangmen
26
Annexure-O
- Deployment of gang women

- Non-availability of sufficient time to work on track due to increase in number of
trains and less gap between trains.
The present Committee is , therefore, urged upon to take all the above factors also
into consideration while fixing up Gang Strength.
3.2 Factors to be calculated afresh so as to ensure correct reflection of time

available for works on the track, heavier rail, sleeper and fish plates, less number of
working days available , fatigue involved.
Number of leave reserve, shortage of Trolleyman, Gateman, Watchman ( for

temporary restrictions) also to be taken into account.
3.3 Factors taken into account ultimately left with the decision of Zonal Railways
should be taken into account in view of the fact that appointment of fresh faces as
casual labour has been banned w.e.f. 1.1.1981 and no casual labour could be
appointed for undertaking the jobs as enumerated in Paras 3.3.1, 3.3.2,3.3.3, 3.3.4,
3.3.5, 3.3.6 of the report of the Special Committee. Please also see Annexure V, Sl.
Nos. 2,3,12,15,18 and 23 (points raised by AIRF).
4. Addition in the existing list of items of works related to Permanent Way

Maintenance should form the regular duties of Permanent Way Gang staff:
In addition to items already listed in Para 3.1 of the Special Committee

Report, the following items also need to be included in the list of regular duties of
Permanent Way staff :-
i) Complete renewal of points and crossings,

ii) Complete re-alignment of curves.
iii) Resurfacing of points and crossings
iv) Adjustment of creep,
v) Heavy repairs to track including lifting,
vi) Deep screening of ballast,
vii) Destressing LWR,
viii) Repair to Bridges,
ix) Lubrication of rail joints.
x) Painting of rails in Station Yards,
xi) Painting of rails in Bridges,
xii) Attending to accidents – main line and yards.
xiii) Rail fracture,
xiv) Monsoon Patrolling,
xv) Hot and Cold weather patrolling,
xvi) Security Patrolling,
xvii) Loading and unloading of materials
xviii) Lorrying out of materials, other than for casual renewals of rails and sleepers.
xix) Cleaning of Platform, Surfaces, Goods Sheds etc.
xx) Cleaning of night soil,
xxi) Stock Verification,
27
Annexure-O
xxii) Watchman duty where restriction is imposed – Permanent or Temporary,

xxiii) Look out – 2 men for each gang,
xxiv) Waterman,
xxv) Sanitary cleaner for cleaning of night soil on the track,
xxvi) Extra men for handling track circuited points,
xxvii) Men with track,
xxviii) Fixing of detonators in foggy weather
xxix) Fitting of fish plate and other fittings found deficient due to theft and
miscreant/sabotage activities,
xxx) Literate Gangmen utilised in offices of PWIs and AENs due to acute shortage
of clerical staff.
5. Provision of Leave Reserve.
Gangmen are entitled for 30 days LAP, 20 days LHAP and 15 C.L. In addition due
to heavy manual labour in open sky, braving torrential rain, scorching sun and biting
cold, they often fall sick and absenteeism due to sickness, most of the time
exceeds the limit of entitlement of leave. Replacement of them are necessary even
for a short period. As such 30% leave reserve posts need be provided.
6. Trainee Reserve Post.
Due to fast changing of working pattern, the Gangmen need intensive training. But
they cannot be spared for training for want of replacement. As such 12.5% posts of
Trainee Reserve need to be provided.
7. Man days lost.
Prior to and during 1960s and 1970s also extra staff used to be sanctioned against
absenteeism beyond the number of leave reserve as ‘Man day lost’. This has been
stopped of late with the ban in recruitment of casual labour.
8. Gangmen utilised for meeting contingencies.
Whenever there is shortage of Gateman, Trolleyman, Watchman/Chowkidar,

Gangmen are drafted to perform the job of these categories also to be provided in
Gangman cadre.
9. Traffic Density Factor.

Traffic density factor should be raised to 2.0 for BG., 1.6 M.G. and 1.0 for N.G.
10. Soil Factor.
Soil factor should be :
Soil in Bank Factor
Ordinary unstable soil 0.20

Shrinkable soil 0.40
Black soil 0.50
28
Annexure-O
11. Rainfall Factor.
Rainfall factor should be as follows:
Intensity of Rainfall Factor
Upto 80” per annum 0.20

81” – 100” per annum 0.25
Above 100” per annum 0.40
12. Working days available per man per year.
Total 365 days

Less Sundays 52 days
Less Casual Leave 15 days
Less LAP 30 days
Less LHAP 20 days
Less paid National Holidays 12 days
Net Man days available per year = 236 days.
13. Man Power Factor.
Manpower factor for both Manual maintenance and Mechanical Maintenance is

given in Annexure.
In view of the above, the All India Railwaymen’s Federation urges that the present
Gang Strength Formula be revised with due consideration to the following salient
points:
i) The duty of Gangmen starts and ends at Tool Box. They are to work within
their beat of 6 KMs daily.
ii) Due to heavy manual work, in open sky during scorching sun, torrential rain
and biting cold, their absenteeism (sickness) is high.
iii) They are to perform duty on running track where day to day density of traffic is
on high increase, as a result of which they get little time to perform their job on
the track.
iv) Due to use of heavier rail, sleeper and fish plates more than man power is
necessary to handle them.
Sheet 7
v) With the ban in recruitment of casual labour introduced from 1.1.1981, all the
works connected with track maintenance, patrolling of different types etc., all
the staff required for the entire gamut of track maintenance etc. works are to
be performed by regular employees only.
vi) Due to ban in recruitment average age of Gangmen has been increased
from 30/35 to 40/45 years.
It is also urged that :
29
Annexure-O
i) As per the admissibility of different types of leave, paid holidays and

absenteeism due to working condition and taking into account of ‘Man days
lost’, strength of Leave Reserve be increased to 30% taking the strength of
Gangmen, Trolleymen, Gatemen and Watchmen together as they are drawn
from Gangmen only.
ii) 12.5% Trainee Reserve Posts be sanctioned so that the Gangmen can
undergo intensive training to meet the need.
iii) Patrolmen for monsoon patrolling, hot weather patrolling, cold weather
patrolling and security patrolling be sanctioned as they are at present drawn
from the regular Gang.
iv) At least two ‘Look out man’ per Gang be sanctioned so that the men at work
can perform their duty with undivided attention.
v) As water is not available at the site of work and to be fetched from far flung
areas, Waterman be provided with each Gang.
vi) Special Gangs for performing loading, unloading and sundy jobs be
sanctioned at each beat of P.W. Mistries.
vii) Regular staff may also be provided for performing ancillary work for which
casual labours were recommended by the Special Committee.
(J.P. Chaubey)
General Secretary.
30
Annexure-O
(Annexure to AIRF Letter)

GANG STRENGTH FORMULA
a) Substitute the existing formula as stated in para 3.2.1, Page 7 (bottom) of

Special Committee’s Report with the following, as the target of present formula is too
ambitious and not at all possible to be carried out.
3.2.1 Page 7
Operations Per man per day

BG MG
i) Through packing 8 Sleepers 10 Sleepers
ii) Through Packing including Shallow 4 Sleepers 5 “
Screening
iii) Picking up stacks 16 “ 20 “
b) Man days per year per K.M. for works listed from Item No.1 to 16 in Para
3.3.1 at Page 9 of Spl. Committee Report is calculated as under :-
Men per Track KM per year BG MG
1. Loading and unloading of materials ]

2. Lorrying out of materials other than for Casual ]
Renewals of rails and Sleepers. ] 304 243
3. Stock Verification ]
4. Painting of Rails in Station Yards ]
5. Monsoon Patrolling ]
6. Summer Patrolling ] 60 60
7. Winter Patrolling ]
(Detonator fixing in foggy weather)
8* Security Patrolling 144 144
9. Cleaning of Goods Shed and Platform surfaces. 36.5 36.5
10. Painting of Rails in Station Yards 12.6 12.6
11. Re-surfacing of Points and Crossings 12.17 10.00
12. Watching of Materials. 73.00 73.00
13. Painting of Bridges 2.00 2.00
14. Heavy repair to track including lifting. 8.33 6.00
15. Complete renewal of Points and crossing 5.47 4.00
16. Complete realignment of curves. 5.00 4.00
-------------- -----------
663.07 595.1
(-) Security Patrolling 144.00 144.00
-------------- ----------
• Security Patrolling had to be done round the year in N.E. Region, Jharkhand Area of Bihar, entire Punjab,
part of Andhra Pradesh
31
Annexure-O
c) Substitute the existing Para 3.5.1. of Spl. Committee as follows:
Working days available per man per year are as under :-
Total = 365 days Less

(-) 129 days Sunday =
52 days
------------ Casual leave =
15 days
236 days National Holidays=
12 days
Working days available LAP =
30 days
LHAP =
20 days
-----------
129 days
-----------
d) Taking 1660 Sleepers for BG high density Traffic area and for MG & NG 1566
Sleepers, Man Days required per KM are as under:-
Item of work BG (High density Traffic MG/NG

Areas)
i) Shallow screening 1660 x 1/3 x 1/8 = 69.17 1566 x 1/3 x 1/10 = 52.20
(excluding through
packing) of 1/3rd beat)
ii) Through packing 1660 x 4/3 x 1/8 =276.67 1556 x 4/3 x1/10= 208.8
1 1/3 rounds
iii) 1 2/3rd rounds picking 1660 x 5/3 x 1/16=172.92 1566 x 5/3 x 1/20=130.50
up slacks
iv) For other items listed

in Para 3.2.2 = 95 + 663 = 85+ 595
Para 3.5.3(I) Page-13 M = 1276.76÷236 M = 1071.50 ÷236

With security patrolling = 5.41 = 4.54
Security Patrolling (-)144.00 (-)144.00

1132.76 927.50
Para 3.5.3(I) Page 13
Without Security Patrolling M = 236 = 4.80 M = 236 = 3.93
32
Annexure-O
Item of works BG (Normal areas) MG/NG
i) Shallow screening (excluding 1566 x 1/3 x 1/8 = 65.25 1556 x 1/3 x1/10 =52.20
through packing) of 1/3rd beat
ii)Through packing 1 1/3rd rounds 1566 x 4/3 x 1/8 =261.00 1566x 4/3 x1/10=208.80
iii)1 2/3rd rounds picking up slacks 1566 x 5/6 x 1/16=163.13 1566 x5/3 x1/20=130.50
picking up slacks.
iv) For other items listed in para = 95 = 85

3.2.2 +663 +595
-------- --------
M = 1247.38 ÷236=5.29 M = 1071.51÷ 236 =4.54
(-) 144.00 (-) 144.00
-------- --------
1103.38 927.50
-------- ---------
Para 3.5.3 (I) Page 13 M = 236 = 4.68 = 3.93
Man days per year per K.M.

1. BG High Density (with Security Patrolling) = 5.41
2. BG High Density (without Security Patrolling) = 4.80
3. BG other than High Density (With Security Patrolling) = 5.29
4. BG other than High Density (without Security Patrolling) = 4.68
5. MG/NG High Density (with Security Patrolling) = 4.54
6. MG/NG “ (without Security Patrolling) = 3.93.
The following factors should be added while fixing up Gang Strength per Track
KM per year.
30% Leave Reserve posts (Para 5 supra)

12.5% Trainee Reserve posts (Para 6 supra)
Man days lost factor ( Para 7 supra)
Gangmen utilised for meeting Contingencies (Para 8 supra)
These apart, 2 Lookout Man and 1 “Waterman” be added to the strength of

each Gang (See Page 9, Para (V & VI).
In addition to the above, Traffic Density Factor (Para 9) . Soil Factor (Para
10) and Rain Fall Factor (Para 11 supra) should be taken into account while fixing up
Gang Strength Zonewise/area-wise.
*************
33
APPENDIX 1
EQUATED TRACK KILOMETRE AND GANG STRENGTH
1. PREAMBLE
1.1 MAFLIN'
S FORMULA
Railways had adopted since 1931 the Maflin' s Formula for deciding gang
strength. The number of gangmen required for maintaining one mile of track
was directly correlated to the average number of trains running on the track in
a day as tabulated below:
Unit No. of
BG MG NG per gangmen
mile per mile
> 30 trains/day - - 1.20 3
20 to 30 trains
- - 1.10 2.75
per day
10 to 20 trains
> 20 trains/day - 1.00 2.5
per day
10 to 20 trains
< 10 trains/day > 10 trains/day 0.80 2
per day
Marshalling &
< 10 trains/day < 10 trains/day 0.60 1.5
busy yards
Marshalling &
- - 0.50 1.25
busy sidings
Other sidings Other sidings Sidings 0.30 0.75
As seen above, tracks of BG, MG and NG were assigned with specific "Unit-
per-mile" depending on the traffic carried. Having reckoned "Unit-per-mile",
the same is multiplied by 2.5 to get the number of gangmen per mile. In other
words, Manpower Factor is a constant, irrespective of track gauge.
This formula, though appearing empirical, brings out the rationale that the
maintenance effort varies in accordance with the quantum of traffic.
1.2 REVISED MAFLIN'

S FORMULA
In 1959, Lobo Committee was appointed by the Railway Board for revising
Maflin'
s Formula. The formula evolved by Lobo Committee is known as
Revised Maflin' s Formula. The number of gangmen was based on the
"Equated track mile", which is worked out by attributing certain increases to
the running track mile, depending on traffic density, type of formation, curved
alignment and annual rainfall.
34
APPENDIX 1
The Revised Maflin'

s Formula was:
N=MxE
where N = Number of Gangmen,
M = Manpower factor, 2.3 for BG & MG Trunk Routes & 2.2 for other
routes in MG,
E = Equated Track Mile.
Implementation of Revised Mafiln'

s Formula was started in 1962.
2. EQUATED TRACK KILOMETRE – FORMULAE FOR CALCULATION
Equated Track Mile – now adapted as Equated Track Kilometre (ETKM), is

calculated based on the Revised Maflin' s Formula, with some modifications
introduced by the Railway Board at the time of acceptance.
2.1 RUNNING LINES (INCLUDES MAINLINES AND RUN THROUGH LINES IN

YARDS)
Equated Track Kilometre is worked out from the running track kilometre by
applying the following formula:
E = L x U (1+A+B+C)
E = Equated Track Kilometre (ETKM)

L = Running Track Kilometres.
U = Traffic density factor
A = Formation factor.
B = Alignment factor.
C = Rainfall factor.
a) TRAFFIC DENSITY FACTOR (U) –
Broad Gauge
i) Heavily worked suburban sections or ghat sections 1.4

with gradients of 1 in 60 and steeper
Ii) Sections where the annual traffic density is 20 GMT 1.4
or over
iii) Sections where the annual traffic density is 15 GMT 1.3
and over, but less than 20 GMT
iv) Sections having a daily train density of 30 and over 1.2
or where the annual traffic density is 10 GMT and
over, but less than 15 GMT
v) Sections having a daily train density of 20 and over, 1.1
but less than 30 or where the annual traffic density
is 6 GMT and over, but less than 10 GMT
vi) Other primary sections where the annual traffic 1.0
density is less than 6 GMT
vii) Secondary or tertiary lines 0.8
35
APPENDIX 1
Metre Gauge
i) Suburban or ghat sections with gradients of 1 in 60 1.2

and steeper
ii) Primary lines where annual traffic density is 5 GMT 1.1
or over
iii) Primary lines having a daily train density of 20 and 1.0
over or where the annual traffic density is over 2.5
GMT, but less than 5 GMT
iv) Secondary lines or other lines with a train density of 0.8
10-20 per day.
v) Tertiary lines 0.6
Narrow Gauge
i) Sections with a daily train density of 10 and over 0.8

ii) All other sections 0.6
Note: 1. If the factors are varying in different segments of track, ETKM is

calculated for each segment with the respective value of the
factor and the total ETKM is obtained by summing up the
ETKMs of the segments. For a running line in yard, only the
quantum of traffic through the concerned line is considered.
2. In double or multiple lines, the traffic density factor may be
assessed for the average traffic density of the lines and applied
to all the lines.
b) FORMATION FACTOR (A)
This factor covers the nature of soil in formation/cutting and has the following
values:
Nature of Soil Factor
i) Stable soil 0
ii) Ordinary unstable soil (bad soil) 0.1
iii) Shrinkable soil and vicious Black Cotton Soil (very bad soil) 0.2
The formation factor should be applied only for the actual length of
track having bad/very bad soil conditions in formation/cutting.
c) ALIGNMENT FACTOR (B)
This factor is of value 0.25 and is applicable to the length of track having
curve of radius less than or equal to
o
i) 1310m on BG (i.e. 1.5 and sharper)
o
ii) 585m on MG (i.e. 3 and sharper)
o
iii) 350m on NG (i.e. 5 and sharper)
36
APPENDIX 1
d) RAINFALL FACTOR (C)
This factor is based on the annual rainfall.
C = 0 if annual rainfall is less than 200 cm.

= 0.1 for annual rainfall of 200 cm, increasing by 0.01 for every additional
10 cm rise in the annual rainfall subject to the maximum of 0.2
2.2 MARSHALLING YARDS AND OTHER SIDINGS
In the case of marshalling yards and other sidings, the equated track
kilometre will be as per the following formula:
E = L1 x U1, where L1 is the running length of such line in km
Value of U1
Description of Track
B.G. M.G. N.G.
Marshalling and other busy sidings 0.7 0.5 0.3
All other sidings 0.4 0.3 0.3
Note: 1. The sidings/lines in a yard may be classified as busy and non-

busy and equated track kilometres worked out separately.
2. As speeds are comparatively low in sidings, factors A, B and C
are not taken in to account.
2.3 TRACK CONNECTIONS AND LAYOUTS
a) The points and crossings and special layouts are treated as number of
sets on the following scale and ten sets are equated to one kilometre
running length of track:
Turnout 1 set
Diamond 1 set
Diamond crossing with single slip 1 ½ set
Diamond crossing with double slips 2 sets
Cross over 2 sets
Three-throw 2 sets
Scissors cross-over 5 sets
Trap 1/5 set
Double trap 2/5 set
37
APPENDIX 1
b) The kilometrage thus arrived at should be converted into equated track

kilometres by applying the formulae mentioned in paras 2.1 and 2.2
above, as the case may be. The values of factors U, U1, A, B and C to
be used for working out equated track kilometre, in the case of layouts,
would be with respect to the more important line connected by the track
connection/layout. If a layout is considered to be part of siding, only U1
is taken into account, but not A, B and C.
c) For turnouts, cross overs (ordinary and scissors), three throw, etc., the
through kilometrage will be measured along the main track and the
length of the track in sidings and loops will be measured from the heel
of the crossing and not from the toe of the switch. Similarly, in
diamond crossings with single or double slips, the curved lead of the
slip/slips will not be included in the length of track.
d) The equivalent running length of layout computed as per para (a) will
be considered in addition to the physical length of the layout which is
treated as a part of straight track considered for conversion into ETKM.
In other words, the length of straight track of layout is not to be
deducted from the running length of parent track which is to be
converted into ETKM.
3. GANG STRENGTH FORMULA EVOLVED BY THE SPECIAL COMMITTEE

ON GANG STRENGTH (1979)
3.1 NUMBER OF GANGMEN REQUIRED IN PERMANENT GANGS
N=MKE
where N = Number of gangmen,

E = Equated Track Kilometre (ETKM) worked out as per para 2,
M = Manpower Factor (1.47 for BG and 1.21 for MG & NG),
K = Correction Factor, due to modernisation of track, methods of
maintenance etc.
However, as per Railway Board' s letter No.E(NG)/II/77/CL/46/E.Rly

dt.12.01.83, the gang strength as calculated by the above formula is to be
reduced by 5%.
Therefore the formula under adoption by the Zonal Railways is,
N = 0.95 MKE
38
APPENDIX 1
a) MANPOWER FACTOR (M)

The M-factor for BG is 1.47 and for MG & NG is 1.21.
The basis on which these values have been computed is given below:
No.of mandays
Type of work Norms prescribed reqd./km/yr.
BG MG/NG
A. Normal maintenance through 12 sleepers-BG
174 150
packing 1 1/3 round 14 sleepers-MG
Shallow screening of 1/3 round 12 sleepers-BG
44 28
(without through packing) 19 sleepers-MG
Picking up slacks 1 2/3 round 24 sleepers-BG
109 93
28 sleepers-MG
B. Other works:
Lubrication of joints (160 no.) 10 Nos./man/day 16 16
Casual renewal of rails ( 4 rails) 2 ½ men/rail-BG
10 6
1 ½ men/rail-MG
Casual renewal of sleepers (20 nos.) 5 sleepers/man 4 4
Attention to Level Crossings - 10 10
Attention to Points & Crossings - 10 8
Minor cess repair - 10 10
Clearance of drains & waterways - 15 15
Creep pulling - 10 8
Misc. items such as bridge timber -
10 8
renewal
Total 422 356
Number of working days per annum = 295
422 356
Therefore, Manpower factor M 295 295
= 1.43 = 1.21
Because of restrictions on working during monsoon, the days available for

through packing and shallow screening become limited to only 8 months.
Therefore, value of M for BG is increased to 1.47. Value of M for MG/NG is
taken as 1.21.
b) CORRECTION FACTOR (K)
This correction/reduction factor is applied for sections having improved track

structure in place of conventional fish-plated track and/or where mechanised
maintenance is adopted in place of conventional maintenance. The value of
this factor is as follows:
Method of maintenance
Type of track Conventional
Mechanised
or DTM or MSP
Normal fishplated track 1.00 0.80
SWR track 0.95 0.75
LWR track on metal or wooden sleepers 0.85 0.60
LWR track on concrete sleepers - 0.50
39
APPENDIX 1
Modern tunouts consisting of thick web switches and CMS crossings have
better maintainability and also require re-conditioning at less frequent
intervals. Following correction factors should be applied in arriving at the
gang strength.
Maintenance of modern turnouts Correction Factor
i) Conventional 0.70
ii) Mechanical 0.50
(Ref. Board'
s letter No.88/CE-I/GNS/2 of 25.01.1989)
3.2 CONDITIONS OF APPLICABILITY OF THIS FORMULA
i) Gang strength thus worked out does not include mates, keymen,
trolleymen, chowkidars, ashpit khalasis and gatemen.
ii) The formula does not include element of leave reserve.
iii) The gang strength so worked out will cater only for the following regular
duties of permanent way gangs:
1. Through packing.
2. Shallow screening.
3. Picking up slacks.
6. Clearing catch-water drains, side-drains and water ways of bridges.
7. Casual renewal of rails.
8. Casual renewal of sleepers.
9. Adjustment of creep over short length.
10. Opening, examination and overhauling of level crossings.
11. Attention to points and crossings.
12. Miscellaneous items like renewal of bridge timbers.
3.3 WORKS OUTSIDE THE REGULAR DUTIES OF PERMANENT GANGS
The following items of work should not be deemed to be forming part of the
regular duties of permanent gangs:
1. Loading and unloading of materials.

2. Lorrying out materials for other than casual renewals.
3. Monsoon patrolling.
4. Security or special patrolling.
5. Repairs to bridges.
6. Cleaning of goods sheds/platform surfaces.
7. Stock verification.
8. Repairs to ashpits, water columns, C.C. aprons etc.
9. Painting of rails in station yards and elsewhere.
40
APPENDIX 1
10. Deep screening of ballast.

11. Resurfacing of points and crossings.
13. Painting of bridges.
14. Heavy repairs to track including lifting.
15. Complete renewal of points and crossings.
16. Complete realignment of curves.
The Special Committee recommended that the Railway may sanction

Casual/Seasonal labour for all these works as and when required on the basis
of volume of work.
The Committee also recommended engagement of extra labour gangs for

attending to isolated stretches of track due to exceptional formation problems,
for clearing drains involving heavy work and for major/frequent attention to
creep. Also they recommended that special permanent gangs may be
created for clearing sand dunes in certain desert sections. Creation of multi-
purpose gang at each PWI' s headquarters for loading, unloading and
transporting of track materials was also recommended.
41
APPENDIX 2
NUMBER OF TRACKMEN PER ETKM and MAINTENANCE EXPENDITURE PER ETKM
ON VARIOUS ZONAL RAILWAYS
COMPARED WITH
THE AVERAGE ON INDIAN RAILWAYS
Based on Actuals 1998-99 figures from 'Demands for Grants 2000-2001' (Minor Head 4-200)
DESCRIPTION C RLY E RLY N RLY NE RLY NF RLY S RLY SC RLY SE RLY W RLY TOTAL
ETKM 20297 15590 21552 7582 7474* 12155 15024 24919 18734 143327
Number of
Trackmen:
a. Nonsupervisory
Group 'C' 2354 3212 5504 1546 1193 5028 3680 7742 4046 34305
b. Group 'D' 34836 26104 29637 14531 11373 17666 20969 26010 30273 211399
c. Casual Labour 49 54 - 7 119 - 367 68 11 675
Total a+b+c 37239 29370 35141 16084 12685 22694 25016 33820 34330 246379
No. of Trackmen
per ETKM 1.83 1.88 1.63 2.12 1.70 1.87 1.66 1.36 1.83 1.72
Percentage of
IR Average 106 109 95 123 99 109 96 79 106 100
Expenditure for
The maintenance
Of Track
(in crores of Rs.) 230.19 195.73 279.84 96.23 78.85 143.13 171.84 276.21 199.93 1671.9
Expenditure
Per ETKM (Rs.) 113411 125548 129844 127710 105499 117754 114377 110807 106720 116649
Percentage of
IR Average 97 108 111 109 90 101 98 95 91 100
* The figure of ETKM for NF Rly. is given as 11422 in the Book, which has been replaced by the
correct value 7474.
42
APPENDIX 3
DISCUSSION WITH FIELD ENGINEERS OF ZONAL RAILWAYS
As stated in para 4.2.1 of the Report, the information given by the field
engineers on norms for subactivities as adopted by them have been condensed in
Tables 1 to 14 and 17 to 19. Whatever could not fit into the tabulations and are
useful for consideration while making recommendations have been recorded here.
1. Date: 02.06.98, Venue: Headquarters, N.Rly., New Delhi
Field Engineers present: Shri A.P. Verma, SE (P.Way)/Line, Lucknow

Shri A.K. Sharma, SE (P.Way), Sonepat
Shri S.C. Giri, JE (P.Way), Bharwari
Points brought out:
1.1 Working hours are different in summer and winter.

1.2 LWR of one km length can be destressed by 40 men in 2½ hours. Balance
working hours of the day will be spent for preparatory and finishing works.
1.3 Crowbar packing is resorted to for slack attention to PRC sleepers since there
is no other alternative. Gangmen have learnt to do this, without damaging the
sleeper. One man can pack 20 continuous sleepers a day, without squaring
and respacing of sleepers. If the sleepers are scattered, 16 sleepers can be
packed. But in some sections the norm is 16 sleepers in both cases.
1.4 Cold weather patrolling is done generally between 4 a.m. and 7 a.m.
1.5 For overhauling of level crossing a norm of one sleeper per man is adopted.
10m wide LC can be overhauled by 16 men.
1.6 Entire work of greasing ERC is done by keyman only, from October to March,
on a programmed manner, at the rate of 160 clips per day.
1.7 One gangman can box up ballast over 16m length (25 sleepers), along with
weed removal.
1.8 Gangman avails fully LAP due. He is not interested in accumulating LAP for
encashment at the time of retirement. Hence Leave Reserve of 12.5% must
continue, inspite of LAP encashment having been increased to 300 days.
1.9 It is difficult to get gangmen during emergency out of working ours, since
ganghuts do not exist now.
43
APPENDIX 3
1.10 Absenteeism is rampant among gangmen.

1.11 Gangwomen are not able to work hard. Their number should be restricted.
1.12 Age profile of present set of gangmen is very unfavourable. There should be
medical or other tests to establish their weaknesses. In case a gangman is
declared unfit for the job, his ward should be considered for gangman post.
1.13 Gang tools must be standardised.
1.14 Uniform for gangmen for summer & winter and for night patrol should be
made better and more functional.
1.15 Gangmen must be paid cold weather and hot weather allowances.
1.16 More number of gangmen must be tested for A-3 Medical Category, for being
deputed as rest giver for gatekeeper.
1.17 Just like Rainfall Factor, a factor for temperature range should be introduced
to increase gangstrength in areas which are very cold and very hot.
2. Date: 12.06.98, Venue: Headquarters, S.Rly, Chennai
Field Engineers present: Shri D. Govindaswamy, DEN/W/Chennai

Shri M. Narayanan, SEN/TM/HQ
Shri K. Manoharan, Sr.SE/Katpadi
Shri K. Sekar, SE /Jolarpettai
Points brought out:
2.1 For slack picking, the norm is 12 sleepers/head. But the gangman has to
pack adjacent sleepers, if needed, due to lifting of track. These are not
included in ‘12’ in some sections; but included in some other sections.
2.2 Overhauling of LC with PRC sleepers need be done once in 2 years, if
properly set.
2.3 For greasing ERCs, gangmen are deployed at the rate of 15 men per km in
one day.
2.4 Boxing of ballast can be done for 33m length per head.
2.5 Destressing of LWR is needed at interval closer than 5 years due to frequent
rail fractures.
44
APPENDIX 3
2.6 Shallow screening can be done at the rate of 5 sleepers/head if the whole of
crib and shoulder ballast is cleaned. It can be done at the rate of 10
sleepers/head if either the crib or the shoulder ballast alone is handled.
2.7 Each Sr.SE should have one welding party.
2.8 Gangmen should not be transferred. There are many advantages by having
local villagers as gangmen.
2.9 Gangmen are not keen to save LAP. In fact they are not bothered about loss
of pay due to LWP.
2.10 Small track machines being supplied are of substandard quality.
2.11 Sr.SE should have a mini-bus (not lorry) for the transportation of gangmen in
case of emergency.
2.12 Gangmen should get extra diet allowance to keep themselves fit.
2.13 Procedure for issue of charge-memo to gangmen must be simplified and this
must be done without the need for vetting by DPO.
2.14 Computerisation of leave charts is necessary.
2.15 Same opinions as expressed in 1.12.
3. Date: 22, 23.07.98, Venue: Headquarters, W.Rly, Mumbai
Field Engineers present: Shri P.D. Chanchalani, AEM/East/Ratlam

Shri P.K. Goel, Sr.SE/Nagda
Shri R.M. Bengali, Sr.SE/Vapi
Shri Pankaj Saxena, Sr.SE/Navasari
Shri V.R. Gadwe, Sr.SE/Andheri
Points brought out:
3.1 Slack packing can be done for 25 sleepers per head, including squaring and
rectification of fasteners.
3.2 Due to signalling and track circuiting equipments present in track, particularly
in suburban lines, machine packing is not possible. Manual packing will
continue.
3.3 Cupped welds are rampant. Frequent packing Is needed as though these are
fish plated joints.
45
APPENDIX 3
3.4 Shallow screening work is getting postponed with the hope that machines will
be deployed. But this is also not materialising.
3.5 In the industrial area near Vapi, rail corrosion near welds takes place calling
for collar painting. ERCs require greasing once in 6 months.
3.6 Pulling back creep in free rail track at bridge approaches is a major workload.
There are no creep anchors for 60kg rail. We may examine why rails cannot
be welded on bridge approaches.
3.7 Gangman is reluctant to work as RGGK.
3.8 Many track work contractors are failing, with the result, gangmen are
deployed for special works. This affects track maintenance.
3.9 With regard to suburban sections, non-availability of working time, problems
due to encroachments and lack of drainage, low productivity and lack of
personal safety during night work, were highlighted. These are elaborated in
Chapter 5.
3.10 Gangstrength formula should take into account factors such as, age of track,
corrosion prone area, very sharp curves, steep gradients, deep cutting, higher
speeds and running of BOX N wagons.
4. Date: 01.12.98, Venue: Headquarters S.E.Rly, Garden Reach
Field Engineers present: Shri Durgesh Govil, AEM/I/Bhilai

Shri G. Nagabushana Rao, AEM/Kirandul
Shri S.R. Ghosh, Sr.SE/Chakradharpur
Shri Umesh Srivastav, JE/Tilda
Points brought out:
4.1 Repetition of bad spots at the same location is a special feature on heavily
worked lines. Most of the effort is diverted for slack picking.
4.2 Keyman is able to complete greasing of ERCs, at the rate of 30 sleepers/day.
4.3 No extra gangmen are required for watching caution spots. This can be
managed within the available gangstrength.
4.4 5 bridge timbers can be replaced by 20 men in one day.
4.5 The process of dismissing absenting gangmen should be simplified. Mass
Notification, Mass Enquiry, etc should be resorted to.
46
APPENDIX 3
4.6 Son of a gangman should be recruited as gangman, in case the father suffers
due to ill health during service.
4.7 Gangstrength formula should take age of track into consideration.
5. Date: 02.12.98, Venue: Headquarters, E.Rly, Fairlie Place
Field Engineers present: Shri E.B. Thomas, DEN/Dhanbad

Shri K.K. Majumdar, SE/Gomia
Shri B.N. Das, SE/Haribagh Road
Shri D.P. Upadhyaya, SE/Bhabua Road
Points brought out:
5.1 In Shivnagar – Durgavati section with traffic of 68 GMT (UP) and 42 GMT
(DN), tie tampers are not given blocks for 3 years and the deterioration is
mounting geometrically.
5.2 Packing of PRC sleepers with crowbar is done. But the retentivity is poor.
5.3 Yardstick for supervisors should be prescribed.
5.4 Stores responsibility with Sr.SE must be shared with Depot Store Keeper.
5.5 Levying of demurrage for wagon detention on par with consignees of trade,
causes too much of pressure to Sr.SE.
5.6 Absenteeism is rampant among gangmen.
6. Date: 15.12.98, Venue: Headquarters, S.C.Rly, Secunderabad
Field Engineer present: Shri T. Vidyasagar, AEN/Tandur

Shri O. Satyanarayana, Sr.SE/Kazipet North
Shri Ch. Narasimha Reddy, Sr.SE/Dornakal
Points brought out:
6.1 Crowbar packing of PRC sleepers is adopted for slack picking. Retentivity is
for 2 months. ‘Panjore’ make off-track tampers give better performance.
‘Mico Bosch’ make off-track tampers are also being tried.
6.2 Presence of clean ballast cushion is a pre-requisite for off-track tampers.
47
APPENDIX 3
6.3 Whether slack packing is done manually or by off-track tamper, the output per
head is the same.
6.4 Absenteeism among gangmen has to be curbed.
6.5 Gangman’s work is extremely hard on the entire railway system. He deserves
to be rewarded by giving appointment to his son as gangman. A number of
privileges are given to running staff. Gangman category should similarly
receive special treatment.
7. Date: 13.03.99, Venue: Headquarters, C.Rly, Mumbai
Field Engineers present: Shri V.S. Solanki, CPWI/Sion/C.Rly

Shri R.S. Yadav, CPWI/Thane/C.Rly
Shri I.S. Rajput, CPWI/Dadar/W.Rly
Points brought out:
The field engineers explained the special problems encountered while

maintaining track of high density suburban sections, both during day and night
shifts. These are incorporated in Chapter 5.
8. Concluding Remarks
8.1 All the Field Engineers strongly expressed their concern about the welfare of
gangmen. They stated that the strenuous job reflects badly on their health.
Medical category B-1 prescribed for gangman has nothing to do with stamina
aspect. A reliable method should be devised to declare a gangman as ’weak’.
Weakness due to loss of health should be treated as occupational hazard.
Eventhough gangmen’s wards, being rural based, have good stamina, they do
not get opportunity to become gangmen, whereas unwilling candidates are
dumped as gangmen on compassionate ground. This seriously affects the
productivity with repercussion on safety to passengers. The field engineers
opined that rules should be so amended that the ward of gangman gets
appointment as gangman, if his father is declared weak, in which case he
must be discharged from service on health ground, without being offered
48
APPENDIX 3
alternative job. In such cases the ward will get appointment only as gangman
and not in any other Group D category.
8.2 The field engineers also felt that absenteeism must be sternly curbed. They
also recommended that the money saved on account of LWP/absence should
be made available to enter into contracts to clear the arrears of maintenance
work. They are not in favour of resorting to casual labour engagement for this
purpose.
8.3 To avoid repetition, these points have not been mentioned in each of the
paras 1 to 7.
49
APPENDIX 4
REPORT ON THE COMMITTEE’S VISIT TO KONKAN RAILWAY
1. The Konkan Railway having a route length of about 750 km passes through
hilly terrain. The single line has been constructed for a speed potential of 160
km/h. The track standards adopted were such as to minimize the needs for
track maintenance. The Committee, therefore, felt it appropriate to visit
Konkan Railway and accordingly the visit materialised on 12.05.1999.
2. The track structure on Konkan Railway consists of 52 kg 90 UTS rails laid on

concrete sleepers with minimum ballast cushion of 250 mm. Gas pressure
welding was adopted for welding of panels of about 250 m length. These
were thereafter converted into LWR using SKV thermit welding process. The
turnouts have thick web tongue rails and CMS crossings and are laid on PRC
sleepers. Ballastless track has been provided in some of the long tunnels,
the objective being again to minimize the track maintenance needs.
3. The track maintenance system on Konkan Railway is on the lines of ‘Fully

mechanised system having three tiers’ as recommended in the Report of
CMMDTM (Feb 95). It is seen that this system suits the conditions prevailing
on Konkan Railway. It consists of 3 tiers as follows:
3.1 Top tier which comprises of on-track tamping machines, viz. 2 CSM
machines for the plain track and a UNIMAT for the points & crossings.
3.2 Middle tier which consists of mobile maintenance gangs (MMG units).
These are responsible for attention to isolated spots. MMG unit is headed by
a PWI whose jurisdiction covers a length of about 100 km.
3.3 Bottom tier which is headed by a Sectional PWI and is responsible for the
balance of track maintenance activities. It has been named as Track
Maintenance and Monitoring Gang (TMMG). Jurisdiction of each TMMG is
about 50 km. Sectional PWI’s jurisdiction is further subdivided into 5 or 6
gang beats of approx. 8 km each. Each gang beat is headed by a Mate,
redesignated as P.Way Supervisor.
50
APPENDIX 4
4. Principles of maintenance
4.1 Top tier: The on-track machines are planned to be used for through
maintenance of track from one end of the railway to the other. However at
present, these are being used for attending the track in fairly long stretches
(of 100 m or more) based upon the results of TRC or OMS 2000 runs which
are organised on quarterly and monthly basis respectively. In addition at
certain locations, heavy ballasting is involved primarily due to geotechnical
problems. The on-track machines are being deployed at these locations
also.
4.2 Middle tier : PWI/MMG is provided with a rail maintenance vehicle (RMV).
The vehicle is equipped with off-track tampers, NI track jacks, TRALIS jacks,
welding equipment, DG sets, hoists, etc. The RMV is fully equipped to carry
out all works involved in picking of slacks, welding, replacement of rails, etc.
2 nos. rails of 6.5m length can also be carried by the RMV. The vehicle is
manned by 6 ITI–trained staff in Grade Rs. 4000-6000 and designated as
Multi-Skilled Men (MSM). They are capable of driving the RMV as well as
carrying out all the aforesaid works. Thus they have the skills of Welder,
Fitter, Mechanic, Electrician and Driver. The MSMs are dropped at the site
of work along with the tools and equipment and the block section is cleared
by the RMV. The MSMs are later on picked up from the work site. Every
year Konkan Railway experiences a large number of boulder falls and
landslides. The RMV is also equipped with special drilling tools to drill a
number of holes in the boulder to enable breaking the boulder into smaller
pieces. In due course, the RMV will also be equipped with blasting
equipment to clear larger sized boulders expeditiously. Selected MSMs are
proposed to be trained for this purpose.
4.3 Bottom tier : This unit (TMMG) is being developed as an additional help to
pick up slacks. Off track tampers and jacks are being provided. This gang
also carries out other maintenance activities like cleaning of side and catch
water drains, de-weeding, casual sleeper renewal, etc. The TMMG is
provided with jeeps/trucks. Thus they are not dependent on availability of
blocks to reach the work spot. However, as many stretches of KR are not
easily accessible by road, a motor trolley with a trailer of 1 tonne capacity is
51
APPENDIX 4
being developed for faster transportation of men, materials and equipment.

At present, TMMG is finding it difficult to transport the generator set of off-
track tampers to midsection and therefore they are not able to carry out slack
picking.
5. Communication
KRCL is having a significant advantage of fast communication from any

location in midsection to the stations on either side. Sockets are available at
every kilometre which can be plugged in by the authorised persons and traffic
blocks taken and cleared from the site instantaneously.
6. Works entrusted to Contractual Agencies.

A large variety of works are entrusted to contractual agencies. These include
the following:-
1. Transport of materials
2. Cleaning of bridge waterways & drains before monsoon
3. Overhauling of level crossings
4. Greasing of ERCs
5. Casual renewal of sleepers
6. Destressing
7. Shallow screening
8. Cess making
9. Deweeding
10. Ballast supply, its training & dressing
11. Restoration after accidents
12. Painting of bridges & steel structures.
7. The Committee inspected track by travelling in RMV and observed that the
track geometry was not in such a perfect shape as expected. Low joints at
welds have developed and alignment was not up to the mark even in straight.
It was felt that a cautious approach is needed for copying KRCL model of
track maintenance, in view of the trend of track deteriroration noticed over a
short span of one year.
52
APPENDIX 4
8. Conclusions
8.1 The total manpower employed on Konkan Railway for track maintenance is
much less. However, it has to be seen in the context of the newly constructed
assets which have borne only 3 GMT of traffic in the first year of its operation.
The predominant traffic is low axle load passenger traffic which does not
cause major deterioration to track parameters.
8.2 It is seen from para 6 that a number of works are being off-loaded to
contractual agencies. A few of these items, such as, ballast supply & its
training and painting of bridges, are traditionally being executed through
contracts on the railways. However, in regard to regular maintenance works
(such as shallow screening, casual renewal of sleepers, cleaning of
waterways, overhauling of level crossings, etc.), the Ministry of Railways
have given assurance to Corporate Enterprise Group that such works will not
be executed through contracts vide Railway Board’s letter No 87/W6/TK/12
dated .08.88 (Copy at Annexure L). The Committee cannot make any
recommendation contrary to this. Even if some unconventional step is taken
to let out some popular maintenance activities on contract, the contractors’
labourers may seek judicial route to get employed in railway in due course,
invoking the Contract Labour (Regulation & Abolition) Act. KRCL being a
newly formed quasi-government organisation, appears to have the leeway to
frame a different policy in this regard.
8.3 The 3-tier system of maintenance adopted on KR is also being practiced on

some sections of Indian Railways. There is no doubt that this is the best
system for maintenance of concrete sleeper track. There could however be
variation in matters of detail, such as, use of MP-2000 and/or a rail-cum-road
vehicle instead of RMV, and consequent operational differences. Ultimately,
the entire concrete sleeper track on the Indian Railways should gradually be
brought under the 3 tier system of maintenance. The Committee
recommends that forming of Mobile Maintenance Unit should be encouraged
on being proved to bear financial advantage.
53
APPENDIX 4
8.4 It follows from para 7.2 that more and more skilled workers will have to be
deployed for maintenance of concrete sleepers on lines similar to multiskilled
men (MSMs) working on the Konkan Railway. Therefore, there is a strong
case to recruit ITI qualified men and induct them in the Mobile Maintenance
gangs. The gangmen can be encouraged to undergo ITI training through part
time courses. Due to the changing social scenario, even on other than
concrete sleeper track, mechanisation i.e., 3 tier system, has to be
introduced, necessitating skilled and trained workmen. There will not be any
financial implication, since for creation of higher grade posts, monetarily
equivalent surrender of lower grade posts or vacancies is ensured.
8.5 The communication facilities on KR are excellent. These enable availing and
clearing block through telephonic talk from mid-section. It is essential to
develop such facilities in the field on Indian Railways, as well as to amend
the provisions in GR & SR to enable taking and clearing block by contacting
from mid-section.
8.6 On Konkan Railway, the track is entirely new and is of the same vintage from
one end to the other. In contrast, any typical P.Way section on Indian
Railways has stretches of varying ages. The fire-fighting situations
warranting immediate deployment of gangmen as existing on almost all
important routes of Indian Railways, are totally absent on Konkan Railway.
The upkeep of track by KRCL cannot be considered as perfect as seen during
the Committee’s inspection. It is too early to conclude that Konkan Railway
model of track maintenance is successful.
54
TABLE-1
MANDAYS REQUIREMENT PER ANNUM TO MAINTAIN ONE KM MACHINE PACKED TRACK (BG)
NORTHERN RAILWAY
SONEPET SECTION – DELHI TO AMBALA ROUTE
(UP: 19.9 GMT, DN: 17.3 GMT AVERAGE : 18.6 GMT)
(Laid with 52 kg LWR on PRC Sleepers)
ACTIVITIES NORM REQUIREMENT
1. ACTIVITIES T AFFECTED BY TRAFFIC DENSITY
1.1 Slack attention to
a. Bad spots 16 sleepers/head, ¼ length 1660/(4x16) 26
b. Low joints, (FP or welded), Glued joints 10 GJs attended 4 times/yr.

4 sl./GJ, 12 sleepers/head 10x4x4/12 16
c. SEJ (1 No. per km.) 6 times/yr., 4 sleepers/SEJ,

12 sleepers/head 6x4/12 2
d. Minor curve realignment As required 10

Sub Total 54
1.2 For tie tamper working (2 yr. cycle)
a. Pretamping operations 20 men/km 20/2 10
b. Along with tamper 10 men for 1 week/gang length of 10 km 10x6/10 6
c. Post tamping operations 10 men/km 10/2 5

Sub Total 19
1.3 Casual Renewal of
a. Rails 20 mandays/gang length of 10 km 2
b. Track sleepers 20 mandays/gang length of 10 km 2
c. Fasteners (along with regauging) 20 mandays/gang length of 10 km 2

Sub Total 6
1.4 Repair Welding 12 men per 1 failure/yr. 12
1.5 USFD testing 2 times/yr. 15 mandays/gang lenth 2x15/10 3
Total for "1" 96
2. ACTIVITIES R UNAFFECTED BY TRAFFIC DENSITY
2.1 Lubrication of ERCs Done by K.Man NIL
2.2 Shallow Screening (1/3 length) 6 sleepers/head 1660/(3X6) 92
2.3 Loading, leading, unloading 150 mandays/gang length 150 /10 15
2.4 Overhauling of level crossings 1 LC every 3 km, 18 mandays/LC 6
2.5 Watching caution spots & Miscellaneous As required 15
2.6 Tree cutting for visibility -do- 10
2.7 Lubrication of rails in curves -do- 10
2.8 Accident relief and carcass removal in run-over case -do- 16
2.9 Bridge sleeper attention and renewal -do- 10
2.10 Pre monsoon attention, such as clearing of drains
and waterways, cess repairs, deweeding of track and -do-
attention to cuttings and trolley refuges. 30
2.11 Creep pulling (approaches of bridge, turnout) -- --
2.12 Rectifying damage to L/C posts and gates -- --
2.13 Painting of weld collar --
Total for "2" 204
3. ACTIVITIES L FOR LWR
3.1 Boxing of ballast (2/3 length) 16 m length/head 667/16 42
3.2 Destressing 40 men/km once in 3 yr. 40/3 13
3.3 Hot weather patrolling 60 days, 1 man/km 60
3.4 Cold weather patrolling 60 days, 1 man/5km 12
Total for "3" 127
Grand Total (1 + 2 + 3) 427
55
TABLE-2
SOUTHERN RAILWAY
KATPADI & JOLARPET SECTIONS COMBINED- ARAKKONAM TO JOLARPET
(UP: 31.7GMT, DN:18.1 GMT, AVERAGE: 24.5 GMT)
(Laid with 60 kg and 52 kg LWR on PRC sleepers)
a. Bad spots 12 sl/head, 30% length 1660x0.3/12 42
b. Low joints, (FP or welded), Glued joints 2 GJs,16 sl/GJ, 6 times/ yr, 12 sl./head 2x6x16/12 16
c. SEJ (1 No. per km.) 26 sl/SEJ, 6 times/yr. 12 sl/head 6x26/12 13
d. Minor curve realignment 10% of gang length 0.1x1660/12 14

Sub Total 85
1.2 For tie tamper working (1 ½ yr cycle)
a. Pretamping operations 20 men/km 20/1.5 13
b. Along with tamper 10 men with TTM, 1.5 km daily 10/(1.5x1.5) 4
c. Post tamping operations 30 men/km 30/1.5 20

Sub Total 37
b. Track sleepers 20 mandays/gang length of 6 km 3

2
c. Fasteners (along with regauging) 2 men/TP,1/4th length in yr. 2x16/4 8
Sub Total 15
1.4 Repair Welding 2 failure/km/yr 10 men/failure 20
1.5 USFD testing 2 times/yr, 1 man, full yr, 60 km section 290/60 5
Total for "1" 162
2.1 Lubrication of ERCs 2 yr cycle, K.Man+80 sl./manday 1660/(2x80) 10
2.2 Shallow Screening (1/3 length) 6 sl./head 1660/(3X6) 92
2.3 Loading, leading, unloading As required 15
2.4 Overhauling of level crossings One LC per 2 km, 20 men/LC 10
2.5 Watching caution spots & Miscellaneous 2 spots, 3 men, 365 days, 60 km section 2x3x365/60 37
2.6 Tree cutting for visibility As required 10
2.7 Lubrication of rails in curves 2 mandays/week, 6km curve in 60 km 2x52/60 2
2.8 Accident relief and carcass removal in run-over case Managed with available men -
2.9 Bridge sleeper attention and renewal As per actual 16
and waterways, cess repairs, deweeding of track and As required 27
attention to cuttings and trolley refuges.
2.11 Creep pulling (approaches of bridge, turnout) --
2.12 Rectifying damage to L/C posts and gates 3
2.13 Painting of weld collars 2
Total for "2" 224
3.1 Boxing of ballast (2/3 length) Done with post tamping --
3.2 Destressing 55 men/km, once in 3 yrs. 55x3 18
3.4 Cold weather patrolling 60 days, 1 man/5 km 12
Total for "3" 90
Grand Total (1 + 2 + 3) 476
56
TABLE-3
WESTERN RAILWAY
RATLAM-NAGDA SECTION
(UP: 40.6 GMT, DN: 36.4 GMT, AVERAGE : 38.5 GMT)
a. Bad spots 12 sleepers/head, 1/3 length 1660/(12x3) 46
b. Low joints, (FP or welded), Glued joints 10 GJs, 4 sl./GJ, 4 times 1 yr,
12 sl./head 10x4x4/12 13
c. SEJ (1 No. per km.) 12 times/yr, 6 sl./SEJ, 12 sl./head 12x6/12 6
d. d. Minor curve realignment Done along with bad spots NIL

Sub Total 65
a. Pretamping operations 3 rail length/head 1000/39 26
b. Along with tamper 10 men for 4 days/gang length of 10 km 10x4/10 4
c. Post tamping operations 3 rail length /head 1000/39 26

Sub Total 56
a. Rails 20 mandays per gang length of 10 km 2
b. Track sleepers -do- 2
c. Fasteners (along with regauging) -do- 2

Sub Total 6
1.4 Repair Welding 12 mandays for 1 failure/yr. 12
1.5 USFD testing 15 mandays/gang length, 2 times/yr. 2x15/10 3
Total for "1" 142
2.1 Lubrication of ERCs Done by K man 18 sl/day NIL
2.2 Shallow Screening (1/3 length) 5 sl./head 1660/(3X5) 110
2.3 Loading, leading, unloading 10 men for each section 10x290/50 56
2.4 Overhauling of level crossings 1 LC every 2 km, 20 men/LC 10
2.6 Tree cutting for visibility - do - 10
2.7 Lubrication of rails in curves - do - 10
2.8 Accident relief and carcass removal in run-over case - do - 16
2.9 Bridge sleeper attention and renewal - do - 10
and waterways, cess repairs, deweeding of track and - do- 30
2.12 Rectifying damage to L/C posts and gates --
2.13 Painting of weld collars --
Total for "2" 269
3.1 Boxing of ballst (2/3 length) 26 m length/head 667/26 26
3.2 Destressing 50 men/km once in 3 yr. 50x3 17
Total for "3" 115
Grand Total (1 + 2 + 3) 526
57
TABLE-4
WESTERN RAILWAY
km 96.5 – km 161.0 (64.5km LENGTH) OF BHOPAL-NAGDA ROUTE
(SINGLE LINE 38.2 km, DOUBLE LINE 26.3 km, TOTAL TRACK 90.8 km, AVERAGE TRAFFIC* 22.2 GMT)
(Laid with 52 kg LWR on PRC sleepers for 80.1 km and ST sleepers for 10.7 km)
a. Bad spots 3573 mandays/90.8 (Actual) 39
b. Low joints, (FP or welded), Glued joints Half of 3544 mandays/90.8# 20
c. SEJ (1 No. per km.) 868 mandays/90.8 (Actual) 10
Sub Total 69
a. Pretamping operations 3 rail length/head 76/(3x2) 13
b. Along with tamper 10 men for 1 week/gang length of 10 km 10x6/(10x2) 3
c. Post tamping operations 3 rail length /head 76/(3x2) 13

Sub Total 29
b. Track sleepers 40 mandays/ganglength 4
c. Fasteners (along with regauging) 80 mandays/ganglength 8

Sub Total 16
1.4 Repair Welding 1201 mandays/90.8 13
1.5 USFD testing 20 mandays/gang length, 2 times/yr. 4
Total for "1" 131
2.1 Lubrication of ERCs Done by K man 18 sl/day -
2.2 Shallow Screening (1/3 length) 5 sl./head (Actually not done) 1660/(5X3)
110
2.3 Loading, leading, unloading 1/3rd of 2956 mandays/90.8 # 11
2.4 Overhauling of level crossings 1 LC every 2 km, 20 men per LC 10
2.7 Lubrication of rails in curves 900 mandays/90.8 10
2.8 Accident relief and carcass removal in run-over case 174 mandays/90.8 2
2.9 Bridge sleeper attention and renewal As required 10
2.10 Pre monsoon attention, such as clearing of drains Actual 1085 mandays/90.8=12. But as
and waterways, cess repairs, deweeding of track and required taken into consideration 30
2.11 Creep pulling (approaches of bridge, turnout) -
2.12 Rectifying damage to L/C posts and gates -
2.13 Painting of weld collars -
Total for "2" 205
3.1 Boxing of ballst (2/3 length) 3103 mandays/90.8 34
3.2 Destressing 472 mandays/90.8 5
Total for "3" 111
Grand Total (1 + 2 + 3) 447
* 31.2 GMT on the route is divided as 18GMT on UP and 13.2GMT on DN in the patch doubled stretch.
Therefore Average GMT km/km = [(38.2 X 31.2) + (26.3x18) + (26.3x13.2)]/90.8=22.2
# Reduction is applied since gangmen utilised for certain special works are reflected in the mandays.
58
TABLE-5
SOUTH EASTERN RAILWAY
BHILAI SECTION – URUKUA TO DURG
(UP:47 GMT, DN:25 GMT, AVERAGE:36 GMT)
(Laid with 60 kg and 52 kg LWR on PRC sleepers for 53 km and 52 kg LWR/SWR on ST sleepers for 31 km)
1.1 Slack attention to (10 PRC sl. Or 12 ST sl. per head)
a. Bad spots 10156 mandays for 84 km. 121
b. Low joints, (FP or welded), Glued joints 5160 mandays for 84 km 61
c. SEJ (1 No. per km.) Included in b -
d. Minor curve realignment Included in a -

Sub Total 182
1.2 For tie tamper working
a. Pretamping operations
b. Along with tamper 400 mandays for 84 km 5
c. Post tamping operations

Sub Total 5
a. Rails
b. Track sleepers 2752 mandays for 84 km 33
c. Fasteners (along with regauging)

Sub Total 33
1.4 Repair Welding 3150 mandays for 84 km 38
1.5 USFD testing --
Total for "1" 258
2.1 Lubrication of ERCs K Man’s duty --
2.2 Shallow Screening (1/3 length) 6 sl./head (Actual progress trivial) 1660/(3x6) 92
2.3 Loading, leading, unloading 1595 mandays for 84 km 19
2.4 Overhauling of level crossings 48 LC,20 men/LC in 84 km 48x20/84 11
2.5 Watching caution spots & Miscellaneous Managed within available men -
2.6 Tree cutting for visibility - do - -
2.7 Lubrication of rails in curves 3 mandays/week in 84 km. 3x52/84 2
2.8 Accident relief and carcass removal in run-over case 530 mandays for 84 km 6
2.9 Bridge sleeper attention and renewal 5 sleepers/20 men -
and waterways, cess repairs, deweeding of track and 1204 mandays, for 84 km 14
2.11 Creep pulling (approaches of bridge, turnout) -
2.12 Rectifying damage to L/C posts and gates -
2.13 Painting of weld collars -
Total for "2" 144
3.1 Boxing of ballast (2/3 length) Done where required --
3.2 Destressing 50 men/km once in 3 yr 50x3 17
3.3 Hot weather patrolling 780 mandays for 84 km 9
3.4 Cold weather patrolling -- -
Total for "3" 26
Grand Total (1 + 2 + 3) 428
Note: It has been stated, due to non-availability of adequate manpower and due to
absenteeism, works under 1.2,2.2,2.9,3.1 & 3.4 could not be done to satisfaction.
59
TABLE-6
KIRANDUL SECTION – KK LINE – GANG LENGTHS NO. 59 & 66 COMBINED (SINGLE LINE: 43 GMT)
(Laid with 60 kg FR/LWR on PRC sleepers. 13.2 km total = 5.45. km straight, 2.25 km 6.5o , 5.5 km 8o)
a. Bad spots
b. Low joints, (FP or welded), Glued joints
c. SEJ (1 No. per km.) 2043 mandays for 13.2 km 154
d. Minor curve realignment

Sub Total 154
1.2 For tie tamper working
a. Pretamping operations 600 mandays for 108 km 6
b. Along with tamper included in c
c. Post tamping operations 800 mandays for 108 km 8

Sub Total 14
a. Rails
b. Track sleepers 436 mandays for 13.2 km 33

Sub Total 33
1.4 Repair Welding -
1.5 USFD testing -
Total for "1" 201
2.2 Shallow Screening (1/3 length) 6 sl/head(Actually not done) 1660/(3x6) 92
2.3 Loading, leading, unloading 1041 mandays for 13.2 km 79
2.4 Overhauling of level crossings 12 LC, 30 men/LC over 108 km 12x30/108 3
2.5 Watching caution spots & Miscellaneous Managed with available men --
2.6 Tree cutting for visibility -do- --
2.7 Lubrication of rails in curves 131 mandays for 13.2 km 10
2.8 Accident relief and carcass removal in run-over case 444 mandays for 13.2 km 34
2.9 Bridge sleeper attention and renewal 267 mandays for 13.2 km 20
and waterways, cess repairs, deweeding of track and 492 mandays for 13.2 km 37
2.11 Creep pulling (approaches of bridge, turnout) 231 mandays for 13.2 km 18
Total for "2" 293
3.1 Boxing of ballst (2/3 length) 358 mandays for 6.2 km (Gang 59) 57
3.2 Destressing 112 mandays for 6.2 km (Gang 59) 18
3.3 Hot weather patrolling --
3.4 Cold weather patrolling --
Total for "3" 75
Grand Total (1 + 2 + 3) 569

Note: Due to 60% absenteeism, all the works needed are not fully carried out . For example shallow
screening is not done at all. Lot of ballast was unloaded and plenty of scrap collection took place in this
year. Hence the figures of activities 2.3 and 3.1 are abnormal.
60
TABLE-7
CHAKRADARPUR SECTION – RAJKARSWAN TO SONUA
(UP : 29 GMT, DN : 29 GMT, AVERAGE : 29 GMT)
(Laid with 60 kg & 52 kg LWR on PRC sleepers)
a. Bad spots 8 sl./head, half the length 1660/(2x8) 104
b. Low joints, (FP or welded), Glued joints (This generally takes care of b , c and d
also)
c. SEJ (1 No. per km.)

Sub Total 104
1.1 For tie tamper working (one year cycle)
a. Pretamping operations 750 mandays for 76 km 10
b. Along with tamper (included in c)
c. Post tamping operations 810 mandays for 76 km 11

Sub Total 21
a. Rails
Sub Total 26
1.5 USFD testing --
Total for "1" 177
2.2 Shallow Screening (1/3 length) 6 sl/head 1660/(3x6) 92
2.3 Loading, leading, unloading 10 men full year for 76 km 10x290/76 38
2.4 Overhauling of level crossings 38 LC, 20 men/LC, in 76 km 38x20/76 10
2.7 Lubrication of rails in curves -- --
2.8 Accident relief and carcass removal in run-over case As required 20
2.9 Bridge sleeper attention and renewal 5 sleepers/20 men, as average over 2 km 10
2.10 Pre monsoon attention, such as clearing of drains 3
and waterways, cess repairs, deweeding of track and 18 mandays for 76 km
--
\2.13 Painting of weld collars
Total for "2" 183
3.1 Boxing of ballst (2/3 length) 1 ½ rail length /man 667/19.5 34
3.2 Destressing 50 men/km once in 3 yr 50/3 17
3.3 Hot weather patrolling 60 days, 1 man/2 km 30
Total for "3" 91
Grand Total (1 + 2 + 3) 451

Note: Due to absenteeism, manpower as projected here is not actually available.
61
TABLE-8
TILDA SECTION – BILASPUR TO RAIPUR
(UP : 42 GMT, DN : 26 GMT, AVERAGE : 34 GMT)
(Laid with 60 kg & 52 kg LWR on PRC sleepers on UP line & 52 kg LWR on ST Sleepers on DN line)
a. Bad spots 8 sl/head for PRC sl.
10 sl/head for ST sl. 1660/(2x9) 92
b. Low joints, (FP or welded), Glued joints Half the length attended
(This generally takes care of

c. SEJ (1 No. per km.) b, c and d also)

Sub Total 92
1.2 For tie tamper working (one year cycle)
b. Along with tamper 600 mandays for 50 km 12

Sub Total 12
a. Rails

Sub Total 30
1.5 USFD testing -- --
Total for "1" 154
2.2 Shallow Screening (1/3 length) 6 sl/head 1660/(3x6) 92
2.3 Loading, leading, unloading 7 men full yr for 50 km 7x290/50 41
2.4 Overhauling of level crossing 22 LC, 20 men/LC for 50 km 22x20/50 9
2.7 Lubrication of rails in curves --
2.8 Accident relief and carcass removal in run-over case As required 25
2.9 Bridge sleeper attention and renewal 5 sleepers/20 men, as average over 2km 10
and waterways, cess repairs, deweeding of track and 1 week, all gangmen in a year 10
2.12 Rectifying damage to L/C posts and gates 90 mandays for 50 km 2
Total for "2" 199
3.1 Boxing of ballast (2/3 length) As required 25
3.2 Destressing 50 men/km, once in 3 yr 50x3 17
Total for "3" 82
Grand Total (1 + 2 + 3) 435
Note: Due to absenteeism, manpower as projected here is not actually available.
62
TABLE-9
EASTERN RAILWAY
CHANDRAPURA SECTION–GOMOH TO BERMO
(UP : 18 GMT, DN:14 GMT, AVERAGE 16 GMT)
(Laid with 58 km of PRC sleepers and 8 km of ST sleepers with 52 kg LWR)
a. Bad spots As per actual, with 10 sl/head 130
b. Low joints, (FP or welded), Glued joints (Included in a)
c. SEJ (1 No. per km.) 3 mandays/SEJ, once in 2 weeks 3x52/2 78
d. Minor curve realignment (included in a)

Sub Total 208
1.2 For tie tamper working (One year cycle)
a. Pretamping operations 50 mandays/km 50
b. Along with tamper (Included in a & c)
c. Post tamping operations 40 mandays/km 40

Sub Total 90
a. Rails 500 mandays for 66 km 8
b. Track sleepers

Sub Total 8
1.4 Repair Welding 15 men per 2 welds, 10 cases/year 15x1066 2
1.5 USFD testing Staff of HQ manage NIL
Total for "1" 308
2.2 Shallow Screening (1/3 length) 3.5 sleepers/head 1660/(3x3.5) 158
2.3 Loading, leading, unloading 2200 mandays for 66 km section 2200/66 33
2.4 Overhauling of level crossings 14 L.C, 40 men/LC for 66 km section 14x40/66 9
2.5 Watching caution spots & Miscellaneous 8 men/day for 90 days, for 66 km section 8x90/66 11
2.6 Tree cutting for visibility -
2.7 Lubrication of rails in curves 5 km curve, 1 man for full yr, weekly cycle 290/66 4
2.8 Accident relief and carcass removal in run-over case (90+2300)mandays for 66 km 2390/66 36
2.9 Bridge sleeper attention and renewal 300 mandays total 300/66 5
and waterways, cess repairs, deweeding of track and 1500 mandays total 1500/66 23
Total for "2" 279
3.1 Boxing of ballast (2/3 length) 1 man/rail length 667/13 51
3.2 Destressing 65 men/km, once in 3 yr 65/3 22
3.4 Cold weather patrolling 30 days 1man/3 km 10
Total for "3" 143
Grand Total (1 + 2 + 3) 730
63
TABLE-10
EASTERN RAILWAY
HAZARI BAGH ROAD SECTION – HAZARI BAGH ROAD TO KODERMA
(UP:43 GMT, DN: 28 GMT, AVERAGE 35.5 GMT)
(Laid with 60 kg & 52 kg LWR on PRC sleepers)
a. Bad spots As per actual, with 10 sl./head 60
b. Low joints, (FP or welded), Glued joints (included in a)
c. SEJ (1 No. per km.) (included in a)
d. Minor curve realignment (included in a)

Sub Total 60
1.2 For tie tamper working (21 months average cycle)
a. Pretamping operations 80 men/km 80/1.75 46
b. Along with tamper (included in a& c)
c. Post tamping operations 40 men /km 40/1.75 23

Sub Total 69
a. Rails 660 mandays for 88 km 7
b. Track sleepers

Sub Total 7
1.4 Repair Welding 15 men per 2 welds, 18 cases/year 15x18/88 3
1.5 USFD testing Staff of HQ manage --
Total for "1" 139
2.2 Shallow Screening (1/3 length) 3.5 sl/head 1660/(3x3.5) 158
2.3 Loading, leading, unloading 3000 mandays for 88 km section 3000x88 34
2.4 Overhauling of level crossings 14 LC , 80 men/LC, for 88 km section 14x80/88 13
2.5 Watching caution spots & Miscellaneous 6 men/day for 90 days, for 88 km section 6x90/88 6
2.6 Tree cutting for visibility --
2.7 Lubrication of rails in curves 5 km curve, 1 man for full yr, weekly cycle 290/88 3
2.8 Accident relief and carcass removal in run-over case (90+3421) mandays for 88 km 3511/88 40
2.9 Bridge sleeper attention and renewal 250 mandays total 250/88 3
and waterways, cess repairs, deweeding of track and 1500 mandays total 1500/88 17
2.13 Painting of weld collars 1 manday/100 joints 2x77/100 2
Total for "2" 276
3.1 Boxing of ballast (2/3 length) 1 man/rail length 667/13 51
3.2 Destressing 50 men/km, once in 3 yr 50/3 17
Total for "3" 138
Grand Total (1 + 2 + 3) 553
64
TABLE-11
EASTERN RAILWAY
BHABUA ROAD SECTION – SHIVSAGAR ROAD TO DURGAVATI
PART SECTION OF 13 KM WITH 68 GMT ALONE CONSIDERED
(Laid with 60 kg LWR on PRC sleepers)
a. Bad spots As per actual, with 8 sl/head
b. Low joints, (FP or welded), Glued joints a to d included , 2036 mandays for 13 km 2036/13 156

Sub Total 156
1.2 For tie tamper working (yearly cycle)
b. Along with tamper a to c included, 50 mandays/km 50

Sub Total 50
a. Rails
a to c included, 178 mandays for 13 km 178/13 14
b. Track sleepers

Sub Total 14
1.4 Repair Welding 15 men per 2 welds, 12 cases for 80 km 15X12/80 2
1.5 USFD testing 6 times/yr. 150 mandays/13 km 12
Total for "1" 234
2.2 Shallow Screening (1/3 length) 3.5 sl./head 1660/(3x3.5) 158
2.3 Loading, leading, unloading Gang of (1+12)is partly utilised Appr. 30
2.4 Overhauling of level crossings 15 LCs, 60 men/LC for 80 km 15x60/80 11
2.5 Watching caution spots & Miscellaneous 646 mandays for 80 km 646/80 8
2.6 Tree cutting for visibility --
2.7 Lubrication of rails in curves 8 mandays/month 80 km, 2 week cycle 8x12/80 1
2.8 Accident relief and carcass removal in run-over case (120+240)mandays for 80 km 360/80 4
2.9 Bridge sleeper attention and renewal 200 mandays for 80 km 3
and waterways, cess repairs, deweeding of track and 16 mandays for 13 km 1
Total for "2" 216
3.1 Boxing of ballast (2/3 length) 1.5 mandays/rail length 1.5x667/13 77
3.2 Destressing 50 men/km, once in 3 yrs. 50/3 17
Total for "3" 164
Grand Total (1 + 2 + 3) 614
Note: Tie tamper could not be deployed for more than 2 years, though yearly cycle is called for due to heavy
GMT. Still attention to slack is not abnormal, considering the heavy traffic, compared to other sections.
65
TABLE-12
SOUTH CENTRAL RAILWAY
KAZIPET NORTH SECTION – KAZIPET TO POTKAPALLI - KAZIPET TO BALHARSHA ROUTE
(UP:29 GMT, DN:38 GMT, AVERAGE:33.5 GMT)
(Laid with 60 kg and 52 kg LWR on PRC Sleepers)
a. Bad spots All such locations identified by
inspections, TRC & OMS Car runs.
b. Low joints, (FP or welded), Glued joints 8 sleepers/head for slack picking. All 150
these locations clubbed and mandays
requirement claimed as 150

Sub Total 150
1.2 For tie tamper working (2 year cycle)
b. Along with tamper 12 men each machine, 100 km in 60 days 12x60/2x100 4

Sub Total 19
a. Rails 10 rails/month, 15 men for each 10x12x15/100 18
b. Track sleepers 20 sleepers/month, 6 men for each 14
c. Fasteners (along with regauging) As required 5

Sub Total 37
1.4 Repair Welding 15 men working on days in the section 15x290/100 44
1.5 USFD testing 6
Total for "1" 256
2.1 Lubrication of ERCs 1 man/50 sleepers, once in 2 yr 1660/(2x50) 17
2.3 Loading, leading, unloading 16 men for full gang length 16x290/100 46
2.4 Overhauling of level crossing 56 LCs in 100 km, 40 men/LC 40x56/100 22
2.5 Watching caution spots & Miscellaneous 4 men in section every day 4x365/100 15
2.6 Tree cutting for visibility 8 men in section every day working 8x290/100 24
2.7 Lubrication of rails in curves 26 km curve, 2 men/km, once a week 26x2x52/100 26
2.8 Accident relief and carcass removal in run-over case 5 run over/month 25 menx12 days in yr. 4
2.9 Bridge sleeper attention and renewal 300 sl.renewal, attention to channel 12
sleepers
2.10 Pre monsoon attention, such as clearing of drains Deweeding: 39 m/head, 3 times/yr
and waterways, cess repairs, deweeding of track and (Included through boxing):75 75+4 79
attention to cuttings and trolley refuges. Premonsoon attention :4
2.11 Creep pulling (approaches of bridge, turnout) Approaches of bridge, loops 2

2.13 Painting of weld collars 2 times/yr, 1 man/km 2
Total for "2" 387
3.1 Boxing of ballast (2/3 length) Freshly unloaded ballast only(See2.14) 8
3.2 Destressing 60 men/km, once in 3 yrs. 20
3.3 Hot weather patrolling 60 days , 1 man/2 km 30
Total for "3" 88
Grand Total (1 + 2 + 3) 731
66
TABLE-13
DORNAKAL SECTION – DORNAKAL TO KHAMMAM – KAZIPET TO VIJAYAWADA ROUTE
(UP:28 GMT, DN:34 GMT, AVERAGE : 31 GMT)
inspections, TRC & OMS runs. 150
b. Low joints, (FP or welded), Glued joints 12 sleepers/head for slack picking.
All these locations clubbed and mandays
requirement claimed as 150

Sub Total 150
b. Along with tamper 12 men for each TTM, 60 km in 36 days 12x36/(2x60) 4

Sub Total 19
a. Rails As required
b. Track sleepers - do –
c. Fasteners (along with regauging) - do -

Sub Total 11
1.4 Repair Welding As practical 80
1.5 USFD testing 6
Total for "1" 266
2.1 Lubrication of ERCs 1 man for 50 sleepers 1660/(2x50) 17
2.2 Shallow Screening (1/3 length) 4 sleepers/head 1660/(3x4) 138
2.3 Loading, leading, unloading 16 men for full length of 60 km 16x290/60 77
2.4 Overhauling of level crossings 32 LCs in 60 km, 40 men/LC 40 x32/60 21
2.5 Watching caution spots & Miscellaneous 4 men in section every day 4x365/60 24
2.6 Tree cutting for visibility 5 men in section every day (working) 5x290/60 24
2.7 Lubrication of rails in curves 20 km curve, 2 men/km, once a week 20x2x52/60 34
2.8 Accident relief and carcass removal in run-over case 5 run over/month, 80 men x4 days in yr 6
2.9 Bridge sleeper attention and renewal As required 4
2.10 Pre monsoon attention, such as clearing of drains Deweeding:39 m/head, 3 times/yr.
and waterways, cess repairs, deweeding of track and (including through boxing):75 75+8 83
attention to cuttings and trolley refuges. Side drains clearance : 8
2.11 Creep pulling (approaches of bridge, turnout) Approaches of Bridges, loops 3
2.12 Rectifying damage to L/C posts and gates As required 2
2.13 Painting of weld collars 2 times/yr, 4 mandays/km 8
Total for "2" 441
3.1 Boxing of ballast (2/3 length) For freshly unloaded ballast only(see2.14) 8
3.2 Destressing 60 men/km, once in 3 years 20
Total for "3" 88
Grand Total (1 + 2 + 3) 795
67
TABLE-14
SEDAM SECTION – WADI TO DARUR – WADI TO SECUNDERABAD ROUTE
(UP:16 GMT, DN : 9 GMT, AVERAGE : 12.5 GMT)
(Laid with 44 km of PRC sleepers and 54 km of ST sleepers with 52 kg LWR and SWR)
inspections, TRC & OMS car runs .
b. Low joints, (FP or welded), Glued joints 10 sleeper/head, for slack picking. 240
All these locations clubbed and
mandays requirement claimed as 240

Sub Total 240
a. Pretamping operations 10 men /km 10
b. Along with tamper 12 men for each TTM, 98 km in 60 days 12X60/98 7
c. Post tamping operations 20 men/km 20

Sub Total 37
a. Rails As required 4
b. Track sleepers - do - 5
c. Fasteners (along with regauging) -do - --

Sub Total 9
1.4 Repair Welding As per actual 30
1.5 USFD testing 6
Total for "1" 322
2.1 Lubrication of ERCs 1 man for 50 sleepers, once in 2 yrs 1660/2x50 17
2.3 Loading, leading, unloading 16 men for full length of 98 km 16x290/98 47
2.4 Overhauling of level crossing 12 LCs in 98 km, 40 men/LC 12x40/98 5
2.6 Tree cutting for visibility As practical 12
2.7 Lubrication of rails in curves 20 km curve, 2 men/km,once a week 20x2x52/98 21
2.8 Accident relief and carcass removal in run-over case As per actual 4
2.9 Bridge sleeper attention and renewal - do - 5
2.10 Pre monsoon attention, such as clearing of drains Deweeding: 39 m/head, 3 times/yr
and waterways, cess repairs, deweeding of track and (including boxing) : 75 75+6 81
attention to cuttings and trolley refuges. Side drains clearance : 6
2.11 Creep pulling (approaches of bridge, turnout) loops, approaches of bridges 2
2.13 Painting of weld collars 2 times/yr, 1 manday/km 2
Total for "2" 349
3.1 Boxing of ballast (2/3 length) Forfreshly unloaded ballast only(see 2.14) 8
3.2 Destressing 60 men/km, once in 3 yrs 20
3.3 Hot weather patrolling 60 days, 1 man/2km 30
Total for "3" 88
Grand Total (1 + 2 + 3) 759
68
TABLE-15
ABSTRACT OF FIELD DATA FROM SECTIONS 1 TO 14
ON VARIOUS ZONAL RAILWAYS
ACTIVITIESSECTION 1 2 3 4 5 6 7 8 9 10 11 12 13 14
GMT 18.6 24.5 38.5 22.2 36.0 43.0 29.0 34.0 16.0 35.5 68.0 33.5 31.0 12.5
1. ACTIVITIES T AFFECTED BY
TRAFFIC DENSITY
Slack attention to
a. Bad spots 26 42 46 39 121 - 104 - 130 60 - - - -
b. Low joints, (FP or welded), Glued 16 16 13 20 61 - - 92 - - 156 150 150 240

Joints
c. SEJ (1 No. per km.) 2 13 6 10 - 154 - - 78 - - - - -
d. Minor curve realignment 10 14 - - - - - - - - - - - -

Sub Total 54 85 65 69 182 154 104 92 208 60 156 150 150 240
For tie tamper working
Pretamping operations 10 13 26 13 - 6 10 - 50 46 - 5 5 10
b. Along with tamper 6 4 4 3 5 - - 12 - - 50 4 4 7
c. Post tamping operations 5 20 26 13 - 8 11 - 40 23 - 10 10 20

Sub Total 19 37 56 29 5 14 21 12 90 69 50 19 19 37
Casual Renewal of
a. Rails 2 4 2 4 - - - - 8 7 - 18 4
b. Track sleepers 2 3 2 4 33 33 26 30 - - 14 14 5
c. Fasteners (along with regauging) 2 8 2 8 - - - - - - - 5 -

Sub Total 6 15 6 16 33 33 26 30 8 7 14 37 11 9
1.4 Repair Welding 12 20 12 13 38 - 26 20 2 3 2 44 80 30
1.5 USFD testing 3 5 3 4 - - - - - - 12 6 6 6
Total for "1" 96 162 142 131 258 201 177 154 308 139 234 256 266 322
2. ACTIVITIES R UNAFFECTED BY
TRAFFIC DENSITY
2.1 Lubrication of ERCs - 10 - - - - - - - - - 17 17 17
2.2 Shallow Screening (1/3 length) 92 92 110 110 92 92 92 92 158 158 158 138 138 138
2.3 Loading, leading, unloading 15 15 56 11 19 79 38 41 33 34 30 46 77 47
2.4 Overhauling of level crossing 6 10 10 10 11 3 10 9 9 13 11 22 21 5
2.5 Watching caution spots & 15 37 15 12 - - - - 11 6 8 15 24 15
Miscellaneous
2.6 Tree cutting for visibility 10 10 10 10 - - 10 10 - - - 24 24 12
2.7 Lubrication of rails in curves 10 2 10 10 2 10 - - 4 3 1 26 34 21
2.8 Accident relief and carcass 16 - 16 2 6 34 20 25 36 40 4 4 6 4
removal in run-over case
2.9 Bridge sleeper attention and 10 16 10 10 - 20 10 10 5 3 3 12 4 5
renewal
2.10 Pre monsoon attention, such as 30 27 30 30 14 37 3 10 23 17 1 79 83 81
clearing of drains and water-
ways, cess repairs, de-weeding
of track and attention to
cuttings and trolley refuges.
2.11 Creep pulling (approaches of - - - - - 18 - - - - - 2 3 2
bridge, turnout)
2.12 Rectifying damage to L/C posts - 3 - - - - - 2 - - - - 2 -
and gates
2.13 Painting of weld collars - 2 - - - - - - - 2 - 2 8 2
Total for "2" 204 224 269 205 144 293 183 199 279 276 216 387 441 349
3.1 Boxing of ballast (2/3 length) 42 - 26 34 - 57 34 25 51 51 77 8 8 8
3.2 Destressing 13 18 17 5 17 18 17 17 22 17 17 20 20 20
3.3 Hot weather patrolling 60 60 60 60 9 - 30 30 60 60 60 30 30 30
3.4 Cold weather patrolling 12 12 12 12 - - 10 10 10 10 10 30 30 30
Total for "3" 127 90 115 111 26 75 91 82 143 138 164 88 88 88
Grand Total (1 + 2 + 3) 427 476 526 447 428 569 451 435 730 553 614 731 795 759
69
TABLE-16
ANALYSIS OF MANPOWER REQUIREMENT AS PER FIELD DATA COLLECTED
(Tables 1 to 14 and Abstract Table 15 may be referred)
Mandays requirement per km

%age
Sections Rly. GMT for activities Remarks
T/R
T R L Total
1 N 18.6 96 204 127 427 47
2 S 24.5 162 224 90 476 72
3 W 38.5 142 ♦ 115 526 53
269
4 W 22.2 131 205 111 447 64 ST sleeper mix 12%.
ST sleeper mix 37%.
5 SE 36.0 • 144 26 428 179 Absenteeism reflected in
258
Activity L
6 SE 43.0 201 ♦ 75 569 69
293
7 SE 29.0 177 183 91 451 97
8 SE 34.0 154 199 82 435 77 ST Sleeper mix 50%
9 E 16.0 • ♣ ∗ 730 110 ST Sleeper mix 12%

308 279 143
10 E 35.5 139 ♣ ∗ 553 50
276 138
11 E 68.0 • 216 ∗ 614 108
234 164
12 SC 33.5 • 88 731 66
256 387
13 SC 31.0 • 88 795 60
266 441
ST sleeper mix 55%.
14 SC 12.5 • 88 759 92 Maximum soil problems exist
322 349
in this section.
NOTE :
In these sections, repeated attention is needed at certain obvious locations, such as

1. • defective welds, glued joints, SEJs and approaches of L.C & bridges. In section 14, bad
formation problems too add up.
2. ♦ For loading/unloading excessive manpower has been projected.
Very low norm for shallow screening adopted along with excessive manpower
3. ♣ requirement for restoration of accidents.
Very low norm for boxing of ballast adopted.
4. ∗
SC Railway has suggested very low norm for shallow screening., (4 sleepers/head),
5.
liberal manpower for loading/unloading and for pre-monsoon attention.
70
GRAPH-1
Mandays for Activities T affected by traffic density

Vs
GMT
800
750
700
650
600
550
500
450
Mandays
400
350
322
(14
308
300 (9)
266
256 258 Best fit straight line
(13)
250 (12) (5)
234
(11)
200 201
(6)
177 (50,194.379)
162 (7
154
(2)
150 (8) 139
131 142
(10) (3)
(4 )
100 96
(1)
(0,79.779)
50
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0
GMT
Only the details of sections 1,4,2,7,8,10,3,6&11 are taken as reliable (vide remarks on Table 16)
and are coonsidered for Linear Regression
This gives the expression: Mandays=79.779+2.292GMT
Mandays for Activities T is therefore taken as (80+2.3GMT)
71
GRAPH-2
Mandays for Activities R unaffected by traffic density

Vs
GMT
800
750
700
650
600
550
500
450
(13) 441
Mandays
400
387
(12)
350 349
(14)
300 (10)
293
(6)
279 276
(3)269
(9)
250
216(11)
224 (8)
205 (2)
199 196.43
200 204 (4)
(1)
183
(7)
150 144
(5)
100
50
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0
35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0
GMT
Only the details of sections 1,4,2,7,8,5 & 11 are taken as reliable (vide remarks on Table 16)
and these give the mean value 196.43,with the standard deviaton 24.52
Average value of Mandays for Activities R is therefore taken as 196.
72
GRAPH-3
Mandays for Activities L for LWR

Vs
GMT
800
750
700
650
600
550
500
450
Mandays
400
350
300
250
200
164
150 143 138

(10) (11)
(9) 127 (3)
(4) 115
100 (1) 91 88 88
111
88 90 (12)
(7)
(2) (13) 82 75
(14)
(8)
50 (6)
(5) 26
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0
GMT
Conclusion:- Too much scatter; Average value may not be realistic (vide remarks on Table 16).
Mandays can as well be worked out by adopting appropriate norms for the elements of Activities L.
73
GRAPH-4
Total Mandays for Activities T,R & L

Vs
GMT
800
795
(13)
759
750 731
(14) 730
(9) (12)
700
650
614
600 (11)
569
550 553 (6)
(10)
526
(3)
500
476
(2)
451
450 447 435
(4) (7)
427 (8) 428
Mandays
(5)
(1)
400
350
300
250
200
150
100
50
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0
GMT
Conclusion:- Too much scatter; No relation emerges between Mandays and GMT, as such.
74
GRAPH-5
Percentage of Mandays for Activities T to that for

Activities R
Vs
GMT
200
190
180 179
(5)
170
160
150
140
130
120
110 108
110
Percentage
(9)
(11)
100 97
92 (7)
90
(14)
77
80
(8)
72
70 66 69
(2)
64
60 (12) (6)
60
(4)
(13) 53
50
50
(3)
47
(10)
40 (1)
30
20
10
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0
GMT
Conclusion:-Too much scatter; No relation emerges between Mandays for Activity T to that for R, as such.
75
TABLE – P

TO MAINTAIN ONE KM TRACK (BG) MACHINE PACKED LAID WITH LWR ON PRC SLEEPERS
IN A SECTION CARRYING 20GMT TRAFFIC (NON-SUBURBAN)
WITH GOOD BANK, FLAT CURVES AND LOW RAINFALL

a. Bad spots 12 sl./head, ¼ length 1660/(4x12) 35
b. Low joints, (FP or welded), Glued joints 12 GJ/LJ attended 4 times/yr, 4 sl/joint 12x4x4/12 16
12 sl/head
c. SEJ (1 No. per km.) 6 times/yr, 8 sl/SEJ, 12 sl/head 6x8/12 4
d. Minor curve realignment As required 10

Sub Total 65
T.2 For tie tamper working (2 yr. Cycle)
a. Pretamping operations 20 men/km. 20/2 10
b. Along with tamper 10 men for 1 week, 10 km ganglength 10x6/(10x2) 3
c. Post tamping operations 28 men/km (includes boxing needed) 28/2 14

Sub Total 27
a. Rails 60 mandays/ganglength of 10 km. 6
b. Track sleepers 60 mandays/ganglength of 10 km. 6
c. Fasteners (along with regauging) 100 mandays/ganglength of 10 km. 10

Sub Total 22
T.4 Repair Welding 12 men per 1 failure/yr. 12
Total for Activities T 126
R.1 Lubrication of ERCs Keyman' s duty (occasional assistance) 2
R.2 Shallow Screening (1/5 length) 6 sl/head 1660/(5x6) 55
R.3 Loading, leading, unloading inferred from field data analysis 20
R.4 Overhauling of level crossing 1 LC per 1.5km., 20 men/LC 20/1.5 13
R.5 Watching caution spots & Miscellaneous inferred from field data analysis 10
R.6 Tree cutting for visibility - do - 10
R.7 Lubrication of rails in curves - do - 4
R.8 Accident relief and carcass removal in run-over case - do - 10
R.9 Bridge sleeper attention and renewal - do - 10
R.10 Pre monsoon attention, such as clearing of drains
attention to cuttings and trolley refuges. - do - 18
R.11 Creep pulling (approaches of bridge, turnout) - do - 5
R.12 Rectifying damage to L/C posts and gates - do - 2
Total for Activities R 159
Grand Total (T+R) 285
Mandays for Activities T = 80 + 2.3 GMT as per the linear regression of field data (Refer Graph 1)
= 80 + 2.3 x 20 = 126
Mandays for Activities R and L : as inferred from the field data, with the following modifications:
Shallow screening frequency increased from 3 years to 5 years
Average spacing of level crossings taken as 1.5km as obtained on IR.
76
GRAPH-6
LINEARISING MANPOWER WITH RESPECT TO GMT

ADAPTING SPECIAL COMMITTEE FORMULA
BROAD GAUGE R1
1.4
1.3
1.2
U 1.1
R2 Mid-zone linear relation
1.0
0.9
0.8
0 2.5 5 6 10 15 20 22.5 25
GMT
Point R1: GMT=22.5, U=1.4, Manpower factor=1.47, No. of working days=295
Mandays/annum = 0.95 x 1.4 x 1.47 x 295 = 577
Point R2: GMT=2.5,U=1.0, Mandays/annum=0.95 x1.0 x 1.47 x 295 = 412
Linear Regression: Mandays/annum = 391 + 8.24 GMT
METRE GAUGE
1.2
1.1 S1
1.0 S2
U 0.9
Mid-zone linear relation
0.8
0.7
0.6
2.5 5 7.5
GMT
Point S1: GMT=7.5, U=1.15, Manpower factor=1.21, No. of working days=295

Mandays/annum = 0.95 x 1.15 x 1.21 x 295 = 390
Point S2: GMT=2.5, U=0.95, Mandays/annum = 0.95 x 0.95 x 1.21 x 295 = 322
Linear Regression : Mandays/annum = 288 + 13.56 GMT
Linear Regression : Mandays/annum = 303 + 14.2 GMT

Point C
77
TABLE – P1


T.1 Through packing 12 sl/head, once a year 1660/12 138
a. Bad spots 24 sl/head, ¾ round/yr (3/4) x 1660/24 52
b. Low joints, insulated joints 8 joints,6 sl/jt, 4 times/yr 8x4x6/12 16

12 sl/head
c. Minor curve realignment 10% length, 24 sl/head, 0.1x1660/24 7

once in a year
Sub Total 75
a. Rails 5 rails, 2.5 men/rail 5x2.5 12
b. Sleepers 30 sl, 5 sl./head 30/5 6
c. Fasteners (includes attention) ¼ length in yr., 2 men/TP 2x16/4 8

Subtotal 26
T.4 Creep pulling 5

R.1 Lubrication of rail joints 160 jts, 10 jt/head 160/10 16
R.2 Shallow screening (1/5 length) 6 sl./head 1660/(6x5) 55
R.3 Loading, leading, unloading 120 mandays for 6km 20
ganglength
R.4 Overhauling of level crossings 1 LC/1.5km, 20 men/LC 20/1.5 13
R.5 Watching caution spots & miscellaneous 10
R.6 Tree cutting for visibility 10
R.7 Lubrication of rails in curves 4
R.8 Accident relief and carcass removal in run-over cases 10
R.9 Bridge sleeper attention and renewal 10
R.10 Pre-monsoon attention such as clearing of drains and 18
R.11 Rectifying damage to LC posts and gates 2
Grand Total (T+R) 412

Note: (i) Norms stipulated in Special Committee' s Report 1979 have been generally adopted.
Activities have been further split into more number of elements than what has been
indicated in the above said Report.
(ii) For 2.5 GMT, U = 1.0 by replacing the step-by-step variation of U with respect to
GMT, by an equivalent mid-zone linear variation. Manpower factor = 1.47. Number
of working days per year as adopted in the said Report = 295. Mandays per year
thus works out to 0.95 x 1 x 1.47 x 295 = 412, which tallies with the Grand Total in
this table.
78
TABLE – P2


a. Bad spots 24 sl/head, 2 rounds/yr 2x1660/24 138

12 sl/head
c. Minor curve realignment 10% length, 24 sl/head, 0.1x1660x2/24 14

2 times/yr
Sub Total 216
a. Rails 8 rails, 2.5 men/rail 8x2.5 20
c. Fasteners (includes attention) ½ length in yr., 2 men/TP 2x16/2 16

Sub Total 45
T.4 Creep pulling 10

R.3 Loading, leading, unloading 120 mandays for 6 km. 20
gang length
R.4 Overhauling of level crossings 1 LC/1.5 km., 20 men/LC 20/1.5 13
Grand Total (T + R) 577

(ii) For 22.5GMT, U = 1.4, by replacing the step-by-step variation of U with respect to
thus works out to 0.95 x 1.4 x 1.47 x 295 = 577, which tallies with the Grand Total in
this table.
79
TABLE – Q1

TO MAINTAIN ONE KM TRACK (MG) MANUALLY PACKED
IN A SECTION CARRYING 2.5GMT TRAFFIC

a. Bad spots 28 sl/head, one round/yr 1540/28 55

14 sl/head
c. Minor curve realignment 10% length, 28 sl/head, 0.1x1540/(28x2) 3

once in 2 yrs.
Sub Total 65
a. Rails 2 rails, 2 men/rail 2x2 4
c. Fasteners (includes attention) ¼ length in yr., 2 men/TP 2x16/4 8

Subtotal 14
T.4 Creep pulling 5

R.3 Loading, leading, unloading 90 mandays for 6km 15
ganglength
R.4 Overhauling of level crossings 1 LC/1.5 km, 16 men/LC 16/1.5 11
R.8 Accident relief and carcass removal in runover cases 8
R.10 Pre-monsoon attention such as clearing of drains 15
and waterways, cess repairs, deweeding of track
and attention to cuttings and trolley refuges
(ii) For 2.5 GMT, U = 0.95 by replacing the step-by-step variation of U with respect to
this table.
80
TABLE – Q2

TO MAINTAIN ONE KM TRACK (MG) MANUALLY PACKED
IN A SECTION CARRYING 7.5GMT TRAFFIC

a. Bad spots 28 sl/head, 1.5 rounds/yr 1.5x1540/28 83

14 sl/head
c. Minor curve realignment 10% length, 28 sl/head, 0.1x1540x2/28 11

2 times/yr
Sub Total 108
b. Sleepers 30 sl, 5 sl./man 30/5 6
c. Fasteners (includes attention) ½ length in yr., 2 men/TP 2x16/2 16

Sub Total 34
T.4 Creep pulling 10

R.3 Loading, leading, unloading 90 mandays for 6 km. 15
Gang length
R.4 Overhauling of level crossings 1 LC/1.5 km., 16 men/LC 16/1.5 11
(ii) For 7.5GMT, U = 1.15 by replacing the step-by-step variation of U with respect to
this table.
81
TABLE – R1

TO MAINTAIN ONE KM TRACK (NG) MANUALLY PACKED
IN A SECTION CARRYING 0.04 GMT TRAFFIC

T.1 Through packing 14 sl./head, once in 1½ yr. 1540/(14x1.5) 73
a. Bad spots 28 sl./head, 1/3 round/yr 1540/(28x3) 18
b. Low joints, (FP or welded), Glued joints 6 joints, 6 sl/jt., 2 times/yr, 14 sl./head 6x2x6/14 5
c. Minor curve realignment 10% length, 28 sl./head, once in 2 yrs 0.1x1540/(28x2) 3

Sub Total 26
a. Rails 2 rail, 2 men/rail 2x2 4
b. Track sleepers 15 sl., 5 sl./head 15/5 3
c. Fasteners (includes attention) 1/8 length in yr., 1.5 men/TP 1.5x16/8 3

Sub Total 10
T.4 Creep pulling 3
R.2 Shallow Screening (1/5 length) 14 sl./head 1540/(14x5) 22
R.3 Loading, leading, unloading 60 mandays for 6km ganglength 60/6 10
R.4 Overhauling of level crossing 1 LC per 1.5km, 12 men/LC 12/1.5 8
R.5 Watching caution spots & Miscellaneous 6
R.8 Accident relief and carcass removal in run-over case 2
R.10 Pre monsoon attention, such as clearing of drains 15
R.11 Rectifying damage to L/C posts and gates 2
Note: (i) Norms stipulated in Special Committee'

s Report 1979 has been generally adopted. Activities have been further split
into more number of elements than what has been indicated in the above said Report.
(ii) Taking Samni – Dahaj section of Western Railway as a typical section, number of trains per day is 2 and annual
traffic is 0.04GMT. U = 0.6. Manpower factor is 1.21. Mandays per year works out to 0.95 x 0.6 x 1.21 x 295 = 203,
which tallies with the Grand Total in this Table.
82
TABLE – R2

TO MAINTAIN ONE KM TRACK (NG) MANUALLY PACKED
IN A SECTION CARRYING 0.4 GMT TRAFFIC

T.1 Through packing 14 sl./head, once a year 1540/14 110
a. Bad spots 28 sl./head, 2/3 round/yr 2/3x1540/28 37
b. Low joints, (FP or welded), Glued joints 6 joints, 6 sl/jt., 2 times/yr, 14 sl./head 6x2x6/14 5
c. Minor curve realignment 10% length, 28 sl./head, once in 2 yrs 0.1x1540/(28x2) 3

Sub Total 45
b. Track sleepers 30 sl., 5 sl./head 30/5 6
c. Fasteners (includes attention) 1/4 length in yr., 1.5 men/TP 1.5x16/4 6

Sub Total 20
T.4 Creep pulling 5
R.2 Shallow Screening (1/5 length) 14 sl./head 1540/14x5 22
R.4 Overhauling of level crossing 1 LC per 1.5km, 12 men/LC 12/1.5 8
R.5 Watching caution spots & Miscellaneous 6
R.8 Accident relief and carcass removal in run-over case 2
R.10 Pre monsoon attention, such as clearing of drains 15
R.11 Rectifying damage to L/C posts and gates 2
Note: (i) Norms stipulated in Special Committee'

s Report 1979 has been generally adopted. Activities have been further split
into more number of elements than what has been indicated in the above said Report.
(ii) Taking Dabhoi - Miagaon section of Western Railway as a typical section, number of trains per day is 10 and annual
traffic is 0.4GMT. U = 0.8. Manpower factor is 1.21. Mandays per year works out to 0.95 x 0.8 x 1.21 x 295 = 271,
which tallies with the Grand Total in this Table.
83
GRAPH-7
ALIGNMENT FACTOR 'B'
SPECIAL COMMITTEE'S STIPULATION AND THE RECOMMENDED PATTERN
0.25
0.20 Recommended
0.15
BG
0.10
0.05
Existing Stipulation
0.00
10 20 30 40 50 60 70 80
0.25
0.20 Recommended
0.15
MG
0.10
0.05 Existing Stipulation
0.00
10 20 30 40 50 60 70 80
0.25
0.20
Recommended
0.15
NG
0.10
Existing
0.05
Stipulation
0.00
10 20 30 40 50 60 70 80
84
GRAPH-8
RAIN FALL FACTOR 'C'
SPECIAL COMMITTE'S STIPULATION AND THE RECOMMENDED PATTERN
0.2
RAIN FALL FACTOR 'C'
Existing Stipulation
0.1 Q
Recommended
P
0
0 50 1000 150 200 250 300 350 400

ANNUAL RAIN FALL IN CM.
(Area P = Area Q)
85
TABLE – S

TO MAINTAIN ONE KM TRACK (BG), MACHINE PACKED,
ON RUNNING YARD LINE
ACTIVITIES (ROUTINE) NORM REQUIREMENT

R.1 Slack attention to
a. Bad spots 24 sl./head, 20% length/year 0.2x1660/24 14
b. Low joints, (FP or welded), Glued joints 12 GJ/LJ attended, 2 times/yr, 4 sl/joint, 12x2x4/12 8
12 sl./head
c. Minor curve realignment As required 6

Sub Total 28
R.2 For tie tamper working (3 yr. Cycle)
b. Along with tamper 10 men for 1 week, 10 km ganglength 10x6/(10x3) 2
c. Post tamping operations 28 men/km (includes boxing needed) 28/3 9

Sub Total 18
R.3 Casual renewal of
a. Rails 30 mandays/gang length of 10km 3
b. Track sleepers 30 mandays/gang length of 10km 3
c. Fasteners (along with regauging) 60 mandays/gang length of 10km 6

Sub Total 12
R.4 Lubrication of ERCs Keyman' s duty -
R.5 Lubrication of Rail joints 160 jts, 16 jts./head 160/16 10
R.8 Lubrication of rails in curves Inferred from field data 3
R.9.* Pre-monsoon attentions, such as clearing of drains
and waterways in yards, removing shrubs periodically, - do - 36
deweeding of track.
Grand Total 177
Note: *On yard lines debris collects more and vegetation grows more. It is necessary to remove them and to frequently clear
drains, so that track circuiting does not fail. Workload is even more than in mainline.
86
TABLE – S1

TO MAINTAIN ONE KM TRACK (BG), MANUALLY PACKED,

R.1 Through packing 12 sl./head, once a year 1660/12 138
a. Bad spots
24 sl./head, 20% length/yr 0.2x1660/24 14
b. Low joints, insulated joints
8 jts, 2 times/yr, 6 sl/joint, 12 sl./head 8x2x6/12 8
As required 6
c. Minor curve realignment
Sub Total 28
c. Fasteners (includes attention) 60 mandays/gang length of 10km 6

Sub Total 12
R.4 Lubrication of rail joints 160 jts, 16 jts/head 160/16 10
R.8.* Pre-monsoon attentions, such as clearing of drains
deweeding of track.
Grand Total 297
87
TABLE – T

TO MAINTAIN ONE KM TRACK (MG), MANUALLY PACKED,

R.1 Through packing 14 sl./head, once a year 1540/14 110
a. Bad spots 28 sl./head, 20% length/yr 0.2x1540/28 11
b. Low joints, insulated joints 8 jts, 6 sl./jt, 2 times/yr, 14 sl./head 8x6x2/14 6

Sub Total 21
c. Fasteners (includes attention) 60 mandays/gang length of 10km 6

Sub Total 12
R.8* Pre-monsoon attentions, such as clearing of drains
deweeding of track.
Grand Total 228
88
TABLE – U

TO MAINTAIN ONE KM TRACK (NG), MANUALLY PACKED,

R.1 Through packing 14 sl./head, once in 1½ year 1540/(14x1.5) 73
a. Bad spots 28 sl./head, 20% length/yr 0.2x1540/28 11
b. Low joints, insulated joints 8 jts, 6 sl./jt, 2 times/yr, 14 sl./head 8x6x2/14 7

Sub Total 21
c. Fasteners (along with regauging) 40 mandays/gang length of 10km 4

Sub Total 8
R.5 Shallow screening (1/5 length) Not required -
R.8* Pre-monsoon attentions, such as clearing of drains
deweeding of track.
Grand Total 153
89
APPENDIX 5
SAVINGS ACHIEVED BY TRACK MODERNISATION

APPLYING THE RATIONAL FORMULAE
Comparison of the maintenance cost and manpower for

machine packed LWR track on PRC sleepers with
those for manually packed conventional track
1. TRACKS BEING COMPARED:
Track A versus Track P

Track B versus Track Q
Track C versus Track R
Track D versus Track S,
where
Track A, B, C & D carry 30, 20, 10, 3.333 GMT respectively and are with LWR
on PRC sleepers, machine packed.
Track P, Q, R & S carry 30, 20, 10, 3.333 GMT respectively and are
conventional track, manually packed.
2. AVERAGE ANNUAL EMOLUMENTS OF A GANGMAN
Designation Cadre % Scale Mean pay Nearest stage
Sr.Gangman 20% Rs.2750-4400 Rs.3575 Rs.3590
Gangman Gr.I 55% Rs.2650-4000 Rs.3325 Rs.3370
Gangman 25% Rs.2610-3540 Rs.3075 Rs.3090
Average basic pay of a gangman Rs.

=0.20 x 3590 + 0.55 x 3370 + 0.25 x 3090 = 3344
Add DA at 37% = 1237
Add minimum CCA = 25
Monthly emoluments = 4606
Annual emoluments = 4606 x 12 = Rs.55,272
90
APPENDIX 5
3. MANPOWER REQUIREMENT AND COST OF MAINTENANCE FOR

TRACKS P, Q, R & S
Track P Track Q Tract R Track S

(30 GMT) (20 GMT) (10 GMT) (3.333 GMT)
3a. Mandays/yr/km for
Activities T&R 638 556 473 418
391 + 8.24 GMT
3b. No. of men required
for 250km length
619 539 459 405
including LR
250x(3a)x 1.125/290
3c. Maintenance cost*
per km Rs.1,36,853 Rs.1,19,166 Rs.1,01,479 Rs.89,541
(3b)x 55272/250
*In computing maintenance cost, cost of manpower of Activities M & S, cost of

manpower for mates, keymen, artizans, etc., cost of P.way materials renewed and cost
of ballast recouped have not been taken into account. Therefore this is not the
absolute maintenance cost. Nevertheless, this will serve for assessing the savings due
to modernisation.
4. COST OF MACHINE PACKING PER km USING CSM MACHINE
Taking actual details on Southern Railway for 1998-99, following the

procedure stipulated in Board'
s letters No.92/Track III/TK/15 dt.29.04.92 and
16.06.92,
a) Initial cost of the machine = C = Rs.3,10,00,000

b) Life of the machine, workload based = 7500 km
c) Actual output in the year 1998-99 = 700.6 km
d) Life of the machine in years = 7500/700.6 = 11 yrs
e) Rate of interest = 12%
f) Capital recovery factor: 11 yrs. life with 12% interest = 0.16842
g) Capital Recovery Amount = 0.16842 x C = Rs.52,21,020
h) Annual expenditure on machine maintenance:
1. Spares (actual) = Rs.13,00,542
2. Staff (actual) = Rs. 2,04,398
Total = Rs.15,04,940
i) Annual operational expenditure:
1. Consumables (actual) = Rs.5,76,599
2. Staff (actual) = Rs.6,91,059
= Rs.12,67,658
j) Overheads (proportionate) of workshops = Rs. 77,868
91
APPENDIX 5
k) Proportional expenditure on IOH & POH:

IOH : 5% of C = Rs.15,50,000
POH : 10% of C = Rs.31,00,000
Proportional expenditure = 1/11(4xIOH + POH) = Rs. 8,45,454
l) Annual cost of working = g+h+i+j+k = Rs.89,16,940

m) Cost of tamping per km = l/c = Rs. 12,728
n) Total staff cost for one machine = (h)(2)+(i)(2) = Rs. 8,95,457
o) Assuming Rs.70,000* per head average annual
Emoluments for the team containing supervisor, technicians,
khalasi helpers and khalasis, number of staff = n/70000 = 13
(* Allowances are more for these staff)
Note: Manpower for workshop, for a group of 8 machines = 41

(As per Board'
s letter No.89/Track III/TK/77 dt.03.01.91)
Manpower for operation, for one high output tamper = 8

(As per Board'
s letter No.89/Track III/TK/77 dt.13.12.90)
Hence manpower per machine = (41/8)+8 = 13.125

This tallies with 13 arrived at (o) above.
5. SAVINGS IN MAINTENANCE COST (WITHOUT MMU INSTALLED)
Track A Track B Track C Track D

(30 GMT) (20 GMT) (10 GMT) (3.333 GMT)
5a. Mandays/yr/km for
Activities T & R 308 285 262 247
239 + 2.3 GMT
5b. Mandays/yr/km for Hot
& Cold weather patrol
42 42 42 42
under Activity M
30 + 12
5c. Total mandays/yr/km
350 327 304 289
(5a) + (5b)
Comparison of
versus versus versus versus
Track P Track Q Track R Track S
5d. Mandays saved/yr/km
(3a) – (5c) 288 229 169 129
5e. Reduction in the no. of

gangmen/km including
LR 1.11724 0.88836 0.65560 0.50043
(5d)x 1.125/290
5f. Annual emoluments

saved/km Rs.61752 Rs.49101 Rs.36236 Rs.27660
(5e) x 55272
92
APPENDIX 5
5g. Cost of machine

(t=1 for (t=1½ for (t=2 for (t=4 for
packing per km = (4m)/t
track A) Track B) Track C) Track D)
= Rs.12728/t, where t is
Rs.12728 Rs.8485 Rs.6364 Rs.3182
frequency
5h. Savings/year/km
Rs.49024 Rs.40616 Rs.29872 Rs.24478
(5f) - (5g)
5i. Maintenance cost per
km of machine packed
Rs.87829 Rs.78550 Rs.71607 Rs.65063
track
(3c) - (5h)
6. SAVING IN MANPOWER (WITHOUT MMU INSTALLED)
A CSM machine packs 700.6km in one year and it requires 13 man-years of

machine staff. For a AEN’s jurisidiction of 250km, if the time interval between
successive packings is t years, the no. of machine staff attributed to this
length = 13 x (250/700.6)/t.
Comparison of
versus versus versus versus
Track P Track Q Track R Track S
6a. No. of machine staff (t=1 for (t=1½ for (t=2 for (t=4 for
attributed to 250km Track A) Track B) Track C) Track D)
13x(250/700.6)/t 4.64 3.09 2.32 1.16
6b. Reduction in no. of
gangmen, 279.31 222.09 163.90 125.11
(5e) x 250
6c. Net reduction in
manpower 275 219 162 124
(6b) - (6a)
6d. Manpower needed
344 320 297 281
(3b) - (6c)
Considering retirement benefits, medical treatment cost, value of passes,

various other allowances paid during service, etc. the economy due to
reduction of manpower will be enormous and this will be in addition to the
saving in the cost of maintenance per year.
7. AVERAGE ANNUAL EMOLUMENTS OF A MMU STAFF
Designation Cadre % Scale Mean Pay Nearest stage

MCM 1 Rs.5000-8000 Rs.6500 Rs.6500
Technician I 7 Rs.4500-7000 Rs.5750 Rs.5750
Technician II 6 Rs.4000-6000 Rs.5000 Rs.5000
Technician III 6 Rs.3050-4590 Rs.3820 Rs.3875
Khalasi Helper 64 Rs.2650-4000 Rs.3325 Rs.3370
Khalasi 16 Rs.2610-3540 Rs.3075 Rs.3090
93
APPENDIX 5
Average basic pay of a MMU staff

= 0.01 x 6500 + 0.07 x 5750 + 0.06 x 5000 + 0.06 x 3875
+ 0.64 x 3370 + 0.16 x 3090 = Rs.3651
Add DA at 37% = Rs.1351
Add minimum CCA = Rs. 50
Add average Travelling Allowance = Rs.1400
Monthly emoluments = Rs.6452
Annual emoluments = 6452 x 12 = Rs.77,424
8. ANNUALISED COST OF SEMMU
AEN’s jurisdiction covers 3 P.Way sections; 1 MMU is installed in each

section.
Taking cost particulars from Annexure XVII D of Report of CMMDTM

(Feb.95):
Annualised cost of Light Tamper sets 3 x Rs.61,300 = Rs.1,83,900

Rail cum road vehicles 3 x Rs.2,42,800 = Rs.7,28,400
Road vehicles (assumed) 3x Rs.1,00,000 = Rs.3,00,000
Rs.12,12,300
Assuming 5% inflation/year since 1995, present annualised

cost may be taken as 125% of Rs.12,12,300 Rs.15,15,375
9. SAVINGS IN MAINTENANCE COST (WITH MMU INSTALLED)

(30 GMT) (20 GMT) (10 GMT) (3.333 GMT)
9a. Taking 250km length
entirely laid with LWR,
GEMM = 27375 24500 21625 19708
250(40+1.15GMT)
+250 x35
9b. No. of gangmen posts
converted as MMU staff
106 95 84 76
including LR
1.125x(9a)/290
9c. Savings due to MMU for
Rs. Rs. Rs. Rs.
250km
11,73,934 10,50,644 9,27,355 8,45,147
20% of (9b)x55272
9d. Savings due to MMU
per km Rs.4,696 Rs.4,203 Rs.3,709 Rs.3,381
(9c)/250
9e. Total savings per km
including machine
Rs.53,720 Rs.44,819 Rs.33,581 Rs.27,859
packing
(5h) + (9d)
9f. Maintenance cost/km
Rs.83,133 Rs.74,347 Rs.67,898 Rs.61,682
(3c) - (9e)
94
APPENDIX 5
10. SAVINGS IN MANPOWER (WITH MMU INSTALLED)

10a. 80% of cost of GEMM
Rs. Rs. Rs. Rs.
(i.e. for 250km)
46,95,738 42,02,578 37,09,418 33,80,588
80% of (9b) x 55272
10b. Annualised cost of Rs. Rs. Rs. Rs.
SEMM 15,15,375 15,15,375 15,15,375 15,15,375
10c. Emoluments for MMU
Rs. Rs. Rs. Rs.
staff
31,80,313 26,87,203 21,94,043 18,65,213
(10a) - (10b)
10d. No. of MMU staff
41 35 28 24
(10c)/77424
10e. Manpower reduction
due to MMU 65 60 56 52
(9b) - (10d)
10f. Total manpower
reduction including
340 279 218 176
machine packing
(6c)+(10e)
10g. Manpower needed
279 260 241 229
(3b) - (10f)
11. PLOTTING OF GRAPHS

A statement is compiled tabulating the results obtained in paras 1 to 10
above, in order to plot graphs for the visual concept of the savings achievable
by machine packing as compared to manual packing, with respect to the
maintenance cost/km and the no. of men required per 250km of track.
However it should be acknowledged that these do not include Activities M and
S. The cost of manpower for mates, keymen, artizans, etc., and cost of track
materials renewed and ballast recouped are also not included in the
maintenance cost. Due to these reasons, it will not be precise to calculate
percentage saving in absolute terms. Further, maintenance cost/km cannot
be compared with maintenance cost/ETKM worked out in Appendix 2.
Maintenance cost per km Manpower for 250km

Annual
Machine packed Machine packed
Traffic Manually Manually
packed with packed w/o with
w/o MMU
(GMT) MMU MMU MMU
(Rs.) (Rs.) (No.)
(Rs.) (No.) (No.)
30 1,36,853 87,829 83,133 619 344 279
20 1,19,166 78,550 74,347 539 320 260
10 1,01,479 71,607 67,898 459 297 241
3.333 89,541 65,063 61,682 405 281 229
The graphs plotted are shown in Sheets 9 & 10 of Appendix 5. It would be

seen that savings are more for lines carrying heavier traffic than those
carrying lighter traffic.
95
MAINTENANCE COST PER KILOMETRE APPENDIX 5
160000
140000
120000
MAINTENACE COST/km
100000
80000
c
60000
40000
20000
0
0 5 10 15 20 25 30 35
GMT/ANNUM
Conventional Track Manually Packed

LWR on PRC sleepers, 2 Tier Maintenance System (i.e without MMU)
LWR on PRC Sleepers, 3 Tier Maintenance System (i.e with MMU)
Note: 'Maintenance cost/km' is taken as the manpower cost for Activities T & R only.
MANPOWER FOR 250 KILOMETRE APPENDIX 5
800
700
600
500
MANPOWER FOR 250 km
400
300
200
100
0
0 5 10 15 20 25 30 35
GMT/ANNUM
Conventional Track Fully Manually Packed

LWR on PRC sleepers, 2 Tier Maintenance System (i.e without MMU)
LWR on PRC Sleepers, 3 Tier Maintenance System (i.e with MMU)
Note: 'Manpower for 250 km' includes only the requirement for Activities T & R only.
97
APPENDIX – 6
THE RATIONAL FORMULA COMPARED TO

THE SPECIAL COMMITTEE FORMULA WITH CORRECTION FACTORS K
APPLIED FOR MACHINE PACKED TRACK
1. The activities to be performed by permanent gangs as per Special Committee

Formula are more or less the same as Activities T & R in the Rational
formulae. This statement is more precise for manually packed conventional
track, rather than for machine packed modern track. This is because the
subactivities for modern track are different from those for conventional track
and the Special Committee Formula is based on the analysis of activities and
yardsticks for conventional track. However the Special Committee formula
has been made applicable for machine packed track, by stipulating Correction
Factors K as follows:
Type of machine packed track Value of K

Normal fish plated track 0.80
SWR Track 0.75
LWR track on metal or wooden sleepers 0.60
LWR track on concrete sleepers 0.50
2. The Rational Formulae have been based on data obtained from field
pertaining to machine packed track (LWR, SWR, Fish-plated, laid with various
mixes of sleepers) existing over 14 P.Way sections on various zonal railways.
Because of the scientific, rational and zero based approach adopted now, one
should not expect that the gangstrength calculated by the Rational Formulae
for machine packed track should have a firm correlation to that obtained by
the Special Committee Formula applying Correction Factors K, which were
just arbitrarily prescribed by the Special Committee. Still a comparison can be
made for theoretical interest and for gauging the financial implications due to
switching over to the new formula.
3. The Rational Formulae evolved for manually packed track are only a
transformed depiction of Special Committee Formula as explained in para 4.3
98
APPENDIX – 6
of the Report and on the Graph 6. Therefore the comparison can as well be
made by calculating
• mandays required as per Rational Formula for machine packed track
• mandays required as per Rational formula for manually packed track
and by finding the ratio of the former to the latter, which is akin to correction
factor K. This is shown as follows:
Mandays requirement/yr/km
Formula for for track with GMT
Activities T and R
2.5 5 10 20 30
A: Machine packed :
245 250 262 285 308
239 + 2.3 GMT
B: Manually packed :
412 432 473 556 638
391 + 8.24 GMT
A/B 0.595 0.579 0.554 0.513 0.483
Thus it would be seen that whereas the value of K varies over a wide range
from 0.50 to 0.80, the value of A/B has a narrow range from 0.483 to 0.595
irrespective of the type of track. In as much as any P.Way section comprises
of a mix of LWR, SWR and fish plated tracks, Rational Formula will yield less
mandays requirement.
4. Let us assume 3 typical mixes of LWR : SWR : FPR
LWR : SWR : FPR K for the P.Way section

Mix 1 50 : 30 : 20 0.50 x 0.50 + 0.30 x 0.75 + 0.20 x 0.80 = 0.635
Mix 2 60 : 25 : 15 0.60 x 0.50 + 0.25 x 0.75 + 0.15 x 0.80 = 0.6075
Mix 3 70 : 20 : 10 0.70 x 0.50 + 0.20 x 0.75 + 0.10 x 0.80 = 0.58
Value of A/B in all these cases will vary from 0.595 to 0.483, depending on the
GMT carried (varying from 2.5 to 30 GMT), irrespective of the type of track.
Therefore it can be concluded that except in the case of lines with very light
traffic, Rational Formulae will yield less manpower requirement. This
appears to be logically correct, since in the case of lines with light traffic,
mandays requirement for Activity R (which is constant) assumes a bigger
proportion of the total mandays requirement for Activities T & R.
99
APPENDIX – 6
5. One more feature of Rational Formulae is relevant to be recalled. In the case

of Special Committee Formula, the effects of Traffic Density Factor U and
Enhancement Factors A, B & C are taken into consideration for the following:
• Manpower requirement for all the activities to be performed by permanent
gangs, which include Activities T as well as Activities R.
• Manpower requirement for all activities in case of running yard lines.
But in the Rational Formulae,
• Enhancement Factors A, B & C are not applied for the manpower
requirement for Activities R of mainline. (Refer para 4.6)
• Traffic Density Factor U and also Factors A, B & C are not applied for the
manpower requirement for Activities of running yard lines. (Refer para
4.7.1)
Therefore, when the gangstrength for the P.Way section as a whole is
calculated, manpower requirement will be on lower side, if Rational Formulae
are adopted.
6. The results obtained in the Pilot Study conducted on five units (Chapter 9 of
the Report) as tabulated in para 9.8 validate the observations contained in
paras 3 to 5 above. Further as stated in para 3.2.2 of the Report, if the quality
of rail-welds and SEJs is improved in the course of next 5 years, it will be
possible to apply a reduction factor for manpower requirement for LWR track,
i.e., the future formula for Mandays/yr for machine packed track for Activity T
can be, r x (80 + 2.3 GMT), where r will be less than 1.
7. Thus it may be concluded that the implementation of Rational Formulae will

result in better optimisation of manpower, as compared to Special Committee
Formula.
100
Table-17
MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK
WESTERN RAILWAY
Sr.SE – DADAR, JURISDICTION 0.00 – 12.00 km , PLAIN TRACK km–130, TURNOUTS–386, TRACK km–168.6
ANNUAL TRAFFIC 35 GMT
1 Activities T-Affected by Traffic density Norms Requirement

(a) Bad spots 13 Sleeper/head 1660/13 128
(b) Low Joints Full length
(c) SEJs
(d)Minor Curve attention
Sub total 128
1.2 For Tie tamper working
(a) Pre-tamping attention
(b) Along with tamper
(c) Post tamping attention
Sub total 0
1.3 Casual renewal of
(a) Rails 2196 mandays for 168.60 km 14
(b) Sleepers 5531 “ 32
(c)Fastenings 1612 “ 9
Sub Total 55
1.4 Repair welding 23
1.5 USFD Testing
Total for “1” 206
2. Activities R-Unaffected by Traffic
2.1 Through packing 7 sleeper/head,1 length 1660/7 237
2.2 Shallow screening Work not done.
2.3 Loading, leading & unloading 68
2.4 Lubrication of ERCs(Jts.) 560 mandays for 168.60 km 3
2.5 Overhauling of level crossings
2.6 Watching cautionspots and look out men 50
2.7 Tree cutting
2.9 Bridge sleeper attention and renewal
2.10 Accident relief and carcass removal
2.11 Premonsoon attention 3775 mandays for 168.60 km 22
2.12 Creep pulling 5762 mandays for 168.60 km 35
2.13 Rectifying damage to LCs
2.14 Painting of weld collars
2.15 Emergency attention 2160 mandays for 168.60 km 13
2.16 Extra assistance to Keymen & B/Smith 84
2.17 Extra work in night blocks 25
2.18 Extra assistance for S&T items 1207 mandays for 168.60 km 7
3. Activities L - for LWR
3.1 Boxing of ballast(2/3 length)
3.2 Destressing
3.3 Hot weather patrolling
3.4 Cold weather patrolling
Total for “3” 0
Grand Total (1 + 2 + 3) 754
101
Table-18
MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK
CENTRAL RAILWAY
Sr.SE – BYCULLA, JURISDICTION 0.00 – 12.00 km, PLAIN TRACK km–112.94, TURNOUTS–386, TRACK km–151.54
1 Activities T - Affected by Traffic density Norms Requirement

(a) Bad spots 12 Sleeper/head 1660/12 138

(b) Low Joints Full length
(c) SEJs
(d) Minor Curve attention
Sub total 138
Sub total 0
(a) Rails 4007 mandays for 151.54 Km 26
(c) Fastenings 6390 “ 42
Sub total 90
1.5 USFD Testing
2.2 Shallow screening Work not done.
2.4 Lubrication of ERCs(Jts.) 14 mandays per 151.54 km
2.5 Overhauling of LCs
2.7 Tree cutting
2.12 Creep pulling
2.18 Extra assistance for S&T items 4197 mandays for 151.54 km 28
3.2 Destressing
Total for “2” 0
Grand Total (1 + 2 + 3) 588
102
Table-19
MAN DAYS REQUIRED PER ANNUM TO MAINTAIN ONE KM SUBURBAN TRACK

CENTRAL RAILWAY
Sr.SE – THANA, JURISDICTION 27/53 – 53/5 km, PLAIN TRACK km–115.01, TURNOUTS–192, TRACK km–134.21
1 Activities T-Affected by Traffic density Norms Requirement

(a) Bad spots 11 Sleeper/head Full length 1660/12 151

(b) Low Joints
(c) SEJs
Sub total 151
Sub total 0
(a) Rails 2644 mandays for 134.21 Km 18
(c) Fastenings
Sub total 33
1.5 USFD Testing
2.2 Shallow screening 4 sleeper/head,1/3 length 1660/4x3 138
2.4 Lubrication of ERCs(Jts.) 153 mandays for 134.21 km 1
2.5 Overhauling of level crossings
2.7 Tree cutting
2.12 Creep pulling
2.18 Extra assistance for S&T items
3.2 Destressing
Total for “3”
Grand Total (1 + 2 + 3) 672
103
Table-P3
COMPARATIVE DATA ON MANDAYS REQUIRED AND SUGGESTED OPTIMAL UTILISATION OF MANPOWER

PER ANNUM TO MAINTAIN ONE KM HIGH DENSITY SUBURBAN TRACK
ACTIVITIES MANDAYS REQUIRED TO SUGGESTED OPTIMAL UTILISATION OF

MAINTAIN ONE KM OF HD MANPOWER PER ANNUM TO MAINTAIN ONE KM
SUBURBAN TRACK OF HD SUBURBAN SECTION WITH 35 GMT
Dadar Byculla Thana NORMS REQUIREMENT
35 GMT 30 GMT 29 GMT
T. Activities T – Affected by Traffic
(a) Bad spots 128 138 151 13 Sl/head, one round per year 1660/13 = 128
(b) Low Joints
(c) SEJs
Sub total 128
T.2 For Tie tamper working
Sub total 0
(a) Rails 14 26 18 Inferred from data analysis 20
(b) Sleepers 32 22 15 Inferred from data analysis 20
(c) Fastenings 9 42 Inferred from data analysis 20
Sub total 55 90 33 60
T.4 Repair welding 23 13 33 Inferred from data analysis 20
T.5 USFD Testing
Total for Activities T 206 241 217 208
R. Activities R-Unaffected by Traffic
R.1 Through packing 237 207 184 9 Sl/head, one round per year 1660/9 184
R.2 Shallow screening 138 6 sl/head, 1/5 length per year 1660/(6x5) 55
R.3 Loading, leading & unloading 68 21 20 Inferred from data analysis 20
R.4 Lubrication of ERCs(Jts.) 3 1 Inferred from data analysis
R.5 Overhauling of LCs
R.6 Watching caution spots & lookout men 50 10 28 Inferred from data analysis 29
R.7 Tree cutting
R.8 Lubrication of rails in curves 4 4 8 Inferred from data analysis 4
R.9 Bridge sleeper attention and renewal
R.10 Accident relief and carcass removal
R.11 Premonsoon attention 22 8 41 Inferred from data analysis 22
R.12 Creep pulling 35
R.13 Rectifying damage to LCs
R.14 Painting of weld collars
R.15 Emergency attention 13 15 13 Inferred from data analysis 13
R.16 Extra assistance to Keymen & B/Smith 84 44 60 Inferred from data analysis 44
R.17 Extra work in night blocks 25 10 28 Inferred from data analysis 20
R.18 Extra assistance for S&T items 7 28 Inferred from data analysis 7
Total for Activities R 548 347 521 398
Grand Total (T+R) 754 588 672 606
104
TABLE 20
DIV: ALLAHABAD AS ON : 10, 2000

No of Sr SE Units: 23
Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sanctioned Excess(+)
No. Workbook Engineer Track KM T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)
Unit T+R+M+S Keyman Strength Excluding Mate, Gangmen
Name Keymen and Posts
DC Gangmen
A B C D E F G H I J K L M N O
1 MANPOWER1 CUK 93 60471.94 21098.64 10124.54 5242.83 96937.95 52 48.28 382.55 184 111 -88
2 MANPOWER2 CAR 98 20121.88 24588.82 8820.56 2169.77 55701.03 36 28.51 220.58 194 147 120
3 MANPOWER3 MZP 91 16560.77 20358.45 11842.07 981.55 49742.84 34 25.69 197.22 168 145 116
4 MANPOWER4 MJA 87 15665.16 17848.09 9773.16 1276.81 44563.21 36 23.71 177.37 147 139 109
5 MANPOWER5 NYN 25 3832.15 19773.30 4280.38 321.03 28206.86 18 14.41 111.67 115 22 25
6 MANPOWER6 ALD 34 6807.44 22518.45 -5537.42 2563.32 26351.79 29 14.98 105.85 125 238 257
7 MANPOWER7 BRE 96 19290.03 18636.35 9456.54 1051.37 48434.29 33 25.00 192.02 157 127 92
8 MANPOWER8 KGA 83 16638.47 16120.99 8561.32 1059.38 42380.16 33 22.39 168.53 137 129 97
9 MANPOWER9 FTP 106 21397.53 21710.70 9235.30 573.22 52916.75 31 26.68 209.16 178 158 127
10 MANPOWER10 I/CNB 95 19020.91 20132.63 9801.73 575.85 49531.12 33 25.47 196.27 166 85 55
11 MANPOWER11 2/CNB 95 17979.87 18171.11 5582.98 2700.34 44434.30 34 23.40 176.62 154 142 119
12 MANPOWER12 HQ/E/CNB 13 3351.70 25709.85 5242.27 1281.31 35585.13 28 18.84 141.55 147 104 109
13 MANPOWER13 HQ/W/CNB 10 2146.95 40857.30 4343.00 1781.40 49128.65 25 24.30 193.71 178 107 91
14 MANPOWER14 PHD 116 22282.50 22554.31 8796.54 921.52 54554.87 34 27.77 215.89 193 113 90
15 MANPOWER15 ETW 100 19116.25 20783.20 11492.15 751.81 52143.41 31 26.35 206.16 176 104 74
16 MANPOWER16 SKB 92 17839.22 18359.25 5989.98 1997.26 44185.71 30 22.80 175.16 164 90 79
17 MANPOWER17 FZD 71 13786.83 12093.06 3329.73 564.31 29773.93 20 15.33 118.00 114 75 71
18 MANPOWER18 MNQ 108 59319.38 20200.64 2430.00 1278.35 83228.37 35 40.25 327.24 176 31 -120
19 MANPOWER19 HQ/TDL 36 9559.52 15629.10 4488.84 1382.86 31060.31 23 16.26 123.37 125 120 122
20 MANPOWER20 2/TDL 106 31530.63 20259.58 10145.10 1952.47 63887.77 37 32.16 252.47 180 7 -65
21 MANPOWER21 HRS 114 23357.69 22938.08 11990.34 449.70 58735.81 35 29.69 232.23 197 78 43
22 MANPOWER22 ALJN 108 22356.11 19699.29 19399.70 1617.52 63072.62 40 32.19 249.68 202 62 14
23 MANPOWER23 KRJ 125 24086.83 26183.83 11318.70 1244.91 62834.28 33 31.21 247.88 221 133 106
24
25
26
27
28
29
30
Total 1902 466519.77 486225.00 180907.51 33738.88 1167391.15 740 595.69 4621.17 3798 2467 1644
105
TABLE 21
GANG STRENGTH REVIEW

DIV: AMBALA AS ON : 31, 2000
No. Workbook Engineer Track T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)
Unit KM T+R+M+S Keyman Strength Excluding Mate, Gangmen
DC Gangmen
1 MANPOWER1 DUI 124 32721.26 32849.82 8528.18 10510.35 84609.61 34 41 332 219 25 -88
2 MANPOWER2 PTA 85 24945.77 28067.10 7318.42 9774.81 70106.09 24 33 275 140 25 -110
3 MANPOWER3 RPAR 80 26178.79 20084.82 12420.50 8746.07 67430.18 20 32 264 129 25 -110
4 MANPOWER4 ABS 81 21326.96 17764.11 6822.28 5393.57 51306.93 19 24 201 119 25 -57
5 MANPOWER5 BNN 82 20746.41 13589.76 7996.72 8075.68 50408.57 22 24 198 141 25 -32
6 MANPOWER6 BATHINDA 74 19295.58 39643.67 6815.00 6193.42 71947.67 25 34 282 153 45 -84
7 MANPOWER7 CDG 68 8509.10 19256.79 7330.02 6279.70 41375.61 20 20 163 120 25 -18
8 MANPOWER8 DOA 83 10014.15 18775.71 7902.84 4553.58 41246.29 15 20 162 97 25 -40
9 MANPOWER9 JUD 94 10982.12 21844.05 8171.01 3402.92 44400.10 18 21 174 152 25 3
10 MANPOWER10 RPJ 84 13852.98 16112.19 8194.80 3995.65 42155.62 15 20 165 105 25 -35
11 MANPOWER11 SIR 62 17986.41 14516.10 6567.74 5081.91 44152.16 16 21 173 115 25 -33
12 MANPOWER12 SRE 51 7424.02 25335.67 6735.31 2747.14 42242.13 20 21 166 174 35 43
13 MANPOWER13 UKN 81 21215.88 16622.40 7949.40 5637.96 51425.64 22 25 202 89 25 -88
14 MANPOWER14 AMBALA 93 12708.93 52010.28 9550.70 5249.82 79519.73 24 37 311 293 45 27
15
16
17
18
19
20
Total 1140 247908.36 336472.46 112302.93 85642.58 782326.33 294 374 3072 2046 400 -626
106
TABLE 22

DIV: RATLAM AS ON : 31, 2000
No. Workbook Engineer Track T R M S Mandays Mates & Reserve Gang Gang Strength Decasualised Shortage(-)
Unit KM T+R+M+S Keyman Strength Excluding Mate, Gangmen
DC Gangmen
1 MANPOWER1 PPD 73 13200.57 14834.37 10882.72 1400.67 40318.33 19 20 159 169 21 31
2 MANPOWER2 SDHD 74 14116.06 14399.91 19844.90 2038.45 50399.32 17 24 198 178 100 80
3 MANPOWER3 NDHD 64 11769.41 16899.12 12037.18 1342.06 42047.77 17 20 165 161 93 89
4 MANPOWER4 MGN 80 15153.37 15785.07 12681.74 1864.22 45484.41 18 22 179 173 28 22
5 MANPOWER5 SRTM 87 16267.09 16720.08 14856.42 5776.99 53620.58 19 25 210 181 63 34
6 MANPOWER6 NRTM 61 11513.56 31690.88 13263.50 4853.10 61321.04 22 29 241 242 73 74
7 MANPOWER7 NAD 82 13956.13 19851.54 8112.48 5031.61 46951.77 18 22 184 219 45 80
8 MANPOWER8 NUJN 84 35639.11 16896.12 8051.32 4599.61 65186.16 21 31 256 204 135 83
9 MANPOWER9 SUJN 88 28820.08 31451.23 11818.72 2596.60 74686.63 28 36 293 229 20 -44
10 MANPOWER10 MKC 81 11191.76 15665.01 10104.56 2251.21 39212.55 18 19 154 150 65 61
11 MANPOWER11 SJP 118 18447.88 23545.95 15528.40 2780.68 60302.92 24 29 237 224 89 76
12 MANPOWER12 SE H 89 14136.10 18301.52 10784.88 2549.14 45771.63 22 22 180 196 71 87
13 MANPOWER13 NSD 94 25380.13 18090.60 10455.00 1020.16 54945.89 28 27 217 169 12 -36
14 MANPOWER14 BHL 125 33664.05 26647.22 17402.00 1830.49 79543.76 34 39 313 218 5 -90
15 MANPOWER15 NMH 139 35639.22 26652.84 15625.00 4188.64 82105.70 39 40 323 238 6 -79
16 MANPOWER16 JAO 92 19812.34 16031.40 11715.00 1572.33 49131.07 27 25 194 157 4 -33
17 MANPOWER17 BNG 106 24551.84 16019.72 4910.00 3093.94 48575.50 32 25 192 168 25 1
18 MANPOWER18 MHW 87 21472.50 23859.29 12435.00 4340.10 62106.89 30 31 245 204 29 -12
19 MANPOWER19 KNW 98 20034.49 16226.72 15660.00 4171.37 56092.58 30 28 221 163 12 -46
20
Total 1725 384765.71 379568.59 236168.82 57301.36 1057804.48 463 514 4161 3643 896 378
107
TABLE 23

DIV: MUMBAI CST AS ON : 31, 2000
Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sacntioned Excess(+)
DC Gangmen
1 MANPOWER1 KYN 65 10813.98 30479.70 2050.00 2987.36 46331.03 14 22 181 161 55 35
2 MANPOWER2 SION 27 5183.79 14602.85 2050.00 3145.06 24981.70 6 12 98 119 31 52
3 MANPOWER3 BY 64 13735.62 43782.85 5850.00 9838.91 73207.37 26 35 287 306 72 91
4 MANPOWER4 TNA 85 16491.88 47240.36 6105.00 12158.47 81995.72 22 38 321 283 63 25
5 MANPOWER5 VVH 63 12268.27 36749.71 3035.00 3362.31 55415.29 14 26 217 225 52 60
6 MANPOWER6 WB 31 6335.21 20302.33 3425.00 7643.28 37705.82 8 17 147 98 24 -25
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Total 335 64828.74 193157.81 22515.00 39135.39 319636.94 90 149 1251 1192 297 238
108
TABLE 24

DIV: BOMBAY CENTRAL AS ON : 31, 2000
Sr. Name of Sr Section Total Mandays Mandays Mandays Mandays Total No of Leave Calculated Sanctioned Sacntioned Excess(+)
DC Gangmen
1 MANPOWER1 ADH 93 20269.54 51045.15 14570.00 7961.98 93846.67 37 45 369 381 158 170
2 MANPOWER2 BVI 103 22397.88 56899.58 17865.00 12925.31 110087.77 36 52 432 393 166 127
3 MANPOWER3 DDR 65 15134.79 56928.19 13455.00 21528.54 107046.51 41 51 420 375 112 67
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Total 262 57802.20 164872.92 45890.00 42415.83 310980.96 114 148 1221 1149 436 364
109
APPENDIX – 7
DOCUMENTATION ON APPLICATION SOFTWARE ‘MANPOWER’
1. General
This application software has been developed for data entry and computation
of manpower requirement based on the Rational Formulae for manpower.
This software has been developed in Microsoft Excel (97 release)
environment.
The software is organised in two separate workbooks for computing

manpower requirement in non-suburban and suburban sections, namely,
‘MANPOWER’ and ‘MANPOWERSUBURBAN’. A jumbo version for the non-
suburban sections has also been developed to cater for the sections having
special features such as exceptionally large number of level crossings,
bridges, tunnels, curves, etc. This version has been christened as
‘MANPOWERJUMBO’.
A separate blank workbook has to be used for the section of each Sr. SE.
(Also refer para 3.1)
The workbooks of various Sr. SEs in a division can be compiled using

workbook '
REVIEW' to generate divisional review. The workbook can
summarise data from upto 20 workbooks i.e. for 20 Sr. SEs. For divisions
having more than 20 Sr. SEs, the Jumbo version of workbook
'
REVIEWJUMBO'can be used.
2. Details of worksheets
There are 18 worksheets in a workbook and the details of these worksheets

are:
2.1 INSTRUCTIONS
This is an introductory READ ONLY worksheet containing instructions for
user.
110
APPENDIX – 7
2.2 TRACK DATA

This worksheet is used for input of track related data of various segments of a
section. Based on the inputs, the sheet computes track km of all the
Segments. A Segment should be so chosen that value of any of the
parameters Gauge, GMT, Rainfall and Mode of Maintenance does not change
over this Segment.
2.3 YARD DATA
This worksheet is used for input of data relating to plain track and turnouts on
running yard lines, non-running yard lines.
2.4 GANG DATA
This worksheet is used to feed details of various gangs in the section of a Sr.
SE. This sheet works out mandays requirement for waterman duties, filth
removal, rest giving for keyman and lookout man duties.
2.5 CURVE DATA
This worksheet is required to be fed with the details of curves in all the
segments, such as, curve No, degree of curve and length of curve. This sheet
computes the length of segments in various degrees of curvature, as required
for the calculation of enhancement factor for alignment.
2.6 LC DATA
This worksheet is used for input of level crossing data such as level crossing
No., classification of the level crossing in traffic, manned single shift, manned
double shift, unmanned etc. The sheet computes gross mandays required for
gate keeping.
2.7 BRIDGE DATA
This worksheet is used for feeding the data related to bridges falling in the
section of Sr.SE, such as, bridge no., classification of the bridge, lineal
waterway, and no of tracks on the bridge. This worksheet then computes
mandays required for maintenance for bridge substructure and long girder
bridge.
2.8 TUNNEL DATA
This worksheet is used for feeding data related to tunnels in the section of
Sr.SE, such as, tunnel No., length of tunnel, no. of tracks in tunnel, etc and
computes mandays required for tunnel maintenance.
111
APPENDIX – 7
2.9 EXTREMELY BAD FORMATION

This worksheet is used for entering details for extremely bad formation in the
section of Sr.SE to compute the extra mandays required for maintenance of
such track of extremely bad formation.
2.10 MONSOON
This worksheet computes mandays required for patrolling during monsoon,
watching vulnerable locations and watching water level based on the data
entry for beat/location no., patrolling days, no. of shifts etc.
2.11 FACTORS
This worksheet computes enhancement factors for alignment, formation and
rainfall. The input required in this worksheet are length of track and equivalent
turnouts on various types of soil.
2.12 MANDAYS TR
This worksheet does not require any data entry. This sheet computes
mandays required for Activities T and R.
2.13 MANDAYS M
This worksheet computes mandays required for Activities M. The data
required to be fed are sanctioned cadre for gatemen and no. of site store etc.
2.14 MANDAYS S
This worksheet computes mandays required for Activities S. The data
required to be fed are mandays used for fog signal men and security patrolling
during last 3 years.
2.15 GANGSTRENGTH
This worksheet computes gang strength requirement for the section of a Sr.
SE. The sheet requires data like No of mates and keymen, sanctioned
strength in permanent and decasualised cadre.
2.16 HELP
This sheet is a reference sheet for obtaining technical help on the Rational
Formulae. This is a read only sheet.
2.17 REPORT
This worksheet generates a narrative report of the calculations done by the
software using the Rational Formulae. This sheet can be printed to be used
for finance vetting.
112
APPENDIX – 7
2.18 ABOUT MANPOWER

This is a read only sheet and contains general information about Workbook
Manpower.
3. Special features :
3.1 When the software in original floppy is opened for the first time, it would be
seen that all the worksheets are having a few sample data entered, alongwith
computation thereof, to facilitate understanding of data entry and principles of
computation. These are to be erased before entering data for any actual
application. It would be desirable to keep one original floppy write protected,
so as to serve for referring sample calculation.
3.2 On-line help for the data entry is available for all the data entry cells. Cell
specific '
INPUT HELP'appears as soon as user clicks in the data entry cell.
3.3 The shaded/coloured columns/rows contain formulae or fixed data to which
'
no data entry'or '
editing'is required.
3.4 Data entry should be made only in white columns of all the Worksheets.
3.5 Special care should be observed while entering the '
track km'and '
length'
.
3.6 The data entry to all the data entry cells is '
validated'
. This feature will warn
the user whenever an invalid data entry is made. The Software will also
display error message to guide the user by indicating possible reasons due to
which the entry is invalid. However, the program provides the choice for the
user to change the entry or to continue with the same entry.
3.7 The worksheets are protected and no column or rows can be added or
deleted.
3.8 The formulae in all the rows are locked.
3.9 Data entry in the various sheets should be done in the sequence in which they
appear in the workbook.
4. Capacity of worksheets
The capacity of various worksheets in the software MANPOWER,

MANPOWERJUMBO and MANPOWERSUBURBAN is as follows:
113
APPENDIX – 7
Capacity for data entry in Workbooks

Worksheets
MANPOWER MANPOWERJUMBO MANPOWER SUBURBAN
TRACK DATA 20 Segments 20 Segments 20 Segments
YARD DATA 15 Yards 15 Yards 15 Yards
GANG DATA 50 Gangs 50 Gangs 50 Gangs
CURVE DATA 150 curves/Segment 150 curves/Segment 50 Curves/Segment
LC DATA 150 LCs 250 LCs 150 LCs
BRIDGE DATA 150 Bridges 500 Bridges 150 Bridges
TUNNEL DATA 50 Tunnels 500 Tunnels 50 Tunnels
BAD FORMATION 50 Locations 50 Locations 50 Locations
MONSOON 100 Beats/locations 100 Beats/locations 100 Beats/locations
FACTORS 20 Segments 20 segments 20 segments
MANPOWER TR - - -
MANPOWER M Complete Section Complete Section Complete Section
MANPOWER S - - -
GANG STRENGTH Complete Section Complete Section Complete Section
REPORT - - -
5. Procedure to summarise data using workbook REVIEW, REVIEWJUMBO

and REVIEWSUBURBAN :
CREATE a folder titled "manpower" in the root directory i.e. in "C" drive.
COPY all workbooks which are required to be summarised in newly created
C:\manpower folder.
RENAME all the workbooks serially as manpower1.xls,
manpower2.xls,……..manpower20.xls / manpower30.xls.
OPEN REVIEW.XLS / REVIEWJUMBO.XLS / REVIEWSUBURBAN.XLS as
the case may be. A dialog box will appear on the screen asking if you want to
update review sheet with data to link.
CLICK "Yes'if you want to generate the summary. The summary in review
sheet will be updated with last changes in the workbooks only if you click Yes.
Otherwise the review sheet will show summary upto previous changes.
ENTER No. of Sr. SE units i.e. no. of workbooks in the review sheet. If no. of
workbooks entered is less than 20 in case of REVIEW &
REVIEWSUBURBAN and 30 in case of REVIEWJUMBO then a dialog box
will appear indicating file not found.
CLICK "Cancel" on this dialog box till review sheet reappears.
SAVE REVIEW.XLS / REVIEWJUMBO.XLS / REVIEWSUBURBAN.XLS.
114
APPENDIX – 8
THE RATIONAL FORMULAE AND SAMPLE CALCULATION OF GANG STRENGTH
PART 1
Rational Formulae, along with necessary explanations
1 MAIN LINE BG MACHINE PACKED (NON-SUBURBAN)

Activity R : 159
2 MAIN LINE BG MANUALLY PACKED (NON-SUBURBAN)


Activity R : 168
3 MAINLINE BG MACHINE PACKED (HIGH DENSITY SUBURBAN^)

Activity R : 398
^ A suburban line is treated as High Density Suburban line if both the following criteria are
fulfilled:
• Train frequency exceeds 8 per hour
• Night blocks are invariably essential for maintenance of track
4 MAIN LINE MG MANUALLY PACKED

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

Activity R : 128
5 MAIN LINE NG MANUALLY PACKED


Activity R : 91
* This factor is subject to the maximum value of 180.
6 RUNNING YARD LINES (RYL) AND NON-RUNNING YARD LINES (NRYL)
BG MG NG
RYL 177* 297 228 153
NRYL - 198 152 102
115
APPENDIX – 8
Note:
• RYL : Lines on which trains are received on signal
• NRYL : Non running lines in yard, marshalling lines, sidings, etc.
• The maintenance of RYL and NRYL is entirely regarded as Activity R and
mandays requirement is computed as per the above table. Activities T, M
and S are not involved at all.
• 1 km of manually packed NRYL is equivalent to 2/3 km of manually packed
• Mandays tabulated above shall not be enhanced by the factors A, B and C,
which are applicable only for mainline track and not for RYL or NYRL.
7. STAFF STRENGTH FOR MOBILE MAINTENANCE UNIT (MMU)
7.1 Gross Equivalent MMU mandays, i.e, GEMM over a subdivision/division

A. For Non-suburban machine packed mainline (BG):
= Σ LM (40+1.15GMT) (1+A+B+C) + 35 Σ LM + 35 Σ L Y
where
B. For High Density Suburban machine packed mainline (BG):
= ΣLH(75+1.5GMT)(1+A+B+C) + 120ΣL H
where
LH = Length (in km) of typical stretch of high density suburban mainline
Both for A and B above, the Chief Engineer can vary the value of GEMM and cadre
structure of MMU, depending on the local conditions, job requirement and efficiency
of MMU.
7.2 Principle governing the strength and composition of MMU

SEMMU is the Speciality Equipment of MMU, namely, on-track/off-track tampers and

vehicles (road, rail-cum-road, rail-borne) for transport of men and materials.
The cadre structure of Gangmen and pay scales thereof, as stipulated by the Railway
Board should be taken into account and Leave Reserve of 12.5% should be allowed,
while computing the annual emoluments of GEMM. The cadre structure and pay
scales should be taken into account and Travelling Allowance payable should be
allowed, while computing the annual emoluments of MMU.
116
APPENDIX – 8
LIST OF SUBACTIVITIES UNDER ACTIVITIES T AND R
ACTIVITY T

c. Fasteners (along with T.4 Repair welding
regauging)
T.4 Repair Welding
ACTIVITY R
Manually packed track (non-suburban) Machine packed track (HD suburban)
Machine packed track (non-suburban)
R.1 Lubrication of rail joints R.1 Through packing
R.1 Lubrication of ERCs R.2 Shallow screening (1/5 length) R.2 Shallow screening(1/5 length)
R.2 Shallow Screening (1/5 length) R.3 Loading, leading, unloading R.3 Loading, leading & unloading
R.3 Loading, leading, unloading R.4 Overhauling of level crossings R.4 Lubrication of ERCs(Jts.)
R.4 Overhauling of level crossing R.5 Watching caution spots & miscellaneous R.5 Overhauling of level crossings
R.5 Watching caution spots & R.6 Tree cutting for visibility R.6 Watching cautionspots and look out
Miscellaneous R.7 Lubrication of rails in curves men
R.6 Tree cutting for visibility R.8 Accident relief and carcass removal in R.7 Tree cutting
R.7 Lubrication of rails in curves runover cases R.8 Lubrication of rails in curves
R.8 Accident relief and carcass removal R.9 Bridge sleeper attention & renewal R.9 Bridge sleeper attention & renewal
in runover cases R.10 Pre-monsoon attention such as clearing R.10 Accident relief and carcass removal
R.9 Bridge sleeper attention & renewal of drains and water ways, cess repairs, R.11 Premonsoon attention
R.10 Pre monsoon attention, such as deweeding of track and attention to R.12 Creep pulling
clearing of drains and water ways, cuttings and trolley refuges R.13 Rectifying damage to LCs
cess repairs, deweeding of track R.11 Rectifying damage to LC posts and R.14 Painting of weld collars
and attention to cuttings and trolley gates R.15 Emergency attention
refuges. R.16 Extra assistance to Keymen&B/Smith
R.11 Creep pulling (approaches of bridge, R.17 Extra work in night blocks
turnout) R.18 Extra assistance for S&T items
R.12 Rectifying damage to L/C posts and
gates
8 ENHANCEMENT FACTORS A, B AND C
a) Formation Factor A: This factor brings into consideration the nature of soil
in formation/cutting and has the following values:
Nature of soil Value

Shrinkable soil and vicious Black Cotton soil (very bad soil) 0.2
Ordinary unstable soil (bad soil) 0.1
Stable soil 0
The Formation Factor should be applied only for the length of track having
very bad/bad soil conditions in formation/cutting.
117
APPENDIX – 8
b) Alignment Factor B: This factor brings into consideration the curvature of

track and has the following values:
BG: B = 0.25 for curves sharper than 2o, decreasing from 0.25 to 0
than 1o.
MG: B = 0.25 for curves sharper than 4o, decreasing from 0.25 to 0
than 2o.
NG: B = 0.25 for curves sharper than 7o, decreasing from 0.25 to 0 linearly
for the variation 7 o to 3 o, and thereafter 0 for curves flatter than 3o.
The Alignment Factor should be applied only for the length of track having
curves as detailed above.
c) Rainfall Factor C: This factor brings into consideration the annual rainfall
and has the following values:
C = 0.2 for annual rainfall of 300cm and above, decreases from 0.2 to 0
linearly for the variation 300cm to 150cm and thereafter 0 for rainfall less than
150cm.
9 EQUIVALENT LENGTHS FOR TURNOUTS AND SPECIAL LAYOUTS
a) The turnouts and special layouts should be treated as equivalent lengths of

straight track as follows:
Turnout 0.10 km
Diamond 0.10 km
Diamond crossing with single slip 0.15 km
Diamond crossing with double slip 0.20 km
Cross over 0.20 km
Three-throw points and crossing 0.20 km
Scissors cross-over 0.50 km
Trap 0.02 km
Double trap 0.04 km
b) If a layout connects the Main Line (ML) to ML/RYL/NRYL, its equivalent track
length is added to the length of ML for the purpose of computing mandays
requirement. If the layout connects RYL to RYL/NRYL, its equivalent length
is added to RYL length. If the layout connects NRYL to NRYL, its equivalent
length is added to NRYL length. In other words, the equivalent track length is
added to the more important line connected to the turnout or special layout.
c) The equivalent track length of layout computed as per para (a) will be
considered in addition to the physical length of the layout which is treated as
part of ML/RYL/NRYL, for computation of mandays requirement. In
118
APPENDIX – 8
otherwords, the length of the layout is not to be deducted from the length of
parent track.
d) The length of track in RYL and NRYL will be measured from the heel of the
crossing and not from the toe of switch. Similarly, in diamond crossings with
single or double slips, the curved lead of the slip/slips will not be included in
the length of track.
e) In accordance with the mode of packing of the layout, its equivalent length of
track should be treated as machine packed or manually packed, for the
purpose of computing mandays requirement.
f) Equivalent track lengths of turnouts and connections are considered only for
Activities T and R. The track length parameters wherever used for computing
mandays requirement for Activities M and S should exclude such equivalent
track lengths.
119
APPENDIX – 8
10 The Rational Formulae for mandays requirement per annum for a P.Way
section for Activity M (Miscellaneous) are as follows:
M.1 Monsoon
beat length.

length

length



track
LWR track
M.4 Watching
1 to N
location

M.5 Gate keeping at

level crossings Σ
365x s – 290xNg
-
sanctioned.

-
keymen
-
duty addition to Sr.SE’s
Sr.DEN/
Co-ord
to exceed 2.
120
APPENDIX – 8
11 The Rational Formulae for mandays requirement per annum for a P.Way
section for Activity S (Site-specific) are as follows:
S.1 Tunnel
tunnel this work
S.2 Bridge
bridge this work
S.3 Long girder
bridge, in metre
bridge
(NG track does not
S.5 Maintenance of
extremely bad 0.6 x Σl track needs more than
formation 1 to N 12 attentions in a year CTE
location, in metres
S.6 Lookout man
1 to N Sr.DEN/
visibility in the nth gang- Co-ord
length
Sr.DEN/
Co-ord
for this duty
Sr.DEN/
Co-ord
years for this duty
S.10 Watching of
the nth location
121
APPENDIX – 8
12. The following track maintenance works can be earmarked for execution
through contracts:
2. Collection of ballast, training out ballast by materials train, leading ballast from stack
to track and insertion of ballast in track including profiling.
3. Deep-screening of the ballast in track, carried out manually or by deploying Ballast

Cleaning Machine in which case manpower support is provided by the contractor.
15. Heavy repairs (measurable) to formation, cutting, side drains and catch-water drains.
16. Heavy repairs (measurable) to bridges, bridge protection works, river training works
and tunnels.
17. Providing and repairing road surface at level crossings including speed-breakers.
20. Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching and
goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical
and S&T departments.
b) Cleaning of goods sheds and goods platform will be the responsibility of Commercial
department, who may resort to contracting.
122
APPENDIX – 8
PART 2
Sample calculation of gang strength for

a permanent way section, as per the Rational Formulae
DATA GIVEN ARE IN ITALICS LETTERS IN THE CALCULATION SHEETS.

Gauge : BG
Jurisdiction : UP km 440.15 to km 472.87
DN km 440.15 to km 472.87
GMT/Annum : UP Line: 35.2, DN Line: 19.5
Track km (Main Line): UP 32.72 km* *Extra length of ‘long km’ due
DN 32.72 km* to detour in doubling, if any,
Total 65.44 km should be added here.
Machine packed (Main line) lengths: UP 32.72 km & DN 22.21 km
Manually paked (Main line) lengths: DN 10.51 km
Annual Rainfall: 200 cm
Running & Non Running Yard Lines and Turnouts on these lines:
Length of lines (km) No. of Turnouts
Station Machine Manually Manually Machine Manually Manually
Packed Packed Packed Packed, Packed, Packed,
RYL RYL NRYL on RYL on RYL on NRYL
D 3.0 -- 2.1 2 -- 1
E 3.0 -- -- -- -- --
F 1.5 1.5 1.8 -- 2 2
Total 7.5 1.5 3.9 2 2 3
Mandays requirement is calculated Segment-wise, in such a way that in each

Segment none of the three parameters changes, namely, machine/manually packed,
GMT and Rainfall. (In some P. Way Sections, rainfall may vary over sub-sections
due to changing terrain within the Section.)
1. MANPOWER REQUIREMENT FOR ACTIVITIES T AND R
1.1 Segment 1 of Main Line: Length 32.72 km UP line (Machine packed)

GMT 35.2; Rainfall 200cm
Turnouts on ML leading to ML/RYL/NRYL : 8 Nos. (Machine packed)

Equivalent length 32.72 + 0.1 x 8 = 33.52 km
Factor A
On shrinkable soil: Factor 0.2
ML : 0 km Turnouts : 0 no.
Equivalent length: 0 km.
On ordinary unstable soil: Factor 0.1

ML : 1.53 km Turnouts : 2 no.
Equivalent length 1.53 + 0.1 x 2 = 1.73 km.
123
APPENDIX – 8
On stable soil: Factor 0

Balance Length = 33.52 – 0 – 1.73 = 31.79 km.
Factor A for the Segment = 0.2 x 0 + 0.1 x 1.73 + 0 x 31.79 = 0.00516

33.52
Factor B
Curves sharper than 2°: Factor 0.25
Curve No. Curvature ( °) Length(km)
5 UP 2.5 0.41
8 UP 2.1 0.52
0.93
Curves between 1° and 2°: Factor 0 to 0.25
Curve No Curvature ( °) Length (km)
1 UP 1.2 0.80
3 UP 1.7 0.42
7 UP 1.9 0.51
1.73
Weighted average curvature
= 1.2 x 0.80 + 1.7 x 0.42 + 1.9 x 0.51 = 1.528
1.73
Factor for 1.528° = (1.528 – 1) x 0.25 = 0.132
2–1
Curves flatter than 1° (including straights): Factor 0

Balance length = 33.52 – 0.93 – 1.73 = 30.86 km
Factor B for the Segment = 0.25 x 0.93 + 0.132 x 1.73 + 0 x 30.86 = 0.01375
33.52
Factor C
Rainfall 200 cm
Factor C = 200 – 150 X 0.2 = 0.06667
300 – 150
Enhancement factor: (1+A+B+C) = 1 + 0.00516 +0.01375 + 0.0667 = 1.08558
Mandays requirement for ML in Segment 1:
For Activity T = (80 + 2.3 x GMT) (1 + A + B + C) L

= (80 + 2.3 x 35.2) x 1.08558 x 33.52
= 5857.12
For Activity R = 159 x 33.52

= 5329.68
Total mandays = 11186.80
124
APPENDIX – 8
1.2 Segment 2 of Main Line: Length 22.21km DN Line (Machine packed)

Turnouts on ML leading to ML/RYL/NRYL : 5 nos.

Factor A

ML: 0 km Turnout: 0 no.
Equivalent length 0 km

ML: 1.53 km Turnouts: 2 nos.

Balance Length = 22.7 – 0 – 1.73 = 20.98 km
Factor A for the Segment = 0.2 x 0 + 0.1 x 1.73 + 0 x 20.98 = 0.00762

22.71
Factor B

Curve No. Curvature (°) Length (km)
5 DN 2.5 0.41

Curve No. Curvature ( °) Length (km)
1 DN 1.2 0.80
3 DN 1.7 0.42
1.22
Weighted average curvature = 1.2 x 0.80 + 1.7 x 0.42 = 1.372
1.22
Factor for 1.372 ° = 1.372 – 1 x 0.25 = 0.093.
2 –1
Curves flatter than 1 (including straights): Factor 0

Balance length = 22.71 – 0.41 – 1.22 = 21.08 km
Factor B for the Segment = 0.25 x 41 + 0.093 x 1.22 + 0 x 21.08 = 0.00951

22.71
Factor C
Rainfall = 200 cm
Factor C = 0.06667
Enhancement factor: (1+A+B+C) = 1+ 0.00762+ 0.00951+ 0.06667= 1.08380
125
APPENDIX – 8
Mandays requirement for ML in Segment 2 :

For Activity T = (80 + 2.3 x GMT) (1 + A +B+ C) L
= (80 + 2.3x19.5) x 1.08380 x 22.71
= 3072.95

= 3610.89
Total Mandays = 6683.84
1.3 Segment 3 of Main Line: Length 10.51 km DN Line (Manually packed)

Turnouts on ML leading to ML/RYL/NRYL: 3 nos. (Manually packed)

Equivalent length 10.51 + 0.1 x 3 = 10.81 km.
Factor A
ML : 1.83 km Turnout: 1 no.
Equivalent length = 1.83 + 0.1 x 1 = 1.93 km.

ML : 0 km Turn out : 0 no.
Equivalent length: 0 km

Balance length = 10.81 – 1.93 – 0 = 8.88 km
Factor A for the Segment= 0.2 x 1.93 + 0.1 x 0 + 0 x 8.88 = 0.03571

10.81
Factor B
Curve No. Curvature ( °) Length (km)
8 DN 2.1 0.52

Curve No. Curvature (°) Length (km)
7 DN 1.9 0.51
Factor for 1.9° = 1.9 – 1 x 0.25 = 0.225

2–1
Curves flatter than 1° (including straights): Factor 0

Balance length = 10.81 – 0.52 – 0.51 = 9.78
Factor B for the Segment = 0.25 x 0.52 + 0.225 x 0.51 + 0 x 9.78 = 0.02264
10.81
126
APPENDIX – 8
Factor C
Rain fall = 200 cm

Factor C = 0.06667
Enhancement factor: (1+A+B+C) =1+ 0.03571+ 0.02264+ 0.06667 = 1.12502
Mandays requirement for ML in Segment 3:
For Activity T = (223 + 8.24 x GMT) (1+ A+B+C)L

= (223 + 8.24 x 19.5) x 1.12502 x 10.81
= 4666.11
= 1816.08
Total mandays = 6482.19
1.4 Running and Non running yard lines & Turnouts (ACTIVITY R ONLY)
Referring the figures in the row ‘Total’ of the tabular statement of yard details and
treating each turnout as 0.1 km of track on the respective line,
a. Machine packed RYL (equivalent ) = 7.5 + 0.1x2 = 7.7 km

b. Manually packed RYL (equivalent) = 1.5 + 0.1x2 = 1.7 km
c. Manually packed NRYL (equivalent) = 3.9 + 0.1x3 = 4.2 km
b & c combined equivalence: Manually packed RYL = 1.7 + 2/3 x 4.2= 4.5 km
Mandays required = 7.7 x 177 + 4.5 x 297

= 1362.9 + 1336.5 = 2699.4
1.5 Tabulation of mandays computed for T and R
Activities
Total
T R
Segment 1 5857.12 5329.68 11186.80
Segment 2 3072.95 3610.89 6683.84
Segment 3 4666.11 1816.08 6482.19
Yard 2699.40 2699.40
13596.18 13456.05 27052.23
127
APPENDIX – 8
2. MANPOWER REQUIREMENT FOR ACTIVITY M
2.1 Monsoon patrolling
10 Beat-lengths, out of which 9 beat lengths require 20 days patrolling and 1

requires 51 days. 3 beats in each beat-length (i.e. overlapping), 2 duty shifts
in each beat lengths, 1 man in each shift.
Mandays = (20 x 9 x 3 x 2 x 1) + (51 x 1 x 3 x 2 x 1) = 1386
Length of LWR track in Segment1 = 9.20km

Segment2 = 6.19km
Segment3 = 0 .
Total = 15.39km
Mandays = 15.39 x 30 = 462
2.3 Cold weather patrolling for LWR track
Mandays = 15.39 x 12 = 185
2.4 Watching vulnerable locations
3 duty shifts for 93 days in one location and

2 duty shifts for 68 days in another location
Mandays = (3 x 93) + (68 x 2) = 415
2.5 Gatekeeping at level crossings
2 LCs with 3 shifts, 17 LCs with 2 shifts, 37 Gatekeeper posts (excluding LR)
sanctioned
Mandays = 365 (2 x 3 + 17 x 2) – (290 x 37) = 3870
2.6 Rest giving for keyman
No. of keymen 7.
Mandays = 7 x (365-290) = 525
2.7 Waterman duty
7 gangs
Mandays = 290 x 7 = 2030
128
APPENDIX – 8
2.8 Store watchman duty
One location, other than Sr.SE’s Headquarters Depot
Mandays = 1 x 3 x 365 = 1095
2.9 Total mandays requirement per year for Activities M
(summing up for 2.1 to 2.8) = 9,968
3. MANPOWER REQUIREMENT FOR ACTIVITY S
3.1 Tunnel maintenance
Length of tunnel with double track = 560m

Length of tunnel with single track = 555m
Mandays = 1.2 x 0.29 (2 x 560 + 1 x 555) = 583
3.2 Bridge substructure maintenance
Total lineal waterway = 569.77m, with each bridge having double track
Mandays = 1.1 x 0.29 x 569.77 x 2 = 364
3.3 Long girder maintenance
Total lineal waterway of bridges (each more than 150m) = 420m, with each
bridge having double track.
Mandays = 0.64 x 420 x 2 = 538
3.4 Extra for very sharp curves, deep cuttings and steep gradients
Such stretches do not exist.
Mandays = 0
3.5 Maintenance of extremely bad formation
Such sections do not exist.
Mandays = 0
129
APPENDIX – 8
3.6 Lookout man duty
Ganglength No. Ganglength Length with poor visibility
3 9.20 km 1.40 km
4 9.12 km 1.51 km
5 9.31 km 1.37 km
Mandays = 290 x [1.40/9.20 + 1.51/9.12 + 1.37/9.31] = 135
3.7 Fogsignal man duty
No. of mandays spent in the previous three years are 457, 325 and 510.
Mandays = 1/3 (457 + 325 + 510) = 431
3.8 Filth removal from track
2 Ganglengths suffer from the problem of filth accumulation.
Mandays = 2 x 290 = 580
3.9 Security patrolling
No. of mandays spent in the previous three years are 80, 0 and 175.
Mandays = 1/3 x (80 + 0 + 175) = 85
3.10 Watching waterlevel in suburban sections
Does not apply for this section
Mandays = 0
3.11 Total mandays requirement per annum for Activities S
(summing up for 3.1 to 3.10) = 2716
4. COMPUTATION OF GANG STRENGTH REQUIRED
Mandays/annum
Activity T 13,596
Activity R 13,456
Activity M 9,968
Activity S 2,716
Total requirement for T,R,M & S 39,736
130
APPENDIX – 8
No. of Gangmates and keymen = 14
Mandays requirement for leave reserve = 12.5% of [39736+(14 x 290)] = 5475
Total mandays requirement including LR= 39736 + 5475 = 45211
No. of gangmen required = 45211/290 = 155.9 or 156
Adopting a cadre structure of 20:55:25 for the three grades,
No. of Sr.Gangmen = 31
No. of Gangmen Gr.I = 86
No. of Gangmen = 39
131

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REPORT OF THE COMMITTEE

ON MANPOWER AND COST NORMS

(VOLUME 2 CONTAINS ANNEXURES AND APPENDICES)

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

0.2 The Activities of track maintenance are categorised as follows:

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

AUXILIARY MAINTENANCE ACTIVITIES : These are related to upkeep of

T.1 Slack attention to T.1 Through packing T.1 Slack attention to

0.7.1 MAIN LINE BG MACHINE PACKED (NON-SUBURBAN)

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

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

0.7.2 MAIN LINE BG MANUALLY PACKED (NON-SUBURBAN)

Activity T : (223+ 8.24 GMT) x (1+A+B+C)

0.7.3 MAINLINE BG MACHINE PACKED (HIGH DENSITY SUBURBAN)

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

0.7.5 MAIN LINE NG MANUALLY PACKED

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

* This factor is subject to the maximum value of 180.

Mandays requirement/year/km: [Para 4.7.2, 4.8]

0.7.7 STAFF STRENGTH FOR MOBILE MAINTENANCE UNIT (MMU)

0.7.7.1 Gross Equivalent MMU mandays, i.e, GEMM over a subdivision/division

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

0.7.7.2 Principle governing the strength and composition of MMU

80% of annual emoluments of GEMM = Annualised cost of SEMMU + Annual

[Para 4.11.9, 5.7.4]

0.7.8 ENHANCEMENT FACTORS A, B AND C

Nature of soil Value

b) Alignment Factor B: This factor brings into consideration the curvature of

0.7.9 EQUIVALENT LENGTHS FOR TURNOUTS AND SPECIAL LAYOUTS

a) The turnouts and special layouts should be treated as equivalent lengths of

Savings in Annual Savings in manpower for

The Committee recommends that maintenance by Mobile Mechanised Units

Subactivity Norm Legend Authorisation

b: No. of beats in the nth beat-

s : No. of shifts in the nth beat-

m: No. of men in each shift in

m=2 in area infested with wild

M.2 Hot weather Lw x 30 Lw: Length of LWR track in km, CTE

d : No. of days of watching at

M.5 Gate keeping at

M.6 Rest giving for K(365 – 290) K: No. of keyman-beats

Subactivity Norm Legend Authorisation

3. Deep-screening of the ballast in track, carried out manually or by deploying Ballast

4. Introduction of sub ballast and ballast layers.

5. Heavy repairs to track, including lifting.

6. Complete realignment of curved track.

7. Through renewal of rails, sleepers and fasteners.

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

9. Resurfacing of crossings and switch rails.

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

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

13. Painting of rails and weld collars.

14. Painting of bridge girders.

18. Removal of major sand breaches.

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

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

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

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

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

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

1.1 CONSTITUTION OF THE COMMITTEE AND NOMINATION OF MEMBERS

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

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