Marshalling Yard Statistics

 

Targets and Statistics

  • To utilise fully and efficiently the existing carrying capacity of a Railway it is important to set measurable and specific targets for various performance after taking into consideration all local conditions. Once targets are laid down all possible efforts must be made to attain them.
  • Targets should be set sufficiently high and reviewed constantly with a view to improve performance further. Where targets are not attained within a reasonable period causes shall be analysed and remedial actions shall be taken. If necessary revised targets shall be laid down.

Marshalling Yard Statistics

  • Marshalling Yard Statistics shall be prepared for select yards generally dealing with 8000 or more 8 wheeler wagons per month in BG or 5000 or more wagons per month in case of MG. However prior approval of Railway Board to add/delete any Marshalling Yard in the list.
  • Marshalling Yard Statistics shall has to be maintained in terms of 8 wheeler wagons.
  • Break Vans to be included.
  • Area of Marshalling Yard is to be carefully defined. A diagram showing the extent of Marshalling yard should be prepared and kept in Yard office.
  • Sick lines, repacking sheds, Trashipment points, goods shed, departmental sidings, industrial sidings etc. may be treated as lying outside Marshalling Yard for the purpose of Marshalling Yard Statistics.
  • In case of wagons whose detention or despatch particulars are not available their detention should not be omitted but reckoned on the basis of average detention during the month for similar type of stock. Number of such wagons shall be indicated separately.
  • Yards provided with a hump are to be denoted by a star and terminal yards should be specified by a note to that effect.
  • Results are to be corrected to one place of decimal. Those which are less than 10 should be worked out correct to two places of decimal.

Marshalling Yard Statistics can be divided into two: Quantitative and Qualitative.

Quantitative

  • Average number of trains received per day
  • Average number of trains despatched  per day
  • Average number of wagons received per day
  • Average number of wagons despatched per day
  • Average number of wagons detached per day
  • Average number of trains dealt per day

Qualitative

  • Average detention to through loaded wagons
  • Average detention to local wagons
  • Average detention to empty wagons
  • Average detention to all wagons
  • Number of wagons dealt with per shunting engine hour
  • Average detention to trains for reception in yard
  • Percentage of right time starts
  • Total average cost per wagon dealt

Marshalling Yard Statistics by Railway Board

Railway Board publishes monthly operating Statistics of Marshalling Yards, terminal Goods Sheds, Transhipment Points once in every six months. Following are included:

1.    Number of wagons dealt with per month

2.    Daily average number of wagons detached

3.    Daily average number of wagons dispatched

4.    Number of trains received per month

5.    Number of trains despatched per month

6.    Number of wagons dealt with per shunting engine hour

7.    Average detention to all wagons

8.    Average detention to through loaded wagons

Calculating Marshalling Yard Statistics (Monthly)

  • 1.01 Number of wagons despatched – Despatched by trains during the month
  • 1.02 Number of wagons placed from Marshalling Yard outside the Yard by pilots in goods sheds, transhipment/repacking sheds, departmental sidings or Yards, military sidings, assisted sidings, etc.  A wagon should be included as many times as it leaves the Marshalling Yard.
  • 1.03 No. of wagons dealt with during the month (Item 1.01 + 1.02 )
  • 2 Daily average number of wagons despatched.  ( Item 1.03/No. of days in the month )
  • 3. Number of trains received  (All trains, both terminating and by-passing (i.e. through goods trains) are to be included. “By passing trains” should be accounted both under the number received and despatched.)
  • 3.01 a) Number of by passing trains
  • b) Number of terminating trains
  • c) Total (a+b)
  • 3.02 Average detention to by passing trains:
  • Target-
  • Actual –
  • 3.03 Number of wagons carried by –
  • By passing trains included in items 3.01(a)
  • 4. Number of trains despatched (All trains, both terminating and by-passing (i.e. through goods trains) are to be included. “By passing trains” should be accounted both under the number received and despatched.)
  • 4.1 No. of by passing trains
  • 4.2 No. of originating trains
  • 4.3 Total
  • 5. No. of wagons dealt with per shunting engine hour -
  • 5.1 No. of pilots working in the station
  • (a) Number of pilots
  • (b) Number of shifts per day
  • 5.2 Total shunting engine hours outside Marshalling Yards
  • 5.3 Total shunting engine hours of regular shunting engines employed for work inside Marshalling Yard
  • 5.4 Total shunting hours by train engine employed for work in Marshalling Yard.
  • 5.5 Total time taken for locomotive duties and minor repairs
  • 5.6 No. of wagons dealt with per shunting engine hour ( Item 1.03/(Items 5.03 + 5.04))
  • 6. Average detention per wagon (Hours)
  • 6.1 All Wagons-
  • Target
  • Actual
  • 6.2 Through loaded wagons –
  • Target
  • Actual
  • 6.3 Through empties
  • 6.4 Outward Local
  • 6.5 Inward Local
  • 6.6 Sick wagons

Instructions for Calculating Marshalling Yard Statistics

  • A train for this purpose is a set of wagons or vehicles worked by locomotive, or any other self-propelled unit, or rail-motor vehicles, empty or conveying traffic when  running, under a particular number or a distinct name, from a fixed point of departure to a fixed point of destination.
  • Note: (i) While compiling shunting engine hours under item 5.3 and 5.4 the following instructions should be kept in view.
  • (a) Shunting engine hours are to include the shunting hours of regular shunting engines and train engines before and after working a train or during its run when employed in shunting goods wagons only in the Marshalling Yard area. The shunting time within the Marshalling Yard area should only be taken into account and not the time spent outside its limits.
  • (b) Shunting engine hours are to be reckoned from the time of arrival of the shunting engines in the Marshalling Yard upto the time of their departure from the Yard on the basis of shunting vouchers. The time spent on locomotive duties whether in the Yard itself or outside the Yard is to be included. However, any extra time taken over the normal time prescribed for carrying out legitimate locomotive duties should be excluded, the normal time being determined by the individual railway taking into account the local conditions and indicated in the operating manuals.
  • If shunting engine is required to be repaired in the Yard itself, the extra time beyond 30 minutes spent on such repairs in a shift should also be excluded.
  • (c) The time spent in the Marshalling Yard for change of crew and/or fuelling, should be accounted for in the same manner as on locomotive duties referred to in Note (1)(b) above.
  • (d) Since shunting engines shunt both coaching and goods vehicles, the allocation of shunting engine hours to goods and coaching stock may be fixed for each Yard on a percentage basis after an examination of the work done. This percentage is to be rechecked at least once a year and also when any change occurs in the type of traffic passing through that Yard. Where daily records are kept of the working of shunting engines according to hours spent (i) inside the Marshalling Yard (ii) outside the Marshalling Yard and (iii) in shunting coaching vehicles, it will not be necessary to fix a percentage, as the actual hours spent in the Marshalling Yard in shunting goods vehicles will be available. Time taken by shunting engine in placing wagons in such lines is to be included in shunting hours when such lines form the part of the Marshalling Yard area.
  • Note: (ii) Time spent for locomotive duties recorded separately under item 5.5 will include under 5.3 also. Item 5.5 will include the time taken by shunting locomotive for locomotives duties and minor repairs upto 30 minutes per shift as per Note (i)(b) under item 5.
  • vi). Average detention per wagon:
  • (a) The detention time should have reference only to the detention within the Marshalling Yard territory as defined in para (iv) of General Instructions and the incoming and outgoing wagons from and to the local outlying sheds, sidings, etc. should be counted as many times as they enter the Yard. This will include detention to sick wagons in the Marshalling Yard although their detention is separately shown against item 6.6.
  • (b) The average detention is to be obtained by recording in the wagon exchange register or similar record, the hours of detention to each wagon, that is the interval between its arrival and departure. At the end of the month under different types must be totalled, and both detentions and number of wagons for each type must be multiplied by the factor of equivalence to four wheeler and then consolidated to work out the average detention per wagon, the following example will illustrate the method of calculation of the average detention per wagons.
  • Example: Suppose Yard A has despatched 100 four wheelers with a total detention of 400 hours, 20 bogie wagons (Equivalent to 40 four wheelers) with a total detention of 200 hours and 10 Box wagons (equivalent to twenty five four-wheelers) with a total detention of 150 hours. Average detention per wagon will be – (400 x 1 + 200 x 2+ 150 x 2.5) / (100 x 1 + 20 x 2 + 10 x 2.5)= 7.1 hours
  • The detention of wagons arriving in one month and despatched in the next will be shown in the month in which they are despatched, but the time must be reckoned from the date of arrival. Stations which maintain a wagon card index may obtain the figures therefore instead of from the wagon exchange register. The number and detention of Brakevans will be excluded for the purpose of this item.
  • (c) The ‘target’ detention hours will be fixed by the Railway Board from time to time having regard to the past performance of each Yard and also materialisation of different streams of traffic, Marshalling commitments and the facilities available. A pointer to the correct level of a target would be the best result achieved in the past one or two years, assuming that there has been no noticeable improvement or deterioration in the operating conditions and methods. The target should be somewhat better than the actual recorded performance so that it may call for better effort on the part of the staff concerned to achieve the margin of improvement remaining between the actual and the target.
  • Item 6.1 – All wagons – The term ‘all wagons’ includes through loaded, through empty, local loaded, local empty and departmental wagons, wagons on ‘through trains’ (as defined in item 1.01 & 1.02) sick and damage wagons will be excluded. Sick and damaged wagons will be included wherever the sick lines form part of the Marshalling Yard area.
  • In respect of the Yards which may as well be depots for holding empties, such empties should not be included for the purpose of this item. These Yards should, however, be denoted by a suitable footnote specifying therein the average daily holding of the depot.
  • The “exit” and “re-entrance” timings may be fixed on the basis of sample observations made once a year.
  • These fixed timings may be rechecked annually and also when any major change occurs in the working of the Marshalling Yard.
  • Item 6.2 - Through loaded wagons – The term “loaded wagons” mean loaded wagons which neither originate nor terminate at the station, but which are dealt within the Yard and are not on “by-passing” trains (as defined in item 1.01. and 1.02).
  • Item 6.3 – Through empty wagons – The terms “empty wagons” means empty wagons which neither originate nor terminate at the stations, but which are dealt in the Yard and are not on ‘by-passing” trains (as defined in items 1.01 and 1.02).
  • Item 6.4 - Outward Local - This item will include detention to local wagons despatched by trains from the Marshalling Yard i.e. from the time of their entry into the Marshalling Yard from the outlying sheds and sidings till their despatch by trains.
  • Item 6.5 – Inward Local - This will include the detention to local wagons from the time of their arrival in the Marshalling Yard till their placement into the local sidings.
  • Item 6.6 – Sick Wagons - Detention to sick wagons in the Marshalling Yard will be included under this item as also under “all wagons”. In case the sick lines form part of the Marshalling Yard the detention in the sick lines will also be included under this item. If the sick lines are outside the Yard, such detention will be excluded.

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