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					Computerization of Civil Engg. Dept. in Indian Railway


1.0 Introduction


     1.1      Computerization   is one of the most powerful       tool for the
     development of any organization. Availability of complete information on
     real time basis is the most important and vital for taking decision by the
     executive/ managers. Computerization facilitates exactly the same      on
     the screen of computer at right time. A lot of expertise and knowledge
     available to assist in getting   teller made programme which      can be
     adapted for improvement of systems and better             monitoring by
     management.


2.0 Application on Indian Railway
     2.1 Indian Rly was one of the first few govt. department to introduce
     computer in country. Computerization on I. Rly started in late 60s with
     introduction of IBM 1401s in the nine zone railway, three production
     units and Rly. Board. Many applications such as Passenger Revenue and
     Goods Accounting, Financial management, inventory, operational statistics
     etc. were computerized. While these systems proved to be     beneficial to
     the Railways, they were soon found to be inadequate to          cater the
     increasing requirements. It was only in the VII th plan (1985-90) when
     these IBM I401s       were replaced with   third and fourth generations
     computer system. Computerisation was not only strengthened in Zonal
     Rly and production units but also introduced in Divisions, Workshops and
     stores. Many new areas such as PRS FOIs etc. were also initiated. These
     development are now showing       impacts on both Rlys systems and its
     users.
2.2    C& IS is a nodal Directorate for implementation of all projects on Indian
       Railways, which are charged to plan head computerization such as


                (a)   Development of norms, standards,mainte4nancve manuals
                      in the area of computerization.
                (b)   Preparation of IT plan for Indian Railways.
                (c)   Coordinating training effort in IT areas.




2..3   following projects handled by C & IS Dte.which areas under :-


       (i)      Passenger Reservation system (PRS) including web enabling.
       (ii)     Freight operations information system       (FOIS) including web
                enabling.
       (iii)    Unreserved Ticketing system (UTS).
       (iv)     National Train Enquiry system (NTESW) including web enabling.
       (v)      Coaching Refund computerization.
       (vi)     Season & Mobil Ticketing system computerization.
       (vii)    Parcel offices computerization.
       (viii)   Data warehousing for PRS.
       (ix)     Claims office computerization.
       (x)      Workshop computerization.
       (xi)     Store computerization.
       (xii)    Hospital Management system
       (xiii)   Other than traffic deptt. Specific software development projects.
3.0 Computerisation in Civil Engg.


3.1   Penetration of computerization and its effect in Civil Engg department is
      not reached to the        desired level.       IRICEN is definitely doing     a
      commendable effort to spread the            available knowledge   by collecting
      from various source besides generating in house program and putting in
      website.    All the codes manuals technical books, reports circulars
      ,drawings. Etc available with them in soft coy are posted in their website.
      Unless it became part of our daily routine on real time basis real impact
      and control in working will not be visible.


3.2   Each and every kms of track is inspected by us daily and each bridge &
      structures are getting inspected periodically, lot        of work is also being
      executed by field units and construction but all these information are
      available only in    piecemeal and in isolation. There must be some
      integrated system where these information can be stored and analyzed.
      and made available to know the health of track, condition of bridge and
      structure or details of facilities available at station, land plans yard plans
      .drawings and results of various analysis etc. to take further action.


3.3   Track Management system is one of such integrated monitoring
      system     which    can   fulfill     the   requirement     regarding    Track
      maintenance. Concepts of            TMS was first introduced in 26 divn of Rly
      during late 90s which was developed by CRIS is only in early 90s. But
      unfortunately it was not effectively implemented due to certain problems.
      We will discuss the reasons and probable solutions            to deal with the
      hurdles subsequently.     Railway       is now all set to reintroduce       and
      implement the TMS and MMU in all the important routes. There is urgent
      need to introduce other management information system for Bridges
      ,Works, construction projects, land plans, yard plans Etc.
4.0 HIGH LIGHTS OF TMS


4.1.    TMS    is quite    useful and versatile computer software.     This provides
        various management information systems (MIS) and enables              to take
        objective decisions. This also provides a lot of statistical information in no
        time, which could have been        otherwise    a time consuming exercise.
        TMS also provides a decision support system like machine deployment
        plan. TMS is a computer software which integrates the data pertaining to
        track structure, track features, inventory and transaction of P.Way
        materials, inspection and work report       and assist in taking decisions
        regarding maintenance and up-keep of track . At present track monitoring
        is done   by      manual inspections as well as with the       help of Track
        Recording Cars (TRCs) and Oscillations Monitoring System (OMS). The
        manual analysis of data obtained from the TRC and OMS is extremely
        time consuming       and cumbersome.       TMS helps in      processing the
        voluminous track monitoring data quickly and in efficient manner.Main
        features of TMS are :


4.1.1          Track Maintenance Planning


        It is possible to plan the track maintenance based upon the results of the
        track monitoring.
        TMS enables us to monitor the amount of manpower inputs required for
        different categories of work, and re-distribution of manpower or
        allocation of work commensurate with the       type of manpower available.
        Productivity from men by way of specific work allocation      gets enhanced
        from the present system.
        Machine deployment planning can also be implemented over the major
        trunk routes with the help of TMS.
4.1.2          Track Diagram.TMS provides the track structure diagram and
        various other graphics outputs required for track monitoring.


4.1.3          Logging of Data.
        The system requires up-to-date       daily logging of work, inspection and
        changes reports. Up-dated records will thus be available not only for the
        available track materials but the information will also be available for the
        materials released and put for maintenance of track.
4.1.4          Objective track monitoring.
        TMS envisages objective track monitoring by TRC, USFD and OMS. It will
        thus enable to plan track maintenance more precise on need basis. The
        manual inspections like push trolley can be more supervision oriented and
        work specific.    Need based track maintenance planning using data
        obtained from TRC and OMS monitoring of track can be implemented
        using TMS software.
4.1.5 The various inputs given to the software and various reports generated
        by it are depicted in the following diagram :-


TRACK STRUCTURE DATA                               M/c DEPLOYMENT CHART


TRACK FEAUTURE DATA                                      JOB CARDS FOR GANG


                                      TRACK
INSPECTION DATA                                          MI MISC ON TRC &OMS
                                  MANAGEMENT
                                     SYSTEM
IVENTORY &                                                INVENTORY POSITION
TRANSACTION DATA
                                                         STATUS REPORTS
WORK REPORT DATA


UNUSUAL OCCURENCES                                       STATISTICAL INFO.
4.1.6      Track Management System incorporates :
       Track Recording Car (TRC )results
       Oscillograph Car results.
       Oscillation Monitoring System (ONS) results.
       Manual inspections
       Defect list generated by TMS for each km.
       Confirmation from field verification reports.
       Generation of Job card for MMU -1, MMU-II and Sectional Gangs
       Planning for deployments of OMU’s


4.1.7      It has got 21 modules
  1.    Data entry module
  2.    Track Maintenance planning with track structure, gang and M/C inputs.
  3.    Extraction of all features for track maintenance planning.
  4.    Management information System on Oscillation Monitoring       System
        (OMS)
  5.    Management information system on Track Recording Cars (TRC)
  6.    Points and Crossing Module.
  7.    Curve Module.
  8.    Switch Expansion Joint (SEJ)
  9.    Extraction of TRC data.
  10.   Information on Bridges.
  11.   Information on Level crossings.
  12.   Information on Track structure.
  13.   Print Defect List, job cards, status reports
  14.   Machine deployment
  15.   GMT based track renewals.
  16.   Fracture and weld Modules.
  17.   Workshop Module
  18.   Print out of TRC results
  19.       Download TFMs data
  20.      Material Module
  21.      Data transfer Module.


4.1.8 Out of the       above, details of sub-modules of DATA ENTRY MDOULE
        which provides data entry for master condition, changes, inspection and
        work reports, job Cards, Gang Reports etc. are given below :


  i. CHANGES DATA ENTRY


  1.       Rail changes
  2.       Joint changes
  3.       Fastening changes
  4.       Ballast changes
  5.       Sleeper changes
  6.       Weld changes
  7.       Speed restriction.


  ii.         CONDITION DATA ENTRY


  1. Rail condition
  2. Fastening condition
  3. Ballast condition
  4. Level Crossing condition
  5. Level crossing inspection
  6. Bridge condition
  7.    Bridge inspection
  8. Brake van inspection
  9. Trolley inspection
  10. LWR condition
  11. LWR inspection.
iii.         MASTER DATA ENTRY
       1.      Rail master
       2.      Joints Master.
       3.      Fastening Master.
       4.      Ballast Master
       5.      Sleeper Master
       6.      Alignment master
       7.      Level crossing Master
       8.      Bridge Master
       9.      PWI Master
       10.     Gang Master
       11.     Current GMT Master
       12.     Grade Master
       13.     Weld Master
       14.     LWR Master
       15.     Speed Restriction
       16.     Accidents


       IV.     DATA ENTRY FOR GANG WORK REPORT.
       V.      DATA ENTRY FOR MC WORK REPORT.
       VI.     DATA ENTRY FOR BRIDGE WORK REPORT.
       VII.    DATA ENTRY FOR X- ING WORK REPORT.
       VIII. DATA ENTRY FOR LWR WORK REPORT.
       IX.     DATA ENTRY FOR JOB CARD ; MMU -1
       X.      DATA ENTRY FOR JOB CARD ; MMU - ii.
5.0 PROBLEM IN IMPLEMENTATION.
5.1   The TMS software was given to selected subdivisions, under the control of
      AEN only. At that time there was no connectivity of the AEN’s computer
      with that of the Division or Headquarter.        Hence, monitoring of its
      implementation was not adequate.


5.2   There was no compatibility of the output of TRC run (record in soft
      copy) with the software of TMS available with the AEN.           Hence, a
      meaningful interpretation of the results was not possible by the TMS.


5.3   In case of OMS, even till date, its output is not available in soft format,
      which can directly be read by the software. Therefore, the entry of the
      OMS data in the software was an additional and cumbersome work.


5.4   There was no connectivity / “soft communication “ between the AEN and
      the PWI unit. Therefore the data entering and the executing unit (PWI
      unit) have no direct access to     the software for feeding the input data
      and taking the output i.e. the job cards.


5.5   The track defects noted during the inspections at various levels – from JE
      to HOD/PHOD level – had to be fed manually in the AEN’s office only.
      There was a time lag ranging from few days few months between the
      date of inspection (i.e. date     of noticing the defect) and the date of
      intimation   / date of feeding the defect in the system      (i.e. date of
      planning for the defect). This      resulted in non-optimal and erroneous
      planning.


5.6   The feeding of different        kind of data at the prescribed frequency
      (ranging a from daily to weekly and monthly) could not be done properly
      because of lack of connectivity/communication facility between AEN and
      PWI.
5.7   Training was also inadequate for implementation of the scheme.


6.0   Suggestions


6.1   Formation of Task force:- Separate task force should be formulated
      up to divn. level for implementation of TMs. This will be required till
      feeding of the basic       data      in    the    system    and    successful
      commissioning of the       system.


6.2   User friendly S/W : S/W must be user friendly which could be used by
      the staff without much difficulty.     It should be teller made as per our
      requirement to suite the system. The software program should also be
      modified if required to make it more           user-friendly (may be Window
      based).


6.3   Proper infrasture :- Proper infrasture that as computers etc.          to be
      provided up to data entry point with net connectivity. Software should
      be provided at the AEN level. However, parallel facility of connectivity to
      be given to all PWIs under his control with proper compatibility.


6.4   Compatibility: System should be compatible with other system such as
      results/ output of TRC and OMS run. Necessary modification in             the
      software is required to be done if necessary.


6.5   Training:-    All the Staff   should      be   adequately   trained to ensure
      effective implementation of program and get the desired result.


6.6   Inspection schedule:- The Schedule of inspection of both – the AEN
      and the PWI should be relaxed so as to give them more time to plan the
      maintenance efforts required. At present, most of their time is spent in
       fulfilling the inspection quota, and very little time is left for planning and
       monitoring the maintenance activities.


6.7    Quality of inspection:        Inspection of the sectional PWI also needs
       review, it should cover all defects /shortfall attention given required etc.
       His frequency of various inspections     (curves, points and crossings, Level
       Crossings, Push trolley etc.) should be reduced. A few more inspections
       such as Foot inspection at critical locations like cuttings, yards etc. may be
       added at a frequency to make it more meaningful


6.8    Mechanization :      Complete mechanized maintenance will be          more
       effective for operation of the system. It is very difficult to predict the
       quality and frequency of manual maintenance as it is depends on various
       unknown factors.


6.9    MMU :      Operation of Mobile maintenance unit with small track machines
       should be implemented for          emergency track work /casual spot
       attention of track and other small track work..


6.10   Identification 0f     Problem:     Problem identification    and acceptable
       solution      should be standardized based on set rules (logic) done         is
       being on      experience/research and there is no subjectivity involved.


7.0    Conclusion :
       There is urgent need of various management information systems in civil
       engineering for effective control and monitoring of activities. Without the
       presence of such systems it is impossible to cope up with the growing
       need of time and compete with the other department. These systems
       must be implemented and adapted on priority.


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