Railway, then and now

Continued from 14.10.2007

by Priyal de Silva

Sri Lanka Railway possesses many different kinds of locomotives. The age of which varies from 5 to 52 years. General Motors and Alco are more popular models due to their reliability; other engines used are Paxman Valenta, Caterpillar and Ruston.

The H.P. of running line locos vary from 1000 H.P.-2400 H.P. MTU 1200 H.P. engines are used in the diesel multiple units. In order to provide a satisfactory service 100 locos and 50 multiple units are required.

Average lifespan of a loco/multiple unit is 30 years. The price of a loco is Rs. 220 million compared to Rs. one million in 1969, the price of a multiple unit with a power car, four coaches and a dummy is Rs. 250 million. The requirement of carriages for loco hauled trains and multiple sets is 1,000 carriages.

Most of the carriages in use are Romanian type, while Indian and Chinese carriages are also used. Average lifespan of a carriage is 20 years. This means every year 50 carriages require to be replaced with new carriages. Has this happened over the years?

The answer is an absolute no, why, because the Treasury does not have funds for periodical replacements, not only for carriages but other assets too. This is basically the reason why the Railway is in a run down condition. Price of a carriage is Rs. 22 million, compared to Rs. 200,000 in 1966.

Transport of freight has reduced drastically. However 1000 wagons were in operation when around 170 m. ton. Km was transported. If marketing of freight is done initially with State organisations as was done in 2004 and 2005, bulk of petroleum products can be transported by Rail.

Further it is also essential to establish an Internal Container Depot (ICD) at Ragama, so that containers from Port could be transported by rail to this handling yard and distributed from there. The SLR has to stock 66000 different spares and of these 12000 are critical spares which should be available on the racks.

The colour light signalling system (Ericcson) which is being used in the Main line from Colombo to Pallewela was installed up to Veyangoda in 1964 and later extended to Pallewela in 1988.

Up to Pallewela is the CTC system operated from the panel at Maradana control room. Beyond Pallewela up to Rambukkana is also a colour light system operated through stations with the help of the mechanical lever frame.

On the Puttalam line up to Negombo is the CTC system operated from the Maradana panel. On the Coast line up to Wadduwa is the CTC system operated from the panel at Maradana. Beyond up to Galle and Matara are colour light systems operated by stations, installed recently by (NMA).

Of these up to Galle will be connected to the panel at Maradana shortly. Rest of the net work excepting Chilaw to Puttalam and Welikanda to Batticaloa are operated with 130 year old Tyres tablet instrument to ensure that only one train at a time occupies the section, and admitted to stations on observing Semaphore signals.

In the Kelani Valley line the same system of tablet instruments are used, however trains are admitted on mechanically operated colour light signalling system. Chilaw to Puttalam and Welikanda to Batticaloa are operated on token system because the intensity of the service is low.

A signalling system becomes outdated after around 30 years due to spares being obsolete. In order to replace a signalling system it costs around 30 million per km. In order to facilitate operations, a communication between stations as well as with control office and also with the train crew is required.

At the moment system available provides communication between two adjacent stations and the control office only. However a good communication system will be useful apart from the above functions, even to provide passenger information and also to monitor and collect statistics on the ticket issues and the freight movement through computers. Also some of the spare fibres could be rented out and an income derived.

Limitations

The cost of fuel per passenger km for the train is just 50% that of the bus and 6% that of the motor car. Hence in case the Rail services are improved so that passengers could be attracted, it will bring about many economical and social benefits. In case of freight transport the optimum use of loco power should be utilised by carrying and hauling more freight wagons.

However there are limitations in the infrastructure presently available. These factors will have to be addressed if the services are to be improved. However periodical replacement of assets is important if services are to be improved and there is hardly any meaning in imposing taxes on assets and spares. It is just paying from one pocket to the other. Paying the taxes from the limited funds allocated will result in eventually purchasing lesser spares than the actual requirement.

Whatever special improvements that have been carried out other than the routinal requirements have been done solely due to the foresight of individuals rather than collectively getting involved. Even such improvements are not carried forward by those who are responsible.

One such example is the computerised ticketing system introduced for the Colombo-Kandy Intercity trains. This is due to lack of initiative and drive of most of the senior managers.

However this could be rectified if appropriate training is arranged at various levels in the organization. The Railways cadre in 1960s was 26,000 employees, which has been reduced to 17,000, presently.

From the time of the Colonial rule, the repairs, manufacturing and fabrication of spares, items and tools have been done in the Railway itself, in the absence of small scale industries in the country at that time to outsource such production, but today the environment is much different where some of the activities could be easily outsourced at a much lower cost than turning out same in the railway itself. Thereby not only reducing expenditure, even the staff cadres could be reduced.

Therefore the Ministry of Railways and the Treasury should take serious note of carrying out a cadre study and revising cadres, while taking into account the future mechanisation in order to improve quality of train travel as in the case of developed countries.

The Government should strongly consider in creating an industrial support to the Rail services through the private sector, by attracting entrepreneurs to set up rail based industries. (For e.g. manufacture of lamps, window shutters, locks, seats, and other fittings required for carriages).

In general in countries such as Malaysia as a 'rule of the thumb' there are only 4 employees per km of track, compared to 10 per km in Sri Lanka. Similar to all other Government organisations, salaries and other emoluments of employees are determined by Government circulars issued from time to time. Hence the management does not have that much of a clout when it comes to improving the productivity of the labour force.

Further few grades of employees have been granted permission by the Ministry of Public Administration to establish their own services, and as such their disciplinary authority is no longer the head of department but the Public Service Commission.

This was never so, in the so-called 'Golden Era' of the Railway. However the productivity of labour could be improved if performance indices are established and they are made accountable. Their work needs be monitored closely by managers at various levels who should take the ultimate responsibility.

Sardine-packed

It was stated recently that 15 new diesel multiple units and 100 carriages are on order. This will definitely ease off the inconvenience undergone presently by commuters in sardine-packed trains during peak hours.

However it is the duty of the management to have a system to maintain them strictly adhering to standards, otherwise same fate will befall them as the earlier sets and carriages.

Also it is mentioned that Railway is to be extended to the south up to Kataragama, Kelani Valley line to be extended to Hambantota, and the Northern line to be branched off at Kurunegala and extended to Habarana via Dambulla, and the Southern line to be branched off at Panadura and extended up to Horana.

Undoubtedly these are very good projects which will benefit the rural masses in those under privileged areas, not only by way of transporting their daily produce in a cost effective manner, but will also open out job opportunities for many, though not much directly with the Railways, majority will have the opportunity of having sales outlets near stations, hiring vehicles, and entrepreneurial investment in industrial and commercial ventures will thus generate employment.

All in all their standard of living will be enhanced. Thus one could anticipate a rapid economic growth in these areas. However if one is to consider the present status of tracks where the trains are now being operated on, one wonders how the Railway will sustain the maintenance of these new lines as well.