Transportation, Water and Urban Development Department The World Bank

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.
htm
TRANSPORTATION, WATER AND URBAN DEVELOPMENT DEPARTMENT

THE WORLD BANK
March 1990
Transport No. RW-1
MANAGING LOCOMOTIVE AVAILABILITY AND UTILIZATION

Karim-Jacques Budin
Low levels of locomotive availability and utilization top the list of operational constraints affecting the performance, capacity and
competitiveness of many railways in developing countries. The basic data are often unavailable, unreliable, inconsistent or flawed.
Improving data collection and treatment is a vital and relatively easy first step toward solving "the locomotive problem." This
paper clarifies basic concepts, defines performance indicators and illustrates the use of the Locomotive Availability and
Utilization Chart as the basic practical tool in monitoring and managing locomotive availability and utilization.
BASIC CONCEPTS
By definition, locomotives are found under the control of one of two departments of the railway mechanical or operating. A
locomotive under the control of the mechanical department is not "available" for service; a locomotive under the control of the
operating department is "available" for service and is subject to various measures of efficiency of utilization.1/ The basic concepts
used in locomotive availability and utilization monitoring are the following:
Locomotive Availability
A locomotive is considered unavailable for service during the time it is not under the control of the operating department. An
unavailable locomotive will be either (a) undergoing or awaiting service, maintenance or repair in a maintenance facility (depot,
shed or workshop) or (b) broken down, outside maintenance facilities. The unavailability of a locomotive is measured in
locomotive-hours and should be recorded according to the cause of unavailability, for instance:
servicing (fueling, sanding, oiling, greasing) and current periodic maintenance (daily, weekly, monthly visits);
periodic overhauls;
minor unscheduled repairs (time necessary to carry out repairs shorter than 72 hours);
major unscheduled repairs (time necessary to carry out repairs longer than 72 hours);
time waiting for spare parts necessary for maintenance or repair; and
time waiting for admission to a repair facility.
The time during which a locomotive is broken down while outside a maintenance facility should be allocated to either the minor or
major unscheduled repair category according to the time necessary to carry out the repair and not according to the time the
locomotive is actually unavailable. In other words, if it takes three days to get the locomotive to and from the repair facility in
order to perform a "minor" repair, all of the unavailable time should be charged to the "minor" category.
file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (1 of 8)07/17/2005 10:44:28 AM
file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm
Conversely, a locomotive is considered available for service during the time it is not deemed unavailable; availability is also
measured in locomotive-hours.
Locomotive Reliability
Break-downs of locomotives should be recorded in order to evaluate locomotive reliability. Causes of break-downs should be split
into, for instance, diesel engine failure, pneumatic system failure, other mechanical failure, electrical rotating machine failure,
other electrical apparatus failure, and other failures.
Locomotive Utilization
A locomotive is considered used (or in service) when it is (a) available for service and (b) located outside a locomotive
maintenance facility (depot, shed or workshop). Locomotives in service are either heading trains (recorded by either passenger or
freight service), light running (running alone for repositioning), cold running ("deadheading," or being hauled cold for
repositioning in another train), waiting in stations or yards before or after heading trains, or moving between yards and
maintenance facilities. The categories of usage other than heading trains may be recorded as freight, passenger, or common
according to the circumstances. Standby locomotives will generally not be considered as in service, although they will be recorded
as available, particularly when they are located in a maintenance facility.
Locomotive utilization should be measured in several ways:
Time utilization, in locomotive-hours, which should then be split into the different types of utilization listed above;
Distance utilization, in locomotive-kilometers, the total kilometerage run by the locomotive being generally split into
passenger trains, freight trains and other uses (light running, switching, run between depot and station or yard, etc.);
kilometerage run by cold locomotives will generally not be included in the kilometerage run by the locomotive;
Total output utilization, in gross trailing ton-kilometers hauled, with a split between freight trains, passenger trains and
other uses; and
Production, in net ton-kilometers hauled for freight trains, or passenger-kilometers moved for passenger trains. Where the
locomotive fleets are segregated according to freight versus passenger, this will permit two productivity measures: where
the fleets are not separated, the best measure may be a combined measure of "traffic units," which is the sum of tonkilometers and passenger-kilometers.2/
MONITORING LOCOMOTIVE AVAILABILITY AND UTILIZATION

The basic tool used to monitor locomotive availability and utilization is the Daily Locomotive Availability and Utilization Chart.
This chart should be maintained by the Power Officer in the Railway Central Control Office (or in regional control offices, with
subsequent consolidation by the central control office) and reflect the minute-to-minute3/ status of each locomotive in the fleet,
and record all other relevant data (gross and net tonnage of trains, kilometerages run by trains, etc.). Updating of the chart should
generally be done at least once per shift, using data provided by train dispatchers and by locomotive maintenance facilities
managers. It is important to emphasize that every railway should collect this information, because it is the relatively simple result
of operational record keeping. The degree of sophistication of the railway's Management Information System (MIS), and the
availability of communications will, of course, affect the degree to which the information is used in "real time," but there is no
reason why even a totally manual system should not collect and report the data within a reasonable time period.
This daily chart has consistently proven to be an essential tool to monitor the availability and utilization of the locomotive fleet;
from a simple look at the chart it is easy to glean whether a locomotive has been put to good use and, if not, the area in which
usage has suffered; moreover, the chart includes much of the basic data needed to calculate the performance indicators described
below. Many variations on this approach are possible through the use of color and hand notations indicating distance travelled,
gross trailing tons, etc.
PERFORMANCE INDICATORS
Performance indicators used for monitoring locomotive availability and utilization are compiled for a given period (day, month,
year) and are generally computed per class of locomotives;4/ they are the following:
Availability: ratio of the number of locomotive-hours of available locomotives during the period to the product of the
number of locomotives in the fleet times the number of hours in the period5/ (see Table I for representative data on
availability);
Reliability: ratio of the number of locomotive break-downs during the period to total kilometerage (usually expressed in
hundred thousand kilometers) run by locomotives during the period;
Time utilization: ratio of the number of locomotive-hours of locomotives in service during the period to the number of
locomotive-hours of available locomotives during the period;
Distance utilization: ratio of the total number of locomotive-kilometers run by locomotives of a class during the period to
the product of the number of locomotives in the class in the fleet times the availability factor for the period -- if possible,
separately by freight and passenger (see Table II for representative data on utilization);
Total output utilization: ratio of the total number of gross trailing ton-kilometers (freight trains, passenger trains, others)
hauled by the locomotives of the class during the period to the number of locomotive-hours in service during the period (if
possible, separately by freight and passenger);
Productivity (preferably separately for passenger and freight or, if necessary, global): ratio of the total number of net tonkilometers and/or passenger-kilometers hauled by locomotives of the class during the period to the number of locomotiveshours in service during the period (see Table III for representative data on productivity).
In a small-to-medium size railway (with a fleet of 30 to 150 locomotives, as an order of magnitude), availability and time
utilization factors will typically be displayed on a daily basis, as well as monthly and yearly; the reliability factor and distance
utilization factors monthly and yearly; productivity only yearly.
Each indicator has a role to play in monitoring how well locomotives are managed, and in appraising the evolution of management
effectiveness over time. While availability and reliability factors are primarily intended to rate the quality of the management of
locomotive maintenance, the other indicators are mainly related to operational efficiency. The time and distance utilization factors
give a good indication of locomotive mobility (locomotives should be kept in service and running!), general motive power service
organization and the adequacy of the locomotive fleet to handle the traffic hauled (e.g., a low value of both time and distance
utilization indexes indicates an oversized locomotive fleet). The total output utilization factor is a more comprehensive indicator
representing operational efficiency, because it is in direct relation to the work done by the locomotive in hauling loads (including
the trade-off between heavier load versus higher speed for freight trains, for instance) and is the best figure to assess the physical
efficiency of use of the locomotive. Ultimately, the productivity factor is the best measure of the relationship between the actual
revenue-earning work done and fleet of locomotives provided for (and the cost of) getting the work done.
There are, unfortunately, no definitive norms for any of these factors. While we can use data from "comparable" railways to
suggest an order of magnitude for a particular railway, each railway has sufficiently distinct characteristics (size of fleet, types of
locomotive in fleet, traffic types and flow patterns, physical size and arrangement of the network, etc.) as to require considerable
judgment in the definition of "acceptable" and "desirable" targets. Depending on local circumstances, it may be appropriate to
develop additional measures in order to reflect local problems or targets. Finally, many railways simply do not yet have the
information available, so the immediate need is to begin collecting and publishing these measures in order to develop baselines.
What is important is that the process of collection and reporting be commenced, that initial norms be suggested, and that the trends
be reported and evaluated.
1/ The only exception to this dichotomy is a category called "stored" which describes the situation where, as a result of seasonal or
annual traffic patterns, there is no traffic to be hauled and the locomotive is "mothballed." Also, in many railways, there is a strong
reluctance to scrap old locomotives, which makes availability look low. Old locomotives which cannot be rehabilitated should be
removed from the railway's records and scrapped.
Back to text.
2/ Where traffic units are used, the most common practice is simply to add them. Some railways use a weighted sum (e.g., one tonkilometer equals two passenger-kilometers), but there is no agreed set of weights. Each railway could develop its own weights.
Back to text.
3/ In reality, the basic time unit used in the charts will generally be 10 or 15 minutes (Figure I uses 15 min.).
Back to text.
4/ A class of locomotives consists of locomotives having the same technical characteristics and built during a given period.
Back to text.
5/ For instance, 24 hrs. for daily availability factor.

Back to text.
Table I
REGION AND COUNTRY

1987
LATIN AMERICA:
ARGENTINA
63.4
BRAZIL -- FEPASA
BRAZIL -- RFFSA
74.8
CHILE
53.9
MEXICO
URUGUAY
52.2
AFRICA (Sub-Saharan):
CAMEROON
59.4
GHANA
KENYA
55.0
NIGERIA
24.0
SENEGAL
TIME AVAILABILITY
Average Locomotive Availability in Percent of Time
1980
1981
1982
1983
1984
1985
1986
74.5
74.6
72.9
74.6
70.5
63.7
65.0
77.4
81.4
76.8
87.3
75.6
84.6
75.4
79.7
69.7
79.6
67.6
81.0
66.3
79.0
49.4
47.5
49.9
46.7
47.9
51.7
54.1
76.7
50.3
72.1
35.6
66.1
46.9
65.5
55.9
65.5
50.6
64.1
47.2
64.5
56.5
70.7
74.5
66.1
60.8
73.0
67.3
63.1
49.0
55.0
57.0
55.0
68.4
72.2
70.0
55.7
38.0
61.0
63.0
63.0
64.0
61.0
45.9
45.0
38.3
55.0
61.0
67.0
64.0
55.0
69.0
69.0
62.1
TAZARA
49.0
ZAIRE
54.0
ZIMBABWE
58.3
EMENA:
ALGERIA
85.8
MOROCCO
82.9
EGYPT
PORTUGAL
83.2
YUGOSLAVIA
75.9
TURKEY
54.6
PAKISTAN
80.9
ASIA:
BANGLADESH
77.9
CHINA (estimated)
87.5
INDIA
86.0
REPUBLIC OF KOREA
88.5
THAILAND
DEVELOPED COUNTRIES:
FRANCE
92.9
GREECE
65.4
UNITED KINGDOM
75.0
WEST GERMANY
92.8
USA:AMTRAK
89.0
USA:ALL CLASS I RWYS.
90.0
41.0
24.0
26.0
30.0
31.0
34.0
46.0
60.0
55.0
50.0
53.0
56.0
56.0
55.0
57.3
58.7
59.0
61.7
62.7
63.0
67.3
85.4
86.1
86.9
86.9
87.8
87.8
87.8
72.3
76.6
78.8
82.0
83.2
81.2
82.0
79.7
83.3
79.7
85.6
75.0
82.2
71.5
81.7
71.3
80.3
71.1
82.6
75.9
84.1
76.7
72.9
78.5
72.2
73.5
74.1
74.3
51.9
50.5
50.2
67.4
62.2
54.6
54.5
82.9
82.8
81.3
79.4
78.7
81.9
84.5
66.2
66.4
66.4
66.3
77.1
77.9
88.4
88.3
88.2
88.0
87.9
81.7
87.5
83.8
83.8
82.7
82.6
82.6
81.1
82.4
90.0
91.5
91.0
88.8
89.2
89.2
90.6
74.6
79.1
84.8
79.4
71.0
70.0
77.1
93.5
94.0
94.0
94.0
95.0
94.6
94.8
55.2
54.9
55.7
63.0
54.2
42.5
60.7
75.1
75.0
74.4
73.8
73.3
72.7
75.4
94.5
93.6
93.2
93.5
94.2
94.0
94.0
82.0
85.0
88.0
89.0
92.3
93.2
92.0
90.0
90.0
90.0
90.0
90.0
90.0
90.0
Source: PPR Railway Data Base

Back to text.
Table II
DISTANCE UTILIZATION:
REGION AND COUNTRY

1987
LATIN AMERICA:
ARGENTINA
BRAZIL -- FEPASA
BRAZIL -- RFFSA
71
CHILE
MEXICO
URUGUAY
CAMEROON
75
GHANA
KENYA
NIGERIA
SENEGAL
74
TAZARA
128
ZAIRE
ZIMBABWE
EMENA:
ALGERIA
103
MOROCCO
77
EGYPT
PORTUGAL
103
YUGOSLAVIA
160
TURKEY
90
PAKISTAN
78
ASIA:
BANGLADESH
CHINA (estimated)
114
INDIA
87
REPUBLIC OF KOREA
170
THAILAND
FRANCE
107
GREECE
86
UNITED KINGDOM
252
Average Annual Locomotive Kilometers Per Available Locomotive

(in '000)
1980
1981
1982
1983
1984
1985
1986
95
45
156
96
84
175
98
80
170
95
59
169
101
84
182
107
189
107
70
77
83
65
73
78
63
30
38
43
54
53
150
134
141
123
169
169
135
139
85
156
84
174
128
74
85
78
60
58
139
173
123
73
80
77
79
87
84
81
90
94
94
75
74
65
67
79
78
91
89
89
88
106
98
98
94
106
107
82
103
118
109
62
59
62
63
66
67
68
36
132
60
104
60
108
111
111
113
84
113
67
72
87
77
83
88
91
139
149
156
190
166
192
162
169
149
155
159
196
216
228
119
115
117
114
111
113
108
236
262
246
266
345
198
206
WEST GERMANY
118
USA:AMTRAK
112
114
112
109
112
114
100
101
83
82
81
86
98
97
104

Back to text.
Table III
PRODUCTIVITY INDEX:
Total Annual Average Traffic Units Per Locomotive
(Pass-Km plus Ton-Km, in 000,000)
REGION AND COUNTRY
1987
LATIN AMERICA:
ARGENTINA
29
33
BRAZIL -- FEPASA
BRAZIL -- RFFSA
32
31
CHILE
MEXICO
URUGUAY
CAMEROON
21
20
GHANA
KENYA
21
21
NIGERIA
34
36
SENEGAL
32
30
TAZARA
45
47
ZAIRE
ZIMBABWE
EMENA:
ALGERIA
25
26
MOROCCO
35
35
EGYPT
PORTUGAL
27
28
YUGOSLAVIA
1980
1981
1982
1983
1984
1985
27
25
29
31
30
31
25
32
24
29
25
29
24
30
27
23
29
30
34
37
16
34
19
39
19
38
19
41
15
22
17
21
24
19
23
1986
37
10
13
17
20
25
20
22
19
34
32
30
40
40
32
29
30
31
32
29
36
55
53
41
51
65
19
21
38
19
40
20
19
29
19
24
21
23
21
21
22
25
34
26
24
30
22
34
30
27
33
24
32
24
36
23
37
26
38
26
32
34
34
39
39
39
27
45
38
37
TURKEY
24
25
PAKISTAN
35
47
ASIA:
BANGLADESH
CHINA (estimated)
116
INDIA
61
58
REPUBLIC OF KOREA
71
75
THAILAND
FRANCE
28
28
GREECE
20
18
UNITED KINGDOM
30
39
WEST GERMANY
16
19
USA:AMTRAK
30
33
68
78
21
25
24
18
25
27
31
30
33
34
35
35
21
82
21
82
21
87
28
94
31
99
29
106
40
43
49
48
49
56
67
68
67
81
70
80
56
50
51
54
62
60
28
28
27
27
28
29
21
21
18
17
21
27
26
27
26
30
34
28
19
19
17
18
19
17
28
29
63
64
55
54
49
53
110
51

Note: The numbers shown are too high in countries where significant traffic is carried by self-propelled coaches, as all traffic
units are assigned to locomotives.
Back to text.
NOTE: To order Copies of Figures I and II
Figure I is an example of a locomotive utilization chart.
Figure II shows an actual illustration of the significance of availability and of a proposed corrective program.

Transportation, Water and Urban Development Department The World Bank

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Transportation, Water and Urban Development Department The World Bank

Hochgeladen von

Copyright:

Verfügbare Formate

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.

TRANSPORTATION, WATER AND URBAN DEVELOPMENT DEPARTMENT

MANAGING LOCOMOTIVE AVAILABILITY AND UTILIZATION

MONITORING LOCOMOTIVE AVAILABILITY AND UTILIZATION

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (2 of 8)07/17/2005 10:44:28 AM

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (3 of 8)07/17/2005 10:44:28 AM

5/ For instance, 24 hrs. for daily availability factor.

REGION AND COUNTRY

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (4 of 8)07/17/2005 10:44:28 AM

Source: PPR Railway Data Base

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (5 of 8)07/17/2005 10:44:28 AM

REGION AND COUNTRY

Average Annual Locomotive Kilometers Per Available Locomotive

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (6 of 8)07/17/2005 10:44:28 AM

Source: PPR Railway Data Base

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (7 of 8)07/17/2005 10:44:28 AM

Source: PPR Railway Data Base

file:///O|/PUBLIC/twu_xweb/transpor/publicat/td-rw1.htm (8 of 8)07/17/2005 10:44:28 AM

Das könnte Ihnen auch gefallen