Analysis of factors for enhancing energy conservation in indian railway workshops a case study

IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308
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Volume: 03 Special Issue: 03 | May-2014 | NCRIET-2014, Available @ http://www.ijret.org 717
ANALYSIS OF FACTORS FOR ENHANCING ENERGY CONSERVATION
IN INDIAN RAILWAY WORKSHOPS: A CASE STUDY
Suresh D. Mane1
, N. Nagesha2
1
Research Scholar, Dept. of Industrial and Production Engineering, UBDT College of Engineering, Davangere,
Karnataka India 577004
2
Professor, Dept. of Industrial and Production Engineering, UBDT College of Engineering, Davangere, Karnataka, India
577004
Abstract
Indian Railways (IR) has 41 workshops spread over the entire nation which are into maintenance of its fleet of rolling stock viz. the
locomotives, coaches and wagons, and also undertake the manufacturing of components required for maintenance. These workshops
are grand old establishments set up mainly during the British raj for maintenance of bygone era steam locomotives, wooden bodied
coaches and rivetted body wagons. These workshops employ thousands of technical manpower and are also energy intensive in nature
mainly consuming electricity, diesel and LPG. An empirical study was undertaken covering two railway workshops viz., Carriage
Repair workshop, Hubli (UBLS) and Central Workshops, Mysore (MYSS) to understand the different variables which affect the usage
and conservation of energy. The respondents were officers and engineers (Senior Section Engineers) of these two workshops who are
technically qualified and have rich experience. The cumulative experience of 71 respondents of UBLS was 1491 years which means
the average experience per respondent was 21 years. From the face to face interviews with the respondents in both the workshops 25
variables were included for data collection. Questionnaire was designed covering all the 25 variables and administered to
respondents in both the workshops separately and their preferences were recorded on a five point Lickerts scale. Totally, 128
respondents out of the population of 375 i.e. one third of the population filled up the questionnaire with 71 being from UBLS and 57
from MYSS. Principal Component Analysis (PCA) method of extraction of factors for the combined data resulted in emergence of 8
factors. They include 'Motivation to employees', 'Knowledge and attitude', 'Preventive measures', Timely decision making', 'Motivation
for energy conservation', 'Management role', 'Procurement process', and 'Human factor'. The outcome of the study has greater policy
implications as sustainable development demands new strategies, solutions and policy making approaches
Keywords: Indian Railways, Carriage Repair Workshops, Energy Conservation, Factor Analysis, Principal Component
Analysis
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1. INTRODUCTION
Energy is a scarce commodity in India, an energy deficit
nation, as it suffers from stagnation in domestic oil production
and continued increase in oil imports over the years [1].
Hence, Demand Side Management (DSM) and judicious use
are vital for matching the demand and supply of energy. India
is perennially an energy importing nation and is shelling out
nearly 7934 million USD annually in foreign exchange to
import the crude oil. Central Electricity Authority vide its
Load Generation Balance Report of 2013 pegs India’s annual
requirement of electricity at 10,48,533 Million Units (MU).
However, the supply is 9, 78,301 MU leading to a shortfall of
70,237 MU i.e. a deficit of 6.7% [2]. DSM of power can
assuage the situation to some extent without incurring major
costs as involved in augmenting the energy generation
capacity. The demand for energy comes from various sectors
of economy like Agriculture, Residential, Commercial,
Industrial, and Transport. Indian Railways (IR) is among the
world’s largest transporter of men and material employing
over 1.4 million workforce in its 17 zones [3]. IR is one of the
major energy consumer in the transport sector in terms of
electricity and diesel and accounts for about 2.5% of national
electricity use.
1.1 Indian Railways Current Energy Scenario
During the year 2012-13, IR spent 154 million USD towards
electricity charges and consumed 17.15 billion units of
electricity and 2.35 billion litres of diesel [4]. The railway
budget of IR for the year 2013-14 makes a total allocation of
421 million USD for fuel, with 267 million USD and 154
million USD towards diesel traction and electricity charges
respectively [5]. Such significant allocation has prompted IR
to establish a Railway Energy Management Company
(REMC) to bring efficiency in energy use and help in power
purchases. Further, with the intention of reducing the nation’s
growing dependence on petroleum imports, IR has
implemented several Energy Conservation Measures (ECM)
and is also a frontrunner in adopting Energy Efficient

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Technologies (EETs) and Renewable Energy Technologies
(RETs). This is demonstrated from the fact that the IR
received 11 National Energy Conservation Awards, the
highest ever by any Indian industry, from Bureau of Energy
Efficiency (BEE) Ministry of Power Government of India, for
the remarkable achievements in Energy Conservation (EC)
initiatives taken during 2012 and further improved its tally to
22 awards for the year 2013 [6].Most of the ECMs are advised
by the Railway Board (RB) to Zonal Railways and the
Production units for time bound implementation.
Workshops in IR were established long ago during British Raj
and they have constantly upgraded their infrastructure to cope
up with the growing demands of the passenger traffic. Energy
in the form of electricity and diesel is mainly consumed for
traction purpose and also for the non-traction applications with
41 workshops of IR having a giant share in it. IR has a fleet of
53220 coaches with 6493 other passenger vehicles, which are
regularly maintained at these 41 workshops spread over 17
zones. These coaching vehicles need sustained attention, in
order to keep them in good state of repair, fit to perform their
functions safely and efficiently. Periodical overhauls – POHs
for short are carried out in workshops at intervals, on a time or
a mileage basis. Hence IR has a periodical overhauling (POH)
policy wherein all the passenger carrying coaches are brought
to workshops after serving for 18 months, so that they are
thoroughly attended. During the POH, coaches are completely
stripped, every component is thoroughly examined, repairs
and replacements carried out and the unit rebuilt and made as
good as new. In between successive POH, intermediate
overhaul (IOH) is also undertaken at an interval of 9 months
wherein the bogies, the components viz., running gear, draft
gear, suspension gear, brake gear are all dismantled and
thoroughly overhauled. Energy usage in workshops is
maintained by the respective Divisional Electrical Officer with
a team of supervisors. The RB fixes the targets for POH of the
workshops and also the power consumption target annually
and monitors them closely [7]. RB has also set up 28 point
action plan for EC and implementation of renewable energy in
its operations.
1.2 Carriage Repair Workshops at Hubli and Mysore
Paragraph Carriage Repair Workshop, Hubli (UBLS) and
Central Workshops, Mysore (MYSS) are two major
workshops employing 3300 and 1800 strong workforce
respectively[8 & 9] . They are in the core business of
maintenance of coaches and are also involved in
manufacturing important components for internal usage viz.,
bogies, brake vans and brake blocks. Both these workshops
are the forerunners in successfully implementing and
maintaining various ECM and RETs over the years and thus
have been selected for the current study to analyze the barriers
for EC efforts. A pilot study was conducted to arrive at
different variables which are potentially influencing EC efforts
directly or indirectly.
2. LITERATURE REVIEW
In the recent years, many a researchers around the world are
undertaking study to determine ways and means to reduce the
consumption of conventional energy and thereby mitigate its
consequential environmental impact. The studies are
undertaken in all sectors of economy like Residential sector,
Commercial sector, Industrial sector, Transportation, and
Agricultural sector. Through an empirical study, Somashekar
and Nagesha (2010) have arrived at ten vital factors
influencing domestic household energy consumption using
Factor Analysis (FA) and Principal Component Analysis
(PCA) method of factor extraction [10]. Earlier Nagesha and
Balachandra (2006) had studied the Barriers to Energy
Efficiency in SSI Clusters; by using the Multicriteria based
prioritisation method duly using Aalytical Hierarchy Process
[11]. Andreas et al (2012) have carried out the well to wheel
analysis for electric, diesel and hydrogen traction for railways
and concluded that a reduction of 19% in CO2 emissions can
be achieved when hydrogen gas is used in a fuel cell compared
to diesel traction [12]. They found that hydrogen gas used in
fuel cell will result in 3% lower CO2 emissions compared to
US electricity. Ross Morrow et al (2010) studied the US
transportation sector and found that the transportation sector
alone consumes the majority of US’s imported oil and
produces a third of US green house gas (GHG) emissions.
They used the Energy Information Administration’s National
Energy Modelling System and found that the policy scenario
failed to meet the goal of reducing GHG emissions 14% below
2005 levels by 2020 [13]. They concluded that largest
reductions in GHG emissions result from increasing cost of
driving, thereby damping growth in vehicle miles travelled.
Abdelaziz et al (2011) reviewed the energy saving
technologies in the industrial sector which is consuming 27%
of the world's total delivered energy [14]. They concluded that
by using energy saving technologies such as high efficiency
motors, variable speed drives, economisers, leak prevention
and reducing pressure drop in the industrial sector a sizable
amount of electric energy emissions and utility bill can be
saved by these technologies.
Jenny Palm and Patrik Thollander (2010) combined
engineering and social sciences approach to enhance
understanding of industrial energy efficiency and broadened
perspective on policy making in Europe [15]. They found that
cost effective energy efficient technologies were not
implemented for various reasons such as lack of information,
procedural impediments and routines not favouring energy
efficiency. According to Weber (1997), energy consumption
belongs to the realm of technology but energy conservation to
the realm of society. Since efficiency improvement is a part of
energy conservation strategy, a whole lot of social factors are
relevant, in addition to energy technology [16]. Baranzi and
Giovannini (1996) link energy consumption to four major
factors viz. technological, economic and financial,
institutional, and cultural [17]. They observe, technical factors

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based on energy using equipment and economic & financial
factors in terms of income & relative energy prices have
attracted much attention in the past and stressed for increased
attention to institutional and cultural factors in the future.
Shunping et al (2009) have summarized the research
achievements on transportation energy use such as external
cost determination of energy consumption, analysis of
influencing factors, and put forward key issues concerning
future research [18]. Dasgupta (1999), after analyzing some
initiatives of energy efficiency and environmental
improvements in Indian small scale industries, is of the
opinion that a technocratic top-down approach for energy
efficiency improvement is not comprehensive. Advocating a
bottom-up participatory approach, she emphasizes the need to
address other non-technical factors associated with energy
efficiency such as resource use efficiency, waste management,
poor work practices, layout and house-keeping, etc. Thus, it
may be observed that many researchers around the world
agree that non-technology factors are as important as
technological factors in improving energy efficiency and
enhancing energy conservation. In this backdrop, the current
study primarily aims to probe the various technical and non-
technical factors which are likely to influence the adoption of
EC measures and energy efficient technologies in the selected
two railway workshops.
2.1 An Overview of Workshops under Study
Present study focuses on two major carriage repair workshops
located in south Indian cities of Hubli and Mysore in the state
of Karnataka. The Carriage Repair Workshop-Hubli (UBLS)
has been established in 1885 and Central Workshop-Mysore
(MYSS) has been established in 1924 both of which primarily
focus on broad gauge coach POH activity [19]. UBLS has
diversified into manufacturing of steel bogies, guard brake
vans, and MYSS into fabrication of toy trains and
manufacturing of composite brake blocks. UBLS having 3400
staff caters to outturn of 654 Non-AC Coach POH, 91 AC-
Coach POH, IOH of 689 bogies, and Refurbishment of 115
coaches. Further, manufacturing 3005 bogies, 177 brake vans
and 1625 bolsters, was under taken in 2011, which totals to
3020 equated coach units. MYSS has undertaken POH of 591
Non-AC Coach, POH of 120 AC-Coach, IOH of 550 bogies,
and Refurbishment of 46 coaches apart from manufacturing
one toy train and 63000 composite brake blocks which
amounts to 1049 equated coach units for the year 2011.
Contract Demand for UBLS is 1950 kVA [20] and that of
MYSS is 800 kVA [21] and the connected loads are 9500
kVA and 5500 kVA respectively. Both the workshops have in
house captive Diesel Generating sets (DG) which are pressed
into service during power cuts by distribution companies.
Energy studies undertaken by IR are carried out separately by
Mechanical and Electrical departments for fuels and electricity
respectively. Detailed energy audits carried out by
professional organizations at sister workshops viz.; Carriage
Repair Workshop at Tirupati (South Central Railway) and
Carriage Works Perambur (Southern Railway) have also
considered only electrical energy [22]. Thus, combined and
comprehensive studies involving all forms of energy are not
available in IR, to the best of author's knowledge. In this
backdrop, an attempt has been made in this paper to
encompass the various forms of energy consumed by coach
repair workshops and study the factors influencing energy use
and conservation.
3. MATERIALS AND METHOD
Workshops over IR primarily undertake preventive
maintenance of rolling stock and are also involved in
manufacturing of components for in-house usage. This paper
attempts to probe the various factors which influence the
adoption of ECM and EETs in the workshops of IR.
Exploratory research was undertaken by conducting focused
group discussions, unstructured interviews with
knowledgeable and experienced people to arrive at the 25
variables which are as follows
1. Motivation to Employees – There is need for motivating the
employees towards energy conservation. The drive to
conserve energy and contribute in reduction of imports needs
to be instilled by way of motivation which can be in monetary
terms or in form of awards/recognition.
2. Ego/ Feeling of Insignificance – There is a general feeling
amongst the staff that their role is insignificant and hence they
do not appreciate their role in the EC drive.
3. Proper Machine /equipment Operation – The workshops
activities are totally dependent on machinery and equipment.
Proper operation of the machinery and equipment can
contribute towards achieving EC
4. Attitude of Staff – The workshops are labour intensive units
and hence the attitude of staff towards the EC measures plays
a role in installing EET and sustaining the EC measures.
5. Periodical Training – Regular training to all the concerned
staff about the EC activities shall sensitise them and they can
play better roles towards enhancing EC in the workshops.
6. Increased Awareness – Awareness about EC can be brought
about by various means viz. Posters, Leaflets, Brochures, role
plays etc
7. Machinery Mishandling – Mishandling of the equipment
unintentionally or deliberately lead can to increase in energy
consumption such as in the case of fork lift trucks
8. Prompt Decision Making – Prompt decision making in
approving the purchase, undertaking purchase of equipment or
spares for equipment shall lead to better EC
9. Ill Effects of pollution – The ill effect of increased energy
consumption will be pollution at local level as well as at
global level at generation point and as such should be a
deterrent for increased energy consumption.
10. Management role – The leader plays an important role in
any organisation and IR is no exception to it. Proactive
sustained measures by the management can bring visible and
tangible change and lead the workshops to greater
achievements in the field of EE, RET and EC.

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11. Technology of Machines – The use of energy efficient
devices is a factor which need consideration as majority of the
electrical energy is consumed by the machinery and
equipment.
12. Overloading/Under loading of Machines – Optimum
loading of the machinery and equipment ensures the longevity
of the equipment and also ensures better EC
13. Periodical Maintenance of Machines – Maintenance of
machinery, lubrication, resetting, and replacement of
consumables at regular intervals with original equipment
spares can contribute towards EC.
14. Long Procurement Process – The procurement process for
stocked and non stocked items are different but in order to
promote EC the processes can be simplified or centralised to
ensure availability of EET
15. Simplified Procurement process – The procurement
process per se is cumbersome and involves finance
concurrence, various stages and at times acts as a deterrent for
initiating procurement of EET equipment
16. Focus on Quantity of Output – There is more focus on the
quantity of output as it is reviewed on a daily basis at
workshop level and on monthly basis the zonal level and
Railway Board level. This takes away the drive to improve or
build in quality during maintenance.
17. Centralised Decision making – Railway Board and Zonal
Railways are bestowed greater financial and policy making
powers and many a times the workshops are unable to
undertake new EC projects due to limited power as laid down
in the Schedule of Powers.
18. Trade Unions role – Railways have a strong labour union
organisation to prevent exploitation of the working class and
to ensure better bargaining power and safer working
environment. Trade unions influence the working class and at
times oppose the introduction of new technologies for the fear
of reduction in man power requirement
19. Transfer Policy – There is no fixed and sacrosanct transfer
policy and it mainly depends on the person empowered to take
decisions. This leads to premature transfers and in appropriate
postings which reduces the drive of the executives,
supervising engineers to undertake EC activities
20. Finance department – As procurement proposals above a
certain monitory limit need to have finance concurrence, it can
so happen that they face the axe as finance is focussed on
returns on investment and many a times financially these EET
are not that encouraging
21. Lowest Cost Procurement Policy – The well defined
procurement policy as per the Indian Railways Stores Code is
scrupulously followed by the executives and mostly the lowest
tenderer is awarded the tender overlooking the better
technology product offers. The focus is just on the initial cost
rather than the life cycle cost and as such most of the time
poor performing products are procured and utilised.
22. Awards for Motivation – To create a drive for EC amongst
the associates, awards need to be constituted within the
workshops to increase the spirit of EC amongst the constituent
shops.
23. Monitoring health of Fork Lifts – It is observed that the
internal material handling equipment are poorly maintained
for want of quality spares which leads to increased fuel
consumption to cite an example excessive idling for want of
either good battery or the starter motor.
24. Regular Meetings regarding EC – To implement and
sustain EC movement regular meetings need to be conducted
which shall increase the awareness levels and drive the EC
movement to achieve progress
25. Inventory Management of Spares – Many a times the
machinery and equipment are kept idle for want of spares as
the lead time to procure imported spares is too long and
involves many bureaucratic hurdles. For want of the spares the
EET machines are kept idle and local make equipment which
are energy guzzlers are extensively utilised as their spares are
locally available and they are more rugged.
IR Workshops have the following chain of command –
Officers – Engineers (Senior & Junior) -Technicians in Grade
I, II & III) followed by Supporting Staff. Informal surveys and
focussed group interviews were conducted initially with most
of the officers and senior most engineers of both the
workshops to arrive at the variables influencing EC. Initially,
opinions pertaining to 25 variables were collected from the
face to face interviews with respondents of both the
workshops which were correlated and standardised.
Subsequently, suitable questionnaire was devised to capture
the responses of the stakeholders using five point Lickerts
scale. The respondents in the study comprised the officers and
senior section engineers of both the workshops. The 25
variables were arranged appropriately in a structured
questionnaire and administered to 128 respondents out of the
total 375 officers and supervising engineers thereby covering
one third of the population. The respondents are qualified
engineers with minimum qualification of diploma in
engineering and all the officers are engineering graduates. The
objectives of the study were briefed to the respondents in the
departmental meetings and were instructed about the
questionnaire. The respondents were then issued with the
questionnaire asking them to fill the same based on their
experience and value judgement. Random stratified sampling
was adopted to ensure adequate representation of both
mechanical and electrical officers and engineers covering all
the major sections of activities
Nomenclature
IR Indian Railways
UBLS Carriage Repair Workshops, Hubli
MYSS Central Workshops, Mysore
DSM Demand Side Management
EET Energy Efficient Technology
RET Renewable Energy Technology
FA Factor Analysis
PCA Principal Component Analysis
POH Periodical Overhauling

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KMO Kaiser Meyer Olkin
SSE Senior Section Engineers
3.1 Factor Analysis
Factor Analysis [FA] is basically a statistical tool for reduction
of data (variables) [23]. A variable is anything that changes its
value and a factor is a linear combination of variables. Factor
is a construct that is not directly observable but that needs to
be inferred from the input variables. Factors are statistically
independent. FA is a multivariate statistical technique in
which there is no distinction between independent and
dependent variables. Here, all variables under the study are
analyzed together to extract the underlining factors. FA is a
useful tool to reduce large number of variables resulting in
data complexity to a few manageable factors. These factors
explain most part of the variations of the original set of data.
FA helps in identifying the underlying structure of the data. As
the variables in this study are standardized and highly
correlated, FA was justifiably applied to extract the major
factors. Significance of correlation matrix is established using
Bartlett’s test of sphericity. As the number of data points
should be four to five times the number of variables in FA, it
was ensured that a total of 128 respondents from the two
workshops responded to the questionnaire which had 25
variables, thus ensuring the statistical requirement. Kaiser
Meyer Olkin (KMO) statistic compares the magnitude of
observed correlation coefficients with the magnitude of partial
correlation coefficient. A small value of KMO shows that
correlation between variables cannot be explained by other
variables. The Bartlett’s test of sphericity takes the
determinant of the correlation matrix into consideration. The
test converts it into a Chi-Square statistic with degrees of
freedom = (k (k-1))/2, where k is the number of variables on
which FA is applied. Table 1 shows the KMO value for the
combined responses at 0.770 (should be > 0.50), and the
Bartlett’s test for sphericity at 0.000 level (Should be < 0.05)
hence meeting the requirements.
Table 1 KMO and Bartlett’s Test result
Kaiser-Meyer-Olkin Measure of Sampling
Adequacy
0.770
Bartlett's Test of
Sphericity
Approx. Chi-Square 1172.873
df 325
Sig. 0.000
3.2 Extraction of Factors
First step undertaken was to decide how many factors are to be
extracted from the given set of data. This can be accomplished
mainly by three methods viz., Centroid method, PCA method,
and maximum likelyhood method. This study has chosen PCA
methodology which searches for the weight or factor score
coefficient so that the first factor explains the largest
population of variance. The first factor is extracted in such a
way that it explains the largest portion of variance. This
explained variance is subtracted from the original input matrix
so as to yield a residual matrix. A second principal factor is
extracted from the residual matrix in such a way that the
second takes care of most of the residual variance and so on,
and this procedure is repeated until there is a very little
variance to be explained.
The correlation coefficient between the factor score and
variable is called factor loading. Factor loadings are used to
compute Eigen values for each factor and the communalities
of each variable. For the interpretation of factor, the factor
loading matrix is rotated. The main purpose of rotation is to
bring the smallest loadings close to zero and its largest loading
towards unity. This study has chosen the Varimax method for
rotation as this results in independent factor. After completing
the rotation, a cut off point for factor loading is selected. There
is no hard and fast rule for deciding the cutoff point but
generally it is chosen above 0.5, and the same is adopted in
this study as well. Thus, variables with a loading of 0.5 and
above are obtained and employed for naming the factor
appropriately.
4. RESULTS AND DISCUSSIONS
The important objective of the present study was to determine
major factors which influence the adoption of ECMs and
EETs, and subsequently to prioritize them. The survey
adopted 25 variables which are to be grouped appropriately
into few manageable factors which can explain major part of
the variance. Based on earlier studies undertaken in the field
of energy conservation FA (PCA type) has been used. The
SPSS output obtained for the two workshops jointly is given
in Table 2.
The extracted eight components explained about 65% of the
variability in the original twenty five variables included in the
study of UBLS and MYSS, as shown in Table 2. Hence,
complexity of the data got reduced considerably by the use of
these eight factors with only 35% loss of information. The
table is prepared in the descending order with the topmost
variable at the beginning. It can be seen that 22 variables
contribute to the 8 factors being extracted. The Scree plot
shown in Figure 1 helps in determining the optimal number of
components. Generally, the components are extracted on the
steep slope. The components on the shallow slope contribute
little to the solution. The last big drop occurred between the
8th and 9th components. Hence, the first eight components
extracted were retained. Under each of the derived component,
all the variables having correlation coefficients greater than
0.5 (as obtained by the rotated component matrix) are
considered significant. Keeping these variables in mind the
factors are appropriately named in the Table 3. Subsequently,
these factors have been ranked based upon the average factor
scores. Based on the rankings obtained, it may be observed

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that the employee motivation is the most important factor with
a mean factor score of 4.36.
Table 2 Total Variance explained for combined workshops
with 128 respondents
Co
m
po
ne
nt
Initial Eigen
Value
Extracted Sum of
Loadings
Rotation Sums
of Squared
Loadings
Tot
al
%
Var
ian
ce
Cu
mul
ativ
e %
Tot
al
%
Var
ian
ce
Cu
mul
ativ
e %
To
tal
%
Va
ria
nce
Cu
mul
ativ
e %
1 6.7
25.
7
25.
7
6.7
25.
7
25.
7
3.
8
14.
7
14.
7
2 1.9 7.5
33.
2
1.9 7.5
33.
2
2.
4
9.4
24.
1
3 1.8 6.9
40.
1
1.8 6.9
40.
1
2.
3
8.8
32.
9
4 1.5 5.7
45.
8
1.5 5.7
45.
8
1.
9
7.5
40.
4
5 1.4 5.4
51.
2
1.4 5.4
51.
2
1.
9
7.2
47.
6
6 1.3 4.8
56.
0
1.3 4.8
56.
0
1.
6
6.2
53.
7
7 1.1 4.4
60.
4
1.1 4.4
60.
4
1.
6
6.1
59.
8
8 1.1 4.3
64.
7
1.1 4.3
64.
7
1.
3
4.8
64.
7
Table 3 below gives the values of correlation, mean variable
score, average factor score (which is the average score of all
the variables included in the factor) and lastly the factor
names. The factors have been arranged as per their average
score and ranked accordingly. It is clearly evident that
motivation to employees is the need of the hour, as it has the
highest mean variable score and also highest correlation. Due
to advancement in technologies in the dynamically changing
world, knowledge about the new technologies being
introduced is also of prime importance. The various measures
that can be adopted to ensure better efforts towards ECMs and
EETs should be known to all the concerned stake holders. The
factor analysis of 25 variables in two workshops of Indian
Railways arrived at eight factors with the top ranker being the
need for "Motivation for staff". It is clearly evident that
workshops’ being in the government sector salary is not the
only motivator and as such other modes of motivation can be
thought off to increase the adoption of energy conservation
measures (ECMs) and energy efficient technologies (EETs) in
these units. Secondly, it was found that attitude and
knowledge of staff can be suitably improved to derive greater
benefits in the long run. Indian Railways is passing through a
difficult phase in terms of financial aspects due to increased
staff costs which are not commensurate with the revenues and
as such development projects have been hit. Hence, the focus
of railways to reduce its costs in terms of fuel of railway
budget needs greater push by adopting measures to motivate
the staff towards the same. Installation of preventive measures
by means of having equipment health records, having
adequate inventory of consumable and non consumable spares
for the machinery and equipment, having meetings for EC
activities, conducting preventive maintenance of equipment,
periodical training to staff can contribute towards better
utilization of the valuable assets which generally are EET and
thus lead to EC. In government organizations’ decisions are
made cautiously considering future repercussions and are
hence generally delayed. This leads to loss of morale and at
times sends wrong signals to the staff. A consecrated effort in
the way of installing and maintain EET can be undertaken to
drive the message loud and clear among one and all in the
organisation. Management has an important role in giving the
required output from the shops in the desired quality
standards. The onus of procurement, installation,
commissioning and maintenance of EET is an added effort
which the management has to put in addition to the specified
duties. The procurement process is another factor which
emerges out of the study of these variables. As a onetime
exception concessions can be made to ensure easy
procurement of better technologies by way of price
preferences so that the reliable technologies are adopted which
boost the confidence of the organisation. Human factor is
crucial to ensure the proper operation, maintenance of the EET
installed and they by contribute towards the drive for EC.
Once the drive is begun as the days pass by it shall get
reinforced and gain momentum which shall be of good not
only to the workshops in particular but to the organisation at
large. The transfer policy can be streamlined and be organised
which can encourage the staff, supervising engineers and
officers alike to ensure their role and contributions in the field
of selecting, procuring, installing and maintaining the EET.
Fig -1: Scree Plot of 128 respondents

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Table 3 Correlation, Factor Names and Rankings
R
a
n
k
Variables
Co-
Relati
on
Mean
Varia
ble
Score
Aver
age
Facto
r
Score
Factor
Name
1 Motivation
0.8 4.36 4.36 Motiva
tion
2
Attitude 0.75 4.32
4.27
Knowl
edge &
attitud
e
Optimum
Utilisation
0.64 4.3
EC Capability 0.55 4.39
3
Inventory Mgt 0.74 4.18
4.27
Preven
tive
Measu
res
Monitoring Health 0.72 4.19
Regular Mtgs 0.72 4.05
Increasing
Awareness
0.67 4.37
Preventive
Maintenance
0.61 4.35
Periodical Trg 0.58 4.41
Technology of
Machines
0.53 4.32
4
Prompt Decisions 0.73 4.23
3.88
Timely
Decisi
on
Makin
g
Finance Dept
0.60 3.54
5
Awards for
Motivation
0.73 4.06
3.86
Motiva
tion
for ECFocus on quality 0.70 3.66
6
Machine Handling 0.68 4.09
3.85
Manag
ement
role
Procurement
process
0.66 3.79
Centralised
Decision Making
0.56
3.68
7
Least Cost
Procurement
Policy
0.73
3.78
3.51
Procur
ement
policyEgo/Feeling of
Insignificance
0.61 3.25
8
Role of Trade
Unions
0.85 2.9
3.06 Human
factorTransfer Policy 0.53 3.22
5. CONCLUSIONS
IR is in the forefront of installing EET and has massive EC
measures being undertaken in all its units be it production
units, workshops and divisions. This is clearly evident from
the state of art equipments in its establishments which are
procured against global tenders by Central Organisation for
Modernisation of Workshops. Most of the earlier era
equipments have been made redundant and new energy
efficient equipment have been installed like Inverter based
welding plants, Airless Spray Painting equipment; VFD based
Machine tools, Traverser and EOT Cranes. The study reveals
that out of the 25 variables motivation to employees is the
greatest factor which can contribute towards implementation
of EC measures and successfully sustaining them over a
period of time. Railways do have a structured motivation
programme right from the Ministry of Railways level to down
the individual divisions and workshops level. A separate set of
awards can be constituted to encourage healthy competition
amongst various shops of the workshops. This will lead to
benchmarking and regular monitoring and thus the EET can be
successfully implemented and sustained. Secondly the
knowledge about EC, the various measures undertaken at all
levels needs to be dissseminated by means of posters,
seminars, workshops at regular intervals. Training is provided
for the operating and maintenance staff as and when new
equipment is procured. This information needs to be widely
circulated among all the colleague supervisors and technicians
so that the optimum utilisation of the equipment can be
undertaken and underutilisation or overloading is avoided.
This study was undertaken in two carriage repair workshops
located in south India and thus the study can be further
extended to other geographical parts of the nation. The study
finds out that the average experience of its engineers and
officers is considerably high and as such their value judgement
needs to be given due consideration while formulating
policies. The study also reveals that the attrititon rates in IR is
almost negligible considered to other transport sectors or
industry for that matter and hence keeping the associates
motivated can yield improved results.
ACKNOWLEDGEMENTS
The authors would like to thank Chief Workshop Managers of
both the workshops for encouraging the research and also
actively participating in the study. We thank all other officers
and engineers of Carriage Repair workshop, Hubli and Central
Workshop, Mysore for sparing their valuable time in
understanding the questionnaire and filling the same based on
their experience and value judgment.
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