PROPOSAL FOR ACCURATE CALCULATION OF CHINESE RR TRANSPORT PERFORMANCE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700050469-5
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 10
• Document Creation Date: December 22, 2016
• Document Release Date: September 22, 2011
• Sequence Number: 469
• Publication Date: April 4, 1952
• Content Type: REPORT

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CLASSIFICATION RESTRICTED
CURITY INFORMATION
CENTRAL INTELLIGENCE AGENCY
IN?ORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
COUNTRY China
SUBJECT Transportation - Rail
HOW
PUBLISHED Monthly periodical
WHERE
PUBLISHED Peiping
BATE
PUBLISHED 1 Feb 1951
LANGUAGE
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REPORT
CD NO.
DATE OF
DATE DIST. '/- Air 1952
NO. OF PAGES l0
SUPPLEMENT TO
REPORT NO.
SOURCE Jer,-min T'leh-tao (People's Railways), Vol 111, No 2, 1951.
PROPOSAL FOR ACCURATE CALCULATION
OF CHINESE RR TRANSPORT PERFORMANCE
A. Plspoae of Froposal
Railway transport performance is the collective result of the performance
of all departments of a railway. IC is directly related to transport capacity,
transport efficiency, transport schedules, transport volume, and transport
costs, The question of how to make the appraisals and computations by which
to obtain firm uninvolved results, which take all the necessary factors into
account, is an important and complicated one.
One fairly satisfactory way of readily securing a measurement of the ef-
ficiency of freight-car usage is, to compute th' carloads, average turnaround
time, and the tonnage of goods cL ried. Whether or not to include the factor
of mileage falthough Chinese railways operate on the kilometer system, the term
miles and mileage are used in this article for the sake of brevity is a ques-
tion. The two basic factors that should be included in evaluating transport
performance are the above-mentioned data and the mileage. Hitherto, carloads
and tonnage figures have not taken mileage into account. But even if mileage
were taken into account in reckoning i.he average turnaround time, (because the
more mileage, the longer the turnaround time), this would not by itself make
it possible to calculate with accuracy the working efficiency of freight trans-
portation.
Beside the working efficiency, there are other factors such as train mile-
age, daily number of trains in opposite directions, percentage of train punctu-
ality, degree of proper use of locomotive power, empty-locomotive-mileage,
train and traffic accidents, passenger-mileage, and (freight) ton-mileage in-
come from passenger and freight traffic, transport costs, etc. All these fa.-
tore must be taken into account to secure final figures for comparing the trans-
port efficiency of one period with that of another period, or it one railway
bureau with that of another bureau. Hence, the problem in what is called
transport performance is how it is to be calculated.
STATE XNAVY NSRB I DISTRIBUTION
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On the one hand, all factors and items related to the subject should be
given cottsideration to pet a :omplete picture, and on the other hand, the fac-
tors should-be logically analyzed and differentiated into those that should
enter into the computations and those that should be ignored to avoid repeti-
tion and confusion. To this end, the following form of record and method of
calculation is suggested.
B. Chart for Becordina Traasnortation Performance Data
fs-ee chart on following page.]
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C1ART FOR RECORDING TRANSPORTATION PERFORMANCE DATA
Capacity
Train-mileage (kilometrage)
Pass train-mileage
Frt 11
= II III IV V Remarks
Average No of two-way trains daily 2
as trains
Frt
Mileage per pass car
Mileage per frt car
Efficiency
9
Frt
Mileage per car
er d
10
1
cars
p
ay 8
Av tonnage of loaded cars 4
1
Proportion of empties 5
12
Frt
trains
Percent not used of total
locomotive hauling power 4
13
Frt
trains
Percentage of unloaded
locomotive mileage in
total train-mileage
Punctuality Pass trains
Percentage Frt "
No of "responsibility" accidents*
per 10,000 train-miles
No of traffic accidents per 300.000
frt car-miles
Volume of Traffic
Quantity
Passenger-miles
5
Ton-miles
5
Combined ton-miles**
10
21
Revenue
Pass receipts
5
22
Frt receipts
23
Combined receipts
10
Statistical Breakdown
24
2
Combined ton-miles per RR worker**
5
5
Traffic receipts
5
26
Totals
100
Passenger-miles and ton-miles combined on basis of equality.
I, Assigned Rating; II, Planned Goal; III, Actual Accomplishment;
IV, Percent of Accomplishment; V, Score.
*Accidents for which RR workers are res onsibl
I.......... ............ Bureau For Month Ending......,
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C Method of Computation
1. The assignment of rates to the various factors.
the c As in the accompanying chart, the five important factors entering in
to
computation of railway transport performance, together with the standard
ratings assigned to each
are as foll
,
ows;
Transport Performan-e
Capacity
Efficiency
System
Volume of traffic
Statistical breakdown
Total
20
25
25
20
10
n the same principle, number ofOsubsidiary factors, as these
shown standard ratings are subdivided among a
In the rating of these factors, the speed of trains which
rate of use of the cars, and the layover time of trains (if
clud affetcimtseo the
i
the ng
the locomotive's use of the turntable), are the two which are weighted most
heavily; since they have an important bearing on the car--,ileege per day (or
turnaround time), If the speed of travel is high and the standing time (in-
cluding uce of turntable or of a Y for reversal of direction) is small, then
the car-mileage per day is large. This factor is rated at 8 points out of 100.
Hence the car-mileage which is rated at 8 points, and the train-mileage which
is rated at 6 points, are also large. Similarly, the ton-mileage which is
rated at 5 points, and the revenue from goods transported which is rated at 5
points, may also be large; and vice versa. These items together amount to 32
points.
Next in importance is the rate, 12 points, for punctuality of trains.
Then comes the cases of operational "responsibility" trouble and accidents
which are assigned 10 points. From the number of points assigned to these two
factors may be seen the degree of their influence on transport performance.
The punctuality of freight trains and passenger trains are both assigned 6
points, the former because of its importance and the latter because of its
difficulty. The rates assigned to the other factors also take these princi-
ples of importance and difficulty into consideration.
2. Determination of Figures for Planned Goals
The assignment of figures for planned goals depends mainly on esti-
mates made for each month based on a combination of the factors of past per-
formance, an objective appraisal of present conditions, and a forecast as to
the future. An explanation of the method used in the determination of figures
for planned goals and the methods used in computations is given below.
a. Train-Mileage umber train-mileage, areln lPtoabe found bypasascertaininsengers, of entimon, and
l
totar
of scheduled trains and the distances each will travel withintitsnown Cumbu
Bu-
reau7 area and making computations in the same manner used in determining the
monthly planned locomotive mileage.
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b. No of Two-Way Trains per Day
The number of planned two-way passenger and/or freight trains per
da is computed by taking one half the figure of the daily average ton-mileage
one e passenger-mile is treated as equivalent to ona ton-mi1J of passengers
and/or freight to be transported, divided by the planned average daily train-
mileage for passengers and/or goods. The sum of the number of two-way passen-
ger trains and of two-way freight trains is the total number of two-way trains.
The use of this latter figure is similar to that for train-mileage; the figure
for percentage of achievement should work out to be practically the same in
both cases. But taken together each has its own usefulness, for train-mileage
represents total figures, while the number of two-way trains indicates average
figures.
c. Passenger Train-Mileage and Freight Train-Mileage
This item is computed on the basis of the number of passenger
trains and freight trains provided for in the monthly planned goals, the mile-
age to be covered within the fRR gurea] area, and the number of cars planned
for. each train.
d. Freight Car-Mileage per Day
This is found by dividing the average 4otal daily freight car-
miles by the average number of freight rars planned to be used each day.
e. Average Net Load for Freight Cars (Average tonnage of loaded
freight cars)
To get this figure, divide the planned total tonnage of freight
loads for the month by the number of cars planned to be loaded during the
month, Only pay loads should enter into this calculation.
f. Rate of Empty Cars
Divide the planned monthly empty-car-mileage by the planned
monthly loaded-car-mileage.
g. Percentage of Profitable Use of Locomotive Power
Divide the planned possible tonnage which the locomotives in serv-
ice are ca able of handling, by the planned average tonnage of the assigned
staadar/loads of the said locomotives, and then multiply by 100. The as-
signed standard load tonnage should be determined in accordance with the aver-
age of the practical hauling power of the locomotives of the various railways.
The possible load tonnage should be determined in accordance with past actual
hauling performance of the locomotives. Conditions should be viewed objec-
tively and the figures assigned should not be less than the minimur standards
which the locomotives should properly have, on the principle that given proper
efforts on the part of the crews, the planned percentage can be achieved.
h. Percentage of Empty-Locomotive-Mileage in Total Train-Mileage
Divide the planned empt-locomotive-mileage by the planned train-
mileage for each month, and multiply by 100. This item of [planned] empty-
locomotive-mileage should be based on the past actual performance of each loco-
motive, objectively viewed and placed at the maximum figure that is proper, on
the principle that, given proper effort on the part of the crews, the planned
percentage can be achieved.
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1. Train Punctuality Percentage
The punctuality in departure and arrival of passenger trains should
be calculated separately for each train and then combined; similarly, for freight
trains., In the case of passenger trains, the achievement of 100-percent punc-
tuality in actual operation is required to be credited with the full percentage
of performance. In the case of freight trains, the achievement of 90-percent
punctuality in actual operation is sufficient for being credited with full per-
centage of performance. By common consent, the lowering or raising of these
standard percentages of punctuality may be considered and sanctioned for bu-
reaus in whose areas there are lines where traffic is unusually heavy or light.
J, Zero cases of "responsibility" accidents per 10,000 train miles,
should be taken as the planned figure for this item.
k. Zero cases of traffic accidents per 300,000 loaded freight car-
miles, (not counting empty cars), should also be taken as the planned figure
for this item.
1. Passenger-Miles, Tor.-Miles, and Combined Ton-Mileage
The number of passenger-miles is computed by multiplying the
planned number of passengers by the average distance traveled. The number of
tons of cargo to be transported by the average distance transported. The com-
bined ton-mileage is obtained by a ling together the two foregoing items. The
passenger-miles an,'. ton-miles of 1-issengers or cargo entering a given bureau's
area from the outside for transportation to a destination within the area,
must be included.
m Passenger Receipts, Freight Receipts, and Total Receipts
The figures to be used for these items in the evaluation chart
are the planned potential receipts of each bureau, not the actual receipts.
Similarly, with respect to through traffic from an outside area, the ,:omDuted
figure to which a given bureau is entitled, based on the passenger-miles or
ton-miles, multiplied by the standard rates, plus the miscellaneous fees which
are proper, should be used on the chart, not the actual receipts.
n. Combined Ton-Miles per Transport Worker
The combined ton-miles, divided by the required number of indoor
and outdoor transport workers within the bureau's jurisdiction gives the figure
which should be used for this item in the chart. Is should be arrived at on
the basis of the past experience, objective conditions, and rational standards.
o. Traffic Receipts per Transport Worker
Divide the total traffic receipts by the required number of indoor
and outdoor transport workers within the bureau s jurisdiction. This :s the
figure which should be used for this item in the chart. It should be arrived
at on the basis of past experience, objecti,.e conditions and rational stand-
ards.
The combined ton-mileage per worker, or the traffic receipts per
worker, do not of themselves show what the cost of transportation is; but as
unit figures (ratios) they indicate the relative degree of effect on costs of
factors which do affect the cost of transportation. Thus, Item 14 serves as
an indicator of high or low performance, and, indirectly, of costs from an
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operational stardpoint; while Item 15, in a similar way, serves as an indicator
of high or low performance, and,'hence, indirectly of costs from the earned in-
come standpoint, There is a place for both in the calculation of performance
chart..
3? Calculation of Percentage of Performance and Earned Ratings
For each item in the chart, enter in Column No II the planned goal
figure obtained in the manner already explained. In Column No III enter the
figure for the corresponding actual accomplishment, Divide the figure in Col-
umn No III by the figure in No II to find the percentage of accomplishment of
the planned goal and enter it in Column No IV, Multiply the assigned rating
it Column No I by the percentage of accomplishment in Column No IV, and the
result, to be entered in Column No V, will be the s-ore, on the basis of 100,
for this particular item. When this process has been completed for all the
items, add the figures in Column No V and the total at the bottom will. be the
f
inal comprehensive score of the bureau for the period (month) concerned.
Take
goal iseID ,1 000eandithetactualnnumbergis 48,00011thenrtheodegreepofsplanned
accomplish-
ment is 000 or 80 percent. Eighty percent of the assigned rating, 8, is 6.4,
figure to be entered in Column No V. However, in connection with
certain of the items there are some particulars which need further explanation.
a Item 16 refers to the number of cases of "responsible" accidents
per 10,000 miles, for which the assigned rating is 10. Naturally it would be
expected that there should be no accidents in order to get a perfect record,
which is represented in Column No II as 100 percent or 10o From tb!.s, de-
duct the amount 100 for each case or fraction of accident per 10.000 ton-miles
that occurs. Let us suppose that two accidents o'curred in the course of
50,000 ton-miles; this would be aat the rate of 40
cases per 10,000 ton-miles.
After deducting this, there is 1Z,0 still to our credit which is the achieve-
ment percentage to be entered in Column No IV, This figure multipled by the
rating for this item. 10, gives 6, which is then the score to be entered in
Column No V, According to this method of calculation, if the accident rate is
one or more than one per 10,000 ton-miles, the figure to be put in Column No IV
is zero and the score in Column No V will be zero,
However, it is recognized that some accidents are more serious and
destructive than others. To allow for this, accidents are graded in five class-
es,. In general, one ordinary accident is graded as one. (Under certain con-
ditions, such as unusually bad track due to hurried repair of damage caused by
military action or unusual floods, worn out rolling stock, seriously defective
or entirely absent signal apparatus, two accidents may be classified as equiva-
lent to one. In such a case, 5 would be deducted for one ordinary accident,)
Other accidents are graded as follows:
Forced stopping of train, with attendant delay 0.5
Bad accident 2.0
Serious accident 4.o
Very serious accident 8.0
To illustrate the method of computation, suppose that on a certain
road in a given month, there occur in the course of 500,000 ton-miles of traf-
fic, one very serious, two serious, two bad, and three ordinary accidents, and
six stoppages with delays. The figure to be put in Column No III then would be
found in this manner:
1 x 8t2 x 4+2 x 2t3 x 1+6 x 0.5 : 26 0
2
50,000. 10,00 5o 100
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Deduct this from 1ZJ00 and the result, X48, is the percent of accomplishment which
ie to be entered in Column No IV. Multiplying this by the rating, 10, thu score
for Column No V is 4.8,
b. Item 17 deals with the number of traffic accidents per loaded
freight car per 300,000 miles. The method of computation to be used here is
as follows. There is no division in grades, all are treated alike; 1000 for
each traffic accident per 300,000 car-miles. Thus, one or more traf~ic acci-
dents per 300,000 car-mile would mean zero accomplishment. To illustrate, sup-
pose a certain road in a certain month had 15 traffic accidents in the course
of 7,200,000 car-miles of operation, and the standard rating is 3. The ac-
complishment (Column No 113) then is
15 ~
7,200,000 r 300,000 - 2 ' 0.625
100 _ 62.5 = 37.5
The percentage of accomplishment !moo ucu No 14 Is 100 100 100 The
score for Column No V is then 3 x 37.5 = 1,12
100
c, Care should be taken not to reckon any items twice. Note that in
the chart, Item 1 is the sum of Items 2 and 3; Item Is is the sum of Items 5 and
6; Item 20 is the sum of Items 18 and 19; Item 23 is the sum of Items 21 and
22. This means that if the scores for Items 2 and 3 are calculated separately
and entered in Column No V, then the score for item 1 Should not be entered;
and similarly below,
d In view of the above, and of the fact that the standard assigned
ratings for Items 2 and 3 are not the same, it is necessary to calculate their
scores for Column No V separately. It would be incorrect and improper to com-
pute the figures of Items 2 and 3 for Column No IV, add them together, and
then multiply by 8,
4. Score Calculations of Different Bureaus
Here again it is important to caution each bureau, in totaling its
scores for the various factors or items, not to duplicate the items specifi-
cally mentioned in Paragraphs c and d above.
Since it is possible that some bureaus may achieve unusually good
records in certain items, even surpassing the planned goals or quotas, result-
ing in a total of more than 100 score points, it is the rule that the score
fez any particular item shall not exceed the standard assigned rating by more
than 20 percent. For example, for Item 1, or the sum of Items 2 and 3, the
score to be entered in Column No V may not be more than 120 percent of 8, or
9.6.
In the matter of decimal fractions, report only to two points of deci-
mals, discarding any figure in the third position that is less than 5, and in-
creasing the second figure by one if the third figure is 5 or more.
5 Method for Reckoning the All-China Total Transport Performance
In the method of reckoning planned figures and achievement figures,
the figures for the entire country for any single item on the chart are found
by adding the corresponding figures obtained for the individual railway bu-
reaus. However, it is important to note that in combining the figures which
are reached by dividing one figure by another figure, the dividends should
first be added and then divided by the sum of the divisors. To illustrate,
find the average car-mileage per day for three different bureaus.. Suppose
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Bureau A has 800 freight cars working an average of 80,000 miles per day, and
Bureau C has 1,200 cars working an average of 140,000 miles per day, Bureau B
has 1,000 cars working an average of 140,000 miles per day.
The average car mileage per day would be
Bureau A
80 000 _
100
tl00
Bureau B
90,000 _
90
1,000
Bureau C
140,000 _
116.67
_
1,200
The average for the three bureaus however, would be
80,000. 90,000 112,100 = 310,000 103.33,
00 t 1,000 1,200 3,000
and not the average of 100, 90, and 116.67, which is 102.22, This principle
should be observed in other comparable calculations.. Apart from this, calcu-
lation of other items for the entire country are similar to those for indi-
vidual burecus or individual railway lines
D. Questions Awaiting Decision
The foregoing proposal is still in the tentative stage, and there are
points where some may feel that modifications should be made, The author in-
vites his fellow professionals to study this matter carefully and to consider
the following questions. Be will welcome their suggestions as to how best to
adapt these proposals to fit the conditions of the whole or major part of the
country.
1.. As to the factors that have an important influence on railway trans-
portation performance, are there here any important omissions or unnecessary
duplications? Is the analysis rational? Is there need ror a different con-
tent and form of analysis? Could any of the items on the chart be omitted?
2. In the matter of standard assigned ratings, (Column No I), there are
probably varying opinions. How should these ratings be modified so as to be
more rational?
3. Are there any questions as to the method of reckoning planned goal
and actual occurrence figures, especially in the items for "responsibility"
accidents and/or traffic accidents?
4. In determining the planned goal figures for the various items, or fac-
tors, what basic standards should be adopted, and what procedure should be fol-
lowed?
5. After the performance records have been carefully prepared and sub-
mitted, those making the best records should be selected for reward. Two
methods for conferring rewards are possible. One is to reward the bureau that
makes the highest score; the other is to grant a reward to all bureaus whose
scores are over 90. Which way is better? What is the best kind and manner of
reward?
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E, Essential Conditions
T4hen the foregoing questions are all fairly and definitely settled, it
should be possible to devise an entirely satisfactory method for computing and
evaluating the transportation performance of all the railways in the country.
But, for these performance records to be accurate, their evaluations to be au-
thoritative, and the awards to be fairly bestowed, it is essential that certain
conditions should be positively assured. These are:
1. Calculating Methods Must Be Uniform
Hitherto, uniformity has been lacking in the matter of punctuality.
Some railways base their data on the time of arrival and departure of trains
from the various railway stations; some on the time that trains pass from one
railway section to another, some when trains pass the train despatcher's of-
fice, and some only when the trains pass from the area under the control of
one bureau into that of another bureau. A uniform practice in this matter
must be adopted.
Uniformity is also needed in recording the weight of loads carried.
Some railroads base their data on true weights, some on technically made meas-
urements, some on the figures on waybills on which freight charges are based.
Here too, a uniform practice must be adopted. In addition, there must be a
clearer definition of what movements of locomotives are to be included in the
item "mileage of locomotives running without loads " Doubtlessly, there are
other practices at variance with each other. But they all affect the figures
reported.. Uniformity must be achieved and guaranteed.
2. Statistical Data Employed Must Be Accurate
Unfortunately, we cannot at present rely on the accuracy of our sta-
tistics. This situation must be remedied, or our calculations will be futile
and valueless,.
3 System of Inspection Must Be Strict and Thorough
For uniformity and accuracy, it is essential that there be a strict
system of inspection and checking, so that instances of departure from uni-
formity and inaccuracies may be immediately detected and corrected. A system
of checks and counterchecks at different stages and on different levels must
be instituted.
In making this proposal, the author has attempted to devise an exact
method, which is both analytical and integrated, for measuring and evaluating
the performance of the railways as a whole,
Due to his inexperience and unfamiliarity with the USSR's advanced
system of railway administration, it is inevitable that his efforts should be
far from perfect, Therefore, it. Is hoped that his fellow professionals will
present their studies of this problem.
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