Analysis of Resources for the Safety

and Comfort of Railway Passenger Using

Analytical Hierarchy Process

Gopal Marik

1 Introduction

In India, the first railway line was laid over a stretch of 34 km from Bombay to
Thane. The idea of railway transport first occurred to the then CHIEF Engineer of
Bombay Government. His plans were investigated by a special Committee headed by
the Chief Secretary and then approved at a meeting of the citizens of Bombay held at
the Town Hall on 19th April 1845. An association was formed to execute the scheme.
At the same time a company was incorporated in England by an act in 1849 under
the style “The great Indian Peninsula Railways Company.” The survey of this line
was completed in 12 months and on 13th October 1850 the ceremony of the turning
the first sod for a line connecting Bombay and Kalyan was performed at a place near
Sion. A contract was awarded to an English firm for the construction of the line up to
Thane. It is stated the firm employed about 100,000 workers on construction work.
On 18.11.1852 the Directors of the company traveled in the train from Bombay to
Thane, covering the distance in about 45 min. The formal inauguration of the railway
line was later performed on 16.4.1853. when 14 railway carriages carrying about 400
guests left Bori Bonder at 3.30 pm and reached Thane at about 4.45 pm. The line was
later on extended to Kallyan on 1.5.1854. The extension according to the engineering
standards then existing was a difficult and a major achievement.
After the opening of the Railway up to Kalyan in 1854, further extension of the
line over the Thalghats to Igatpuri was made on 30.12.1864, there by completing one
of the most difficult projects in railway history and laying ground for further rapid
expansion of the railway network.
In India, the origin of railways is associated with the needs of the rulers then to
exploit rich agricultural raw materials like cotton and jute to the ports for transporta-
tion by sea to the factories in England. Lord Dalhouise became Governor General

G. Marik (B)
Liluah, Howrah Department, Carriage and Wagon Workshop, Eastern Railway, Liluah, India
e-mail: gopal.marik@gmail.com
© Springer Nature Switzerland AG 2019 459
S. Chattopadhyay et al. (eds.), Modelling and Simulation in Science, Technology
and Engineering Mathematics, Advances in Intelligent Systems and Computing 749,
https://doi.org/10.1007/978-3-319-74808-5_38
460 G. Marik

of India in 1847. Before taking up this assignment he was President of Board of

Trade in England and was well conversant with the role of railways in development
of industry and trade.
Indian Railways (IR) is an Indian state owned railway company headquartered in
New Delhi, India. It is owned and operated by Government of India through Ministry
of Railways.
In the year of India’s independence, there were forty-two rail systems. In 1951
the systems were nationalized as one unit, the Indian Railways, becoming one of
the largest networks in the world. IR operates both long distance and suburban rail
systems on a multiple-gauge network of broad, meter and narrow gauges. It also
owns locomotive and coach production facilities.
Indian Railways is a department owned and controlled by the Government of
India, via the Ministry of Railways is headed by, the Union Minister for Railways,
and assisted by two ministers of States for Railways. Indian Railways is adminis-
tered by the Railway Board, which has a chairman, five members and a financial
commissioner.
Indian Railways is divided into zones, which are further sub-divided into divisions.
The number of zones increased from six to eight in 1951, nine in 1952 to sixteen in
2003 then to seventeen in 2010. Each zonal railway is made up of a certain number
of divisions, each having a divisional headquarters. There are a total of sixty-eight
divisions.
Each of the seventeen zones is headed by a General Manager who reports directly
to the Railway Board. The zones are further divided into divisions under the control
pf Divisional Railway Manager. The divisional officers of engineering, mechanical,
electrical, signal & telecommunication, accounts, personnel, operating, commercial
and safety branches report to the respective Divisional Manager and are in charge of
operation and maintenance of assets. Further down the hierarchy tree are the Stations
Masters who control individual stations and the train movement through the track
territory under their stations’ administration
Indian Railways is the largest railway network in Asia, and second largest in
the world. The rail network consists of more than 64,000 route kilometers serviced
by over 7000 block stations, 9000 locomotives, 43,500 passenger coaches, 7500
Electrical and Diesel Multiple Units and 22,000 railway wagons. With staff strength
of 13.62 lakhs employees, the Indian Railways handle 8221 million passengers per
year [1, 2].
Rail transport indirectly best means of transportation system for the following;
(a) The safest
(b) Least liable to cause of pollution
(c) Best suitable for mass transport and
(d) Most energy efficient mode on land.
Indian Railways has increased by about 1700% passenger kilometers but route
kilometers have grown by just 23%. Railway is introducing latest technology and
moving from preventive to predictive maintenance. The augmentation of physical
infrastructure in terms of more railways lines, road over bridges, better signaling,
Analysis of Resources for the Safety and Comfort … 461

safety related works etc. is impacting the punctuality of trains a little. The augmen-
tation of passenger amenities, new train products special trains, increase in carrying
capacity etc. are some of the measures to be taken to provide comfort to passengers
[3].

2 Function of Operating Department

Railway operation encompasses all the activities connected with the running of a
railway. However, Operating Department in particular has its role in producing a
service called “Transportation”. In this category, Operating department harnesses
the efforts of all the departments of the Railways and optimizes usage of operational
assets, viz. track, signals, fixed installations and rolling stock. Broadly the function
can be categorized as under:
(a) Planning of Trans port Service
(b) Running of Trains
(c) Safety and Comfort
(d) Railway Accident and Human Elements involved
(e) Economy and Efficiency.

2.1 Planning of Transport Services

This involves both long and short term planning. A lot of spade work has to be done to
run trains on day-to-day basis. Passenger trains are planned to run on a detailed time
table issued once in six months. Arrangement of rolling stock and locomotives are
made to meet the expected demand. Railways have to plan to meet these fluctuations
in demand. Planning would involve not only the individual trains but a lot of other
activities necessitating creation of capacity to form and start trains at originating
stations. Though entire organization of the railways gets involved in this planning
process, the basic frame work is provided by the operating department to which the
plans of their departments responsible for provision and maintenance of operational
assets fit in. Coaching traffic includes passengers, parcel and luggage. Passengers
and their luggage are moved by the passenger trains. In the Railway parlance all
Mail, Express and Passengers Trains are included in this category. Passenger trains
are classified by their average speed. A faster train has fewer stops than a slower
one and usually caters to long-distance travel. The passengers trains are namely as
Duronto Express, Rajdhani Express, Satabdi Express, Garib Rath, Jana Shatabdi,
Superfast/Mail, Express, Passenger and Fast Passenger, Suburban Trains.
Duranto Express: These are the non-stop point to point rail services introduced
for the first time in 2009. These trains connect the metros and major states capitals
462 G. Marik

of India and are faster than Rajdhani Express. These trains are now of the Highest
Priority to the Indian Railways.
Rajdhani Express: These are all air-conditioned trains linking major cities to New
Delhi. The Rajdhanis have high priority are one of the fastest trains in India, traveling
at about 130 kmph. There are few stops on a Rajdhani route.
Shatabdi Express:
The Shatabdi trains are AC intercity seater-type trains for travel during day.
Garib Rath:
Fully air conditioned trains, designed for those who cannot afford to travel in the
expensive Shatabdi and Rajdhani Express. Garib Rath means “Chariot of the Poor”.
The minimum speed is 130 kmph.
Jan Shatabdi:
These are a more affordable variety of the Shatabdi Express, which has both AC
and Non-AC classes.
Superfast Mail and Express:
These are most common kind of trains in India. They have more stops in their
route.
Passenger and Fast Passenger:
These are slow trains that stop at most stations along their route and they are the
cheapest trains. The trains generally have unreserved seating accommodation but
some night trains have cheaper sleeper class compartment.
Suburban Trains:
These trains operate in urban areas, usually stop at all stations and have unreserved
seating accommodation.
Launched new train products: Humsafar, a completely air conditioned luxury
service at affordable price with improved aesthetics, amenities and Antyodaya, a
completely unreserved long distance service with improved coaches.

2.2 Running of Trains

Running of trains would involve ordering of trains booking of crew, watching that
the conditions are safe for it to run and arranging various requirements on the run.
Efficiency of operation of trains depends on the quality of planning whether short
term or long term one. Transportation staffs both at originating and terminating as
well as at the road side stations are busy round the clock to ensure timely and safe
running of trains. Passengers’ trains run to predetermined schedule and fluctuations
in the traffic also influence their running.
Analysis of Resources for the Safety and Comfort … 463

2.3 Safety and Comfort

Safe transportation of passengers is the key objective of any transportation system.

Railways are recognized as the safest mode of mass transportation and safety has
been recognized as key issue for the railways and one of its special attributes. All
business strategies emanate from this theme and service to achieve Accident Free
System. Safety is therefore, the key performance index which the top managements
need to monitor and take preventive steps based on the trend of accidents which are the
manifestations of some of the unsafe practices on the system. Therefore, safety is the
paramount importance to the Indian Railways. Highest priority is accorded to safety
and the rail mode in India continues to be the safest means of transportation for public.
No compromise is tolerated in Safety of Rail users and all levels of management keep
reviewing the Safety performance from to time. Safety and Reliability of assets are
closely linked with each other. Deterioration in the safety performance is preceded
by the increase in the number of failures. Overlooking these warning signals can be
disastrous as each of these is an accident waiting to happen. Although no technology
is fail-proof, an error rate, however small, being inherent in any man-machine system,
reliability of the equipment is the most important factor in the efficiency and safety
of a transport system. If accident has to be zero level or minimized, it is imperative
that the equipment in use is always kept in fine fettle.

2.4 Railway Accident and Human Elements Involved

A Rail accident is termed as any occurrence which does or may affect the safety
the Railways, its engine rolling stock, permanent way, works, passengers or servants
which either does or may cause delays to trains or loss to the railways. Railway
accidents can be divided in the following categories: (i) Death or injury to persons,
(ii) Damage to the property, (iii) Detention of traffic. In the last 10 years on Indian
Railways, 62% of the accidents have been caused due to failure of Railway staff, 22%
have been caused due to failure of other than Railways staff, failure of equipment has
contributed 8%, sabotage has contributed 3% and balance 5% have been contributed
by miscellaneous reasons. From the break-up, it is more than evident that human error
from Railway staffs the major factor in causing the accidents on Indian Railways.
Higher incidence of Human failures surface as technical safeguards and backups do
not always replace the human effort. Though an accident occurs only when both
fail but it usually gets logged as “human error” with a tendency of glossing over
technical failure. Under optimum field conditions and with the best of intensions,
a human being is likely to commit a mistake from time to time. This is the reason
why operating rules included many redundancies in safety procedures and operating
practices involve number of checks and balances. More and more automation is
resorted to prevent human errors.
464 G. Marik

2.5 Transport Economy and Efficiency

While maintenance departments are responsible for making the assets available to
the operating department in proper fettle, it is the responsibility of the latter to make
the most optimum utilization thereof. Operating department is, therefore, responsible
for the productivity of the system. This is measured in terms of operating indices
passenger kilometers. The Indian Railways are not only a transport agency but also
have a social obligation to serve the national objectives by providing necessary
infrastructure for healthy economic development and rapid industrialization. In other
words, railways are not only a commercial enterprise but also a public utility service
catering to the needs of the society. As a result, the Railways are obliged to operate on
some social services, both passenger and freight, in the interests of community. The
losses accruing from such uneconomic services can be called “social burden”—as
distinct from commercial deficits. As many other countries, railways in India have
also certain obligations, and a definite role to play in the economic development.

3 Modernization

In the area of modernization a quantum jump in technology was achieved when RCF,
association with RDSO, came out with AC Double Decker Coaches having latest
features enhancing safety, comfort, passenger amenities and aesthetics all in one go
besides increasing the seating capacities by more than 50%. The new Double Decker
trains have become eye-candy and all geographical regions are aspiring to have one
such service in their area. In the year 2011, another quantum jump towards safety
features available in LHB design coaches was recognized and the High Level Safety
Review Committee under the Chairmanship of Dr. Anil Kakodkar strongly recom-
mended introduction of LHB design in all mail express trains by introducing non-AC
stainless steel coaches. On the technology front, introduction of jerk free couplers
on stainless steel coaches, reversible cycle air-conditioning for energy efficiency,
fire and smoke detection system, passenger information systems etc. for enhanced
travel experience in trains. Indian Railways face a daunting challenge ahead over its
envisioned resolve to take a giant leap forward in infrastructure development and
modernization of its rolling stock.
(a) Anti Collision Device
(b) Failure Indication and Brake Application Device
(c) Wheel Slide Protection.
Analysis of Resources for the Safety and Comfort … 465

3.1 Anti Collision Device

Anti Collision Device is a fully integrated Electronic Control system designed to min-
imize collisions and increase safety on Railway system. It is a non signaling system
and provides additional cover of safety in train operations to prevent dangerous train
collisions caused due to human errors or limitations and equipment failure. Being the
non-signaling and inter locking system it does not replace any existing signaling and
interlocking system and does not alter any procedures of train operations in vogue.
More than 2000 Anti Collision Devices have already been installed over 2700 Route
Kms of track on Indian Railways system out of which about 1900 Route Kms on
North East Frontier Railway and balance are on Konkan Railway. Moreover, Hyder-
abad Based Company, Hyderabad Batteries Limited (HBL) developed a new anti
collision safety device which is path breaking technology in ensuring safe traveling
and minimize accidents. The device is based on a combination of railway signal-
ing data with radio communications, global position, radio frequency identification
devices, software and logic. During the trials, the effectiveness was demonstrated
for prevention of head- on collisions, over-speeding of trains and disregard of red
signal. The new anti collision device had essential features of both automatic train
protection and collision prevention in one solution.

3.2 Failure Indication and Brake Application Device

There are different types of coaches which are used in Indian Railways. Some of
these coaches are used for carrying passengers over long distances. In order to have
smooth journey these coaches are fitted with Air Spring Bellows which absorbs the
Shocks and jerks which are created due to undulation of track and many other reasons.
Since Air spring bellows are filled with compressed air some mechanism is required
to detect and apply the brakes in the train in case of any such failure. Most of these
designs involve a large number of parts and are comparatively bulkier in size. These
reasons have made it a very expensive device. In order to make it more affordable
there is need of doing further research on it so that it can be made economical without
compromising on its functionality and can be used on all kind of passenger trains

3.3 Wheel Slide Protection

Wheel Slide Protection equipment is generally fitted to passenger trains to manage the
behavior of the wheel sets in “Low adhesion” (reduced wheel/rail friction) conditions.
It is used when braking, and may be considered analogous to anti-lock braking (ABS)
for cars. The system can also be used to control (or provide an input to) the traction
system to control wheel spin when applying power in low adhesion conditions. Low
466 G. Marik

adhesion at the rail potentially causes damage to wheels and rails. Typically, low
adhesion conditions are associated with environmental causes arising from seasonal
leaf fail, or industrial pollution. Occasionally the cause can be another less obvious
factor such as light oxidation of the railhead or even swarms of insects. When a train
is braking, the low adhesion manifests as wheel slip where the wheel set is rotating
at a lower velocity (speed) that the forward speed of the train. The most extreme
example of this is where the wheel stops rotating altogether (wheel slide) whilst the
train is still moving and can result in a “wheel flat” caused by the softer wheel being
abraded away by the harder rail steel. In traction, low adhesion may cause a wheel
set to accelerate more quickly than the train (wheel spin) to the point where it can
damage the train propulsion system or result in damage to the wheel and rail (rail
burn).

4 Tools of Analysis

After collection of the primary and secondary data from the different sources they
are to be analyzed by Analytical Hierarchy Process.

4.1 Analytical Hierarchy Process

AHP is a multi-objective decision making technique which takes care both qualita-
tive and quantitative analysis. It was developed by American Scientist Satty [Satty,
1980]. Formation of Judgment Matrix is the most important factor in AHP. The ana-
lytic hierarchy process is a structured technique for organizing complex decisions,
based on mathematics and psychology. It was developed by Thomas L. Satty in the
1980 and has been extensively used, studied and refined since then. It provides a
comprehensive and rational framework for structuring a decision problem, for rep-
resenting and quantifying its elements, for relating those elements to over goals and
for evaluating alternative solution [4, 5]. The applications of AHP to complex deci-
sion situations have numbered in the thousands, and have produced extensive results
in problem involving planning, resource allocation, priority setting, and selection
among alternatives.

4.2 Steps of Analytical Hierarchy Process

Step 1 The problem and scopes are identified before analyzing relations between
factors. This step signifies the key aspect of the entire process because the
final result is directly related to the correctness of the logical relations of the
factors.
Analysis of Resources for the Safety and Comfort … 467

Step 2 The layer structure and A matrix are to be established. The factors involved
in each layer are made definite because the matrix will be the sticking point
of this step. The difference between the factors is compared based on the
criterion mentioned below:

The significance of 1–9 scales

Scale Meanings
1 Comparing the two factors which are of same importance
3 The later is more important than the former
5 The later is important than the former
7 The later is less important than the former
9 The later is extremely less important than the former
2, 4, 6, 8 The middle value between the above results
Reciprocal If the degree of importance between the factors “i” and “j” is “aij, then
comparing “j” and “i” is “aji” which is equal to 1/aij.

The Eigen Vector or the Weight Vector is computed. The weight of each factor
based on the matrix A and the vector sum of each column are computed. A new
weight matrix B, is then constructed. Then normalized principal Eigen Vector will
be obtained by averaging across the rows. The normalized principal Eigen Vector is
also called Priority Vector. Aside from the relative weight checking of the Consistency
Ratio is to be obtained. For this Principal Eigen Value (λmax) is obtained from the
summation of products between each elements of Eigen Vector and the sum of the
columns of the reciprocal matrix [6]. Based on the structured and Semi structured
interview, views of the experts and their opinion in terms of guidelines provided in
the table.
λmax − n CI
CI  , CR 
n−1 RI

where, CI is the deviation degree in matrix above, which is called consistency index,
CR is the consistency ratio, RI is the random ratio of consistency that is change-
able with the number of factors (as per table below). When CR < 0.1, the result is
considered to be reasonably good.

5 Objective of the Study

1. To analysis the resource available for safe and comfort of passengers during
journey.
2. Improvement of quality of the service.
3. Resource planning.
468 G. Marik

First level
Goal: safety and comfort of passenger
Second level
Criteria:
Skilled man Availability Machine Infrastructure Adaptation Socio- Working
power of material of modern economic environ-
technology factor ment
Third level
Alternatives:
1. Qualifi- 1. Store 1. Upgraga- 1. Commu- 1. Enhance 1. Social 1. Basic
cation from tion of nica- safety equity amenities
outside existing tion/Inform.
machine Tech
2. 2. In-house 2. 2. Better 2. 2. 2.
Knowledge production Purchasing signaling Reduction Reduction Workplace
and of new in-service of fare safety
experience machine failure
3. Training 3. Logistic 3. 3. More 3. Radically 3. 3. Pollution
Preventive railway reduced Reduction control
mainte- lines cost of travel
nance time
4. Salary 4. Supply 4. Safety 4. Enhance 4. Reaching 4. Compen-
chain related customer to common sation
work service people
5. Perfor- 5. Create 5. Provision 5.
mance barrier to of extra Grievance
analysis entry benefit

Weight analysis R-E judgment matrix

E R1 R2 R3 R4 R5 R6 R7 W NW λmax CI RI CR
R1 1 2 4 4 3 6 5 2.36 0.32
R2 1/2 1 3 3 3 4 3 1.55 0.21
R3 1/4 1/3 1 1 1/2 3 1 1.2 0.16
R4 1/4 1/3 1 1 3 3 3 0.92 0.12 7.47 0.078 1.35 0.057
R5 1/3 1/3 2 1/3 1 5 1 0.73 0.09
R6 1/6 1/4 1/3 1/3 1/5 1 1 0.28 0.03
R7 1/5 1/3 1 1/3 1 1 1 0.42 0.05

The RI changeable with the number of factors

n 1 2 3 4 5 6 7
RI 0 0 0.58 0.89 1.12 1.26 1.36

4. Modern procedure for the recruitment and selection of the personnel.

5. Financial performance of the different.
6. To study the recommendation made towards the safety and comfort passenger
services.
Analysis of Resources for the Safety and Comfort … 469

Weight analysis R1—C1 to C5 judgment matrix

R1 C1 C2 C3 C4 C5 W NW λmax CI RI CR
C1 1 3 1 4 3 1.72 0.34
C2 1/3 1 2 1 3 0.925 0.18
C3 1 1/2 1 3 7 1.08 0.22 5.107 0.027 1.12 0.024
C4 1/4 1 1/3 1 5 1.09 0.22
C5 1/3 1/3 1/7 1/5 1 0.27 0.05

Weight analysis R2—C6 to C9 judgment matrix

R2 C6 C7 C8 C9 W NW λmax CI RI CR
C6 1 2 1 5 1.778 0.368
C7 1/2 1 1 5 1.257 0.26 4.06 0.021 0.9 0.022
C8 1 1 1 5 1.495 0.309
C9 1/5 1/5 1/5 1 0.299 0.062

Weight analysis R3—C10 to C12 judgment matrix

R3 C10 C11 C12 W NW λmaxCI RI CR
C10 1 1/3 5 0.84 0.28
C11 3 1 7 1.92 0.64 3.09 0.045 0.58 0.077
C12 1/5 1/7 1 0.21 0.07

Weight analysis R4—C13 to C16 judgment matrix

R4 C13 C14 C15 C16 W NW λmax CI RI CR
C13 1 2 1 3 1.33 0.33
C14 1/2 1 3 2 1.09 0.27 4.15 0.05 0.9 0.05
C15 1 1/3 1 5 1.02 0.25
C16 1/3 1/2 1/5 1 0.38 0.09

Weight analysis R5—C17 to C21 judgment matrix

R5 C17 C18 C19 C20 C21 W NW λmax CI RI CR
C17 1 2 3 4 5 2.39 0.55
C18 1/2 1 2 1 2 0.92 0.17
C19 1/3 1/2 1 2 3 0.82 0.15 5.428 0.105 1.12 0.09
C20 1/4 1 1/2 1 3 0.69 0.13
C21 1/5 1/2 1 1/3 1 0.42 0.08

7. To make suggestions for resources and economic planning.

6 Plan of Work

1. Identification of resources and their activity in the department attached.

470 G. Marik

Weight analysis R6—C22 to C26 judgment matrix

R6 C22 C23 C24 C25 C26 W NW λmax CI RI CR
C22 1 2 4 3 3 1.98 0.39
C23 1/2 1 1 2 4 1.12 0.22
C24 1/4 1 1 3 1 0.85 0.17 5.24 0.06 1.12 0.05
C25 1/3 1/2 1/3 1 2 0.59 0.11
C26 1/3 1/4 1 1/2 1 0.46 0.09

Weight analysis R7—C27 to C31 judgment matrix

R7 C27 C28 C29 C30 C31 W NW λmax CI RI CR
C27 1 3 2 4 2 1.85 0.37
C28 1/3 1 3 2 3 1.22 0.24
C29 1/2 1/3 1 2 3 0.92 0.18 5.42 0.105 1.12 0.09
C30 1/4 1/2 1/2 1 2 0.63 0.12
C31 1/2 1/3 1/3 1/2 1 0.44 0.08

2. Identification of the particular units requires modernization with the scope of

work.
3. The specification of the kind of the information sought concerning with the
comfort of passengers.
4. Collection of relevant data from different department and shops.
5. Delineation of the environment in which the data will be collected.
6. Analysis of the data available in order to summaries the result.
7. Interpretation of the results.
8. Drawing suggestions for implementation.

7 Conclusion

The result shows that Skilled Manpower (32%), Availability of Material (21%) and
Machine (16%) are the three vital factors for the Safety and Comfort of passengers.
The weight Analysis shows that infrastructure development (12%) is also a vital
factor as the Railways is keenly need of proper infrastructure. Again, from expert
point of view, adaptation of New and Modern technology is a crucial in the present
age without which total development of Railway system is impossible. It is also
experienced that implementation of new technology is very difficult. Till date the
Railway people is keen to stick to previous technology and for transferring them to
adopt the new technology, proper infrastructure and training is required. Moreover
it is practical, due to vastness of Railway system it is not so easy job to implement
the same technology to all the Workshops, Divisions and production Unit because
before completion of one technology or modification another new one is came into
being.
Analysis of Resources for the Safety and Comfort … 471

References

1. Magazine—“ Indian Railways”—published by Shri Prasant Kr. Pattanaik, on behalf of Ministry

of Railway (Rail Board), Rail Bhawan, New Delhi, Monthly issue—Oct. 2013, on “Integral
Coach Factory”, pp. 53–65 (2013)
2. Special Message of Railway Minister on the present statistics of Indian Railways on 9 Jan 2017
3. Magazine—“Indian Management”—published by All India Management Association, New Del-
hi—special issue on Indian Railway, pp. 18–28, 2015
4. C.L. Hwang, K.P. Yoon, Multiple Attribute Decision Making: An Introduction (Sage University
Paper Series on Quantitative Application in Social Science, 1995), pp. 7–104
5. Dr. B. Nag, Operation Research Applications in Railways
6. K.D. Goepel, Implementing the analytical hierarchy process as a standard method for multi-
criteria decision making in corporate enterprises, in International Symposium on Analytic Hier-
archy Process, Conference 2013, Kuala Lumpur, Malaysia, pp. 4–8 (2013)