1. 1 Efficiency Evaluation of 12 Regions of RAI (Iranian Railway) using Data Envelopment Analysis (DEA) Mohammad M. Movahedi Department of Management, Islamic Azad University, Firouzkoh Branch (IAUFB), mmmovahedi@gmail.com S. M. Hoseini (M.A)

2. 2 Introduction Transportation is one of the main elements of development in a society in which the high efficiency is of a great importance in this field of economy.

3. 3 Introduction RAI like other organizations attempts to evaluate its units in order to compete.

4. 4 Introduction  This research will try to answer the following questions:  Has the efficiency of IRA districts been optimum in 2006?  Are the IRA districts capable of increasing the freight tonnage and number of passengers with the existing possibilities?

5. 5 Introduction  Is each Regions, concerning its inputs and outputs considered as a unit?  What are the sample units or units for increasing the efficiency of non- efficient ones?

6. 6 Introduction In this section we first introduce the RAI (Rah Ahan Iran, Iranian Railway) and its Region. Iranian railway have more than 80 years old.

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9. 9 General information about RAI This railroad at this time have 14 regions that are link together and their efficiency in compare with the other regions are very important. In this research, because of some problem and lack of data, we compare the efficiency of 12 one.

10. 10 General information about RAI Some facilities that RAI are using today are as below: 1- Main Railroad: 9036 km 2- Secondary Railroad: 2457 km 3- Electric Railroad: 148 km

11. 11 General information about RAI 4- Double Railroad: 1300 km 5- Freight car: 21726 6- Passenger coach: 1608 7- Locomotive: 638 8- International station: 10

12. 12 RAI Regions In this section we produce Iranian Railway Regions:  Arak  Azarbayjan  Hormozgan  Isfahan  Khorasan

13. 13 RAI Regions  Lorestan  North  Northeast  Northwest  South  Southeast  Tehran

14. 14 Research method Our main objective in this study is to measure the efficiency in different railway districts in Iran. In order to determine this parameter it is important to distinguish the affecting factors in each Regions.

15. 15 Research method We use DEA method and Relationship between Scale Efficiency and Technical Efficiency as below: TE=SE*PTE Where: TE=Technical Efficiency, SE=Scale Efficiency, and PTE= pure technical efficiency.

16. 16 The utilized data A- Inputs: The main railroad of railway Human resources Number of freight wagons Number of passenger coaches

17. 17 The utilized data B- outputs: Ton-kilometer Passenger-kilometer

18. 18 Results Ref.Type of Return to scale SEPTETERegionItem 1Increasing 0.7381.000 0.738South1 2Increasing 0.8241.000 0.824Lorestan2 2,1,5Increasing 0.5940.873 0.519Arak3 4Constant 1.000 Tehran4 5Increasing 0.5241.000 0.524North5 4,5,10Increasing 0.6670.688 0.459Northeast6 7Constant 1.000 Khorasan7 7,5Increasing 0.7260.748 0.544Northwest8 10,7,5Increasing 0.7760.592 0.460Azarbayjan9 10Constant 1.000 Isfahan10 5,10,12Increasing 0.9260.751 0.695Southeast11 12Constant 1.000 hormozgan12 --- 0.8150.888 0.730 Average

19. 19 Conclusion The average Scale Efficiency is 0.815 The average of Pure Technical Efficiency for management is 0.888

20. 20 Conclusion Lorestan, Arak, North, Northeast, Northwest, Azarbayjan and southeast are facing with Increasing Efficiency relative to scale can improve their efficiency by changing their framework and moving toward optimum scale.

21. 21 Conclusion It is suggested that Arak increases its output as much as 176949 in order to reach the highest efficiency in its outputs.

22. 22 Conclusion Northwest has to increase its outputs as much as 287022 units in order to reach the highest efficiency.

23. 23 Conclusion It is suggested to increase its output as much as 429988 units in order to reach the highest efficiency.

24. 24 Conclusion It is suggested that Southeast district must increase its output as much as1302583 in order to reach the highest efficiency.

25. 25 Conclusion Better planning to make better use of entrance gates in different districts using two ways loaded freight cars, continuous education of human resources, maintenance and renewal of the right of way are also recommended.

26. 26 Conclusion Providing a proper condition for private and non governmental sectors to engage in handling passenger and freight are suggested too.

27. 27 The End Thank you for your attention!