Real Training Types & Duration Table
Training of running staff (ALP and Goods LP) durations were revised per real Railway Board letters No. E(MPP)2009/3/36 dated 16.10.2009 (Goods LP) and E(MPP)2009/3/14 dated 26.10.2009 (ALP training).
| Real Training | Days at ZRTI | Periodicity |
|---|---|---|
| Initial training for ALPs (Dual Training) | 109 | — |
| Conversion Training | 36 | — |
| Promotional course ALP → LP(Goods) | 53+25 | — |
| Promotional course LP(G) → LP(P) | 36+12 | — |
| Refresher course for ALPs (incl. 3-phase) | 22/24 | Once in 3 years |
| Refresher course for all LPs (technical + traffic) | 22/24 | Once in 3 years |
| Initial Course for LI | 18 | — |
| Refresher Course for LI | 6 | Once in 3 years |
- Training course for Assistant Loco Pilots: conducted by Zonal Railways Training Institute (ZRTI); candidate must pass the end-examination, and unsuccessful candidates repeat the course and re-examine. Booking as ALP happens only after passing the course for the respective traction.
- Training course for shunters: conducted by DTC/BTC of the division (many railways have stopped this course, some promote the senior-most ALP as shunter directly instead). Since a shunter handles the loco independently, a minimum 2-week course including handling is recommended.
- Refresher training: given to LP/ALP once in 3 years, refreshing traffic rules + technical input of the respective traction. Divisions should maintain a register tracking each driver's refresher-course due date so no Loco Pilot remains overdue.
- Real short-term courses at Basic Training Centres (BTC): (i) Crash training in air-brake stock operation — 2 days (1st day classroom theory, 2nd day practical demonstration in yard/model room). (ii) Training in Automatic Block Signalling (ABS) — 2 days, mandatory for all running staff working in ABS territory. (iii) Special training for 'C' category and weak LPs — real 1-2 week course identified by weak areas (traffic-rule knowledge, troubleshooting technique etc.) with the help of the Loco Inspector; conducted by the division's Basic Training Centre loco inspector, ending in an interview by AEE(OP) or Sr.DEE(OP).
Road Learning Training — Real 14-Point Checklist
Essential before an LP/ALP works a train independently in a section. During road learning, LPs/ALPs travel on the engine and familiarise themselves with 14 real aspects:
- 1. Signal locations at each station. 2. Signal visibility at each station. 3. Intermediate block signalling. 4. Automatic/semi-automatic signals. 5. Spring-point locations. 6. Approximate section gradient & ruling gradient. 7. Sidings where goods trains are placed/removed.
- 8. Permanent speed-restriction locations. 9. Max. load allowed with single/multiple locos. 10. Banking sections where a backer is provided. 11. Max. permissible/booked speed. 12. Loop-line capacity at stations. 13. Section running time. 14. Restrictions on not stopping goods trains at certain stations/signals.
| Real Duration of Absence from a Section | Real Road-Learning Trips Required |
|---|---|
| 3 to 6 months | One trip |
| 6 months to 2 years | Two trips |
| Over 2 years | Three trips (as for new entrants) |
Real requirements: every new LP gets 3 trips to familiarise with the rostered section(s); RSRC recommends one trip be given at night. This absence-based scale applies to ALL systems of working, including one-train-only sections. A crew-booking-point register tracks LP/ALP road-learning validity; a declaration of section familiarity is obtained before an LP works a train, and LP must certify previous trips on the section were within the last 3 months. Depots watch trips performed so a crew not operating a particular section for about 2 to 2.5 months is identified immediately and booked to that section — avoiding road-learning expiry. On completion, LP/ALP submit a diary with the signature of the Loco Pilot of the train they travelled on obtained during road learning; depot in-charge also interviews the crew to judge road-learning performance, extending the period if unsatisfactory.
Monitoring, Counselling & Safety Categories — Real Numbers
| Real LP Safety Category | Real Monitoring Frequency by Loco Inspector |
|---|---|
| A category | Once every 2 months |
| B category | Once every month |
| C category | Once every fortnight |
Each division has a certain number of loco inspectors, each real-world allotted 25 LPs to monitor/counsel during foot-plate inspections and lobby/running-room visits, covering up/down directions, all sections, and nights, for all stock types. All new Goods LPs are treated as 'C' category for their first 3 months. After each monitoring cycle, the Loco Inspector submits a report to Sr.DEE(OP) once a fortnight covering technical knowledge, piloting technique, safety awareness, and traffic rules; LPs found lacking get special training at the division's Basic Training Centre (BTC). Sr.DEE(OP) reviews LP category once a year. Real additional monitoring tools: monthly bulletins (with simplified case studies of recent failures), weekly safety camps organised by the safety branch, safety meetings held by the depot in-charge at least twice a month, and mandatory Loco Inspector-led trip/electric-loco-shed visits for practical troubleshooting demonstration at least once a month. Real watch-lists are maintained for accident-prone LPs (needing frequent monitoring/counselling on risky situations) and alcoholic LPs (needing more frequent ambush/sobriety checks).
Real Performance Assessment Proforma — 100-Mark Grading
Total marks decide A/B/C category: A = 80 and above, B = 60 to 79, C = below 60. The real 100-mark proforma splits as follows.
| Real Category | Real Sub-Items (Marks Each) | Real Category Total |
|---|---|---|
| 1. Piloting Technique | a) Performance before starting (6: loco check, train check at road-side station, brake-power cert check, caution-order check, authority-to-proceed check, signal exchange with guard). b) Performance after starting (4: no jerk start, brake feel test, smooth acceleration, whistle/signal exchange). c) Enginemanship (11: piloting/coasting, dynamic/rheostatic brake use, up/down-gradient control, double-headed/multiple loco working, speed-restriction observance, no overshooting platforms, calling signal aspects, signal exchange, loop-line nominated speed). d) Whistling under different conditions (4). | 25 |
| 2. Knowledge of Safety & Operating Rules | a) Road learning knowledge & location of level crossings/curves/gradients/yards/neutral sections (5). b) Signal location & sighting points (4). c) Safety rules & regulations incl. fog working, non-signalled reception, flasher/fusee, IBH/automatic/semi-automatic signal failure (8). d) Rule books & latest correction slips incl. G&SR, Operating Manual, safety circulars, TSL working, abnormal conditions like poor brake power/train parting (7). e) Working under abnormal conditions incl. signal/point failure, extinguished signals, wheel slip, cattle run-over, lurch (6). | 30 |
| 3. Technical Knowledge & Trouble Shooting | a) Technical Knowledge — loco examination, normal current/voltage ratings, safety appliances/relays, circuit/traction-motor/pneumatic/axle-box knowledge, recent loco modifications (5). b) Knowledge re: C&W fitment — vacuum/air pressure requirements, brake continuity test/BPC, leakage test, brake binding, brake gear, hanging parts/flat tyre/hot axle, bypassing of coach (6). c) Trouble-shooting capabilities — abnormal-sign noticing & stage-wise troubleshooting, fire action, traction-motor/auxiliary isolation, relay/contactor wedging, panto trouble/SMGR manual control (electric)/transition-not-working (diesel) (4). | 15 |
| 4. Personal Habits | a) Discipline — no unauthorised persons/materials, punctuality (2). b) General attributes — duty consciousness, proper rest, control over assistant, reporting irregularities, training performance (5). c) Record keeping & paper work — shed notices, memo book/CTR forms (2). d) Hygiene — overall health/alertness (1). | 10 |
| 5. Accident Record (last 5 years) | A flat 20 marks awarded first, then real negative marks (rounded to nearest whole number) subtracted based on the accident-responsibility scale below. | 20 |
Crew Booking Point — Real 11 Registers & Real Duties
Each crew booking lobby is manned by a crew controller (a running-staff member); larger lobbies may have separate indoor/outdoor Crew Controllers. Real 11 registers maintained (all also incorporated in CMS): (1) Periodical Medical Exam (PME) register — tracks last PME date, board displays each month's due dates, staff sent for exam ~1 week in advance, overdue staff can't be booked. (2) Road Learning register. (3) Progressive hours of working register — tracks each LP's fortnightly hours to control 2nd-week duty toward the real 104-hour fortnightly target. (4) Periodical rest register. (5) Safety camp/meeting attendance register. (6) Personal stores register. (7) Sign-on register. (8) Sign-off register. (9) Common Defect register — LP notes observed problems, followed action is communicated back. (10) Caution order display register. (11) LP's detail book register — tracks LP availability at HQ/running room, used for booking.
- Real information displayed at the lobby: safety circulars, general instructions issued by Sr.DEE/TRO or Sr.DME in the 'G' Book, monthly bulletins, safety slogans (LP must note these at sign-on), a list of LPs passed medical WITH spectacles (2 pairs must be confirmed present at sign-on), and a list of senior Goods Guards/LPs screened for working passenger trains.
- Real duties of the engine turner/crew controller: maintain sign ON/OFF register properly; ensure Breath Analyser (B.A.) test of crew at sign-on/sign-off; call crew per traffic-department Train Notice (real 2-hour advance call); maintain the LP availability book; liaise with the control-office crew controller for inter-depot LP balancing; ensure timely loading/unloading of LP line boxes; strive to achieve the real 104 hours of progressive duty per fortnight per LP without breaching rest, while providing prescribed monthly Periodical Long Rest; and strive to reduce both pre-departure and post-arrival detention.
Real Personal Tool-Box Items Issued to Every Loco Pilot
Since the LP is the only technically competent railway staff aboard, a real 20-item personal tool kit is issued: Tool Box (1), Hand hammer (1), Plier (1), Adjustable wrench spanner (1), Pin punch (1), Chisel (1), 30/32 spanner (1), Red flag (2), Green flag (1), Detonator box (10), EM Contactor wedge clamp (2), H.S. Lamp Tri-colour torch (1), Memo Book T215-B (1), Trouble-shooting guide (1), G&SR Rule Book (1), Accident manual (1), Glass fuse 5 amp (1), Cotton Rope 2.5 metres (1), Wedges for Relays (1), Screw driver 6"/150mm (1). The depot in-charge maintains an issue register with LP acknowledgement; stores are reclaimed on transfer/retirement, and kept by the LP in a line box/tool box while on duty.
Foot Plate Inspection — Real Checklist Categories
- A) Observation of loco: log-book inspection + defect/remedial-action review, speedometer type/condition, headlight/flasher/marker-light condition, horn/wiper condition, visual safety-fitting condition, fire-extinguisher condition & filling date.
- B) Observation of crew: general working/troubleshooting knowledge assessed by questioning on loco/traffic/safety rules.
- C) Piloting technique: real 10 real sub-checks — starting/stopping method (current/voltage/pressure watch, wheel slip), coasting technique, negotiating gradient, negotiating caution order, calling out signal aspect + road knowledge, whistling at LC gates/curves, exchanging signals with station staff, testing brake power at first opportunity, regenerative braking vigilance (3-phase locos), negotiating caution order.
- D) Personal particulars: refresher-course due date, last PME date, ABS competency-certificate date (if applicable), road-learning due section, personal-store availability.
- E) General working: signal exchange by pointsman/station master during run-through, gateman alertness at LC gates, correct caution-order board display, any jerk/lurch noted with km/location.
- F) Visibility/irregularity of signals: noting any signal visibility issue or irregularity (blank/bobbing signal); checking that LPs of crossing trains on double-line sections dim their headlight for the opposite driver's signal visibility.
Duty Hours & Real Running Allowances
Real 4 categories of Railway staff: Continuous, Intensive, Essentially Intermittent, Excluded — running staff are classified as Continuous, with duty hours counted from sign-ON to sign-OFF. Running staff get running allowance instead of TA; a certain percentage counts as pay for pension/leave-salary fixation.
| Real Allowance | Real Rule/Rate |
|---|---|
| 1. Mileage (Kilometreage) Allowance | Paid per actual km of driving performed |
| 2. Allowance in lieu of mileage | Paid when utilized for stationary/inspectorial duty in lobbies |
| 3. Waiting Duty Allowance | 15 km per hour of waiting duty, when called but kept waiting for administrative reasons |
| 4a. Ghat Allowance — Class I | Ruling gradient 1 in 40 or steeper — mileage computed at 5× actual distance |
| 4b. Ghat Allowance — Class II | Ruling gradient 1 in 80 or steeper but less than 1 in 40 — mileage computed at 3× actual distance |
| 5. Out-station Detention Allowance | 70 km credited per 24 hrs (or part) after the first 16 hrs of detention at an out-station from sign-off |
| 6. Breach of Rest Allowance (BOR) | 2 hours' credit for every hour rest falls short of the prescribed rest, at HQ station only (not for outstation LP) |
| 7. Accident Allowance | 70 km per 24 hrs (or part) from commencement of accident, if held up >8 hrs at a non-HQ station |
| 8. Out-station Relieving Allowance | 14 days only if officiating in a higher post; max. 2 months if same capacity/grade |
| 9. Minimum Guaranteed Km Allowance | 120 km/day, for sections/circumstances identified as unable to let staff earn adequate km within duty hours |
| 10. Trip Allowance (real RBE 18/2009, 01.10.2009) | Paid to running staff working high-speed trains & Rajdhani Express on trip completion |
| 11. Shunting Duty Allowance | Through-goods shunting from the 3rd station/point in one trip; van-goods shunting from the 4th station/point in one continuous spell; mainline crew on terminal shunting duty (preceded/followed by train working) paid at 15 km per hour |
Real ALK (allowance in lieu of km / kilometreage) is admissible for 25 real situations: journey on transfer, joining time, attending enquiries, attending law courts, attending defence counsel as witness, ambulance classes, territorial army, staff loan societies, railway institutes, welfare & debt committee, railway co-op societies, medical examination, sport duties, Lok Sahayak Sena, union meetings, first-aid classes, training in carriage sheds, workers' educational schemes, railway training school for refresher/promotion course, sterilisation operation, Hindi exam, guard booked on escort duty, LP kept spare for examination/cleaning of a VIP special engine, any other emergency-declared qualifying duty, and ALK of 120 km for LP working as power controller/crew controller.
Real 2013 High Power Committee Update on Duty Hours
A later real Railway Board report — 'High Power Committee to Review the Duty Hours of Running and Other Safety Related categories of Staff', August 2013 — updated several real duty-hour numbers beyond the rules above. Real key figures: total duty at a stretch (sign-ON to sign-OFF) must NOT exceed 11 hours. Running duty at a stretch should NOT ordinarily exceed 9 hours — extendable only if the administration gives at least 2 hours' advance notice before the 9-hour mark, with total duty still capped at 11 hours. If the destination/crew-change/reliever point is within the 11-hour limit and roughly 1 hour's journey away, running staff may be required to work to that point provided the trip doesn't exceed real 12 hours total.
- Real Mail/Express-specific caps: for LPs of all Mail/Express trains, running duty (for link-preparation purposes only) should not exceed real 8 hours. Real fortnight cap: the existing 104-standard-hour cumulative-duty limit stays for Running Staff generally, EXCEPT for Mail/Express LPs, for whom it's fixed at real 90 hours. Co-Pilots (same grade as the LP, able to take control when necessary) should replace Assistant Loco Pilots on Mail/Express trains with a non-stop run of more than real 4 hours.
- Real HQ/outstation rest (2013 revision): HQ rest = real 16 hours (irrespective of incoming-trip duration); outstation rest = real 8 hours (irrespective of incoming-trip duration) — call-notice period counts as part of this rest. Real stay-away-from-HQ limit: fixed at real 72 hours, intended to be brought down further to real 48 hours in line with 'Vision 2020'. Real continuous night-duty cap: limited to 2 nights, after which at least one full night in bed must be granted before re-booking; a 3rd unavoidable night is permitted only if the staff has availed at least 10 hours rest before signing on, the 3rd-night duty is TOWARDS headquarters, and full HQ rest (incl. a full night in bed) follows. Real definition of 'night' for this purpose: 2200 to 0600 hours, though for counting continuous night duties specifically, only the 0000-0600 hours portion counts as night duty.
- Real periodical rest: 4 periodical rests of real 40 hours each must be granted to all categories of running staff per month, each including at least one full night in bed, normally once a week — if operational reasons prevent timely granting, the gap between 2 consecutive periodical/weekly rests must NOT exceed real 10 days. Real breach-of-rest policy: permitted only in genuine emergencies (acts of God, earthquake, accidents, floods, agitation, equipment failure) and NOT for routine operational needs; cases of breach must be monitored at a sufficiently high level in divisional/zonal offices.
- Real crew-lobby classification (from the 2003 ED's Committee report, RB letter 2001/M(L)/467/2 dt.10.11.03, still cited in 2016): Combined Crew Lobbies are classified by daily users — real Category A = 51+ users/day, Category B = 21-50 users/day, Category C = up to 20 users/day. Real 'A' category lobbies with 81+ users/day signing on/off should have a Sr. Loco Foreman-grade supervisor deployed for effective control.
Real KM Computation Rules
| Real Scenario | Real Computation |
|---|---|
| Passenger service, duty <4 hrs (SOSO) | Actual km, subject to minimum 120 km |
| Passenger service, duty 4 to <5 hrs | Minimum 130 km |
| Passenger service, duty ≥5 hrs | Minimum 150 km |
| Through goods incentive, 0-125 km actually run | Minimum 125 km paid |
| Through goods incentive, 126-175 km | Actual km + 20% |
| Through goods incentive, 176-200 km | Actual km + 30% |
| Through goods incentive, 201 km & above | Actual km + 40% |
| Slow-moving: shunting/van-goods, first 60 km | Paid at double the km |
| Slow-moving: shunting/van-goods, beyond 60 km | Paid at 3× the km |
| Ballast/material trains, crane special, light engine (mechanical account) | 20 km per hour, max. 200 km, for prescribed duty hours SOSO |
| Breakdown special & Medical Relief trains | 25 km per hour, sign-on to sign-off |
No TA/DA or special pay is admissible alongside these real km computations. An allowance in lieu of Running Room facilities is paid if the railway doesn't provide one. Real fact: Tower Wagon Driver was classified as running staff for all purposes w.e.f. 10.04.1991, per real Railway Board letter No. E(P&A)II/78/RS-11 dated 10.04.1991 & 29.04.1991.
Periodical Medical Examination (PME) — Real Rules
PME rules follow real Railway Board letter No. 88/H/5/12 dated 24.1.1993, per the Indian Railway Medical Manual. A thorough examination includes X-ray (Chest), ECG, Urine Examination, Blood Sugar Estimation etc., with special emphasis on: Hypertension, Diabetes, Ischemic Heart Disease, Hearing, and Mental condition/reactions.
| Real PME Parameter | Real Limit/Rule |
|---|---|
| Visual acuity (induction/PME) | 6/6, 6/6 — no glasses permitted, including night vision |
| PME periodicity | Every 4 years till age 45; every 2 years from 45 to 55; annual thereafter till retirement |
| Blood pressure limit (with medication) | 140/90 up to age 50; 150/90 up to 55; 150/95 up to 58. Ganglion-blocking drugs not permitted for hypertension control |
| Diabetes | Fit for all categories if diet-controlled alone; NOT fit as LP (except yard shunting duty) if drug-controlled |
| Ischemic Heart Disease | Not passed fit — relevant investigation done where necessary |
| Ear examination | Hearing must be normal; hearing aids NOT allowed; no chronic ear discharge |
| Examining doctor | Must be of DMO rank or above, specifically nominated by CMO; doctors get a real 7-day special training to familiarise with the circular/rules |
- Real re-examination triggers: return to duty after absence of 45-90 days requires a written undertaking (no eye disease/operation, contact-lens status, fits/epilepsy/giddiness/vertigo/chest-pain/mental-abnormality history, surgical-operation history, no current drugs/treatment for the listed conditions). Return after 90+ days absence, OR any history of treatment/operation as above, requires a FULL PME irrespective of absence duration.
ABS Rules & Protection of a Stopped Train
Real ABS training: 2 days initial training by the division's DSO, ending in a competency certificate; without it, staff can't work in ABS territory. Real renewal: every 6 months, nominated LIs test allotted LPs/ALPs in ABS working; if up-to-date, competency extends for another 6 months.
- Real rule for an Automatic Stop Signal 'ON': stop in rear of the signal, wait 1 minute by day / 2 minutes by night; if still 'ON', give one long whistle, exchange signals with the guard, then proceed cautiously to the next stop signal, stopping short of any obstruction. After passing an automatic signal at 'ON', proceed with great caution to the next signal regardless of that signal's aspect.
- Real automatic-signal types: Automatic signal — white 'A' marker on a round black board. Semi-automatic signal — white 'A' marker LIGHT: acts as automatic when glowing, ordinary non-automatic when not glowing.
- Real protection of a train stopped in an Automatic Signalling section on account of accident/failure/obstruction: guard checks tail-board/light and exhibits a Danger hand-signal to the rear; if detention exceeds/likely exceeds 5 minutes, protection is laid — on the occupied line, real detonator placement is ONE detonator 90 metres out, then THREE detonators 10 metres apart starting not less than 180 metres from the train (or as fixed by special instructions). Real ambush checks (turning an ABS signal red to observe LP compliance) verify actual rule observance; non-compliant LPs are counselled and face DAR action.
Air Brake Stock — Real Component Data & Working Principle
| Real Air-Brake Component/Parameter | Real Value |
|---|---|
| BP-drop threshold that triggers brake application | Below 5.0 kg/cm² at a rate of 0.3 kg/cm²/min or more |
| Control reservoir pressure (charged via distributor valve) | 5 kg/cm² |
| Distributor valve — brake-cylinder supply pressure via aux. reservoir | 3.8 kg/cm² |
| Control reservoir capacity — goods wagon | 6 litres |
| Control reservoir capacity — coaching stock | 9 litres |
| Auxiliary reservoir capacity — wagons/coaches | 100 litres (one per BOXN/BCN wagon) |
| Auxiliary reservoir capacity — brake van | 75 litres |
| Loco leak-test — MR pressure | 8.5 kg/cm² |
| Loco leak-test — BP pressure (via SA9/A9) | 5 kg/cm² |
| Loco leak-test — BP pressure drop applied for test | 1 kg/cm² |
| Loco leak-test — gauge stabilisation wait | ~30 seconds |
| Loco leak-test — acceptable BP drop over 1 minute | None (zero drop) — any drop indicates excessive loco leakage |
Real distributor-valve functions: charges control reservoir to 5 kg/cm²; charges the auxiliary reservoir; connects brake cylinder with auxiliary reservoir at 3.8 kg/cm² (stops charging the aux. reservoir once brakes start applying, on BP drop); exhausts brake-cylinder pressure to atmosphere during recharge/release; has a manual-release handle. Real bypassing-a-defective-wagon method: replace the brake pipe of adjacent wagons on both sides with the feed pipe, connecting this feed pipe to the defective wagon's own feed pipe — ensuring air-pressure continuity across the defective wagon; the defective wagon's own brake must then be released MANUALLY since its brake pipe is disconnected (won't auto-release), and SCOR/PCOR must be informed for TXR follow-up after clearing the section.
Real Competency Certificates — TR-10, TR-11, TR-13
| Real Category of Staff | Real Certificate Format | Real Issuing Authority |
|---|---|---|
| Assistant Loco Pilot | TR-10 | DEE(RS)/DEE(TRO)/Sr.DEE(TRO), after written, oral & practical tests as prescribed |
| Shunter/Engine Turner | TR-13 | Same as above |
| Loco Pilot | TR-11 | Same as above |
- Real certificate content per source (Ref. Manual of AC traction, maintenance and operation, Vol. III p.207): TR-10 authorises an ALP to work in a specified section on specified electric loco types but explicitly states he is NOT authorised to operate a locomotive independently. TR-11 authorises a full LP to work specified electric loco types in a specified section. TR-13 authorises a Shunter/Engine Turner to work electric locos/EMUs within specified electrified yards/sidings ONLY — explicitly NOT authorised to operate outside those yard/siding limits.
- Real real issuance rule: the candidate's written declaration of road/section familiarity must be countersigned by the nominated Loco Inspector (or, for TR-13, the Piloting Inspector) — who must personally, orally examine the employee on road knowledge before countersigning, and the officer personally scrutinises the declaration before issuing the certificate.