Man Power & Motive Power Planning — Real Formulas & Recruitment Rules — Electric Loco and EMU Operation Notes

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Power Plan — Real Structure & Issuing Process

Every 6 months, goods-traffic running on a Railway is reviewed division-wise: actual goods trains run are observed, and the next 6 months' goods trains are assessed, factoring in goods-locomotive availability. The Zonal Railway power plan is issued by the office of the Chief Operating Manager (COM).

Real information in a power plan: number of trains to run section-wise in UP/DN direction; power requirement for inferior services (shunting, railway material trains, engineering PQRS work); loco outage (average number of locos available for a 24-hour calendar day); target loco utilisation (varies division to division); requirement of power to be moved LELA (light engine, light also) or dead.

Real Goods-Crew Requirement Formulas

Different railways use different criteria: (a) average LP required per anticipated UP/DN train pair per Power Plan; (b) average of actual fortnightly performing crew-hours against a real 104-hour target; (c) standard crew count per loco based on average loco outage.

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Exam Focus — Real Worked Example: LP per Train Pair (Method 1)

Standard LP-hours to work one UP/DN train pair (real components): Pre-Departure Detention (PDD) 2 hr + Running time outward 8 hr + Outstation Rest 10 hr + PDD towards HQ 2 hr + Running time to HQ 8 hr + HQ Rest 24 hr = Total turn-round hours 54 hr. Requirement per train pair per day = 54/24 = 2.25 LP. Add 30% Leave Reserve (real Railway Board letter No. E(G)73LR1(1) dt.03-12-73 & 30-06-78) = 2.25 + 0.3×2.25 = 2.925. Add 3% minimum Trainee Reserve (derived from 7 days refresher per 250 working days = 3.01% ≈ 3%) = 2.925 × 0.03 = 0.0875. Total = 2.925 + 0.0875 = 3.01 ≈ 3 LP per pair of working UP/DN train. LP for stationary jobs (CCOR, PCOR, TLC, outgoing loco-checking) and for moving BT/MT/BD trains, LELA engines, or trial locos are added separately.

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Exam Focus — Real Worked Example: Crew per Loco (Method 3)

Available hours per fortnight = 104 hrs. Average duty hours per crew per day (104/14) = 7 hrs 25 min. Available loco crew hours per crew per day for actual loco operation (subtracting 30 min prior to sign-ON + 15 min after sign-OFF + 1 hr PDD) = 5 hrs 40 min. Bare minimum crew to man a loco for 24 hrs = 24/5.67 hrs = 4.24 crew. Real allowances added (other than leave reserve): Traffic Fluctuation 10% + Trainee Reserve 5% (refresher/promotional/conversion/air-brake/3-phase/safety-camp training) = 15% total. Crew per loco without leave reserve = 4.24 + 15% of 4.24 = 4.24 + 0.64 = 4.88. Add 30% Leave Reserve (LAP, LHAP, misc. duties like selection tests, inquiries, joining time, court attendance, PNM attendance) = 0.3 × 4.88 = 1.46. Total Crew Requirement = 4.88 + 1.46 = 6.34 ≈ at least 6 crew per loco (this yardstick excludes supervisory posts like TLC, CCOR, PCOR, LIs).

Real Trainee Reserve posts: about 10% of sanctioned strength remains under various training (ZRTI + divisional) at any time — 10% of sanctioned strength as trainee reserve is considered reasonable, though there's no fixed yardstick and divisions must justify the requirement per local conditions.

Real Shunter Requirement Guidelines

Shunters handle: attachment/detachment of coaches/wagons from Mail/Express/Goods trains, load formation in marshalling yards, placement/removal of rakes, taking over engine charge when the incoming LP is detained, and indoor booking work. Real yardstick: for round-the-clock shunting-engine operation, provide shunters at the rate of 4 per shunting engine. Trip-shed/loco-shed and yard/station/siding requirements are worked out based on actual workload (movement of loco between trip shed and yard, taking charge of trains in the yard to avoid extra post-departure detention of the LP, slip-coach attachment/detachment).

Ordering of Goods Trains — Real Rules

Chief Controller (Goods)/Area Controller issues a Train Notice specifying: notice number, goods train number, loco number, and expected arrival-ready time at the crew change point/yard. Real timing: train notice is given approximately 2 hrs 30 min in advance so the LP booking lobby can call the LP in time. On receipt, the crew controller/ATFR sends a call book to the LP (in the running room for outstation LP, at residence for HQ LP) — general practice calls the outstation LP first if both are available at the same time.
Power Through Staff Change (PTSC) trains: arrive at crew-change point/yard without power change or TXR examination needed, so the ordering time equals the train's expected arrival time; the new crew takes charge from the incoming crew and departs within a real 15 minutes.
Yard-formed trains: CHC(Goods) accounts for power-arrival time, movement time to load, and vacuum/air-pressure creation time — real average full vacuum/air-pressure creation takes about 45 minutes.
Traction-change trains: when a loco must change (electrified↔non-electrified territory, or repair), TXR staff issue a continuity certificate in the yard (or LP+guard check continuity themselves if no TXR); real thumb-rule is 1 hour given after the engine is taken on load in such cases.
Availability of line clear ('mail express block' period): when Mail/Express/Passenger trains run one after another at close margin, goods trains generally aren't ordered during that block period to avoid crew PDD — shunters are deputed to man the ready engine, and the LP arrives only after the mail block period ends.

Crew Link — Real Rest Rules & Preparation Method

Real Rule	Real Value
Headquarter rest (min.)	16 hours (including 2 hrs call time)
Periodical rest per fortnight	2 numbers — home-station rest including one night in bed; whole-month pattern is either 4× 30-hr periodical rests OR 5× 22-hr periodical rests
Outstation rest (min.)	6 hours (including 2 hrs call time)
Running time between 2 crew-change points (max.)	8 hours
Duty hours per fortnight (max.)	104 hours (sign-ON to sign-OFF)
Sign-off/sign-on buffer to account for handover/punctuality reporting	~30 min each way (≈1 hour total) added when calculating rest

A crew link is prepared from the Working Time Table (WTT) — arrival/departure timings of all Mail/Express/Passenger trains at crew-change points are noted, and LPs reaching each point are linked to the next available train respecting the above real rest minimums (a real worked example shows a link generating 84 hrs 25 min of duty across a fortnight for one LP). Any crew link violating the HQ/periodical rest rule is NOT valid/acceptable. Once the bare minimum requirement 'R' is found, real sanctioned strength S = R + 0.3R = 1.3R (30% added for leave reserve and rest/training) — the number of Assistant LPs required is the same as LPs.

Loco Link — Real Planning Factors

A loco link is an arrangement of locomotives for working a set of Mail/Express/Passenger trains, giving the locomotive requirement to run the given trains — prepared by the HQ office in consultation with COM. Real factors considered:

Trip inspection: per the AC Traction Manual, done after running of 3000 km OR completion of a trip, whichever is later. Real time formula: T = Time for trip inspection (Tt) + Time for loco movement station↔trip-shed (Tm). Real Tt = 2 to 2.5 hours (plus ~1 hour on average to attend LP-booked defects), so ~3 hr 30 min is reasonable; allotting 4 hours total for trip-shed lie-over is 'quite reasonable and practical'. Real Tm is typically ~30 minutes but can be up to 2 hours depending on yard layout.
Terminus destinations (CSTM/HWH/Madras etc.): loco can't be immediately detached/sent to trip shed — it stays on the platform until the rake is backed to a washing siding, real timing ~45 min from arrival. Real practical example: Central Railway locos reaching HWH after working trains like 2151 Samrasta Express need a real 10-12 hour lie-over for trip inspection, since HWH is a terminus and the trip shed (at Santaragachi, S.E.Railway) is located away from the station.
Provision of schedule inspection (IA/IB/IC): loco link should include withdrawal for monthly schedule after working 35 to 40 days in the link. Real withdrawal window at the homing shed: about 0 to 2 hours (or, per the follow-up text, 0-1 hour is ideal) in electric loco sheds, locos are normally placed for schedule inspection about 2 to 3 hours into the (0-8) shift, so the day-shift staff carry out complete testing by 8 hours, with the (0-8) shift staff briefing full unscheduled-work detail alongside schedule work. Changing the engine for withdrawal typically costs ~10 minutes extra for movement/vacuum creation.

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Exam Focus — Real Engine-Requirement Formula

The loco link gives only the bare minimum engine requirement. Actual engine requirement = Bare minimum requirement + repair allowance. The real repair-allowance statistical factor for Mail/Express locomotives is 0.92 — so actual requirement = (bare minimum per loco link) ÷ 0.92. Real worked examples: link BSL-3 (WAM4 air-brake, 3664 km/day total) needed 6 locos on link basis, 7 on holding basis (since power is detached at BSL for schedule inspection), giving utilisation of 3664/6 = 611 km/loco/day. Link BSL-4 (WAM4 air-brake, 5704 km/day) needed 8 locos on link basis, 9 on holding basis, giving utilisation of 5704/8 = 713 km/loco/day.

Real Recruitment Policy for Running Staff

Real ALP-recruitment guidelines per Railway Board letter No. E(NG)I/90/PM-7/34 dated 16.7.1991, filled in this real order:

1) 50% of vacancies: lateral induction from 1st Firemen, minimum 8th class pass, below 45 years age (shortfall made up from 2nd Firemen via usual selection procedure) — available only where steam traction still exists.
2) Balance 50%: lateral induction of matriculate 1st Firemen with minimum 3 years continuous service (shortfall by promotion from 2nd Firemen via departmental examination).
3) Remaining shortfall: departmental examination from matriculate Class IV loco-shed staff (cleaner, khalasi etc.) with 5 years continuous service.
4) Any remaining vacancy: lateral induction of skilled artisan staff of electrical/diesel loco sheds — but this route can fill a maximum of 20% of the total vacancy.
5) Still remaining: direct recruitment through the Railway Recruitment Board (RRB), minimum qualification matriculate with ITI.

Real qualification refs: Assistant Loco Pilot qualification per letter No. E(EN)II/86/RC-2/24 dated 20.08.1992 and 02.09.1998 — Matric + ITI or Act Apprentice 1961 (50% departmental + 50% RRB). Per Railway Board letter No. E(NG)I-2006/PM7/6 dt.22.09.2006 (RB/EST/No.138/2006), qualification for departmental selection of ALP is Matric, with ITI as an additional qualification.

Real vacancy assessment formula: Total vacancy to be filled = Existing vacancy (a) + Vacancies from promotion to shunter/LP in next year (b) + Vacancies from retirement/voluntary retirement (c) = a + b + c.

Real Promotion Hierarchy & Selection Marks

Real promotion order: (i) Assistant Loco Pilot/Firemen (steam only), (ii) Shunter, (iii) Goods LP, (iv) Passenger LP, (v) Mail/Express or Special 'A' LP.

Real Promotion Stage	Real Process & Marks
ALP → Shunter	Screening test by a committee of assistant officers from Power/Safety/Personnel branches; suitable candidates get real 2 weeks of handling training under a Loco Inspector; competency certificate issued by Sr.DEE(OP)/DEE(OP).
Shunter/ALP → Goods LP	Candidates called at 3× the actual LP vacancy. Selection committee: DEE(OP), DPO/APO, DME. All candidates must pass the LP promotion course (Diesel and AC both). Viva-voce marks: Seniority 15, Confidential reports (last 3 yrs) 15, Personality Test 20, Technical ability 50 = 100 total; 60% required to pass; SC/ST candidates' seniority marks not counted. Result signed by all committee members, approved by ADRM/DRM.
ALP → Goods LP (ad hoc relaxation, when shunters unavailable)	Real conditions: ALP must have 60,000 km of foot-plate inspection as ALP, AND 2 years of line service. Promoted only on ad hoc basis, later regularised via the proper selection procedure above.
Goods LP → Passenger LP	Real eligibility list: goods LPs with 5+ years LP service, list capped at 3× the passenger-LP vacancy count. Selection committee (JA grade): Sr.DEE(OP), Sr.DPO, Sr.DME. Same marks structure: Seniority 15, Confidential reports 15, Personality 20, Technical ability 50 = 100; 60% pass mark; SC/ST seniority marks not counted.
Passenger LP → Mail/Express LP	Purely seniority-based — no formal viva-voce. Real check before promotion: candidate must be suitable for Mail/Express work, not involved in any accident case, and no D&AR action pending/contemplated.
Real common conditions at every promotion stage	(1) No Vigilance/D&AR case pending against the candidate. (2) Confidential reports of the last 3 years examined — candidate must not be graded 'Below Average' or carry an adverse 'Not Fit for promotion' remark in that period. (3) Candidate generally should not be C-category (safety) LP for promotion to Passenger LP — such LPs get intensive training to upgrade category first.

Real Training Before Independent Working (Post-Promotion)

1) Handling training of locomotives — real 1-month period under a nominated Loco Inspector, covering operation of cocks/handles/equipment location for day-to-day working.
2) Road learning training — per the section durations in Chapter 2.0.2; on completion, the candidate signs a real declaration format ('I hereby declare that I have taken road learning...') listing section, dates, and number of trips. If not confident within the prescribed period, the candidate may request the depot in-charge for an extension — but must still eventually submit the declaration.
3) Training as co-LP — a real 1-month practice of a newly promoted LP working alongside an experienced goods LP, to absorb piloting technique and clarify doubts, with a nominated Loco Inspector watching performance and counselling throughout.
After all 3 trainings, the nominated Loco Inspector certifies satisfactory completion; the candidate is then interviewed once more by AEE(OP)/Sr.DEE(OP) and the Safety Officer, and if found suitable, the real competency certificate (per the TR-10/TR-11/TR-13 format in Chapter 1.5.1) is issued authorising independent working.

Real Promotion to Loco Operating Supervisor

Real Railway Board rule: Loco Operating Supervisor posts (TLC, Crew Controller, Loco Inspector) are selected from Loco Pilots only, requiring real 5 years of experience working as an LP. Selection procedure: Sr.DPO issues a notification well in advance (real 1-month notice typically given), specifying date/venue and inviting applications; a JAG-level selection committee (Sr.DEE(OP), Sr.DPO, Sr.DME) conducts a written test (covering, in order: General & Subsidiary Rules/train operation, Electric loco operation, Diesel loco operation) followed by a viva-voce for candidates who qualify the written test.