Railway Power Plan and Goods Train Operations

A plan that details information for scheduling goods trains on a railway division for each section.

A document specific to a railway division outlining the planned goods train operations for each section and the required locomotive power.

The process of scheduling and planning the movement of goods trains on a railway division.

A power plan includes the number of trains, power requirements for support services (shunting, material transport), locomotive downtime, and target utilization.

Average number of locomotives unavailable for use on a given day (24 hours).

The expected percentage of time locomotives are actively working, which can vary between railway divisions.

Locomotive power required for moving locomotives (dead) for reasons like maintenance or transportation between locations.

The average time it takes a train to travel a specific section, based on traffic patterns over the past six months.

Time between crew sign-on and train departure.

Trains carrying cargo or freight, not passengers.

Abbreviations for the directions of a train's movement (e.g., from or to a certain point).

A goods train with one locomotive.

A goods train with two locomotives.

Number of goods trains planned for specific sections of a rail route.

The personnel needed to operate trains as calculated based on the train schedule and operational data.

Relevant data collected over a 6-month period to calculate the average time taken by a train along a particular section.

Determining the number of Assistant Driver positions needing to be filled, taking into account existing vacancies, projected promotions, and retirements.

A hierarchical career path from Assistant Driver to more senior roles like Shunter, Goods Driver, Passenger Driver, Mail/Express, and Special 'A' driver, following a specific order.

Qualification standards, including matriculation and ITI certification or an equivalent, for direct recruitment of assistant drivers as outlined in a Railway Board letter.

A method of filling Assistant Driver vacancies by selecting qualified staff from the Class IV (e.g. cleaner, Khalasi) category working in loco sheds.

Filling vacancies with qualified staff from another area, specifically artisans from electrical/diesel loco sheds.

Authority responsible for the direct recruitment of drivers when other methods are exhausted.

Systematic evaluation of empty positions

A limit on the percentage of vacancies that can be filled using lateral induction of skilled employees from different departments.

Specific educational requirement (matriculation and ITI) for certain railway job applicants.

Classification of railway workers for the operation of trains, including assistant drivers and their higher positions.

A driver can request an extension of their road learning period from their depot in charge if they feel unprepared. The depot in charge will grant the extension, and the driver must declare they have learned the road before the extension is approved.

Newly promoted drivers work as co-drivers with experienced drivers for a month to learn driving techniques and clarify doubts. This period includes observation and guidance from a nominated loco inspector.

A certificate given to a driver by a nominated loco inspector after successful completion of training, including handling, road learning, and co-driver training.

After receiving the competency certificate from the loco inspector, a driver is interviewed by AEE(OP)/SR.DEE(OP) and the Safety Officer. If successful, the driver is issued a competency certificate authorizing them to work independently.

Assistant drivers can be promoted to goods driver on an ad-hoc basis if they meet specific criteria: 60,000 km of footplate inspection as assistant driver and 2 years of service. They must later undergo regular selection procedures to become fully certified goods drivers.

Senior assistant drivers, after a (previously) mandatory training course, are evaluated by a committee for suitability. Successful candidates receive handling training and then receive a certificate before being promoted.

Suitable shunters and trained assistant drivers are considered. If a division has many openings, assistant drivers may be chosen over shunters, (sometimes directly) provided assistant driver passes a diesel/AC driver promotion course.

Procedures for promotions of railway staff, like assistant driver to shunter, and shunter/assistant driver to goods driver, vary across railway divisions but aim to ensure suitability and competency.

An evaluation conducted by a committee of officials from related railway branches to assess candidate suitability to become shunters.

A two-week training period where prospective shunters learn to handle trains and receive on-the-job training under the supervision of a senior officer.

A mandatory course, including diesel and AC train operation, required for consideration for promotion to Goods Driver. This is a crucial step.

A committee consisting of DEE(OP), DPO/APO, and DME members, is in place to assess the suitability for Goods Driver positions

A minimum of three times the number of vacant Goods Driver positions is called for consideration, both for shunters and assistant drivers.

Promotion possibilities exist from assistant driver to shunter, and shunter to driver (goods driver).

A Power Plan is a document outlining how many goods trains will be run on each section of a railway division. It also includes locomotive needs for general services and staff scheduling.

This is the average time it takes a goods train to travel a specific section of the railway, based on the last 6 months of data. It varies depending on the length of the section and the amount of traffic.

The time that crew is waiting after signing on until the train is ready to go. It's a bit like a pre-flight check for a train.

A percentage of the sanctioned crew strength dedicated to training. Usually around 10%, these positions are essential for maintaining a skilled workforce and ensuring future staffing needs.

The number of shunters needed depends on the workload and operational needs of the yard. Shunters are essential for moving engines and rakes within yards.

If a shunting engine operates continuously, the recommended ratio is 4 shunters per engine.

The number of shunters required in these locations depends on the workload of moving locomotives between the shed and yard.

Shunters take charge of trains from incoming drivers within the yard, ensuring smooth train movement.

Determining the required number of shunters involves analyzing the operational requirements of the yard, including shunting engine operation and loco movements.

Shunters perform various tasks, including attaching/detaching coaches/wagons, load formation, and moving trains within the yard.

They ensure efficient and safe locomotive and rake movement within the yard.

Divisions need to justify their request for shunter positions based on their specific operational conditions.

A railway worker who operates a locomotive to move trains within a yard or station, usually for short distances.

Sidings are private or railway tracks used for loading and unloading goods. Shunters move trains in and out of these sidings to facilitate these operations.

A Train Notice is a document issued by the Chief Controller (Goods) or Area Controller office providing information about an upcoming goods train.

A Train Notice includes the train number, loco number, expected arrival time, and other relevant details for the goods train.

Pre-departure detention refers to the time a driver spends waiting before a train departs after signing on.

The Train Notice is issued by the Chief Controller (Goods) or Area Controller office.

A Train Notice is usually issued about 2 hours and 30 minutes before the expected arrival of the goods train.

Locomotive Outage refers to the number of locomotives that are unavailable for service on a given day due to maintenance or other reasons.

Target Locomotive Utilization represents the desired percentage of time that locomotives are actively working on a railway division.

A Power Plan is a document that outlines the scheduling of goods trains on a railway division, including locomotive power requirements.

The process of scheduling locomotive movements and ensuring they are available at the right time and place for train operations.

The time a locomotive needs to rest and be inspected after completing a train journey, especially at a terminal station.

A thorough examination of a locomotive to check its condition after a journey, ensuring it's safe to operate again.

Regular maintenance and testing of a locomotive, usually performed every 35 to 40 days, to ensure it's in top working condition.

The location where locomotives are kept and repaired after they complete their journeys.

A driver's total work hours in a two-week period (fortnight) cannot exceed 104 hours.

Creating train schedules that efficiently use drivers within the 104-hour fortnightly limit, minimizing both overwork and underutilization.

A document that outlines train arrival and departure times at crew change points, crucial for creating crew links.

Locations where train crews are changed, typically stations or junctions.

Time allocated for drivers to rest, ensuring compliance with safety regulations and avoiding driver fatigue.

The duration spent by a driver at a station or crew change point before proceeding for another duty.

A table displaying train numbers, arrival/departure times at crew change points, and planned rest periods for drivers.

The primary location or base for the railway division where the crew links are planned and managed. It should be close to where the drivers are most needed.

Indicates that a driver does not have a planned rest period at a particular crew change point.

Indicates that the driver's duty continues uninterrupted after the train arrives or departs a crew change point.