TRACTION ROLLING STOCK OPERATION PDF

___________________________________________________________________________ 2. MAN POWER AND MOTIVE POWER PLANNING 2.0 POWER PLAN AND ORDERING OF GOODS TRAIN Power plan provides the information for planning the goods train on a division for each section. This chapter w...

___________________________________________________________________________ 2. MAN POWER AND MOTIVE POWER PLANNING 2.0 POWER PLAN AND ORDERING OF GOODS TRAIN Power plan provides the information for planning the goods train on a division for each section. This chapter will explain the followings: i) How to understand the divisional power plan. ii) To calculate the requirement of running staff. iii) To understand the goods train ordering on division. 2.0.1 Procedure for issue of a power plan: (1) Every six months, the running of goods traffic on a Railway is reviewed for each division. Actual number of goods trains run are observed. Moreover, the goods train to be run during next six months is assessed. While planning the goods train, availability of goods locomotives on railway is taken into account. Zonal railway power plan is issued by the office of Chief Operating Manager (COM) of the Railway. Information available in a power plan, Following information are available in a power plan: a) Number of trains to be run on division section-wise in UP and DN direction. b) Requirement of power for inferior services i.e., shunting work, railway material train, PQRS work of engineering department etc. c) Outage of the locomotive on a division. Outage is the average number of locos available for a calendar day of 24 hours. d) Target utilization of the locomotives. It may vary from one division to other depending on the operating conditions. e) Requirement of power to be moved LELA or dead due to various reasons. Traction Rolling Stock : OPERATION. 41 ___________________________________________________________________________ Shape of a typical power plan: The information available in a power plan can be illustrated as under:- S.No. Section Kms No. of Train Total Engine Kms SH DH BHUSAWAL – 1 159 15 1 5406 NANDGAON NANDGAON – 2 149 13 2 5066 IGATPURI BHUSAWAL – 3 216 8 13 14892 BADNERA BHUSAWAL – 4 123 9 - 2214 KHANDWA BHUSAWAL - 5 256 - 6 6144 ODHA TOTAL ENGINE 33722 KM In the above table, we can see that each section-wise, number of goods trains to be run are indicated. These trains gives the number of UP and DN both sides of the train. For example in BSL-NGN section number of trains is indicated as 15 Nos. single head and 1 No. as double head. This means there will be 15 Nos. of single head and 1 No. of double head trains running between BSL and NGN (UP direction) and same Nos. of goods trains between NGN and BSL which is DN direction. This table gives the idea of number of goods trains to be run on a division. This is the basic data from which necessary planning of requirement of running staff is calculated. 2.0.2 Procedure for calculation of requirement of running staff as per Power Plan: (1) Before going ahead with the actual calculation, the following information are to be collected. i) Average sectional running time: Based on the traffic movement on division, the average running time for the last six months is to be found out. This average running time may be different for various section. For example, the average running time for BSL-NGN section will be different than BSL-BD section. This is basically due to difference in section length and traffic pattern. This data is generally available with the movement section of SR.DOM Office of the division. However, TRO office should also maintain this information. Traction Rolling Stock : OPERATION. 42 ___________________________________________________________________________ ii) Pre-departure detention of the crew : The time period from the sign on of crew to actual departure of the train is known as pre-departure detention of the crew. To illustrate this, let us assume that crew of the train has signed on at 8.00 hrs and the actual departure of the train could take place at 10.30 hrs due to line clear etc. therefore in this case pre-departure detention of the crew will be 10.30 – 8.00 = 2’30”. PDD should not increase more than 30 mins. by proper coordination between TRO and Optg. Dept. As we have already mentioned above for calculation of running time section wise, in the same, average pre-departure detention of the crew in each section has to be calculated. This data is also required for the last six months for calculation purpose. It is essential to mention that higher the pre-departure detention more will be the bursting of ten hours. duty cases and requirement of running staff. Therefore, division should make an all out effort to minimize the pre-departure detention of crew. 2.0.3 POST ARRIVAL DETENTION This is the time which the crew takes after arrival of train to sign off at destination/crew change point station. This time is generally 30”. However, if the arrival point of goods train is far away from the crew booking lobby, the crew may take more time to come to lobby to sign off. In that case, post departure detention will increase. However, in the most of the yard, booking lobbies are located in such a way that crew can sign off within half an hour after arrival of the train. Shunters may take over charge of loco from incoming driver to reduce this detention. Actual post departure detention of the train for last six months should be calculated and average figure is taken into account for calculation purpose. 2.0.4 Goods Crew Requirement Different railways are following different criteria, as given below:- a) Average no. of Drivers to work one pair of up & down number of anticipated trains as per Power Plan. b) Average of actual fortnightly performing crew-hours with a target of 104 hr. c) Standard no. of crew required to man a loco as per average loco outage. 1. Based on anticipated No. of trains in Power Plan : Power Plan of a Railway gives the anticipated no. of section-wise, up & dn. Goods trains (SH, DH/MU). Then Standard Driver Hours required to work one pair of train, including LR & TR, gives the total requirement of drivers to work goods trains. Traction Rolling Stock : OPERATION. 43 ___________________________________________________________________________ a) Standard driver-hours to work a pair of up & dn. Train is calculated as : Pre Departure Detention (PDD) = 2 hr. Running time outward = 8 hr. Outstation Rest = 10hr. PDD towards HQ = 2 hr. Running Time to HQ = 8 hr. HQ Rest = 24 hr. ----------------------------------------------------------------------------------------- Total turn-round hours = 54 hr. ----------------------------------------------------------------------------------------- b) Requirement of driver to work one pair of train per day, is computed as : = (54 / 24) = 2.25 drivers. c) Add 30% LR (as per Rly. Bd's. Lr. No. E(G)73LR1(1) dt.03-12-73 & 30-06-78) = 2.25 + 0.3x2.25 = 2.925 d) Add 3% minimum Trainee Reserve (TR), since for doing 3 weeks of Refresher Course once in 3 years, or average Refresher training of one week per year :- (7days per 250 working days in a year) x 100 = 3.01 = 3% TR =0.03 Trainee Reserve crew per pair of train = 2.925 x 0.03 = 0.0875 e) Thus total requirement of drivers per pair of train = 2.925 + 0.0875 = 3.01 = 3 drivers per pair of working Up & Dn train. f) The drivers required to man stationary jobs in shifts, like CCOR, PCOR, TLC, Out coming Loco-Checking in Sheds, etc. are calculated separately and added in above. g) Drivers required for moving BT, MT, BD Train, LELA engine, or locos on trial are added separately, based on general trend. 2. Crew Requirement based on actual average performing hours The requirement is calculated as following:- a) Average Fortnightly performing hours of Last 6 months (used only for working goods trains) = A b) Required Fortnightly working hours per goods driver (104) = B c) Bare requirement of goods drivers = (A / B) = C d) Additional req. due to traffic fluctuation @ 10%=0.1xC = D e) Revised Bare requirement = C+D = E f) Leave Reserve @ 30% on bare req. = 0.3xC= F g) Revised bare req. + Leave Reserve = E+F = G h) Trainee Reserve (TR) @ T% on G = O.OTxG= H I) Total Crew requirement = G+H = I Traction Rolling Stock : OPERATION. 44 ___________________________________________________________________________ 3. Crew Requirement based on driver reqd. to man a loco (a) Available hours per fortnight = 104 hrs. (b) Available average duty hours = 7 hrs 25 min. per crew per day (104/14) (c) Available loco crew hours per = 7 hrs 25 min -1 hrs 45 min crew per day for loco operation [30 min prior to sign ON+ +15min after sign OFF + 1 hr.PDD ) = 5 hrs. 40 min (d) Bare min. requirement of Crew to man loco for 24 hrs. = (24hrs / 5 hrs 40 min.) = 4.24 crew (e) Various allowance to be added, other than Leave Reserve (I) Allowance for Traffic Fluctuation = 10% (to meet peak requirement, spare running, growth in traffic volume over gestation period of crew requirement) (II) Trainee Reserve = 5% (Refresher course, Promotional course , conversion course, Air Brake training 3- phase loco training Safety camp/ seminar etc. ) (III) Total = 15% (f) Total requirement of crew per single Power outage without leave reserve = 4.24 + 15% of 4.24 = 4.24 + 0.64 = 4.88 (g) Leave reserve @ 30% for leave (LAP, LHAP etc.) Sparing staff for Misc duties viz. Selection suitability test etc. Attending inquiries, joining time, court attendance, attending PNM) = 0.3 x 4.88 = 1.46 (h) Total Crew Requirement = 4.88 + 1.46 = 6.34 crew per loco = at least 6 crew per loco Note: The above yardstick does not provide for supervisory posts like TLC, CCOR, PCOR, LIs etc. Traction Rolling Stock : OPERATION. 45 ___________________________________________________________________________ 2.0.5 TRAINEE RESERVE POSTS : Drivers and Assistant Drivers have to go undergo various types of trainings regularly. The details of the training is explained in Chapter No. 1.0. About 10% of the sanctioned strength of the crew always remains under various training which is conducted by division as well as Zonal Railways Training Institute. Therefore, 10% of sanctioned strength as trainee reserve is considered quite reasonable. But, there is no yardstick set for this. Divisions should justify the requirement of trainee reserve post as per the condition existing on division. 2.0.6 CALCULATION OF REQUIREMENT OF SHUNTERS: (1) In addition to the requirement of drivers and assistant drovers, shunters are also required for movement of engine and rake in the rake in the yard from one place to other. These shunters also perform various types of the shunting work in the yard as under: i) Attachment/detachment of coach or wagon from Mail/Express or Goods trains. ii) Load formation in marshalling yard. iii) Placement and removal of train rake from one point in yard/station to other point. iv) Taking over the charge of engine in yard in case incoming driver is detained in the yard. v) Indoor shunters also perform the work of booking a driver as per the requirement. 2) Each division will be having above type of the work to be performed. Therefore, requirement of shunters are to be worked out as per the operating condition of division. However, some guideline is given below: i) Requirement of shunters for shunting engine: In case shunting engine is operating in the yard round the clock, the provision of shunters should be made at the rate of 4 Nos. per shunting engine. ii) Requirement in trip shed/loco shed :- Trip shed and loco shed may be provided with adequate number of shunters after studying the work load of movement of loco from trip shed to yard or yard to trip shed. Based on the work-load, shunters should be deputed in trip shed/loco shed. iii) Requirement of shunters in yard : As per the lay out of the yard, the shunters may be required to take charge of the train in the yard from incoming drivers. In such case, shunter moves the train in Traction Rolling Stock : OPERATION. 46 ___________________________________________________________________________ the yard from one point to other point. Such arrangement avoids extra post departure detention of drivers. In similar way, shunters also takes the engine on load for yard formed load or where change of engine is involved. Such work are generally done by shunters to avoid the detention of the drivers in the yard. Therefore, as per the operating condition, the requirement of shunters should be calculated for this purpose also. iv) Requirement of shunters at stations Slip coaches are required to be attached or detached from the train. If such a coach is next or near to engine, the necessary work of shunting is performed by train engine driver. However, if this attachment or detachment is required to be done is in the rear of the train, shunter along with engine will be required. Therefore, such requirement should also be studied based on the train working on a division. v) Requirement of shunters for sidings: There are number of private or railways sidings on a division like siding for electricity board, Food Corporation of India etc. In these sidings, the rake is required to be placed and after unloading, the load is to be formed and empty rake is to be dispatched. Such type of work is performed by shunters with the help of a shunting engine. In some cases, the private siding owners may have their own shunting engine and shunters. But for the sidings where railways have to carry out shunting work, the provision of shunter should be made. 2.1.1 Ordering of Goods train : (1) In order to understand the working of goods trains, it is essential to know the system of ordering of goods trains in division. Chief Controller (Goods) or Area controller office gives a train notice number indicating following information. i) Train Notice number – Any number selected serially. ii) Train number of Goods train. iii) Loco number of the Goods train iv) Expected arrival ready time of the goods train at crew change point or in yard. The train notice is generally given about 2’.30” in advance of expected arrival of the goods train. This is essential to facilitate the driver booking lobby to send call book to driver and bring driver in time for the train. On receipt of train notice number by the drivers booking lobby, the crew controller/ATFR on duty sends call book to driver who may be available in the running room in case of outstation driver and at residence in case of headquarter driver. While calling the driver, general practice is to call the outstation driver first if out outstation and headquarters drivers are available at the same time. Traction Rolling Stock : OPERATION. 47 ___________________________________________________________________________ (2) There are various factors, which are considered for giving ordering time of goods train. Ordering time depends on the train operating condition as explained below: 2.1.2. (i) Power through staff change (PTSC) trains : Ordering of the goods train is generally done by Chief Controller (CHC) (Goods) or Area Controller. CHC (Goods)/Area Controller watches the running of train in section and make a forecast of expected arrival of train at crew change point or in yard. The goods train which is arriving at crew change point or yard may be dispatched as it is without any power change or TXR examination. Such goods train arriving at yard or crew change points are know as power through staff change (PTSC) trains. Therefore, for PTSC trains, the expected arrival of the trains at crew change point or yard may be the time for booking the crew or ordering time. In such case, new set of crew will take charge from the incoming crew and train will depart within 15 minutes time after the crew change. (ii) Yard Formed Trains : There may be train which is formed in yard after the following works : a) After marshalling in the yard. b) After TXR examination in the yard.; For above types of trains, the power has to be made available. CHC (Goods) plan the power and make as assessment of expected arrival of power on the ready load in the yard. After arrival of power on load, the time will be taken for air pressure/vacuum creation in the goods train. Average time which a goods train takes for full vacuum/air pressure creation is about 45 minutes. Therefore, CHC (Goods) while ordering the goods trains takes into account following conditions. a) Arrival time of Power. b) Time taken for movement of power from arrival point to load. c) The time taken for vacuum/air pressure cration. After taking into the above factors, ordering time of the train should be given to that when crew arrives on the train, the train is ready in all respect for departure. The internal movement of the engine in the yard for taking the engine on load are generally performed by the shunter deputed in the yard. However, some time incoming driver can also do this work. (iii) Ordering of the train when traction changes : The goods train which arrives in the yard or crew change point may be required to go from a electrified territory to non-electrified territory or vice-versa. Moreover, engine may be required to be changed for the purpose of attending the locomotive for schedule/un-scheduled repair. In such case, the incoming engine has to be changed and other suitable engine to be provided. Therefore, whenever Traction Rolling Stock : OPERATION. 48 ___________________________________________________________________________ engine is changed, TXR staff will provide a continuity certificate in the yard (if TXR staff exist, otherwise driver and guard of the train have to check the continuity themselves). Therefore, while ordering such a train TLC/CHC (Goods) takes into account the time taken for taking engine on load and ensuring continuity. As a thumb rule generally one hour time to be given after engine is taken on load in such cases. From the above, we see that ordering of the goods train is very important for optimum utilization of running staff. Therefore, TLC and CHC (Goods) should have close liaison for giving realistic ordering time for goods train. (iv) Availability of line clear : The situation also arises when the train is ready in all respect, however, the path for movement of goods train is not available due to Mail/Express/Passenger trains running one after the other. Such a time period when number of Mail/Express trains runs one after the other at a very close time margin which does not allow a goods to move in between, in called the period for mail express block. Each division will be having mail block at some time. The CHC (Goods) orders the goods train taking this factor into account. In the Main/Express block period of no goods train is generally ordered to avoid pre-departure detention of the crew. If the train is ready, shunters are deputed on train engine to man it and driver only arrives at the ordering time after the mail block period is over. From the above, we see that ordering of the goods train is very important for optimum utilization of running staff. Therefore, TLC and CHC (Goods) should have close liaison for giving realistic ordering time for goods train. 2.2.1 CREW AND LOCO LINKS Crew link is prepared for ensuring proper utilization of running staff and for calculating the requirement of drivers/assistant drivers for running mail/express/passenger trains on a division. The factors which are to be taken into account for preparation of crew link will be discussed in this chapter. FACTORS TO BE CONSIDERED WHILE PREPARING CREW LINK 1) Headquarter rest of driver Whenever driver signs off at headquarter station, driver must be given a minimum of 16 hours of rest. This includes 2 hours call time. In addition to this, driver must get two numbers of periodical rest in a fortnight. Periodical rest is home- station rest including one night in bed. In whole months working there should be either four periodical rest of 30 hours or five periodical rest of 22 hours each. Therefore, the crew link should be prepared in such a way that this condition of headquarter and periodical rest is fulfilled. Any crew link violating this rule will not be valid and acceptable. Traction Rolling Stock : OPERATION. 49 ___________________________________________________________________________ 2) Outstation rest of driver Driver signs off after working the train form his headquarter at the destination or at next crew change point. After signing off at outstation driver takes the rest in running room is called outstation rest. Generally outstation rest is of 6 hours (Min.) including 2 hours of call time to driver. While preparing the crew link, adequate out- station rest to the driver should be available. At the same time, excessive detention of driver in running room should also be avoided. 3) Running time between two crew change points While deciding the crew change point for Mail/Express/Passenger train, it is planned that the running time between two crew change point should not exceed 8 hours. Therefore, while making the crew link, this point should be taken into account and crew change point should be decided accordingly. Provision of running room at crew change point is essential so that drivers signing off at crew change point may take rest properly. 4) Duty hours in a fortnight Duty hours of the driver is taken from the time of signing on to the time of signing off. In the period of a fortnight, total duty hours of the driver should not exceed 104 hours. Therefore, crew link should be made in such a way that driver is utilized for not more than 104 hours in a fortnight. Moreover, link should not be slack so that driver remains under-utilised. Therefore, based on the time table timings, efforts should be made to optimize the use of driver. 2.2.2 PROCEDURE FOR MAKING A CREW LINK Working time table (WTT) : First of all, the arrival and departure timing of all the Mail/Express and Passenger trains at crew change points should be noted down for which crew link is to be made. To illustrate this, an example is given as under:- There are three pairs of passenger trains to be run between BSL-BD and two pairs of passenger trains between BSL-KNW. Their timings for crew availability have been noted down in the table given below: TABLE BD BSL KNW O/ST SR. TRAI HQ N NO. N NO. A D A D A D REST REST 12.2 38 1 1387 NR NR X 08.40 X 5 (Periodical rest) 2 1388 NR NR 17.40 X X 14.0 12’40” Traction Rolling Stock : OPERATION. 50 ___________________________________________________________________________ 5 00.2 3 1357 NR NR X 19.50 X 22’10” 5 00.5 4 1358 NR NR 08.00 X X 11’20” 0 5 1383 13.15 X X 06.40 NR NR 21’50” 10.0 6 1384 X 16.15 X NR NR 15’05” 0 7 1385 00.30 X X 18.30 NR NR 25’15” 12.0 8 1386 X 19.00 X NR NR 10’30” 0 9 1397 18.05 X X 12.10 NR NR 26’10” 03.0 10 1398 X 09.00 X NR NR 12’40” 0 Average HQ Rest ------ 26’40” Average O/Stn Rest ------ 14’25” Note: 1. Driver generally take about 30” to sign off arrival of the train for completing the work of Handling over the loco and repeating the punctuality position of train to PCOR. 2. Similarly, driver also signs on about 30” before the arrival of the train. Therefore, this 1 hour time should be taken into account while calculating the rest of driver. From the above table, the drivers reaching at KNW and BD can be linked, e.g. driver reaches KNW by working Train No. 1387 DN at 12.25 hours after availing the rest of 8 hours in running room, this driver is available to work the train again from KNW from (12.25 + 08.00) = 20.00 hours. However, the first train available for this driver from KNW is 1358 UP which departs from KNW at 00.50 hour. Therefore, this driver will have to work train No. 1358 UP after availing the outstation rest of 12 hours. Thus, depending on the time table of train, the HQ and outstation rest may be more than prescribed. In a similar fashion, the drivers at BD, KNW and BSL can be connected considering the rest hour requirement. If we draw the crew link, the same will be as given in fig. 3.041. Traction Rolling Stock : OPERATION. 51 ___________________________________________________________________________ From the above the Fig. 3.041, we observe that if one driver is required to work on the link, it will take 11 days to work all the trains. This means total 11 drivers will be required to work these passenger services daily. Traction Rolling Stock : OPERATION. 52 ___________________________________________________________________________ Traction Rolling Stock : OPERATION. 53 ___________________________________________________________________________ 2.2.3 Calculation of sanctioned strength 1) After working out the requirement of bare minimum number of drivers, the sanctioned strength will be as under: If R is the bare minimum requirement, sanctioned strength ‘S’ = R + 0.3R = 1.3R. 30% is added to the bare minimum requirement to take care of leave reserve and rest/training. Note: Number of Assistant Drivers required will be same as Drivers. 2) CONCLUSION In this subject, the method for preparation of crew link has been explained. This is essential to find out the requirement of staff for running a set of Mail/Express/Passenger services. From the Railway working time table, practice should be made to draw the crew link as per the method explained above. 2.3.1 LOCO LINK: Loco link is an arrangement of locomotive for working a set of trains from one station to other station for Mail/Express/Passenger trains. Loco link gives the requirement of locomotive required to run the given number of trains. Loco link is prepared by HQ office in consultation with COM. Factors to be considered while preparing a loco link: 1) Availability of the Loco. 2) Trip Inspection: Mail/Express or Passenger locomotives are required to be given trip inspection as under as per AC traction manual:- After running of 3000 kms or at completion of a trip whichever is later. Therefore, loco link has to be prepared in such a way that the trip inspection is done as per the yardstick and no loco runs overdue trip inspection in the link. Loco link should have the provision of the trip inspection at suitable interval. 3) Lie over period at destination station: When a loco completes its journey after working a train, this loco is sent to yard, trip shed etc. This loco is again attached to the train as per the link. The period for which it remains idle at destination station (i.e. the time period when loco is detached and again attached to train) is known as lie over period of the locomotive. This time should be adequate to take care of the types of attention required to be Traction Rolling Stock : OPERATION. 54 ___________________________________________________________________________ given to locomotive. Therefore, lie over period of locomotive is a loco link will depend on the following:- A) Lay out of yard and location of trip shed : If the locomotive is to be given trip inspection during the lie over period, the time (T) to be available during the lie over period should be as under:- T = Time taken for trip inspection (Tt) + Time required for movement of loco from station to trip shed and back (Tm) Generally, the time required for trip inspection is 2 hours to 2 hour 30 minutes. However, time is also taken to attend the drivers booking regarding loco defects. On an average, it is seen that one hour time will be required to attend to various types of defects booked by drivers. Therefore, for trip inspection, time to be given is about 3’30” to hours considering the practical working in trip shed. Sometime, when loco arrives in trip shed, staff may be busy in dealing with the problem of other loco. In that case, loco has to wait. Therefore, allotting a time of 4 hours for trip shed in case of trip inspection to be done is quite reasonable and practical. Similarly, some time will be taken for movement of electric locomotive from station to trip shed. Again this time will vary from one destination to other. Generally, trip sheds are located in the yard in such a way that loco can be moved from station to trip shed within 30” time. However, due to variation in yard lay out and other operating condition trip sheds are to be located far away from station where engine is detached. In such situation, the time taken to move the loco from station to trip shed may be as high as two hours. B) Whether destination in a terminus : Moreover, if the destination of the train is CSTM or HWH or Madras etc. where the railway track terminates, the locomotive at such station cannot be immediately detached and sent to trip shed. Therefore, loco has to remain on station platform till the rake is backed to washing siding in the yard after about 45” from the arrival of the train. This aspect should also be taken into account while planning the loco link. Practical example Central Railway locomotives are reaching HWH after working the train like 2151 Samrasta Exp. As HWH is a terminus station and also the trip shed is located away from station at Santaragachi S.E. Railway requires a lie over period of 10 to 12 hours for trip inspection for the reason explained in above paras. 4) Consultation with other Railways/Divisions : While planning the loco link, other Railway or division (where the loco will be detached and attention will be given) should be consulted for requirement of time for lie over period. Similarly, trip inspection schedule should also be planned and place should be nominated in the link. Traction Rolling Stock : OPERATION. 55 ___________________________________________________________________________ 5) Provision of Schedule Inspection (IA, IB or IC of loco) : Loco link should include the withdrawal of loco for monthly schedule after it has worked for 35 to 40 days in the link. Withdrawal of the loco at Homing Shed station should be planned in such a way that it suits the homing shed by way of working hours for carrying out the schedule. In electric loco sheds, normally locos are placed for schedule inspection at about 2 to 3 hours in (0-8) shift of working. This helps the homing shed in carrying out complete testing of locomotives by 8 hours. The staff in (0-8) shift will give complete detail of unscheduled work to be carried out along with schedule work. This will enable the staff in day shift to carry out the work properly. Therefore, withdrawal of loco to be planned by such trains which reaches homing station at about 0 to 1 hour so that loco reaches the homing shed just in time. Therefore, withdrawal of loco to be planned while considering following points: i. When to withdraw the loco – By suitable train so that it reached homing shed station at about 0 to 2 hours. ii. From which train to withdraw the loco - This should also be decided judiciously after studying the working time table. there are some trains where time allowance and running time is sufficient, such trains can make up the loss of time which takes place while changing the engine for withdrawing the same for such inspection. Generally, for changing the engine 10” extra is taken for loco movement and vacuum creation. From this link in fig. (shown Next page) , we find that for running trains between Igatpuri-Nasik, Igatpuri- Calculation of the requirement of engines: The loco link gives the bare minimum requirement of engines. Therefore, the actual engine requirement will be as under:- The requirement of loco = Bare minimum requirement + repair allowance. The repair allowance for Mail/Express locomotives is 9.2 statistical. Therefore, requirements of locomotive will be :- Bare minimum requirement as per loco link 0.92 CONCLUSION In this subject, we have learned to draw loco link and also factors to be considered for drawing a loco link. More practical should be done to draw loco links from the Railway time table for better understanding. Traction Rolling Stock : OPERATION. 56 ___________________________________________________________________________ Traction Rolling Stock : OPERATION. 57 ___________________________________________________________________________ Traction Rolling Stock : OPERATION. 58 ___________________________________________________________________________ 2.4.1 POLICY OF RECRUITMENT OF RUNNING STAFF In this chapter, the guidelines issued by Railway Board for filling up the vacancy of assistant driver is explained. This will help in taking proper action in filling up the vacancy in consultation with personnel branch. Methods for recruitment Running staff recruitment is done as Assistant Driver. There are guidelines which have been issued from time to time for filling up the vacancies through various sources of man power. This is given as under: 1) 50% of the vacancies are filled by lateral induction from amongst the first firemen who are atleast 8th class pass and are below 45 years of age. The shortfall in first firemen if any, is made up by way of usual selection procedure from amongst II firemen. The firemen are available only on those divisions where steam traction is existing. The divisions where steam traction is eliminated, the I and II firemen will not be available. 2) Balance 50% of the vacancies shall be filled by lateral induction of matriculate Ist firemen with minimum 3 years of continuous serve. Shortfall if any by promotion from amongst II firemen – through Departmental Examination. 3) Shortfall if any, after following the procedure for filling up the vacancy as given above, is to be made good by conducting departmental examination from amongst matriculate class IV staff of loco sheds with 5 years of continuous service. Class IV staff in shed as cleaner, Khalasi etc are eligible. 4) Even after following the above procedure, the vacancies in the running staff category exists, the remaining posts can be filled in by the lateral induction of skilled artisan staff of electrical/diesel loco sheds. But this way maximum 20% of the total vacancy can be filled in. 5) If vacancy of assistant driver still exists even after filling up the post as per method given at Sr. No. (1), (2), (3) & (4) above, these vacancies can be filled in by direct recruitment through Railway Recruitment Board with minimum qualification of matriculate with ITI. Above guide line for recruitment has been given in Railway Board’s letter NO.E(NG)I/90/PM-7/34 dated 16.7.1991. Qualification for Asstt. Drivers : * Assistant Loco Pilot (1N. E(EN)II/86/RC-2/24, 20.08.1992 and 02.09.1998, Matric + ITI or Act app. 1961 (50% dept+ 50% RRB) As per Railway Board’s 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 & ITI will be additional qualification. Traction Rolling Stock : OPERATION. 59 ___________________________________________________________________________ Age limit – 35 year (40 years for SC/ST) 2.4.2 Assessment of vacancies:- For filling up the post, the vacancy is to be assessed. This assessment is done as under:- 1) Existing vacancy in Asstt. Driver = a 2) Vacancies to be created due to = b promotion to shunter or driver in next one year. 3) Vacancies to be created due to = c to retirement/vol. retirement. Therefore total vacancy to be filled in = a+b + c 2.4.3 Policy of promotion of running staff : In earlier chapter No. 3.09, the method of recruitment and training of running staff has been explained in detail. The running staff when recruited as assistant driver, gets promotion as per the order given as under: i) Assistant Driver/Firemen (In case of Steam Engine only) ii) Shunter iii) Goods Driver iv) Passenger Drivers. v) Mail/Express or Special ‘A’ drivers. The running staff recruited as assistant driver gets the promotion after following the selection procedure at each stages. These procedures may slightly vary from division to division of railway to railway. However, the basic idea of selection procedure at each stages is to judge suitability and ensure competency in grade where he has to work. The procedure followed for promotion at various stages is as under:- (i) Promotion from assistant driver to shunter : Senior most trained assistant driver are considered for promotion as shunter. There used to be a promotional training course for assistant drivers to shunter. However at present almost in all the divisions this training has been stopped. For selecting the shunter out of assistant driver, a screening test is conducted by a committee of assistant officer from Power, Safety and Personnel branch. Those considered suitable in the screening test are promoted to work as shunters. It is a Traction Rolling Stock : OPERATION. 60 ___________________________________________________________________________ general practice to give 2 weeks of handling training in the traction where the candidate has to work under the supervision of loco inspector. After judging the suitability in handling training, a competency certificate is issued by SR.DEE(OP)DEE(OP) and candidate is allowed to work as a shunter. (ii) Promotion of shunter/assistant driver to Goods Driver : The suitable candidate from shunter category as well as the trained assistant drivers are considered for promotion as a goods driver. In the division, where vacancies of goods drivers were in large number, and shunters were not suitable (for promotion as driver because of low literacy level and not passing the examination during training course), the assistant drivers were considered for direct promotion to driver. The assistant drivers and shunters are called 3 times the numbers of actual vacancy of drivers to be filled in. The committee for selection consists of the following officers. 1) DEE (OP) 2) DPO/APO 3) DME NOTE :- All candidates must pass the Driver promotion course in Diesel or AC both for consideration of selection as driver. The above selection committee conducts viva-voce test of the candidates and suitability of the candidates is judged as under: 1) Marks for seniority = 15 2) Marks for confidential = 15 report for last 3 years 3) Personality Test = 20 4) Technical ability = 50 From the above, the candidate must get 60% marks for passing the test. For SC/ST candidates, marks for seniority is not counted. After the selection is over, the result sheet is prepared and signed by all the committee members and put up to ADRM/DRM for approval. After getting the competent authority’s approval, the pane of goods driver is formed and declared for taking out further promotion order. Traction Rolling Stock : OPERATION. 61 ___________________________________________________________________________ 2.4.4 Procedure for training of Assistant Driver/Shunter to driver before allowing them to work independently: They are given following training. 1) Handling training of locomotives: This is given for one month period. This training is generally given by nominated loco inspector to whom the driver has been allotted. During handling training, the driver works under the supervision of loco inspector and makes himself conversant with the operation of various cocks, handles, location of equipment etc for day to day working. 2) Road learning training i) The road learning training is given to each driver for the sections where he has to work. The duration of road learning is mentioned in Chapter 2.0.2. After the road learning training, the candidates give declaration as per the format given as under:- FORMAT “I hereby declare that I have taken road learning in following section. ___________________________________________________________________ __ S.No. Section Date of learning No. of trips From To 1. 2. 3. 4. I am fully aware of the sections. Signature:_______________________ Name:__________________________ Design:__________________________ Date:____________________________ ______________________________________________________________ ii) If the candidate is not confident of road learning, in the prescribed period, he may ask for an extension of road learning period to his depot incharge. On getting such request, road learning period is suitably extended. But, the declaration of having learned the road has to be taken from each candidate. iii) Training as co-driver:- It is normally a practice to allow the newly promoted driver to work as co-driver for a month along with the experienced goods driver. This helps to get the feel of driving and absorbing the driving technique by newly promoted candidate and clarify his doubts. During this period of working as a co-driver, nominated loco inspection keeps a watch on the performance of the driver and guides and counsels suitably. Traction Rolling Stock : OPERATION. 62 ___________________________________________________________________________ 2.5.1 Competency Certificate After completing their training as above, nominated loco inspector gives a certificate for the driver that the handling, road learning and co-driver training has been done satisfactorily and fitness to work train independently. After getting certification by loco inspector, the candidate is once again interviewed by AEE(OP)/SR.DEE(OP) and Safety Officer and if candidate is found suitable during such interview the competency certificate is issued authorizing the candidate to work the train independently. The format for issue of competency certificate is given in Chapter 1.5.1. For filling up the vacancies of goods driver, due to non-availability of shunters suitable for promotion as driver, Railway Board has given relaxation from time to time for promotion of assistant driver to goods driver with the following conditions”- 1. Assistant driver should have 60,000 kms of foot plate inspection as assistant driver. 2. Assistant driver has completed 2 years of service on line. With the above condition, Assistant Drivers are promoted only on ad-hoc basis. They have to be regularized as a goods driver after following the proper procedure of selection as explained above. Promotion of Goods Driver to Passenger Driver:- The promotion of goods driver to passenger driver is done with the help of a viva-voce test. Selection of goods driver to passenger driver. 1. The list of goods drivers having 5 years or more service as a driver is prepared. Number of driver in this list will not exceed 3 times the number of vacancies of passenger driver to be filled in. 2. A selection committee is formed at the level of JA grade officers consisting of following: a) Sr.DEE (OP) b) Sr.DPO c) Sr.DME This selection committee gives them the marks during the viva-voce test as under: 1) Marks for seniority = 15 2) Marks for confidential reports of last 3 years = 15 3) Personality Test = 20 4) Technical ability = 50 The candidates must secure 60% marks for passing viva-voce examination. For SC/ST candidates, marks for seniority are not counted. Traction Rolling Stock : OPERATION. 63 ___________________________________________________________________________ 2.5.3 Promotion of passenger driver to Mail/Express Driver:- This promotion is done purely on the basis of seniority. No formal viva voce test is taken. However, before promoting the passenger driver to Mail/Express Driver, following item is looked into. The candidate is suitable to work Mail/Express trains and is not involved in accident case and no D & AR action is contemplated against him. NOTE: While considering the promotion at various levels, the common points which are to be considered in each promotion are as under: 1. No Vigilance / D&AR case is pending against the candidate. 2. The Confidential reports for last 3 years are examined and the candidate is not graded ‘Below Average’ or no adverse remarks written in CR viz. ‘Not Fit for promotion’ during the last 3 years in the Confidential reports. 3. Generally the candidate should not be C category (safety) driver for promotion to passenger driver. In such cases, the driver should be given intensive training to upgrade the category and then he should be considered for promotion as passenger driver. 2.5.4 Opportunity of promotion for running staff as Loco Operating Supervisor:- (1) Railway Board has specified that loco operating supervisor, who works as a loco foreman/ATFR/PCOR/TLC, Crew Controller and Loco Inspector are to be selected from the drivers only. For considering the running staff for selection, the staff should meet the following conditions: i) The candidate should have 5 years experience of working as a driver. (2) Procedure for selection For conducting the selection, a notification has to be issued by Sr.DPO well in advance. Generally, one months notice is to be given. In this notification, the date and venue of selection is to be specified and application should be invited. During the selection, written test and viva-voce is conducted by selection committee at JAG level. Traction Rolling Stock : OPERATION. 64 ___________________________________________________________________________ The selection committee consists of: 1) Sr.DEE (OP) 2) Sr.DPO and 3) Sr.DME Written test:- During the written test, candidates are tested in the followed order:- 1) General and subsidiary rule and train operation. 2) Electric Loco operation and 3) Diesel loco operation. Viva-voce test:- Candidates who qualify for written test are called for viva-voce test. The same selection committee interviews these candidates and their suitability is judged. The above policies of promotion are given for guidelines. There may be slight variation in selection procedure on different railways or there may be latest alteration. In that case, those are to be taken into account. _________________ Traction Rolling Stock : OPERATION. 65