Thursday, February 19, 2009




Respected sir,

This union submit this memorandum before the committee in order to express our opinion and the aspiration of the Loco Running staff of Indian Railways on the matter under the terms of reference of the committee.
At the outset we submit as follows
In relation to Running staff the Railway Board have a concept that had there been no Running allowance scheme, the highest post of Loco Running cadre i.e. the Loco pilot (mail) would have allowed the highest Group ‘C’ scale. The difference is filled by a percentage of pay allowed as pay element. And further held by Railway Board that the difference or measure of depression were gradually eroded after the implementation of 4th 5th and 6th CPC and at present the depression stand at 3 to 4 %. But we earnestly say that this is not based on fact.
After the implementation of 6th CPC the highest group ‘C’ posts like Nurses, Teachers, Section Officers are being allotted with a grade pay of Rs 4800 and Rs 5400 and the entry pay in the pay band of 9300-34800, as per section II of Railway Service (Revised pay) Rules 2008, will be fixed at Rs 13350, and Rs 15600 respectively. A lot of posts which was in Rs 7450-11500, and allowed with a grade pay of Rs 4600 with an entry grade pay Rs 12540. Even other wise, those whose pay is at 7450 in scale 7450-11500 has been a normal fixation in the pay band of 9300-34800 is at Rs 13860.
But in the case of Loco Running staff, who become promoted to the post of Loco Pilot with a grade pay of Rs 4200 will be fixed at Rs 9300 in scale 9300-34800. In nutshell, the entry pay in pay band for Grade Pay Rs 4200, 4800, 5400 is 9300, 13350 and 15600 respectively.
The difference of pay in pay band of Loco Pilot and of highest Group ‘C’ stand at Rs 3240 and difference in grade pay of Rs 400, totally at Rs 3640, even assumes that the highest Group ‘C’ post carries a grade pay of Rs 4600, leave alone the grade pay of Rs 4800 and Rs 5400 given to many Group ‘C’ posts. If took Rs 4800 and Rs 5400 grade pay with an entry pay of 13350 and 15600 then the depression stands at Rs 4050 and 6300.


This is the measure of depression still exist. If calculated in percentage in relation to the pay in pay band of Loco pilot, the depression stands for 35%, 45% and 68% in relation to the pay in pay band whose grade pay is Rs 4600, 4800 and Rs 5400 respectively to whom the Loco pilot has been equated.
Therefore the whole concept of Railway Board that the depression factor has reduced has no base and against the actual position prevails.
If we look in another way what took place for the post of Loco Pilot (mail and Loco Pilot (passenger) in relation to the pay is more pathetic.
One who promoted to the post of Loco Pilot(mail) at its minimum of Rs 6000, his pay plus Dearness allowance alone come to Rs 12710 prior to VI CPC, where as after implementation, if one promoted to this post, the pay will be fixed at 9300. Many posts which have a minimum of scale at Rs 6500 were elevated to Rs 7450 and those who are promoted to that post the fixation in pay band will be at Rs 12540 according to section II of Pay Rules 2008. a reduction of around Rs 3000 were affected for the Loco Pilot (mail), the same for Loco Pilot (passenger). Added to this in the name of package the rate of Running allowance fixed without taking RAC 80 formulae further slashed the pay packet.
There fore the whole concept of the Railway Board that the depression factor had reduced were without any base and against actual position now prevails. We were surprised and sad when we heard that depression now is 2 to 3% from our Honorable Chairman, Railway Board on 6th February 2009 and we are loose to understand whether such statement from a high ranking officer emanated from ignorance or pretended to be ignorant to the fact.
But for these wrong concept, we feel, a reluctance created in the mind of the Board official to rectify the anomalies erupt in the pay structure of Loco Running staff. It is equally sand to see that when the top brasses of Army, Navy and Air Force including their Minister join together to see that their subordinate get a better package from pay revision, our bosses try to disregard, and try to reduce whatever the subordinate should get in normal course.


The worst affected post in the cadre of Loco Running staff is the Assistant Loco Pilot. There were equated with Assistant Guard, and both are in the same Pay band and on same grade pay of Rs 1900. Assistant guards required qualification of pass in the 8th standard, no responsibility to ensure safety in train operation, no high medical standard required, no necessity to aquint the terrain, location of signal, trouble shooting of train, but only to see the loading and unloading of parcels. Whereas Assistant Loco Pilot’s entry qualification is ITI preferably Diploma in Engineering, the medical standard is the highest who is class Aye I. But in pay package they were put in equal, even for retirement benefit there were similarity. On recruitment the Assistant Loco Pilot have to go through a stringent psychology test to assess the quality of mechanical comprehension, trainability for rules and procedures, concentration, vigilance safety critical and leadership quality.

The ability required to the post of Assistant Loco Pilot assessed by the Railway Recruitment Board as prescribed by the Railway Board.
1. Undertake the physical requirement of the position.
2. Maintain vigilance and concentration particularly when coming out repetitive, tiring or monotonous tasks.
3. React quickly in compliance with safety requirement, to changing situation.
4. Co-ordinate the use of controls operated by hand and foot necessary for safe train driving.
5. Use English to communicate clearly both orally and in writing, to convey safety messages.
6. Check and not to make assumption, even when it is more convenient to do so.
7. Retain and recall safety relation information, including that which will only be used in emergencies.
8. Comply with procedures, rules and standards, particularly when unsupervised or under pressure of time.
9. Respond to emergency or other stressful situation calmly and when required direct others.
10. Work alone for long period, applying the appropriate competence standard at all times.

These are the minimum standard required to hold the post of Assistant Loco Pilot. There after under go a 9 months initial training as prescribed by the Railway Board vide letter No E (mpp) 98/3/8 dated 22-06-98.

Mode no Description Duration

RNG-1 Indian Railways- General Information 2 weeks
And Business Environment, Fire Fighting
Hygiene, First aid.
RNG-2 Basic of electrical/mechanical engineering 2 weeks
Including Over Head Equipments in electrical
RNG-3 Familiarization with the lay out and working
Of various types of locos, sub-systems/sub
Assemblies 6 weeks
RNG-4 Familiarization with relevant aspect of coaches
And wagons for tackling problems on run 2 weeks
RNG-5 Locomotive operating instructions and trouble 3 weeks
RNG-6 Safety items of Loco and safety equipment
Provided to running staff and on loco 1 week
RNG-7 Examination of Loco while turning out from
Shed, taking over from previous crew including


Familiarization with repair book, trip card, joint
Guard and Loco pilot report. 2 weeks
RNG-8 Transportation training at Zonal Training Centre 6 weeks
RNG-9 Functioning of shed lobby/crew booking lobby. 1 week
RNG-10 Functioning of Control Office 1 week
RNG-11 Learning road and foot plate train under
Instructor’s supervision. 2 weeks
RNG-12 Learning road on foot plate train under
Loco Inspectors supervision. 8 week
RNG-13 Simulator Training 1 week
RNG-14 Review and Examination 2 week

Besides these the arduousness of the very nature of duty, uncertain duty hours for a longer time, and the long absence from family for a full life span and the responsibility attached the post cannot be compared with assistant guard or that of lowest post in central government. The assistant loco pilot placed in par with assistant guard in pay structure and assistant’s loco pilot’s grade pay was just Rs 100 more than the lowest post in Railway has to be looked into and rectified.
In past this were not the position for first Fireman / Assistant loco pilot in pay parity with others

Period Assistant Loco pilot/ Guard Assistant Guard
First Fireman

Ist CPC Rs 75-105 Rs 60-170
3rd CPC Rs 290-350 Rs 290-400 Rs 225-270
1983 cadre
Restructuring Rs 290-350 Rs 330-530 Rs225-270
4th CPC Rs 950-1500 Rs 1200-2040 Rs 950-1400
5th CPC Rs 3050-4590 Rs 4500-7000 Rs3050-4590
6th CPC GP 1900 GP 2800 GP 1900

Every pay commission of cadre restructuring implemented the Guard ‘C’ scale/pay has been steadily increased from the minimum pay of Rs 60 to grade pay 2800, where as the Assistant Loco pilot rose from Rs 75 to grade pay of Rs 1900.

The lowest post in Railway also has increased gradually over the years

Year Lowest post Assistant Loco Pilot
Minimum of scale minimum of scale

I st CPC Rs 30 Rs 75
IIIrd CPC Rs 196 Rs 290
IV th CPC Rs 750 Rs 950

Vth CPC Rs 2550 Rs 3050
VI th CPC GP 1800 GP 1900

No proportionate increase allowed to the post of Assistant Loco Pilot as allowed to lowest post in Railway after one pay commission to other.
Now Assistant Loco Pilot stands similar to lowest post and considerably push back from their similar position to Guard ‘C’.
It may please be noted that at the minimum of the 5th CPC basic pay for Assistant Loco Pilot, ie, Rs 3050, the total pay as on 01-01-2006 comes to Rs 6460 as pay band. Where as the minimum pay band fixed as on 01-01-2006 was Rs 5830 according to section II of Railway Services (Revised Pay) Rules, 2008, notified vide CSR No. 643E dated, 04-09-2008.

There is a reduction of Rs 630 in Grade Pay alone with corresponding reduction in other allowances such as Dearness Relief, HRA etc.
It is also there grievances that inspite of a higher recruitment qualification of Matriculation + ITI, preferably Diploma in Engineering, 9 months intensive training before absorption, higher medical standard and high responsibility attached to post than any post which carried a pay scale Rs 3050-4590, under 5th CPC as of ALP had been allowed with higher pay by the 6th CPC.

The following posts which carried a pay scale of Rs 3050-4590 as of ALP were upgraded by 6th CPC to Rs 4500-7000 with grade pay of Rs 2800.
The case of Assistant Class II in Calcutta mint under Ministry of Finance in pay scale of Rs 3050-4590 were upgraded to Rs 4500-7000 with a Grade Pay of Rs 2800. Their initial pay band on 01-01-2006 will be Rs 8560 according to Section II of Railway Services (Revised pay) Rules in PBI with grade pay of Rs 2800, and the total pay will be 8560 +2800=11,360/- where as the ALP will stand at 5830+1900=7730 as on 01-01-2006. A huge difference of Rs 3630 in the pay packet besides corresponding difference in DA, HRA etc.

Moreover thousands of posts which carried a scale of Rs 3050-4590 under various Ministries were upgraded to Rs 3200-4900, i.e., PBI+Rs 2000 as Grade Pay, which are:-

1. Constable under Home Ministry as Railway Ministry, CBI, RPF.
2. Postmen under Department of Posts
3. Leading Fireman of firefighting force
4. Mail Guard in Railway mail service
5. Navik in Coast Guard
6. Assistant Class II in Govt. mint.
7. Notice server in department of Revenue
8. Carpenter in film division
9. Forest guards


Their pay will be fixed in the pay band I at Rs 6460 with a grade pay of Rs 2000, which comes to a total pay packet of Rs 8460, whereas ALP with a Pay Band of Rs 5830+GP Rs 1900 will come up to Rs 7730 only, lesser by Rs 700.
It may be noted that under the Central Government Service/Railway Service which have an entry grade pay of Rs 1900, the percentage of posts in that grade is less than 15% where as in the Loco Running Cadre, ie, Assistant Loco Pilot is 40% and more of the total cadre strength. It may also be noted that out of the total ALP posts, a meager 30% posts are in Rs 4000-6000(under 5th CPC) which were allowed with pay band I+ Grade Pay of 2400. in this case also the entry pay in the revised pay for direct recruits appointed on or after 01-01-2006 will be fixed at Rs 7510 in PB I with a grade pay of Rs 2800 , where as ALP with a grade pay of 1900 in PB I never get the entry pay in pay band at Rs 7510 when promoted to grade pay of Rs 2400.

Therefore the pay structure of Assistant Loco Pilot be modified suitably.
At present the pay structure are as follows.
30% ALP in Rs 5200-20200 with Grade Pay Rs 1900
70% ALP in Rs 5200-20200 with Grade Pay Rs 2400
To maintain the vertical and horizontal relativity with Guard ‘C’ and other posts the Assistant Loco Pilot be upgraded to Grade Pay of Rs 2800.
Apart from these the responsibility attached to the post of Assistant Loco Pilot, the job attribute, the arduousness in performing the duty are almost similar to that of Loco Pilot. Considering these position the Railway Board upgraded the post of Assistant Loco Pilot in Rajadhani, Shatabdi express to co-pilots. The Running Allowance Committee 2002 after a detailed study recommended that the trains which are running at a booked speed of 100 KMPH the Assistant Loco Pilot posts on that trains should be upgraded to co pilots.

This may be conceded and implemented not only to see the enhancement of pay packet to ALP, but on safety in train operation. Effective assistance to be provided for such superfast train which runs continuously for hours together without a stop or relaxation to the crew.


Your good self in agreement that the responsibility, nature of duty, the skill required, the onerousness in performing running duty are much different between a Guard and Loco Pilot. From the inception of Railway, the pay packet of Loco Pilot are much higher than the Guard in consideration of the above fact. When the V CPC allowed Rs 5500-9000 for both the Guard (mail) and Loco Pilot (mail), the issue was put before the fast track committee by the Railway Board. The Fast Track Committee revised the pay scale of Loco Pilot (mail) and replaced with Rs 6000-9800. After the implementation of the VI the CPC the Guard(mail) and Loco Pilot (mail) again allowed with same pay band and same grade pay with a mere Rs 500 difference in allowance. The retirement benefit for Guard(mail) and Loco Pilot(mail) become one and the same. Vertical relativity in pay has been totally disturbed. Unequal are treated equals. The

discrimination caused to Loco Pilot(mail) and Loco Pilot(passenger) who finds nothing more than the Guard’s pay is reconsidered and their grade pay may be changed as follows.

Loco Pilot (passenger) - Grade Pay-4800
Loco Pilot (mail) - Grade Pay-5400


The pay of Loco Pilot (shunting) and Goods Guards were one and the same prior to Vth CPC. In order to restore the age old relativity with goods Guards and also to maintain the relativity to the feeder categories of Assistant Loco Pilots the grade pay of Loco Pilots(shunting) increased to Rs 4200.


The following six categories in loco running cadre with different pay scales and distinct functions are allotted with one and the same grade pay of Rs 4200 in PB2.
1. Loco Pilot(shunting ) Grade I Rs 5000-8000
2. Loco Pilot(goods ) Grade I Rs 5000-8000
3. Loco Pilot(Goods ) Grade II Rs 5500-9000
4. Loco Pilot(Passenger)II/Motor Man II Rs 5500-9000
5. Loco Pilot(Passenger)I/Motor Man I Rs 6000-9800
6. Loco Pilot(Mail) Rs 6000-9800

The recommendation of the commission on merger of pay scales was that, it should first beseen if the posts in the three pay scales viz 5000-8000, 5500-9000 and 6500-10500 can be merged without any functional disturbance. The duties attached to these posts in Loco Running cadre are having functional differences. Therefore on functional considerations distinct Grade Pay should be allotted to each of the posts.
In 1997 Fast Track Committee (FTC) has allotted higher and distinct scale of Rs 6000-9800 exclusively for Loco Pilot (mail)/Loco Pilot (passenger) grade I. The contention of the VIth CPC that the new scale is given only because of bursting out of pay of Loco Pilot (mail) is base less. If it was so the FTC would have solved it by increasing upper limit of Rs 5500-9000scale to 9800. But it was done to maintain the historical relativity with Mail Guards. The scale Rs6000-9800 is nearer Rs 6500-10500 than Rs 5500-9000 and the recommendation to treat Rs 6000-9800 and Rs 5500-9000 as one is unjust. Otherwise the Loco Pilot (passenger) grade I and Loco Pilot (mail) would have automatically gone to Grade Pay of Rs 4600 in PB2.

Another anomaly is that 27% Loco Pilot (goods) and Loco Pilot (passenger) who were getting the pay in the next higher grade is merged to the lower scale.
The revised system of allowing same pay structure to all these six categories will result in difficulties in filling up the higher posts as no increase in pay is allotted for taking up

higher responsibilities. So all the posts with distinct functions should be given different grade pays.
The Staff Nurse in the scale of Rs 5000-8000 and Nursing Sister in the scale of Rs 5500-9000 were given Grade pay of Rs 4600 and 4800 respectively. Assistant Nursing Superintendent in the scale of Rs 6500-10500 was allotted with Grade Pay of Rs 5400. i.e., even in the case where there is least functional differences, three distinct grade pays are allowed whereas Loco Pilot(shunting) I, Loco Pilot (goods), Loco Pilot (passenger) and Loco Pilot (mail) having distinct functions are not given any higher Grade Pays.


Directly recruited Motorman are appointed in Grade Pay of Rs 4200. On completion of 10 years, he will get his first financial up gradation to Grade pay of Rs 4600, 20th year to Rs 4800 and 30th year to Grade Pay of 5400.
Similarly Pro Guards with whom Loco Running staff has an established relativity will get his third promotion under modified ACP to the Grade Pay of Rs4800.
The third promotion to directly recruited station masters, Ministerial Staff, Commercial Clerks etc will also attain Grade Pay of Rs 4800. But there are no chance for the Loco Pilots to reach to Grade Pay of Rs 4600, 4800 and 5400.


Fireman II PB1+GP Rs 2400/-
Fireman I/Assistant Loco Pilot PB1+GP Rs 2800/-
Loco Pilot (Shunting) PB2+GP Rs 4200/-
Loco Pilot (Goods) PB2+GP Rs 4600/-
Loco Pilot(Passenger) PB2+GP Rs 4800/-
Loco Pilot(Mail) PB2+GP Rs 5400/-
Loco Inspectors PB2+GP Rs 5400/-


The entry pay for direct recruits in various grade pays are notified in the first schedule section II of Railway services (revised Pay) Rules 2008. This will bring inequality to one reaches on that grade on promotions. So the entry pay notified to direct recruits should be made applicable to those reach the grade by promotions.


An additional allowance of Rs 500/1000 is allowed to Loco Pilot (Passenger) and Loco Pilot(mail) respectively. The ALP’s working in passenger and Express trains too are facing the same working conditions and there is no valid ground to refuse the same. The working nature of Loco Pilot (Goods) too is also onerous and hence this additional

allowance should be extended to all Loco Running staff and the same should be treated as pay for all purpose such as HRA, Running allowance and retirement benefits etc. Accordingly the definition of basic pay should include the additional allowances too.


The General Rules provision of having two people in the locomotive cabin is restricted to single man operation in EMU train working. While driving they have to remain in the same position with their arm on a control called the Dead Man’s handle. It is only when stopped in stations, they can relax, that too for a maximum of 30 seconds of stoppage time. They use their hands and feet to operate speed, brakes and other controls like horn, etc. Generally these EMU trains are running through sections with high density in population which requires extra vigilance towards trespasses, extra alertness and concentration in addition to picking up of the aspect of signals. Further operations of these trains require frequent stopping and starting at a stretch and needs special skill-set to cope up with maintaining punctuality. And in case of troubles, to attend the same the Motorman should have up-to-date of knowledge, quick reflexes within a short time. At the time of turn back services, Motorman has to wade through the on rush of commuters
to avoid delay which increases stress on his part. In the present system of working, pre-clearing of signals in case of stopping for EMU trains is susceptible for error as he is alone in the cabin. In real situation prevailing in suburban sections of Indian Railways, the Motorman driving the suburban trains has encountered in one shift 382 stop signals, 79 pinpoint halts, 30 to 45 speed restriction and encountered 70 to 75 whistle boards and in a week they have to encounter run over of human beings and observing signals in every 16 seconds, stop and start every 2 to 3 minutes in a span of 7 to 8 hours duty. Such is the taxing situation the Motorman works, that to alone in the cabin.
In concern with Motorman in underground Railway (Metro), in detail justification for increasing their pay based on their special working is given in Annexure D which may pleased be referred.
The above said factors which are exclusively present for Motorman in
EMU services alone justify him to get better and just pay.


Suburban working in Mumbai, Kolkata and Chennai is unique one. For eg. In Mumbai almost 2300 trains (CR and WR) are run per 24 hrs. and therefore their services should be properly evaluated in terms of grades and other allowances.
When the Railway has started suburban services, it was only up to Mumbai-Kurla and Mumbai – Bandra (15 kms), but now in view of increased traffic and demands, suburban services are required to be redefined. Computation of kilometerage should not be at par with the other passenger carrying train Loco Pilots.
The computation of mileage to the suburban services should be based on trip system with minimum of 160 km per hour and the longer distance trip should be

minimum three times the actual distance. The waiting duty of suburban staff should be 40 kms per hour.
It is observed that in the double set of duty Motormen are required to occupy the Running Room for 3-5 hrs. but due to deteriorating condition of Running Room, the Motorman is not practically getting peaceful sleep and therefore his tiredness overpowers him, therefore, it is submitted that the night duty should be counted for payment – half of what he is actually taking rest

Central President,

Copy to

1. Exe. Dir. Pay Commission-II, Railway Board, Convener.
2. Exe. Dir. Finance (Estt), Railway Board, Member
3. Exe. Dir. Traffic Transportation (M) , Railway Board, Member
4. Exe. Dir. Mechanical Engg. (Tr) , Railway Board, Member
5. Exe. Dir. Elec. Development, Railway Board, Member
6. Exe. Dir. Civil Engg. (G) , Railway Board, Member
7. Exe. Dir. Establishment(N) , Railway Board, Member
8. Director, Pay Commission-II, Railway Board, Member
9. Two Members each from AIRF and NFIR, Member
10. Chairman, Railway Board

Monday, February 16, 2009

Minutes of CWC meeting which was held on 07.02.2009 in AILRSA Bhawan / Ghaziabad.

As notified, after our rally on 06.02.2009 in Delhi, the CWC meeting was held on 07.02.2009 which reviewed the execution of our last programmes, the attitude of Railway administration to ward our grievances and the Organizational positions and took the following decisions: -
1. A resolution is adopted authorizing Com, Jit Singh Tank our Central treasurer to operate the accounts alone because of death of Com, S. K. Dhar.
2. A delegation of our representative will meet the leaders of all the political parties and seek their support to our movement.
3. The convention should be held in the areas which are not covered by the national convention.
a) N. E. Railway should call their extended Zonal Committee meeting. It is decided to be held on 28th Feb’ 09 at Gonda.
b) E. C. Railway should organize convention, following by rally if possible and the same has been decided on 26th Feb’ 09 at Danapure.
c) N. F. Railway will hold the convention followed by extended ZWC at NJP on 18th Feb’ 09.
d) Efforts should be made to organize N. C. Railway, N. W. Railway by the comrades who are nearby and in the contact of Loco Running Staff of those Railways.
4. it is decided that from 1st March 09 to 15th March 09, all the Loco Running Staff should not work breach of rest at HQ and outstation and also on long hours as per rule. The extract of rules is enclosed herewith. The committee at the different levels should counsel the loco Running Staff about the concerned rules and its application.
The concerned committee and responsible comrades should keep a watch on the programme and report about its execution and its effect on working in our extend CWC meeting at Chennai on 25th / 26th March 2009.
5. At all the levels, Action committee is to be formed to guide the movement.
6. Build up the struggle fund as decided earlier.
7. Member Ship to be completed and statement along-with Central quota to be deposited by the end of Feb’ 09.
8. The ZWC of C. Railway should immediately sit and take a final decision on Central BGM.
9. Meeting of the extended CWC to Br. Secretary will be held at Chennai on 25th / 26th March 09 to take a stock of the situation and decide future course of action.

Com, no doubt the Delhi programme on 6th Feb’ 09 was a historical and unique program in which about 8000 Loco Running Staff have participated with a great enthuse which no doubt could draw the attention of Railway Administration. Now the need is to consulate the strength and organize further where we have no organization keeping in mind that a serious action is must to get justice.

A delegation consisting four members i.e. my self, Com, L. Mony our president, Com, D. Yadav, Secretary / Motor man Association, W. Railway and Com, S. K. Goutam (ALP) met CRB and discussed the issue for about 20 to 25 a cordial atmosphere. CRB has told us that a departmental committee has been constituted and the matter is being discussed. However, we should not be ellusioned but go on a serious preparation for strike, if the situation so warranted.

A delegation led by Secretary General and President also met with Sri. A. K. Anthony Hon’ble minister for defense, who presently looking after the Job of PM also and handed over a memorandum who assured the delegation to send the memorandum to M.R.

Com, I was invited by IRLRO in their central BGM, was held at Jodhpure on 9th / 10th Feb’ 09 and I had attended. I made an open appeal to the delegates and leadership to come back in their own old house unifying the Organization under the banner of AILRSA which is the need of time, they said to communicate their views later but my call of unity impressed the delegates very much and also cadres are creating pressure on the leadership for unifying the Organization. The leadership is now forced by the own cadre to rethink and discuss the matter in the CWC and take a suitable decision. Very shortly most probably on 15th March they will sit in their working committee meeting for a decision.

M. N. Prasad, Secretary General

1. The rule on duty hours is attached herewith which should thoroughly be read and its implication and interpretation be understood before its application.
2. At some places, the relieving the Crew on 10 Hrs. working from signing on is in practice, you may go on that but when insisted to work further, go by the rule which is attached herewith.
3. HOER speaks for rest
a) rest at HQ: -
For duty of less than 8 Hrs. – 12 Hrs.
For duty of 8 Hrs. and more – 16 Hrs.
b) rest at out station
For duty less than 8 hrs. – 6 Hrs.
For duty 8 Hrs. and more – 8 Hrs.
For duty of less than 5 hrs. – Equivalent to the hour’s duty performed + one hour.

Office of the
Chief Operation Manager / CRB

No. 3DY / 10 / Long Hrs / Ft. II dated: 16.08.09

The Divisional Railway Manager,
South Eastern Railway

Sub: Duty at stretch of running staff.
Ref: Board’s advise vide their letter HO. E (LL) / 91 / HER / 1 – 11 dt. 13.4.92 in suppression of all pervious instructions of the subject


This office letter No. SFY/10/long Hrs/Pt. II dated 12.05.92

Please refer to this office letter No. even dated 12.05.92 regarding duty at stretch of running staff. it has been brought to the notice of the HOD that the instruction contained in that letter are not being observed by the divisions. Therefore, these instructions are being reiterated for religious observance by the divisions.

a) Over-all duty at a stretch of running staff from signing on should not exceed 12 hours and they should be entitled to claim relief thereafter.
b) Further, the running duty at a stretch should no ordinarily exceed 10 hours from the departure of the train and staff should be entitled to claim relief thereafter.
c) In operational exigencies, the running duty may be extended beyond 10 hours within overall limit of 12 hours provided due notice has been given to the staff by the control before completion of 8 hours of running duty.
d) If a train does not reach within an overall 11 hours of 12 hours the normal crew changing point / destination of the train/or the place where a relief has been arranged and such point 10 approximately 1 hour’s journey away the staff shall be required to work upto that point.
e) In exceptional origencies of accident/flood/agitation/equipment failures the staff may be required to beyond the limits prescribed above. In such camel the controller should suitably advise the staff.

Board desire that the above instruction should followed rightly, and it should be ensured that excising duty hours of running staff are avoided. In order to effect to Board’s instructions as indicated above, the following measure should be taken with immediate effect.

a) Train by train monitoring must be instruction and whenever it is apprehended that running staff also be required to perform more than 10 hours of traveling duty to a maximum 12 hours of total duty they must be given due notice before completion of 8 hours of running duty.
b) All control offices will maintain a register in which “Signing On” time of crew and departure time of train should be recorded. If for any running crew in unable to complete the assigned journey within 10 hours of the departure of the train, and within 10 /12 hours of “Signing On” the reason for exceeding the time limits must be recorded in this register. The time at on which crew was given notice in terms of para “a” above must be recorded in the register.
c) A daily statement of cases of excessive duty hours along-with reasons statement of cases of excessive duty hours along-with reason thereof, must be prepared by the control office and put up to the power and operation officers on the subsequent law for review. The statement shall be prepared by the Chief TLC / Chief DPC consultation with the Chief Controller.
d) DRM / ADRM shall review cases of excessive hour on a weekly basis.

e) At the end of each month, a monthly report should be sent by the 10th of the following month (in exe Performa enclosed herewith) by the DRM / ADRM to the Railway Board copies to COM, CMR & CEE.

Please acknowledge receipt of this letter.

(S. S Gehlot)
Dy. Chief Operations Manager
Chief Operating Manager

Friday, February 13, 2009

Due to the traffic conjunction at Bangalore city railway station a second terminal was opened at Yeswanthpur, but again it become inevitable to open another coaching terminal. Baiyyappanahalli(BYPL) was chosen as the best option. So it becomes necessary to shift the existing goods yard and maintenance centre to SGT.

The crew depot at Baiyyappanahalli also required to be shifted. The labour organisations put forth their suggestions with justifications to shift the crew depot to Krishnarajapuram.(KJM)

The advantages of maintaining a crew depot at KJM

1. KJM is a centre place of goods operation in Bangalore division-ie Chennasandra, Yelahanka, Yeswanthpur,and Bangalore city.

2. Loco Pilots and Assistant Loco Pilots are residing in the railway quarters at YPR, YNK, BNC, SBC, BYPL and private accommodations at Krishnarajapuram, Sevanagar, Baiyyappanahalli and many parts in and around Bangalore. Their children are put up in Central school or private Schools at Bangalore city area. Presently many are plying to and fro from residence to Crew booking BYPL by two-wheeler, since the public transport system at Bangalore is unsatisfactory. During night hours those who are arriving at BYPL preferring to stay in running room BYPL and start in morning hours due to the threat of thieves and dogs. A number of incidents were reported by our colleagues about the attack by miscreants during night hours. Because of this problems many private companies arranging vehicles to pick up and drop their workers during night.

3. Almost all express trains having stoppage at KJM. So it is more convenient for the staff to report and back to residence till around 00.00 hours.

4. SGT is a place located away from the residence of all the workers. Very few trains are stopping at SGT. Due to unloading of Cement and fertilizers the atmosphere is highly polluted and unsuitable for residential area.

5. No facilities provided for an ideal crew booking depot at SGT at the time of shifting.

6. Railway Hospital, Railway Schools, sufficient number of railway quarters is also necessary. A running room with three star facilities as recommended by Jusice Khanna committee to be opened.

7. A number of trains are originated, crew changing and terminated at KJM, CSDR, YNK, YPR etc . Asking the crew to repot to SGT for signing off and on is wastage of man power.

All these points were discussed with the divisional railway management and organized labour and came to a consensus to have a crew booking at KJM. But unfortunately Chief Operations manager was adamant to shift the Crew booking to SGT. Against this a family Dharna also was conducted by all the trade unions. But later the leaders of the recognized unions were misguided by the administration and taken their consent and on 9th February the shifting was effected. Hearing this unilateral decision staff was agitated and many were reported sick.Around 40 Loco Pilots and ALP repoted Sick and 26 goods train cancelled or put backed. By hearing this AILRSA and SWRMU office bearers tried to communicate and defuse the issue.

During this time, around 06.30 hours Senior Divisional Mechanical Engineer, Sri Govind Pandey called the General Secretary of AILRSA through mobile phone and threatened “I will see that You will be removed from service ….”. He directly threatened many other loco pilots at Baiyyappanahalli also.

We never expected such irresponsible statement from a learned officer who supposed to do needful step for negotiation and solve the issue. Instead he was adding fuel to the fire.
up to 12.oo hours the concerned officers not initiated any negotiation. So the Loco Pilots of SBC depot, LP Mail and LP pass also reported sick supporting the BYPL comrades. SWRMU come forward to support this movement. But NRMS/BMs directly propagate against the agitation.

Later DRM called AILRSA and SWRMU for negotiation along with Sr DME and some settlement arrived.

AILRSA organised a RailBhavan March on 06.02.09. since permission for conducting a rally proposed from Ram Leela Maidhan is cancelled by the Government the Dharna was conducted at Janthar Manthar. But the space provided was very insufficient due to the mass participation by the running staff. Around 2500 running staff participated. Com. Basudeb Acharia MP, Sri Rathod BJP MP, Com. Kanai Banerjee secretary CITU etc addressed.

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