7:42 AM
ALL INDIA LOCO RUNNING STAFF
ASSOCIATION
Regd. No. 17903 H/Q
Aravindapalli, Lower Beniasole, Post. – Adra . Distt. Purulia (W.B.) Pin 723121
Central Office : AILRSA
BHAWAN, H.No. 333, Bhoor Bharat Nagar, Ghaziabad – 201001.
Tel. No. :
0120-2740025
L. Mony M.N.Prasad
Central President Secretary-General,
‘Devi Nilayam’, Kadavil Road, At:-
Aravindapally, P.O. Vyttila – 682019,
Kochi, Kerala. Post: Adra, Dist:-Purulia (WB)
To
Dt.
30.06.2014
THE HON'BLE CHAIRMAN
7TH CENTRAL
PAY COMMISSION
Respected Sir,
Sub: Memorandum of the Loco Running Staff of
Indian Railways to 7th CPC.
Ref:
Government of India resolution No. 1/1/2013-E.III(A) dated 28.02.2014.
This
Association represents the strategic category of employees of the Indian
Railways, i.e. the Loco Running Staff, which includes Assistant Loco Pilot,
Loco Pilot (Shunting), Loco Pilot (Goods), Loco Pilot (passenger), Motormen and
Loco Pilot (Mail). Keeping the terms of reference of 7th CPC in
view, we submit this memorandum before the august body hoping that justice
would be done to the Loco Running Staff by setting their long pending demands
in regard to Pay, allowances and service conditions.
At the outset, we would
like to bring your kind notice that there was confusion regarding the last date
of submission of memorandum on the terms of reference, the matter of which has
been brought earlier through my letter dated16.05.2014 to the notice of Smt.
Meena Agrawal, Secretary, 7th CPC, with the request to clarify the
last date of submission of representation but no response. However by the time,
to notification of 7th CPC it came in to the notice that last date
of submitting the representation is extended to 31st July 2014. on
the request of stakeholders. Therefore on the behalf of AILRSA attached
herewith submit our representation for its appropriate consideration please.
Sir,
Indian Railways play the role of engine of growth for country's economy and has
almost 13 lakhs workers, 5 lakhs less than yester years. It is pertinent to
mention that the Indian Railways entered 'One Billion Tonne Club', to join with
China, Russia and USA, after exceeding revised freight loading target from the
year2012-13. This could be achieved only due to the hard work put in by the
Railway workers in general and the Loco Running Staff in particular.
The peculiar job attributes, working
conditions, responsibilities, medical standards, accountabilities, skill,
technical knowledge etc demanded from the Loco Running Staff to perform the
unique job of driving the locomotive makes them a distinct category. This was
substantiated in the submission of Ministry of Railways before National
Industrial Tribunal that ' the Loco Running Staff is a class by themselves and
incomparable with any other category of staff'.
Earlier Pay Commissions had considered
educational qualification as the only criterion for fixing the Pay without
giving any merit to the technical skill and strenuous nature of duty performed.
VI CPC had in fact enhanced the pay of certain categories like Nurses,
Constables and Postmen considering their job nature but was unfair to the Loco
Running Staff. All the Loco Running Staff still share the resentment that their
job attributes has not been given due consideration it deserves. The successive
Pay commissions had not done any job evaluation in this regard while fixing
their pay, thus resulting in allotting inadequate scales of pay and thus done
injustice to Loco Running Staff. It is worth to mention here that the safety
consciousness of a Loco Running Staff is unique which is evident from the
Gallantry Awards presented to the Loco Running Staff on various occasions.
We submit this memorandum
with the hope that proper appreciation of the service rendered by the Loco
Running Staff would be done by the 7th CPC and justice would be
ensured while fixing the pay and allowances.
In addition, I would
also like to express that we shall be obliged if you finally make it convenient
to grant us an interview for the personal hearing to explain the matters
relating to the Loco Running Staff in detail which are of very special type and
distinct in nature. Please be kind enough to communicate to me in this regard
either through post, e-mail or telephone with a sufficient margin of time to
enable us to reach in time. Thanking
you.
Yours
faithfully,
( M. N. PRASAD)
Enclosure: Memorandum with Annexure. Secretary-General
THE ALL INDIA LOCO
RUNNING STAFF ASSOCIATION SUBMIT ITS VIEWS AND SUGGESTIONS BEFORE 7TH
CPC.
1.0 Pay Determination
The Pay
Commission should evolve the emoluments based on a job analysis and technical
knowhow to have a reflection of the job attributes of individual/group of
posts. The earlier pay commissions never ventured in this line. It had derived
emoluments by way of replacing scales, taking into consideration the existing
pay and the dearness allowances that were in force and a fitment formula without
taking into the horizontal and vertical relativity between various posts. Such
a process never yielded the desired result as aspired by the Staff, especially
of Loco Running Staff of Indian Railways who shoulder highest work load and
responsibilities rather on the other hand subjected to injustice in regards to
pay, duty hours, working conditions etc. Therefore, the resentment of workers
still exists even after several pay commissions.
After the
6th CPC vast changes were took place in Indian Railways. Modernisation
of signals, track, locomotives, the length of train, the trailing load, the
increase in speed, introduction of more powerful sophisticated locomotives, have a direct bearing on the job attributes of
loco pilots. To cope up with this modernisation the Loco Running Staff have to
be trained and retrained to acquire more skill to operate the trains. The
duties of Loco Pilot become more arduous and calling more sustained attention.
This additional burden on the Loco Running Staff after the 6th CPC
should be adequately compensated .
2. Loco running staff is a distinct and
uncomparable category among the Railway workers
This
Association is representing for a very long time that the loco running staff is
a distinct category among the railway workers. This position has been endorsed
and recognised by the High Power Committee,2013 constituted by the Ministry of
Railways, in its report the committee says in the following lines elaborately in Para 4.3.1.3
in page no.67 & 68 :-
“The Running Staff is a distinct category among the railway workers.
The special features of their job which make them distinct from other
categories of staff are:
·
The duty hours cannot be fixed on a regular
roster basis due to the nature of their duties which vary with the type of the
train and the section worked on a particular day.
·
Their duty hours cannot be fixed on daily basis
like stationary staff. They have to be fixed on trip basis.
·
Their duty involves regular travel out of
headquarters and at times remaining out of headquarters for periods exceeding
24 hours.
·
The duty hours are aggregated by applying the
principle of averaging over every fortnight.
·
Their duty requires running on continuous long
stretches demanding alertness and sustained concentrated attention to ensure
safety.
·
They
have to stay in running rooms away from their homes for taking rest before
undertaking another journey or a journey back to their headquarters.
·
The duty cycle involves frequent and irregular
night working.
·
Duties within various categories of Running
Staff and even within the same category vary with regard to their arduousness
and sustained attention and may require laying down of different working hours
for different groups within Running Staff to bring a balance between their work
load and the time spent on duty. (e.g. the working of the Loco Pilots running
Rajdhani/ Shatbdi/Superfast trains in a section which has automatic signalling
throughout may be much more arduous than a similar set of staff running these
trains on a section with conventional absolute block system of working.)
·
Uncomfortable work place.”
2.1 Job demands- Psychological stresses of Loco Pilots
The High Power Committee further says in Para
4.3.1.2(6) in page no 62 to 64 as follows:-
“The
study was carried out on a group of 200 staff out of which 100 were Railway
Loco Pilots and the other 100 were stationary staff like Station Managers,
Station Superintendents and Station Masters. The age group was between 26-50
years with concentration on 31-40 years. 91 per cent of Loco Pilots were
married. The study indicated that psychological stresses in Loco Pilots are
mainly on account of their job demands. As many as 57 per cent of them had
moderate build up of stress and only 42 per cent had mild build up of stress.
As against this, only 4% of the stationary staff had moderate build up of
stress and as many as 96% of them had mild build up of stress. The major
reasons for build-up of stress (i.e. stressors) were perceived as:
(i)
Postural discomfort and non-spacious work place
(96%)
(ii)
Noisy work place (95%)
(iii) Long duties with improper rest and dissatisfaction with place and
service at the place of intermediary rest (88%)
(iv)
Fear and susceptibility to accident due to drowsiness
caused by fatigue, tiredness and exhaustion due to job stress (83%)
(v)
Absence of toilet in job requiring long hours
of working and responsibilities of thousands of life (75%)
(vi)
Consequences of making mistake on duty very severe
(71%)
(vii) Stress due to long period of absence from home & city &
unable to maintain balance between work
and home (71%).
(viii)
Inadequate protection from extremes of
temperature and rain (70%)”.
From the above, it could well be derived that
job attributes of Loco Running Staff is distinct and requires differential
higher treatment.
2.2 Technological changes
after VI CPC- the increase in stress level of Loco Running Staff
In this regard the finding of the High Power
Committee is worth noticing. In Para 4.3.1.2(4) page 52, in its report ” that in
the preceding decades, many technological changes have taken place in the train
operation area like elimination of steam traction, seamless running over long
stretches, track circuiting, Audio Frequency Track Circuiting (AFTC), automatic
signalling, driver –guard communication, provision of Vigilance Control Device
(VCD), Freight Operation Information System (FOIS) and Coaching Operation Information
System (COIS) which are now in regular use on Indian Railways. Yet, most of
these changes have brought relief only to the stationary staff who are working
at stations, yards or in control offices and not to the running staff for whom
the stress levels have apparently gone up due to larger number of signal
sightings on account of introduction of Automatic Block System, higher speeds,
higher trailing loads, unmanned level crossings, increased interaction with man-machine
interfaces like regularly operating the VCD and other devices, all of which
call for continuous sustained attention”.(Emphasis added)
The same report in page 53 observes, “At
present, the working conditions inside the locomotive cab are also fatigue
inducing. The temperatures inside the cab go as high as 60 degree Centigrade in
peak summers and close to 4-5 degree centigrade in peak winters with wind entering
through the crevices in the doors/windows. The noise level inside the cab is
also as high as 88.4 decibel as against the limit of 90 decibel laid down by
Occupational Safety and Health Administration (OSHA) Regulations which says
that ,if anyone is exposed to this noise level for more than 08 hours per day,
there is a risk of hearing loss for him. The instruments, operating levers and
other equipments inside the cab are also not ergonomically designed. All these features
aggravate the stress of working and enhance the fatigue levels”.
In the same report in page 73 observes, “Yet,
at the same time, the stress level on the Loco Pilot has gone up many times due
to higher speeds, heavier loads, continuous sustained attention for viewing and
acting upon aspects of approach signals (caused by reduction in Block section
lengths and introduction of automatic signalling) and requirement of latest
technical knowledge and technique for trouble shooting. Thus, the strain/stress on the loco
pilot shifted from that of physical nature to that of mental and this has led to a situation where the Loco Pilot has to remain
continuously attentive in something or the other while on run. If nothing else,
he has to operate the VCD every minute”.
Hence in reality technological advancement has not eased the work of
Loco Running Staff rather increased the stress and strain on the Loco Running
Staff.
2.3 Stress level on Loco
Pilots
The Loco Pilot’s attention has to be always on
the signals as well as on the obstacles on the track, condition/continuity of Over
Head Equipment (OHE), anything approaching from sides of the track, the loco
controls, Vigilance Control Device (VCD), Train Protection Warning System (TPWS),
the trailing load and he has to remain prepared to stop at the earliest in any
emergency. The sections with Automatic Signalling on long continuous stretches
with signal sighting required at intervals of less than a minute due to higher
speeds further adds to the burden if continuous sustained attention on the Loco
Pilot. In this regard the High Power Committee observes in page 84 & 85 as,
“The Committee members individually and collectively travelled on footplate in the
automatic territory (both fitted/equipped with TPWS system and without TPWS
system). The interaction with the Loco Pilots/ Engine Crew on these trains
brought out that not only the continuous sustained attention on signals & Locomotive
control display unit is causing stress and tiredness, the continuous standing/
sitting (on an uncomfortable seat) adds to the build up of physical fatigue which
gets aggravated due to the reason that the Loco Pilot/Engine Crew has to
control even his urge to attend to nature’s call on account of continuous
running without stoppage.
Coupled with the requirement of such a sharp
concentration level, there are many adverse conditions such as heavy noise,
vibrations and extreme heat/cold environment inside the locomotive cab. The
driver may also be working against his natural circadian rhythm. The amount of
stress developed by all these on the Loco Pilot can only be imagined. Expecting
a person to work under such conditions continuously/regularly for hours together
is being unkind to him and this, in a short span of time, might make him prone
to making mistakes.”
2.4 Onerous duties and responsibilities
of Loco Running Staff
The High Power Committee appreciates the
critical role played by the Running Staff in keeping the wheels of progress
moving in a railway system. The High Power Committee does acknowledge the difficult
working conditions and onerous responsibilities shouldered by the running staff.
The research findings summarized by the committee in page 123, clearly brings
out that:
a)
The sleep during the day does not completely compensate
the loss of sleep at night.
b)
Due to continuous night working, the
uncompensated sleep keeps accumulating even though the Running Staff is
provided adequate rest during day hours. This sleep debt can only be
compensated by providing adequate full nights in bed.
c)
This accumulation builds up stress and strain
which even though may not be clearly felt by the Running Staff at times,
affects his reflexes, reaction time and increases sleepiness while on duty.
This may result into safety violations in addition to having adverse effects on
the health of running staff as well as his family and social life.
2.5 Loco Running Staff Vs
Other staff in regard to duty
The High Power Committee is also of the view
that (page 131),” for stationary staff working on the basis of fixed rosters,
the effect of continuous night working is not as detrimental as in the case of
Running Staff who do not work on the basis of fixed rosters. This is because
the biological clock which sets easily for the persons who work on the basis of
fixed roster, does not get set at all for those who do not work on fixed roster
basis and have varying duty time even during night like Running Staff”.
“The High Power Committee members also
travelled in the Motorman’s cab and in guard's brake van on suburban trains to
have a firsthand experience of their work load and difficulties being
encountered by them while on run and came to a conclusion that the stress level
of Motorman is much higher than that of the Guard as he is required to pay more
intense and prolonged attention. Moreover, the role of a Guard in Suburban
trains is not considered to be so significant that it cannot be performed by
any other equivalent category of staff.”(page No.183)
The
then Hon’ble Railway Minister Shri.Dinesh Trivedi, who was an
Air-Pilot by profession recognised that pilot a loco train was tougher than
pilot an aeroplane after his experience at a railway simulator centre in
Chennai.(Courtesy: THE HINDU Daily dt:22/11/2011)
The committee also requested to note that even in a
span of 24 months, on account of medical de-categorization, in a tiny division
like Trivandrum of the southern Railway, 12% of Loco Pilots who are above 45 years forced to quit the job either on Voluntary
Retirement Scheme or fitted against super numerary post. This working environment and the level of stress
and strain in performing the duties of Loco Pilot do not exist in any other
category of staff. This precarious position of sidelined from their profession
by quitting the job by way of VRS or dumped in alternative posts much earlier
than super-annuation with loss of emoluments and reduction in pensionary
benefits has to be taken into
consideration while fixing the pay of Loco Running Staff. It is also worthwhile
to mention the Government of India/ Ministry of Railways in its Traction
Rolling Stock/ Operation Manual vide para 1.2.3 stated that “ Driver is the
only person available on a train who is technically more competent than the
other Railway Staff like TTE, Conductor, Guard etc. present on train”. The Railway Board has also agreed in various fora that the Loco
running Staff are a class by themselves.
IT IS VIVIDLY CLEAR FROM THE ABOVE THAT THE LOCO RUNNING STAFF ARE
DISTINCT FROM OTHER STAFF AND HENCE DISTINCT HIGHER PAY STRUCTURE FOR LOCO
RUNNING STAFF IS WARRANTED.
3. Minimum prescribed qualification for
Assistant Loco Pilot
Initially,
trains were run by steam locomotives and in those days, the signalling systems,
speed of the train, operation of the train engine etc. were very simple, not
requiring any basic educational qualification and in that process the post in
the cadre of Fireman etc. were being filled by promotion of Loco Khalasis etc.
whose basic educational qualification requirement was only literacy. However, with the advancement in Science and
Technology, change in traction from steam to diesel and from diesel to AC Power
(Electrical), AC Power (Electrical) to modern power electronics with latest
Microprocessor technology the scenario changed with growing technology. In the result, wherever direct recruitment
was resorted to as Assistant Loco Pilots, the same was done specifying Diploma
in Engineering as minimum qualification upto the year 1990. Subsequently,
wherever direct recruitment was resorted to, the qualification was modified as ‘ITI
preferably Diploma holders in Engineering’.
Nevertheless, wherever direct recruitments were being resorted to, 70 to
80% of those who were being recruited were either holders of Diploma in
Engineering or Degree in Engineering. For Example Out of 296 Assistant Loco Pilots
joined in Southern Railway in 2013-14 through Railway Recruitment Board of
Trivandrum and Chennai, 202 are either Graduate or Diploma in Engineering
(around 70%).
In
practice, Railways are recruiting only the higher qualified candidates than the
prescribed ie, Diploma Engineers or Graduate Engineers considering the nature
of job of the Assistant Loco Pilot which demands a very high level of technical
expertise, knowledge, intelligence, reflexes and leadership qualities. In fact, a minimum educational qualification
of Diploma in Engineering has also been recommended by the High Level Safety
Review Committee headed by Dr. Anil Kakodkar, Former Chairman of Atomic Energy
Commission, vide para 6.3 of its report dated 17th February 2012.
Despite
every need to fix the minimum qualification for Assistant Loco Pilot as Diploma
in Engineering, the same is fixed as Matriculation plus ITI by Railway Board
with the sole intention to maintain lower pay to this category. This intention of
the Railway Board is very clearly reflected vide para 3.4 of the Report of
Parliamentary Standing Committee (Railways) on Recruitment Policy, Thirteenth
Lok Sabha submitted in February 2004.
3.1 Highest Medical Standard and Aptitude
Test
The
Assistant Loco Pilots after Recruitment have to undergo a thorough and
stringent medical examination and must be fit in medical classification “Aye
One” medical fitness, the highest medical standard in the Indian Railways. This
medical examination is conducted by Railway Medical Authorities with stringent
examination in the vision test, audiometric test, vestibular test, psycho-nerve
test, x-ray-chest, blood pressure, urine test for diabetes, blood sugar, ECG,
colour perception, night vision, binocular vision, and funduscopy test. This fitness has to be maintained throughout
one’s service as Loco Running Staff. Qualifying in an Aptitude Test/Psycho
Test, is a sine-qua-non for empanelment and issuance of the offers of
appointment. In this connection, it may be seen that the Aptitude/ psycho tests
are available only for the categories of Assistant Loco Pilots (Grade Pay
Rs.1900) and the Assistant Station Masters (Grade Pay Rs.2800). Aptitude Test
includes memory test, following direction test, depth perception test,
perpetual speed test and etc.
3.2 Induction Training for Assistant Loco
Pilot
The
Assistant Loco Pilots also will have to undergo and qualify in a rigorous
training as per training schedule prescribed by Railway Board for Assistant Loco
Pilot. They must undergo about 6 months of initial training on induction as
Assistant Loco Pilots in which they have to undergo training in safety related
Rules and regulations and instructions in Mechanism and Operations of various
types of Locomotives of different tractions in use including quick
trouble-shooting, familiarizing with all safety equipments on them, relevant
aspects of various coaches/ wagons and problems on run, Fire fighting, First-Aid,
Function of shed / Crew Lobby, Control Office, familiar with the section of
Rail track, location of innumerable signals, Sign Boards, Station lay outs, up
and down gradients, locations of manned / unmanned Level Crossing Gates,
curves, cuttings, tunnels and bridges, etc.
They are trained in distress management also.
After
undergoing these intensive training programmes Assistant Loco Pilot recruited
remains no more as an ITI holder but attains the status of Diploma in
Engineering.
3.3 The Loco Running Cadre in the Indian
Railways are designated and allotted with Pay Band and Grade Pay by VI CPC as
follows:-
|
DESIGNATION
|
PERCENTAGE
|
PAY BAND
|
GRADE PAY
|
|
Assistant Loco Pilot
|
20%
|
5200-20200
|
1900
|
|
Senior Assistant
Loco Pilot
|
80%
|
5200-20200
|
2400
|
|
Loco Pilot Shunting
Grade II
|
50%
|
||
|
Loco Pilot Shunting
Grade I
|
50%
|
9300-34800
|
4200
|
|
Loco Pilot Goods
|
100%
|
||
|
Loco Pilot
(Passenger)/
Sr.Motorman
|
100%
|
||
|
Loco Pilot Mail
|
100%
|
3.4 The V CPC scales was
as follows.
|
DESIGNATION
|
PERCENTAGE
|
PAY
SCALE
|
|
Assistant
Loco Pilot
|
30%
|
3050-4590
|
|
Sr.Assistant
Loco Pilot
|
70%
|
4000-6000
|
|
Loco
Pilot Shunting
|
30%
|
4000-6000
|
|
Sr.Loco
Pilot Shunting
|
70%
|
5000-8000
|
|
Loco
Pilot Goods
|
80%
|
5000-8000
|
|
Sr.Loco
Pilot Goods
|
20%
|
5500-9000
|
|
Loco
Pilot Passenger
|
80%
|
5500-9000
|
|
Sr.Loco
Pilot Passenger
|
20%
|
6000-9800
|
|
Loco
Pilot Mail
|
100%
|
6000-9800
|
3.5 Pay packets of Assistant Loco Pilots
The
lowest Pay of Central Government employee is in Pay Band I (Rs. 5200 – 20200) +
Grade Pay of Rs.1800/-. Assistant Loco
Pilot is allotted in the same Pay Band with a Grade Pay of Rs. 1900/- i.e. just
Rs. 100/- more than the lowest post in the Government Service without
considering the higher educational qualification, the highest standard of
Medical fitness, stringent training, high responsibility and skill required to
perform duties in train operation. The
responsibility and the risk involved have also not been taken into
consideration. Realising this fact the Railway Board upgraded 80% of the Assistant
Loco Pilot post with a grade pay of Rs.2400 with effect from 01.05.2010. Thus
20% of post is in Grade Pay Rs.1900 still remains at the entry level itself.
The
duties of Assistant Loco Pilot have under gone a sea change from 1st
Central Pay Commission to 7th Central Pay Commission. His duty is
much related with public safety and therefore, subjected to stringent punishments
for even an error in judgement on his part and often met with highest penalty
of removal, same as in the case of Loco Pilot (RB order
No.99/safety(A&R)/6/1 dated 21.08.2012). So in fact in present day
situation, an Assistant Loco Pilot is virtually a CO-LOCO PILOT similar to
Co-Pilot in Airways.
3.6 Entry Grade Pay of Assistant Loco Pilots
Vs Assistant Station Masters and Guards
In
fact, the most important three categories as far as the Indian Railways is
concerned are the Loco Pilots, the Station Masters and the Guards. Among the
three the Loco Pilots category acquires the primacy. Ironically, while the
initial recruitment grade pay of the Assistant Station Masters and the Guards
is Rs.2800/- whereas the Assistant Loco pilots, it is only just Rs.1900/-.i.e
three grades below.
In
addition to the above, it may be seen that when it comes to the question of
training, the Assistant Loco Pilots, the Assistant Station Masters and the
Guards ie., persons who deal with the
movement of the train services, the Assistant Station Masters will have to go
for a training in General Rules and Subsidiary Rules only. He has also to undergo training for a short
period on the commercial and accounting of ticket aspects which extends for a
period of 45 days. When it comes to the
Guards, their training would consist of only General Rules. The Assistant Loco Pilots will have to train
himself in the very same General and Subsidiary Rules, in addition, he has to
undergo another phase of training involving technical aspects of Locomotives
and the running of the trains. Apart
from that, they have to undergo some practical training of driving locomotives
also before they are certified fit to discharge the duties of Assistant Loco
Pilot. Nevertheless, while the initial
recruitment grade in the cadre of Assistant Station Masters and Goods Guards
happen to be in PB-1 with a GP of Rs.2,800/-, in the case of Assistant Loco
Pilots which is the initial recruitment grade of Loco Running Staff, the scale
of pay is confined only to PB-1 with GP of Rs.1,900/- as already stated. That is they are seen equated only to the
Lower Division Clerks and in a position just above the lowest officials of the
railways. This is a clearly anomalous
position and highly discriminatory. In
fact, with the requirement in increase of their basic qualification, the higher
medical standard of ‘AYE ONE” is prescribed for Assistant Loco Pilots where as
in the case of Guard and Station Master the medical standard is only ‘AYE TWO’.
The arduousness in performing the duty of manning the train, the uncertain duty
hours, unscheduled work, the stringent training on technical matters of Locomotive,
thorough knowledge of the terrain he has to move the train all are totally
absent in the duties of Guard and Station Master. Therefore better pay packet
than the Guard and station Master are warranted for Assistant Loco pilot. They
are entitled to be granted the scale of pay of PB-2 with a GP of Rs.4,200/-.
The V Central Pay
Commission, in its report recommended that Diploma Engineers should be granted
the scale of pay of Rs.5000-8000 with the result that even Technician in
organizations like Department of Telecommunication/BSNL were granted the scale
of pay of Rs.5000-8000. However, the
Assistant Loco Pilots were continued to be granted only the scale of pay of
Rs.950-1500/Rs.3050-4590 in IV and V Pay Commission respectively i.e at par
with the Lower Division Clerks.
Incidentally, it is also to be added that even the matriculate qualification
Postmen of the Postal Department are granted a scale of Pay of Rs. 3200 – 4900/
5200-20200 plus GP 2000/- in V and VI Pay Commission respectively.
It is also submitted,
while a large number of posts were granted upgraded scales of pay with effect
from 01.01.2006, as per the recommendations of the VI CPC, the Assistant Loco
Pilots were not granted any upgraded scale of pay despite the need for the
same.
CONSIDERING THE ABOVE
ASSISTANT LOCO PILOT PAY SHALL BE UPGRADED TO PB2 + GP RS.4200 IN 6th
CPC SCALES AND CORRESPONDING AND APPROPRIATE PAY SCALES TO BE ALLOTED BY THE 7TH
CPC.
4. Pay Structure of Loco Pilots in Various
Grades
4.1 Loco Pilot (Shunting)
It is a promotional
post for Assistant Loco Pilot. Loco Pilot (Shunting) has to work independently
without Assistant Loco Pilot, in major goods yards and junction stations for
timely attaching, detaching and marshalling of good stock and passenger
coaches. It is a promotional post with suitability. He has to undergo Loco
Pilot training schedule in Operating rules and loco mechanism for promotion. He
is responsible for quick turn out of locos from shed, coaches and laborious
shunting operations single handed. Safe and punctual train operation also lies
on him. He operates locomotive independently. So the next higher grade ie, PB2
plus Rs.4600 GP in terms of Sixth CPC scales to be allotted to Loco Pilot
(Shunting).
4.2 Loco Pilot (Goods), Loco Pilot
(Passenger)/ Sr.Motorman, Loco Pilot (Mail)
In
the case of loco pilots the VI Central Pay Commission merged the scales of
Rs.5000 – 8000, Rs.5500 - 9000 and Rs.6000 – 9800 to one Pay band of Rs.9300 –
34800 with a Grade Pay of Rs.4200/- which was against the principle enunciated
by the VI CPC. At the same time some of
the Posts which had a scale of Rs.6500 – 10500 were upgraded to a distinct
Grade Pay of Rs.4600. Subsequently vide Railway Board circular No.RBE 226/09
all the left over post in the scale Rs.6500-10500 were also allotted with the
Grade pay of Rs.4600. So, in fact, two grades of Rs.5000 – 8000 and Rs.5500 –
9000 are only merged into the Grade pay of Rs.4200. Others were upgraded to the scale of
Rs.7450-11,500 and allotted the Grade pay of Rs.4600 whereas V CPC S10A scale
of Rs6000-9800 for Loco Pilot (Mail) was left out and not upgraded to GP Rs.
4600.
4.3 Merger of scales by 6th CPC in
relation to Loco running Cadre and its adverse effect
On
the system of running Pay Bands, in para 2.2.11 the VI Central Pay Commission
was pleased to state that at the time of promotion from one post to another in
the same running Pay Band, the Grade Pay attached to the posts at different
levels within the same running pay band will change. In the case of Loco Running staff, in the
cadres of Loco Pilot (Goods), Loco Pilot (Passenger) and Loco Pilot (Mail)
functional differences exist in discharging duties and responsibilities.
Therefore, these cadres should not have been merged and they are allowed to
stand. In fact, each one of these posts have also been treated as selection
posts. Hence, allowing the same Grade Pay
of Rs.4200/- to all these posts is in contradiction to 6th CPC
recommendation and need to be reviewed and upgraded.
Also,
the different grades of Loco Pilots in
the scale of Rs.5000-8000, 5500-9000 and Rs.6000-9800 could not be and have not
been merged due to functional consideration. Railway Board order dated
23.09.2008 says that for promotion within running categories viz. Loco Pilots
and Guards the existing channel of promotion will continue till further orders.
Further, Railway Board order dated 03.09.2009 reiterates the continuance of the
existing channel of promotions to the Loco Pilots, signifying the functional
difference. The VI Central Pay Commission in Para 7.36.50, also states that
‘feeder and promotional post do not lie in identical scale’. This is the
principle enunciated by the VI Central Pay Commission. Per Contra the feeder
post and promotional post in Loco Pilots lie in the identical grade pay of
Rs.4200/- for Loco Pilot (Goods), Loco Pilot(Passenger) and Loco pilot (Mail).
This injustice done to these categories needs to be addressed by the 7th
CPC.
4.4 In service training to Loco Running cadre
The
Loco Pilots will have to be trained in every stage of their service and they
have to qualify in the requisite pre-promotional courses also. In short, to be
promoted as Loco Pilot (Shunting) one must qualify in pre promotional course of
three months duration, failing which he will not be promoted. In Divisions where there are Diesel and
Electric Tractions, separate pre promotional courses for Diesel and Electric
Tractions will have to be under taken.
Similar is the case when one is to be promoted as Loco Pilot (Goods) and
later as Loco Pilot (Passenger). Apart
from the above forms of training, once in every three years, they have to
undergo refresher courses and they will have to participate in safety camps
also. If one fails in a refresher course
twice, he will be terminated from the cadre of Loco Running Staff.
4.5 Higher Responsibility And Independent Nature Of Work
The Railway
Board order No.2004/M(L)/466/7101 dated:31.08.2009 regarding training of loco
pilot prescribes that Loco Pilot of Goods shall impart driving technique and
other features in train working to trainee loco pilot. In such cases the
trainee loco pilot will be booked as Co-Pilot along with loco pilot for 1500 kms.
In this situation the loco pilot of the train has to shoulder the
responsibility of Loco Inspector as trainer and that of Assistant Loco Pilot.
This is followed by training on foot plate by Loco Inspector for 1000 kms. Thus
the loco pilot has taken the position of driving inspector/ loco inspector with
much more responsibility and accountability by imparting training on footplate
to a trainee loco pilot in real time situation. Also loco pilots are
discharging their duties independently without any supervision.
The
duty nature of Loco Pilot (Goods) is uncertain with huge responsibilities for
taking the goods stock like oil, petroleum products, explosives, gases, heavy
machinery, food grains, livestock etc, to the destinations safely and in time.
He is also responsible for examination of train when goods trains are stabled
at way side for road worthiness thus Loco Pilot assumes the duties of Train
Examiner. In goods trains when Guards are not deployed the duties and
responsibilities of Guard as per General Rules devolved on Loco Pilot(Goods).
New method of python trains or long hauled goods trains to a length of about
1.5 km requires more driving skill.
4.6 Special Job Attributes of
Motorman in view of Single Man Operation
The General Rule provision of having two people in
the locomotive cabin (ie. Loco Pilot and Assistant Loco Pilot) restricted to
single man operation in EMU( Electric multiple units)/MEMU/DEMU train working.
While driving, they have to remain in the same position with their hand on a control
called the Dead Man’s handle. It is only when stopped in stations, they can
remove the hand from it, that too for a maximum of 30 seconds of stoppage time.
They use their hands and feet to operate the train, control the speed, to apply
brakes and other controls like horn, etc. Generally these EMU trains are
running through sections with high density of population which requires extra
vigilance due to trespassers, extra alertness and concentration, in addition to
picking up of the aspects of signals without any assistance of the Assistant
Loco Pilot. Further these trains require frequent stopping and starting and
needs special skill to maintain punctuality. And in case of trouble shooting,
to attend to the same, the Motorman should have up-to-date knowledge, quick
reflexes and special skills being a singleman operation. 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 some times leads to
error as he is alone in the cabin and more effort in concentration is needed.
Presently introduction of 12/15 cars EMU trains increases the work load and
responsibilities of Motormen as the length of train and number of motor coaches
increases.
The Commissioner of Railway Safety in his report on
side collision in the suburban section of Central Railway Bombay Division on
24.04.1981 observes,
“Compared to Locomotive Driver, a Motorman’s degree
of concentration on his look-out duties is of higher order simply because he is
all by himself in the Cab to pick out the aspects of the Signals ahead. That
such mental acuity can be highly fatiguing has to be recognized and accepted”.
A similar observation was made by the then ACRS who
had conducted a Statutory Inquiry into the rear-end collision between two
Locals near Matunga Station on 14-11-1979. Elaborating on the circumstances that effectively imposed
additional stresses and strains on Motormen.
Motorman pay packet are not
commensurate with the responsibility attached to the post, the skill required
to and the health that is expected of to
stay fit to perform the assigned duty. At this juncture we call the attention of the commission on
the observation of the High Power committee in regard to the stress and
responsibility of Motor man /Loco Pilot vs Guard. We quote the observation:-
“The Committee members also travelled in the Motorman’s cab and in
guard's brake van on suburban trains to have a firsthand experience of their
work load and difficulties being encountered by them while on run and came to a
conclusion that the stress level of Motorman is much higher than that of the
Guard as he is required to pay more intense and prolonged attention. Moreover,
the role of a Guard in Suburban trains is not considered to be so significant
that it cannot be performed by any other equivalent category of staff.”
Further, Motorman of Metro Railway, Kolkata are
working in different environment as they are required to operate trains in
underground tunnels with more risks and responsibilities. Their job is tedious
in nature and long working in this system detoriates their health. This aspect
shall be looked into and adequately be compensated by the Pay Commission.
IN FINE, IN CASE OF SINGLE MAN OPERATION/MOTORMAN IT IS DEMANDED THAT
a)
SINGLE MAN
OPERATION OF EMU/DEMU/MEMU SHALL BE DONE AWAY WITH AND ASSISTANT MOTORMAN TO BE
PROVIDED
b)
IN THE CASE
OF SINGLE MAN OPERATION THE DUTY AT A STRETCH SHALL NOT EXCEED 2 ½ HOURS
c)
ADDITIONAL
ALLOWANCE FOR ONEROUS DUTIES SHALL BE HIGHER THAN LOCO PILOT (PASSENGER)
4.7 Stress level on Loco
Pilots of Mail/Express/ Superfast trains
As regards, Loco Pilots of Mail/Express
trains, it is seen that their working involves
continuous runs at high speed over long stretches and with responsibility of
over a thousand lives travelling in these trains. A kilometre distance is gone
within less than half a minute. In this one kilometre covered in half a minute
or so, the train might encounter a level crossing gate, a signal, an animal
crossing or some other obstruction. The braking distance in emergency when
train is moving at 100 kmph is of the order of 750 metres or so. Moreover, the
en-route detentions as in case of freight trains which provide some relief to
the Running Staff are not there, in case of Mail/Express trains.
On
the implementation of the VI Central Pay Commission recommendations, Teachers,
Nurses, Section Officers/ Sr. Section Officers of Accounts and many other
categories have been placed in the Grade pay of Rs’ 5400/- ie, above the
conventional Group C scales. Crucial
categories like Loco Pilots have to be seen in relation to the difficulties,
skill level and environment in which they work and Loco Pilots are distinct
from all other Group ‘C’ staff and their case has to be accordingly
appreciated.
Also
while implementing Modified Assured Career Progression Scheme (MACPS) many
categories of staff in Group C have been granted grade pay of Rs.5400/- as the
apex grade. Therefore, Loco Pilot
Passenger should also be placed at the highest Group C Grade Pay of Rs.5400/-.
Considering the high skill required to pilot high speed trains such as
Rajdhani, Shatapdi, doronto, rdso high speed trials, vvip trains etc,. loco
pilot (mail) shall be upgraded to grade pay Rs.5400 in PB3 in VI CPC scales and
corresponding and appropriate pay scales to be allotted by the 7th CPC.
In
Para 9 and 10 of the Report of Committee on Running Allowance 2008 states that “the
running staff is crucial and vital to the running of the Railway and that
running staff productivity is critical to the Indian Railways, hence, it is
necessary that their motivation level is maintained at the highest level”.
From
the above it is amply clear that various grades of Loco Pilots such as Loco
Pilot Goods, Passenger, Mail cannot be merged and have not been merged because
of functional differences wherein promotion/ selection is involved as
recommended by the 6th CPC itself and thus their grade pay should be
kept at distinct higher levels.
A slight mistake or error in judgement on the
part of Loco Pilot/Assistant Loco Pilot resulting train passing signal at
danger, even though not ended in any accident, they will be visited with
removal from service, as minimum punishment is prescribed as such under
Disciplinary and Appeal Rules, 1969.
The responsibility attached to the post of Loco
Pilot involves higher degree of skill and stress involved. The effect of their
health in performing the duty of Loco Running Staff, higher medical standards,
the intensive and longer training, the thorough knowledge of technicality for
more than 20 types of locomotives are not attached with post of Guard. Alas,
the VI CPC allowed Pay Band and Grade Pay of Rs.9300-34800 + GP 4200 to the
Guard and the Loco Pilot. This is a gross injustice and unequal are treated as
equals. In a similar situation when V CPC recommended same scales of Pay for
Mail Guard and Loco Pilot Mail at Rs.5500-9000, the government referred the
matter to the Fast Track Committee and said committee modified the
recommendation and allowed with a higher scale of pay at Rs.6000-9800 for the
Loco Pilot Mail. That also was taken back by the VI CPC. If an option is given
to Loco Pilot Mail & Loco Pilot Passenger to switch over to the post of
Guard, the entire Loco Pilots will readily accept it and not vice versa. The
host of posts such as Nurses, Teachers, Section Officers/Sr. Section Officers
of Accounts and many other categories are allotted with a Grade Pay of
Rs.5400/-. But in regards to the emoluments attached to the post of Guard and
Loco Pilot are placed in the same Pay Band and Grade Pay Rs.4200/- and same scale of retirement benefits. This is an
anomaly that needs to be rectified by giving higher pay scale to Loco Pilots
than the Guard.
4.8 Loco Inspector and Loco Pilot
The
Loco Pilots are working independently in a moving train and not under anybody
else’s supervision. In spite of this fact the Loco Inspectors are wrongly
considered as Supervisors of loco Pilots. Thus the pay structure of Loco Pilot
were fixed just below the Loco Inspectors, keeping the concept that the pay of
supervisor should be higher than the supervised. This had a cascading effect on
the pay scales of running staff from IV CPC onwards. This was not the position
prior to IV CPC. Prior to IV CPC, in III CPC scales the Loco Pilot Mail was in
Rs.550-750 and Rs.700-900 in various percentage, where as the Loco Inspectors
were in the scale of 425-700/550-700. The responsibility, skill and stress and
the working conditions attached to the working of Loco Pilot is far more than
the Loco Inspectors, therefore allowing higher pay scales for Loco Pilot not
been unjustified one. At present the Loco Inspectors were wrongly termed as
Supervisors. Consequently the pay and retiring benefits of Loco pilot were
kept below the Loco Inspectors. This is
a wrong concept crept into the system. Drafting to the post of Loco Inspectors
Loco Pilot Goods also been considered. There is a similar case of Commercial
Inspectors. When demanded to consider them as Supervisors of Commercial Clerks
before the VI CPC, the commission held that in para 7.36.18 that duties of
Commercial Inspectors does not include direct supervision of the commercial
clerks but are more inspectorial than supervisors. This position is equally
applicable to Loco Inspectors too. Therefore while considering appropriate pay
of the Loco Running Staff weighing the job attributes, the responsibility
attached to the post, the skill required , the stress, this position may be
specifically kept in mind.
4.9 Refusal of promotion due to same Pay Band
and Grade Pay
At
present, allotting one and the same Grade pay to Loco Pilot Goods, Loco Pilot
Passenger and Loco Pilot Mail categories facing difficulties in filling up the
higher posts as no increase in pay is allotted for taking up higher
responsibilities. In fact, many of the Loco pilots, particularly Loco Pilot
(Passenger) are not willing to move to Loco Pilot (Mail) because, in case they
are so promoted they will have to still continue in the same grade pay of
Rs.4200/- with added risks and responsibilities, with a meagre enhancement of
one increment and allowances.
In view of the facts
and for the reasons stated above, it is most humbly prayed that this Hon’ble Commission
be pleased to consider the demands /views/suggestions of the Association and the
pay of Loco Pilots shall be notionaly upgraded in VI cpc scales as follows and
corresponding pay scales as deemed fit by the 7th cpc be allotted.
ASST. LOCO PILOT / 1ST
FIREMAN PB
2 + G. PAY- RS.4200
LOCO PILOT (SHUNTING) PB2+G.PAY
- RS.4600
LOCO PILOT (GOODS) PB2+G.PAY
- RS.4800
LOCO PILOT (PASSENGER)/SrMOTORMAN
PB 2 +G.PAY - RS.5400
LOCO PILOT (MAIL) PB
3 + G. PAY - RS.5400
As the Indian Railways
proposed to run Bullet Trains the pay of Loco Pilots of these trains are to be
suitably compensated.
4.10 Anomaly in fixation on
promotion to various Grade Pay
We call your attention
to Section II of the First Schedule of the notification of Implementation of VI
CPC recommendations. A chart showing the entry pay in the revised pay structure
for Direct Recruits appointed on or after 01.01.2006.
In PB-1(5200-20200)
the pay in pay band for different Grade pay were shown. Likewise for PB-2,PB-3
and PB-4 are also shown.
In this connection we
submit that one who enter in the Grade Pay by way of promotion, their pay in
pay band will in any case lesser than of a direct recruits in the same grade
pay.
To exemplify this
position, a case of direct recruit and of a promotee who enter into a grade pay
of Rs.2400 has been taken. The direct recruit pay in the pay band will be fixed
at Rs.7510, where as an employee promoted to grade pay Rs.2400 from a grade pay
Rs.1900, with a pay of Rs.6310, in PB1, his pay in the pay band on promotion to
grade pay Rs.2400 will be fixed at Rs.6560. There is a difference of amount
Rs.1000 between the two, though they are similarly qualified and doing the same
work. Subsequently by an order the Railway Board instructed that whenever
junior drawing more pay than the seniors the pay of senior should be stepped
up. This particular type of contingency arise only where an element of direct
recruitment do exists. The equal pay for equal work has been deviated by this
application of Rule. Therefore we demand that the entry in the Pay Band for
each and every particular Grade Pay should be identical and no discrimination
should be shown as one who direct recruit and other who promotee.
5. ALLOWANCES
5.1 Running Allowance
By
the nature of duty of Running staff, they have to stay out of their head
quarters most of their service. They are therefore entitled to receive travel
allowances. In order to induce them to work more the Ministry of Railways traditionally
gave a portion of pay and travelling allowance through running allowance way
back from 1919 when the Company Railways were existed.
Though
the system of running allowance was in vogue from 1919 and is was considered by
I,II & III CPCs and two Running allowance committees, none quantified the portion of pay in running
allowance. Due to continuous demand from running staff to give clarity on the
components in the running allowance for proper fixation of running allowance
and running allowance committee 1980 was appointed. It quantified the portion
of pay as 30% to be given through running allowance to motivate the running
staff. Further IV and V CPC recommended to continue and Running Allowance
Committee constituted after VI CPC (2008) also endorsed it. At present this
element of incentive stands at 30% of their Basic pay.
According
to the scheme, a formula has been derived by the running allowance committee of
1980 to arrive at the rate for 100 km, is as follows.
30% of mean of the scale of pay of Loco Pilot Passenger + 20 Days TA X 100
Monthly average kilometre of Loco Pilot
Passenger
This formula stands
for the past 35 years to the satisfaction of all.
The
system which was followed for three decades was distorted by taking minimum of
the pay band instead of mean pay and not taking eligible TA for calculation of
running allowance after the implementation of VI CPC. The Running Allowance Committee
2008 has also recommended to follow the formula recommended by the Running
Allowance Committee,1980. Though the recommendation of the committee has been
asserted by the Railway Board, by implementing the same the numerical factor
has been changed. Instead of taking the Mean of the Pay Band attached to the
post of Loco Pilot Passenger, the minimum of the said Pay band has been taken
to arrive at the rate of running allowance. The reasons and justifications
given by the Running Allowance Committee,1980 to take the mean pay has been
discarded without any sound reasons. What was advanced by Railway is that the Pay
Band is a product of amalgation of
several pay scales, therefore the maximum of the Pay Band could not be taken
into consideration. At this juncture we say that on the same footing that the
minimum of the Pay Band either should not be the base for calculating the
running allowance. It may please be noted that none of the Loco Pilot Passenger
in Indian Railways draw the minimum of the Pay band at Rs.9300/-. In fact the
whole of the Loco pilot passenger draws a pay in the Pay Band Rs.18000 to
24000. Calculating the running allowance with Rs.9300 is totally unjustified
and against all canons of justice and fair play. In this regard this
Association demands that atleast the Pay in the Pay Band corresponding to the
mean pay of the V CPC pay scale Rs.5500-9000 of the Loco pilot Passenger has
been taken for calculation of the running allowance.
By
calculating the running allowance rate, the TA rate applicable for Grade pay of
Rs.4200/- in which Loco Pilot Passenger falls should be taken and not the TA
rate applicable below Rs.4200/-. Therefore we request the VII CPC to look into
the anomaly crept in the calculation to arrive at the rate of Kilometerage. And
also requests to recommend that RAC 1980 formula to be followed taking the mean
of the Pay Band + Grade Pay and the present TA applicable to GP of Rs.4200 to
arrive at the rate of Kilometerage under the Running allowance scheme.
5.2 Additional
Allowance(for Onerous Duties)
The VI CENTRAL PAY COMMISSION
recommended in terms of Para 7.36.50 of its report which is accepted by the
Government of India that Rs.1000/- and Rs.500/- per month be paid as additional
allowance to Loco Pilot (Mail) and Loco Pilot (Passenger) respectively. The
recommendation of the VI CENTRAL PAY COMMISSION report is follows.
“ On account of more onerous nature of
work as well as process of selection involved Loco Pilot for Passenger trains
shall be given an additional allowance of Rs.500 per month and Loco pilot Mail and express will be given this
allowance at the rate of Rs.1000 per month. Dearness allowance shall be payable
on this allowance.”
The
Assistant Loco Pilots are attached to passenger carrying train along with Loco
Pilot (Passenger) and Loco Pilot (Mail) for the same length of run and
time. They are also facing the above
said onerous nature of work as faced by the Loco Pilots. Denying this allowance
to the Assistant Loco Pilot is unjust and discriminatory.
In
the case of Loco Pilot (Goods) the position is similar to that of Loco Pilots
of Passenger carrying trains. The duty of the Loco Pilot (Goods) is also
arduous and onerous. The Goods train having a trailing load of usually more
than 6500 tonnes and length of the train 3 times higher than passenger carrying
trains. The speed of most of the Goods Trains is 100 kmph (ie.) 10-15% lesser
than passenger carrying trains. Handling of such heavy loaded trains at higher
speed is also much onerous and arduous. The post of Loco Pilot (Goods) is also
having process of selection involved.
Therefore, the two criteria considered by the VI CENTRAL PAY COMMISSION
to allow onerous duty allowance to Loco Pilot (Mail) and (Passenger) is also
existing in the case of Loco Pilot (Goods).
The Loco Pilot (Shunting) works without the assistance of ALP and alone
in the cab. That itself make the duties of Loco Pilot (Shunting) more arduous
and onerous in nature.
In view of the facts and for the reasons stated, it is
prayed that the Additional allowance
(for Onerous Duties) may be granted to all
cadres of Loco Running Staff
In addition to that still there
is a grievance in the minds of Loco Running Staff. Though the arduousness in
performing the duties, the skill, responsibility etc., the demand from the Loco
Pilot is much more than that of Guard, this is not reflected in their
retirement benefits. For the Mail Guard and the Loco Pilot Mail who retire with
the same pay and Grade Pay, their pensionary benefits will be the same, though
LP(Mail) draws Rs.500/- more as additional Allowance.
Therefore the additional
allowance (for onerous duties) may be granted to all cadres of Loco Running
Staff and this may be calculated for retirement benefits too.
5.3 Other
Allowances
Besides
the Running Allowance for the Running Staff (Loco and Traffic), the central
government employees including the Railway Men are eligible for various types
of other allowances which should continue with enhanced rate on account of
increasing cost of living.
5.3.1 National
Holiday Allowance (NHA)
The various staff including Loco Running Staff
working in field especially in Railways cannot be allowed National Holiday as
train service cannot be stopped on National Holiday. To compensate this, a National Holiday
Allowance is allowed which is very meager.
Therefore it should be enhanced at least to the level of double the pay
for a day. The option should be open for
the employee concerned for availing the holiday on the other day in
compensation to the National Holiday or one day leave to be credited to their
leave account.
5.3.2 Uniform
Allowance
There
is widespread complaints among Loco Running Staff about quality of cloth and
inadequacy of stitching allowance. The system of procuring uniform cloth
miserably fails to ensure quality. The High Power Committee recommends to
ensure self esteem of Loco Running Staff by the way of ensuring good quality
and smart uniform to Loco Pilots and Assistant Loco Pilots (page no.296 of the
report). Further the then Hon’ble Minister of Railways Sri. Dinesh Trivedhi
also endorsed good quality of uniform to be ensured for Loco Running Staff. So
uniform allowance to be given for four pairs of premium quality cloth and stitching
charges prevailing per year and on par with Nurses of medical department of
Indian Railways duly disbanding with the present system of supply of cloth.
This will reduce the burden of Administration and cost effective. This will
also eliminate cumbersome procedure and possible corrupt practices.
5.3.3 Meal
Break Time and/or Allowance in Exigencies
In Industry it is an
accepted fact that workers are to be given with intervals during their duty
hours for lunch time, tea time, etc. The National laws are also thus framed. In
Factory Act, Plantation Act, Inland Transport Act and Motor Vehicle Act, etc
provisions were incorporated to allow such intervals with their duty hours. On
the peculiar circumstances and special transportation system prevails in Indian
Railways, there is no such intervals are provided to Loco Pilots. There is no
stop for more than two minutes allowed for any train even in major/ Junction
Stations.
In this position Loco Pilot invariably work for
hours together without any meal time, tea time, etc. Hence meal break time to
be allowed in their duty schedule. In other countries, for this, special
allowance is paid. Similarly such allowance shall be paid for Loco Running
Staff of Indian Railways in exigencies.
5.3.4 House Rent Allowance
The principle adopted to determine HRA should not be exclusively based
on the population at the cities but should also include the rate of rent
prevailing. There should be a minimum HRA guaranteed for those in lowest Grade
Pays, irrespective of the pay drawn, which is to be fixed taking into account the original rent rate
prevailing in the area for a 2 BHK house.
5.3.5 Enhancement of allowances on account of price rise
The VI CPC recommended that
specific allowances were enhanced by 25% when ever DA exceeds 50%. This gives
very hardship to the employees. To tide over the erosion in money value due to
inflation DA was allowed. Restricting to enhance the allowance by 25% whenever
DA raised to 50% is unjustified as the erosion of money value equally affects the
allowances that are to serve some contingency. Therefore enhancement of
allowances on par with DA raise should be an apt formula. Therefore we demand
that the present 25% enhancement prescribed be withdrawn and enhancement must
be on par with the increase in DA.
6. Pension
6.1
Instead of (New) National Pension Scheme, statutory pension need to be
restored for the reasons
a) Pension of government employees is a deferred
wage. Wage paid out to them during the
course of work tenure is kept low by design to cater for pension.
b) Pension is a social welfare measure and cannot
be subjected to market risks
c) It does not guarantee minimum return and thus
lacks basic fibre of social security scheme.
d) It is in no way better than the existing
scheme. It does not provide guaranteed family pension to the dependants and
disabled siblings which exist in statutory pension scheme, even in case of
spouse and dependant parents where death of the employee occur in early years
of service there is no adequate social security. Leaving the honest employee,
unattended, uncared in his fag end of life is not ethical and against the right
enshrined in constitution and against morale.
e) The New pension scheme has in fact created a
class within class amongst the Central Government employees which is
discriminatory and impermissible. It is clearly in contravention of the dictum
pronounced by the Constitution Bench of the Supreme Court in Nakara Vs Union of
India and therefore deserves to be rescinded.
f) And all the employees are demanding to scrap
the NPS and include them in old pension
scheme. For the same, all trade unions in the national level are on the war
path. So it is significant to withdraw the NPS and allow old pension scheme to
all.
6.2 The pay of every retired
person covered under Statutory Pension Scheme must be re-determined notionally
as if he is not retired and then his pension to be computed under the revised
rules. This alone will protect the value of pension of a retired person.
.
7. Bonus
As far as Railway is concerned, it is defined as an industry. Therefore
instead of productivity linked bonus statutory bonus should be given.
CONCLUSION
On behalf of the Loco
Running Staff of Indian Railways this Association earnestly request before the
Hon’ble Seventh Central Pay Commission to have job evaluation scientifically
and then consider just pay scale to Loco Running Staff, keeping in mind
historical horizontal and vertical relativity so as to keep the morale of staff
in high pedestal and ensure efficient train operation.
********
.jpg)
.jpg)
0 comments:
Post a Comment