Thursday, December 1, 2016


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, 

                                                                                                                                   Date 01.12.2016


The chairman

Railway Board

Rail Bhavan

New Delhi

Respected Sir

Sub: Resolutions adopted in the 21st Biannual General Conference of AILRSA

The Biannual General Conference of All India Loco Running Staff Association was held at Com. Joginder Singh Nagar (Desabhakth Yadgar complex) Jalandhar on 18th and 19th November 2016. The meeting adopted the resolutions and are submitted to the concerned authorities for necessary action.


In haste, the Govt of India has decided to abandon the 92 years old tradition of presenting a separate Railway Budget from the year 2017-2018. This was recommended as a reform to be undertaken on the 5th year of the 10 years long restructuring of Indian Railways, putforth by Bibek Debroy committee, but implemented in the very first year.

Abandoning of separate Railway budget is nothing but hiding the activities of Railway Ministry from the scrutiny of the Parliament and thereby public scrutiny. It indicates the decision of the Govt to give up the ownership of Railway industry as a whole. It is against the national interest as investments in Railways have a multiplying effect in the growth of the economy in the tune of 5 times as calculated by Sri. Arvind Subramaniam, Chief Economical Advisor of Govt of India. This will hamper the aspirations of people living in undeveloped remote areas.

Indian Railway is the only industry in India employing about 13 lakh permanent employees and 6 lakh contract labourers. It carries about 8397 million people every year at the lowest cost than all the modes of transport. It also serves the nation similar to the nervous system in the human body. So we demand continuation of a separate Railway budget and Parliamentary debate on it. 


The committee for Mobilisation of Resources for Major Railway Projects and Restructuring of Railway Ministry and Railway Board, popularly known as Bibek Debroy committee was appointed to recommend an action plan to gather investment for the long pending projects of Railway development and to resolve the division among the management and work force due to departmental rivalry though all are under the control of the mighty Railway Board.

The recommendations and the 10 years 

long master plan putforth by the committee seems to be in the opposite direction. Unbundling of Indian Railways into various entities as follows is the important recommendation for restructuring the Railway system.

(1) Indian Railway Infrastructure Corporation (IRFC) for the ownership and maintenance of Railway lines, stations, signals and Electrification.

(2) Indian Railway Manufacturing Company (IRMC) to manage all production units like ICF, RCF, DLW, CLW, etc.

(3) Indian Railway Finance Corporation (IRFC) to own the coaches, wagons and locomotives. 

(4) Indian Railway Real Estate Trust to own Railway land, Railway colonies and buildings.

(5) Indian Railway Catering and Tourism (IRCTC) for ticket and parcel booking, catering and tourist trains.

(6) Container Corporation (CONCOR) for container trains.

(7) Separate Special Purpose Vehicles (SPV) for dedicated freight corridor and passenger corridor and all future development projects. 

(8) 17 zonal Railways to be converted into 17 train operating 

(9) companies.

A committee appointed to abate the differences between 7 departments under a single management, suggests dividing the Railways into numerous entities. Further instead of suggesting a solution for the paucity of fund for the development of Railway system, he could only suggest leasing out of Railway coaches, locomotives and paths on the existing Railway lines which was proved suicidal by the experience of British Railways.

Finally, the recommendation to wind up all unprofitable Railway lines and Railway services unless they are taken over by State Government or local bodies will end up in losing an affordable transport to the poor.

So the recommendation of Bibek Debroy committee is anti-labour, anti-people and hence anti-national and need to be scrapped. We demand to maintain Indian Railways as Govt Organ for the service of the common public.


This BGM vehemently protest against the denial of payment at the rate of 55% of their Basic Pay for Pensionary benefit in utter violation of existing Rules.It is also reported that in some cases pay element at the rate of 30% of Basic Pay is not added while fixing the pay of Medically Decatogorised running staff in stationary post.

The President of india has ordered to add 30% / 55% of basic pay representing the pay element in Running allowance, to the Basic pay for in service benefit and pensionary benefits of Running staff. As such the meeting demand immediately corrective action from Railway administration and review the pension and Pensional benefits.


a. Allow distinct levels of pay to Loco Pilot

On implementation of the 7th CPC recommendations, the Loco Pilot (Shg)-I, Loco Pilot (Goods), Loco Pilot (Passenger) and Loco Pilot (Mail) find themselves fitted in the very same Level 6 in the Pay Matrices. This created an anomaly that feeder and promotional post lies in same grade. Moving from one post to other between LP (Shg)-I to LP (Mail) involves shouldering higher responsibilities. Equating them equal in responsibility and skill required to man the post is totally misconceived. In all other categories, higher level is possible by way of MACPS – that is also not for LP.

Added to the above, placing Loco Pilots working in Passenger and Mail/Express trains in the same level on par with Guards working in Passenger and Mail/Express is against all cannons of justice. The medical standard, the skill acquired to man the post, the stress and strain to perform the duty, etc for manning the post of Loco Pilot is much higher than that of a Guard.

Therefore the LP(Pass) and (Mail/Exp) be allowed with a distinctive and higher level in the pay matrices than Guard (Mail/Exp).

b. Allow pay at level 6 for ALPs

The posts of Assistant Loco Pilot are distributed between level 2 and level 4 in 20% and 80% respectively. And both were fitted in GP 1900 and GP 2400 in VIth CPC. The entry qualification of Assistant Loco Pilot in level 2 is Matriculation + ITI (NCVT) for both mode of recruits through RRB and lateral entry through GDCE. They have to be successful in Aptitude Test also. After induction to this post they were given with rigorous training in General and Subsidiary rules (open line) which exclusively deals with rules pertaining to moving of trains in every circumstances, terrain etc. and thorough knowledge in the technical aspect of around 19 types of loco motives. This is agreed by the High Level Safety Review Committee headed by Shri. Anil Kakodkar and had recommended to enhance the recruitment qualification from ITI to Diploma in Engineering. This also not been considered appropriately. 

In various department including Railways the grade pay Rs.1900 of VIth CPC has been allotted level 2 in pay matrix and has been allotted to whose recruitment qualification stands at matriculation with ITI (NCVT). But in all cases who were fixed in level 2, where entry qualification is fixed at ITI no additional training as of for ALPs in Railways before induction to that post. The ALP has to undergo a period of 17 weeks training. Both, who have no induction training and those who undergo induction training cannot be treated alike in starting pay. The additional training over and above entry qualification should be reflected in the emoluments. 

It may also be noted that at present the ALPs have been allowed with level 2, just next position in pay matrix than the lowest employee in Govt of India. It may please be appreciated that the responsibility, skill, the medical standard and the training prior to induction to the post and nature of work in the whole life in the outdoor in all weather conditions, starting and breaking off from duties in the odd hours without a scheduled roster, staying away from their families and high responsibility in ensuring safety in train operations gives an ‘edge’ over and above the lowest employees in Govt service. Their case is to be considered in this background. Moreover the historical relativity with the lowest Govt employee is also distinct. In IVth CPC the initial pay of the lowest employee stood at Rs.196, in Vth CPC Rs.2550 whereas the ALP initial pay was Rs.290 and Rs.3050 in the IVth and Vth CPCs respectively. This Association placed before the Seventh CPC various ground to fix ALP at level 6 corresponding to GP Rs.4200, this may also be considered. In fact justice can be done only if the Assistant Loco Pilots are placed at level 6 and renamed as “Co-Loco Pilots”  as Asst Loco Pilots and Loco Pilots are made accountable equally for all accidents and share equal responsibilities in train working.

c. Merge the post of ALP and Sr.ALP

The Seventh CPC in para 11.40.63 when the question raising the educational qualification of ALP states as follows, “the commission concurs with the view of Ministry of Railways, since the effectiveness of Loco Pilots can be improved by revamping their training rather than enhancing the minimum educational qualification”.(Emphasis added) that speaks the imperative to impart training before induction. While dealing with the case of Assistant Station Masters (ASM) of Indian Railways, the Seventh CPC took a stand that the qualification of the ASM in GP Rs.2800 and the SM in GP Rs.4200 are identical with practically no difference in the functions performed by them and thus upgraded ASM to SM post and allowed the Grade pay of Rs.4200 to ASM also and placed both ASM and SM in level 6. The same is the position in the case of ALPs and Sr.ALPs in regard to their educational qualification and functions performed. ALPs are just 8% of the entire cadre of Loco Running Staff. All the parameters for upgrading ASM to SM and allowing same level in pay matrix are squarely applicable to ALP. Therefore we demand that the ALP be merged with Sr.ALP. 

d. Merge the post of Locopilot (Shunting) l & ll

The same position exists in the cadre of Loco Pilot (Shunting), 50% in GP Rs.2400 and 50% in GP Rs.4200, now in level 4 and level 6 respectively. Though, their functional performance, medical standard are one and the same therefore those LP (Shunting) in level 4 be shifted to level 6. They are also just 4% of the total strength of the Loco Running cadre. We demand to merge the post of LP (Shunting) I and LP(Shunting) II and fitted in higher Level of Pay Matrix. 

e. On empowered committee on Running Allowances

One of the terms of reference for the Empowered Committee on Running Allowance, that to find a factor for fixation of pay in 7th CPC has now become redundant. Other two terms of reference i.e., to review the pay element and review the formula to arrive at the kilometre rate is unnecessary and solely intended to snatch the benefit of employees. Therefore this union demand to dissolve the Empowered Committee on Running Allowance and retain the % of pay element as it is and further demand to arrive at the rate of kilometerage by application of RAC 1980 formula.

The 7th CPC observation in para 8.17.26 and its recommendation in para 8.17.77 be considered for finding the pay portion in the RAC 1980 formula.


Night duty allowance is given as a compensation for health deterioration when working against the nature. No worker is indulging in night duty with pleasure to earn NDA but for compulsion as part of their duty. There is no level playing field between a worker working only during day and a worker working during both day and night and so it is requested to the Ministry of Finance to exempt night duty allowance to all workers in India, in both the Govt and the private sectors, from the calculations of Income tax.


By the end of Vth CPC, the ceiling amount was Rs.6000/- for the KM allowance. According to the recommendations of VIth CPC the KM allowance was doubled from Rs.85/- to Rs.170/-. But the ceiling was not doubled from Rs.6000/- to Rs.12000/- but only to Rs.10000/-, deprived the running staff. Again when the DA was enhanced to 51%, Rs.170/- became Rs.212.50. but the ceiling was not increased from Rs.10000/-. Again when the DA was enhanced to 100%, Rs.212.50 became Rs.255/- but still the ceiling remained at Rs.10000/- which was a grave injustice. The non-running staff whose TA also increased 

according to the hike in DA, are fully exempted from Income Tax, whereas the running staff were forcibly made to pay undue IT in the whole period of VIth CPC. 

So, it is demanded to revise the ceiling amount on the KM allowance to Rs.12000/- from 01.01.2006 and enhance the same by 25% at each stages of 50% and 100% DA hike and re-calculate the IT according to the new ceiling amount with retrospective effect and refund the excess IT amount collected as arrears to all the running staff of Indian Railways.


Persons with disability (Equal opportunity and protection) Act 1995 was adopted by the Govt of India. Section 47 of the Act gives protection from reduction in wage or status on account of medical de-categorisation in the course of employment. The order of the Railway Board vide Lr.No.E(NG)I-2008/RE-3/4 dated 30.04.2013(RBE 41/2013) stipulates no change in grade pay, contrary to the practice of allowing fixation of pay in the corresponding non-running pay scales which was followed until 6th CPC, is against the Act. Denial of 55% pay element in running allowance for the retirement benefit for medically de-categorised staff is also violating the Act. The Hon’ble CAT/Ernakulam and CAT/Kolkata had ordered to refix the pension giving 55% pay element for retirement benefit upholding the provision of the Act vide its decision dated 01.10.2014 on OA No.180/272/2014 This meeting demands immediate correction in the establishment rules to avoid unwanted legal actions by the workers against the Railway administration.


Running allowance rules 1981 stipulates to add 55% of Basic Pay of running staff representing the pay element in the running allowance for retirement benefits. Gratuity is a retirement benefit paid at the rates of 15 days salary for every year of qualifying service to a maximum of 33 years. For arriving at the amount of gratuity, 55% of pay element is added to the Basic Pay, but while calculating the existing DA, 30% pay element is added to the Basic Pay, instead of 55%.

The Hon’ble CAT/ERS directed the Railway Board to calculate the DA basing on Basic Pay + 55% thereof for arriving at the amount of Gratuity. We demand to issue orders to implement the CAT/ERS judgement.


This BGM vehemently protest against the circular asking to intimate the individual measurement of uniform dress to the administration . Entire staff had struggled much to abandon the system of supplying of stitched uniform as it was making them buffoons. There were wide spread complaints of corruption and inferior quality of cloth in the present system of supplying cloth. As a remedial measure the pay commission suggested to pay uniform allowance and staff whole heartedly applauded it.

When that be the position the said letter intended to re introduce the old system of supplying stitched uniform need to be withdrawn immediately .We also demand to allow the uniform allowance at the rate of Rs 10000/- per annum on par with station masters. 


Hon’ble Supreme Court has ruled that children are legally bound to protect their parents and any violation has become a criminal offense. As Such a Railway servant is bound to take care of their parents too. So we demand to include the parents of all Railway employee as dependences in the family composition for privilege passes and PTOs.


The High Power Committee on HOER headed by Sri D.P.Tripathi was an outcome of a decade long struggle. The committee consisted of bureaucrats alone against the desire for a judicial committee. The HPC has undertaken extensive debate on the subject with railway management at all levels from Railway Board to Divisional level. Though the recommendations were not to the expectations of the staff it had a sense of understanding of real problems of loco running staff mainly on the rest and night duty. The committee had recommended 

1) Allow 40hrs PR every week.

2) Ensure minimum rest 0f 16 / 8 hrs at HQ / outstation irrespective of preceding duty hours.

3) Restrict continuous night duties to two and in unavoidable circumstances a 3rd night duty only towards HQ with attendant conditions of minimum 10hrs rest immediately prior to the trip, and a full night in bed immediately after.

4) Duty hours to be reduced by one hour etc.-

The decision of the Railway Board on the recommendation of HPC is totally ignoring the present day working conditions of loco running staff and making them vulnerable to cause rail accidents. So this meeting vehemently protests against the decisions taken and demand to review them in the interest of safety in the light of AILRSA suggestion on duty hours, outstation stay, night duty and periodical rest etc. 


Loco Running Staff of MDU division preferred an appeal against the wrong classification of Loco Running Staff as continuous working with Region Labour Commissioner / Chennai as per the provision of Rule 4 of Hours of work and Hours of Rest rules 2005. After conducting job analysis RLC/Chennai ordered for reclassification of Loco Running Staff working in passenger carrying trains as Intensive category of workers with 6 hours daily duty. The appeal against the order of RLC/Chennai before the Labour Ministry by the Railway Administration was let down vide order Appeal No.Z-20026/13/2012/CLS-1 dated.18.02.2013 and the decision was published in Govt of India Gazette and it become final order in the subject.

This meeting vehemently protest against the lethargy of Railway Administration in implementing the same, though it has serious effect on the safety of the millions of Railway passengers. We demand implementation of the same immediately.

Indian Railways is heading for introducing trains running at 160 kmph on the present network and trials are going on. We demand limit the working hours to 5 Hours with maximum 4 hours running duty for such high speed trains.


In appreciation to the High technical know how needed for the safe operation of loco motives due to the technical modifications brought in locomotives by the way of increasing the output power, installing digital technology in controlling system and the need for faster trouble shooting in case of failure etc. HLSRC has found that persons with ITI qualifications will not be competent enough to handle those locomotives. So he had recommended increasing the minimum educational qualification for recruitment for the post of ALPs to Diploma in Engineering.

There were a large increase in number of signals its interlocking and combination of different types, multiplicity and confusing locations has made it difficult to identify the correct signal to the approaching loco pilot and also the level of concentration on signal has practically lowered. In order to maintain the standard of safety, HLSRC had recommended to provide cab signalling arrangement in loco cabs to assist the Loco pilots in picking up the 

correct signals. These modifications need a very little expense and have magnificent effect on railway safety and we demand to implement them on a war footing. 


The increase in number of Indicative accidents of Passing signals at danger had compelled the Railway management to work on it. The meeting of Railway officers controlling running staff and loco running supervisors deliberated on the subject and they had put forth 57 recommendations to Railway Board and Railway Board had circulated the same to all GMs for implementation wide Ltr No.2004/M(L)/466/7101 Dated: 14.06.2012. Staff side had welcomed the recommendation whole heartedly. To our dismay none of the recommendations are taken up seriously by the zonal management and the Railway Board remain silent on it, showing the utmost neglect to Railway safety. We plead to implement the recommendations.


Rules regarding brake power has got significance in the field of every moving vehicles. The Loco Pilots are handling locomotives as well as passenger and goods train originated 1000 and more kilometres away. So the need for a uniform rules and procedures applicable for whole Indian Railways is mandatory and every loco pilots have to be well conversant with them including any corrections as been done with GR & SR. we demand supply of Brake Power Rule book to every Loco Pilot and ensure updating the same with correction slips whenever changes are made in the rules. We demand a uniform rule on the following aspect which are most essential for safety.

1. The format of Brake Power Certificate with specific entry regarding validity in terms of distance or destination or path as the case may be, provision to make entries by GDR and TXRs as stipulated in the rules and the general conditions causing invalidation.

2. The responsibilities of loco pilots with regard to BPC and Brake Power

3. Validity, renewal of validity combining & segregations or attaching & detaching of coaches and wagons, clearance of trains in case of invalidation of BPC 

4. etc.


Locopilots normally apply A9 valve to minimum reduction- reduces brake pipe pressure from 5kg/cm2 by 0.5 kg/cm2 and to service position – reduces BP pressure by 1 kg/cm2 on run. The practise of checking the brake power by TXR with 1.5kg/cm2 reduction in pit line and with ‘0’ BP pressure on platform is not correct as the normal application on while on run 0 – 1kg/cm2 reduction in brake pipe pressure. Therefore instructions to be given to train examiners to check brake power by reducing BP pressure by 1kg/cm2 at the maximum. 


Whenever there is a change in the complement of signalling at a station or on a section or whenever signals are newly erected or re-sited, a caution order shall be issued for a period of 10 days (in most of the Railways) after the signal has been brought into use, drawing the attention of Loco Pilots.

In the present context of inter divisional and inter zonal links, working in a particular section may not repeat within 10 days and in the cases of attending refresher courses for both technical and G&SR, a person may not work any train for a period of nearly one month. In such circumstances, providing the information regarding the change in complement of any signal or newly erected / re-sited signal, etc through standing order book at the crew lobby alone will not be sufficient as it may not be recalled when in need.

Hence this union demands the Railway Board to modify the existing instructions and to give a caution order for the newly erected / re-sited signal, etc for a period of three months in order to uphold the safety in Railways.


An Assistant Loco Pilot invariably to be provided as part of the engine crew as existed earlier while imparting practical Loco Handling training before promotion as LP(Goods) vide ref no.2004/M(L)/466/7101 dt.31.08.2009 in order to have an undivided attention on trainee Loco Pilot while driving. Also Supervision of Loco Inspector for 1000 Km shall be preceded and a provisional competency certificate to be issued to the trainee Loco Pilot (Goods) to work under the guidance of regular Loco Pilot( Goods) for 1500 km as the responsibility of regular Loco pilot and Trainee Loco pilot has not been clearly demarcated. Keeping and leaving the trainee loco pilot in maneuvering the train alone in the case of loco trouble on run / on run examination is not desirable in view of safety and hence provision of ALP has to be restored as existed earlier.


The VCD provided in the locomotives is for monitoring alertness of the crew through multi resetting inputs by specified normal activities of crew. Recently, the acknowledgement push button in the VCD unit on Assistant Loco Pilot side is isolated and hence the feed of 

resetting inputs has totally fallen on the operations of Loco Pilots alone. At the same time VCD reset input by the operation of horns, on both the Loco Pilot and the Assistant Loco Pilot sides, was also disconnected which has only over burdened the Loco Pilot especially while approaching a danger signal at ‘ON’ at slower speeds during which period the application of brakes through A9 will be minimum and may not be sufficient to activate the VCD reset input point. It is also to be noted that the operation of A9 in three phase electric locomotives does not trigger the VCD reset input point. 

This union demands i) the reset input from horns is to be restored on war foot basis to reduce the hardships on Loco Pilots. Especially in electric locomotives the placement of PVCD pedal is in close proximity of PVEF and sometimes while braking PVCD is pressed continuously instead of PVEF. ii) The number of reset inputs by the operation of Loco Pilots are to be increased like DJ tripping through BLDJ, all positions of MPS and a separate push button on left hand side of the Loco Pilot (near A9 handle) which will enable the Loco Pilots to pay undivided concentration on good lookout / sighting signals and to avoid penalty brake application through VCD.


As the Indian Railways is planning to run more High Speed Trains and trains are required to run always at Maximum permissible speed it is imperative on the part of Indian Railways to install TPWS a type of In-Cab signalling system in tandem with HLSRC and HPC recommendations so as to ensure safe train working.

Locomotives are to be equipped with Air-conditioning system ensured with good maintenance of it. Also locomotive are to be provided with toilet facilities to enable the crew to ease themselves.

Loco motives are to be maintained with good fettle with respect to sanders, wipers, gauges/ instruments/ cab lights, head lights brightness / focusing especially in WAP7 Locomotives, cab seat for crew and other aspects in rest to standardisation of cab equipment in order to achieve good enginemanship.

Bring uniformity in cab design and operation as suggested by SPAD committee.


Engine crew has to be allowed with meal break time as in the case of foreign railways as the need for it emerges in the present changed scenario in train working. 


Running rooms conditions are to be improved by improving ventilation and are to be provided with air conditioning to suit the present day situations to take proper rest. The power disruption during day and night hours in the running rooms is preventing the staff from taking quality rest. Hence, this Association demands that an Uninterrupted power supply has to be maintained.


It is a general concept among the loco pilot especially of those who are running the mail and express and super-fast trains that a mere assistance from the asst loco pilot is not sufficient to run the train safely and punctually it may be noted that 80% of SPAD cases the involved train are Mail/Express/Super Fast trains for an effective assistance to the loco pilot as well as a check and balance an equally qualified men should be booked as a co pilot for this trains instead of ALP. 

The High Power Committee (HPC), the SPAD committee of Railway Board, the RAC 2002 all were recommended to provide co-pilot for Mail/Express trains which have a maximum speed of 100 kmph and above. Expecting the ALP to stop short of the signal by applying emergency brake and assist the LP in driving the train in high speed, and the ALP have no driving experience at all is totally absurd. This association urges the Ministry of Railway to reconsider its decision to reject the recommendation of HPC in this regard and accept the recommendations in tis true spirit. Financial implication shall not be criteria for implementing the same.


The present system of filling the vacancies of Loco Inspectors need entire change.

At present General selection policy, the incumbent from Loco Pilot (Goods) to Loco Pilot (Mail) are called for selection. As a result of this in many divisions 95% of Loco Pilot (Goods) were selected as Loco Inspectors.

It may be noted that the very purpose of the post of Loco Inspectors is invariably meant for monitoring the performance of Loco Pilot from Goods to Mail. The Loco Inspectors expect to correct the bad technique adopted by the Loco Pilots and impart better driving techniques to the Loco Pilots.

It is experienced that the Loco Pilots who were selected from the post of Loco Pilot (Goods) lack the experience of driving technique, skill, knowledge that are required to run the Mail/Express and Superfast trains, so as to monitor, impart technique, etc especially to the Loco Pilots who are working Mail / Express and Superfast. This lacunae in the General selection to the post of Loco Inspector, had serious impairment in monitoring, impart new technique and rectify the bad tendency in driving Mail / Express and Superfast trains. Those who have sufficient experience in driving such trains can monitor, impart and correct the bad practices in driving the Mail / Express trains. The increasing SPAD case among Mail / Express Loco Pilots should be seen in this perspective. Therefore this union urges to draft the Loco Pilots who have sufficient experience in all types of trains, such as Goods, Passenger and Mail / Express to the post of Loco Inspectors and not the Loco Pilots who have only experience in moving Goods trains. The General selection be modified accordingly.


This meeting demands to fill up the leave reserve posts in all the grades of Locomen and demarcate them in the annual cadre review. It is also reiterated, separate trainee reserve post of 10% apart from 30 % leave reserve post to be maintained as per the Operating Manual 2008. At present treating the trainee reserve post within the 30% leave reserve is quite insufficient and Loco Pilots are facing difficulty to get leave / sick leave. Calculating the trainee reserve post within 30% of leave reserve, reduces the leave reserve percentage which comes lesser than the other stationary posts which is very unfair comparing the duty nature of Loco Running Staff. Hence this meeting demands the annual cadre review of Loco Running Staff shall be carried out considering the above.


Indian culture gives utmost respect to women and also administers special safeguards to their dignity, privacy and safety. There are many rules made under many Acts passed by the Govt of India. There are special provisions for women employees for providing lavatories at work place, concession to the lactating mothers, accommodation facilities with woman caretaker and isolation protection at work place, etc. Such things need to be taken care of by the Railway administration while inducting women into the running cadre. We demand to provide the legitimate facilities to them immediately.


Aptitude test for loco pilots goods prior to their promotion as Loco Pilot Passenger / Motorman found cumbersome and many candidates could not qualify over Indian Railways due to change in the mode and method involved in evaluation. Moreover the standard of English language used could not be easily comprehended by the candidates and hence they could not answer well. The one day training imparted prior to the aptitude test is also insufficient and does not match the aptitude test module.

It is pertinent to point out that the HPC has already recommended to modify the level of aptitude test considering the entry level qualification of ITI which clearly demonstrates that aptitude test is of higher standard.

This meeting strongly protests the change of evaluation method and urges the administration to revert back to the old evaluation method thereby enabling the candidates to pass the test and avail their promotion in time without losing seniority.


In 2004 vide RBE 04/2004 dated 21.04.2004 Railway Board introduced a safety related VRS scheme for the Loco Pilots and Gangmen in the age of 55 to 57 years offering jobs to their wards stating they are a safety hazard and prone to serious lapses causing accidents due to reduction in their reflexes. The condition that the Loco Pilots’ children will get only ALP job and Gangmen’s children only Gangmen job appears to be feudal in nature where carpenter’s son become carpenter and barber’s son barber, etc. ALP job requires A1 fitness apart from ITI and children who do not possess A1 fitness are deprived from job because of “only ALP” condition. Also employees having only daughters are forced to take up ALP or Gang women jobs which are very much suitable only for males.

In 2012 vide Ltr No. 2004/M(L)/466/7101 dated 14.06.2012 Railway Board through its minutes on SPAD in E2 states that “since in most SPAD cases, Drivers above 55 years of age are involved and so the retirement age of Loco Pilots should be reduced to 55 years or they should be made CC/PRC/LI if they want to continue beyond 55 years of age.”

So this union urges before the Railway Board to implement the SPAD committee recommendations as follows:

(1) The Loco Pilots be retired at the age of 55 years offering job to their wards in minimum scale of any Group ‘C’ job according to their qualification removing the cap on “only ALP” job.

(2) The Loco Pilots who do not want job for their wards be allowed to retire at 55 years of age fixing their pay with five future increments for retirement benefits and pension.

(3) The Loco Pilots who do not want the above two options be given CC/PRC/LI as said in E2 of SPAD minutes.

(4) The 33 years condition of safety related VRS be reduced to 20 as in the case of LARGESS.


Insisting the running staff to reveal their personal gadgets/accessories/phones etc is intrusion with their privacy. Railway administration may use its own men and machinery to ensure that staff on running train is not talking in their personal/CUG phone. The declaration of the railway board that they will e-monitor the CUG/personal phone and access call data recorder is highly condemnable and is a criminal offence. Hence telecom policy circular no. 14/2012 should be withdrawn. Loco running staff should be allowed to use their phones when the train is stationary.


Loco running staff are bound to stay away from their head quarters for three to four days as part of their duty and are working under an unscheduled duty roster. So only 30% of running staff are able to cast their votes on all elections, which is against the spirit of democracy. So this BGM pledged before the election commission to extend the facility for postal votes to this essential category of workers in Railways.


This BGM vehemently protest against the indiscriminate prosecution of Loco Pilots for the death of Elephants on the Railway track .It is a known fact to all that trains can not be stopped on seeing an obstruction owing to its heavy trailing load and high speed. So the Railway track remain a protected area and any body entering the Railway track is considered as a trespasser. With out appreciating this position in many places under Northern railway and at some other places , the forest department is prosecuting Locopilots. We demand to stop this practise and also to withdraw the FIRs already filed.

We demand the Railway administration to take up the issue with concerned ministries and protect the employees involved in such incidents.


We demand an impartial enquiry by CRS into the rail accident near Ranchi in which an engine crew was crushed to death by an uncontrolled track machine to bring out the lapses of all departments and to take proper corrective action.


The aspiration and expectation of the Loco Running staff of Indian Railway are formulated in the charter of demand enclosed here with.

This Biannual general conference expect the Ministry of Railways will appreciate our demands and resolve the same amicably. A negative attitude leads to unrest, resentment and let down feeling among the Loco Running staff, which constrains us to take extreme steps to go for the direct action in a day after 1st march 2017.

Charter of demand

l. Ensure 14.29% raise in pay fixation under Vll CPC

The Govt. Resolution on VII CPC stipulate that 14.29% raise in pay is to be ensured while fixing the pay in new pay matrix, in consideration that unlike other employees the DA component of Running staff is in a different footing. The illustration given in the notification does not satisfy the policy in the resolution in this effect and we demand to issue orders to ensure 14.29% increase to running staff also.

ll. Scrap empowered committee on Running allowance

The only intention behind the constitution of the above empowered committee on running allowance is to abrogate the benefit of running staff enjoyed for the past several decades, such as the pay element and the well settled formula to calculate the rate of kilometerage allowance. Any abrogation on these will drastically reduce the pay packet of running staff. More over the relative increase in pay allowed to Govt. Servant on implementation of Vll CPC will not accrue to the running staff.

lll. Rectify the anomalies in the levels of pay allotted for Loco running staff

By allotting level 6 to all the posts from locopilot shunting to locopilot mail created a position that the feeder and 3 promotional posts lie in the same level in the pay matrix. There is no enhancement in pay on shouldering higher responsibility when moving from one post to the higher post, each of which demand more skill and higher responsibility.

Added to that the level allotted to Asst locopilot is just one stage above the lowest post in Govt. Service. It may be noted that the recruitment qualification ,the medical standard and the induction training required to man tha post of ALP are at a higher level than the lower post. Many posts in other department in Railway as well as in Central Govt has been allowed with much higher level than the ALP.

lV. Review the decision of Ministry of Railways on HPC recommendations

The Govt. Of India agreed to constitute a judicial committee to go in to issue or working hours and rest periods of running staff in the year 2006 with the JCM. After a considerable delay, the ministry of Railways constituted the HPC with railway officers, denying judicial committee for an impartial assessment of the matter.

The said committee, though its members are erstwhile Railway officers , after detailed analysis and deliberation not only with the staff side but also with highly placed officers of Railway, submitted its report in the year 2013. After two years, Railway board, in the name of accepting these recommendations, diluted it to an extent that it became a rejection of the recommendations.

V. Reconsider the decision to impose removal from service as minimum penalty for SPAD

Though the high power judicial committee headed by H.R.Khanna and many other committees had recommended/ suggested not to impose removal from service for simply passing a signal for a few meters. But the Railway Board is not changing their mind set. Even in the cases where there are contributory factors such as total failure of brakes that lead to the SPAD the Railway insists that the disciplinary authority should not take the contributory factors into consideration and to impose removal from service. This is arbitrary, inhuman and against all cannons of justice and fair play.

VI. Scrap NPS

Scrap PFRDA Act and New Pension System (NPS) and grant pension and Family Pension to all Railway employees recruited after 01.01.2004, under Railway Services (Pension) Rules 1993.Running staff are compensated for the tough and inhuman working condition while on service by way of allowing an enhanced rate of pensionary benefit adding 55% pay element to basic pay. The NPS does not take care of this aspect and hence demand to continue the old defined emolument pension scheme.

Thanking You

                                                                                                                            Yours Faithfully


                                                                                                                    Secretary-General AILRSA 

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