Representation to the Fast Track Committee, Railway Board. New Delhi (Motormen Genuine Demands)

Download this demand letter

Representation to the Fast Track Committee, Railway Board. New Delhi
JOINT ACTION FORUM OF CENTRAL & WESTERN RAILWAYS MOTORMEN
AND LOCO RUNNING STAFF.
MEMORANDUM BEFORE THE FAST TRACK COMMITTEE
To,
The Convener,
Fast Track committee,
(Executive director/PC-1 RAILWAY BOARD),
RAILWAY BOARD, RAIL BHAVAN,
NEW DELHI.
SUBJECT: Representation from Joint Action forum of Central and Western Railway Mumbai
Division.
Ref: ERB-1/2010/23/7, DATED 15 FEB 2010.
Respected Sir,
At the outset, the joint action forum appreciates the eagerness shown by the Railway administration to look
into the grievances of loco running staff including motorman. Hoping that the sincere efforts will be taken
to redress the same.
The joint action forum (JAF) with a very less margin to incorporate all the grievances faced by loco
running staff & the motorman sincerely request your good self to please refer a detailed memorandum
submitted by loco running staff association dated 15.07.2009 addressed to Chairman, Railway Board.
1. Assistant Loco pilot and their pay packets:
The 6th pay commission has introduced a new system of allotting the grades and is known as pay
band and grade pay instead of pay scales as done by previous pay commissions. Pay commissions
has allotted only four pay bands and for all the categories & the different grade pay which identify
the category.
Low entry grade pay to Assistant Loco Pilot: the recruitment cadre to loco running staff category is
assistant loco pilot. The required qualification is matriculation plus ITI, preferably diploma in engineering.
After recruitment through RRB, they are required to under go a stringent medical examination of standard
“AYE ONE” which is to be maintained throughout the service as running staff.
Required qualification which is stated as “preferably diploma in Engineering” clearly indicates the
importance of the post. After the entry qualification he is required to undergo 18 months initial training
which includes about 20 types of loco motives of electric and diesel traction. Apart from that safety rules,
operating rules, loco motive trouble shootings, knowledge of location of different equipments on different
types of locomotives, knowledge of coaches and wagons, fire fighting training, function of shed, crew
lobby, control office and the rail road learning of his jurisdiction, which include location of innumerable
signals, whistle boards, gates, different station layouts, UP and DN gradients, and so on. In case if anything
goes wrong during the working period shares equal responsibility and bears equal punishment as of loco
pilots.
The lowest pay of central government worker is in pay band-1 (Rs. 5200-20200) + grade pay of Rs. 1800.
Without considering the high standards of training, medical standards and the skill required to perform
duty as assistant loco pilot, the grade pay of Rs. 1900 is allotted to him, just Rs. 100 more than the lowest
Dated 25.03.2010
Representation to the Fast Track Committee, Railway Board. New Delhi
post in government service. The working condition, longer working hours, unscheduled roaster, subjected
to climatic fury & isolation from family and relatives and so on do not have any comparison to any
similarly placed force.
It is to be noted that assistant class II in Calcutta mint under ministry of finance in grade of 3050-4590 is
upgraded to the grade of 2800. The recommendations of 6th CPC on merger of pay scales was that it should
first be seen that the scales only be merged if there is no functional difference. Whereas the duty attached
to each post of loco running cadre have functional differences.
Prior to 5th CPC corresponding non running grades was equal to that of senior clerk which was Rs. 1200-
2040 and many medically de categorized ALP’s were absorbed as Sr. Clerks , which is now having PB-
1+2800 grade pay. In other words medically de categorized ALP will get 2800 grade pay and the proper
ALP will get 1900.
The vertical and horizontal relativity of pay of ALP with the guard was existed from 1st CPC have been
completely shattered.
The following position shows the correct picture:
PERIOD ALP/FIREMAN GUARD ASSTT. GUARD
1st CPC Rs. 75-105 Rs. 60-170
3rd CPC Rs. 290-350 Rs. 290-400 Rs. 225-270
Cadre
Restructuring 1983
Rs. 290-350 Rs. 330-500 Rs. 225-270
4th CPC Rs. 950-1500 Rs. 1200-2040 Rs. 950-1400
5th CPC Rs. 3050-4590 Rs. 4500-7000 Rs. 3050-4590
6th CPC Grade pay 1900 Grade pay 2800 Grade pay 1900
From the table it is seen during the first CPC the payment of guard was much lesser than ALP. The
payment of guard was raised and made equal at 3rd CPC. The payment of guard surpassed ALP in the year
1983 by cadre restructuring committee of railway board. 5th CPC further raised the pay of guard much
above ALP. Now 6th CPC followed the same and ALP is put at the grade pay of Rs. 1900 and the guard is
fixed at a grade pay of 2800. The 6th CPC allotted 1900 grade pay to assistant guard equal to ALP but the
responsibility attached to the post of ALP and Asstt. Guard defers in many folds. In many of the trains
assistant guards post is being abolished, itself reflects the importance of assistant guards in train working
where the trains are running without assistant guards. And therefore the ALP grade pay is brought in par
with guard. i.e. Rs. 2800.
The duties and responsibilities of ALP have changed drastically from 1st to 6th CPC. The responsibility
increased, higher skills required, stringent induction training & the medical standards in all the ways higher
than the guard where there is no change in the responsibilities of guard from 1st CPC TO 6th CPC. And
therefore the grade of ALP should at least be improved to the grade pay of guard i.e. Rs. 2800.
2. Loco pilot and their pay packets:
2.1. Anomalies due to merger of pay scales:
The following six categories in loco running cadre with different pay scales and distinct functions are
allotted with one and same grade pay of Rs. 4200 in PB 2.
Representation to the Fast Track Committee, Railway Board. New Delhi
A. Loco pilot (shunting) grade I Rs. 5000-8000
B. Loco pilot (Goods) grade II Rs. 5000-8000
C. Loco pilot (Goods) grade I Rs. 5500-9000
D. Loco pilot (pass II) motorman II Rs. 5500-9000
E. Loco pilot (pass I) motorman I Rs. 6000-9800
F. Loco pilot (Mail) Rs. 6000-9800
The recommendation of the commission on merger of pay scales was that, it should first be seen if the
posts in the three scales viz. 5000-8000, 5500-9000 and 6500-10500 can be merged without any functional
differences. The duties attached to these posts in the loco running cadre have functional difference.
Therefore on functional consideration distinct grade pay should be allotted to each of the post.
In 1997 fast track committee (FTC) has allotted higher and distinct scale of RS. 6000-9800 exclusively for
loco pilot (mail)/loco pilot grade I. The contention of the 6th CPC that the new scale is given only because
of bursting out of pay of loco pilot (Mail) is baseless. If it was so FTC would have solved by increasing
the upper limit of 5500-9000 scale to 9800. But it was done to maintain the historical relativity with Mail
guards. The scale of Rs. 6000-9800 in nearer Rs. 6500-9000 as such merging is unjust. Otherwise the loco
pilot (pass) grade I and loco pilot (Mail) would have automatically gone to grade pay of Rs. 4600 in PB 2.
Another anomaly is that 27% of loco pilot (Goods) & loco pilot (Pass) who were getting the pay in the
next higher grade is merged to the lower scale.
The revised system of allowing same pay structure to all these six categories will result in difficulties in
filling up higher posts as no increase in pay is allotted for taking up higher responsibilities. So all these
post with distinct functions should be given different grade pays.
The staff nurse in the scale of Rs. 5000-8000 and nursing sister in the scale of Rs. 5500-9000
were given grade of Rs. 4600 and 4800 respectively. Asstt. Nursing Suptt. In the scale of Rs.
6500-10500 was allotted with grade pay of Rs. 5400 i.e. even in the case where there is least
functional differences, three distinct grade pays are allowed whereas LP (Shunting), LP (Goods)
and LP (Mail) having distinct functions were not given higher grade pays.
2.2 Grade Pay of Motormen
During pre & post independence the majority of drivers were illiterate and the Guards were considered to
be from literate categories. Even then, the grade of the drivers was much much higher than that of the
guards. Reasons were functional differences, higher responsibilities and higher medical standard. With the
passage of time the scenario has changed. Now a days there is NOT a single driver who is illiterate (the
minimum required qualification for motorman is 1st Class B.S.C. (physics) or engineering diploma and not
an ordinary graduation) and the above reasons are still continuing, but unfortunately the difference in
grades have been gradually nullified.
The VI Pay Commission recommended the SCALE OF PAY of Motorman to be upgraded to Rs.6500-
10500, giving due consideration to the Qualification in Engineering, Technical field, medical standard of
AYE- One and high psychological Standards required for quick identification of signals, and high reflexes
required while encountering view ahead, Hence though Motorman can be allotted higher GRADE PAY in
VI CPC correspondingly, on the pretext of the matter of supervision by supervisor, whose pay will require
Representation to the Fast Track Committee, Railway Board. New Delhi
to be correspondingly upgraded, which in turn may not have been found suitable to upgrade the grade pay
of supervisors, and hence they have suppressed the grade pay of motorman/ loco pilot to 4200, which is
very absurd.
This above is mentioned in Para 7,36.50- page 524 of the 6th CPC report (Annex A page – 25)
Where as In the case of Commercial Inspectors. It is observed by the V1th CPC in Para 7.36.19, that,
duties of Commercial Inspector does not include direct supervision of the commercial clerks, ECRC etc
but are more inspectorial than supervisory. This hold good for Loco Inspectors also. The work of Loco
Inspectors is not supervising the Loco Pilot but is more inspectorial
Now the Railway Board letter RBE No.226/2009 dated 22/12/2009, Annex B (page -26) which has
mentioned specifically for fixation of pay on 01/01/2006 for those in scale of 6500-10500 and causing
functional disturbances shall be given GRADE PAY OF 4600
One more fact is that Guard at TRAILING end of EMU train and Motorman or Loco Pilot at Driving /
Leading end used to have a difference of scale
VI CPC Grade pay V CPC IV CPC III CPC
Motorman 4200 5500 – 9000 1600-2660 550 – 700
Guard 4200 5000 – 8000 1400 – 2300 425 – 640
Regarding this matter, a Para (Annex – C on Page no – 27) in Gazette of India states those working at one
place of work and having different Pay Scale in previous PC having Higher Pay Scale will be given Higher
Grade Pay.
“A medically unfit loco Pilot can be posted as Guard (of same grade pay) but medically unfit Guard can
not be posted as a loco Pilot”, clearly indicate that the loco Pilot has to shoulder very high
responsibilities compared to Guard or any other employee, hence the grade pay of a loco Pilot /
motorman has to be higher than a Guard”
Comparison of pay of Mail Driver and Mail Guard
Year 1947 1959 1973 1985 1986 1996 2006
Mail Driver 260 335 550 700 1640 6000 4200
Mail Guard 150 205 425 455 1400 5500 4200
% Difference 73 63 29 54 17 9 0
Representation to the Fast Track Committee, Railway Board. New Delhi
Due to merger of 5000 –8000, 5500 –9000, 6500-10500 the guard/JE grade pay became 4200 and similarly
Motorman got 4200 but to maintain earlier parity / difference the Grade Pay of Motorman, Loco Pilot
should be 4800.
The grade pay is a factor which is same at leading driving end and trailing tail end. Regarding grade pay It
is mention on page no.39, (sec 2.2.11) Annex C (page 27), that grade pay will determine the status of post
and thus a senior post is given higher-grade pay. It is to be noted that on a train/ EMU train has two ends.
Leading end that is driver (m/man) end other is trailing end that is guard end. The motormen are recruited
in old grade of Rs 5500- 9000 where as guard in Rs 5000- 8000, further it is mentioned on page no.41(sec
2.2.13vi) Annex D (page 28) that ‘grade pay will invariably be more for higher pay post”.
It is clear that railway board has made major irregularities and injustice to motorman in respect to 6 CPC.
Up to what extent can it be justified that one category having higher basic (5500) who works in much
harder conditions, is merged with other categories of lower basic (5000) with lower risk (like JE-II and
Guard).
It is made so clear by 6th CPC that no category will suffer of injustice and irregularities of Pay. To ensure
this, they have made some clear recommendations in gazette of India part B section I, para II (Annex E
page 29), that in case it is not feasible to merge the posts in these pay scales (5000 – 5500) on functional
considerations the posts in the scale of 5000 – 8000 and 5500 -9000 should be Merged with the post in the
scale of 6500- 10500, 7450 – 10500
In addition to this it is mentioned on page 49 (sec2.2.21v) (Annex F page 30) regarding merger of pre
revised pay scale of 5000-8000, 5500-9000 for some other categories the grade pay is 4200. However
motorman category recruitment grade is 5500 -9000 and cannot be merged with lower grade 5000-8000
which was not in existence for m/man in past. As motormen are recruited in grade 5500- 9000 and should
be merged with the post in the scale of 6500- 10500, 7450 – 10500. After considering the above
recommendations the following questions arises -
(i) Is it feasible to equalise the motorman from running category of higher basic (5500) to
other stationary job categories of lower (5000/-) basic?
(ii) Is it same functional conditions of motorman and other stationary jobs?
Fast track committee may easily come to a conclusion that functional condition of other
categories is much differing than that of the motorman. So there is more than adequate
justification to modify the grade pay on higher side.
Representation to the Fast Track Committee, Railway Board. New Delhi
2.3 Adverse effects of modified ACP:
Directly recruited motorman are appointed in grade pay of Rs. 4200/-. On completion of 10 years,
he will get his first financial up gradation to grade pay of Rs. 4600/-, 20 years to Rs. 4800/-a7 30
years to grade pay of Rs. 5400/-
Similarly pro guard with whom loco running staff has an established relativity will get his third
promotion under modified ACP to grade pay of Rs. 4800. The third promotion to directly
recruited station masters, ministerial staff, commercial clerks etc will also attain the grade pay of
Rs. 4800. In case of technical supervisors the third up gradation is to the grade pay of Rs. 5400.
The senior loco inspectors and senior section engineers (SSE) are now in the same scale of Rs.
7450-11500. As per ACP the grade pay of SSE will become Rs. 5400 whereas the loco inspectors
shall remain at Rs. 4800.
In summary the grade pays of Loco running staff be modified at least as under:
Fire man (II) PB1+GRADE PAY Rs. 2400
FM I / Assistant Loco Pilot PB1+GRADE PAY Rs. 2800
Loco pilot (Shunting) PB1+GRADE PAY Rs. 4200
Loco pilot (Goods) PB1+GRADE PAY Rs. 4600
Loco pilot (Pass) PB1+GRADE PAY Rs. 4800
Loco pilot (MAIL) PB1+GRADE PAY Rs. 5400
Loco Inspector PB1+GRADE PAY Rs. 5400
2.4 Formula for working out rate of kilometerage allowance
In this connection we cannot accept the recommendations of the committee. We are constrained
to say that the whole concept of introduction of the running allowance scheme by the railway is
not fully appreciated understood by the committee.
Running staff should be paid the pay element according to the basic pay (pay band + grade pay)
of the individual employee and the TA/DA according to TA/DA rules. This is the minimum
concept and is accordance with basic rules.
But without straight away giving it, this has been paid through a scheme of running allowance.
The RAC 1980 dealt the subject well. They recommended taking the mean of the scale as a
compromise formula, otherwise different and distinctive rate have to be derived to different
stage in the pay scale as the individual employee is entitled for pay element according to basic
pay. Deriving different rate for different stage in basic pay is cumbersome and impractical. It can
also be noted that while taking mean of the basic pay in fact, those who are in higher basic pay
will lose and those in the lower pay will be benefitted. If the minimum of pay scale is taken to
arrive at the rate, the individual employees who draw higher pay will not get the actual amount of
the pay element which is statutory in nature. If the maximum of basic pay is taken to arrive at the
rate, then unintended benefits will accrue to those who are in lower scale. That is why the RAC
1980 recommended taking the mean pay to arrive at the rat. It was an equitable decision. And the
staff not protested even though there was a loss for those who draw higher in the scale.
The present recommendation to take the minimum of pay band be seen in this perception. Those
who draw higher pay in the pay band will get a lesser amount of pay element, that too a very
Representation to the Fast Track Committee, Railway Board. New Delhi
drastic loss. Pay of many running staff has been fixed in the band above 22000/- and none draws
at 9300/- at present.
The observation made by 6th CPC to pay allowance to reference to minimum of pay in the pay
band in Para 7.36.97 of its report were in the nature of suggestion/illustration and this had
modified through an errata and held that the administrative ministry concerned will need to take a
final view thereon.
Therefore the recommendation may be rejected and mean of the pay band and grade pay be
taken to arrive at the running allowance rate.
The committee assumed the TA/DA rate at Rs. 210, but subsequently order of Railways Boards on TA/DA
has been fixed at Rs. 340 for the grade pay of Rs. 4200. So instead of Rs. 210 an amount of Rs. 340 should
be taken as TA for fixing running allowance. Therefore the recommendation of the committee on running
allowance to double the rate w.e.f. 1.9.2008 has to be rejected.
20 days TA/DA in the formula may be revised at least to 25 days considering the present crew link/pattern
of working.
According to the findings of the committee on bench marking, the national average kilometerage arrived at
was 4700 km. therefore the average kilometers of the loco pilot (Pass) may be taken at 4700 km and the
assistant pilot be taken at 3700 km at arrive at the running rate.
We further wish to point that TA of Rs. 105 was raised to Rs. 340/- with an increase of 3.25 times. In case
of assistant loco pilot the increase in TA rates is from Rs. 55/- to Rs. 210/- i.e. 3.81 times. Therefore the
recommendation of the committee to double the rate of running allowance from 1.09.2008 has to be
rejected.
Representation to the Fast Track Committee, Railway Board. New Delhi
Accordingly it is just to demand that the kilometerage rate of the running staff be raised as follows:
According to the formula suggested by RAC 1980 running allowance from 01.01.2006 to 31.08.2008
LOCO PILOT ASSISTANT LOCO PILOT
BASIC PAY (9300+34800)+4200
2
(5830#+20200)+1900
2
MEAN PAY 26250 14915
30% PAY ELEMENT 7875 4475
NEW TA RATES 105 55
NATIONAL AVERAGE KM 5100 3725
MILLAGE RATE 7875+(105*20) *100= 195.60
5100
4475+(55*20) * 100= 149.65
3725
# Entry pay for Assistant Loco Pilot
After TA revision w.e.f. 1.9.2008 the RAC 1980 formula
LOCO PILOT ASSISTANT LOCO PILOT
BASIC PAY (9300+34800)+4200
2
(5830#+20200)+1900
2
MEAN PAY 26250 14915
30% PAY ELEMENT 7875 4475
NEW TA RATES 340 210
NATIONAL AVERAGE KM 5100 3725
MILLAGE RATE 7875+(340*20) *100= 287.75
5100
4475+(210*20) * 100= 232.90
3725
Running allowance rates when the national average as laid down in the bench marking orders of Railways
and outstation stay worked out on actual figures are taken.
LOCO PILOT ASSISTANT LOCO PILOT
BASIC PAY (9300+34800)+4200
2
(5830#+20200)+1900
2
MEAN PAY 26250 14915
30% PAY ELEMENT 7875 4475
No . of TA/DA 25 25
NEW TA RATES 340 210
NATIONAL AVERAGE KM 4700 3725
MILLAGE RATE 7875+(340*25) *100= 348.40
4700
4475+(210*25) * 100= 261.05
3725
In the light of the above facts, the recommendations of the committee need to be modified.
Representation to the Fast Track Committee, Railway Board. New Delhi
2.5 Arrears of Running Allowance
Pay commission recommendations are being implemented with effect from 1.1.2006, as 30% of our pay is
treated as pay element in running allowance & therefore increased running allowance arrears with effect
from 1.1.2006 and from 1.8.2008 should be paid correcting the formula of rate of running allowance.
According to the calculations as per the existing RAC 1980 the kilometer allowance for Loco pilot is Rs.
195.60 from 1.1.2006 to 31.8.2008 and Rs. 287.75 from 1.9.2008.
For ALP Rs. 149.65 with effect from 1.1.2006 to 31.8.2008 and Rs. 232.90 with effect from 1.9.2008.
Therefore the arrears due out of increased running allowance should be cited as above and the arrears may
kindly be paid to the running staff.
3 Hours of Employment Regulation
Though the HOER is due for its revision and it was assured long back that judiciary committee will review
the HOER but even after a lapse of two years of this assurance, nothing is done. On the contrary present
HOER is flouted freely on whims and fancies of officers.
The well established 16 hours home rest after performing 8 hours duty to the drivers is denied at many
places and offices have twisted the rules to their taste and compelling the drivers to come breaching their
head quarter rest on the threat of DAR action.
In spite of the several assurances on the floor of parliament that vacancies of safety categories will be
fulfilled and safety categories will not be asked to perform more than stipulated duties. The fact remains
contrary to this stand and today in almost all depots about 25% post are vacant in the driving cadre. Even
the post of leave reserves are either reduced or kept vacant which results adversely and running staff is not
getting leave to fulfill his social obligations. Even at many places weekly OFFs are denied or prolonged in
the name of acute position.
In spite of parliamentary standing committee report of Railways recommending 8 hours duty for loco
running, 12 to 14 hours running duties is taken from running staff which is hazardous to the safety.
In spite of the ruling of regional labour commissioner Bangalore that excessive duties should not be taken
from drivers even if he desires. The present administration is not at all bothered about the rest of the
drivers before his commencing the duty & thus duties are continuously allotted without ensuring the
quantum of rest driver has taken. No doubt this over hour work gives a handful salary to the driver but it is
at the cost of safety as well as his health.
We demand that the vacancies should be filled in and driver’s rest to be ensured before assigning him new
duties in the interest of safety at least.
The running staff is performing 365 days of duty without taking any calendar rest. As a human being
running staff also caries social obligations which he is unable to fulfill because if his daily attendance.
Whereas the ministerial staff are getting more than 120 days holiday in a year. Therefore the quantum of
casual leaves of running staff should be increased to 20 day from present 11 days.
4 Signal passing and signal overshooting should be differentiated:
Signal passing at “ON” position means danger signal passing by driver; this is the serious most crimes
supposed to be in the life span of driver. Driver by virtue of this post occupies the leading position in the
engine in train operation and naturally every human being is afraid of this life. And therefore no driver
willingly passes the Red signal. After passing Red signal accident can happen which can claim the driver’s
own life and that is the reason no driver can afford to pass Red signal willfully.
There are several other reasons beyond the control of driver which can result in passing of signals. i.e. poor
brake power of the train; inadequate signal sighting; causing of his distraction of mind due to trespassers
and sometimes his own misjudging of braking distance. This becomes attitude of administration now a
days that signal passing should be treated as most serious crime come what may be the reason and the
person involved should be drastically punished (Remove from service).
Many a times driver able to stop his train just immediately after the passing the Red signal and does not
result either in any loss to the railway property or an accident took place but the driver is forced to go
home under punishment. We demand that where the train is stopped overshooting a Red signal and there is
Representation to the Fast Track Committee, Railway Board. New Delhi
no loss to the Railway property, such incidents should be treated as overshooting of signals and should not
be viewed seriously. Where the driver failed to stop the train short of red signal and continuously passes
two such signals or causes accident or cause damage to the railway property should only be treated as
signal passing case and in such case if no contributory factors are established he may be given punitive
penalty.
5 Issues confined to Motormen grievances:
In addition to the grievances in general as cited above the grievances of motormen are very peculiar
grievances and hence required to be remedied
a. One man handling Job: All the means of transportations in the world are manned by
more than one man as assistant may it be either in Rail as assistant driver, in road
transport, cleaner as assistant to the driver, in airways, co pilots to assist the pilot, in water
ways the different assistant captains to assist the main captain of the ship whereas in all the
metropolitan cities lakhs of commuters are transported by suburban services solely under
one man handling and that is motorman.
All that strain which is to be shared by the assistant is required to be looked into by
motormen. There is no body to assist him in the uneven event or even to call out the
signals, caution orders and thus he remains throughout on the mercy of his fate. The lakhs
of commuters are relaxing in their seat keeping the faith on the motormen who is working
without assistant and therefore we demand that in the fast moving transportation the
assistant driver should be given to the multiple unit trains at least keeping the safety into
consideration. Suburban section has started with 30 km of distance & has gone up to 130
km at a stretch which naturally requires the assistant to the main driver.
Apart from the usual duties of assistant drivers one most important duty is entrusted to him
and that is in the event of driver becoming incapacitated, the assistant driver shall stop the
train and will prevent accident. In case of signal man working of motormen no assistant is
provided to perform this most important duty in the name of DMH handle whereas DMH
handle itself had proved faulty many a times and thus the safety aspect has a wide open
space to float. And this is the reason the assistant driver is to be provided in the local EMU
trains.
In the above Para it is already cited, due to increased pressure, increase in number of
coaches, increase in number of halts due to augmentation of sections, assistant drivers
should be provided on EMU from safety point of view and this demand is for the last so
many years. We demand that keeping the extra pressure of work of assistant driver
on motormen it should be compensated by granting an additional allowance of 40%
of the pay band and grade pay eligible to assistant drivers till the administration is
able to depute assistant driven on the EMU.
b. Computation of kilometers earned
Motormen is treated at par with the passenger driver whereas actually the distance
motorman is required to cover is very less in comparison to the passenger drivers but more
strenuous than the passenger drivers.
The method of computing the kilometers is on hourly basis from the years together so to
say when the local services were manned by 6 to 8 coaches. Now the number of coaches
increased from 6 to 15. In the name of augmentation and automatic signaling territory
system a motormen is required to pass at least 4 times more signals than what he was
doing before 20 years. The number of halts is increased in many folds by the way of
increasing station and by introducing the automatic signaling system. The extra precaution
which are required to be seen are working of AWS system working of computer
technology, dynamic working, increased speed to 100 kmph from 65 kmph, number of
commuters also increased many folds is undoubtedly warrant the revision of computation
Representation to the Fast Track Committee, Railway Board. New Delhi
of kilometerage earned by a motormen. The computation of kilometerage is on hourly
basic as on today i.e. 5 hours and more working 150 km, 4 hours working 130 km, less
than 4 hours is 120 km.
All the taxation that is mental and physical has increased 4 folds than the normal which
was existing 20 years back. We demand that the computation of kilometerage should be
revised 3 times than the existing.
The waiting duties are paid 15 km an hour which is too less to minimum guaranteed kilometers
and as such it should be made 40 km an hour.
c. Suburban Working
Suburban working in Mumbai, Kolkata and Chennai is unique one. For example In Mumbai almost 2300
trains (C/R and W/R) are running every day with an interval of 3 minutes or less and therefore their
services should be properly evaluated in terms of grades and other allowances. When the Railway had
started its suburban services, it was only up to Mumbai –Kurla and Mumbai – Bandra (15 kms) and only
one man was deputed to run the train in this small section, but now in view of increased traffic and
demands, suburban sections have increased up to 122 kms and therefore suburban services are required to
be redefined.
6 Ceiling limit of KMA (Rs.6,000.00) for the purpose of Income Tax should be raised to Rs.15,000.00
per month.
7 Restoration of 15days casual leaves – The Railway Board has manipulated the 5th CPC reports and
has reduced our casual leave arbitrarily illegally where as the 5th CPC never recommended any
reduction in the casual leave to the running staff. The copy of the RTI reply No. 25011/1/2009-Estt(A)
dated Aug 2009 received from the Ministry of DOPT is enclosed for your kind perusal. (Annex – J
page – 46)
The same are to be restored like in case of RPF. Reduction was suggested for those who enjoy 5 days
working a week.
8 Privilege Pass facility to be extended to both parents i.e. mother and father.
Representation to the Fast Track Committee, Railway Board. New Delhi
Sir, this gross injustice required reconsideration in the light of above submission, we hope that committee
will look in to the grievances set forth and render justice. In this connection we would also like to have a
personal meeting with you as early as possible to put forth our views to you, verbally.
Thanking you,
Yours faithfully,
(Devendra Yadav) (D.S.Koparkar) (J.G.NIMSUDKAR)
Chief convenor. Convenor & Zonal Secretary of Convenor & Joint Secretary of
Joint Action Forum AILRSA Rail Kamgaar Sena
(Anil Yadav)
Convenor & President of
AIOBC Association.