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. (30 pages) 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 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 atleast 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.
********
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