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Demands of Western Railway Motormen

(1)      Proper Grade Pay.

The scale of pay to any cadre is based on the Responsibilities on them and accordingly the required qualification for the cadre is being fixed. The qualification for motorman post is BSC 1st Class or Engineering Diploma, No ordinary Graduate can apply for the post. The Motorman owns the maximum responsibility in the Railways and to bear them he is being imposed maximum restrictions on him even after his duty hours too, like –

  • He has to avail full rest before coming ON Duty
  • He cannot consume Alcohol within 8 hours of reporting his duty.

The Railways treat motorman as a Loco Pilot recruited as Asst LP on ITI basis whereas motormen are having different recruitment qualification. Before implementation of 6th CPC the motormen were getting one grade higher to other posts like JEs for their additional qualifications like Psychological Test, Aye One fitness till they serve to age of 60 years which is not required for other posts need Engineering Diploma or BSC.

The 6th CPC considered the same and recommended to upgrade the post by merging in higher grade but practically the Railway board downgraded motormen by merging with lower grades.

 

  1. Justifications for hire grade payThe implementation of 6th CPC by Railway Board has degraded motorman which can be proved in following issues –
    • Motormen were merged with lower grade against the recommendations of CPC (article 7.36.50)
    • Recoveries were made from the motormen after implementing 6th CPC. (Annesure – A)
    • Motormen were issued 2nd Class passes instead of 1st. Later the railway Board has changed the limits of pass entitlement hence all the categories which were not getting 1st Class pass also got the 1st Class pass.
    • De-categorised motormen use to be posted as Section Engineer in grade 6500 – 11000 but now they are being posted as Junior Engineer with the same Grade Pay (previously in Grade 4500 – 9000)
    • Motormen were entitled for RB 4 type of Railway Quarters but now they are entitled for RB 3 type only.

 

2 .Workman want railways to implement this 6th CPC recommendations in real sprit. But railway administration failed to do so, they not only ignored this 6th CPC recommendations but also they start miss interpolation of 6th CPC report in regarding running staff case. See Annexure 1,2,3,4 .

 

3.To support our view we are also presents some major recommendation which is made by 6th CPC’S 

 part 1.1.4,part1.1.8,para1.2.3,para para1.2.3 ,para1.2.18, para1.2.20, para1.2.21, para1.2.23, para1.2.25, para2.1.12, para2.2.19, para2.2.20 etc.( ANNEXURE – 1)

4.But railway totally ignored 6th CPC’S recommendations and make several anomaly regarding motorman category which are mentions under in( ANNEXURE – 1)

 

  1. It is made so clear by 6th CPC that “while fixation by the 6th CPC no category will suffer of injustice and irregularities of pay” to ensure all of this they made some clear recommendation in gazette of India.  In above case the 6th CPC has so clearly recommended the (Gazette of India /  2.2.20 )

#   On account of the proposed merger of pre-revised pay scales of Rs.5000-8000, Rs.5500-9000 and Rs.6500-10500, some posts which presently constitute feeder and promotion grades shall come to lie in an identical grade. The Commission has g6iven specific recommendations about some categories of these posts in the Report. As regards other posts, it should first be seen if the posts in these three scales can be merged without any functional disturbance. If possible, this should be done. In case it is not feasible to merge the posts in these pay scales on functional considerations, the posts in the scale of Rs.5000- 8000 and Rs.5500-9000 should be merged with the post in the scale of Rs.6500-10500 being upgraded to the next higher grade in pay band PB-2 with grade pay of Rs.4600 corresponding to the pre-revised pay scale of Rs.7450-11500. In case a post already exists in the scale of Rs.7450-11500, the post being upgraded from the scale of Rs.6500-10500 should be merged with the post in the scale of Rs.7450- 11500. Besides, posts in the scale of Rs.6500-10500 carrying minimum qualification of either Degree in Engineering or a Degree in Law should also be upgraded and placed in the scale of Rs.7450-11500 corresponding to the revised pay band PB-2 of Rs.8700-34800 along with grade pay of Rs.4600.

  1. Motorman has to maintain themselves fit to the highest medical standard of AYE – ONE, till their retirement.

# Restriction on using of Mobile on Run.

#He is instructed to take full rest before coming ON Duty.

#All medicines are not allowed to consume while on duty for cough & cold.

#Ban on private doctor sick almost throughout the year.

#Any official/ personal work cannot be attended by m/m while on duty.

#Motorman gets removal from service for his unintentional momentarily mistake, no other job has such insecurity of job.

  1. At last but not the least motorman is working 365 days in a year without any calendar day rest. The above said factors which are exclusively present for Motorman in EMU services alone justify him to get better and just pay. It is so clear that motorman working condition, responsibility is far and farthest difference to other category like J.E. or stationery clerk. Hence in keeping mind in view of the toughness of his work, efficiency that mentioned in 6th CPC report. Kindly give proper attention to those recommendations in 6th CPC regarding above condition and revised Motorman’s grade pay accordingly. It is so clear that we are deserved to get 4600 / 4800 grade pay that is recommended by 6th CPC in regards of all this conditions.

 

ANNEXURE- 1

 

Background 1.1.4 The Fifth Pay Commission had recommended that pay revision should, in future, be entrusted to a permanent Pay Commission drawing its authority from a constitutional provision and whose recommendations, made annually, should have a binding character. The Commission, as an alternative, suggested that dearness allowance should be converted into dearness pay every time the cost of living rises by 50% over the base level. In their opinion, DA would normally increase by 50% in a period of 5 years and that this relief could be combined with a decennial exercise of pay revision through a Pay Commission, meeting partially the demands of Central Government employees for a more frequent revision of salaries on the analogy of public sector employees. The Fifth CPC recommended constitution of the next Pay Commission by 2003 so that its report was available by 2006. Although the Government did not appoint the next Pay Commission in 2003, it allowed merger of 50% of dearness allowance with pay with effect from 01/04/20

# Railway done in case of motorman →By totally ignoring this rule railway did not give 1.86 multiplication factor to new motorman. Railway gives another, multiplication factor of 1.69 to new motorman .

 

1.1.8 The Commission, at the very outset, would like to underline the fact that this Report is a holistic document and has to be treated as an organic while since all the major recommendations contained therein are inextricably inter-twined.  Accordingly, any modification in the scheme of recommendations can severely affect the outcome this Report sets out to achieve. The Government, therefore, would be well advised to consider implementing all the major recommendations contained in the Report as a package. Methodology 1.1.9 The Terms of Reference permitted .

# Railway done in case of motorman →In the case of motorman railway follow the 6th CPC Annexure-A but in the same time railway totally ignoring the 6th CPC Annexure-C

1.2.3 In the structure, grade pay has been normally taken at 40% of the maximum of the pre-revised pay scale. Grade pay is, therefore, in the nature of fitment benefit. The pay in the running pay band, as on 1/1/2006, has been computed by adding the basic pay and dearness allowance at the rate of 74% that would have been payable on the existing Fifth CPC pay scales w.e.f. 1/1/2006 had merger of dearness allowance equal to 50% of the basic pay not been allowed from 1/4/2004.

# Railway done in case of motorman → Not properly follow in m/m case

  Post Present pay scale

(P.P.C)

Corresponding grade 40% of P.P.C Providing grade pay Revised pay structure for direct recruits on or after 01/01/2006
  Grade Pay % hike of Grade Pay  
1 Teacher PST 4500–7000 2800 4200 1400/50% more 13500
2 Teacher TGT 5500-9000 3600 4600 1000/28% more 17140
3 Teacher PGT 6500-10500 4200 4800 600/14% more 18150
4 Chargemen 5000-8000 3200 4200 1000/32% more 13500
5 Staff Nurse 5000–8000 3200 4600 1400/44% more 17140
6 Nursing sister 5500–9000 3600 4800 1200/33%  more 18150
7 Motormen 5500-9000 3600 4200 600/17%  more 13500
8 Sr. Motormen 6000-9800 3920 4200 280/7% more 13500
9 Motormen(Pay element 30%) 5500-9000 4680 4200 -480/10.25% less 13500
10 Sr.Motormen (Pay element 30%) 6000-9800 5096 4200 -896/17.58% less 13500
11 Head clerk / Asst. / Steno grade II / equivalent 4500–7000 /

5000–8000

2800 /
3200
4200 1000/32% more 13500

 

1.2.18 The Commission has recommended up-gradation of certain specific categories like Nurses, Teachers, Constabulary and Postmen keeping in view the important functions being discharged by these categories. Parity between field offices and secretariat has been proposed as, in Commission’s view; equal emphasis has to be given to the field offices in order to ensure better delivery.

 

# Railway done in case of motorman → Not properly follow in m/m case.

Railway Board accepted all demands regarding to the most of categories in Indian railway by using 1.2.18, but when most important category turn has come Railway Board completely ignored this 1.2.18. On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter.

1.2.20 Insofar as anomalies relating to the pay scales are concerned, a large number of these anomalies would be automatically settled by introduction of the proposed scheme of running pay bands. Where considered necessary, the Commission has also recommended up gradations of individual posts in order to remove these anomalies. The Commission has, however, taken care to minimize the number of recommendations for such up gradations and the same have been restricted to the cases that were covered by any of the following conditions: –

  1. a)  Where the promotion post had come to lie in a lower scale vis-à-vis any of the feeder posts.
  2. b) Where the promotion and feeder posts existed in an identical scale and the level of duties /responsibilities and qualifications attached to these posts were manifestly distinct precluding their merger.
  3. c) Where, (i) a distinct and established relativity had existed between different posts; (ii) the posts were otherwise comparable on the basis of the functions, nature of the job, qualifications prescribed, level of responsibility attached; and (iii) such relativity was disturbed at the time of or after the implementation of the recommendations of the last Central Pay Commission.
  4. d) Where identical or analogous posts discharging similar functions had been placed in two or more distinct pay scales.
  5. E) Where the functions, nature of the job, qualifications prescribed and level of responsibility attached to the post justified a higher pay scale without causing any distortion or imbalance in any of the established relativities

 

All the individual up gradations recommended by the Commission shall, in no case, take effect before 1.1.2006. This is because the Commission anomalies right from the time of their inception and is of the view that interest of justice will be served if these anomalies are rectified for the present and the future

 

# Railway done in case of motorman → Not properly follow in m/m case.

Railway Board accepted all demands regarding to the most of categories in Indian railway by using 1.2.20, but when most important category turn has come Railway Board completely ignored this 1.2.20. On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter.

 

1.2.21 The Commission is of the view that grant of special allowance for performing the assigned duties in respect of any organization is not justified because the same is taken care of by the salary attached to the posts. The Government has, in the past, extended special allowances in various forms to certain posts in different organisations which, in their opinion, deserved to be paid such an allowance. The Commission is maintaining status quo in respect of these allowances extended by the Government in the past. Insofar as further extension of any allowance on this account is concerned, the principle which should be followed is that more onerous duties should result in a relatively higher pay scale being attached to the post rather than any special allowance. A mechanism exists for evaluating the duties attached to different posts in an organization which should be used to assess the appropriateness of the existing pay scale (proposed to be substituted by grade pay and pay band) rather than granting a special allowance for performing the normal duties. Performance of duties beyond the normal call should, in the revised scheme of things, result in a higher performance related incentive.

 

# Railway done in case of motorman → Not properly follow in m/m case.

Railway Board accepted all demands regarding to the most of categories in Indian railway by using 1.2.21, but when most important category turn has come Railway Board completely ignored this 1.2.21. On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter. By ignoring this railway recommended grant of additional allowance of 1000 Rs / 500 Rs to loco pilot mail /loco pilot passenger train. This is totally violation of 1.2.21.

 

 

1.2.23 The Administrative Reforms Commission is presently functional. It has already made certain interim recommendations. The Fifth CPC had also made numerous recommendations in this regard. Thereafter, the Government had also constituted the Expenditure Reforms Commission. While result oriented approach with greater emphasis on end user satisfaction rather than on mere procedures has been addressed in the Report,

 

# Railway done in case of motorman → totally ignored in m/m case.

 

1.2.25 The number of recommendations made by the Commission is also limited. All the  recommendations are inter-connected and need to be treated as an organic whole. Partial implementation of these recommendations will destroy the underlying spirit, break the common thread and bring in several anomalies and inconsistencies. The Report would, therefore, need to be treated in a holistic manner and the recommendations considered as a package.

 

  • The objectives with which PSUs have been set up are not comparable with that of the Government.
  • The autonomy granted to PSUs in the matter of determining their pay scales does not render an equal comparison possible.

 

Therefore, instead of attempting to make any comparison, the result of which is likely to be misleading, the Commission has deemed it more appropriate to devise a pay package for Government employees incorporating the best practices related to remuneration in the Government and the non-governmental sector, which, while meeting the aspirations of the employees, will also enhance performance and accountability.

 

# Railway done in case of motorman →In the case of motorman railway follow the 6th CPC Annexure-A but in the same time railway totally ignoring the 6th CPC Annexure-C

 

2.1.12 Mere comparison of the pay or pay scale without taking cognizance of the total package of allowances and benefits available within the Government may not be appropriate especially as the value of pension granted by the Government and the value of job security provided cannot be undermined since they form major components of the total package.

# Railway done in case of motorman → Totally ignored in m/m case. Not give service benefits 30% in regard fixation of pay to new m/m , and also not give retirement benefits 55% to new m/m.

2.2.19

Rs.5000-8000

Rs.5500-9000

Rs.6500-6900

Rs.6500-10500

Scales of Rs.5000-8000, Rs.5500-9000 and

Rs.6500-10500 have been merged to bring parity between field offices; the secretariat; the technical posts; and the work shop staff. This was necessary to ensure that due importance is given to the levels concerned with actual delivery. It is also noted that a large number of anomalies were created due to the placement of

Inspectors/equivalent posts in CBDT/CBEC and Assistants/ Personal Assistants of CSS/CSSS in the scale of Rs.6500-200-10500. The scales of Rs.5500-175-9000 and Rs.6500-200- 10500, in any case, had to be merged to resolve these anomalies. The scale of Rs.6500-200-6900 was an intermediary scale identical to the scale of Rs.6500-200-10500, albeit with a shorter span. Since the length of a pay scale is not very relevant in the revised scheme of running pay bands, no rationale existed for retaining the scale of Rs.6500-6900 as a distinct scale.

 

# Railway done in case of motorman → Not properly follow in m/m case.

Railway Board accepted all demands regarding to the most of categories in Indian railway by using 2.2.19, but when most important category turn has come Railway Board completely ignored this 2.2.19. On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter.

 

2.2.20

(i) The basic pay drawn as on 1/1/2006 on the existing Fifth CPC pay scales along with dearness allowance at the rate of 74% (which would have been payable on the Fifth CPC pay scales had merger of 50% dearness allowance as dearness pay not been allowed w.e.f. 1/4/2004) have been totaled and then rounded off to next multiple of 10. This has been taken as the pay in the revised running pay band.

 

(ii) The grade pay has been computed at the rate of 40% of the maximum of the basic pay in each of the pre-revised pay scale. Where two or more pre-revised pay scales have been merged the maximum of the highest pre-revised pay scale has been taken and 40% thereof is given as grade pay. In some cases, the amount of grade pay has been adjusted so as to maintain a clear differential between successive grades pay.

 

(v) On account of the proposed merger of pre-revised pay scales of Rs.5000-8000, Rs.5500-9000 and Rs.6500-10500, some posts which presently constitute feeder and promotion grades shall come to lie in an identical grade. The Commission has given specific recommendations about some categories of these posts in the Report. As regards other posts, it should first be seen if the posts in these three scales can be merged without any functional disturbance. If possible, this should be done. In case it is not feasible to merge the posts in these pay scales on functional considerations, the posts in the scale of Rs.5000- 8000 and Rs.5500-9000 should be merged with the post in the scale of Rs.6500-10500 being upgraded to the next higher grade in pay band PB-2 with grade pay of Rs.4600 corresponding to the pre-revised pay scale of Rs.7450-11500. In case a post already exists in the scale of Rs.7450-11500, the post being upgraded from the scale of Rs.6500-10500 should be merged with the post in the scale of Rs.7450- 11500. Besides, posts in the scale of Rs.6500-10500 carrying minimum qualification of either Degree in Engineering or a Degree in Law should also be upgraded and placed in the scale of Rs.7450-11500 corresponding to the revised pay band PB-2 of Rs.8700-34800 along with grade pay of Rs.4600.

 

# Railway done in case of motorman →

 

case(i) When new m/m ask railways to implement all recommendations regarding this railway kept totally silence on this matter. When new m/m ask railways to implement all recommendations regarding this railway kept totally silence on this matter. Railway not give 2.118  or 1.86  multiplication factor to new motorman.

 

case(ii) Not properly follow in m/m case

 

case (v) Not properly follow in m/m case.

Railway Board accepted all demands regarding to the most of categories in Indian railway by using 2.2.20, but when most important category turn has come Railway Board completely ignored this 2.2.20. On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter.

 

 

Recommendations Loco Running

On account of more onerous nature of work as well as process of selection involved, Loco Pilots for passenger trains shall be given an additional allowance of Rs.500 p.m. Loco Pilot for mail/express trains will be given this allowance at the rate of Rs.1000 p.m. Dearness allowance shall be payable on this allowance. The existing parity with cadre of Guards, for other allowances like running allowance, may also be retained in respect of this allowance which is being recommended for the first time.

# Railway done in case of motorman → Not properly follow in m/m case.

Railway . On one side railway well accepted that the very important functions being discharged by m/m and their work are onerous nature type and the selection process also very tough of m/m but  when m/m ask railways to implement all recommendations regarding this (Annexure-C)railway kept  totally silence on this matter.

 

 

1 A      Rate of Kilometer allowance.

  1. Rate of kilometre allowance should be revised as per existing formula prevalent since 1981.
  2. In this formula average basic (mean) of scale was being considered reason, loco running staffs right from initial basic to the maximum basic belong to the cadre and to keep balance in deciding the rate this methodology was efficiently used ,this situation is still exist in present scenario so average basic of the scale should be used to avoid loss of pay and any injustice to employees.

Ex- previous scale – 5500-9000 avg basic considered 7250

Present scale –  9300-34800 and GP 4200 avg basic to be       considered-26250

  1. Kindly refer the report of the committee to recommend Pay element and Kilometerage Allowance for the Running Staff constituted by railway board itself according the same report the KMA is being awarded to the Loco Running Staff. In this report in the PARA No. 14 and the concerned table, it is stated that “by application of similar methodology w.e.f. 1/9/2008 when the rates of TA/ DA are revised, assuming that the rate of TA / DA for employees in the Pay Band 9300 – 34800 with grade pay of 4200 is fixed at Rs 210/ – per day that is double of the existing Rates”.

4.But the TA rates became more than thrice Rs. i.e. 340/- more than the assumption of TA Rs.210/- considered to decide the KMA. Hence the Rate of Kilometer Allowance should be revised considering on the basis the new TA rates according the prevalent formula-

30% (Average Basic of scale) + 20 days TA

Average Km earned (5100)

  1. Which comes Rs.- 287.75 for the motormen where as are being paid at a rate of Rs.169/ – .
  2. As per the existing formula framed by the Running allowance committee 1981 “the Running allowance is directly proportional to the TA”, when the TA was increased by 3.3 times than the same multiplication factor is to be used to decide the running allowance, 7.But railway administration not want to do so .So they made self made estimation of running allowance by totally ignoring this “Running allowance committee 1981 formula”

.8. But in their T.A. desideration case they properly follow the existing  formula in proper and through manner ,in their own case they done no mistake such they done in deciding running allowance case.

  1. On one side railway says that running allowance are calculated in term of formula related to transportation allowance till 5th CPC ,railway said that TA is not a part of a pay and not to be consider for tax purpose, but at a same time railway opposes the running staffs genuine demand of relaxation of taxable income in regard running allowance.
  2. Running category works throughout the year 365 days without any calendar rest. To perform their duty they works so hard in night and day and gets running allowances ,but other hand one another railway servant who on duty go to Jammu by train for 4 days, he comfortably traveling in ac compartment by enjoying and sleeping, and railway gives him 4 days TA allowance of (500*4), but in other hand one running staff who works in so hard condition for 4day, railway gives him only (170*4) running allowances, in respect of this railway also want that all of this running allowance may be in taxable income.

(2) Increase in National Holiday Allowance.

NHA allowance;- National   Holiday  Allowance

 

REGARDING NON RUNNING CATEGORY:-

During NH stationary category availed the National holiday and railway give average payment for that holiday to those employees.

 

Explanation; Entire of the month stationary category works total only 18 days out of 30 days.

Railway gives the average payment of that 12 days, without any working output to the railway.

 

REGARDING RUNNING CATEGORY:-

During NH running category neither given National holiday nor given  average payment of that days to that running employee by the railway.

Explanation; Entire of the month running category works totally 30 out of 30 days.

during the national holiday if any running staff remain absent that day, he is to be treated as absent on that day and DAR action must be taken against him by his concern authority, and that days average payment is deducted from his salary. We say that the Loco Running Staff working on any Holiday must get at least double salary of a day which is being deducted from salary of the employee for one day leave without pay. We ask double because by working on Holiday an employee is not only working but also his whole family is doing sacrifice by not enjoying the Holiday.

 

 

(3)       Provision of Assistant Motorman

In any safe transport system the safety of the system cannot be ensured by one man, the Indian Railways also has the same principal as –

  1. All the Main Line trains even shunting Engines have an Assistant Loco Pilot along with the Loco Pilot.
  2. The High speed Trains like Shatabdi, Rajdhani, Dooranto etc have TWO Loco Pilots to avoid Human Failure.
  3. The Railways posts TWO station Masters at time in Control Tower and also provide the Route Relay Interlocking to assist them so the Masters cannot alter/ set the route by mistake.
  4. Railway even doesn’t trust the technology of Continuous Track Circuiting and provided Axle Counter in addition by spending huge cost to ensure the fail proof signalling system (though many malfunctions are reported).

 

Whereas an EMU train in Mumbai carries about 5000 to 7000 passengers in comparison to 1500 passengers in Rajdhani / other trains but the Railway doesn’t provide any Assistant Motorman and leave the whole responsibility on a single man that is “MOTORMAN”. The reasons to provide an assistant are –

  1. The motorman does all the duties of an assistant or Co-motorman like writing of various reports at various places/ negotiation of Neutral Section etc, and to perform these works he use short cuts as there is no time to him to do the same. Motormen use to write while driving which is very dangerous and unsafe.
  2. The motorman job is very monotonous and need a great attention; an unintentional mistake done in a fraction of second becomes a reason of REMOVAL FROM SERVICE. Instead of providing an assistant motorman, the Railway put some more restrictions by providing Dead man’s Device and AWS, these equipments increases the workload instead of reducing. The Deadman’s Device need continuous pressure on it and keep right hand engaged and the same hand get stressed after some time. The AWS too need an additional attention from motorman beside the driving to avoid emergency brakes.
  3. At starting stations, motorman get a very less time to prepare and to check the functioning of cab/ safety equipments hence most of the time he doesn’t get time to check SAFETY EQUIPMENTS.
  4. In case of any mishap to the Motorman the section is blocked by the train till another motorman is not coming.
  5. The additional work load of an assistant Motorman increases the stress of motorman which causes tiredness to motorman and results in lesser alertness

The JAF and Motormen Association demands an assistant and till Railway is not providing an assistant, the Motorman must be compensated by an allowance.

Justification for Single handed allowance in suburban section for motorman: — Initially there were 3 coach train were running in suburban section but now 15 car has been introduced, increased in frequency, increased in numbers of signals, increased in tress passers, increased in pin point stoppage, simultaneous operations of negotiating neutral sections, calling out signals and AWS operation, pressure of punctuality, increase in passenger’s queries etc. Motormen are working single handed and are carrying a responsibility of about 6000-7000 passengers at a time, which is largest passenger responsibility in the world on one man shoulder, for the same work on main line trains has two persons Driver and Asst. Driver / Co-Drivers are appointed, hence one motorman owes the strain of two persons. Safety is most vital factor in suburban section as motorman performs all duties of asst driver also; to meet high level of performance continuously, without qualified asst. even at station m/man can relax physically but not mentally as has to remain alert to start after starting bell from guard, in few second, watch the correct signal aspect to start and in the mean time steer his eyes on the gauge and also judge about any binding etc on rolling gradient station with attending passenger query too. So there is no relaxation.

Saving in man power by single handed operation of EMU thereby saving in salary expenditure (HRA, pass, PTO, leave salary ,medical expenses etc)by burdening m/man by physical and mental works of co driver/assistant m/man hence Assistant motorman should be provided till then “single handed allowance to all Motormen should be paid.”

this special allowance was awarded on account of more onerous nature of work and selection procedure involved for loco pilot cadre by 6th CPC. This recommendation was especially given for loco pilot passenger and loco pilot mail, but railway board itself extended this allowance to Guard also, breaching the recommendation of maintain parity of running allowance with loco running staff . In this process railway board failed to consider other loco running staff like ALP, LP goods, who are also working in same working conditions & more eligible on account of these two conditions.

Considering the above facts this allowance should be awarded to all loco running staff keeping in mind the parity of grade pay. As motorman job in suburban is most onerous nature amongst all and deserved at least Rs. 4000 per month on account of this allowance

 

 (4) NDA allowance;-   Night Duty Allowance.

We all knows very well that in a 24 hours of a particular date there are 12 hours of night and 12 hours of day The General rules 1.02(42) of Indian railways also Define Night as “from SUNSET to SUN Rise”, running category works throughout the year 365 days without any calendar rest, in their duty they works so hard in night and day to perform their work, but when they wants proper calculation of their night duty hours railway change the definition of night also. This type of all rule and regulation decided by railway board, in desideration of this rule and regulation they must be follows the general principals of human science and society, they hope to be decided such a manner  that they are helpful to give justice and balancing work situations in  best interests of employees and system’s smooth and safely performance. But in motorman case Railway Board  twisted all rule and general principals, they interpreted all this rule defectively and they created self made faulty regulations in regarding this driver category, they do so because this regulation are not directly affected their interests because this defective rule are widely harmfull to running category. The Railway Board members belong to stationary job category, they work mainly in day hours from 8.30 am to 6.00 pm and rarely work in odd hours like 6.00 pm to 6.00 am ,so they are not seriously interested to resolve this self made problem but in other hand they are fully aware of their interests, in regarding his own they not done such type off miss interpretation ,they give proper and clear regulations regarding their own interests.

 

(5) Overtime and calculation thereof

(6) Modified assured career progression (MACP).

Implementation of MACP scheme- MACP scheme should be implemented to all Western Railway Motormen taking in to consideration the judgments of CAT, Mumbai High court & Supreme Court (Vth P.C. ACP judgment), without discrimination in feeder cadre as motorman post is an isolated post and scheme should be implemented in prospective manner & in its true sense.