Editorial 2nd Quarter 2024
FIRE MAGAZINE, THE MOUTH PIECE OF AILRSA
Editorial May, 2024
Chief Editor Thota Hanumaiah
MAY DAY 2024
THE All India Loco Running Staff Association (AILRSA)extends warm fraternal greetings to the working people across the world who are fighting capitalist onslaught to protect their hard won rights and their unity.
The AILRSA welcomes the heroic struggles of the working class all over the world including in the developed capitalist countries against capitalist onslaught, facing repression, victimisation, and physical attacks perpetrated by the employers often facilitated by the governments. While congratulating the workers all over the world for their unrelenting struggles, the AILRSA urges upon them to combine their struggles on their immediate demands with the objective of bringing an end to capitalist exploitation, with a vision to usher in a society free from exploitation of one human being by another, a socialist society.
The AILRSA affirms that today capitalism, as a social system, has proved itself incapable of resolving the serious issues before the workers, the toiling people. It has totally failed to meet the contemporary needs of the people like humane working conditions, decent and dignified life, jobs, living wage, housing, health, and education etc despite having all the necessary resources and wealth generated by the toiling people themselves. The greed for profit is not only intensifying exploitation of the working people and looting of public wealth but also of natural resources unmindful of the disastrous human, national and environmental consequences. The profit driven system is desperately seeking to overcome the aggravating systemic crisis within the framework of capitalism, by further attacking the hard-won rights of the workers, people’s democratic and human rights. This is bound to fail. The Capitalism as a social system reached a dead end and not able to find a way out. It is the historic task of the working class to lead the people towards establishing a society, free of exploitation.
The AILRSA reminds the working class of India that protecting its basic rights including the right to eight hours work a day, the struggle for which is symbolised by May Day, requires the decisive relentless resistance against the attacks on the lives and livelihoods of the working class and all sections of the toiling people of our country. Through its persistent united struggles, the working class of India has been able to stall notification of the disastrous labour codes, which the NDA government has stubbornly refused to scrap. Now is the time for the working class to ensure these are buried through stronger united struggles.
Not only are the rights, livelihood and living and working conditions of the workers have worsened severely, the decade-long NDA government policies has proved to be a disaster for all sections of the working people and the country. Unemployment has reached alarming heights. Hunger, poverty and destitution among the working people have attained unprecedentedly miserable levels. Basic survival requirements and services like health care, food and nutrition, education, transport/communication, electricity etc are being converted into commodities to promote lucrative business by big corporate houses.
National wealth, produced by the sweat and toil of the working people is being cornered by a handful of individuals. Inequality has reached obscene levels. India is now among the most unequal societies in the world. The entire economy, employment relations, industrial processes are being restructured to establish absolute control over all national assets and natural resources, infrastructure, and economic management by a handful monopoly companies. This authoritarian and centralised management of the economy is also reflected in the aggressive attacks on democratic processes and institutions by the NDA government to facilitate such loot and plunder.
The working class must resolve to strengthen unity of not only of the entire working class but also the unity of the workers with farmers, the unity which has been gradually developing during the last few years and to intensify united struggles against the neoliberal policies.
The AILRSA proclaims to continue its efforts to unite the entire working class and contribute to taking united struggles to newer heights and to strengthen countrywide joint struggles of the workers and peasants for achieving the objectives of a society free from exploitation and for decent and dignified life for workers and all sections of toiling people.
Long live May Day! Long Live working class solidarity!
UNITE WORLD WORKING CLASS.
RIGHTS PROCLAMATION CONVENTION ORGANISED BY AILRSA SOUTHEREN
RAILWAY ON 14-03-2024 CULMINATED INTO A MASSIVE AGITATION OF
LOCO RUNNING STAFF OF SOUTHERN RAILWAY FOR IMPLEMENTION OF
THEIR RIGHTS BY THEMSELVES, FROM 01-06- 2024 TO 28-06-2024.
T.HANUMAIAH. CVP
The AILRSA, Southern Railway in its Rights proclamation zonal convention held at Erode on 14-03-2024 gave a clarion call to the entire loco running staff of Southern Railway to strictly avail themselves their right to live like a human being from 1st June , 2024.
The convention called upon the Loco Running Staff of Southern Railway to:
1. Refuse to work more than 10 hours from Sign ON to Sign OFF,
2. Refuse to work more than two nights continuously,
3. Avail 30 hours of PR in addition to 16 hours H. Qrs. Rest,
4. Return to H.Qrs. after completion of 48 hours out of H.Qrs. stay.
The convention appealed to the other Railway Zonal Units of AILRSA to extend their solidarity to the fighting Running Staff of Southern Railway.
The Association, in addition to communicating the unanimous decision of Zonal working committee meeting of S. Railway held at Ernakulam on 05-01-2024 to avail the rights denied for a long time and the resolution adopted in the rights proclamation convention held at Erode on 14-03-2024 to avail the rights by themselves from 01-06- 2024, had served the notice of agitation on the General Manager, S. Railway on 15-05-2024, besides serving on the DRMs of all divisions of Southern Railway.
As decided, the agitation was launched from 01-06-2024 availing the above listed 4 rights, since the Railway administration not responded to implement these rights of Loco men, despite serving notice of agitation.
However, after launching the agitation, the Railway administration responded with punitive measures against the agitators, which included Suspension, penal transfers of Intra and Inter Divisional, Memoranda of SF.11 & SF.5 to impose minor and major penalties ,respectively. In some cases, the penalties were imposed.
Despite unleashing the punitive measures, the loco men not budged from their agitation of claiming rights. Instead, the agitation was intensified with a greater number of Loco men claiming the rights was swelling day by day, indicating their strong will and determination to continue the fight for their rights.
Simultaneously, as directed by the CWC meeting held at New Delhi on Feb.28/29 and 1st of March 2024, a Depot level demo was held throughout the Indian railways in all the Zones as a measure of solidarity in support of the S. Railway Loco men agitation and submitted representations to the GM and DRMs of S. Railway demanding to honour the rights implementation program of Loco men in S. Railway paving the way for an amicable settlement of the agitation, duly withdrawing all the penal measures initiated against them. Similar programs were conducted even at divisional and zonal levels, wherein the family members also joined the programmes as at Secunderabad, Hyderabad, Vijayawada of S C Railway and at other divisions and zones as well.
The Secretary General com. James K.C, Central Working President com. L. Mony along with President com. Kumaresan Rajaratnam , General Secretary com. Babu Rajan, working president com. C. S. Kishore and other leaders of southern zone of AILRSA approached the sister trade unions both inside and outside the railways, besides meeting the state Governments, MLAs, MPs of different political parties and others seeking their support to the agitation, duly presenting a detailed written memorandum signed by the Secretary General dated 15-06-2024. The memorandum was also sent through email to all the members of parliament of both Lok Sabha and Rajya Sabha for their support to prevail upon the Ministry of Railways ,government of India to concede the demands. Also met more than 35 MPs personally, seeking their support.
The Hon’ble Chief Minister of Kerala state, left front government, Com. Pinarai Vijayan and the Minister for General Education & Labour Com. V.Sivankutty wrote letters to the Hon’ble Railway Minister for resolving the issues involved in the struggle of AILRSA.
About 17 opposition MPs belonging to different political parties wrote to the railway minister Shri Ashwini Vaishnav justifying the demands of agitating Loco men , to resolve them immediately and to with draw the punitive measures. Which includes a joint letter signed by 12 MPs belonging to different political parties namely, from CPIM comrades Dr. John Brittas, from DMK Smt. Kanimozhi NVN Somu, from congress Shri Benni Behanan, from CPI Comrade P. Santhosh Kumar .Another joint letter written by Two CPIM MPs comrade .R.Sachidanandam and Comrade S. Venkatesan who also met the railway minister and represented to concede the justified demands of agitating loco men. Another joint letter by Smt. T Sumathi Thamizachi Thanka Pandian and Shri. Arun Niharu, and other MPs who wrote letter independently are DMK MP Shri M. Shanmugam
The sister trade unions responded spontaneously rising in Support of the agitation by submitting representation to the ministry of railways besides holding demos, rallies, and public meets. The retired Loco Running Staff conducted a massive rally on 21-06-2024 through the streets of Palghat expressing their solidarity with the agitating Loco running staff for realisation of their legitimate rights. The S R E Sangh supported the agitation and their team participated at PGT,TVC, and at Chennai. Further they also discussed with NFIR general Secretary who in turn desired to hear the views of the leaders of AILRSA on 24-06-2024 at NDLS. The CITU District committee organised solidarity Dharna in front of QLN railway station in support of AILRSA agitation in Southern Railway. The CITU organised a solidarity march at Palghat addressed by district secretary Com. Hamsa and DREU AGS Com. Udaya Bhaskar. When a delegation of BMS met the railway minister , among other issues, the issues of Loco men agitation was also raised for consideration. The General Secretary AISMA, South Zone addressed a letter to the General Secretary AILRSA, South Zone, condemning the adamant and inhuman attitude of administration and extending whole hearted support to the agitation. The AIRTU General Secretary, Northern Railway while justifying the 4 demands for which the AILRSA, south zone agitating since 1st Jan,2024 had demanded the Railway administration to settle the just demands satisfactorily. The All India trains controllers Association gave a statement supporting the just demands and agitation to achieve them and called upon the Railway Authorities to solve the demands. The DREU organised solidarity programs. The AIGC expressed solidarity to the agitation. The DRKS expressed solidarity to the agitation.
The Media gave full coverage of the agitation by high lighting the prevailing plight of loco men’s inhuman working conditions into the awareness of public domain Locally, Nationally and also internationally, explaining the way how the ministry of Indian railways consistently violating the labour norms prescribed not only by the ILO but also the constitutional provisions, the acts passed and rules framed by the government, agreements made with organisation, awards given by the Industrial Tribunals and also the recommendations of parliamentary standing committee besides recommendations made by the committees constituted by the ministry of railways itself. Even more, even the orders passed by the Regional Labour commissioner (C) Bangaluru, the verdicts of CAT/Bangaluru and the verdict of High Court of Karnataka are not honoured.
Subsequently, on 27-06-2024 a delegation of Hon’ble Members of Parliament led by Com. John Brittas met the railway minister and discussed the issues of rights implementation programme of AILRSA, duly submitting a representation. The Hon’ble Railway Minister having given a patient hearing responded positively by assuring the delegation of MPs that, positive steps to address the genuine grievances of loco pilots ,especially the Periodic Rest issue will be settled soon besides neutralising all penal actions.
The Zonal working committee meeting of southern Zone was held virtually on 28-06-2024 wherein a detailed discussion was held on the situation arising out of the agitation vis-à-vis the word of assurances given as above by the Hon’ble Minister for Railways to the delegation of MPs. Thereafter, it was unanimously decided to call off the agitation by keeping it in abeyance from 28-06-2024. This decision was communicated to the Hon’ble Railway Minister, the GM and all the DRMs of the Southern Railway. As a follow up action, the organisation made representations to the GM and DRMs of southern Railway, who positively responded to settle the issues including the penal actions.
While suspensions were revoked, the other penal actions stood at 398 charge memos inclusive of minor and major penalties, and 40 penal transfers inclusive of 36 intra and 4 inter divisional transfers. On approach, the CAT/Ernakulam stayed the inter divisional transfers. The Intra Division transferees carried out the transfers to the stations, they were transferred to. They submitted applications, for transferring back to their previous headquarters, which are under consideration. In all 850 loco men were marked absent for availing 30 hours PR in addition to availing the Head Quarters rest of 16 hours.
An appointment sought by AILRSA with the leader of opposition Shri. Rahul Gandhi materialised to meet him on 05-07-2024 at New Delhi Railway station. Accordingly, a delegation consisting of Central President Comrade Ramsaran along with comrades Kumaresan, A. K. Raut, C S. Kishore, Padam Singh and others met Shri Rahul Gandhi who gave a patient hearing and interacted freely moving with crews at lobby and Running room obtaining firsthand information on the working conditions of the Loco men and their welfare. From South Central Railway Comrades Ravikanth Central Organising Secretary and Anish Kumar divisional Treasurer SC Division also participated in the inter action besides com. R. K. Rana a zonal office bearer from Central Railway and others.
The Achievements :
* The agitation has Successfully impacted the Ministry of Railways to come out
with the actual number of vacancies of Asst. Loco Pilots over various zones of
Indian Railways accumulated for years together, as unfilled.
As a result, the Notification for filling up of the ALP vacancies had to be renotified
by increasing the number of vacancies to be filled up, from 5696 to 18799 i.e., an
increase of 13103 vacancies. Thus, the ministry of railways had to realise the
urgency of filling up of all the vacancies, without concealing them.
* The agitation has successfully established before the public, parliamentarians,
sister trade unions, mass organisations nationally and internationally that, the ministry of railways, in contravention of the laws of land and ILO conventions, forcibly exploiting the loco running staff to work for unlimited hours of strenuous and stressful nature of duty, without providing adequate rest, allotting consecutive night duties to the extent of 4 or more nights in a week, out station work of 3 to 4 days before returning to headquarters and truncated periodic rest (weekly rest) of only 30 hours by withholding the trip rest of 16 hours from its ambit, instead of allowing full 46 hours of periodic rest,
* The agitation has Successfully achieved an unprecedented solidarity action of
not only Loco men but also the other sections of railway men and their
organisations from all over India besides, Central, and other trade unions like
CITU.
* The agitation has successfully attracted the apt attention of media in getting its
Extensive support to the plight of loco men that led to the agitation.
* The agitation has successfully impressed upon the minister of Railways to
recognise the genuineness’ of loco-men’s grievances and issues, which are
neglected all along needs to be addressed, essentially.
* In furtherance of resolving the issues, when a delegation of Members of
Parliament led by com. Jhon Brittas met and persuaded the railway minister on
27-06-2024, he assured them that, positive steps to address the genuine
grievances of the loco pilots, especially, the Periodic Rest issue will be settled
soon besides neutralising all penal actions.
In the follow up, the ministry of Railways has constituted a multi-disciplinary
Committee dated 11-07-2024 to deliberate, engage with federations and submit
holistic recommendation on the issues/grievances of Loco Running Staff raised
by recognised and unrecognised unions.
The following is the order of constituting the multi-disciplinary committee.
GOVERNMENT OF INDIA
(MINISTRY OF RAILWAYS)
(RAILWAY BOARD)
No. ERB-I/2024/23/41 New Delhi, Dated 11-07-2024.
ORDER
Ministry of Railways (Railway Board) have decided to constitute a multi-disciplinary committee to deliberate., engage with federations and submit holistic recommendation the issues/grievances on of loco Running staff raised by recognised and un-recognized unions,
1.1 The Committee will consist of the following:-
i. ED/EE(RS), Railway Board …….Convener
ii. ED/Safety/EE, Railway Board .…….Member
iii. ED/TT/S, Railway Board .……Member
iv. ED/E(N), Railway Board ……...Member
v. ED/Traffic, RDSO ……...Member
1.2 ED/Traffic, RDS0 is nominated to deal with the cases involving subject of aptitude
Test.
2. The Terms of Reference of the committee to review would be as under: -
i. Change the definition of High speed trains to130 kmph from existing 110 kmph
ii. Deployment of ALPs, in trains up to (including) the speed of 130 kmph.
iii. Deployment / non-deployment of co-pilot in EMU/MEMU trains.
iv. Duty Hours, periodical rest, deployment of manpower and their utilisation:
analysis of cases of breach of Railway board’s orders on the subject.
v. Legislation of Break for meal and attending natures call.
vi. Provision of CVVRS in Loco cabs: Installing CVVRS in Locomotives.
vii. Recruitment of Motormen in Kolkata Metro.
viii. Fog Safe Device (FSD) is being forced upon crew round the year.
ix. Aptitude Test/Psychological Test :-
a) Aptitude test of Laco Pilots-to make qualifying the Aptitude test mandatory
at the stage of promotion itself i.e. from LP (Goods) to LP (Passenger) and from LP (passenger) to LP (Mail-Express) and
b) Aptitude test of ALP – No. of 'attempts to be allowed to Loco pilots after
SPAD for reinstatement as Loco Pilots.
c) Redeployment of drivers who have failed the Aptitude Test after SPAD.
3. The committee shall submit its report within one month from the date of constitution
4. The Headquarters of the committee will be at New Delhi.
5. Elec(TRS)-I, Railway Board will be the nodal branch for functioning of the
Committee. Therefore, submission of report of the Committee for consideration of Railway Board, implementation of its recommendations and all related issues including Parliament Questions, RTI cases and other formalities with regard to the Committee, shall be dealt with by Elec(TRS)-I, Railway Board. The Nodal Branch will also ensure to inform the date of submission of report of the Committee to ERB-I Branch.
6. The Convener and Members of the Committee will draw TA/DA as per extant rules,
Sd.
(Vijay Kumar)
11-07-2024
Under Secretary(Estt.)-I
Railway Board
Copy to:-
1. EDPG/MR- for kind information of Hon'ble MR.
2. r/PSOs/Sr. PPSs/PPSs/PSs to CRB & CEO, MI, M/T&RS, M/O&BD, MF, Secretary,
All DGs/AMs, JS, JS(G), Dir(E), DS(G), DS(A), US(Protocol).
3. The DG/RDSO.
4. The PFA, Northern Railway, New Delhi.
5. The Pay & Accounts Officer, Railway Board.
6. The Secretary General, FROA, IRPOF; AIRPFA.
7. The General Secretary, AIRF & NFIR.
8. The General Secretary, IRCA, New Delhi.
9. Cash-I, II, III, Tele, G, G(Pass), G(Acc.), Parl., ERB-I, ERB-II, ERB-III, Stationery,
Signal, Reception, RBCC, Library, SSE(Power), Elec(TRS)-I, Railway Board.
10.The Convener and Members of the Committee.
-:O:-
THE REPRESENTATION SUBMITTED BEFORE THE MULTI DISCIPLINARY COMMITTEE
CONSTITUTED BY RAILWAY BOARD.
To Bhopal,
The Convener, Dated: 22-07-2024.
Multi-Disciplinary Committee,
The Executive Director,
EE(RS)/ Railway Board.
Sir,
Sub: Submission before the Committee constituted by the Railway Board.
Ref: Letter No. ERB-1/2024/23/41, Dated, 11.07.2024.
This Association wish to submit this representation before the Committee on the issues on the terms of reference for your consideration.
First, we offer our submission on a priority basis on the terms of reference No. IV. Duty hours, Periodical Rest, deployment of manpower and their utilization.
1. Terms of reference No. IV. Duty hours, Periodical Rest, deployment of manpower and their utilization, analysis of breach of Railway Board orders on the subject.
We submit as follows on the IV terms of reference.
1.1 Duty Hours.
The Rule No. 2(c) Railway Servant (Hours of Work and Period of Rest) Rules 2005, is as follows:
“Long On” - means as a period of duty over eight hours in the case of Intensive worker, over 10 hours in the case of Continuous worker and over 12 hours in the case of Essentially Intermittent workers.
The Running Staff are classified as Continuous workers in the Rules. Therefore “Long On” pertaining to Running Staff is duty over 10 hours. Rule No.8(9) part. II stipulate that “Where preparing rosters, “Long On” or “Short Off” shall, accordingly, be avoided.
Therefore prescribing 9 hours running duty, 11 hours duty from Sign on to Sign Off and one hour extension prescribed in Railway Board Circular RBE No.143/2016 is against the statutory provisions contained in Railway Servants (Hours of Work and Rest) Rules 2005.
This is the position of the Rule provision prevails.
In 1973 there was a nationwide strike by the Loco Running staff under the banner of All India Loco Running Staff Association, demanding a limit to the duty at a stretch of running staff to 8 Hours from signing ‘ON’ to ‘OFF’, irrespective of the duration of running duty involved. The strike was called off on an agreement signed by the then Labour Minister on behalf of the Govt. on 13.8.73. It was announced in the Parliament on 14.8.1973 by the then Railway Minister. Point No.8 in the agreement reads as follows: -
“Members of the Loco Running Staff will not be required to work for more than 10 hours at a stretch from signing ‘ON’ to signing ‘OFF’ ".
In accordance with the agreement a committee was formed comprising the representative of Govt. and the AILRSA. After protracted discussions, study and test, the Railway administration finally issued the order E(LL)77/HER/29 dated 31-8-78 restricting the duty hours to 10 hours at a stretch from signing ‘on’ to ‘off’ after a long 5 years since signing the agreement on 13.08.1973.
In an unfortunate and unethical move, in 1981 vide order E(LL)77/HER/29dated3/4/81, the Railway Board, in the name of clarification to its earlier order of 31.8.78, and on the pretext of implementing the 10 hours rule, totally modified and repealed the 10-hour rule dated 31/8/78. It excluded many periods of duty from the 10 hours rule. The pre-departure detention was excluded from the ambit of 10 hours rule, and imposed prohibition to claim rest short of destination.
The Railway board order E(LL)77/HER/29 dated 3-4-1981 was declared void and inhuman and was set aside by the Hon’ble Central Administrative Tribunal, Ernakulam, in its judgment dated 10-1-1992.
Thereafter the Ministry of Railways constituted a High-Power Committee to review the duty hours and Rest period of safety categories in Railways.
The High-Power Committee submitted its report to Ministry of Railways,
The HPC recommended in 2012, the total duty hours for the train crew (from signing on to signing off) at 11 hours maximum as against the present limit of 12 hours. Also, it is proposed that though the running duty at a stretch should not ordinarily exceed 9 hours, such duty may extend further provided the Railway Administration gives at least 2 hours’ notice before the expiration of 9 hours to the crew that he would be required to perform running duty beyond 9 hours also with the stipulation that such duty from signing-on to singing-off shall not exceed 11 hours.
Further the HPC discussed that there may, however, be occasions where the train does not reach its normal crew changing point/destination/place where a relief has been arranged within the overall limit of 11 hours and such point is approximately one hour’s journey away and fixed the maximum limit of 12hours from sign on.
The Committee, however further recommends that the position be reviewed in 2020 when major line capacity works would have been completed and dedicated freight Corridor System made operational. With the improved train ordering system also, it may be possible at that time to reduce the overall duty hours of Running Staff from ‘sign on’ to ‘sign off’ to 10 hours extendable by one hour so as to be within the maximum ambit of 11 hours as against 12 hours limit recommended for the present.
The Committee also looked into various links for Mail/express trains of different zonal railways which are common with super-fast trains in many of the cases. It was observed that majority of links are planned with around 6 hours of running duty. However, for some of the trains in these links, the running duty extends up to 8 hours or little beyond 8 hours. Therefore, keeping in view the existing links and looking at the stress levels that a Mail/Express driver undergoes during run, it is recommended that, for the purpose of preparing the links, the running duty hours of all Mail/Express Loco Pilots may be limited to 8 hours. This also takes into consideration the fact that many links are common for Super Fast and other Mail/Express trains and, therefore, it is practically very difficult to follow different rules for the Loco Pilots of Superfast trains and other Mail/Express trains. Moreover, a Loco Pilot, for reaching the level of Mail/Express Loco Pilot, has to pass through all the stages of Running Staff Cadre starting from Assistant Loco Pilot. Thus, he would generally have crossed his middle age by the time he reaches this level. Obviously, his working stamina and concentration level gets affected on this account and expecting the same level of concentration and physical output from him as that from a younger freight Loco Pilot is perhaps not justified.”
The said recommendation of the HPC has been deliberated in full board meeting as was seen in the circular RBE 143/2016.
The above Railway Board order says that duty hour from ‘Sign ON’ to ‘Sign OFF’ should be reviewed in 2020 in tandem with vision 2020, by which time the major line capacity works are expected to be completed and most of the dedicated fright corridor system is likely to become operational. At that time, it should be possible to reduce overall duty hours at a stretch to 10 hours from ‘Sign ON’ to ‘Sign OFF’.
The HPC has suggested to fix the duty hours for Mail/Express/Passenger Loco Pilots limited to 8 hours from signing on to signing off and the fortnight working hours for mail and express loco pilots limited to 90 hours with a provision of Co-LP with the same grade of the working LP of Mail and Express LP.
The 10 hours from Sign on to Sign Off recommended by the HPC and accepted by the Railway Board is to be implemented from 2020is in line with the statutory provision contained in Railway servant (Hours of work and Period of Rest) Rules,2005.
The Parliamentary Standing Committee on Railways, 14th Lok Sabha made its recommendations in the 5th Report of Safety and Security of Railways dated 21.09.2004 that more than 8 hours duty at a stretch should not be extracted from the Loco Running Staff of the Indian Railways and the said Report was placed before Parliament during 2004.
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.
At present, the working conditions inside the locomotive cab are also fatigue inducing. The temperatures inside the cab go as high as 60 degrees 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 98.4 decibel as against the limit of 90 decibel laid down by Occupational Safety and Health Administration (OSHA). Regulations which say that, if anyone is exposed to this noise level for more than 08 hours per day, there is a risk of hearing lo9ss for him. The instruments, operating levers and other equipment inside the cab are also not ergonomically designed. All these features aggravate the stress of working and enhance the fatigue levels.” “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.
The operation of High-speed trains demands high concentration continuously without a break (like Snooze time in aviation sector/ Air Pilots) which causes stress and fatigue will set in motion earlier than ordinary express trains.
Therefore, the crew working the High-speed trains are be classified as intensive workers and reduce the duty hours accordingly.
This Association therefore, demand to fix the duty hours at a stretch for Loco Running Staff to 8 hours from Sign on to Sign Off.
1.2 Continuous Night duties
The duty of Loco running staff is naturally involved with night duties. As such it is all the most important to discuss about night duties also. RDSO study (Psycho- Technology on Indian Railways) says that the working on the Second Consecutive night has been found to further dampen the mental alertness, making Drivers vulnerable to operational lapses.
NASA’s Technical Memorandum (110404), TRAIN Project of Swedish National Rail Administration report and several studies and research findings discussed Accumulated sleep debt beyond 2 nights will affect reflexes, reaction time and increasing sleepiness while on driving duty may result into safety violations. The High-Power Committee 2013 observes that over 50 per cent SPAD cases took place during night time and out of these, over 50 per cent took place between 0200-0600 hours (i.e. during WOCL Window of Circadian Low)
HPC2013 concluded the continuous/ consecutive night duties to two for running staff and a third night if it is inevitable towards his headquarters only. It was found by Commissioner for Railway Safety in his report on Visakhapatnam collision accident that 4 nights is un safe. He recommended that the consecutive nights be limited to two. Railway Board in stark contrast issued order for continuous four-night duties (RBE 120/2016). Thus, this Association demands to restrict the continuous night duties to two.
1.3 Periodical Rest.
The grievance is as follows: -
“So, six days you shall do your work, but on the seventh day you shall rest, that your ox and your donkey may have rest, and the son of your servant woman and the alien may be refreshed” Prophet Moses (Bible – Exodus 23.12)
|
All the workers in the world, whether engaged in private or public sector enjoys one day rest after six days of work. This is to get recouped from accumulated fatigue of six days work, to get relieved from all stress, to enable them to visit aged parents, close relatives, and friends, to meet domestic and social needs and social obligations.
The duty hours and rest period of Loco Running Staff are governed by the Indian Railway servant (Hours of Work and Rest period) Rules, 2005 and Indian Railways Act 1989.
According to the provision contained in the aforesaid Acts and Rules, the Loco Running Staff are entitled for 16 hours rest, when they break off duty at their headquarters, after a tour of 2 to 3 days out of their headquarters. This is called as headquarters rest.
Besides, they are entitled for a 30 hours periodical rest/weekly rest 4 times in a month.
While the Loco Running Staff are allowed with 30 hours periodical/weekly rest after 7 to 10 days work, the Railway management not allowed the 16 hours headquarters/trip rest along with the periodical rest of 30 hours.
Based on this dispute between the workers and management, the workers made a complaint on 24.01.2000, before the competent authority, the Regional Labour Commissioner, Bangalore.
The said Competent authority after hearing the workers and Railway management, tendered its decision on the matter vide the Order No: F. No: 95(1)/2000-B2, dated 22nd October 2001.
In its order, the Regional Labour Commissioner specifically held that: -
"I find out that Periodical Rest and Head Quarter rest are different connotation altogether. I am in total disagreement as far as the exclusion of usual headquarters rest from the periodical rest.”
Thus, according to the order of the Regional Labour Commissioner, Bangalore, the Running Staff are entitled to have 16 hours headquarters rest and 30 hours periodical rest independently of each other.
The order of the Regional Labour Commissioner was challenged by the Railway Ministry in Central Administrative Tribunal, Bangalore in OA 33 of 2008. The Central Administrative Tribunal, Bangalore bench uphold the order of Regional Labour Commissioner, Bangalore by its order in OA 33 of 2008, dated 01.04.2010.
Against the order of the Central Administrative Tribunal, Bangalore the Railway Ministry filed an appeal in Hon'ble High Court of Karnataka. The Hon'ble High Court of Karnataka dismissed the appeal of the Railway vide its order in WP No: 66707/2010(S.CAT) dated 13th day of April 2012. Thus upheld the order of the Regional Labour Commissioner, Bangalore and the Order of the Central Administrative Tribunal, Bangalore bench. Thus, the Order of Regional Labour Commissioner, Bangalore became final under the Law.
The operating part of Regional Labour Commissioner, Bangalore is as follows: -
"The Running Staff shall be entitled to periodical rest as prescribed under the Railway Servant (Hours of Work and Rest Period) Rules 2005. However, where the headquarters rest over lapse, the Running Staff shall be entitled for payment of compensation in lieu of the headquarters rest at a rate which would be "Twice the normal rates of wages"
It may specifically note that there are provisions in the Railway Servant (Hours of Work and Period of Rest) Rule 2005, that whenever headquarters rest is forgone the Running Staff be paid twice the normal rate of the wages, and called as Breach of Rest Allowance.
Such being the position of the Rule and law declared by the Judiciary, again the Railway filed a review petition before The Central Administrative Tribunal, Bangalore praying to expunge that portion of the Order of the RLC, Bangalore which stipulate to pay compensation when rest over lapse.
The Central Administrative Tribunal, Bangalore rejected the prayer of the Railway Ministry vide Order OA No: 170/00960-3/2014 dated the 1st day of August 2018, direct to pay compensation when headquarters rest overlap as ordered by the Regional Labour Commissioner, Bangalore.
Even after a lapse of 23 years of the Order of the Regional Labour Commissioner, Bangalore, and 12 years after the Hon'ble High Court of Karnataka Order till date, these orders not been abided by the Ministry of Railway and when periodical rest of 30 hours is given the 16 hours headquarters rest has been excluded.
Thus, depriving of 16 hours daily/trip rest when allowed periodical rest/weekly rest against these Judicial pronouncements, the Ministry of Railway not pay the compensation as ordered when the headquarters rest is infringed or forgone.
In this process the Loco Running Staff find themselves in operating trains in all the 365 days in a year. It may seem exaggeration. But it is reality in our whole service.
In case where the Loco Running Staff are to avail periodical rest after 6 to 7 days duty and performing duties of more or less than 10 hours at a stretch, they are entitled to avail 16 hours of headquarters rest plus 30 hours of periodical rest, as the case may be. Both period of rest as aforesaid are presently made to run concurrently forcing the Loco Running Staff to have a periodical rest of hardly 14 hours. Such action of the Railway administration is highly inhuman and discriminating. The Loco Running Staff in the result are forced to lead very pitiable life with unbearable stress and strain and are subjected to substantial prejudice, irreparable damages, and recurring losses.
The rest so provided, i.e. 16 hours after a duty is only to compensate and to overcome the mental and physical fatigue caused. Periodical rest on the contrary is one, which is recognized in every statute like Factory Act, Minimum wages Act etc. and the said periodical rest is one provided to every worker. Periodical rest is provided to enable the workmen to have a day Off at the end of 6 days of work, so as to overcome his fatigue and to come back to duty with freshness of mind and body. It may please be noted that all the workers in Indian Railway are allowed with periodical/weekly rest in a week as detailed below.
Weekly/Periodical rest of Railway worker in various establishment in administrative offices.
Duty/Rest roster: - 9.30 AM to 5.30 PM from Monday to Friday.
Weekly off: - From 5.30 PM on Friday, Saturday – Off, Sunday – Off, Resume duty at 9.30 AM on Monday. Total hours of weekly rest from break off duty is 64 hours.
Offices other than administrative office: -
Duty/Rest roster: - 8.00 AM to 4 PM from Monday to Saturday.
Weekly rest: - From 4 PM on Saturday to Monday 8 AM. Total hours of weekly rest from break off duty from 4 PM of Saturday to resume duty at 8 AM on Monday. Total Hours of weekly rest from break off duty is 40 Hours.
Approved shift rosters for other workers working in the field.
Duty/Rest roster: - First day – Between 2 PM to 10 PM. Second day – Between 6 AM to 2 PM.
Second and Third day – Between 10 PM to 6 AM.
There are two spells of such duty hours in 6 days span in a week. On completion of 6th day, allowed weekly rest.
Sixth day break off – at 6 AM. Seventh day Off, 8th day resume at 2 PM.
Weekly rest from break off duty on 6th day and resume duty on 8th day at 2 PM. Total Hours of weekly rest from break off duty is 54 Hours.
Many accidents and hundreds of passing of signal at danger are being said to have occurred due to the lack of alertness from the part of the crew. It is our humble submission that this lack of alertness from the part of crew is due to excessive fatigue and accumulated sleep debt on account of inadequate rest. NASA report (Technical Memorandum 110404, of May,1996) says, two consecutive nights of sleep is a minimum requirement to stabilize sleep patterns and return waking performance and alertness to usual levels. Two consecutive nights of recovery sleep can provide recovery from sleep loss. In spite of allowing a mere 30 hours rest, the running staff found themselves to be in train all the 365 days in a year, unlike others. This shattered their family life and most of the loco running staff operating the trains under stress with over fatigue and accumulated sleep debt. This dangerous situation has to be and must be changed to ensure safety in train operations.
When all the Railway employees are allowed with a weekly/periodical rest ranging from 40 hours to 64 hours, the Loco Running Staff are denied with a similar treatment and discriminated is too harsh and unfair.
On behalf of the Loco Running Staff of Indian Railways, this Association plead for allowing 16 hours headquarter rest and 30 hours periodical/weekly rest independently, when periodical/weekly rest become due. In the alternative, if rest is curtailed due to exigency of service, the monetary compensation as decided by the Regional Labour Commissioner ©, Bangalore shall be granted by Railways.
It may please be noted that for running staff the minimum rest at headquarters fixed at 16 hours. There are sound reasons behind such a decision to fix this minimum rest at sixteen hours.
All other staff are getting sixteen hours rest after every break of duty as they are always break at their headquarters. In the case of running staff, they are entitled for eight hours rest when break off duty at outstation and they are only eligible for 16 hours rest when break off at headquarters. In practice, in a week they will get two or three break off at headquarters with 16 hours, unlike the other staff.
2. Term of reference No. I - Change of definition of high-speed train to 130 kmph from existing 110 kmph and Terms of Reference No. II. Deployment of ALPs in trains up to (including) the speed of 130 Kmph.
We deeply express our resentment against the change of classification of high-speed trains. The change, when perceived from the operational efficiency point of view, may be a need and it can be considered as a part of progress. Whereas the change, when viewed from the safety aspect of the working of the Loco Running Staff for which the terms of reference is made, is uncalled-for and tend to compromise safety given the fact that the sole purpose of such a change in relation to Loco Running Staff is to restrict the provision of Co- Pilot in high-speed trains.
Attention is drawn towards the statement of the Chairman Railway Board submitted to the Railway Parliamentary Standing Committee on Railway Safety that -
"One of the biggest concerns in our system is the collision. Presently train operations in the railways basically depend upon, particularly the collision part, on our Loco Pilots. If by chance he misses or ignores a signal, it may be due to any reason, it is a potential case of accident. Presently there is no technological support available to him.”
We know that the above situation has not changed as far of the working of Loco Running Staff are concerned. So, increasing the speed limit to avoid the provision of Co - Pilots without ensuring adequate infrastructure and safety measures in place would be detrimental to the well- being of the passengers and Loco Pilots.
The definition to “superfast” trains with respect to running allowance rules, was trains running at a speed more than 100 kmph, and is for the purpose of providing co- pilot instead of an Asst. Loco pilot. Deployment of Co – pilots in high-speed trains are to share the additional work load and stress of running trains like Rajdhani express, Tamil Nadu expresses etc. at a higher speed above 100 kmph. Subsequently speed of few more trains too enhanced to 105 kmph and were provided with Co – pilots. In fact, there is no reduction in the work load of the existing super-fast trains, with the increase in speed of other trains. So, change in the definition for super-fast trains for the purpose of providing Co- pilots cannot be changed. So, the proposal to change the definition of super-fast trains from those running above 110 kmph to those above 130 kmph to be dropped.
On this matter, this Association hereby informing to Railway Board, that withdrawal of Co-pilot from earlier defined high-speed train was under trial and without any scientific studies and working and stress analysis and without the approval of staff side representative. This trial had bitter and most terrifying result since more than three cases of SPAD happened with the Rajdhani trains when the same was running with Sr. ALP under trial letter issued in 2020 and thereafter. Railway Board’s own letter on the booking of equal grade loco pilots on the high-speed train as defined in Rule 24 of Running Allowance Rule 1981 was based on different committees like Kunzru committee report and on different Stress and Occupational Health Hazards report. Karolinska stress analysis report which was accepted by RDSO (working under Psycho-tech Directorate). Even based on such analysis reports, Railway Board also confirms Psychosomatic situation due to strenuous nature of duty. And this may be most unsafe situation with train safety, passenger safety and loco pilots too. Hence all loco pilots of such High-speed trains require to qualify psychological test, a full module of Computerized Test for Drivers of Speed Vehicles (CADAT). Railway is well conversant with the Stress Analysis report, and well aware of Loco Pilots various physiological, psychological, administrative, and infrastructural difficulties to ensure the safe running of trains & more on high-speed trains. Occupational health hazards of high-speed trains even when running with more than 110 kmph continuously for longer distance is well known to railway administration. Railway Boards own Constituted High-Power Committee itself uphold the concept of equal grade co–loco pilot as prescribed in letter no. E(P&A) II-2000/RS-21 dated 26.09.2002 in all non-stop mail express trains which are having non-stop run of more than four hours
Hence, we urge to provide Co- Pilots in trains having speed above 110 kmph in addition to providing Co - Pilot in such trains which have a nonstop run of more than 4 hours as recommended by the HPC.
3. Terms of Reference No. III, Deployment/Non deployment of Co-Pilot in EMU/MEMU trains.
Manning of MEMU/ EMU.
Rules regarding manning of engines/ locomotives is given in GR 4.20. Except when otherwise provided by special instructions, no engine shall be allowed to be in motion on any running line unless the loco pot as also the Assistant loco pot is upon it.
According to the Railway Board circular No 99/ M (L) 466/701(Non- Gazetted dated 6.7.2000, deployment of Drivers (loco pilot) without Assistant Driver (loco pilot) is permitted in EMU trains which are running on short distance routes in the suburban areas. Suburban trains are running in dedicated running lines where parallel lines exist to divert trains. Moreover, the maintenance depots are very near and assistance of maintenance staff is quickly available through road or rail.
Without considering the above aspects, single man driving was introduced in DEMU services in the year 1995. These services are meant for short distance trains with frequent stoppages at all stations and the Guard and Driver inter act each other in case of emergency.
Further vide letter No 99/M(L) 466/701(non-gazetted) dated 10/08/2000, single man driving is essentially meant for short distance travel with frequent stoppages at all stations and there is no possibility of Driver not remaining alert.
The word “short distance” is nowhere defined. The lacuna in this regard has created many problems in the field level, that, the zonal officers declare long distance trains running 200 kms etc. As short distance trains according their whims and fancies to withdraw Asst. Loco Pilots.
In many areas of the country single crew face too much problems by working 7-8hours at a stretch for 150-400 kms with20-30 stoppages as a conventional passenger train to MEMU/ DEMU. Therefore, an unambiguous definition is needed for the word of short distance. Hence in this regard, specifying an upper limit of distance travel. In this connection we wish to point out that normally suburban trains are running for 60-100 kms, where emu rakes are running. Therefore, short distance for the purpose of single man driving shall be defined in the range of 60-100 kms and above which invariably ALP shall be deployed in EMU/MEMU, as the Motormen are not getting effective technical assistance.
4.Terms of reference No. V. “Legislation of Break for meals and attending nature call”.
In this connection we respectfully submit as follows.
The Ministry of Labour and Employment, Government of India already seized the issue of implementation of ILO Convention C-001 Article 8 ratified by the Government of India. A High-Power Committee has been constituted to deliberate. Such being the position, order to review the same issue by a lower committee by Railway official is unnecessary and unwarranted. Therefore, this Association plead to delete the terms of reference No. V from the consideration of this committee and we do not prefer to make any deliberation in this issue.
5. Terms of Reference No.VI. Provision of CVVRS in loco cabs: Installing CVVRS in Locomotives
The idea of installing a camera and a screen in locomotive cab was first mooted by HPC on HOER (2012) to relieve the loco pilots from peeping out frequently to see the formation (Para.8.1.1 of the report). Task force committee on safety (2017) modified it as an audio- video recording system similar to the “black box” in cockpit (10.3.1) where decoding of data can be done by accident enquiry committees to get a clue to the reason for the accident. But the implementation of those useful recommendation went to a useless CCVRS.
Surveillance camera can control offences done will fully. Working before a surveillance camera restricts the natural behaviour and thus increase stress. Now, CLIs are instructed to decode the data and that leads to harassment. Even the records were uploaded in social media.
No expert committees including accident inquiry committees have ever found it necessary or made any recommendation whatsoever regarding the necessity to provide the CCVRS for constant monitoring of the crew.
The HPC had recommended installing a camera outside cab along with a monitor inside, to ensure safe running of trailing load.
Do not provide any qualitative addition towards prevention or investigation of accident cases and in improving the safety atmosphere of the railways
The activities of the crew, to the extend required for necessary evaluation, is already being recorded in the microprocessor of loco.
In addition to being extraneous the provision of CCVRS is offensive and have negative effect on the general wellbeing as -
Since not serving any meaningful purpose, it is now being used as a means to keep undesirable microscopic surveillance on the crew exposing them to bullying and victimisation
Working in this condition with such constant thought of victimization will create unwanted stress in mind of the crew which in turn will divert their focused attention required for safe working and also adversely affect the natural way of their working. Hence detrimental to the interest of safety
The provision of CCVRS in the present form agitates against the Right to Privacy of the Loco Pilots and it does not stand the test of privacy set by the Hon`ble Supreme Court of India for not having legislative mandate, a legitimate objective and for not being the least intrusive of the available options.
Surveillance is effective to control will full offences and it has nothing to do with unintentional lapses and omissions.
In the light of the above facts and circumstances we request to stop the installation of the CCVRS in the present form or Driver Monitoring equipment (like RDAS, etc) Locos should invariably be provided with camera with display unit as rightly recommended by the HPC for ensuring safety. The camera and screen must be made for improving safety as recommended by HPC and CRS alone shall be given access to the recorded data.
6. Terms of reference No. VIII, Fog Safe Device (FSD) is being forced upon crew round the year.
Fog during winter season only disrupt train operation. Many accidents have happened due to poor visibility in Fog. Rlys adopting alternative signalling procedures in poor visibility condition/ foggy weather in Automatic Block system the number of trains is restricted to two between two stations by introducing modified automatic signalling in NR and NCR railways to improve safety
It is pointed out that the airlines use the sophisticated and highly successful automatic landing system (ALS) for un disrupted service in FW conditions. Railways Task Force Committee also suggests to conduct trials with composite camera-based technology, which use optical, radio and infra-red wave length to create a workable image of the path ahead.
If found successful these fog vision cameras should be installed in locomotives in fog prone areas. In the advanced railway system, technology of Automatic Train Protection (ATP) that is a cab signalling system is used for high speed. Such a system like KAVACH could be implemented in fog prone areas which would be beneficial to the railway for the uninterrupted traffic and to ensure safety.
But the fog pass/ FSD device caused difficulties to the engine crew in carrying, maintaining, and using during train operation.
i. The distance in metres announced by FSD could not be ascertained in the zero visibility in the absence of fixed landmark. Loco pilots are accustomed to drive the train with KM chart (Kilometres). Hence LPs are having more confidence to work with KM chart than the distance guidance from the FSD.
ii. Change in compliment/ kind of signal/ PSR are not updated regularly in the device leading to confusion and ambiguity in the minds of LP during train working which is not conducive to safety.
iii. Carrying of equipment during ON/OFF duty even to the running room and battery charging responsibility causing undue stress on engine crews and affecting their rest period too.
Moreover, carrying the equipment during the ON/ OFF duty apart from their personal/railway belongings increased the rest to manifold.
iv. There is not much speed increase by the usage of FSD. Only marginal from 60 to 75kmph of Maximum speed during foggy weather conditions.
v. Asking the engine crew to use FSD throughout the year will only cause distraction to working crews from the interference of sound and instructions from the FSD. Hence it is not advisable for its usage throughout the year. It also increases the burden on the shoulder of ALP throughout the year which is not fair and proper, and also it is said by railway administration that it is a " Non-Fail-Safe Device" and hence not having much significance during clear weather.
vi. Fog Pass Device can be integrated with LRMS/RTIS as the system have the stand-by power supply with Microprocessor based enabled with GPS receiver, CDMA/ GSM technology. It is learnt that the LRMS system shall also have all the features of FSD.
vii. Moreover it is recommended by the CRS that all unnecessary instruments and multiple screens should be removed from the cab and a standardized control panel developed irrespective of the Loco types while enquiring the incident of Rear collision of train number 08504(VSKP-RGDA Passenger) with train number 08532(VSKP- PAS passenger) in Waltair division of East Coast Railway. Hence it is worthwhile to integrate FSD as a locomotive device till such time KAVACH ATP/TCAS system put in to place and engine crew may kindly be relieved from the responsibility of carrying FSD throughout the year during ON/OFF duty.
7. Terms of reference No. IX, Aptitude Test/Psychological Test.
a) The present system of aptitude test during induction as ALP and L P Goods to Sr. Motorman shall be continued. But the standard of psycho test being conducted by RDSO should have been taken into consideration that the candidates are only ITI holders (HPC Para4.3.81) as expressed from the field level workers. Hence the aptitude test should be limited to induction level of ALP and during the promotion as Motorman only. Aptitude test should not be conducted for LPP where two men operation is in vogue.
b) At present special aptitude test has been ordered for trains run at above 110 Kmph and as those who are qualified only allowed to man these trains. Hence the train running at 110 Kmph and above has to be classified as high-speed trains and co-pilots of equal grade has to be deployed in such trains.
c) For reinstatement after SPAD as Loco pilots three number of attempts to be allowed and for ALP reinstatement, no such aptitude test is required as they are lowest hierarchy in the loco running staff cadre.
d) As per extant order a procedure for induction into safety categories for in-service employees’ maximum of 3 attempts after a gap of minimum 3 months between each test to become eligible for induction into safety categories may kindly be allowed for reinstatement after SPAD. (RBE 61/2019).
e) In the case of redeployment of loco running staff in the event of non-qualifying aptitude test, the fixation of pay at such a time in the alternative post has been interpreted or misrepresented causing the denial pay element portion in the absence of any specific order as in the case of reengagement/alternative employment to the medically decategorized running staff.
f) We also suggest, in the case of loco pilots fail in the aptitude test the scheme like "SALUTE" may be introduced as suggested by vide letter dt. 30.07.2020. to protect the employee from the agony and service rendered to the railway.
The above views are expressed from the field level staff may kindly be considered favourably by this committee to mitigate the grievances of Loco Running Staff to ensure safe train operation.
Thanking You,
Yours faithfully,
Bhopal, 
22.07.2024. K C James, Secretary General,
All India Loco Running Staff Association.
THE YEAR 2024 IS THE GOLDEN JUBILEE YEAR OF THE GLORIOUS, HISTORIC AND WORLD’S LARGEST 1974 GENERAL STRIKE OF RAILWAY
MEN OF INDIAN RAILWAYS.
T.Hanumaiah CVP
A commemoration of golden jubilee year of the great, historic, glorious and the world’s largest general strike of Indian railway men who struck work in May, 1974 for 27 days , from 02-05-1974 to 28-05-1974 parallelising the entire railway transport system of India. More than 13,00,000 employees participated in the strike, besides many temporary workers.
Let us pay homage to the Martyrs who laid down precious lives in the cause of railway men struggle.
Though the strike was slated to commence from 08-05-1974 it was started from 02-05-1974, for reasons of the then government anti-labour decision of abruptly breaking the negotiations with NCCRS and resorting to indiscriminate arrests of thousands of railway men along with the cadre and leaders on1st/2nd of May,1974, which included the convenor com. George Fernandez, Malgi, (AIRF), P K Baruah, S K Dhar, H S Choudary,(AILRSA) and also the other leaders who came to Delhi for negotiations with government on the demands for which strike was called from 08-05-1974.
The then Congress Government was at war with its own citizens, and the support received by the strikers from other members of the working class and people at large was a source of glorious inspiration for them.
The strike was led by National Co-ordination Committee of Railwaymen’s Struggle (NCCRS) which had been formed on 27th February 1974 at the instance of the demand of AILRSA to give strike call from a broad based united plat form of Railway unions. The NCCRS was a joint forum of all railway unions to prepare and guide the railway men for the ensuing May, 1974 strike. The constituents of NCCRS were AIRF, AILRSA, AIREC, CITU, AITUC,BMS and 110 railway unions, with George Fernandes as its Convenor, the other members being comrades S K Dhar, H S Choudary(AILRSA), Priya Gupta (AIRF) N S Bhangoo (AIREC), Samar Mukherjee, Nrisingh Chakraborty (CITU), and the representatives of AITUC,BMS.
The main demands for the strike were the low wages of the rail workers as compared to other industrial workers, long hours of work and harsh working conditions.
Background of the Historical Strike 1974. Demands.
1. Need based minimum wages .
2.8 hours work a day.
3.Bonus.
4.DA with full neutralisation of increase in prices of consumer goods.
5. decasualisation of casual labour.
6. subsidised food grains.
7.Job analysis
The railwaymen had been demanding that they should be treated as industrial workers, with duty hours not exceeding 8 hours a day and full trade union rights i.e. the right to choose or form their own Association and facilities for collective bargaining. The railway workers demanded need based minimum wage or at least parity with the wages granted by several wage-boards to comparable major organized industries of the country. They wanted protection against erosion in their real wage by introducing the principle of linking D.A. with price index and full neutralization – a principle which had been accepted by many wage boards. They also wanted abolition of the casual labour system – a demand based on the principle of “equal pay for work of equal value” as defined in I.L.O. Convention No.100, which the Govt. of India had already ratified in 1958 but refused to implement. They also demanded “Bonus” which was being granted to industrial workers as a measure of “deferred wage” but not to railway men. A demand for cheap grain shops with adequate supply of rations was also raised by them.
The grounds for the strike were laid by the heroic strike of loco running staff led by the All India Loco Running Staff Association (AILRSA) in May 1973 and August 1973 and December 1973 which resulted in the government of India extending invitation to the strike action committee members of AILRSA for negotiations through the ministry of labour. After prolonged negotiations between the govt. of India represented by the labour minister along with the railway minister and the members of Action Committee, an agreement was reached on number of demands including 10 hours duty rule from sign on to sign off and the same was announced in the parliament on 14-08-1973 by the railway minister. The AILRSA played a pivotal role not only in uniting the railway men but also by being in fore front in spearheading the 1974 strike.
The rail workers recognised that if they were to achieve their demands, they needed to have unity among all sections of rail workers. The successful strikes of AILRSA played an important role in bringing this awareness of united struggles among the railway men which paved the way to build the united platform of 110 railway unions named after the NCCRS.
When the AILRSA leaders were attending the Loco running staff grievances committee meeting in Railway board ,the minister of state for railways shri Md.Shafi Qureshi tried to influence them, by offering favours, to with draw from the NCCRS and not join the strike. The AILRSA rejected his proposal outright and declared that the AILRSA will participate in the strike as a constituent of the NCCRS.
The brutal response of the Government to the strike.
It must be noted that the Central Government was aware of the rising anger of the rail workers and that a confrontation was inevitable as they were not interested in conceding to the just demands of the rail workers. Accordingly, while a facade of talks with the union leadership was kept up in the early part of 1974, behind these talks the Government and the rail authorities were drawing up a diabolical plan to crush the workers when they went on strike. They first made an assessment as to how many people would not join the strike. Secondly, they ensured that the steel plants, power plants and other essential industries were kept with a full supply of their required raw-materials. They also built up a surplus stock of food grains in the deficit states. After the strike notice by the rail workers was served on 23rd April 1974, they cancelled 700 passenger trains and gave preference to movement of freight to achieve these objectives. They also drew up a plan to arrest the leadership at the “appropriate time.” Payment of all arrear dues, P.F. loans etc. was stopped so that the workers did not have resources to prolong the struggle.
The leadership of the railway workers was arrested when they were in Delhi to participate in “talks” on the night of May 1st. As a result, the strike commenced on 2nd of May, 1974, in the Central Railway and in others on 8th of May as scheduled. Even with most of their leaders in jail, the railway workers all over the country responded magnificently to the strike call. The sweep of the strike was much more than the Government had anticipated. The Chairman of the Railway Board tried to belittle the strike. All media of mass communications were pressed into service to circulate false claims that the strike had failed.
In responding to the railway strike, the fascist character of the Indian State was brutally exposed before the brave workers. Never, in Independent India, was there such a terror spread over all parts of the country, in all states, in all towns and cities simultaneously. The police raided the houses of the railway workers all over the country and tortured those who fell into their hands. Workers were mercilessly beaten and tortured to go back to their duties, some even at gun point. Drivers were chained to the EMU Coaches or were under police escort, so that they could not run away. Instances of train drivers being shackled in their cabins were reported at the height of the strike. Meetings were prohibited. Important leaders were arrested and arrest warrants issued against active workers. Even those in hospital beds were not spared. About 30,000 were arrested and 20,000 warrants were pending.
Any attempt by railwaymen to organize protest was ruthlessly suppressed. Prohibitive orders including curfew were imposed in the railway colonies and their surrounding areas so that the striking workers were not able to keep any contact with those who had not joined the strike or hold meetings, processions etc. Lathi charges and tear gassings were reported at Hubli, Egmore, Mugalsarai, Mysore, Jhansi, Burdwan, Kharagpur, Hyderabad, Visakhapatnam, Kota, Guwahati, Gangapur city and many other railway settlements.
Protesting the arrests of their menfolk the women in railway colonies heroically came on the streets all over India. However, the fascist Indian state did not spare even the women. Old and pregnant women or even children were mercilessly beaten.
Reports of opening fire on the demonstrators came from Chitpur, Kutch and other stations. Arrests were conducted on a mass scale. Beating of workers after arrest became a normal incident. At Kurla, workers were hand-cuffed and paraded on the platform. At Ulu Beria, Gangmen were roped and detained for 72 hours in a small room without any food or amenities. Torture and indignities knew no bounds.
During the period of the strike, railway colonies were turned into battle fields The para-military forces, such as Border Security Force (BSF), Central Reserve Police Force (CRPF) and the Provincial Armed Constabulary (PAC), were deployed in the railway colonies. The colonies were surrounded and all male members arrested and told that they have either to go to jail or go to work The Police made rounds in the railway colonies, raided railway quarters and arrested all strikers. There were cases when workers were not found in their quarters and their sons were arrested.
In establishing this reign of terror, free reign was given to the police and the anti-social elements. This was the case in Delhi, Bombay, Kanpur and almost everywhere. Armed goonda gangs moved about in the colonies terrorizing the workers, beating them, abusing the family members, forcibly evicting the railwaymen from their quarters etc. The doors of the railway quarters were being broken open and the household goods thrown to the streets and women were dragged by their hairs. It was not limited to victimized workers alone. Even those who were under medical treatment and those who did not join strike were not spared. In some case, authorities failing in their attempts of eviction rendered the quarters uninhabitable by breaking the doors, windows, and the roof.
Railway workers from the very beginning anticipated that they would be tortured after arrest till they were forced to join duties. Hence, they left railway colonies and took shelter in the nearby villages, towns or even jungles. At Chittaranjan, Hubli, Miraj, Dangaposi, Pathankot, Kazipet, Vijayawada etc. they were in the jungles and had no food for days. It was in such circumstances; the women of the railway colonies were made a special target. The incidents at Jhansi, Mughalsarai, Kanchrapara, Kharagpur, Kishanganj, Lumding, Sitarampur etc. need special mention. Reports of rape and molestations of women were received. Hundreds of women from Railway colonies were put in the jails. These barbarous tortures went to such an extent that the Government’s own labour department was forced to condemn this inhuman torture.Payment of Wages Act was suspended from May 5, so that workers could be kept in a state of starvation. They cut off electricity and water supply at railway colonies, etc. The ration cards of the striking workers were cancelled in many a place.
Tens and thousands of railway workers were removed from service under the (D&A)R,1968 Rule 14(ii)/149. About 50,000 casual workers were terminated without any notice. Almost 30,000 employees were kept under suspension and tens of thousands of workers were arrested. Authorities become so inhuman in their approach that even medical aid was stopped from railway hospitals. At New Jalpaiguri, women expecting babies were refused admission. At Bhojudih even in serious cases, the Public Dispensaries refused to attend to the patients. In Kochi Railway colony, during the 1974 railway men strike, the railway police not allowed the celebration of marriage of a Railway employee. On coming to know the situation, comrades A K Gopalan the first opposition leader of Lok Sabha along with his wife comrade Mrs.Suseela Gopalan arrived at the site and organised a protest action against the police atrocities and daringly celebrated the marriage , keeping the police aside.
It was a total war against railway employees and their family members. Army technicians were posted at all important stations in readiness to take over. Territorial Army, Border Security Force and Regular Army were posted everywhere. Arrangement for patrol trains were also made. Even the Navy at Cochin and elsewhere was alerted.
The rule of law was thrown to the winds and jungle rule was established for about a month throughout the country. The Statesman of May 10, 1974 carried a report that 3125 Territorial Army men were arrested for refusing to run trains. A special CRP battalion was air-lifted from Delhi to Mughalsarai. At Bongaingaon, a battalion of the Assam Rifles was used to strike terror amongst railwaymen.
Never was there more determined resistance, so uniformly and courageously, everywhere in all states, in all towns and cities. The heroic women and children in the railway colonies faced the tormentors courageously and helped to sustain the fighting morale of their husbands and fathers. The Times of India of May 14,1974, carried an interview with the wife of a guard under arrest. She said “Now that the strike is on, my husband would stand by the strikers till the end.” At various centres of the country, they organized themselves and led the resistance.
When the strike was at its peak, the government of India under the code name of “smiling Budha,” detonated a nuclear device, successfully, at Pokhran, Rajasthan state. But that could not deter the strikers from continuing the strike till it is called off by the NCCRS.
*Solidarity support from all over the Globe:
The railwaymen strike received solidarity from WFTU, TUI, Transport Industrial workers of GDR, Australian Loco men Federation, Japanese Railway Workers Federation, Transport workers of Netherland, Amnesty International, French Railway Men Union, Italian Railway Men Union, Associate Society of Locomotive Engineers and Fire men, Great Briton, Railway Union Portugal, Danish Railway men Union, Railway men’s Union Malaya etc.,
In Mumbai, electricity and bus transport workers, taxi drivers and auto ricksha aw drivers went on strike. P&T workers and Central Government employees of Kerala and West Bengal went on a three-day strike, from May 8th to May 10th. There was an all India support strike of on 15th of May, 1974. The RTC workers went on a day’s agitation in support of the Railway men strike. The peasants and workers extended their support. There was an enormous support from both the organised and unorganised sector employees and workers. The students, youth and trade unions stood by the strike
It is important to note that, the State Governments fully coordinated with the Central Government in attacking the strikers. A glaring exposure of ruling class governments collective barbarous attacks on the working class who were on strike bargaining for their justified demand.
However, despite facing with such a massive onslaught from the Central and State Governments and with all their leaders in jail, the railway men continued the strike braving the repression till it was called off on 28th of May 1974 by leaders of NCCRS from inside the jails, to withdraw the strike and resume work. There was a high morale amongst the workers and in many places, they joined back in a demonstrative manner, through processions and shouting slogans like disciplined soldiers going back at the call of their organization.
Simultaneously, with this onslaught against the striking workers, the Government announced different kinds of encouragement to those who did not join the strike in the shape of cash reward, advance increment, extension of service and employment of children. There were instances when even applications were not received and appointment order was issued not in the name of the candidate but as son of a particular employee. This was intended to create a set of permanent strike breakers among the workers.
On behalf of the NCCRS and AILRSA several efforts were made to organise feeding of victimised, and to get the victimisation vacated and also for withdrawal of criminal cases foisted against the strikers.
The AILRSA has tried with best of its efforts to retain and forge ahead the unity of Railway men achieved through the NCCRS, but gone in vain, as the flock could not be kept together. The NCCRS function became defunct, mainly because the AIRF disassociated from it, for their own reasons.
It must be noted that the change of the Government in 1977, replacing the congress government by the Janata party, most of the dismissed permanent workers were reinstated without break in service.
Janata government failed to give BONUS which was an important demand of 1974 strike. It was only during the short tenure of Shri Charan Singh as prime minister; the BONUS was granted on the demand of left parties particularly the CPIM for giving support to him in Lok Sabha during the test of strength.
Later the full neutralisation of DA was also achieved.
Lessons from the historic strike
The heroic strike of the rail workers and the heroism shown by them and their families will always inspire us. It was a glorious chapter in the history of the working class movement and there is much for us to learn from it, in these days.
The railway strike of 1974, and the extremely brutal response of the Central and State Governments has shown to the railway workers and the working class of India, that the working class needs to prepare for any class action with even more planning and determination to defeat the machinations of the Government and the top management. We need to mobilise all members right from the grassroots upwards and they should all be enabled to participate in decision making on how to conduct the strike and when to call it off. It is only the democratic involvement of all the participants that can ensure that the strike is successful.
The many successful agitations of AILRSA in the Railways show that only when all the members are fully mobilised the Victory is possible.
It is also necessary to educate the people of our country about the reasons of going on strike, so that more organised support is possible from amongst them. While the working class implements even more strongly the slogan we love, “An attack on one is an attack on all.” It needs to be converted into deed as and when a situation so arises.
The preparations government made reveal that it is only accountable to the ruling class of capitalists. Remember how it cancelled 700 passenger trains and added more freight trains in order to ensure that the wheels of industry kept turning and generating profit for the capitalists.
The attempts to create divisions among workers on various counts have to be defeated. The working class needs to build its own fighting unity amongst itself, among the members of a particular factory, industry, or trade as well as among all members of the class irrespective of the divisions that are artificially imposed on them in the name of permanent versus casual labour, skilled versus unskilled labour, managerial versus unionised labour, Government employee versus private sector employee, or any of the many ways that the authorities try to keep us divided, including the machinations on the name of caste ,creed, religion, region, language etc.,
TASKS AHEAD:
*To unite the railway men irrespective of their affiliations into a strong united force, educate and motivate them to realise their rights and the justified demands and prepare them for the struggle for the following among other demands.
1. Indian Railways Shall continue as a Government Department and oppose privatisation.
2. Scrap NPS and restore OPS for all.
3. Raise 7th CPC fitment formula from 2.57 to 3.68.
4. Appoint 8th CPC duly granting Interim Relief.
5. Merge DA with basic since DA reached to 50% of basic and consequential revision of all allowances including Running Allowances.
6. Filling up of all vacancies.
7. Scrap 4 labour codes.
8. Not exceeding 8 hours duty from sign ON to sign OFF. Traffic operating department should be made accountable and responsible to watch and relieve the crews without bursting the 8 hours duty of Loco Pilots.
9. The loco Pilots shall be allowed to avail the periodic rest of 30 hours, in addition to the home trip rest of 16 hours amounting to 46 hours, every week. If disturbed, in case of any urgency, they shall be paid the Breach of rest allowance at the double the rate of wages, besides giving compensatory rest.
10. Out of head quarters detention shall not exceed 36 hours. If exceeds they shall be allowed to come back home station, as spare.
11. Night duties shall not exceed 2 nights in a week.
Comments
Post a Comment