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Our beloved President is no more. We lost our leader who succeeded in regaining the wide base of AILRSA in the nook and corner of Indian Railways. We have to accept the fact. Now, we have to move ahead in the direction and fashion he lead the association and build it militant and as a saviour of the rights of workers. His demise is a great loss to the running staff family as a whole, as he had spent most of his life for the Association and the entire trade union movement. In respect to our great leader, Central committee calls up on all branches to tie up AILRSA flags half mast today . Condolence meetings shall also be organized tomorrow. The entire locomen family shares the grief of the spouse, children and relatives of Com. M.N. Prasad . K C JAMES Secretary General/AILRSA

1.ON ECONOMIC POLICY OF INDIA Privatisation of public sector was started in India as part of neo liberal policies along with liberalisation and globalisation (LPG policies in short) in 1991.Those policies were introduced globally to suit the millionaires. 30 years of experience in India prove the same fact from the immense accumulation of wealth by the rich while pushing the middle class to poor and the poor to starvation. Now our country stands at 105th position next to Afghanisthan, in terms of poverty, while our rich people became the richest in the world. The middle-class employees find that their real wages are not increasing but decreasing. 1.1 Increasing unemployment Privatisation, restructuring, monetization, whatever be the name used, lead to drastic reduction in the number of permanent jobs in Government sector and contract labours are engaged in those posts. Abolition of permanent posts in Government sector gave boost in private sector to adopt hire and fire of workers. Large number of permanent posts are being kept vacant, specifically 3 Lakh posts in Railways and more than 10 Lakhs in Government sector. The policies favouring the rich led to the destruction of small scale industries, handicraft industries, small retailers etc. pushing the people those sections, to the labour market. Unemployment in India rose to a level that existed in pre independence era, where the British rulers did not allow to start industries in India, to patronage the industries in England. This worse situation is often the three decade long appeasement of investors and industrialists by curtailing labour rights and lifting all governmental control, to avoid exploitation. Whatever foreign/ domestic investment came did not create job opportunities in India. 1.2 Reducing wages NPS was introduced in 2004 and that imposed 10% direct salary cut from the authorized pay structure besides denial of statutory pension. Denial of level 6 pay in pay matrix to ALPs and higher levels to LPs, never ending attack on pay element and running allowance, denial of NDA, withdrawal of paper pass, destruction of railway quarters & forcing employees to spend heavily for house rent, denial of modern medical facilities by non-up gradation of Railway Hospitals, unjust deduction of Income Tax from running allowance etc are imposed on us. Private sector implemented the same policy in a more vigorous manner. As a result, the percentage of salary expenditure of Indian industries dropped from 11% to 6% in 25 years of LPG exercise. Thus, the living standard of workers are lowered and their purchasing capacity declined. 1.3 Increasing stress of workers Privatisation of Public Sector is justified on the protracted profit made by the private firms. So, public sector firms too started aiming profit. This has paved the way for non- filling up of vacancies, recruitment ban, multi skilling, imposition of more and more work load etc. Contractisation of non-core activities like CMS denied the chance of getting light duty for medically decategoriesed persons and force them to opt VRS. Contractisation of box boys now mounts pressure on us to carry tools by ourselves. Contractisation of maintenance of loco, track and signal indirectly increased our stress level while on duty. In addition, technological advancement is utilized to impose more and more work load. It affects us in the form of heavier load, increased speed, increased number of signals, multi traction and multiplicity of models of loco and rolling stock, multiplicity and complex signals, long haul trains, crack goods etc. And finally, through public abuse and inhuman penalties for the unavoidable lapses while on duty. 1.4 Monetization is privatization in disguise. Anti- privatisation campaign led by working class describing it as a crony capitalist idea to amass wealth and the rampant loot of public money by big corporates, created a public opinion against privatisation. To confuse the common people, the same privatisation policy is being pursued in the name of monetisation. The claim that ownership remain with the Govt. is for mere namesake. 1.5 No more social security Number of people covered under statutory pension scheme are drastically reducing, resulting in lowering the living standard of the very few youths those get a decent job too, as they have to spend heavily on the maintenance of their parents in addition to the unemployed or under employed wards. Agniveer scheme introduced in Défense sector is aimed to torpedo the only existing statutory pension system in India. 1.6 Common people are denied services. Privatisation in whatever be the form, triggers abandoning of non-profitable services or increase of fares in rural/ under developed areas. Such a course in Railways will lead to increased fare for services or even denial of transport facilities to rural people. 1.7 Unbundling of Railways increase cost of service Unbundling of Railways into splinters will give rise to numerous commercial transactions between splinter units and every such transaction will be taxed under GST. The food served in major running rooms are levied 5% GST at present. Such a taxation would not have been possible if the old system of Railway cooks & ration system was continued. In a nutshell the Privatisation, Corporatisation, Monetisation policies are aimed to grab the wages of employees & workers, deny job opportunities to the aspiring youth, to increase the living cost of general public and to favour the rich people to exploit the workers and all other sections of people. Together with Liberalization and globalisation, the new economic policy pushed agriculture, handicraft and small scale industries into a deep crisis. So, this BGM urges the Government of India to stop the anti-people policies. We, the members of AILRSA pledge to join together all sections of workers and mass organizations to defeat the anti- people economic policies. 2. AGAINST AMENDMENTS OF LABOUR LAWS 44 Labour Laws were replaced and 4 Codes were enacted in Parliament. Most of the amendments in labour laws sought to be made have serious adverse impact on the democratic rights of workers to form trade union and strive for a decent living with dignity. The amendments proposed by the Central government and by some State governments which are justified in the name of “ease of doing business” are aimed at empowering the employers to retrench / lay off workers or declare closure / shut down at their will and also to resort to large scale contractisation. These are also designed to push more than 70% of the industrial and service establishments in the country out of the purview of all labour laws. This is nothing but letting the hapless poor people for inhuman exploitation by the rich people who possess control over land and capital, without any control of the Governmental machineries like labour department or judiciary. This BGM express its protest against the unjust labour code which will impose inhuman exploitation of the working class and against the interests of toiling masses of our country. 3. ON UNJUST PAY & ALLOWANCES AND THEIR ARBITRARY REDUCTION 3.1 Disproportionate pay scales to the work load of Loco Pilots & Assistant Loco Pilots This 23rd BGM of AILRSA express its serious resentment on the disproportionate and inadequate pay scales allotted to Loco Running Staff by 7th CPC. As per the Railway establishment rules in force Loco Pilot(goods) and Loco Pilot (Pass) are selection posts and candidates have to qualify the pre-promotional course to appear for selection test. The duty of Loco Pilot (Shg), the feeder category for promotion to Loco Pilot (Goods) is confined to station yard, whereas Loco Pilot (Goods) has to work on main line, hauling heavy, long and faster goods trains and also has to stay away from Head quarter for days together. Loco Pilot (Pass) is the next promotion through a selection process and work in faster trains carrying passengers. Loco Pilot (Mail) has to work all Express, super-fast, Rajadhani and Vandebharath express etc. But all the 4 posts from Loco Pilot (Shg) to Loco Pilot (Mail) are in the same pay scale of Level 6 in pay matrix. Running category is the only category in group ‘C’ without having the apex scale of level 9, though proclaimed as the back bone of Railway safety while fixing the responsibility for all untoward incidents. The vertical relativity between comparable group ‘C' categories has been shattered now by allowing Level 8 and Level 9 in pay matrix by cadre restructuring to prominent categories, while Loco Pilot (Mail) stands at (a level) 3 stage below. This is unjustifiable while all committees studied about running job had described it tiresome than any other job in railways and the stress levels remain highest of all. The Assistant Loco Pilots are still in Level 2 with a starting pay of Rs.19900/- just above the lowest paid employee in Railways. The education qualification, the induction training, the knowledge, skill and the highest level of concentration required to perform the duty, the highest medical standard to hold the post etc. not been reflected in their pay. This BGM demand to allot Level 6 scale to Assistant Loco Pilots and distinct higher Level of pay to Loco Pilots to mitigate the injustice of disproportionate wages hither to paid to loco running staff when compared to the work extracted from them. 3.2. Denial of legitimate Running Allowance rates as per RAC 1980 formula. Prior to 1976, running allowance earned by running staff up to a maximum of 75% of their individual basic pay was reckoned as pay for the purpose of retirement benefits. Most of the running staff were drawing an amount more than their basic pay on account of running allowance. Periodic revision of running allowance had resulted in notable reduction in the running allowance and hence scientific revision of Running allowance became an important demand of 1973 locomen agitation. That gave birth to RAC1980 and RAC80 formula. It is an agreed fact that the running staff gets their 30% pay and TA through running allowance. After a detailed study the running allowance committee in the year 1980(RAC 80) derived a formula to calculate running allowance rate. It withstood for the past 41 years. After the introduction of 7th CPC scales of pay and TA rates, the KMA rate has been fixed at Rs525/- per 100 kms, by taking the entry pay of LP(Pass) in level 6 instead of taking the mean pay as given in the formula. A plain reading of provisions clearly gives a definite meaning that 30% pay element (pay embedded in running allowance) is not of the minimum of the basic pay in scale, but the 30% of the actual basic pay drawn by the Running Staff. Therefore, deriving a rate of kilometrage allowance basing on minimum of the basic pay of the scale, for all the Running Staff, who are drawing different basic pay from Rs.35400 to Rs.1,12,400 in the level 6 Pay Matrix, is totally wrong and against provisions contained in IREM. It Is a great discrimination towards all running staff. This BGM demands to revise the KMA as per RAC 1980 Formula, by taking the mean pay of LPP or in the alternative fix the rate according to the actual basic pay of individual employee, as been done for NDA rates. 3.3 Denial of pension through NPS. New pension scheme introduced through an executive order for Central Govt. Employees appointed after 01/01/2004 and on a later date for state Govt employees, was an attack on statutory pension. With regard to Running Staff, NPS deny the 55% pensionary benefit too. NPS do not guarantee social security to an employee after his retirement. The meagre amount of pension fixed to those got retired under NPS prove it crystal clear. Apex court has held that, gratuity and pension are not a bounty but the hard-earned benefits by dint of an employee’s long, continuous, faithful and unblemished service and are in the nature of property (that can’t be deprived). As NPS proved to be a deception. This BGM demands to extend old pension scheme under the CCS (Pension) Rule 1972/ Railway servant (Pension) rule 1993 to all staff who were covered under the New Pension Scheme. 3.4 Denial of pay element is nothing but arbitrary reduction of pay. IREM 903 reads as follows: - 903. Pay element in running allowance: - 30% of the basic pay of the running staff will be treated to be in the nature of pay representing the pay element in running allowance. This pay element would fall under clause(iii) of Rule 1303 - FR- 9.21 (a), i.e. Emoluments which are specially classed as pay by the President. IREM 924 & 927 further explain the occasions where the weightage of pay element is given, which include leave and cancellation of trains. But in many divisions this 30% is denied and being denied in many instances listed below and thereby arbitrarily imposing a pay cut at the tune of 30%. a) During cancellation of trains due to covid by denying NRDA. b) While absorbing on a stationary post on redeployment or request by not allowing 30% enhanced fixation. c) Denial of AMA for Maternity leave, Paternity leave, Child Care Leave, leave encashment while in service. d) Denying 30% weightage in basic pay for medical facilities at earmarked referral hospitals as recently ordered by Railway Board against IREM. e) Denial of 55% benefit for retirement after medical categorization for those opt for alternate job after medical de-categorisation. f) Denial of parity in pension to pre 2016 running staff retirees too is an attack on pay element and there by an arbitrary reduction in pension. g) Denial of stepping up of pay of CLIs on par with juniors in every pay revision is also denial of proper weightage to the rightful pay element in the revised pay structure. h) Denial of corresponding pay in the post CPC scales of pay and pay element there to, while calculating the last drawn pay while opting pension under 17/ii of Railway pension rules is an unlawful reduction in pension. 3.5 Withdrawal of the status of travelling authority to E-Pass (privilege passes issued digitally) is designed to make the employees pay for their travel, is an innovative way to recover back the wages paid by the railways. 3.6 Denial of modern facilities at Railway hospitals force railway men to seek expensive treatment at his expense. 3.7. Improper / no maintenance of Railway quarters forced railway men out of railway colony and to seek expensive private family accommodation. HRA is being denied in many places citing the reason that railway accommodation is vacant. 3.8. low ceiling limit of 2.5 Lakhs for exemption of Income Tax is another way to impose salary cut indirectly. A very few employees in the Group ‘C' apex scale were in the tax net of 5% in 1980s. Now they pay 30% of their income as income tax and all the employees including the lowest paid are within the tax net, in other words 5% to 30% salary is reduced. 3.9. Non identification of slow moving trains and non-granting of pilot mileage (120 kilometers+bonus). 3.10. Refusal to enhance the limit of Rs. 10,000/- pm, to Rs 31,000/-for exemption of running allowance from income tax. 3.11. When Asst. Loco Pilots in level 2, are utilized as Train Manager in level 5, and paid with the pay of ALP, it is 75% pay cut. 3.12. Denial of NDA for the pay beyond Rs. 43600/- is pay cut in the tune of Rs 5000/- and more per month. 3.13 GDR check and certification of stabled line brings added stress of certifying the train fit without having proper training. 3.14 By notifying equivalent non running staff pay scales to running staff pay scales after 7th CPC, medically de-categorised running staff in stationary post suffer a pay/pension cut due to stagnation. In nutshell every running staff is subjected to huge reduction in salary fixed by pay commission despite the vigorous resistance efforts by AILRSA. This BGM urge the railway administration to take necessary steps to stop the unlawful wage cut imposed against the rules and call upon entire rank and file to unitedly resist such highhandedness then and there. 4. ON UN BEARABLE WORK LOAD & INHUMAN ENFORCEMENT OF ADDITIONAL WORK LOAD ON LOCO RUNNING STAFF Imposing of heavy work load on workers against the national and international norms is subjecting the workers for bonded labour and inhuman exploitation. Workload of running staff is being increased day by day and so the exploitation. 4.1 Stop Crew beat extension: Quoting the reason of increase in average speed of goods trains during Covid-19, many divisional administrations have issued instructions to extend crew beat resorting bypassing of HQ even. Extending the crew beat based on this temporary marginal increase of average speed is nothing but extension of duty hours. 4.2 Imposing unbearable responsibilities in the name of Learning Road: Asking the loco running staff to draw the yard layout and explain SWR provisions of entire stations after completion of spare travel for mere three trips as LRS, is nothing but shifting the responsibility of all wrong train movements and yard accidents on loco running staff which is beyond human endurance. 4.3 Super Intensive nature of job and unlimited duty hours of loco running staff. Intensive classification of loco running was demanded by workmen before Rajadhyaksha commission in 1948. Rajadhysksha found that loco running job is one that bring fatigue much earlier than any other job and thus running job was recognised as tedious one. But the Railway management managed to prevent the Commission from recommending the 8 hours duty on par with others, citing adequacy of infrastructure and still bank up on it even at present. That gave the freedom to Railway administration to impose unlimited working hours on running staff. The demand for job evaluation was never conceded by administration and do not permit the labor department to do the same by denying permission to enter locomotive. And plead before court of law that reclassification to intensive ordered by Ministry of labour as invalid citing that the job evaluation was not done on a running train which was prohibited by themselves by denying permission and continue to impose unlimited duty on them. On the other side the work load is being increased day by day through various means. 4.4 Effect of modernization on work load i) Modernisation in locomotives brought heavy steam engines that made the firemen to fire more than 18 tonnes of coal in a single duty and that lead to fireman struggles. The stress on steam drivers were comparatively less than firemen in steam traction. Dieselization and electrification resulted in the tremendous increase in hauling capacity & speed of the trains and practically wiped out the enroute detentions available in steam traction, for watering and fire cleaning. Steam locomotives were purely mechanical engines without any complexity, which made illiterate people operate them safe, while the present fleet of locomotives can only be handled by technically qualified persons. High Level Safety Review Committee recommended to increase the educational qualification of ALPs at least to diploma in engineering. Railway is now appoint mostly engineering graduates and post graduates as ALPs, to meet the demand (but maintain minimum qualification as ITI only to deprive the just pay scales). Number of gauges, meters and sensors are countless in loco, which are to be surveyed by both LP and ALP frequently. Hundreds of loco parameters including those are not visible or sensed by the crew, are being recorded in milliseconds to and cameras are installed inside cabin to fix the responsibility of accidents. ii) Conversion of Single lines to double, double lines to quadruple / automatic/ twin single line, Quadruple lines to 5/6 line section with automatic signals, increase of number of lines in yards etc. resulted in increase of number of signals many fold. The interlocking, combination and sequence of operation of signals became complex and made them vulnerable. Hence cases of missing and misunderstanding Number of lines in yards are increased. These changes increased the number of signals many fold and their interlocking, combination and sequence of operation complex. Hence misreading, missing of signals and misguiding cases are increased manifold. iii) Increase of speed resulted in too many permanent speed restrictions at curves and cuttings, resulting in difficulty in identifying temporary speed restrictions. iv) Increase of brake power reduced the braking distance and there by reaction time became minimal in turn stress levels are increased. 4.5. Withdrawal Co- LP in super fast trains increase the work load on LP. The cumulative effect of all those above the loco pilots are virtually in a position that no other thought or idea other than signal, speed, loco parameters track etc can enter in his mind. This fact is evidently proved by the SPAD analysis that most of the SPAD incidents happen as an after effect of an unusual occurrence. SPAD incidents shows an increasing trend with suburban services, passenger/ express trains and high speed goods trains while showing an overall trend of decrease. This speaks volumes about the unbearable stress to which loco running staff are subjected to, till the last day, last trip and last and final stop of his train, he last work before retirement. 5.ON VIOLATION OF SAFETY RULES 5.1 Safety department in railways has shrinked to mere an agency to conduct departmental enquiries into accidents. Recommendations of CRS &CCRS made in accident enquiries are totally neglected by railway administration. 5.2 Divisional & zonal officers are issuing numerous instructions and Joint procedure orders to nullify the restrictions in general and subsidiary rules. 5.3 Technical advancement in signal, track or rolling stock are adopted in railways without proper field study and least bothered about the feed back from the workers eg: introduction of ICMS Caution order without proper field study is mounting pressure on the crew. 5.4 Rules which are framed to tide over emergent situation are being adopted as a general provision. The best example in running of trains without Gurard &BV or both are now being resorted as rule of normal working. 5.5 Control organisations are set free to issue orders permitting any violations of safety rules. General rules and subsidiary rules doesn’t permit a train to leave/run through a station without tail lamp/LV board. Traffic controlling officers are compelling the staff to work without tail lamp issuing control messages- a gross violation of GR & SR. 5.6 Any sort of safety violations is compromised in the name of innovative experiments. Tiger rakes, python trains and Super Vasuki trains are running bypassing all provisions of block working, ensuring of complete arrival, stopping the train clear of fouling mark etc. 5.7 Period of induction training is being reduced while syllabus of training programme grew a thousand times, Training for Apprentice fireman who had to work one or two models of a steam locos- a pure mechanical machine was two years. Training period of Apprentice AC Asst. driver was one year while the fleet of electric locomotives in Indian railways consisted a single model. That of App Diesel Asst was one year in 1980s while diesel fleet was also consisted only two models. Training period for ALP has been cut short to barest minimum where they have to work in both traction with countless models. 5.8 A meagre rest of 16 hrs has been allowed in between two tours of duty that may extend up to 4 days and involving continuous night duties. They are subjected denial of periodical rests up to 10 days. No need to explain that they are deprived of family and social life. Such being the precarious situation, serving call at 14th hours disturbing their sleep is inhuman and detrimental to safety. This aspect is being observed by Railway aboard and issued order No.E(LL)/2009/HER1 dated 17-07-2018 which said that serving call book within rest period is against the interest of safety in train operations. But the said order was kept in pending citing reason that it could not be implemented due to the paucity of running staff. Even after the lapse of 4 years the practice of serving call book at 14 hrs is continuing making the life of running staff miserable. 5.9 Asking the ALPs to keep hand on RS valve always after passing signal at caution is unscientific. In many locos RS valve is placed either beneath of the desk or behind ALP seats. While doing so ALP has to compromise his vision on signals and lead to wrong judgement which will invite accidents. The judgement of braking distance of experienced LP and inexperienced ALP differs and that results in advance emergency brake application which may lead to abrupt stoppage of train. 5.10In spite of clear instructions for unified SR on the Learning Road to be given to loco pilots, railway like Central Railway still maintain 6 months currency of LR in subsidiary rules. 6. ON ATTACK ON THE STATUS AND DIGNITY OF RUNNING STAFF The status and dignity of loco running cadre is deteriorating day by day due to the indifferent attitude of Railway administration. 6.1 The pay scale of the highest post in loco running cadre i.e. LP(Mail) was deliberately placed one stage below the Group C apex scale in successive pay revisions while all other categories did have their highest scale two or three stages below group C apex scale were granted apex scale. The number of posts in apex scale were a handful in all categories earlier. Later the posts in apex scale were increased to 40 -50% in all prominent categories. Further the responsibilities attached to the erstwhile 840-1200 scale was reduced considerably due to the creation of numerous group B posts and group A posts. 6.2 Restructuring of the level 7 posts to level 8 & 9, ordered recently shattered the vertical relativity as now the group C apex scale is 3 stage above that of LP(Mail). 6.3 Least priority is shown to adopt an operator friendly cab design. Non availability of toilet inside the locomotive make every locomen uncivilized creatures who respond to their urgent nature calls public and every loco woman curse their ill fate while on duty. 6.4 Lady loco running staff are treated like bonded labours by refusing leave when climbing locomotive and running duty are not advised due to pregnancy and they are being mercilessly taken up under DAR. Lactating mothers are being harassed severely and brutally by denying CCL. 6.5 They are asked to carry a number of bags and luggage in such a way that they may be mistaken by public as a coolie in a different uniform. 6.6 Recently in some division LPs are compelled to carry the FSD especially those who are working in the MEMU rake citing the reason that it will ensure additional safety in train operation. Unfortunately, FSD provided in some crew booking offices were not calibrated properly and it indicates signal incorrectly, this creates confusion in the mind of loco pilots and misleads the loco pilots. Because the MEMU rakes are single man working without ALP, there is no other person to ensure the correctness of the FSD. Moreover, loco pilots are carrying personal equipments like water bottle, torch, flag, food, and clothes to stay at outstation for about 48 hours even in the coaching crew links. This BGM requires the administration to keep FSD duly calibrated and it should be made available in the cab of all locos. 6.7 Denial of meals break force the running staff to feel guilty feeding themselves on duty. 7.AGAINST THE MOVE TO ABOLISH THE POST OF LP(SHG) Gr.1 Railway Board order dated 10/11/2022 issued by Dy.Director/Estt.(N), is against the general principles of fixing pay and also against the principles of scientific management. Successive pay commissions have drawn a principle of parallel and vertical comparison for fixation of pay and decide certain up gradation whenever found necessary. The said order means to say that in order to make LP(Goods) post lucrative, the best way is to make the feeder post of LP(Shg) Gr:1 a damn hell. Senior scale in running cadre was brought by 1993 cadre restructuring where 20% posts of all cadres were upgraded to the scale of next higher post in cadre as part a policy adopted to avoid stagnation. Percentage upgradation was further increased through cadre restructuring orders in 2003 and 2010 too. Everyone join any service, whatever be his job, will desire to reach the highest post as early as possible. It is so in loco running cadre too, few employees declining promotion is quite natural due to familial or medical reasons. In almost all cadres the nature of job remains the same from bottom to top but become more and more supervisory in nature. It is a unique phenomenon in running cadre that the nature of duty of LP(Shg) and ex-cadre posts of CRC/PRC/TLC are having an entirely different nature from other posts. As a result, percentage of cases of declining promotion may be a little more to changeover from those posts, as some of them realise that their health problems subside with the rostered nature of duty. The order intended to force them to a harmful work is nothing but symptoms of the bonded labour within railways that push the workers to chronic diseases and early demise. It may be noted that general condition of two years of residency period in immediate lower post for promotion to the post of LP(Goods) had been relaxed and ALPs were given promotion to LP(Goods) bye-passing LP(Shg) much before the introduction of Senior scales in 1993. This bye-pass was resorted because the number of posts in LP(Shg) cadre is very few and form a bottle neck there. Had the administration admitted that the workload of LP (goods) is enormously higher than the feeder category of LP(Shg) Gr:1 it will be just from the part of the administration to allot a proportionately higher pay scale than that of LP(Shg) through cadre restructuring immediately. 8. PROVIDE SECOND CHANCE FOR PSYCHO TEST FOR SPAD VICTIMS. As per Railway Board letter no 20108/safety(DM)20/01 dated 20/08/2019 the running staff who involved in SPAD will be given only one attempt for psychological test. Which agitates against the spirit of the original order of 2017(A&R)/18/11 dated 08/01/2018. The original order forbids only the reinstatement of loco running staff involved in second instance of SPAD. In case of running staff involved in SPAD as specified item no:3 of Railway Board letter dated 08/01/2018, where alternate posting is given, their pay fixation to be done taking in to account the 30% Pay element eligible to running staff. It is seen that at present injustice is being done to such staff by fixing their pay without adding 30% pay element which amounts to subjecting them to double jeopardy and unintended loss in emoluments. This BGM condemn the practice and require the railway administration stop this outrageous treatment. 9. THIS 23RD BGM URGE IMMEDIATE POSITIVE ACTION FROM THE RAILWAY ADMINISTRATION ON FOLLOWING DEMANDS. 1. Fill up all vacancies. 2. Stop compel long running staff to resort unsafe train working. 3.Stop in human treatment towards lady running staff. 4. Provide tool box in loco cab 5. Link FSD with RTIS 6. Withdraw the ceiling limit of Rs. 43600 on NDA 7. Allow 40 hours rest as PR 8. Stop denial of Leave and rest 9. Stop Under rest Calling 10. Bring back crew to Headquarters within 36 hrs and ensure 96 hours rest at head quarters in a week. 11. Stop imposing inhuman punishment for SPAD. Give training and counselling for the short comings. 12.Speed up IDT/IRT/mutual transfers 13.Withdraw the proposal of Railway Board for abolition of LP Shg posts 14. Stop withdrawal of Co LP in super fast trains. 10.THIS BGM ADOPT 5 STAGE ACTION PROGRAMME ON THE FOLLOWING ISSUE 1. Against privatization of Railways and PSUs. 2. Protesting against denial of just pay and allowances of loco running staff. 3. Protesting against in human working hours and continuing increase of workload through various instructions 4. Protesting against forcing crew for safety violations in train working 5 Against the in human treatment towards lady Loco pilots. 11.PRGRAMME OF ACTION PROPOSED BY 23rd BGM 1. Demonstration before Depot/lobbies - 21st December 2022. 2. Demons station before GM office- third week of January 2023. 3. Delhi rally and dharna in February 2023. 4. Central Tour program February /March 2023. 5. Non cooperation in the first week of April 2023.

Dear Comrades, Golden Jubilee Celebrations and 23rd BGM of All India Loco Running Staff Association was held at Y. Sundarmurthy Nagar (Basava Punnaiah Vignana Kendram) Vijayawada, on 28th to 30th November 2022. The colour full rally and Public meeting at Zimkhana ground, where the unity conference was held, had displayed the strength and discipline of our Association. Golden Jubilee Celebration and inaugural session of BGM This session was started with hoisting of National flag by veteran Trade Unionist and one of our well-wisher and whole time Associate Com. Basudev Acharya Ex. M. P. and AILRSA flag by our beloved Central President. Then all leaders and delegates paid tribute to the Martyrs of the workers' movement and struggles against exploitation of masses, amid the revolutionary song sung by Praja Natya Mandali artists. Com. S Gurumurthy, General Secretary of the Reception Committee invited the guests and leaders to the dais, named after Com. N. Sarkar, our Ex. Working president, delegates to the hall and the family members to the annexed auditorium where a big LED screen was erected for live display of the proceedings in the main hall. Com. Lakshman Rao, MLC- AP, the Chairman of the Reception Committee welcomed the guests and delegates. COM T.Hanumaiah, our Central Vice President & Convener of the Reception Committee presided. Com. Tapan Sen Ex. MP & General Secretary of CITU, the ever fighting wing of the Indian trade union front, delivered the inaugural speech and appealed the house to take the lead in organizing the entire Railwaymen against the anti-people privatisation policy. Com. MN Prasad, our respectful Secretary General delivered the key note address. Beloved Com. Basudev Acharya Ex. MP, our strong and dedicated fighter for reduction of duty hours of running staff, outside AILRSA, portrayed the sufferings of the poor and downtrodden in India, pointing out the tragedies met by the fleeing labourers during covid -19 lockdown. Com. C. Sreekumar General Secretary, AIDF, explained the attack unleashed on the defence industry, its employees and the undemocratic withdrawal of trade union rights and penal clauses enforced through ordinance, to suppress strike as part of the privatisation policy. Com. Nirmal Mukherjee Ex general secretary, CLW and whole time supporter of AILRSA,Com. Harilal, General Secretary of DREU, Com. Gireesh, representative from Kamkar Ekta Committee etc. Praised and felicitated AILRSA. The second session of the inaugural session was honouring of 4 veteran living leaders who were the members of the organizing Committee of Unity Conference or elected office bearer in 1970 conference viz, Com. T. Hanumaiah, Com. K. Subramanian. Com. G Bhusha Rao and Com. S. V. Rao. Due to ill health, Com K. Subramanian & Com. Bhusha Rao could not receive the honour on dais. Com. T. Hanumaiah explained the course of actions leading to the historical unity Conference of 1970 and the glorious struggle of 1973 by locomen. The house also honoured Com. Basudev Acharya, Com. Nirmal Mukherjee, Com. C. Sreekumar, Com. Harilal & Com P. K. Ghosh. Mass Rally started at 4.00.PM from parcel office near Railway station. Over 1500 delegates and family members took part in rally and hundreds from mass organisations in and around Vijayawada. Percussion artists made the rally attractive and the three tableaus and placards made the rally meaning full. Praja Natya Mandali artists played well to enthuse the audience. Com. Tapan Sen, Com. Basudev Acharya, Com. C. Sreekumar, Com. Harilal, Ch. Sankar Rao, General secretary SCRMU/AIRF, Sri. Sooryaprkasam, General Secretary SRES/NFIR, COM. G. S. S. Prakash, Deputy Secretary General, AISMA, Com. Kameswar. Rao, AIGC, Com. V. Umamaheswar, CITU- AP, Com. R. Ajayakumar, BEFI etc. addressed the thousands assembled there. Com. T. Hanumaiah presided the public meeting. Delegate session was started by the welcome song sung by praja natya mandali artists. Session was presided by the presidium consisting of Central President, Working president and senior most Vice President. Com. Basudev Aharya delivered the inaugural speech. Booklet containing, Presidential address, Working report, financial report etc. were supplied to all delegates in both English and Hindi. Important Resolutions were read out by Joint Secretary General. After lunch, meeting resumed for discussion in which 14 delegates spoke on the reports and resolutions in the afternoon session and meeting adjourned for the day at 18.30 hours, leaving the dais for the artists Subject committee consisting of Com. T. Hanumaiah as convenor and General Secretary & presidents of all zones, and 4 member resolutions committee sat together to finalise the resolutions. After that members of sub committee for resolutions left the meeting place. Subject committee unanimously formulated a panel of office bearers by late midnight for placing before the delegates. Second day of delegate session was addressed by 17 delegates. In the afternoon session Com. Secretary General and Treasurer replied for the discussions. Both working report and finance report were accepted by the house with applause. Then joint Secretary General placed the resolutions finalised by the subject committee. There was a demand for explaining the resolutions in Hindi too. House decided to translate the resolutions in Hindi and circulate it within two weeks. 11 Resolutions and three separate letters against new order for reduction of running staff strength , proposal for abolition of LP/Shg. posts and the office memorandum restricting creation of new posts, were also accepted unanimously. Presidium asked Com. T. Hanumaiah, convenor of the subject committee to place the proposals for Central office bearers drafted by the subject committee before the house. The proposal was accepted by the house unanimously with great applause. Com N. B Dutta invited all the central office bearers to dais and entrusted the new committee to continue the meeting. New Secretary General and President delivered small speeches accepting the new responsibilities. Com. Ramakrishna, Treasurer Reception Committee thanked one and all for their hard work and co-operation for the success full conduct of the jubilee and 23rd BGM. The hard work of the trio- Com. Gurumurthy, Com. G V Lu, Com Ramakrishna made the BGM a memorable one. Volunteers from SR and ECoR contributed much in decorating the hall as well as the route of the rally. Without the support given by the mass organisations specially CITU, BZA, the programme could not have taken place. Financial and man power assistance offered by neighbouring zones, especially SR, was a great boost for the reception committee. Artists of Praja Natya Mandali and Com. Radhakrishnan M R of SR, require special mention for their cultural tribute.

Dear comrades, Loco Running staff movement in Indian Railways is going to hold its Golden Jubilee BGM, with the legacy of 50 years of struggle, again on the land where AILRSA was built in the trade union form in 1970. That follwed historical strikes of 1971, 1972, 1973 against the brutal exploitation of running staff by way of their unlimitted duty hours that too with highest physical exhortion in the most adverse atmosphere. The leading role played by AILRSA had become pivotal in the historic Railway strike of 1974, which is counted as the biggest ever strike in terms of man days lost. And also foremost in terms of the number of workers victimised ever, by a Govt. to crush the strike. Railway administration make repeated attempts not only to curtail our legitimate rights but also to impose unbearable work load. The only weapon to resist those attacks for running staff, is AILRSA. We had a series of serious agitations to protect our legitimate pay element in the running allowance. constitution of RAC 80, for a scientific formula to fix running allowance rates was a fruit of our agitation in 1978. By the implementation of RAC 80 formula we were getting our legitimate pay element and TA through running allowance. Railway administration started the foul game to reduce our pay element through RAC 2002 to 10%&20% for service benifits and retirement benefit respectively. This most deceitful and venomous recommentation of RAC 2000 triggered series of nation wide agitation. Parliament street witnessed a huge rally of running staff which was portrayed the wrath of running staff. Our central committee decided to participate in the strike of central government employees declared on 1st March 2006. In the 20 point charter of demands of the central government employees, our two demands, "Scrap RAC2002" and "reduction of duty hours to 8" were included. When the matter came for discussion with cabinet secretary, central government compelled to agree to freeze RAC 2002 and to declare judicial review of HOER. Comrades, Just imagin what would be our DA, pension and mileage if RAC 2002 was implemented! Railway bosses were unjust, unethical and inhuman to argue that Railway Act does not provide any limit for daily work. 1973 locomen strike forced the govt. Of India to put a limit for it through 10 hour agreement. As to prove the proverb " the spots of the lepeords will not vanish in a day" there were all sorts of attempts to foil the agreement.10 hour agreement became a rule only when threatened of another strike in 1978. The order was made obsolete by 3.4.81 order. The agitations braving punishments and legal fights ended in throwing the order into Arabic sea by CAT/ ERS Even today the proverb is true for Railway Bosses. So the judicial review of HOER agreed in 2006was diluted by a High Powered Committee - HPC, and it was formed after six years!There were lot of favourable recomendations in HPC and as a result of our agitation, some recommendations were implemented.Our duty hour at a stretch reduced by one hour. Continouse night duty reduced to 4 from 6, sixteen hours rest at HQ irrespective of incoming working hours etc are implemented. Recommendation to allow 40 hrs PR is kept in cold storage. Our agitation should continue for 40 hrs PR. Comrades we are continuing our agitation against the injustice done by various CPCs. Against the unjust recommendations of 6 th CPC especially on the GP of ALPs and distinct higher GPs for LPs we had staged serious nation wide agitation. Amid our agitation, the then Railway Minister Sri. LaluPrasad Yadav asked Railway board chairman in a public rally to redress the greivence of running staff. That resulted in increase of Sr ALP posts in 2400 GP ( level4) to 80% from 30%. Our demand is not to grant L4 for a certain percentage of ALPs but to grant L6 to all ALPs and distinguished higher pay levels to LPs. Anil Kakkordhar committee recommended to enhance the education qualification of ALPs as Diploma instead of ITI. Now every where BTech/MTechholders are appointed as ALPs. Considering these aspects, railway administration cleverly curtailed the training period drastically and extracting work from BTech/MTech holders by paying low treating them as ITI holders. Comrades,our golden jubilee celebration and BGM is holding amid of crucial situation. Railway administration showing their lethargy in coceding our just and genuine demands but showing alacrity in implementing all sorts of anti running staff and anti working class policies. When we are celebrating our Golden Jubilee along with our BGM, we could see a sea change in Indian railways. Speed, load, types of loco motive, number of signals to encounter etc are multiplied ,Our work load physical as well as mental increased manyfold. Risk of our job increased. Dishonouring the assurance of Railways before various committees on the matter of reduction of duty hours, crew beat extention and running of crack goods became the regular practice. Above all now our existence is under great threat as central government is heading fast with Privatisation. While public announcement are being made that railways will not be privatised, privatisation is progressing at every part of Railways like cancer cells in a human body. We have to protect our livelihood, We have to protect our pay element, we have to acheive our eligible pay levels, we have to reduce our duty hours, we have to acheive calender day rest every week. For that we have to fortify our unity and strengthen AILRSA. The atomic fission triggered in the unity conference held at Zimkhana grounds of Vijayawada in 1970 had its chain reactions. All are requested to join togther when our red flag raise at BZA on 27 th Nov 2022 for our historical Golden Jubilee BGM at Madineni BasavaPunnaiah Vignana Kendram to become one among those create history. T Hanumaiah Convenor,Reception committee

This association vehemently protest against the decision of railway which is communicated vide order in reference as the entire running staff feel that the Railway Board did not consider the working nature , dignity and status of the posts. We demand to cancel the order to avoid unwanted expenditure to Railway and also staff unrest. 1. Running staff are a special category of staff working in a moving vehicle and do not have a fixed roster. They are detailed for an outstation stay for 3 to 4 days in a tour of duty. The allowed rest time of running rooms are 8 hours or even less. At the same time their duty hours is 12 hours or even more, without toilet facility, drinking water, meals break etc. So every running staff is bound to carry the following item in every tour of duty. a. Minimum two sets of uniform. b. Minimum two set of casual dress for use in running room. c. Bed spreads and bath towels. d. Track suits for morning and evening walk. e. Sanitation items. f. Food parcel for two times g. 5 litters of water in two bottles, one for drinking and one for sanitation. h. Rain coat and umbrella in rainy season. i. Winter cloth in winter. j. Bathroom chapels and canvas shoe k. Medicines l. Rough journal book, caution order pad, magnets etc. m. Mobile phone. n. Spare spectacle o. Various booklets on local instructions. p. Keys and brake handles of dead locos The average weight of these things will be 30 to 35 kg, in three bags are water, cloth and food cannot be kept inside the same bag. So it is practically impossible to walk to various lines in goods yard/sidings with the additional trolley bag of railway equipment’s In addition, the keys and brake handles of loco motives will be issued from the crew lobby/stations. A running staff carrying this much of bags may be easily mistaken as a licenced coolie porter by the public. So it is a humiliation to the Loco Pilot and Guards who are termed one big three along with station manager. 2. In most of the goods yards there is no proper pathway and a trolley bag has got no difference In carrying the present metal box. 3. The railway board order says nothing about the custody of the trolley bag when off duty, whether it to be carried to running room at out stations and to home at headquarters. The experiment hither to done by various Zonal/divisional administration indicate that the same is supposed to carry by the Loco Pilots as his personal bag while on duty as well as off duty. 4. Detonators are dangerous explosives that cannot be handled without proper safe guards in public places. 5. Finally it is a decision which incurs huge financial burden to railways during the economic crisis. We have around 12,000 locomotives in service. As such we need only 12,000 tool boxes alone .The tools required for different types of locomotives are different and hence the individual line box /common line boxes are provided with the tools required for all types of locos. There are around 40,000 Loco Pilots in Indian Railways. Proposed individual trolley bag means 3.5 times more number of tool kit. In addition it brings an additional expense of the 5000/- per employee once in three year. So this association request your good office to cancel the controversial order referred above and provide the tools in loco cab, and incorporate rules books, WTT, safety pamphlets, TSD in RTIS as proposed in the order. We placed before your august office to take a judicious decision to prevent an outburst of protest. MN Prasad Secretary general

The identical pay scale allowed to all the post from Loco Pilot(shunting) to Loco Pilot(Mail). Rising in the ladder on a cadre means, more responsibility and more remuneration. This is the basic principle. In the case of Loco Running Staff, every climb on ladder on promotion from Loco Pilot(shunting Gr.I) to Loco Pilot (Goods), to Loco Pilot (Pass) and then to Loco Pilot (Mail) impose more responsibility, demand more skill etc. But all these posts lie in the level 6 of the pay matrix denying progression from one level to another higher level in the pay matrix, violating general principle of pay commission. Thus, the feeder and promotional posts are lying in same pay scale. As per Railway establishment rules in force LP(Goods) and LP(Pass) posts are selection posts and the candidates has to obtain competency certificate given after specified training programs to become eligible to appear for the selection tests. The duty of Loco Pilot(Shunting) confined to station yard, whereas 2 Loco Pilot(Mail) has to work all express, Super fast trains etc. but both are on same pay scale of L6 in pay matrix. Added to that, the same pay given to Guards are allowed to Loco Pilot(Mail) and Loco Pilot(Pass). It may please be noted that higher medical standard, higher skill and more stress are expected from Loco Pilot(Pass) and (Mail) than from Guard, thus allowing with same scale and emoluments for both is totally unjustified. The Assistant Loco Pilots are still in L2 in Pay Matrix with a starting pay of Rs. 19900/- just above the lowest employee in Railways whose starting pay is Rs. 18000/-. The educational qualification, the induction training, the knowledge, skill required to perform the duty, the highest medical standard to hold the post not been reflected in their pay. While 7th CPC recommended that the post of ASM in grade pay of 2800 upgraded to grade pay of 4200 on the ground that qualification required to hold the post of ASM and SM is equal. In the case of ALP, the qualification required to hold the post of ALP and Sr. ALP is also the same. But the 7th CPC did not noticed the similarity in the case of ALP and Sr. ALP as considered in the case of ASM and SM. The post of ALP in Grade pay 1900 would have been merged with Sr. ALP in GP 2400 as done for ASM and SM posts. Normally the new recruits reach the post of Loco Pilot(Shunting) in L6 of Pay Matrix within a span of 7 to 9 years. It is ironical to note that thereafter, even if he has climbed the Ladder and become LP(Mail), he is doomed to sit, rot and die on the same scale for around 25 years. Whereas all other categories ie, Travelling train examiners, Permanent way Inspectors, Signal Inspectors, Station Masters and clerks etc can move to L7, L8 and L9 in Pay Matrix either by promotion or by MACP. In the present situation a Loco Pilot(shunting) to LP(Mail) will get only two increments in his entire service period of 25 to 30 years, on account of promotion. As the posts are treated as promotional posts benefits of MACP are not allowed to Loco Running Staff. This is the pathetic situation knowingly or unknowingly created by the Ministry of Railways. So this Association reiterates the demand to allot L6 scale to Assistant Loco Pilots and distinct higher pay levels to Loco Pilots to mitigate the injustice of lesser wage hither to pay to Loco Running Staff when compared to the work extracted from them. It may please be noted that the Guards(Passenger) and Guards(Mail) are being allowed with L6 in pay matrix, the very same L6 in pay matrix were allowed to entire Loco Pilots without considering the difference in higher responsibilities than the Guard.

Non reflection of 30% Pay element in Running allowance rate. This association have represented earlier against the injustice brought by the Railway Board order RBE 85/2019 dated 20/05/2019, revising the rate of kilometerage allowance to the Running Staff of Indian Railways. The time tested formula for fixing the rate of running allowance for LP(Passenger), which is the base rate formulated by RAC 1980 is as under. Rate of running allowance = ( 30% of Mean Pay of LP(Passenger) + 20 days ) National average kilometers of LP(Passenger) After the 7th CPC, the parameters are:- 3 The rate of running allowance for 100 Kms for LP(Passenger) on the basis of above parameters under 7th CPC, works out to Rs 748/-. But the rate fixed by Railway Board vide order dated 20/05/2019 is Rs 525/-. It seems that this rate is arrived as follows. Rate of Running allowance = (30% of 35400 + 20 days TA(16000) X 100) 5100 = Rs 522/- (Rounded to Rs 525/-) The rate is derived by taking the 30% of minimum basic pay + 20 days TA, divided by national average kilometer of LP(Passenger). It is our contention that a rate basing on the minimum of scale is against the existing provisions contained in the IREM and also the decision of the President of India in this matter. So this association hereby request that the rate of kilometer allowance to be fixed as per the statutory rules as defined under IREA and code. It is defined in IREM code that Kilometer rate include the 30% of the minimum of the basic pay of the Running staff. It may be noted that the individual Running Staff draws different basic pay in the scale and not the minimum of the scale. By taking 30% of basic pay to fix the Running allowance rate is nothing but denial of eligible 30% of basic pay through Running allowance. The RAC 1980 has considered this position and recommended to take 30% of pay element on the mean pay of scales for fixing the Running allowance rate, that has been followed till 2006, for a period of 26 years. The argument advanced by the management, that taking the mean pay for the purpose of KMA rate is not feasible as the pay band recommended by the 6th CPC is based on amalgamation of several scales. But the decision to take minimum of basic pay is not the solution, as it deprive the 30% pay element through KMA rate, as defined in IREM, to those who are drawing a pay higher than the minimum of scale. At least the recommendation of 7 th CPC to calculate the night duty allowance basing on the actual pay drawn by the staff would have been applied to KMA rate. Before the 7th CPC to calculate the NDA and KMA the mean pay has been taken. For NDA the recommendation of 7th CPC is not to take mean pay, but to take actual basic pay. This has accepted and implemented. Had the issue of Running allowance considered by the 7th CPC, the same recommendation definitely would have been given to. On the request of Railway Board and recognized federations, not to deliberate on Running Allowance by the CPC, the CPC has left the issue to the Board. Such being the position a reasonable decision would have been taken by the Railway Board, and allowed different KMA rate for different basic pay as done in the case of NDA. We plead to concede our demand in this issue. Railway Board constituted a committee vide order dated 11.07.2019. The committee must compute the rate of KMA as per the 1980 RAC formula

Recently Railway Board has issued RBE 83/2020 on the issue of Night Duty Allowance. With reference to RBE 83/2020, divisional authorities have stopped the payment of NDA to running staff who is having basic pay of Rs 43600/- and above. This caused serious financial deprivation and exploitation of staff. Neither the 7th CPC nor the allowances committee suggested any ceiling for NDA eligibility. Instead allowance committee had accepted the recommendation of 7th CPC to rationalize calculation of rate of NDA without any basic pay and DA of employee and to pay for its employee who are covered under HOER, due to the binding nature of the RLT 69 award, which was accepted by the Government. As per RLT 69 direction, para 2.28 “The demand of the Federation, the Night Duty Allowance should be granted to all Railway employees irrespective of their classification or irrespective of the Pay limit, which is at present impose, is granted”. Therefore prescribing pay limit for NDA to Railway employee is against the Industrial Award of RLT69, which was accepted by the Government in toto, vide para 4.15 of the Indian Railway Administration. Therefore the limit imposed on eligibility for NDA should be removed.

The meeting vehemently protest against the running of crack goods trains bye passing crew changing points. Non-stop running of heavy loaded goods trains is more tedious than that of intensive class of work. All committees had described running job as more tedious than that of intensive category and hence demanded super intensive classification of running staff before HPC, with 5 hours upper limit. As such enforcing duty limits prescribed for continuous workers on crew working non- stop crack goods trains is illegal, unethical and inviting accidents. This meeting demand to limit the maximum duty hours of such non-stop trains to 8 hours from signing ‘ON’ to ‘OFF’. It is true that average speed of goods trains have doubled during the lock down period from 25 Kmph due to clear path obtained on account of cancellation of passenger and express trains. Goods crew are classified as “Continuous” category on the consideration of the detention at way side stations for passage and the relaxed duty of shunting etc, which constitute 40% of overall duty of goods crew. As the enroute detention has considerably reduced, the running duty need to be declared as intensive. When the factual position remain so, there are reports from many places that, the Railway Administration is driving unilateral extension of the existing crew beat. It may be noted that, Ministry of Labour had ordered reclassification of running staff as intensive in 2012. Railway administration had pleaded before HPC for status quo in duty at a stretch mainly on account of system inadequacy such as congestion of traffic, inadequate line capacity at major stations, enormous vacancies in running cadre etc. cancellation of passenger trains have eliminated all these hindrance and reduction of duty hours is possible, if there is a will. But some of the officers in various divisions are maintaining a mind set reminding the proverb “able to see the trees not the forest”. They are unable to see the safety and human aspects but able to see the personal gains by projecting himself as a champion of running a few faster trains. So this meeting demand to stop the unsafe experiment of extending crew beat and implement the labour Ministry to reclassify running staff as intensive with 6 hours duty.

Some ambitious officers are engaged in a wild experiment of running ‘long haul’ trains and videos were posted in social media to gather fame. Those trains run violating all rules for running trains on Indian Railway. Such massive safety violations done under the direct control of those officers will seriously affect the safety consciousness of Railway employees. This will lead to accidents in short run. This meeting demand to stop the long haul trains immediately.

Stop the move to close/degrade 77 divisional/sub-divisional Railway hospitals on account of less bed occupation. Less bed occupation in Railway hospitals is only because those hospitals are not equipped with modern medical equipments and modern procedures for which the Railway administration alone is responsible.

Railways had taken the decision to issue privilege passes and PTO online in a haste. Similarly online registration of UMID has made mandatory for medical facilities. There are many complaints from staff and pensioners that due to technical problems in HRMS they could not use the availed privilege passes or avail the medical facilities. So meeting demand to revert back to old procedure till HRMS become trouble free.

The meeting strongly protest against the move to entrust the responsibility of carrying the tool box on running staff by withdrawing the line boxes. It is highly provocative as the running staff are over burdened already by carrying the dress for 4 days, winter cloth, good parcels, drinking water, walkie talkie flags troches etc. so the meeting demand to desist from the move.

An amendment for the IREM rule 1307, regarding the non granting of equivalent pay level/grade pay to disabled/medically unfit running staff in non running category pay scale while re fixing their pay was brought into force during the pay band + GP system of 6 th CPC. During the era of 6th CPC there was no question of stagnation in pay as switching over to next pay band was stipulated while on stagnation. Without 6 appreciation this position the same rule is being discontinued in the pay matrix structure of 7th CPC. Because of this, the staff are getting stagnated at the apex basic in level 6 of the pay matrix and not getting any increment for the rest of their service. Such financial and status suppression is against the natural justice as per the rule 47 of persons with disability act and as well as the prevailing policy of the Government and Railway Board as they clarified in RBE53/2011 in which the corresponding non running grades for various of running staff were specified. So we demand to declare equivalent non-running staff pay scales in the present 7th CPC pay levels as has been done after every Central Pay commission. The above amendment in IREM rule 1307 was discriminative and unjust because your kind honour is well aware that as under the 1981 running allowance rule, while deciding the pay element, Loco Pilot(Passenger, Rs 550-750) was equated with group C apex post (Rs 840-1040). So this Association reiterate the demand for notifying the equivalent non running pay scales to all running pay scales as been done after every CPC

Loco running staff of all divisions are not yet paid difference in Leave salary(LMA) arrears for the period of 01/01/2016 to 30/06/2017 according to clause 3 of item 7 of RBE 90/2016. Even after clarification issued vide RBE 204/2018 with reference to RBE 148/2017 that the element of pay in running allowance continue as 30% of BP in the revised pay structure w.e.f 01/01/2016. Immediate action to be taken in this regard

11. Excess income tax deduction from 2012 onwards due to non enhancement of exemption limit at par with rate of KMA. The financial deprivation faced by running staff from 2012 is in the form of excess income tax deduction due to non enhancement of ceiling limit of tax exemption for 70% of running allowance from Rs 10000 under section 10(14)(ii) of income tax act 1961, even after the revised rate of kilometer allowance were declared in 2012, later in 2014 and recently in 2019(w.e.f 01/01/2017) after the implementation of 7th CPC. This ceiling limit must be enhanced along with revision of rate of kilometerage allowance as 30% of running allowance is already defined as ‘Pay’ as per rule 4 of Running allowance rules 1981 & 70% as TA portion. Prior to 2012, this ceiling limit of exemption limit under section 10(14)(ii) of income tax act 1961 was Rs 3000/- per month when KM allowance rate was Rs 36 per 100 Km. later it was enhanced to Rs 6000/- per month when rate of Km allowance was increased to Rs 83.80 per 100 Km. Thereafter to Rs 10000/- per month in 2008-09 when Km allowance rate revised to Rs 170 per 100 Km. But the same was not revised in 2011, 2014 and 2017 when kilometer allowance rate was increased from Rs 170 per 100 Km to Rs 212 per 100 Km, Rs 255 per 100 Km and Rs 530 per 100 Km on 25/05/2019 (Rs 530 rate w.e.f from 01.07.2017). Because of this delay in enhancing the limit of the exemption of 70% of running allowance from income tax, the entire amount of running allowance drawn more than Rs 10000 per month is reckoned for the purpose of income tax. And loco running staff are facing excess deduction of Income tax on the earning of Km allowance. So proportionately this ceiling limit of exemption for 70% of running allowance must be raised to Rs 12500/- per month from 2011, Rs 7 15000/- per month from 2014 and Rs 32000/- per month from 01/07/2019 on par with the increase in the rate of Km allowance to Rs 212 per 100 Km, Rs 255 per 100 Km an on Rs 530 per 100 Km respectively.

12. Stop unsafe train operations like – a) Running of trains without guard, and utilisation of ALP/LP as a Guard, b) Single man working in MEMU/DEMU/EMU, c) Stop utilization of loco pilot for GDR check. Utilize C&W personnel to certify trains after loading/ unloading, stabling shunting etc. 13. Loco running staffs are mostly harassed by the operating department with the help of officers of Electrical (Operating) department with misleading reports. Most of the local JPO instructions are against the original operating rules. 14. Local level railway officials are either violating rules/instructions/circulars on the Periodical rest, trip rest at HQs& out station. 15. Appropriate separate arrangements for ladies running staff in running room and at work place to be arranged. 16. Provide necessary fittings in the loco for the safe train operation such as a) roll flap sun vizor to all look out glasses, b) side mirror for load and pantograph check, c) AC cab and one DDU towards ALP side for RTIS, ACD, FSD with GPS based SPM, d) well calibrated SPM etc. 17. Selection of non-qualified loco pilots as loco inspector: - Railway administration themselves are well conversant with the fact that due to erroneous policy of the administration many such loco inspectors are selected in most of the divisions of Indian railway who actually don’t have required qualifying train driving services. And such loco inspectors are the main cause of loco running staff’s harassment and victimization, as loco inspectors are unable to understand driving difficulties and fail to investigate the actual cause of unusual incidents. Actually, CLI post must be in promotional hierarchy and have status equivalent to LPM. Preference should be given to induct in post of CLI from LPM as recommended by Task Force Committee on the basis of suitability and seniority. And further CLS post to be filled under selection process. 18. In addition to Rajdhani, Shatabdi high speed nonstop trains, all non – stop trains/ mail express trains including crack freight trains to be given Co- Pilots of equal grade. 19. Compensate the loss of loco running staff forced for premature retirement/medical decategorisation/physical or mental disability due to occupational diseases with appointment of wards. - It is a well-known fact that the job of Loco running staff is too tedious and tiresome and hence they are very often fall prey of a number of occupational diseases and are subjected to medical de-categorization. In most of the cases these 8 employees find difficulty in continuing in alternative jobs and forced for premature retirement. The demand to utilize Loco Pilots on non-running duties beyond 55 years of age, as envisaged in rules for air pilots, is not yet accepted in Railways. The safety related Voluntary Retirement Scheme introduced earlier in 2004 was a great relief, but eventually it was abandoned. We loco running staff demand to allow compassionate appointment to the wards of Loco Running Staff who opt for premature voluntary retirement out of compelling health conditions. With all this, we all loco running staff request to your kind honour to redress our above grievances and allow us to perform our duty with devotion dedication and with determination. 20. Recognition of AILRSA. The Loco Running staff of Indian Railways is a very much distinct category of staff due to the unique nature of recruitment, qualification required with highest medical standards, Aptitude test, specified initial training, refresher training, distinct nature of duty, uncertain duty hours, unexpected and strange problems in running duty, a complicated system of pay structure and allowances. Every post of loco running staff of Indian Railway having functional difference in nature of duty and having a very distinct nature of grievances of loco running staff with their conditions of service. Since no trade union can effectively represent the real grievances of loco running staff, this association is to seek the status of a collective bargaining agent for their members by granting recognition to “All India Loco Running Staff Association” in terms of Rule 2510 to Rule 2518 of chapter XXV and XXVI of IREM Vol II. Once again request the competent authority to allow an interview for a delegation from this association to submit the evidences in support of this demand in person.

Proceedings of Central Working Committee Meeting of AILRSA on 5th and 6th January 2022. Central Working Committee of All India Loco Running Staff Association was held at LIC Sahakar Bhavan, Nagpur on 5th and 6th January 2022. The meeting was presided by Com. NB Dutta, Working President and Com. Ramsaran Vice President, strictly adhering the Covid protocol. The following resolutions were adopted in the meeting. 1) Compensate the loss of loco running staff forced for premature retirement/medical de-categorisation/physical or mental disability due to occupational diseases with appointment of wards. It is a well-known fact that the job of Loco running staff is too tedious and tiresome and hence they are very often fall prey of a number of occupational diseases and are subjected to medical de-categorisation. In most of the cases these employees find difficulty in continuing in alternative jobs and forced for premature retirement. The demand to utilise Loco Pilots on non-running duties beyond 55 years of age as envisaged in rules for air pilots is not yet accepted. The safety related Voluntary Retirement Scheme was introduced earlier in 2004 was a great relief, but eventually it was abandoned. This meeting demand to allow compassionate appointment to the wards of Loco Running Staff who opt for premature voluntary retirement out of compelling health conditions. 2) Sanitisation of Loco cab, crew lobby & Running Rooms. Our nation is facing the third wave of Covid 19 with the spread of Omicron variant. Many Railways have stopped the precautionary measures of sanitisation and supply of protective equipment’s to railway employees. This meeting demand to reintroduce the protective measures as per the directions of Ministry of Health. 3) Provide Co Pilot in trains running non-stop above 110 Kmph in mail express train and in freight train non-stop crack link as per HPC recommendation 9.2 Every increase in speed and less running time has its tremendous effect on the stress levels of the Loco Pilots making them exhausted early. It is known to everybody that faster we run, faster we get exhausted. Moreover, this fact was conformed by different psychometric stress assessment reports. Based on that HPC report specifically endorsed this fact and recommended to provide Co-pilot of equal rank for superfast trains run at a speed above 110Kmph and we demand to implement it. Non stop goods trains too should be provided with co- pilots. This meeting demand to cancel the RB order enhancing the criterion of speed for classification as Superfast for providing Co Pilots from 110Kmph to 130Kmph. 4) Fixation of pay of medically unfit running staff in the alternative stationery post in the 7th CPC pay structure. RBE 17/2019 clarifies that “with the restoration of fixed and defined pay intervals in the form of distinct cells within each pay level in the 7th CPC Pay Matrix, the principle of pay fixation enunciated in Boards letter of even number dated 29.04.1999 will stand good”. Basing on the above orders Central Railway has issued order No. P/CR/HQ/ET/510/06 – 14 dated 11/11/2021 for fixation of pay of medically de -categoriesed running staff to higher pay levels adding 30% in the minimum and maximum of existing pay level of running staff. The corresponding non running pay level to each running pay level also attached in the order. This meeting demands the RB to advise every zone to fix the pay of medically decategoriesed running staff to higher pay level adding 30% in the minimum and maximum of the pay level as per RBE 17/ 2019. 5) Extend Coverage of employees under Railway Services (Pension) Rules, 1993. (NPS to OPS) Government of India as a matter of policy took a decision to give an opportunity to employees to cover under CCS (Pension) Rules 1972. Railway board vide RBE 28/2020 extended this benefit to Railway employees. The very spirit of the above order is that to give an opportunity to certain employees those who are appointed against the vacancies existed as on 31/12/2003, but the appointment process delayed on account of administrative reasons, to switch over from NPS to OPS. In some Railways the process of recruitment was delayed due to administrative reasons and appointment was done after 01/01/2004. They are denied the benefit of above RB order, which is a violation of the spirit of the above policy. This meeting demand an early corrective action in this matter. 6) Wrong fixation of pay on promotion. There are wide spread complaints from Loco Running Staff promoted from LPG to LPP and LPP to LPM and opted for fixation of pay under FR 22 (1) from the date of next increment (DNI), (option B) vide RBE 212/2017 are not fixed at the next higher cell in the level of the post to which he is promoted, from the date of his promotion. RBE 79/2017 in para 3(ii) says “from the date of promotion till his/her DNI (Date of Next Increment) the government servant shall be placed at next higher cell in the level of post to which he/she is promoted” with an illustration there under. In the HRMS illustration (ESS/HR calculation/ pay fixation/ pay fixation ref. RBE 212/2019) also the fixation at higher cell as per RBE 79/2017 is correctly shown. This CWC meeting demand to give necessary instructions to all railways to extend the benefit of RBE 79/2017 to all promoted employees. 7) Support the general strike called by Central Trade Unions on 23rd &24th February 2022. This meeting ratifies the demands put forth by the Central Trade Unions for the general strike on 23rd & 24th February 2022 and call up on its branch, division and zonal bodies to propagate the demands among railway men and public, and gather support to the strike, through all the possible means. 8) The Association again request to consider the demand of reorganisation (Channel of negotiation to resolve the grievances) in the interest of smooth working and harmonious Labour relation. 9) Protest against DOPT order to deny democratic rights of workers. This CWC vehemently protest against the order no.11013/1/2016- Estt.A.III dated 27.02.2020, curtailing the democratic rights of workers to form their trade unions. The above letter prohibits democratic election of the office bearers of the union and also restrict TU leadership to five years of the whole service. We demand the Government of India to withdraw the said undemocratic order immediately. 10) Problems of HL rakes. Railway board is fully conversant with technical error about APM (Automatic Pressure Monitoring device) and Auxiliary reservoir of BTFLN, BOX HL RAKES. For the operation of this rakes, the operating instructions most of the time seen disregarded at divisional/zonal level. And hence there is increase of unusual incidents like SPAD etc. This Association demands immediate rectification of this matter. 11) Denial of preparation time after 16 hrs HQ rest with the misuse of power at divisional level officers. Railway board had correctly clarified that the trip rest of 16 hours at HQs and 8 hours at out station shall not be interrupted and call shall be served to running staff only after completion of the rest hours vide order dated 17/07/2018. We vehemently protest against the order dated 02/08/2018 by which the former order was kept pending for years together citing the reason of acute shortage of staff. It is endangering railway safety. We demand strict implementation of serving call after completion of eligible rest as per railway board order dated 17/07/2018. 12) Non- compliance of 36 hours' limit for out station stay. It is seen that Divisional level controllers with the patronage of officers and under pressure of operating department, loco running staff are being harassed by keeping running staff out of HQ for more than 36 hours unwarrantedly. So Association demands strict implementation of 36 hours maximum limit for stay out of HQ. 13) Non registration of IDT/ IRT applications and cancellation of PCPO/MAS order Dated 30/11/2020 It is everybody’s desire to get a dignified job at his native place. Indian social order dictate children are bound to care the parents, and the inability to save the parents when they are in need is considered a disgrace. So every management have adopted the policy of transfer on request. Railway board too have made many rules for inter railway and inter division transfer on request. A web portal in name COMPTRAN too is created for regulating the transfer. But in practice the applications are left uncared for years together in the CCRC office or at divisional office. This meeting demand to process every such application in a time frame and upload the same in COMPTRAN. The order dated 30/11/2020 issued by PCPO/MAS is in gross violation of the railway board order by stipulating an increased residency period of 5 years to submit an application for transfer and limiting the transfers to mere 25% of vacancies. This is a severe discrimination against loco running cadre. So this meeting demand to end the discrimination immediately. 14) Programme of action a) Mass signature campaign. A mass signature campaign will be organized in support of the charter of demand submitted to CEO, among entire loco running staff. Signature campaign will be started with a demonstration in branch level on 1st February 2022. b) The mass memorandum will be submitted to respective General Manager with a mass demonstration on15th March 2022.

REPUBLIC DAY Republic Day honours the date on which the Constitution of India came into force on 26 January 1950 replacing the Government of India Act (1935) as the governing document of India. The Constitution was passed by the Constituent Assembly of India on 26 November 1949 but was adopted on 26 January 1950 with a democratic government system, completing the country's transition toward becoming an independent republic. 26 January was selected for this purpose because it was this day in 1930 when the Declaration of Indian Independence (Purna Swaraj) was proclaimed by the Indian National Congress. But after 72 years of India become republic, it is clear that we do not live in India of our dreams. The evils of Slavery and Poverty still existing in India. As Charlie Chaplin’s great speech in the Great Dictator, “ machinery that gives abundance has left us in want. Our knowledge has made us cynical, our cleverness hard and unkind….. The aeroplane and radio has brought us closer together. The very nature of these inventions cries out for the goodiness in men,cries out for universal brotherhood for the unity of us all. You the people have the power, the power to create machine, the power to create happiness. You the people have the power to make life free and beautiful, to make this life a wonderful adventure….Then in the name of democracy let’s use the power –let us all unite. Let us fight for a world where science and progress will lead to all men’s happiness” These are lasting dreams that can never desert man. In last two years India and entire world is struggling with pandemic Covid 19. Many people succumbed to death and many are suffering due to after covid complications. Vaccination is going fast and which reduced the complication of present cases. Jobless, Unemployment percentage is increasing. The entire industries are fighting for survival; On contrary the Central Government is taking this situation as an advantage to amend many Labour laws against the working class and Agriculture laws against the farmers. . Even the Government is trying to polarize the people on religious and caste basis. Join hands to resist the anti labour, anti farmer and anti people policies of the ruling class. RED SALUTE. C.SUNISH. ASST. SECRETARY GENERAL AILRSA 26.01.2022.

While our country is resuming to normalcy after Covid-19 pandemic with caution of Third wave or Omicron mutation, Loco Running Staff are forced to intensify our democratic Trade Union Agitations to solve incessant issues. During Covid times inspite of our relentless services our Night duty allowance was snatched away stealthily by introducing ceiling limit of pay against the Railway Labour Tribunal Award 1969 para 2.28 that the Night Duty Allowance should be granted to all Railway employees irrespective of their classification or irrespective of the Pay limit. Though Railway recommends to DOPT, decision is not yet arrived. Therefore the limit imposed on eligibility for NDA should be removed. Even though various committees had described running job as more tedious than that of intensive category, our Railway administration is indulging in various zones to extend crew beat and imposing bye passing of crew changing points/ headquarters, unfilled vacancies . These unsafe experiments should come to an end and the order of labour Ministry to reclassify running staff as intensive with 6 hours duty is to be implemented. Further it is a wild experiment of running long haul trains and videos were posted in social media to gather fame. Those trains run violating all safety rules that too under the direct control of those officers will seriously affect the safety consciousness of Railway employees. This will lead to accidents in long run. More Women ALPs are being recruited in Railways is seen as empowerment of women and proud moment for all. The intricate /adverse working conditions in running duties especially in goods train working which renders them incompatible. There is no separate rest room in every crew lobby for women LP/ALP. At present a dormitory is provided at running rooms for ladies common for ALPs and Guards and call is served either through phone or by knocking the door by the male care taker in charge. In both the case rest of others getting interrupted. So separate individual cubicles to be provided at all running rooms for ladies and lady attender to be deployed. It is highly hazardous to work longer hours without attending nature's call. So all locos to be provided with toilet facilities. While Lady employees are in long leaves such as CCL, ML, the burden over others cause to increase.This peculiar situation to be taken in to account and sanction strength to be suitably increase to meet this situation. Around 370 loco running staff and 23 CLI’s died due to Covid-19. Our demand of Introduction of an insurance coverage of Rs 50 Lakhs to all serving loco running staff against death due to Covid is not yet considered. While Medical experts warn third wave and mutation of virus like Omicron, precautionary measures including improved hospital facilities in all divisions, free supply of equipments such as mask, sanitisers, gloves etc. and Proper sanitization of loco cabs and running rooms are to be done immediately. Loco running staff are facing excess deduction of Income tax on the earning of KM allowance from the year 2012 onwards. The ceiling limit of income tax exemption for 70% of running allowance under section 10(14)(ii) of income tax act 1961 was enhanced to Rs 10000/- per month in 2008-09 when KM allowance rate was revised to Rs 170/100 KM So proportionately this ceiling limit of exemption for 70% of running allowance must be raised to Rs 12500/- per month from 2011, Rs 15000/- per month from 2014 and Rs 32000/- per month from 01/07/2019 on par with the increase in the rate of KM allowance to Rs 212 per 100 KM, Rs 255 per 100 KM an on Rs 530 per 100 KM respectively. Even after repeated failure in their attempts, the clear intention and rapid action of Government to Privatise the Indian Railways is to be understood. Almost all the organizations, Trade unions including left unions, socialist HMS, BMS, AIRF and NFIR are also opposing Privatisation of Railways. But concerted efforts to United action is missing. Even now many employees are in the syndrome of It will not come to me. The Privatisation of Railways is going to achieve is job losses, worsening of the already alarming unemployment, loss of opportunities for the socially oppressed sections of our society, deterioration of working and service conditions of the workers, the people and the entire economy will worsen. All the infrastructure including Indian Railways will be ruined. In the issue of minimising SPAD, when cab ergonomics is abysmal in many aspects like ventilation, lighting, cab seat, non provision of meal break time and suppressing nature call in the absence of toilet in cab, provision of cab air-conditioning etc.are not given due attention but installation of camera and release video footage exposing the Locopilots in poor light, constant policing will lead to forced behavioural changes, will cause tremendous stress on Locopilots will cause distraction and may lead to Accident. AILRSA decided to conduct three days Hunger Fast from Morning to Evening on December 7, 8 & 9 on the following Loco Running Staff demands on various Divisions HQ duly following COVID Protocols. Remove the pay limit for eligibility of NDA. Ensure protection from COVID Enhanced Pay Level to Assistant Loco Pilots and Distinct Higher Pay Levels to all the post from Loco Pilot(shunting) to Loco Pilot(Mail) Stop running goods trains bye passing HQs/crew changing points; cancel all extension of crew beat. Stop privatisation and selling of railway assets Non reflection of 30% Pay element in Running allowance rate Restore paper pass; treat E-pass as travelling authority Allow equivalent non running Pay Level for the medically unfit Running Staff who are posted in non- Running category to avoid stagnation of their Pay. Payment of leave salary to Loco Running Staff is delayed even after Rly.Bd clarification Enhancement of IT-exemption limit for running allowance at par with rate of KMA is long due. Recognition of AILRSA and resolve issues through negotiation. Improvement of Running Rooms and Conducive working / service conditions suitable for Lady LPs/ ALPs Reduce Duty Hours of Loco Running Staff as accepted by Railway Board on HPC recommendations. Fill up all vacancies. ALL LOCOPILOTS AND ASSISTANT LOCOPILOTS ENSURE YOUR PARTICIPATION

All India Loco Running staff Association (AILRSA) welcomes the call given by the Samyukta Kisan Morcha (SKM), for ‘Bharat Bandh’ on 27 th September 2021. SKM intensifying their struggle for the repeal of the three anti farmer farm laws, Electricity Amendment Bill and for legally guaranteed Minimum Support Price (MSP). It calls upon the entire working class to extend total support to the ‘Bharat Bandh’ on 27th September. The two day national convention of SKM, the joint platform of over 500 kisan organisations across the country, attended from over 2000 delegates from 22 states unanimously decided to intensify and expand the struggle. Farmers are fighting against the policies of the Government for the past 10 months at New Delhi. AILRSA appreciates the initiative taken by the SKM to involve the trade unions, organisations of the agricultural workers, students, youth, women etc whose lives, livelihoods and basic rights are under attack by the policies being pursued by the BJP government led by Modi. Different sessions of the two day convention focussed on the specific issues of the workers, agricultural workers and others. The convention unanimously adopted resolutions on their issues, including against the labour codes and privatisation. This lays the ground for widening the struggle in the coming days. The joint trade union movement have been, from the beginning, extending solidarity including active physical support to the ongoing struggle of the farmers on their most genuine demands. AILRSA condemns the autocratic behaviour of the government of India and its refusal to concede the demands of the farmers, in its bid to corporatise our agriculture to benefit its cronies. We also strongly condemns the oppression unleashed by the BJP government in Haryana against the farmers peacefully demonstrating in Karnal, which has led to the death of a farmer. The Modi government is highly mistaken if it thinks that it can suppress people’s struggles through such high handed measures. According to the message from Com MN Prasad, Secretary General AILRSA " As you know that the Samyukta Kishan Morcha has given a call for Bharat Bandh on 27 September, we should support the Bandh by our solidarity action which is possible either through gate meeting, wearing badge, demonstration etc duly maintaining Covid protocol."

अखिल भारतीय लोको रनिंग स्टाफ एसोसिएशन (AILRSA) संयुक्त किसान मोर्चा (SKM) द्वारा 27 सितंबर 2021 को 'भारत बंद' के आह्वान का स्वागत करता है। SKM ने तीन किसान विरोधी कृषि कानूनों, बिजली संशोधन विधेयक और कानूनी रूप से गारंटीकृत न्यूनतम समर्थन मूल्य (MSP) को रद्द करने के लिए अपने संघर्ष को तेज किया। यह पूरे मजदूर वर्ग से 27 सितंबर को 'भारत बंद' को पूरा समर्थन देने का आह्वान करता है। देश भर के 500 से अधिक किसान संगठनों के संयुक्त मंच एसकेएम के दो दिवसीय राष्ट्रीय सम्मेलन में 22 राज्यों के 2000 से अधिक प्रतिनिधियों ने भाग लिया और सर्वसम्मति से संघर्ष को तेज और विस्तारित करने का निर्णय लिया। नई दिल्ली में पिछले 10 महीनों से किसान सरकार की नीतियों के खिलाफ संघर्ष कर रहे हैं। एआईएलआरएसए एसकेएम द्वारा ट्रेड यूनियनों, कृषि श्रमिकों के संगठनों, छात्रों, युवाओं, महिलाओं आदि को शामिल करने के लिए की गई पहल की सराहना करता है, जिनके जीवन, आजीविका और बुनियादी अधिकारों पर मोदी के नेतृत्व वाली भाजपा सरकार द्वारा अपनाई जा रही नीतियों का हमला है। दो दिवसीय सम्मेलन के विभिन्न सत्रों में श्रमिकों, कृषि श्रमिकों और अन्य के विशिष्ट मुद्दों पर ध्यान केंद्रित किया गया। कन्वेंशन ने सर्वसम्मति से उनके मुद्दों पर संकल्पों को अपनाया, जिसमें श्रम संहिता और निजीकरण के खिलाफ भी शामिल थे। यह आने वाले दिनों में संघर्ष को और व्यापक बनाने की आधारशिला रखता है। संयुक्त ट्रेड यूनियन आंदोलन, शुरू से ही, किसानों की सबसे वास्तविक मांगों पर चल रहे संघर्ष को सक्रिय भौतिक समर्थन सहित एकजुटता प्रदान करता रहा है। एआईएलआरएसए भारत सरकार के निरंकुश व्यवहार और किसानों की मांगों को मानने से इनकार करने की निंदा करता है, जो कि अपने साथियों को लाभ पहुंचाने के लिए हमारी कृषि को निगमित करने के प्रयास में है। हम हरियाणा में भाजपा सरकार द्वारा करनाल में शांतिपूर्ण प्रदर्शन कर रहे किसानों के खिलाफ किए गए दमन की भी कड़ी निंदा करते हैं, जिसमें एक किसान की मौत हो गई। मोदी सरकार बहुत गलत है अगर उसे लगता है कि वह इस तरह के उच्च-स्तरीय उपायों के माध्यम से लोगों के संघर्षों को दबा सकती है। कॉम एमएन प्रसाद, महासचिव एआईएलआरएसए के संदेश के अनुसार "जैसा कि आप जानते हैं कि संयुक्त किशन मोर्चा ने 27 सितंबर को भारत बंद का आह्वान किया है, हमें अपनी एकजुटता से बंद का समर्थन करना चाहिए या तो गेट मीटिंग, बैज पहनकर, प्रदर्शन आदि के माध्यम से कोविड प्रोटोकॉल को बनाए रखते हुए संभव है।"

जीवन प्रोफ़ाइल 14.02.1936 को बांग्लादेश में जन्म। बाद में डब्ल्यूबी स्थानांतरित कर दिया। नई दिल्ली, १५ सितंबर, २००८ - एआईएलआरएसए के महासचिव के रूप में सेवा करते हुए 72 वर्ष की आयु में ऑलएमएस में निधन 1956 में डीएसएल शेड खलासी के रूप में ईआर में शामिल हुए। एआईआरएफ शाखा / डिवि पदाधिकारी के रूप में सेवा की। इसके बाद उन्होंने अनारा/आंड्रा मंडल में रनिंग कैडर में इलेक्ट्रिक असिस्टेंट ड्राइवर ज्वाइन किया। १९६५ में जब वे सहायक चालक थे, तो उन्होंने टूल बॉक्स/पीटीबॉक्स-श्रेणी संघ बनाने के लिए अधिकारियों के आदेश के खिलाफ विरोध प्रदर्शन किया। 1965 में भारत में फायरमैन आंदोलन -। एसके धर सहित पूर्व नेताओं और वर्तमान वरिष्ठ केंद्रीय नेताओं ने उस समय विभिन्न क्षेत्रों में आंदोलन का नेतृत्व किया था। अनिश्चितकालीन काम के घंटे, वेतन आदि... एसआर / एससीआर में किसान परिषद का गठन ..... इस अहसास के आधार पर कि संगठित संघर्ष ही सफलता दिलाएगा एसके धर ने एक संगठन के गठन का नेतृत्व किया जिसमें एलआरएस (एन.क्लीनर, डीसी, एसीए।, जी.ड्राइवर, पी.डायवर, एम.ड्राइवर) की सभी श्रेणियों के कर्मचारी शामिल थे। एलएलआरएसए का गठन 24 और 25 सितंबर 1970 को एससीआर विजयवाड़ा में किया गया था। पहले एलएलआरएसए अध्यक्ष सबापति थे और महासचिव पीके बरुआ थे। कॉम: एसके धर संयुक्त महासचिव थे..... 1973 एलआरएस की ऐतिहासिक हड़ताल - श्रम मंत्री द्वारा संसद में 10 घंटे के काम की घोषणा की गई। एसके धर ने संघर्ष का नेतृत्व किया। 1973 की हड़ताल की सफलता के बाद 1974 में एनसीसीआरएस का गठन किया गया, जिसने भारतीय रेलवे में 1974 की ऐतिहासिक हड़ताल का नेतृत्व किया। इस संघर्ष ने केंद्र सरकार को बदलने में भी योगदान दिया कॉम. एस के धर एनसीसीआरएस के अखिल भारतीय नेतृत्व का हिस्सा थे वह 1978 से एआईएलआरएसए के महासचिव रहे हैं 1974 की रेल हड़ताल के प्रतिशोध में, केंद्र सरकार ने आपातकाल के दौरान भारत के विभिन्न क्षेत्रों में एलएलआरएसए नेताओं को गिरफ्तार कर जेल में बंद कर दिया। 1976 में आपातकाल के दौरान, कॉम. एसके धर 2 साल तक मीसा कैदी के तौर पर तिहाड़ जेल में बंद रहे। 1978 में कोटा में 7वें BGM WR में, एसके धर को महासचिव चुना गया। 1981 में एलआरएस अखिल भारतीय संघर्ष - 10,000 से अधिक कर्मचारियों पर अनुशासनात्मक कार्रवाई की गई। 14/2 के तहत लगभग 1000 एलआरएस को बिना जांच के खारिज कर दिया गया। इसके अलावा सीआर भी दिया गया, जिसमें रिवर्सन/सर्विस ब्रेक/टीएफआर भी शामिल है।... (संगठन को इस बात पर गर्व हो सकता है कि हमारे कई केंद्रीय नेता अनुभवी अग्रिम पंक्ति के नेता हैं जिन्होंने इन संघर्षों में संगठन का नेतृत्व किया है और कई अनुशासनात्मक कार्रवाई का सामना किया है। हमें यह भी समझना चाहिए कि मान्यता प्राप्त यूनियनों के कई रेलवे ट्रेड यूनियन नेता हैं। हड़ताल का ऐसा कोई अनुभव नहीं है। LRS के अधिकार - 5वें और 6वें CPC के संबंध में अधिकारों के लिए संघर्ष में पूर्ण समर्थन और नेतृत्व। लाभ / वेतन तत्व और सेवानिवृत्ति लाभ सहित काम के घंटे हासिल करने के लिए संघर्ष ..... रेलवे कर्मचारियों के एकजुट संघर्ष का नेतृत्व करने के लिए एलआरईसी का गठन किया गया था। डब्ल्यूबी चित्तरंजन लोको वर्कशॉप संघर्षों का नेतृत्व किया ... केंद्र और राज्य सरकार के कर्मचारियों के अखिल भारतीय नेतृत्व में काम किया। उनके बहुमुखी टीयू ज्ञान और समझ ने एलएलआरएसए संगठन का मार्गदर्शन करने में महत्वपूर्ण भूमिका निभाई है। कॉमरेड ने कई अनुशासनात्मक कृत्यों का सामना किया और डीएसएल सहायक के रूप में सेवानिवृत्त हुए। कॉमरेड को इंटरडिवीजन/इंटरजोन ट्रांसफर का सामना करना पड़ा..... यद्यपि उनका वर्षों से लीवर सिरोसिस सहित विभिन्न बीमारियों का इलाज चल रहा है, उन्होंने अपनी पत्नी के वेतन से पूरे भारत का भ्रमण किया और संगठन का निर्माण किया। 25 वर्षों तक उन्होंने केंद्रीय समिति कार्यालय के रूप में, पूर्व सांसद और रेलवे स्थायी समिति के अध्यक्ष, कॉमरेड बासुदेवाचार्य के आउट हाउस का उपयोग करके दिल्ली में काम किया। वह सितंबर 2008 की शुरुआत में होने वाली सीडब्ल्यूसी में आए, लेकिन खराब स्वास्थ्य के कारण सीडब्ल्यूसी को स्थगित कर दिया गया और उन्हें ऑलएमएस में भर्ती कराया गया। 15 सितंबर को निधन हो गया। 15 सितंबर को कॉमरेड का पार्थिव शरीर प्राप्त करने के लिए एएलआरएसए के कार्यकर्ता एनआर/दिल्ली में उपलब्ध नहीं थे, जिसे कॉमरेड एमके पंथे ने बताया कि जब 25 और 26 जून, 2009 को नागपुर में 18वीं जीबी का उद्घाटन किया गया था, तब कमजोर संगठनात्मक स्थिति की तुलना मजबूत स्थिति से की गई थी। बाद में। आज यह सबसे बड़े सदस्यता क्षेत्रों में से एक बन गया है। दिल्ली १००% सदस्यता के साथ एक डिपो के साथ एक मंडल बन गया है। कॉमरेड एसके धर को क्रांतिकारी श्रद्धांजलि जिन्होंने 1978 से 2008 तक 30 वर्षों तक संगठन को एएलएलआरएसए के एसजी के रूप में बरकरार रखा और हमें अधिकारियों द्वारा हमलों के खिलाफ खुद को बचाने के लिए लड़ाई का मंच दिया ... रेड सैल्यूट कॉमरेड एसके धार लाल सलाम। लाल सलाम M. P. Deo

1. Stop privatization of Railways and public sector units. Do not hand over 15 sports stadiums to RLDA. Cancel the scheduled finance bidding of trains. 2. Scrap NPS and extend statutory pension scheme to that appointment after 01.01.2004 3. Remove eligibility limit for night duty allowance. 4.. Pay Rs. 50 lakhs compensation and expedite payment of pension benefits and compassionate appointment to the wards of Covid victims. Extend Rs.50 lakhs insurance coverage, ensure free supply of protective equipments and expedite Covid-19 vaccination of running staff. Setup covid hospitals in all divisions to fight third wave 0f covid. 5. Stop closing/degradation of 77 Divisional/Sub Divisional Railway hospitals as poly clinics without inpatient treatment. 6. Restore paper pass till HRMS become trouble free. Treat E-Pass as travelling authority to enter train. 7. Fill up all vacancies 8. Reduce duty hours to 8 as per HPC recommendation. 9. Cancel all orders of extension of crew beat, obey orders of safety directorate dated 14.06.21. Stop bye passing of HQs/ crew changing stations in the name of crack goods, Relieve crews of non-stop (crack) goods trains in 5-6 hours as they are performing highly intensive nature of work without any rest or relaxation. 10. Sanction 35% additional LP/G posts to meet the increased demand of freight traffic. 11. Speed up induction training to ALPs considering restoration of passenger services. 12. Stop the move to withdraw line box. 13. Improve running room facilities. 14. Revise Running allowance with 30% mean pay of scale of LP/P(level-6). 15. Declare equivalent non-running pay scales to every running pay scale to avoid stagnation of pay at apex level of pay matrix of 7th CPC, for medically decategorised running staff in their alternative employment post. 16. Increase the limit of exemption of running allowance from Income Tax from Rs 10000 to Rs 32000 per month considering the increase in running Allowance rate from Rs 172/- to Rs 530/-. 17. Stop unsafe train working with EOTT,without Guard,without brake van,without BPC etc. All Loco running staff shall participate in the one day Divisional hunger fast from morning to evening on 21st September

Com. Saroj Kumar Dhar widely known as Com. S.K. Dhar born in Chattgram district of Bangladesh on 14.02.1936, move from Bangladesh at his early age to West Bengal and joined Railway as engine cleaner at Burdwan in 1956.From his early stage of service, he associated with trade union movement and occupied a position in ERMU affiliated with AIRF, the AILRSA was then not in existence but the Loco Running Staff at the different place started to organize in different names. Com. Dhar subsequently came in South Eastern Rly and joined as an Electric Assistant Driver at Anara in Adra division being selected by Railway Service Commission in 1965. When Com. Dhar came in South Eastern Rly at Anara, the Elect. Asst. driver has to carry the tool box and PT box (portable telephone box) from Crew Booking point to Loco. Com. Dhar then started to resist this system and simultaneously started to organize the Asst. Driver’s Association. The resistance to this system went to a peak and the trains started to be detained. Lastly the administration had to modify the system and the Asst. Driver Association became a forceful organization. While Com. Dhar organizing the categorical Association, his thinking was not sectarian. He always tried to use the forceful organization in the interest of struggle of common Railways and working class movement. He always paid a vital role to bring the Railways in main stream of national working class movement. As a first step, he took lead to organize Loco Running Staff Association in South Eastern Rly uniting all three wings i.e. Electric, Diesel and Steam. By the time All India Loco Running Staff Association came in force whose first conference was conducted at Jamnagar in Western Rly in 1965. It was a time when in Southern Railway the Firemen Council became a forceful organization and struck the work, paralyzed the Railway. It was Com. Dhar’s and Com. YD. Sundaramurty’s effort that a unity convention (special convention) could be organized in 1970 at Vijayawada to unite all the Loco Running Staff organization which were functioning on the different names under one single Banner of AILRSA. Com Dhar was elected as Joint Secretary General. The Burdwan Conference in 1973 in which Com. Dhar played an important role for taking strike decision. Com. Dhar was in negotiating committee which led a successful and historical negotiation resulting the strike period converted into SCL. These strikes encouraged AILRSA effort and the NCCRS was formed which lead the 1974 strike. Com. Dhar was also in NCCRS highest committee. It is countless and can’t be narrated the instances of able leadership of Com. Dhar. That quality of leadership had elavated him to the post of Secretary General of AILRSA from our seventh BGM which was held at Kota in Western Rly in 1978 and since then he has been continuing as Secretary General of AILRSA till his death maintaining a workable relation with all the fighting section of working class. In our BGM at Varanasi in 1974, there was strong resistance to the decision of participation in historical Railways strike in 1974 from a small group of delegates which we could be fought back and decision was taken to participate in Strike and his role in this fight was very much important. Similarly there was an attempt to split the AILRSA in 1980 in Agra BGM and we successfully could fight back this conspiracy under his leadership. There have been continuous attempts from anti-unity force and the Rly. Administration to disrupt the AILRSA but under his wise leadership, we could be able to maintain the status, position and unity of AILRSA. Com. Dhar’s life was full of struggle. He not only participated in 1968 token strike of Railway men but took a leading part to organize it. He was arrested under MISA in 1976 during the period of internal emergency and was in jail at Tihar and then shifted to Jaipur for 2 years term. He also faced suspension, removal and penal transfer but nothing could break him. Com. S.K. Dhar for whole life continue to struggle against a reformist idea which has a wide influence over Railways movement and upheld the principle of unity and struggle. In the year 1981, AILRSA was forced to stage a strike because of the massive victimization like summary removal and other dreadful onslaughts, unleashed as a policy of government of India, by the Railway administration headed by the then Railway Board Chairman Mr. M.S.Gujral Agitations started from SER for local issues later in Western and Southern Railways in the month of Dec, 1980. In the background of bursting out of struggles at various places, the All India leadership of AILRSA given a national call without any preparation. Prior to the strike, there developed some kind of difference of opinion between Com.M.R. Sabhapathy and Com. Dhar. Com. M.R.S resigned from All India President post, which ought not have been done by him, if he had placed association interest and integrity above all other interests and considerations. That paved the way for the administration to strike against the loco men. Around 950 workers were removed from service by imposing 14/2 and article 311, ie. Without enquiry, 500 were compulsory retired, around 1000 reverted, break in service was imposed on 7000 Loco men. This strike was failed due to poor preparation and leg pulling by a section of leadership. For every victory hundred number of claiming will be there but for defeat no one will take responsibility. Some of the leaders blamed Com. Dhar for the failure of strike. Some revisionist leaders left the organization blaming Dhar and it was com. Dhar’s responsibility to bring back the removed employees back to service. He left with empty cash balance, abandoned trade union and fearing work force. He then approached Com. Somnath Chatterjee, CPI (M) leader. With Somnath’s letter he met leading Supreme Court Advocate KK Venugopal. At that time his consulting fee was Rs.35000/-. But Sri.Venugopal told “my consulting fee is Sri. Somnath’s letter”. His case fee was 105000/- . But Dhar was only able to collect 47000/- in many installments. Even then Adv. Venugopal fought the case and succeeded. The Railway authorities not utilized the 14/2 and article 311 after that incident. This was a unique achievement. During the period 1980-1990, this organization had a lean period of activities because of the massive victimization. Com Dhar traveled entire country to build up the organization. He succeeded in making 13 zonal bodies for AILRSA out of 16 zonal railways. He was a simple man in personal life. He developed unity among the railway trade unions, where the AIRF and NFIR were maintaining domination. He along with Com. NS Bangoo worked hard to organize All India Railway Employees Coordination Committee (AIREC) as a challenge to the recognized federations. He was Assistant Secretary General of AIREC. His commitment to the ideals and the ideology he believed in, made him an ardent supporter and participant in all activities connected with the workers, which led to his arrest and incarceration during the dark days of emergency. His entire life had been a saga of struggles and sacrifices. It is the life sketch of comrades like S.K Dhar that shall provide inspiration and motivation for thousands of workers in the days to come for more than ever, they face today the toughest challenge of existence and survival imposed by the inhuman imperialist intimidation and exploitation. RED SALUTE TO THE MEMORIES OF COM. SK. DHAR. C. Sunish.

A large number of Loco Running Staff who are medically decategorised and posted in alternative stationary posts have reached the maximum of the level 6 pay matrix and remain stagnated without further increment. Hence it is urged to amend IREM para 1307 akin to V CPC regime to allot equivalent higher level of pay so as to render justice.

This CWC meeting vehemently protest against utilizing ALPs as Guards as primarily an attempt for denying authorized CPC pay to those working as Guard. Railways are exploiting the ALPs by extracting the job assigned for a post with level 5 pay and allowing a lesser pay admissible in level 2. Utilization of ALP as Guard is also against the safety rules under GR 4.25 as the rule stipulates that “when a train is worked without a Guard, such of his duties as can be performed by the Loco Pilot shall devolve on him (Loco Pilot)”. Loco Pilot is in level 6 and hence if at all loco running staff Is required to work as Guard, Loco Pilots in level 6 shall be booked and any shortcoming may be filled by allowing ALP to officiate as LP/G. 6 Moreover utilization of ALP as Guard will create shortage in loco running cadre and may lead to protest against denial of leave and rest. And for working as Guard, authorized institute is required to issue a competency certificate as mandated. Further this Association demands that such policy to be implemented with clear instructions of payment of remuneration admissible under the existing rules too, in order to avoid complaints later.

Introduction of EOTT instead of Guard in the brake van is a potential safety hazard. Railway safet slogan “Machine may fail, Man shall not” itself points this danger. In addition to that the engine crew of two persons is not sufficient to arrange train protection. In case of Train Parting, it will not be possible to recouple. As the loco cannot be left unmanned, all defects enroute need to be attended by single man. In both cases midsection detention will be enormous. There is a chance for the theft of unmanned EOTT equipment when the train is detained at wayside stations or midsection. The duties of Guard is entrusted to LP which is highly objectionable as they are already shouldering unbearable work pressure. So this Association demands to abandon trains working with EOTT and provide Guards in all trains.

Installation of CCVRS in the Locomotive cab for the surveillance of the Crew in day to day working in highly objectionable and will cause a tremendous stress to the Locopilots. The constant policing of the engine crew through camera will Lead to forced behavioural changes than normal which is not 4 conducive for smooth operation of trains. The work of Locopilots requires higher degree of concentration which warrants a congenial atmosphere in the Cab but the watching always through cameras will cause distraction in duties.The CCVRS in Locomotive Cab has to be for limited purpose as to that of flights which is not meant for watching the cabin Crew always. The retrieval of footage from camera as a regular measure and subjecting the Locopilots disciplinary action is harsh when cab ergonomics is abysmal in many aspects like lighting, ventilation,etc., non provision of meal break time and suppressing nature call in the absence of toilets in cabin. Unfortunately, the provision of air-conditioning, ergonomically seat arrangements etc. are not given due attention but inordinately delayed but releasing the video footages exposing the Locopilot in poor light which will lower the morale of the work force and hence stop circulating CCVRS videos/audios Footages in social media/in crew lobbies.

Large number of lady ALPs are being inducted in to the railways in all zones. This Association is duty bound to point out the difficulties faced by them in the crew lobbies and the locos and demand early redressal. Most of the crew lobbies in Indian Railways does not have a separate lobby and rest room for lady ALPs due to which they are unable to relax freely and to attend nature calls. Also it is an often repeated demand of this Association to provide toilet facility in the locos. In its absence the working crew face extreme hardship to relieve themselves of the natural urge. This Association demands to expedite the process of providing toilet facilities in locos and till such time, extra time may be provided at all scheduled stoppings of passenger carrying trains to enable the crew and particularly the lady ALPs to attend their call of nature. The lady employees are given with 9 months of Maternity leave as well as CCL upto 2 years. When the lady ALPs are availing such leave, the work burden falls on the other ALPs. Hence this Association demands to consider this aspect while assessing the strength of the cadre and suitably increase the sanctioned strength of the cadre. Now-a-days, in all running rooms lady running staff are allotted beds alongwith lady Guards who are served call through mobile phone. Since the care takers are male and not allowed to enter the hall, all those taking rest in the hall are awakened frequently disturbing the sleep.

Quoting the reason of increased average speed of goods trains, many divisional administrations have issued instructions extending the existing beat of the crews, involving bypassing of crew HQ. It is a fact that the marginal increase in the average speed of the goods trains is due to the cancellation of regular Mail / Express and Passenger trains and once the existing pandemic situation eases to normal, the average speed of goods trains is very much likely to reduce. Extending the crew beat based on this temporary situation is unwarranted and creates unrest among the staff. Assuming that the increase in the average speed of goods trains is permanent, denying the advantage of it to the loco running staff by extending the beat of the crew is unjust. 3 This meeting demands the administration to withdraw the proposal of extending the crew beat in view of safety.

Govt. of India has declared a policy decision to amass Rs. 6 lakh crore in the next 4 years by monetising the core asset owned by Govt. of India in Railways, Roads, Power generation and distribution, Air and Sea ports, telecom towers, optical fiber cables, Natural gas and petroleum pipelines, Warehouses owned by FCI and Warehousing corporations, rail museums and sports stadiums. The major share of monetization is proposal on Railways worth 1.5 lakh crores by transfering 400 stations, 90 passenger trains, 1400 kms of Railway track, Konkan Railway as a whole (741 km), 4 hill Railways, 265 goods sheds, 673 2 kms of commissioned track of DFC, 15 Railway stadiums, selected Railway colonies, OHE and signaling system to the private operators. Monetization means handing over the assets for a specified period of time to own, develop, fix the rate of service and collect the fees and return the assets to Govt. at the end of contract. The proposed monetization is stated as a pilot project and the same will be extended further. In a nutshell, the monetization project is nothing but handing over of entire Govt assets to the private operators and thereby withdrawal of Govt. from all sections. The prime victim of such a decision is that it will put an end to the security of jobs enshrined in article 309, 310 & 311 of the Constitution. Segregation of Railways into hundreds of pieces and entrusting the ownership and management to different firms or individuals will spoil the entire system adversely affecting the further development of Railways, escalated fares and closing down of services in non profitable areas. This CWC appeal the Govt. of India to abandon the proposal as a whole. We also appeal entire Railwaymen and Loco running staff, in particular, to enlighten the entire rank and file, rail users and the general public the dangers of the Privitisation and organize agitations to force the Govt. to rethink.

A physical meeting almost after 2 years. Due to Pandemic COVID-19 the entire country was paralyzed and even trade union functioning came to a halt. During this period we continue our activities through online meetings and webinars. Many running staff including our leaders become victims of covid and sacrificed their lives Now the situation is changing and restrictions are relaxing. AILRSA CWC attended by the representative from different zones and division. Secretary general Com MN Prasad submitted the working report. More than 40 comrades participated in healthy discussion. After detailed deliberation meeting decided many action programs. * On 21 September Divisional level hunger fast from morning to evening by maintaining covid protocol. * Second stage program a relay hunger fast for three consecutive days during day only. On 7, 8 and 9 December. During this period the branches Divisions and Zones to be made functioning by conducting physical meeting with the participation of Zonal and Central leaders. 2021 Membership campaign to be completed by December first week. As we have to submit our membership statement to ministry of labour for renewal of trade union registration. The CWC passed a number of resolutions emphasising the burning issues of Loco Running staff and against the privatization. It will be circulated shortly. Hence all the comrades to wake up and energise the Trade union to required level. Sunish C. Asst Secretary general

When Com.K.C.J retiring from service........... Yes it became true that our veteran leader ending his Railway service on 10/10/2020 on his VRS request. No running staff like to hear it. Right from joined in Railway in the year 1986, com. K.C.James was in front of AILRSA. He served running staff through various capacities of AILRSA as Branch Secretary/SRR, Divisional Secretary/Palakkad, General Secretary/South Zone and continuing as our Joint Secretary General. On each and every issues Com.K.C.J will approach in depth with all earlier and existing norms and finalize the strategy which will acceptable to all. Even for simple personal issues of workers K.C.J will stand with them till end. In his life after joined in Railway he gave most priority to AILRSA than his personal life. He has faced many losses in his personal life as well as service career. Railway administration purposefully failed him in Passenger Driver selection only on because of his trade union Leadership. Com.K.C.J is a different charector in trade union work. For every union functions K.C.J will be first man who present and last man who leave the venue. For all our CWC meeting K.C.J is the man who nominated for preparing draft resolutions. Even without sleeping in the night he will finish the draft resolutions well before the scheduled time of presentation. He is one who filled the ability of leading a movement with both theoretically and practically approach on the issues. Com K.C.J is keen in enquiries of personal problems of the workers ( not only workers for all human beings) and will initiate all possible remedial measures. When shouldering the dynamic leadership of AILRSA ,KCJ was talking every step to unite all sector of railway employees and trade unions to make a platform to fight against the working class issues. Com.KCJ is dynamic leader not only for a particular area but over nation and for every employees. When Com.KCJ retiring from service the situation ahead us is too crucial. Threatened the existence of railway employees, Privatization process is at its rampant growth. It is KCJ one who studied the ill effects of Privatization in depth and atleast among running staff we could develop a spark. Under the leadership of KCJ a joint trade union movement could initiate in Southern Railway , and trying to build up a national platform of trade unions unity. There is nobody to substitute KCJ. Even though he is retiring from service, he will be with us , with working class as long we need his service. The only pain is that he is retiring from service at a situation when we are unable to honour him in a manner he deserved, which is the right of every AILRSA members. Any way we will honour our veteran leader suitably at appropriate level when condition relaxed. I wish a Happy and prosperous retired life to my "Guru" of AILRSA. Baburajan U Secretary AILRSA/SOUTH ZONE

Ceiling for Basic pay for the entitlement of NDA. In compliance with the DoPT OM No.27016/02/2017-Estt dt.13/07/2020 Railway board have issued order vide above cited reference to provide a cap on the Basic pay for calculation of NDA rate. As per the above order ceiling of Basic pay for deriving NDA rate is fixed as 43600/ is unjust and discrimination to all employees drawing basic pay above 43600/-. This order is unjust, illogical and amounts to total violation of earlier recommendations of various committees and decision of Government of India. Earlier various committees have made many recommendations on NDA and Ministry of Railways have also accepted it. Subsequent on acceptance of Justice Miabboy Tribunal (RLT-69) award RB have issued order Vide No.PC-72/RLT-69/1 dt 09/03/73 extending payment of NDA to various categories of employees of Indian Railways. RLT(69) award vide Para No.2.28(1) says that "the demand of the federations that night duty allowance should be granted to all Railway employees irrespective of their category and irrespective of the pay limit which is at present imposed is granted'. The award of RLT-69 removed the pay limit for entitlement of NDA was accepted by the Government. Considering this award pay limit for allowing NDA is not affected to the Railway employees,even though upper limit of pay scales are implemented for other central government employees. So long as the arbitration award of RLT-69 prevailed Ministry of Railways is debarred from prescribing an upper limit in pay for allowing NDA. 7 th CPC after a detailed examination on various authorities such as Night work convention 1990 of ILO, various study on deterioting effect of health by prolonged period of performing night duties and interruption of sleep during day time etc recommended to continue to pay NDA to all staff who are in receipt of NDA. Further recommended to abolish the existing formulation of giving same rate of NDA for all employees with a particular GP and recommended to calculate NDA based on the basic pay of individual employees considering the computerisarion of pay roll. Further committee constituted to finalize the recommendations of 7 th CPC on various allowances,vide Para No.5.4.17 decided to accept and continue the recommendation made by 7 th CPC on payment of NDA. The arduous task in performing night duties and its ill effects on health conditions have already proved by various committees. Indian Railway is one of the establishment functioning round the clock irrespective of all climatic conditions. When compared to other sectors majority of employees performing night duties belongs to Railway and the implementation of DoPT OM on NDA will largely affect Railway employees. In case of running staff the night duties are irregular and supposed to perform 3-4 continuous night duties. In such performance of duty required to pay continuous attention without a fraction of second lapse. Due to this most of the running staff facing multiple health problems such as BP, diabetes etc at early age. Many running staff became medical unfit only due to the nature of duty especially by performing such continuous night duties. When the above order is implemented majority of running staff happened to receive much lower NDA rate than eligible. Discriminative treatment of one who performed night duties without giving any weightage and one who enjoys night rest is quite unjust. So this association demand to scrap the above RB order and to continue the existing system for the payment of NDA. Baburajan U Secretary AILRSA/SOUTH ZONE

Once more I hereby advice all of branches of AILRSA to sincere effort to form a co-ordination committee (Jt. Committee) taking the interested organisations which are existing at your place (branch ) to fight against Privatisation, DA/DR freezing, reducing the workforce, and different allowances in different ways, amending the labour laws against working class etc. to what extend possible and report me back the progress. MN Prasad Secretary General AILRSA

I advice all unit of running staff to support and show their solidarity to strike in defence sector on 12 th. Oct at their working place maintaining all the advices in way what is possible to you but exhibit the poster in support of striking defence workers. MN Prasad Secretary General AILRSA

Central Trade Unions and Independent Federations declare #Nationwide_General_Strike #On_26_November_2020 Central Trade Unions and Independent Federations declared Nationwide General Strike on 26 November 2020 against the anti worker, anti farmer, anti people anti national policies of BJP Government in an online National Convention of Workers held on Gandhi Jayanti Day, 2nd October 2020. The National Convention strongly condemned the onslaught on the basic democratic and constitutional rights of the workers, farmers and common people of our country by Modi led BJP government at the Centre as well as by BJP State Governments. The convention expressed support and solidarity with the struggles of different sections of the society and workers from both organised and unorganised sectors. The convention noted the militant resistance struggles of the workers against the privatisation, Corporatisation, FDI etc in various sectors including the Railways, Coal, BPCL, BSNL, Finance Sector. The Convention adopted resolutions in support with the struggles of Electricity employees in Uttar Pradesh, Proposed struggles of Coal and defence sectors. Workers all over the Country will hold militant demonstrations in support of the strike of defence sector in all the workplaces on 12th October, 2020 and after every week thereafter, till the strike is settled honourably. This convention extended full solidarity to the farmers who are demanding withdrawal of anti farmer agri-laws which have been passed without even allowing voting on them and declared that the joint trade union movement would continue to support and express solidarity in all forms to their struggle at the national level as well as in any part of the country.The convention condemned the divisive machinations being played out, by the BJP governments to tear up the secular fabric of our society by implicating all those express dissent. The convention expressed serious concern over the increasing violence against women and condemned the Hathras rape and demanded justice to the victim. The convention was addressed by G Sanjeeva Reddy (INTUC), Amarjeet Kaur (AITUC), Harbhajan Singh Sidhu (HMS), Tapan Sen (CITU), Shankar Dasgupta(AIUTUC), G Devarajan (TUCC), Soinia George (SEWA), Santosh Roy (AICCTU), M Shanmugham M P (LPF) and Shatrujeet (UTUC). Thegroup convention which was telecasted live in facebook has reached more one lakh workers through various links. In many workplaces workers joined the convention in groups. The following programmes were adopted by the convention Ø Joint state/ district/ industry/sectoral level conventions (physically wherever possible, online otherwise) will be organised in October 2020 Ø Extensive campaign on the adverse impact of the labour codes on the workers down to the grass roots level up to mid November Ø One day country wide general strike on 26th November, 2020. Let it be known that this One Day Strike is in preparation for more intense, more tenacious and longer struggles that lie ahead. The Convention called upon all the working people, whether unionised or not, affiliated or independent, whether from organised sector or unorganised sector, to intensify the united struggle against the anti-people, anti-worker, anti-farmer and anti-national policies of the Govt and make the call for countrywide general strike on 26th November, 2020 a total success. INTUC*AITUC*HMS*CITU AIUTUC*TUCC*SEWA AICCTU*LPF*UTUC And INDEPENDENT FEDERATIONS/ASSOCIATIONS....

Decisions of CWC meeting held on 3rd & 4th September 2020. I. Program of action against Privatisation: 1. Secretary General shall initiate to convene a virtual meeting of Railway Trade Unions within this month to form a national coordination Committee for “Save Railways to Save India” campaign. All out efforts to be taken to organise the trade unions, democratic forces, rail users, youth organisations, students and the general public to join the campaign.. 2. Com. K. C. James shall take the responsibilities to contact all Railway trade unions and prominent leaders in SR, SWR and SCR. 3. Com. Chandan Sarkar and Com.Paras kumar shall be responsible for ER, SER, E Coast, ECR, SECR, NFR and Metro. 4. Com. M. P. Deo shall be responsible for CR, WR, NCR and WCR 5. Com. Padom Singh shall be responsible for NR, NER and NWR. All Zonal, Divisional committees shall undertake intensive campaign against ill effects of Privatisation through Leaflets, door to door campaign, webinar etc. to enlighten our cadre and prepare them to take anti-privatisation movement ahead. II. Programme of Action on loco running staff grievances : The CWC identified the following demands to be highlighted at this stage. (i) Revise Running allowance rates with mean Pay as per RAC 80 formula and pay arrears from 01.01.2016. (ii) Limit maximum duty to 10 hours as recommended by HPC, pending reduction to 8 hours with 90 hours fortnightly limit. (iii) Allow L6 pay scale to ALPs (iv) Allow 30 hours PR independent of 16 hours trip rest. (iv) Restrict continuous night duties to two. (v) Ensure parity in Pension to pre 2016 running staff pensioners. (vi) Vacate victimisation of Loco running staff of KGP division. (vii) Grant recognition to AILRSA. (ix) Ensure COVID safety protocol similar to health workers. (x) Stop unsafe working, introduce unified SR for rules pertaining to train operation. (xi) Do not entrust FSD and cab sanitisation on ALP. (xii) Conduct safety audit on vulnerable signals and provide starter indicators to starter signals on curved platforms. Programme of action: 1. Memorandum detailing all the issues in the above may be sent to the Hon. Prime Minister, MR and CRB by 20th September 2020 by the Central Committee. All Branch committees too shall send it after conducting protest demonstrations at depot level. Memorandum will be prepared by Southern Railway comrades. 2. Mass signature campaign from 1st (Thursday) to 10th (Saturday)October 2020 in divisional level and to be submitted to respective DRMs. 3. Black day on 30th (Friday) October 2020 – wearing badge and holding demonstration at all depots or at divisional level if Covid situation subside. 4. The next CWC will decide further course of action. 5. All branches and divisions are directed to organise immediate protest locally against every anti-labour actions from Railway administration and the matter may be reported to Central President , Secretary General and Central Office bearers. III. Golden jubilee BGM Golden jubilee BGM proposed in September 2020 at Vijayawada was forced to postpone at the stage of forming reception committee due to COVID situation. SCR is advised to form reception committee when normalcy is regained and advise the probable date of holding BGM in a historical and memorable manner. The date of the BGM will be decided by CWC meeting on receiving the probable date. IV. Victimisation fund for KGP division: Decided to continue till the Comrades are reinstated. The default zones are once again directed to send the financial assistance as decided. V. Membership 2020: CWC congratulate the branches those had taken the pain to enrol membership amid the COVID situation and many enrolled more than last year. All other branches shall complete the same with a target of 50,000 all over India, in this month itself. Zonal Secretaries shall monitor, send the membership statement and central quota by 31st October. VI. Fire magazine To publish the Hindi Fire, last CWC had decided to send Rs. 5000 as an advance to Com. Giriraj Sharma. As proposed by 21 divisions out of 69 send the advance amount and the amount received is Rs. 1,50,000. The printing charge for one volume is Rs. 2,50,000 and hence printing could not be done. Once again direct the divisions to send Rs.5000 as decided. All the dues to English Fire also to be cleared. Your’s Comradely (M.N.Prasad) Secretary General

Two private British Companies namely the East Indian Railway Company and the Great Indian Peninsular Railway Company founded in London in 1845 started the construction of the Indian Railways. The first Trade Union formed in Indian Railway was Amalgamated Society of Railway Servants in India (ASRSI) in 1874. Later the name was changed as United Service and Railway Servants Association in India (USRSAI). In 1920 All India Trade Union Congress (AITUC) was formed. Later the name was changed as United Service and Railway Servants Association in India (USRSAI). In 1920 All India Trade Union Congress (AITUC) was formed. Around 18 Railway Trade Unions participated in the conference. In 1924 All India Railway Men's Federation (AIRF) was formed.