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Shivraj Patil quits


P. Chidambaram becomes Home Minister

Union Home Minister Shivraj Patil has resigned, owing moral responsibility for terror attacks in Mumbai and Union Finance Minister P Chidambaram has been given the charge to head the home ministry. PM takes over the finance portfolio.
Under fire from within his party and ruling allies for his inept handling of the security situation in the country, Union Home Minister Shivraj Patil resigned on Sunday, owning the moral responsibility for terror attacks in Mumbai.

Patil has submitted his resignation to Prime Minister  Manmohan Singh, highly placed government sources said. The resignation is likely to be accepted and more resignations of top officials responsible for country's security and intelligence gathering cannot be ruled out, they said.

Patil's resignation has also put a question mark on the continuation of Maharashtra Chief Minister Vilasrao Deshmukh, who is also under intense party pressure to step down.

Prime Minister Singh was reportedly unhappy with Patil's performance in the wake of repeated terror attacks in different parts of the country.

Beleagured Patil faced severe criticism at the Congress Working Committee meeting on Saturday night, and party president Sonia Gandhi's disapproval of his handling of the ministry sealed his fate, it is learnt.

Sonia pulled up Patil in the CWC meeting and wanted to know the reasons of intelligence failure that led to a serious situation in Mumbai, a senior party leader unwilling to be named said.

Leaders who spoke at the CWC meet pointed out that the party could have to suffer heavily in the ongoing assembly elections in six states due to the government's failure to check the increasing incidents of terrorism.

Patil's departure would lead to a overhaul in the team responsible for country's security.

P Chidambaram appointed Home Minister

Finance Minister P Chidambaram was today appointed Home Minister after incumbent Shivraj V Patil resigned owing moral responsibility for the Mumbai terror attacks, the worst the country had seen.

63-year-old Chidambaram, who has had a stint as Minister of Internal Security under the late Rajiv Gandhi in late 1980s, was shifted to the Home Ministry after amidst demands for the ouster of Patil, who had come under severe attack for his handling of internal security matters.

Prime Minister Manmohan Singh, himself an economist of repute, will hold the Finance portfolio at a time when the country is suffering from the ripple effects of the global recession. Singh had held the Finance portfolio for five years under the late P.V.Narasimha Rao.

A Rashtrapati Bhawan communique announced the appointment of Chidambaram as Home Minister after acceptance of Patil's resignation. It said the Prime Minister will hold the additional charge of Finance.

Indications that Chidambaram would be given the new responsibility came when he was called as a special invitee to the Congress Working Committee (CWC) last night and he met the Prime Minister this morning to discuss the situation arising out of the Mumbai terror attacks.

After recommending Patil's resignation to President Pratibha Patil, who is away in Indonesia, the Prime Minister spoke to Chidambaram formally conveying the decision to give him the new assignment.

The appointment also came hours before the start of the all-party meeting convened by the Prime Minister to discuss the Mumbai attacks and evolve a consensus on how to combat terror.


SAD Demises

 maMDla Aayaaogaacao janak

EaI. vhI. pI. isaMga Amar rho

Image:Vishwanath pratap singh.jpg

Vishwanath Pratap Singh

विश्वनाथ प्रताप सिंह

माजी पंतप्रधान विश्‍वनाथ प्रताप सिंह यांचे दिल्ली येथील अपोलो रुग्णालयात दीर्घ आजाराने निधन झाले. ते सत्त्याहत्तर वर्षांचे होते. भारताच्या दहाव्या पंतप्रधानपदाची धुरा त्यांनी सांभाळली होती.
विश्‍वनाथ प्रताप सिंह हे एक उत्तम कवी आणि चित्रकार होते. त्यांनी अलाहाबाद आणि पुणे विद्यापीठातून बीए, एलएलबी आणि बीएससी असे पदवीशिक्षण घेतले होते. 1984 ते 1987 त्यांनी भारताच्या अर्थमंत्रीपदाची जबाबदारी सांभाळली होती. जन मोर्चाचे संस्थापक असलेल्या सिंह यांच्या कारकिर्दीत मंडल आयोगाच्या अंमलबजावणीवरून वादंग झाला होता.

  • VP Singh, 77, former Indian PM and social engineer, dies.

The 77-year-old leader, who had been battling blood cancer for more than 17 years, and renal failure, died in Delhi’s Apollo Hospital.

Former prime minister V.P. Singh, who dethroned Rajiv Gandhi to form, in 1989, India’s second non-Congress coalition government and later tried social engineering through reservations that changed the country’s political course irreversibly, died in the Capital on Thursday.

The 77-year-old leader, who had been battling blood cancer for more than 17 years, and renal failure, died in the city’s Apollo Hospital where he was admitted nearly six months ago.

Obituary: A file photo of former prime minister V.P. Singh. PTI

Obituary: A file photo of former prime minister V.P. Singh. PTI

Singh shot to fame in the mid-1980s, when he was finance minister in the Congress government headed by Gandhi. He took on industrialists, including Reliance Industries Ltd’s Dhirubhai Ambani. Some he offended by launching tax investigations. With others, he achieved the objective by refusing to cater to their demands for low import duties on some products and high on others. Still, Singh was the proverbial new broom—and an equal opportunity offender.

When Gandhi couldn’t deliver on the promise on which he had come to power—a clean government—Singh cashed in on the opportunity. He began to project himself as “Mr Clean”. Raids against companies intensified, complaints were made in the right quarters, and Singh was shifted to the defence ministry. But he wasn’t finished yet. He began to investigate the murky world of arms deals. As stories of kickbacks from the now-famous Bofors deals began to spread, and damage the reputation of Gandhi, Singh was sacked.

By then, however, Singh had discovered a way out: coalitions. He resigned from the Lok Sabha and spent the next few years building the Janata Dal—a coalition of non-BJP, non-Congress parties. In 1989, he fought the general election on this platform. He forged an alliance with the Communist parties and struck an understanding with the Bharatiya Janata Party. And he became the 10th prime minister of India. He held the post for less than a year but triggered the trend of coalition politics which continues till today.

Singh’s major achievement was the implementation of the Mandal Commission’s recommendations that ensured reservation to students from backward communities in education and public sector jobs. Taking a leaf straight out of the Dravida Munnetra Kazhagam’s experiments in Tamil Nadu, he implemented a reservation policy that divided north India vertically. A Delhi University student Rajiv Goswami was so enraged by Singh’s decision that he set himself on fire in front of a huge supportive crowd. And India went up in flames.

Some analysts say Singh’s efforts to implement the findings of the Mandal Commission were an attempt to check the rise of Devi Lal, a rustic Jat leader from Haryana who, too, nursed the ambition of becoming prime minister of India.

Singh also continued to be blamed for bowing to terrorists who had kidnapped Rubaiya Sayeed, the daughter of his home minister Mufti Mohammed Sayeed. The release was a turning point in the history of terrorism in Jammu and Kashmir.

Singh, an erudite man with a fondness for poetry and painting, wasn’t the same force after he quit as prime minister. His frail health didn’t help his cause, but history will remember him as the man who managed to polarize India, although his efforts—aimed at creating a level playing field for people belonging to the backward classes—might have been well-intentioned.

Singh is survived by his wife Sita Singh and two sons, Ajeya and Abhay.

Mumbai rocked by deadly attacks



Gunmen have carried out a series of co-ordinated attacks across the Indian city of Mumbai (Bombay), killing 107 people and injuring 317 more.


At least seven high-profile locations were hit in India's financial capital, including two luxury hotels where dozens of hostages are being held.

The buildings are now ringed by troops. Gunmen are also said to be holding people captive in an office block.

Police say four suspected terrorists have been killed and nine arrested.

As day broke in Mumbai, the situation on the ground was still confused with reports of gunfire and explosions at between seven and 16 locations.

The city's main commuter train station, a hospital, a restaurant and two hotels - locations used by foreigners as well as local businessmen and leaders - were among those places caught up in the violence.

Commandos have surrounded the two hotels, the Taj Mahal Palace and the Oberoi Trident, where it is believed that the armed men are holding dozens of hostages.

In other developments:

• Fire crews evacuate people from the upper floors of the Taj Mahal Palace, where police say a grenade attack caused a blaze

• The head of Mumbai's anti-terrorism unit and two other senior officers are among those killed, officials say

• The White House holds a meeting of top intelligence and counter-terrorism officials, and pledges to help the Indian government

• Trading on India's Bombay Stock Exchange and National Stock Exchange markets will remain closed on Thursday, officials say.

Gunmen opened fire at about 2300 local time (1730 GMT) on Wednesday at the sites in southern Mumbai.

"The terrorists have used automatic weapons and in some places grenades have been lobbed," said AN Roy, police commissioner of Maharashtra state.

Local TV images showed blood-splattered streets, and bodies being taken into ambulances.

One eyewitness told the BBC he had seen a gunman opening fire in the Taj Mahal's lobby.

"We all moved through the lobby in the opposite direction and another gunman then appeared towards where we were moving and he started firing immediately in our direction."

One British tourist said she spent six hours barricaded in the Oberoi hotel.

"There were about 20 or 30 people in each room. The doors were locked very quickly, the lights turned off, and everybody just lay very still on the floor," she said.

A BBC correspondent outside the landmark Taj Mahal Palace said there were gunshots between police and the armed men, and that 11 officers were killed in the skirmishes.

Eyewitness reports suggest the attackers singled out British and American passport holders.

If the reports are true, our security correspondent Frank Gardner says it implies an Islamist motive - attacks inspired or co-ordinated by al-Qaeda.

A claim of responsibility has been made by a previously unknown group calling itself the Deccan Mujahideen.

Our correspondent says it could be a hoax or assumed name for another group.

The motive is far from clear - but the attacks come amid elections in several Indian states, including in disputed Kashmir.

On Thursday, reports said five gunmen had taken hostages in an office block in the financial district of Mumbai.

There has been a wave of bombings in Indian cities in recent months which has left scores of people dead.

Most of the attacks have been blamed on Muslim militants, although police have also arrested suspected Hindu extremists.

Mumbai itself has also been attacked in the past: in July 2006 a series of bomb attacks on busy commuter trains killed almost 190 people and injured more than 700.

Police accused Pakistan's intelligence agency of planning those attacks, which they said were carried out by an Islamist militant group, Lashkar-e-Toiba.

Pakistan rejected the allegation, saying there was no evidence that its intelligence staff were involved.

But the latest shootings come at a time when ties between India and Pakistan have improved.

Just days ago Pakistani President Asif Ali Zardari told a summit in Delhi that Pakistan would not be first to carry out a missile strike on India.

The two countries have a joint anti-terror mechanism whereby they are supposed to share information on terrorist attacks.



Right of Education

स्कूल चले हम......

महासत्ता होण्याची स्वप्ने बघणाऱ्या भारतामध्ये प्राथमिक स्तरावर होणाऱ्या शिक्षण गळतीचे प्रमाण लक्षणीय आहे. २०२० चा भारत घडवायचा असेल, तर नवीन पिढी शिक्षणापासून वंचित राहू नये, याची जाणीव झाल्यामुळेच ही गळती थांबविण्यासाठी आणि सर्व स्तरांतील मुलांना किमान प्राथमिक शिक्षण मिळावे म्हणून शासनाने सर्व शिक्षा अभियान शालेय पोषण आहार योजना, मध्यान्ह भोजन योजना अशा अनेक योजना राबविल्या आहेत. त्यांना खूप चांगला नसला तरी उल्लेखनीय प्रतिसाद मिळाला आहे. (२००१-०२ मध्ये सव्वा कोटी मुलं शाळेबाहेर होती, आता ही संख्या ७५ लाखांवर आली आहे.)
आता या पुढे जाऊन सरकारने "प्राथमिक शिक्षण हा मुलांचा मूलभूत हक्क मानला आहे आणि नुकतेच "शिक्षण हक्क विधेयक' संमत केले आहे.
खरे तर हे विधेयक २००३ सालीच मंजूर झाले होते. परंतु त्यातील तरतुदींवर मतभिन्नता झाल्याने त्यासंबंधी एक समिती नेमली गेली आणि आता हे विधेयक पुन्हा मंजूर झाले आहे. या विधेयकातील काही महत्त्वाच्या तरतुदी पुढीलप्रमाणे आहेत-
- ६ ते १४ वर्षे वयोगटातील मुलामुलींना सक्तीचे व मोफत प्राथमिक शिक्षण
- हे शिक्षण देण्याची जबाबदारी प्रामुख्याने सरकारची असेल.
- खासगी शाळांमधील २५ टक्के जागा या वंचित घटकांमधील विद्यार्थ्यांसाठी राखीव ठेवल्या जाव्यात आणि त्यातून येणाऱ्या खर्चाचा बोजा सरकारकडून उचलला जाईल.
- शाळा प्रवेशासाठी "कॅपिटेशन फी' वर बंदी
- प्रवेशापूर्वी मुलाखती घेण्यावर बंदी
- शिक्षकांना खासगी शिकवण्या घेण्यावर बंदी
या तरतुदी पाहिल्यानंतर हे विधेयक क्रांतिकारक असून त्यामुळे शिक्षण क्षेत्रात आमूलाग्र बदल घडून येतील, अशी अपेक्षा करणे अवास्तववादी असल्याचे जाणवते. कारण यांतील बहुतांशी तरतुदी या कोणत्या ना कोणत्या तरी स्वरुपात अस्तित्त्वात आहेतच. पण म्हणून या विधेयकाचे महत्त्व कमी होत नाही. कारण शिक्षणासारख्या निवडणुकीत प्रचाराचा मुद्दा न बनणाऱ्या विषयावर गांभीर्याने होणारा विचारही स्वागतार्ह आहे. शिवाय घटनेच्या ४५ व्या कलमाशी सुसंगत अशा या विधेयकामुळे शिक्षण हा मूलभूत हक्क बनला आहे, हे विशेष.
या विधेयकामधील तांत्रिक बाजूंचा विचार केला असला, तरी शैक्षणिक गुणवत्तेचे काय, हा प्रश्‍न आहेच. कारण केवळ शिक्षण सक्तीचे करून उपयोगाचे नाही, तर त्याच्या दर्जाचा विचार झाला पाहिजे.
तसेच सर्वसमावेशकता हा देखील एक महत्त्वाचा मुद्दा आहे. कारण ६ते १४ वयोगटांतील सर्व मुलांना असे म्हटले असले, तरी या वयोगटांतील जी मुलं रोजगाराच्या शोधात बाहेर पडलेली असतात आणि ज्यांचा सगळा वेळ दोन वेळच्या जेवणाची गणितं सोडविण्यात जातो, अशा मुलांवर शिक्षणाची सक्ती कशी करता येणार?
सर्वांत महत्त्वाची गोष्ट म्हणजे अंमलबाजावणीची इच्छाशक्ती. या विधेयकात असलेल्या "कॅपिटेशन फी', शिक्षक घेत असलेल्या खासगी शिकवण्या, शाळा प्रवेशापूर्वीच्या मुलाखती या मुद्द्यांवर यापूर्वीही चर्चा, वाद- विवाद होऊन निर्णय घेतले गेलेले आहेत. पण म्हणून शिक्षणातील गैरप्रकार कमी झालेले नाहीत. त्यामुळेच आताही कठोर अंमलबजावणीशिवाय या तरतुदींना कोणताही अर्थ उरणार नाही.
त्यामुळेच शिक्षणाचा हक्क मंजूर झाला असला तरी, तो हक्क उपभोगण्यासाठी पोषक वातावरण निर्माण करणे ही सरकारची आणि समाजाचीही जबाबदारी आहे.
प्राथमिक स्तरावर होणाऱ्या शिक्षण गळतीचे प्रमाण रोखण्यासाठी केंद्र सरकारने नुकतेच "शिक्षण हक्क विधेयक' मंजूर केले. त्यानुसार सहा ते चौदा वयोगटांतील मुलांना प्राथमिक शिक्षण सक्तीचे आणि मोफत करण्यात आले आहे. मात्र, अधिकाधिक मुलांना शाळेकडे वळविण्यासाठी केवळ कागदोपत्री तरतूद उपयोगी नाही, तर त्याची योग्य अंमलबजावणीही होणे गरजेचे आहे. शिवाय शिक्षणाची गुणवत्ताही तपासणे आवश्‍यक आहे. तरच खऱ्या अर्थाने या लहान मुलांना त्यांचा "हक्क' उपभोगता येईल.आपल्या याविषयी काय वाटते?
याविषयावर आपली मते मांडा ब्लॉगवर.

Mumbai under terror Attack

“Saihdaokao laala salaama”

NRMU condemns the Mumbai Mindless Terror Attack…


बॉडी बिल्डर, पॉवर लिफ्टर अशोक कामटे

मुंबई पोलिस दलाच्या पुर्व प्रादेशिक विभागाच्या अतिरिक्त पदावर कार्यरत असणारे अशोक कामटे आयपीएस अधिकारी होते. सोलापूरच्या पोलिस आयुक्तपदावर उल्लेखनीय कामगिरी बजावल्यानंतर कामटे यांची नुकतीच मुंबई पोलिस दलात बदली झाली होती.
वीर अधिकारी...
श्रद्धांजली वाहण्यासाठी इथे क्‍लिक करा...

ठाणे ग्रामीणचे पोलिस अधिक्षक म्हणूनही कामटे यांचा कार्यकाळही चांगलाच गाजला.खेळाची आवड असलेले कामटे पॉवर लिफ्टर आणि बॉडी बिल्डर म्हणूनही प्रसिद्ध होते.त्यांच्या नावावर पॉवर लिफ्टींगमधील तीन राष्ट्रीय विक्रमांची नोंद आहे. मुंबईवर काल रात्री झालेल्या अतिरेकी हल्ल्यात कामटे अतिरेक्‍यांच्या गोळीबारात शहीद झाले.


पोलिस दलाचा चेहरामोहरा बदलण्यात अग्रभागी

मुंबई - हेमंत करकरे १९८२ च्या आयपीएस बॅचचे अधिकारी. राज्य दहशतवाद विरोधी पथकाच्या (एटीएस) प्रमुख पदावर कार्यरत होते. देशातील काही निवडक आयपीएस अधिकाऱ्यांपैकी एक.
वीर अधिकारी...श्रद्धांजली वाहण्यासाठी इथे क्‍लिक करा...
"रॉ' मध्ये अनेक वर्ष उल्लेखनीय कामगिरी केल्यानंतर २००७ मध्ये मुंबई पोलिस दलात परतलेले करकरे पोलिस सहआयुक्त (प्रशासन) या पदावर रुजू झाले. "रॉ' मधील अनेक वर्षांच्या कामाचा अनुभव आणि गुप्तहेरांचे देशव्यापी नेटवर्क असल्याने त्यांची राज्याच्या दहशतवाद विरोधी पथकावर नियुक्ती करण्यात आली.
मालेगाव बॉम्बस्फोटानंतर हिंदुत्ववादी संघटनांचा बॉम्बस्फोटांसारख्या कृत्यातील सहभाग उघडकीस आणणारा हा अधिकारी बुधवारी मध्यरात्री ताज हॉटेलमध्ये अतिरेक्‍यांसोबत लढताना धारातीर्थी पडला. राज्य पोलिस दलाचा चेहरा बदलून त्याचे आधुनिकीकरण करण्यात करकरे यांची कामगिरी मोलाची आहे.


गुन्हेगारी विश्‍वाचे कंबरडे मोडणारा अधिकारी

मुंबई - मुंबईच्या गुन्हेगारी विश्‍वात एन्काउंटर स्पेशलिस्ट म्हणून दबदबा असलेला अधिकारी म्हणून विजय साळसकर परिचित होते. मुंबईच्या गुन्हेगारी विश्‍वाचे कंबरडे मोडणाऱ्या या अधिकाऱ्याने आतापर्यंत ७८ हून अधिक सराईत गुन्हेगारांचा खातमा केला.
वीर अधिकारी...श्रद्धांजली वाहण्यासाठी इथे क्‍लिक करा...
१९८३ च्या बॅचचे पोलिस अधिकारी असलेले साळसकर मुंबई पोलिसांच्या गुन्हे शाखेत खंडणी विरोधी पथकाचे प्रमुख पदावर होते.
मुंबई पोलिस दलात साळसकर यांच्या चोवीस वर्षांच्या सेवेत त्यांनी अमर नाईक, साधु शेट्टी, जग्गू शेट्टी, कुंदन सिंग रावत, जहूर मसंदा, सदा पावले, विजय तांडेल सारख्या सराईत गुन्हेगारांना यमसदनी धाडले. मेट्रो सिनेमाजवळ अतिरेक्‍यांशी मुकाबला करताना साळसकर धारातीर्थी पडले.

मुंबई - माहिती आणि मदतीसाठी

"सोशल मीडिया'चा मोठा वापर

मुंबईतील दहशतवादी हल्ल्यानंतर ब्लॉगर्स आणि सर्वसामान्य नागरीकांनी माहिती देण्यासाठी आणि मदतीच्या याचनेसाठी मोठ्या प्रमाणात सोशल मीडियाचा वापर केलेला दिसून आला.
ट्‌विटर या मायक्रोब्लॉगींग सेवेवर Mumbai आणि #Mumbai या टॅगवर काल रात्रीपासून हजारो अपडेट्स दिली गेली. यात ताज्या घडामोडी, मृत आणि जखमींची संख्या, रक्तदानासंबंधीची आवाहने, हॉस्पीटल्स, हॉटेल्सचे हेल्पलाईन क्रमांक आदी माहितीचा समावेश होता. आज सकाळपासून @mumbaiattack अशा नावाने स्वतंत्र ट्विटर अकाऊंटही सुरू झाले आहे.

महालो आणि नाऊ पब्लिक या सिटीजन जर्नलिझम साईटवर नागरिकांनी लिहिलेल्या बातम्यांचा समावेश आहे. नाऊ पब्लिकच्या होम पेजवर हल्ल्याशी संबंधित बातम्या, छायाचित्रे आणि व्हिडीओ आहेत. ai_Terrorist_Attacks

मुंबई हेल्प या ब्लॉगवर कॅन वुई हेल्प या नावाने सुरू झालेल्या पोस्टवर मुंबईकरांची मदतीची भावना दिसून येते. ताज आणि ओबेरॉय या पंचतारांकित हॉटेल्समध्ये अडकलेल्या परदेशी नागरिकांशी संपर्क साधण्यात ते मदत करत होते. नरिमन हाऊसमध्ये ओलिस ठेवलेल्या कुटुंबाशी संपर्क साधण्यासाठी त्यांच्या इसराईलमधील नातेवाईकांनी या ब्लॉगचा आधार घेतला.

विनूकुमार रंगनाथन हा कुलाब्यात राहणारा तरुण पहिल्या बातमीनंतर केवळ १५ मिनिटात घटनास्थळी पोचला. त्याने काढलेली छायाचित्रे फ्लिकरवर अपलोड केली. फॉक्स न्यूजने मुंबई हल्ल्याशी संबंधित बातमीत विनूकुमारच्या फ्लिकरवरील फोटोस्ट्रीमची लिंक दिली आहे.
ग्लोबल व्हॉईसेस ऑनलाईन या साईटवर नेहा विश्वनाथनने हल्ल्यासंबंधित बातम्यांची मालिका सुरू केली आहे.


Grand welcome to Com.Mishra & Purohit By ALPs of SUR Division

Com.Umraomal Purohit, President & Com. ShivGopal Mishra, General Secretary, AIRF were at SUR on 24/11/2008 in connection with Annual General Counselling Meeting of NRMU. A crowd of ALPs of SUR Division led by Com. S. M. Lokhande / Secretary / LTRS / SUR greeted them with loud slogans “Com. Umraomal Purohit Zindabad,

             Com. ShivGopal Mishra Zindabad,

             Running Staff Unity Zindabad

in a very cheerful way.

Com. R. Shanti, ALP & Vice Chairman of NRMU Running Staff Branch SUR garlands both.

NRMU Activists Com. CSR Chavan & Com. V.S.Rao, ALPs, SUR served a memorandum to them.

General Secretary, AIRF told that the issue is already raised in front of administration in each & every forum. He assured ALPs that AIRF will force Railway Board to solve ALPs Grade problem within few months.

He added that the issue of 30% & 55% Running Allowance will also solved soon.


SMS for U

Sum1 support U?


sum1 wish2 cash Ur feelings saying ALP Unity.

Believe it no1 support U,

no1 fights 4U like NRMU.

Mileage Doubled?

Don’t keep quiet,

be Ready to Fight for Right.


Com. J.P.Choubey Amar Rahe

Welcome to SUR

NPS …….The New Danger


Oral Evidences By NRMU/AIRF for Running Staff

Oral Evidence

Report on the oral evidence of AIRF before the VI CPC, held on 6-7.2.2007 in Kolkata(SER) 

            Oral evidence of AIRF before the VI CPC started in Kolkata on 6th February, 2007 and concluded on 7th February, 2007. The internal meeting of AIRF was held on 5th and 6th February in J.M. Biswas Bhawan, Garden Reach, Kolkata(S.E. Railway). 

            In all the 5 groups, viz. (i) Loco and Traffic Running staff, (ii) Technicians of various departments, (iii) Technical Supervisors etc., (iv) Signal, Telecommunication, Electrical &  Mechanical departments’ staff, (v) Transportation/Operating Staff, the following representatives participated in the meeting and thereafter they appeared before the VI CPC for oral evidence:-


1.         On behalf of Loco and Traffic Running Staff

(i) Coms. Salil Lawrence/Sr. Pass. Guard/ Sr.DOM/NGP/SECR,

(ii) N. Haridasan/Loco Pilot/DRM CST/CR,

(iii) P. Ganesan/ Motorman/ CCC/MMC/MAS/SR,

(iv) Nagbhushan/Motorman/CCG/DRM BCT/WR

participated in the oral evidence before the VI CPC. The delegation was led by Com. Rakhal Das Gupta/AGS/AIRF.
The Commission heard with rapt attention, the problems of the Loco and Traffic Running Staff. The discussion lasted for 45 minutes. 

2.         Technicians of various departments, including Bride, Tie Temping and Printing Press, of the Indian Railways also participated in the oral evidence before the VI CPC in which (i) Coms. A.M. D’cruz/C&W Tech.-I/UBL/SWR, (ii) S.K. Bose/Tech. II/CWM/MTN/CR, (iii) N. Srinivasan/Tech. Gr-I/SSE/ AC/DLX/CEWE/PER/SR, (iv) Prakash Morwal, MCF(DSL)/ABR/ DRM (E)/AII/NWR participated. The delegation was led by Com. Shiva Gopal Mishra/AGS/ AIRF. 

1.         Technical Supervisors of all departments, including Bridge and Track Machine Organisation, participated in the oral evidence before the VI CPC and on their behalf (i) Coms.    S.G. Mishra/AGS/AIRF (ii) S.K. Gupta/SSE(P.Way) under AEN/SWM/KTT/WCR, (iii) R.N. Roy/S.E.(Sig.)/Kharagpur/ SER, (iv) Subhendu Mukherjee, WCM/AIRF participated. The delegation was led by Com. L.N. Pathak/SSE(Mech. Insp.) under CWM/CB/LKO/NR.  

2.         The Technicians of the Signal, Telecommunication, Electrical and Mechanical departments also gave oral evidence before the VI CPC. The delegation was led by Com. Rakhal Das Gupta/AGS/AIRF. Other members of the delegation were (i) Coms. T.J. Jose/SSE/ELS/ LGD/SCR, (ii) Amit Kumar Ghosh/Tech.-I/Ele./Ranaghat/ER, (iii) K.Ramesh Babu/SSE(C&W)/ ECoR/VSKP, (iv) B.L. Misra/SM/Bhusawal/CR

3.         Transportation(Operating) staff of all the categories gave oral evidence before the VI CPC under the leadership of Com. J.R. Bhosale/Treasurer/AIRF. Other members of the delegation were (i) Coms. N.K. Gupta/SM/BIM/DRM/BCT/WR, (ii) Arun Gupta/Dy. Controller/ Ajmer/NWR, (iii) Bibhas Jorder/SSM/Alipurduar Jn./NFR, (iv) K.G.P. Singh/YM/Jamalpur/ER (v) S. Raghunathan/SM-I/Chennai Bench/SR.
            The Pay Commission gave patient hearing. 

            The GS/AIRF had briefed each delegation in J.M. Biswas Bhawan, Garden Reach, Kolkata before they were sent for oral evidence before the VI CPC.
            Next oral evidence will take place in March 2007 at Chennai and thereafter at Bangalore in April 2007.

            The Pay Commission will meet the Standing Committee of NC/JCM in New Delhi in the month of April 2007.  

Traffic Running Staff Demands By AIRF


Traffic Running Staff

The categories of Traffic Running Staff comprise of :
                (i) Assistant Guard.
                (ii) Guard Goods.
                (iii) Guard Passenger.
                (iv) Guard Mail/Express.               

                According to the provision of Rule 1.0 (2) of General and Subsidiary Rules of the Indian Railways the Guard means the railway servant in-charge of a train and includes Asstt. Guard.               

                The Guard is to perform duty round the clock.  The duty hours of Guard Goods has no limit.  He is to work for 16/17 hours at a stretch.  In a Goods train which is normally running with a trailing load of 60/70 wagons he is all alone.  When at the dead of night the train, passing through a difficult terrain, jungles etc. has to stop in mid section for signal, the mental agony through which he has to pass cannot be understood by any common man. Even when the train stops at a station, the Brake Van remains far away from the station platform so that he cannot even fetch a cup of tea for himself.  He has to remain away from the headquarters for 96 hours.  He cannot take proper rest.  Even after going through all the ordeals,  he has to convey the freight and  passenger trains safely to their destination.

Recruitment Qualification
Asstt. Guard.

He is  promoted from other traffic operating category.  The promotion is made through a process of selection.  He has to pass medical examination in A2 and also the prescribed training in the Zonal Training School.  He has to work in Passenger and Mail/Express trains.

The Goods Guard is recruited through the Railway Recruitment Board. The minimum recruitment qualification is Graduation. Recruitment is done on all India level.  The written examination for recruitment is very stuff.


                On being selected, the candidates are sent to the Zonal Railway Training Institute (ZRTI) to be trained in:
· All aspects of General and Subsidiary Rules pertaining to train operation in normal and abnormal conditions.
· Commercial Rules with respect to acceptance and booking/carriage of parcels and luggage as well as ticket selling.
· The essentials of different types of signals and Signalling System along with Interlocking arrangement.
· The essentials of checking rolling stock before taking charge of a train; so as to ensure safety of the train.
· Functioning of the air and vacuum brake system along with trouble shooting in the event of unusual happening to his train.
· Essentials of train formation and marshalling.
· Essentials of electrical train lighting, overhead equipment and permanent way.
· Handling effective emergency equipment like fire extinguishers, field telephone, emergency lighting equipment, detonators, fog signals etc.
· Rendering first aid to the injured passengers and ensuring safety of their belongings.
· Various aspects of disaster management.

                From the training content, it is evident that the Guard is trained to adopt a very affirmative inter departmental approach involving operating,  commercial, signal & telecommunication, carriage and Wagon  and safety wings of the railway.

                 On successful completion of training, the Guard is required to take sectional learning during which he is expected to fully familiarise himself with technical aspects such as station and yard lay outs, signalling and inter locking arrangements, sectional capacity, system of train working, etc.

                On completion of sectional learning the incumbent takes charge as Goods Guard.

Duties and Responsibilities of Guard

                The duties of Guard can be broadly classified as below and the relevant rules are indicated in brackets.
                Before starting the train:     (4.34, 4.35 & 4.36 of GR)
                While working the train :    (4.42, 4.43, 4.44, 4.45, 4.46, 4.47 & 4.48 of GR)
                On arrival of the train :        (4.56, 4.59 & 4.60 of GR)
               The above-cited rules are General Rules and require the Guard to comply with the following:

1.         After the engine has been attached to a train and during journey, the Guard

(If there be more than one Guard, the Head Guard) shall be incharge of the train in all matters affecting stopping or movement of the train for traffic purpose.

2.             While taking over charge of a train the Guard shall satisfy himself before starting his train.
· That the train is properly coupled.
· That the train is provided with the prescribed brake power.
· That the train carries tail board or tail lamp.
· That the appliance, if any, for communication between Guard and Driver is in proper working order.
· Generally, as far as possible he should ascertain that the train is in a state of efficiency for travelling.  According to rules, the Guard of the train should also examine the setting of the handle of the empty/load gear on BOX and BCX wagons when taking over the train and ensure correct setting. 
3. While taking over charge of a train the Guard has also to see that the train has been properly marshalled.  In addition to this, he has to see that the seal and rivets are intact and no wagons are being wrongly dispatched.  On empty wagons he must ensure that the wagon doors are properly closed and secured.
4. If the Guard happens to take charge of the train at a place which is not a train examination depot, he, along with the loco pilot shall prepare the Guard/Driver report as a token of his train being safe to proceed.
5. In case of passenger trains, he has also to ensure that the lights and fans in compartments are in proper working order,  in addition to ensuring other essential amenities to passengers.
6. While on the run the Guard has to ensure safe, proper and punctual running of his train.  In the event of a mishap or accident, the Guard is required to take necessary steps for the protection of the train, and the property of the passengers, as well as giving succour to the injured and taking other relief measures.
7. While on the run the Guard has to keep a sharp look out to see that the train is running in a safe and proper manner.  While passing through each station and after passing a ghat section/engineering works spot he has to exchange the “Alright” signal with the cabinmen/switchmen, the station master and the driver.
8. Where shunting is involved, the Guard has to supervise shunting for attaching and detaching wagons and coaches safely and properly.  He must ensure correct setting and locking of points and command persons who are not subordinate to him.  He also must ensure securing of vehicles in sidings by pinning down adequate number of hand brakes and using skids/ chains.
9. The Guard has to ensure that the maximum permissible speed is not exceeded and that all permanent and temporary speed restrictions are strictly observed.  On a gradient section, he must assist the driver in stopping the train by applying the hand brake, if called upon to do so.
10. In addition to the normal transportation duties concerning train working, the Guard has to perform commercial duties by ensuring proper packing, labelling and marking of parcels and luggage, carrying cash chests, insured parcels etc. He has to keep the record of parcels in L.C. of his train.
11. Recording FIR in case of thefts reported by passenger or filing FIR in case of ACP.
12. In trains provided with public address system he is required to make announcements for the guidance and assistance of passengers.
13. Transportation of cash safe or insured parcels.
14. Issue of Guards Certificate if the situation warrants.
15. In case of unusual  happenings or inability to proceed, he shall ensure protection of his train and the adjacent track.
In addition to these responsibilities covered under the General Rules, other responsibilities as covered by the Subsidiary Rules, which are framed by Zonal Railways have also to be compiled with by him.  Increase in speed, tonnage and train length have considerably increased the integrity required in performing these responsibilities.

Requirements when in service
                Traffic Running staff, during the span of their carrier, are required to undergo periodical medical examination as below.
Age Period of Examination
Up to 45 years                            Once in four years.
45 to 55 years                            Once in two years.
55 to 60 years                            Every year.
                They are also subjected to refresher courses and safety camps at the zonal railway training institute after every three years.
                In addition to these, they are required to keep themselves up dated about the latest instructions, safety circulars, operating guidelines, etc., which are issued in connection with train operation from time to time.
                On medical decategorisation they are  absorbed in inferior services loosing all the benefits attached to the post of guard and, on retirement, they get less pension and family pension in relation to what they would have got had they continued as Guards.

Occupational Risks and Hazards

Exposure to Acute Noise Pollution:     Since the nature of duties of the Running staff inherently involves running of trains, it is quite natural that they are  continuously exposed to the continuous crackle of metal, which is further aggravated when running through tunnels or over-girder bridges.

Exposure to Vibration/Oscillation :    The duties of running staff offer them no respite from the continuous whole body vibration over an extended period. At times, this continues at a stretch during the entire duty period.   
Exposure to Dust :               High-speed trains by virtue of their movement throw up a lot of dust.  The Guard, positioned at the rear is forced to inhale iron and coal dust, cement and particles of the articles, the consignments of which happen to be on his train.  This exposure also continues over the entire period of his run.

Exposure to Extreme temperatures and strong winds :               
The brake van being nothing more than an iron box without lighting and security, the Guard is fully exposed to the extremes of climatic and weather conditions, as the temperature may vary from 50° Celsius in summer to -5° Celsius in winter.  With some goods trains now moving at 80 Kph, the Guard is exposed to high velocity winds and rains, especially when looking ahead of his train or exchanging signals.

Exposure to Electrically induced magnetic fields: With most of the sections being electrified and the traction being 25Kv AC, the Guard is continuously exposed to electrically induced magnetic fields.

Un-natural Duties:              Train operation being a 24 hour x 7 day affair, running staff do not have any fixed schedule for duty or rest.  They are forced to be on duty at the most awkward time and also compelled to avail rest  virtually at any time of the day.  They cannot adhere to a fixed routine and each day is followed by another day where periods of rest and duty vary as much as 12 hours from the preceding day.

Consequences :   
Since the above exposures are not over a limited period, but over the entire career span, these hazards individually and collectively adversely affect the health and well being of the running staff.
                 Running staff are therefore, found to develop hypertension, insomnia, restlessness, high blood pressure, diabetes, reduced vision, slip disc, etc. which finally lead to their medically de-categorisation.

Promotional prospects :
Goods Guards are promoted as Passenger Guards as per seniority through a process of selection and training.  They are further promoted as Mail/Express Guards.  Mail/Express Guards also man all high-speed trains as well as Rajdhani and Shatabdi Class trains.
                Though 27% of Goods Guards and 27% of Passenger Guards have been kept in the next higher grade, Traffic Running staff can seek only a maximum of two promotions in their entire carrier span.
                Though the recruitment qualification is Graduation, they can seek promotion only up to the Grade of Rs. 5500-9000 RSRP, i.e. two stages below the highest grade of Rs.7450-11500 in Group C.  Assuming that a direct recruit Graduate is inducted at the age of 22 years, he would be required to  render 38 years of service and yet be entitled to only two promotions, i.e. one promotion at the average of 19 years.  This does not happen in any other Group ‘C’ category.  Even in the case of assured career progression (ACP) one promotion is assured every 12 years.
                Since all the cadres have their own inspectorial cadre, the Guards have been persistently demanding the creation of a few posts of Guard Inspectors and Guard Counsellors.  This, they feel, would take care of their administrative needs such as lobby management, crew booking, deputing for periodical medical, refreshers, safety camps, periodical intensive training (6 monthly), renewal of first aid box etc.  Incidentally the concept of Guard Councillors had been introduced on an experimental basis on some zonal Railways including the Central Railway and was quite successful.
                This will also ensure availability of timely assistance and counselling during unusual occurrences, updating knowledge on new technologies and working techniques, enquires, DAR etc.  The demand being genuine it may please be given due weightage.
                It is submitted that considering the duties, responsibilities, vagaries of life and ‘drudgeries and miseries with which they had to pass during their service, the categories of Asstt. Guard and Guard be allotted the following pay scales by the Commission.  Their promotional prospects be also taken care of.

Categories       Existing Pay Scale      Proposed Pay Scale

1. Asstt. Guard     Rs.2750-4400                      18000  
2. Sr. Guard         Rs.4000-6000                      20000
3. Guard Goods     Rs.4500-7000                     23000
4. Sr. Guard Gds    Rs.5000-8000                    25000
5. Guard Pass        Rs.5000-8000                    25000
6. Sr. Guard Pass   Rs.5500-9000                    30000
7. Guard Mail/Exp   Rs.5500-9000                    30000
8. Guard Councillor                                        35000

Loco Running Staff Demands By AIRF




                On the Indian Railways, the Loco Running Staff are divided into 5 categories namely:- 
                1. Assistant Loco Pilot (entry level cadre

                    (i.e.) feeder category)
                2. Loco Pilot (Shunting)
                3. Loco Pilot (Goods)
                4. Loco Pilot (Passenger)/Motor Man and
                5. Loco Pilot (Mail/Express)/Sr. Motor Man

The Running staff are compelled to work round the clock against nature in biting cold, extreme heat, stormy whether, floods, cyclones and other vagaries of nature, facing sabotage, terrorism etc. for 30-40 years of their service period in order to keep the wheels of the nation on the move without any interruption.  The Loco Running Staff are required to be fit in the highest medical classification – A/1 and continue to remain fit in the same classification during the entire service of 40-42 years.  During second to second duty they are to remain absolutely vigilant.  For any deviation even just crossing a signal point by 0.5 meter (without causing any accident), the standard punishment legislated by the Railway Board is removal from service.  On removal from service the employee does not get any pension and other retirement benefits and his family pension is also barred.

                Such categories of staff are being compelled to perform duty at a stress even beyond 15/16 hours.  They are to remain away from home  station for 96 hours at a stretch.  Running room provided for outstation rest is not maintained properly.  They do not get proper food, cannot take proper rest in the Running room.  Many times their periodical rest in abrogated.  Due to all these vagaries, they are very often compelled to take voluntary retirement.  When medically decategorised, they are denied all attending benefits and the effect of the same is cumulative i.e. after retirement also in alternative category, they are denied retirement benefits as due to them had they continued on Running duty.  The rate of medical decategorisation/ invalidation and voluntary retirement is much higher than in any other category of staff working on the Railways.

Recruitment Qualification

                As present, the qualification for initial recruitment for Asstt. Loco Pilot is any one of the trade certificates(2 years) in 15 specified trades from Industrial training institutes approved by the Government of India/State.  At the same time the desirable qualification is Diploma in Electrical/Mechanical/Electronics and Communication/Automobile Engineering discipline in lieu of I.T.I. Loco Pilot in Railways.  They are recruited through Railway Recruitment Board (RRB) through stiff written test.  Then they are to appear in Psychological Test (Aptitude Test).  The Aptitude Test is very stiff; percentage of failure in Aptitude Test is maximum.  Even the Railway Board themselves have prescribed that 5 times the requirement candidate after written examination is required.  After passing both the tests, they are to appear for medical test in highest classification i.e. A-1. On recruitment they are to work as Asstt. Loco Pilot in scale Rs. 3050-4590.  In the recruitment for the post of Asstt. Loco Pilots, the Railways encourage the diploma/graduate in Engineering candidates in the same scale Rs. 3050-4590.  It proves that the Railways in order to meet the Technical upgradation in the Railway system (i.e. introduction of Micro Processor AC/DSL Loco motives and ABB Loco motives with foreign technology) requires technically more qualified candidates duly paying the meager salary in scale Rs. 3050-4590 which shall be enhanced to the scale of Rs. 5000-8000 on par with other entry level references in respect of pay scales having recruitment done with the qualification diploma in Electrical/Mechanical/Electronic and Communication/Automobile Engineering. Statistics having proved more number of diploma in Engineering candidates entered in Loco running cadre entry level post (Asstt. Loco Pilots).

The earlier steam traction was replaced by diesel/electric traction with sophisticated technology.  To meet the above, the initial recruitment qualification of a candidate also changed.  More technology means more speed more load more running beat more alertness and more rigid medical fitness etc.  Due to the above technological upgradation and optimum utilization of Loco Running Staff the overall productivity of the Railways has increased.  But over the years the Loco Running staff have been deprived of their legitimate claim for improved pay scale.

Assistant Loco Pilot

To become a running staff an aspirant have to pass through Psyco Test conducted by RDSO/Lucknow; to  maintain Aye one medical standard in respect of vision and other (medical) standards like maintenance of prescribed blood sugar, clear chest(X-ray) as specified by the Medical Board from time to time because of the importance given to the postings.

                 Induction of Running Staff in railways is carried out through RRBs and at the same time among the serving railway employees without compromising medical standard and rigorous training schedule with a definite aim of accountability.

                The duties and responsibilities of the Assistant Loco Pilot along with time the Management has been brought forward in this capsule so as to have an idea about the nature of work they carry out and the pivotal role they play in their daily work.

                The Assistant Loco Pilot has to prepare the motive power(Loco here) before  being offered  for train working and cross check various parameters as per the guidelines stipulated in the Railway Board’s letter for the first hand idea of work  involved.   

                Further, it is the important area where the motive power started to couple with the load to be worked shall be effectively monitored along with other brake pipe connectivity with that of train engine.  Monitoring maintenance of required parameters of brake pipe pressure, observing the working motive power appliances as well as the working of Fail Safe Brake System.               

The Assistant Loco Pilots are required to work both unscheduled and scheduled train services like passenger, Mail and Express trains according to their position in their concerned railway unit. As such when the Assistant Loco Pilot is drafted (or) rostered  to work unscheduled train (i.e) good/freight train he is required to work 13 Hrs (or) even more as laid down in the extant Board’s orders(E/LL/91/HER I–II dated 3.4.92) with a definite physical and mental strain in the existing atmosphere. Being drafted to work a train, Assistant Loco Pilots are required to pick up signal aspects well in advance, otherwise it is not possible from a distance of 1200 mts without compromising the speed of the train in addition to observing various instructions contained in General Rules 1976, like observing w/L board trespassing of human beings and others since no boundary has been erected to isolate the permanent way from other roadways in Indian railways, which has been noted astomingly by other foreign railway dignitaries while making visit to ascertain the working of trains in Indian Railways. 

                Assistant Loco Pilot drafted to work train services are required to observe the following in addition to the above:- 

(i)            To have a watch on the formation frequently by seeing back irrespective of the effect of dust irritating the eyes.

(ii)           To have a definite idea to clear the stabled good stock in the enroute railway station to safely reach the destination that involves definite labour which shall be definitely be considered while arriving at a conclusion to fix a new pay scale.  

On the run, the Assistant Loco Pilots are required to rise to the occasion to attend the train parting portions without minding the location of the eventuality  happening like ghat section,  plain section, tunnels even with a risk of life in the interest of Indian Railways as well as not to affect the punctuality of train services.  

                To have through knowledge to fulfil duties of Loco Pilot in case of leading  cab/working cab failure and also to fulfil the duties of Loco Pilots to clear  the section in the case of Loco pilot got incapacitated (Ref Gr 4.20 (3)) in order to avoid further detention to the subsequent train which definitely requires mental strength and particular level of iq since in the Indian Railways all types of train services are running in the existing one track (or) otherwise no dedicated  track concept for mail/express trains or freight train service has been adopted because of which the Assistant Loco Pilots are expected to fulfil any type of eventuality in a specified time frame as stipulated by the Railway Board.

Loco Pilot(Shunting)

On the Indian Railways, LP/Shunting holds crucial importance in the marshalling yards. viz. coaching yard, goods yard and loco yard. This post entitles a running man to acquire sufficient driving knowledge independently and that too in the restricted speed limit of 10 to 15 km of movement done at the yard. Otherwise a channel is opened for a new entrant to acquire driving technique viz., acceleration, de-acceleration and braking at a lesser speed.

LP/Shunting is expected to work at restricted speed of 10 to 15 km mainly because of the other Railway men’s work along with them in the loco yard, loco examination pits, coaching yards under gear examining pits and also in the interest of life risk of simultaneously working environment.

On such occasions LP/Shunting shall exercise utmost care while coupling and uncoupling the shunting engine in the formation, which may contain wagons and coaches in accordance with  the rules framed in GR 1976.

LP  (shunting) performing shunting duties at major yards shall have enough knowledge about the yard layout and to ensure no eventualities shall happen by knowing the  number of shunting operations in the adjacent line and more importantly LP   (shunting) shall be aware of the banned movements like shunting coaches with passengers if in force in station yard. 

They shall be definitely taken into consideration for their nature of work of observing shunt signal (miniature type) hand signals and verbal orders without paving way for contrary shunt move before being considered for new scale of pay.

Loco Pilot(Goods)

On the Indian railways, transporting of food grains in bulk quantity from one state to other state in order to maintain buffer stock at any given time to meet the requirement during floods and unforeseen circumstances being one type of freight service.  Another type of transportation revolves around industrial   oriented and finally balancing of empty wagons to the required area of loading points which are being effectively done by the loco pilot (goods) who is  expected to work more rigorously by compromising their social obligation that every human being  is entitled to his life.

This category is directly responsible for the running of trains. Running duties demand continued attention and alertness. The element of stress combined with uncertain hours of work entitled in the performance of running duties over long periods of time tend to have a deleterious psychosomatic effect on their health. There is a slowing down of reflexes with the passage of time making them vulnerable to operational lapses.

Further the working of Goods train requires some sort of skill in driving a train containing either petrol, diesel, kerosene (or) water taking into consideration their likely impact while negotiating the train both in ruling gradient/ghat section compared to negotiating of solid  material contained in train wagons, in the train where he is  rostered to work.

LP Goods are required to maintain steady and strong mental toughness while working trains since it may take 13 Hrs (or) more to reach either the destination of the train (or) crew changing point (Ref.E/LL/91/HER I – II dated 3.4.92) as the case may be in addition to observe the parameters like maintaining the speed of the train through  the section where he works and adhering to speed restrictions imposed in the section without fail with the  desired knowledge of system of  working adopted in the section where he works(or) otherwise LP/C shall be required to work in an exemplary manner by keeping every thing in his mind before starting to work a train. LP/Goods are required to adhere to current rating, load meter reading while starting, running. LP/Goods they are very much expected to coasting the train by cutting or the power given to the load which he works in the interest of nation’s pride of saving the   energy namely electrical energy (or) costliest high speed diesel oil consumption.

We would like to put forth the following vital parameters which shall be taken into  consideration while arriving at a conclusion to fix a pay scale to LP/Goods. 

1. LP/Goods are expected to work beyond 13 Hrs or so as there are no dedicated path for running the train which one necessitated to give preference for Mail / exp, Super Fast, Rajdhani, Shadabdi trains.

2. LP/Goods are expected to work a freight service both from Industrial area which may cause health hazards or
                otherwise from a marshalling yard where LP / Goods may expose themselves to snake bite, irritation in eyes due
                to smoke pollution exhausted by the industries.

3. LP/Goods are expected to show patience in the wayside station where no basic amenities are inbuilt since the train being regulated hours together for making path for other prestigious or regulated at the inconvenient station for want of path to receive the train at harbour  or other marshalling yards.

4. Above all, the LP/Goods are required to have a through knowledge about the signals in the section which affects the movement, roads and type of classification of railway station coming in their journey, (or) layout of the station

Duties and Responsibilities of LP/Goods

1.             LP/Goods are expected positively to report to their base depot on completion of 16 Hrs/12 Hrs/ 8 Hrs rest as the case 
                may be which one now a days has been a very impossible aspect taking into consideration the volume of social
               obligation inducted to this modern world.

2.             Even after reporting to their base depot LP/Goods are expected to wait for their nominated unscheduled train to reach their destination (or) crew changing point which may sometimes consume most the LP/Goods  energy (or) yields  fatigue.

3.             Lp/Goods are required  to conduct certain brake continuity  test as well as brake power test as laid down by the Railway Board and in addition to satisfy himself to ensure the load connected to his train   being well within the allowed/stipulated level as prescribed  in the working time table 

4.             LP/Goods are expected to check the train at the first opportunity to have first hand knowledge of the  brake power of the train and also at the same time very much expected to have judicial brake application in their way in order to adhere to fuel consumption  and energy saving  as the case  may be.

5.             LP/Goods are expected to rise the occasion to run to the prescribed speed of the Goods train in the section in order to run more number of trains in the section since no dedicated path as like exp / mail trains has been incorporated in the Working Time table.

6.             During their run they have to come   across various systems of working adopted in the section without compromising the speed of the train and at the same  time compliance of rules in force  in the particular section.

7.             Lp/Goods are required to deliver positively any type of dislocations in the section while on run, like obstruction in the section, failure of normal signaling, failure of communication between station, adhering to monsoon speed limits, picking up signals  at the time of foggy weather, in addition to their routine procedure of following neutral section speed,  speed restrictions due to engineering work.

                Further the pay fixed in the earlier commissions needs relook for enhanced level fixation of pay since LP/Goods  are expected to work train services in unscheduled manner like exposing themselves against nature (or) otherwise LP/Goods are ordered to report to duty any time irrespective of morning or midnight, whether road/rail transport facility is available or not to reach their crew reporting point in time.

                And also LP/Goods are required to compromise social obligations with their family since their service is likely to be utilized for 96 hrs. being at once ordered to work a train from their base depot and to return to the home, which one in this modern world seems to be very much a sin taking into consideration their lifestyle adopted in the society and also their volume of responsibility at the time of working  a train.

                Railways expect the LP/Goods to maintain the Aye one medical standard throughout the career even though LP/Goods are working against the nature and in more chances ailing with constipation, body pain, like many health  related short comings.  Because of the Railway Board’s guidelines of expecting LP/Goods to work 3 (or) more consecutive nights in their train working definitely affects functioning of pancreas which plays an important role in maintaining the glucose level in the blood of a human being and more importantly no replacement for the pancreas has been invented.

Loco Pilot(Passenger) and Motorman

                The category of Loco Pilot(Passenger)/Motorman are utilized  to drive the locomotive (passenger)/Electric Multiple Unit(EMU) to haul the passenger carrying trains from one place to another place duly ensuring safety.  

                To become Loco pilot (passenger)/Motorman, one has to undergo a promotional course, highest medical  standard (Aye – one) Aptitude  Test and successfully complete the same without any relaxation. 

                The duties of the Motorman are enormous while working in EMU/MEMU since it is a single man operation and the journey beat covers up to 200 kms. The total journey has more number of halts and the Motorman has to maintain punctuality as well as safety. The Motorman has to face the pressure from the travelling public when the train is running late due to some reasons which is beyond his control and tackle the situation and continue the train working safely.

                The seating arrangement condition of cab, noise pollution, location of speedo meter and other indicative gauges, breakers are not fit for the requirement of the Motorman today. The provision of look – out glass grill will spoil & affect the eye sight of the motor man.  Since the permanent way is not dedicated only for train services and open for all so many trespassers and cattle trespassing the track, especially on level crossing gates which is really horrible for theMotorman till he passes that particular place.

                While operating the EMU, he has to press the DMH(Dead Man handle) with air pressure more than 6 kg/cm2 and both hands to be operative, the legs have to be used to sound the horn, eye should see the signal and mouth has   to call out the aspect of the signal. It is nothing that the Motorman has to work as robot from the time of starting his train working and till the end of the trip even without permitting to attend nature’s call and drinking of water/food in time which will lead to ulcer and constipation problems.

                While considering new pay scale for Loco Pilot(Passenger)/Motorman,  the above nature of work may be taken into account and a proper equivalent of the pre-revised V CPC pay scale Rs.6500–10500 may be allotted.

Loco Pilot(Mail/Express) and Loco Pilot(High Speed)

                This category of Loco Running staff is utilized to drive locomotive of the Mail/Express/ Superfast/Rajdhani/Shatabdi and specials of ministers, CRB, Members Railway Board, GM and  DRM.

                The speed of the above said trains is more than 100 kmph and up to 140 kmph. If we are calculating the time and distance the Loco Pilot (Mail/Exp) passes one km within 27 sec to 36 sec. While running the train in the above said speed he has to concentrate on the permanent way, OHE structure, level crossings(manned/unmanned) gates, trespasses, stations and various kinds of signals, speedometer and all other indicative gauges in locomotive for proper working order, airflow indicator to ensure there is no ICC pulling in the train and maintain the running time as per the time table to bring his train to the destination safety and punctually. During the run he has to respond to the calls made by Asst. Loco Pilot and also to various queries and instructions made by the operating staff.  Normally a Loco Running man will come to this post when he has attained the age of 50 yrs. After that, he has to undergo medical examination once in two years and has to keep up health condition. The newly introduction of SIV Locos and ABB Locomotives have electronic controls so the Loco Pilot(Mail/Exp) has to acquire the required level of knowledge and skill to drive them.  

                The intensive nature of work load of this category is excessive and covers a beat at a stretch up to 500 kms/8 hours and overall beat more than 4000 kms. not only covering a single division/zonal railway but also covers 2 or 3 divisions and zonal railways.

                Loco Running staff plays a vital role in fulfilling the daily routine duties by themselves while other safety category staff are having skilled labour at their disposal in order to meet  the eventualities in abnormal circumstances, whereas the Loco Running staff have to deliver the thing on their own without the assistance of any other skilled staff by using their skill only, without compromising precious time. Thus the Loco Pilots(Mail/Exp) expect a respectable pay  commensurate with the work they deliver on normal and abnormal occasions.  

Due to the introduction of many Rajdhani/Shadabdi and other super fast trains running at 110-130 kmph and above, there is justification to create a special grade as Loco Pilot(High speed) for those Loco Pilots (Mail/Exp) who work the above trains.  Hence a new scale may be introduced.

Proposed pay scales for Loco Running staff


Existing Pay Scale

Proposed Pay Scale

Asst. Loco Pilot



Sr. Asst. Loco Pilot



Loco Pilot(Shunting)



Sr. Loco Pilot(Shunting)



Loco Pilot(Goods)



Sr. Loco Pilot(Goods)



Loco Pilot(Pass)/Motorman



Sr. Loco Pilot(Pass)/

Sr. Motorman





Loco Pilot(Mail/Exp/ Superfast)



Loco Supervisor



Sr. Loco Supervisor



Life Risk Insurance Scheme

                All Loco Running staff’s life is to be insured for Rs.15,00,000 since the Risk Factor is more and first victim will be the Crew only whenever accidents occurs as like the system adopted for the travelling public in case of death while on journey.

PME Due Date

Master Circular No. 25

Copy of Railway Board’s letter No. 69/H/3/11 dated 06.12.1974

Subject: Implementation of the Recommendations of the Visual Sub-Committee.

6. Periodical re-examination of serving Railway Employees:

6.l. In order to ensure the continued ability of Railway employees in Classes A l, A 2, A 3, B l and B 2 to discharge their duties with safety, they will be required to appear for re-examination at the following stated intervals throughout their service as indicated below:

6.1.1. Classes A l, A 2 and A 3 —At the termination of every period of three years, calculated from the date of appointment until they attain the age of 45 years, and thereafter annually until the conclusion of their service.

Note: (l) The staff in categories A l, A 2 and A 3 should be sent for special medical examination in the interest of safety under the following circumstances unless they have been under the treatment of a Railway Medical Officer.

(a) Having undergone any treatment or operation for eye trouble irrespective of the duration of sickness.

(b) Absence from duty for a period in excess of 90 days.

(2) If any employee in medical category A has been periodically medically examined at any time within one year prior to his attaining the age of 45, his next medical examination should be held one year from the due date of the last medical examination and subsequent medical examination annually thereafter.

If, however, such an employee has been medically examined, at any time earlier, than one year prior to his attaining the age of 45, his next medical examination should be held on the date he attains the age of 45 and subsequent medical examination annually thereafter.

Ammendment: It was ammended in 1993 as below

Age Group PME Due

Age 00-45 every 4yrs

Age 45-55 every 2yrs

Age 55-60 every year
As per Rly Bd's Guideline of Medical Exam issued vide LNo. 88/H/5/12 dated 24-01-1993

a) PME would be done at the termination of every period of 4 years from date of appointment / Initial medical Exam till the date of attainment of age of 45 years, every 2 years upto 55 years & there after annual till retirement.
b) Employees who has been periodically examined at any time within 2years prior to his attaining the age of 45years would be examined after 2years from the date of last PME & subsequent PME for every 2years upto 55years age.Of

NRMU 4 you

6.1.2. Classes B-1 and B-2—On attaining the age of 45 years, and thereafter at the termination of every period of five years.