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11Lacs plus TA 2.5Lacs ie 13.5 Lacs Expenses to carry files from Delhi to Kolkata for Mamata’s Signature? Statement from the Spokesperson of Rly

Statement from the Spokesperson of the Ministry of Railways on the News Item Related to Expenditure on Movement of Official Files Published in A Section of Media on August 23, 2010


In connection with the above news item (mostly sourced to agencies), this statement is to put the record straight. The full context of an RTI reply, on which the said news item is based, is given below:-
1. There are two aspects of the news item carried by a section of media. Firstly, an impression has been created that frequently files have been carried to Kolkata by officials attached to Railway Minister for her consideration. Secondly, the expenses for travel of these officials for this purpose, of around Rs.11 lakhs in one year as mentioned in the said news items give an impression as if the expenditure on travel of officials is made for carrying the files. Both these impressions are erroneous.
2. It is clarified that hardly ever files have been carried to Kolkata for clearing from the Railway Minister, except in a few emergent cases.
3. Officials attached with the Minister of Railways accompany the Minister as per the entitlement of a Union Minister. Most of such travels are part of the duty of the personal staff attached to the Union Minister, and have little to do with the clearance of file work.
4. Number of travels by the other officials of the Railway Minister to Kolkata or to any other place, are undertaken, inter-alia, for various official purposes; (a) to discuss official issues with the Zonal Railways, (b) attending railway functions, (c) review of projects, etc.
5. Hence it is misleading and out of context to club the travel expenses of the Minister’s staff as having been incurred for one single task of clearance of files from the Railway Minister.

Latest on Entitlement of Pass Issue: Updated on 23.08.10

No.AIRF/82                                Dated: August 23, 2010

The General Secretaries,
All Affiliated Unions,

Dear Coms.,

Sub: Entitlement of Privilege Pass

Today I met the CRB, MS, AMS and Adviser(IR), Railway Board and apprised them the serious unrest prevailing amongst the Railwaymen because of inordinate delay in the matter of New Pass Rules. They have informed me that that the matter is being pursued vigorously. But I know, Finance is become stumbling block and that is the reason, it is being delayed badly.
I also warned them that in case this issue is not resolved early, Railways should ready to face the anger of the Railwaymen; which may lead to serious agitation of the Railwaymen.
And since “No” is not coming from higher echelons of the Railway Board; we have to wait for some more.
They have assured to settle the matter shortly.,

With fraternal greetings!

Yours Fraternally

(Shiv Gopal Mishra)

General Secretary



Introduction of New Trains


    The number of new trains introduced in the last three years i.e. from 2007-09 to 2009-10, year-wise are as under:


New Trains introduced

Increase in Frequency (Non Suburban)


Non Suburban














New trains are introduced and increase in frequency of existing trains done on the basis of, inter alia, availability of resources, including rolling stock. Investments to provide adequate manpower and maintenance facilities is an ongoing process over the Indian Railways.

This information was given by the Minister of State for Railways, Shri E. Ahamed in a written reply in Rajya Sabha today on 20Aug2010.


Cabinet approves bill to hike MPs' basic salary to Rs 50,000/-, they want more salary; force adjournments in Lok Sabha

Salaries of MPs will be hiked by more than three times with the Union Cabinet today approving a bill over which differences among ministers had surfaced earlier this week.
A meeting of the Cabinet gave its nod to the bill under which the basic salary of the MPs will be hiked from Rs 16,000 to Rs 50,000 per month.

However, this is much less than the figure of Rs 80,001 recommended by the parliamentary committee which had said the MPs should get more than government secretaries as the former are above them in the hierarchy.
The Cabinet also approved increase in office expenses of parliamentarians from Rs 20,000 to Rs 40,000 per month. The constituency allowance has also been doubled from Rs 20,000 to Rs 40,000 per month, government sources said.
Govt today faced protests in the LS, hours after it decided to raise MPs' salary to Rs 50,000 with several non-BJP opposition members storming the well demanding that it be raised to Rs 80,001. "Stop the insult of MPs" and "implement report of the parliamentary committee" were slogans chanted by MPs forcing Speaker Meira Kumar to adjourn the LS twice.


Railways play the blame game with employees


Railways play the blame game with employees

Posted on: 19 Aug 2010

Majority of probes on accidents blame the employees or is termed a conspiracy. The organization of railway employees allege that in some instances if the onus can't be placed on the employees, the railways shift the blame to conspiracy.
Like the loco pilots, the station masters too have a major role to play. They have to regulate the running of trains through a panel. It is the station master who gives instructions to loco pilots on which platform the train has to be stopped. As per the railway manual, the station master must monitor the whole activities through the panel. He has to ensure that the train leaves the station in a good condition by checking the brake system, axle and for any other discrepancies.
He also need to give instructions to close or open the gates of the level crossings which comes under his purview. At present there are 30 to 35 trains passing through each station on a single day. Single line had become double lines. There would be 7 or 8 level crossings under each station master. More time would be needed to give instructions to close or open the gates. When the station master is engaged in this, where would he find time to check the panel. Added to all these, in some small stations the station masters are given additional job of issuing tickets too.
An order issued in 2002 by the railway board had sought appointment of additional station masters in all stations with centralised panel, double line and in stations having single line with maximum capacity exceeding 85%. But this was not implemented yet.
When disaster strikes, the investigation commission would first quiz the station master and question him if he had checked the panel or not. The Commission would in no way accept the explanation that they were engaged in issuing tickets or giving instructions to gate men, punishing them in the end.
It was in 2002 that a train hit a school van at the Punnel level crossing in Thalassery. The gateman was dismissed from service. Though the Thalassery station master was also dismissed, he rejoined duty after a legal battle. But a criminal case is still pending.
There are 7 level crossings in Thalassery. The level cross at Punnel is non-interlocked. The gateman told the commission that the station master had not informed him about the arrival of two trains at the same time. He opened the gate after the first train passed. The school van was hit by the second train and the van driver killed.
If the gate had an interlocking facility, the accident would have been averted. The vehicle had to stop there even if the gates are not closed. Within months of the accident at Punnel, the level cross was interlocked. There are many level crossings without interlocking faculty. Such level crossings are tantamount to unmanned level crossing.
As per railway rule the uninterlocked level crossings must be closed all the time. This too is an age-old rule. If a vehicle has to pass, the driver should get special permission from the gateman. There are many without interlocking systems and the railway official knows that as per the rules this can't be opened or closed frequently as large number of vehicles keep plying through each gate.

Mathrubhumi News- English


Mathrubhumi News- English-18.08.10

Plight of loco pilots

Have anyone heard about authorities demanding death certificate when an employee failed to attend duty due to his father's death. A loco pilot recently had such a misfortune. The father of a loco pilot, having more than 23 years of service in the Salem division, died when he returned from duty. The loco pilot immediately called the office to intimate the death news. When he reached the office after a week, completing all rituals, to his astonishment he found that he was marked absent in the attendance register. When he enquired about this, his head asked him to produce a death certificate. There are strict orders from the divisional manager not to grant leave to loco pilots. So the head was helpless.

There are 14,000 vacancies of loco pilots across the country. The railway is now running services burdening the existing staff with over work. Two months back when relatives of a loco pilot, running in Palakkad division, informed about his father's death to the division, the division officer did not pass on the death news to the loco pilot as they knew that if he returns from duty, there would not be anyone to operate the train. He came to know about the death news of his father only after he returned from duty. When he reached home after 10 hrs of journey all rituals were completed.

When loco pilots, who were forced to do duty for continuous 6 nights in a week, doze off for a minute, it results in major disasters. The Railway security commissioner had given instructions that no loco pilot would be given duty continuously for 2 days. Most of the accidents happen between 2 am and 6 am. Railway Research Development and Standards organization had recommended duty change between 2 am and 6 am. If this recommendation is implemented, then loco pilots must be appointed in a war footing. When summer and winter special trains begin service, loco pilots are forced to attend duty fearing disciplinary action.

The cabin where loco pilot's work is also in a pitiable state. Many of the cabins do not have proper seat. The railways had not made any attempt to provide adequate drinking water and toilet facilities.

No leaves are allowed even for headaches or fever. The ailment would be examined by railway doctors and they have to continue with their work. Railway doctors are strictly instructed not to grant leave. The Southern Railway has vacancies for 512 posts. As per the rule of the Railway, 30 % of loco pilots must be kept in reserve and the rest 70% be given duty. But as 20 % of posts are lying vacant the whole of them are forced to do duties.

There is another rule which states that every three years the loco pilots must renew their competency certificate after a refresher course. Earlier, the competency certificates were sent regularly after 2 years and 9 months but it is not regular. As driving without licence, many are operating trains without competency certificates. The employees in the lower strata are blamed for any accidents.



No end to rail woes

When trains ply irrespective of days and nights, no railway gates or gatemen guard the 16,976 level crossings. Such incidents become news only when there are casualties. Sometimes trains ply on wrong tracks, sometimes with no proper signals and sometimes through faulty lines. Except railway officials, none would have any knowledge about it. Like vehicles plying on roads, the train driver alone cannot be held responsible for averting accidents. It needs the unified act of loco pilots, guardsman, station masters and gate keepers. Lack of unity among them pave way for accidents in majority of cases.

As a first measure to avert accidents, the railway safety commission had repeatedly asked appointment of gatemen by fixing gates at unmanned level crossings. Without paying heed to such needs, every year the railways are trying to cut short the number of staff. There are 14,06,000 employees working in the railways having 63,327 km of rail line. In China there are 20, 67,000 employees working for 63,637 km line. The railway is not able to utilize the existing resources too.

The long queues at ticket counters during morning and evening time is a common sight. Not able to purchase tickets even after the train reaches the stations, travelers are forced to board ticketless. Checking staffs book and fine them. There are specified targets to be met for each checking staff like Rs 50,000, Rs 37,000 or Rs 34,000. One who meets the target would be given special gifts. Recently railways punished a checking staff who failed to meet the target. But the Central Administrative Tribunal quashed the order asking under what basis the target was fixed?

As per the advise of management experts in railways, the number of staffs had been pruned so as to increase the profit.The railway safety fund was formed in 2001 to set up manned level crossings and appoint gatemen. But the railways had not spent the fund being given by the centre as Rs 2316 crore was lying unused for security measures. In its report, the CAG came down heavily against the railways for its failure in utilizing the security fund.

Gatemen given extra work of Pointsman

When the gateman of Kozhikode Thekkodi level crossing, near the Thikkodi station, was given additional charge of pointsman, the railway was able to cut short an employee. But it also guaranteed a shortage in the security of travelers.

The gatemen here, after closing the gate, had to run all the way to the station, 400 meters away, to give signal to the train. After the train passes he has to run back to open the gate. It is the job of pointsman, sweeper-cum-porter. The pointsman who worked here was transferred.

The demand to fix duty hours of gatemen to 7 hours has been raised for years. For special class gates the working hours is for 8 hours. The same is being implemented in the special class of Thiruvananthapuram division but not in Palakkad division. When the working time is fixed at 8 hours, the railway would have to appoint 88 new gatemen. Without appointing pointsman in more than 100 vacancies, the railway is giving extra work to gates man


Beware! Railway is sleeping


When train accidents keep increasing at an alarming rate in the country, there are 86,108 posts lying vacant in the railway security section. The vacancies are in the running staff section like loco pilot, station master and operating staff sections. The report of the Comptroller and Auditor General of India (CAG) have recommended filling up of all posts directly relating to security.

Due to shortage of sufficient staff, the employees are having a miserable time doing overtime duties, denial of leave and rest. The All India Loco Running Staff Association had also informed that they are losing attention due to over work. The railways have cut short the number of carriage and wagon staff who check mechanical and engineering works. There were many in almost all stations but now they are being appointed only in major stations. The CAG also reports that the railways are operating 223 engines that were recommended to be abandoned. Here begins an investigation into the functioning of the largest public sector undertaking in the country.

Two major train accidents recently in railway minister Mamata Banerjee's own land have shaken the faith of many undertaking train journeys. On July 19, 63 people were killed as the train collided at Sainthia in West Bengal. On May 18, Jhaneswar Express derailed at Midnapore resulting in the death of 148 travelers. In January, 10 people were killed when trains collided due to bad weather in UP. These are some of the accidents that happened in the country this year. Preliminary reports suggest that the reason behind all these were human error. But if one digs deep into the history of railways, they will get a clear understanding that the poor employees are not to be blamed.

The railways are functioning across 64,099 km rail line. Out of this, only 18,000 kms are doubled. As per `Vision 2020' presented by Mamata in the parliament, by the year 2020, 30,000 km would be doubled and she also hoped to reduce accidents within 10 years.

During 2001-02, there were 415 accidents and it has been reduced to 177 during 2008-09 period. In 2004-05, rail traffic was blocked for 1692 hours due to accidents but in 2007-08 it had increased to 4381 hours. Though the railways claim fewer accidents, the country stands first in accidents. There are strict rules that only 80% of the maximum capacity of railway lines must be used. But that is above 80% in 220 sections, including Shornur-Mangalore, Delhi-Howrah, Mumbai-Howrah, Delhi-Mumbai, Howrah-Chennai, and Mumbai-Chennai. In 145 sections it reached upto 120%. With the rail capacity going above 100%, disaster is imminent. During such circumstances a small mistake from the loco pilot or guard may create a major disaster.

In foreign countries, trains are being regulated by advance signaling technology. To prevent train collisions, Anti-Collision Devices have been installed. But here the decade-old system formulated by the British in 1851 still continues. In the post-accident reports, the railway safety commissioner and the judicial commission had recommended major changes. But months after the accidents, the railways are not giving importance to it and are trying to pass on the buck to the loco pilots, guards or station masters. Though the investigative report vouches for changes in the service rules, enabling an employee for faultless work, the railways have adopted a deaf ear to all these.

Santhia-One more Catestrophe: Com. Shiva Gopal Mishra

Santhia-One more Catestrophe: Com. Shiva Gopal Mishra


All India General Strike by TUs on Sept 7, 2010

All India General Strike by TUs on Sept 7, 2010

The representatives of the central trade unions and workers and employees federations -- BMS, INTUC, AITUC, HMS, CITU, AIUTUC, TUCC, AICCTU, UTUC and LPF organised the second national convention of the workers in New Delhi on July 15, 2010 and adopted the following declaration.


THE representatives of central trade unions and workers and employees federations having assembled in the second national convention of the workers on July 15, 2010, reviewed the joint action programme over five commonly agreed demands as decided in the first historic convention of workers on September 14, 2009. This convention considering the review of joint actions - all India protest day on October 28, 2009, massive dharna on December 16, 2009 and satyagraha/jail bharo on March 5, 2010 in which ten lakh workers participated and also considering the situation arising thereafter adopts the following declaration.

Despite the trade unions demanding effective steps to curb price rise, particularly food price inflation, food prices escalating as high as 17 per cent, inflation rising to double-digit, government continues to remain totally unresponsive to mitigate the deep sufferings of the working people;

Despite the trade unions expressing deep concern at the uninterrupted violation of labour laws and trade union rights, situation is becoming grim and repressive every day;

Despite trade unions protesting against job loss, underpayment, unbearable living conditions, lengthening working hours, rampant contractorisation, casualisation and outsourcing, nothing is being done to prevent the declining living conditions and inhuman exploitation of working masses;

Despite the trade unions opposing the disinvestment in the profit making public sector, the latest disinvestment being pushed through in Coal India Ltd, BSNL, SAIL, NLC, Hindustan Copper, NMDC etc., the pernicious policy of reckless disinvestment is continuing with impunity;

Despite the trade unions earnestly asking for the setting up of a massive welfare fund for universal comprehensive social security coverage for the unorganised sector workers without any restriction, the fund allocation remain nominal and restrictive provisions continue.

The convention notes with concern that not only the protests of the trade unions are being ignored, the policy that accentuates increase in the prices of foodgrains is being constantly bulldozed, the latest is the deregulation of petroleum pricing linking it with the international market leading to hefty increase in the prices of kerosene, cooking gas, diesel, and petrol.

The convention reiterates the unanimously formulated demands once again as under:

  • Price rise of essential commodities to be contained through appropriate corrective and distributive measures like universal PDS and containing speculation in commodity market
  • Concrete proactive measures to be taken for linkage of employment protection in the recession stricken sectors with the stimulus package being offered to the concerned entrepreneurs and for augmenting public investment in infrastructure
  • Strict enforcement of all basic labour laws without any exception or exemption and stringent punitive measures for violation of labour laws
  • Steps to be taken for removal of all restrictive provisions based on poverty line in respect of eligibility of coverage of the schemes under the unorganised workers social security act 2008 and creation of national fund for the unorganised sector to provide for a national floor level social security to all unorganised workers including the contract/casual workers in line with the recommendation of national commission on enterprises in unorganised sector and parliamentary standing committee on labour
  • Disinvestment of shares of central public sector enterprises (CPSEs) be not resorted to for meeting budgetary deficit and instead their growing reserve and surplus be used for expansion and modernisation purposes and also for revival of sick public sector undertakings.

This national convention of workers, while exercising their constitutional and democratic rights seek to further its legitimate protest and call for immediate correction of the patently wrong policies that dangerously hurt the interests of the working people and the society as a whole, and to give vent to the feelings of the growing indignation of the working people.

The convention therefore resolves to call for an all India general strike on September 7, 2010.

The convention calls upon the entire working people of the country, irrespective of affiliations to rally everbody in the united call for countrywide general strike and make it a total success and intensify the struggle further and prepare for a massive march of the workers to parliament in November/December 2010.


Railways to accept bank credit card as proof of identity for travelling on e-tickets

In an yet another passenger friendly move, the Ministry of Railways has decided to accept credit cards issued by banks with laminated photograph as proof of identity for traveling on e-tickets. The new provision has come into effect from 6th August, 2010.
The bank credit card is in addition to the existing seven proofs of identity for undertaking journey on e-tickets namely;

a) Voter Identity Card,

b) Passport,

c) PAN Card,

d) Driving License,

e) Photo Identity Card issued by Central/State Government.

f) Student Identity Card with photograph issued by recognized School/College for their students and

g) Nationalized Bank Passbook with photograph.

There will be no concession including student concession admissible to the persons booking e-tickets except concession for senior citizens.
Ministry of Railways has asked all Zonal Railways to issue necessary instruction to all concerned particularly ticket checking staff so as to educate them about this modified provision and to avoid inconvenience to the passengers.

Is it Democracy?

विलास बडे

सामान्य माणसाच्या हातात माहितीच्या अधिकाराचं शस्त्र आलं. मात्र या शस्त्राचा वापर करणाऱ्यांना एकतर सिस्टीमचा बळी व्हावं लागतं किंवा गुंडांच्या गोळ्यांचा; हे वास्तव गेल्या काही दिवसात वारंवार समोर येतंय. गेली दहा वर्षं लोकशाहीच्या दारात माहितीच्या अधिकाराच्या माध्यमातून न्यायाची भीक मागणाऱ्या आणि पुढे सिस्टीमचा बळी ठरलेल्या संजय पाटील यांची ही कहाणी..
लोकांनी लोकांच्या हितासाठी चालवलेलं राज्य म्हणजे लोकशाही, ही लोकशाहीची व्याख्या. या लोकशाहीने लोकांच्या हातात मतदानाचा हक्क दिला आणि पुढे माहितीचा अधिकारही. मात्र मतदानाचा अधिकार बजावणारा विकत घेतला जातो आणि माहितीचा अधिकार वापरणारा एक तर सिस्टीमचा बळी ठरतो किंवा गुडांच्या हत्यारांचा. लोकशाहीच्या थोतांड गप्पा मारणाऱ्यांच्या चेहऱ्यावरचे बुरखे टराटरा फाडणारं लोकशाहीतलं हे वास्तव वारंवार समोर येतं राहिलंय. परंतु तरीही लोकशाहीच्या दारावर न्यायाची भीक मागणाऱ्यांची संख्या मात्र कधी कमी झाली नाही. न्यायाच्या प्रतिक्षेत असलेल्यांपैकीच एक म्हणजे संजय परशुराम पाटील. गेल्या १० वर्षांंमध्ये न्यायासाठी सगळ्यांच्या दारावर जाऊन आले पण त्यांना कोणीही न्याय देऊ शकलेला नाही.
कोल्हापूर जिल्ह्यातल्या चंदगड तालुक्यातील कालकुंद्री हे संजय पाटील यांच मूळ गाव. ते तिघं भाऊ. तिघंही कामाच्या निमित्ताने गावाबाहेर राहायचे. त्यांचे वडील सैन्यात होते. त्यामुळे ते कायम बाहेरच असायचे. निवृत्त झाल्यानंतर ते गावात आले. संजय पाटील यांच्या म्हणण्यानुसार, वडील गावात आल्यानंतर गावातील गावगुंडांनी त्यांना त्रास द्यायला सुरुवात केली. कारण गावातील काही लोकांचा त्यांच्या जमिनीवर आणि घरावर डोळा होता. त्यांना ती जमीन हवी होती. ती विकावी म्हणून वेगवेगळ्या मार्गाने दबाव आणला जाऊ लागला, गावगुंडांकडून मारहाण केली जायची. या त्रासाला कंटाळून शेवटी त्यांनी पोलिसात रीतसर तक्रार दिली. मात्र पोलिसांकडून काहीही कारवाई केली जात नव्हती. पोलिसांनी कारवाई न केल्यामुळे त्या गावगुंडांची हिम्मत दिवसेंदिवस वाढत होती. त्यांच्याकडून होणारा त्रास सुरूच होता. त्यामुळे परशुराम पाटील यांनी जिल्हा सैनिक केंद्राकडे, वरिष्ठ पोलीस अधिकाऱ्यांबरोबरच राज्याचे तत्कालीन गृहराज्यमंत्री माणिकराव ठाकरे यांच्याकडेही दाद मागितली.
हे सर्व करीत असताना आता तरी आपली यातून सुटका होईल अशी त्यांना आशा होती, मात्र झालं ते अगदी उलट. वरिष्ठाकडे गेल्यामुळे संतापलेल्या पोलिसांनी गावगुंडांवर कारवाई करण्याऐवजी परशुराम पाटील यांनाच त्रास द्यायला सुरुवात केली. चौकशीच्या नावाखाली त्यांना वारंवार पोलीस ठाण्यामध्ये बोलावलं जायचं, धमकावलं जायचं. दिवसभर बसवून घ्यायचं आणि थातूरमातूर कारण सांगून नंतर या, असं सांगितलं जायचं. शिवाय त्यांच्यावरच खोटय़ा तक्रारी दाखल केल्या जाऊ लागल्या. गावात गावगुंडांचा आणि बाहेर पोलिसांचा असा दुहेरी त्रास त्यांना सुरू झाला. २००१ पासून २००६ पर्यंत म्हणजे तब्बल पाच र्वष हे सर्व काही सुरू होतं. २००६ साली माहितीचा अधिकार आला आणि त्यांना पुन्हा एकदा न्यायाच्या आशेचा किरण दिसला. या कायद्याचा उपयोग करून तरी आपल्यावर झालेल्या अन्यायाला वाचा फुटेल अशी त्यांना आशा होती. म्हणून त्यांनी या अधिकाराचं शस्त्र हाती घेतलं. त्यातून आजपर्यंत पोलिसांनी केलेल्या कारवाईची सगळी माहिती मागितली. मिळालेली माहिती म्हणजे पोलिसांनी केलेल्या अन्यायाची यादी होती. ही माहिती मागितल्यामुळे पोलीस अधिकच चिडले. पहिल्यांदा त्यांनी माहिती नाकारली पुढे ती देण्यास टाळाटाळ करणे किंवा वेगवेगळ्या पद्धतीने त्यांच्यावर दबाव टाकून माहिती मागू नये यासाठी जे काही करणं शक्य होतं ते त्यांनी केलं. परंतु संजय पाटील या कुठल्याही दबावाला बळी पडले नाहीत.
दरम्यान, १ डिसेंबर २००९ रोजी सागर पाटील हा त्यांचा लहान भाऊ गावात गेला असता गावातील शिवाजी पाटील यांच्यासोबत त्याची बाचाबाची झाली. त्यामुळे शिवाजी पाटील यांनी ४ डिसेंबर २००९ रोजी सागर पाटील याच्याविरोधात पोलिसात तक्रार दाखल केली. पोलिसांनी तत्परता दाखवत त्याला कलम १५१ अंतर्गत तातडीने अटक केली आणि साध्या बाचाबाचीसाठी त्याला चार दिवस पोलीस कोठडीत डांबून ठेवण्यात आलं. या चार दिवसांमध्ये त्याला जबर मारहाण करण्यात आली. वास्तविक पाहता ४८ तासांच्या आत त्याला संबंधित न्यायाधीशांसमोर हजर करणे गरजेचे असताना त्याला तसे न करता चार दिवस पोलीस कोठडीत ठेवण्यात आले. म्हणजे सर्व कायदे धाब्यावर बसवून पोलिसांनी चार दिवस त्याचा छळ केला. शिवाय त्याला २५ हजार रुपयांचा जामीन बजावण्यात आला. (आरुषी हत्याकांडातील संशयित आरोपींना पंचवीस हजार रुपयांच्या जामिनावर मुक्त केले होते.)
सागर पाटील याच्यावर याआधी कोणत्याही तक्रारी नसताना त्याला समज देऊन न सोडता २५ हजारांचे जामीनपत्र मागण्यात आले. शिवाय हे जामीनपत्र लिखित स्वरूपात न मागता तोंडंी घेण्यात आला. त्यानंतरही ५ आणि ६ डिसेंबर रोजी त्यांच्या वडिलांनी जामीन देण्याची तयारी दर्शविली होती मात्र त्यांचा जामीन स्वीकारला नाही. चार दिवसानंतर पोलिसांनी त्याला सोडलं. या चार दिवसात बदल्याच्या भावनेतून पोलिसांनी आजपर्यंतचा सगळा राग सागरच्या अंगावर काढला. त्याला अर्धमेला केला. त्यामुळे त्याला कुठलंही काम करता यायचं नाही. तो अनेक महिने अशाच अवस्थेत होता. त्या त्रासातून बाहेर पडणं त्याला शक्य झालं नाही अखेर २० मे २००९ रोजी त्याचा मृत्यू झाला.
न्यायासाठी त्यांना मोठी किंमत मोजावी लागली होती. सागरच्या मृत्यूच्या धक्क्यातून सर्वजण सावरण्याचा प्रयत्न करीत होते मात्र वडील त्या धक्क्यातून स्वत:ला सावरू शकले नाहीत. आणि एक दिवस तेही गेले. अवघ्या काही महिन्यांमध्ये घरातली दोन माणसे गमावल्यानंतर संजय पाटील यांच्यावर खरं तर आभाळ कोसळलं. परंतु त्यांनी आपली लढाई अध्र्यावर सोडली नाही. ज्या माजी सैनिकाने देशासाठी लढाया लढल्या, सैन्य सेवा, रक्षा पदक, जीएस पदक मिळवलं त्या माजी सैनिकावर सरकारी भक्षकांनी केलेल्या अन्यायाविरोधात लढण्याची वेळ आली. मात्र अखेपर्यंत त्यांना न्याय मिळालाच नाही. आता न्याय मिळवून देणे हेच संजय पाटील यांच्या आयुष्याचं एकमेव लक्ष्य बनलं. त्यासाठी त्यांनी पुन्हा एकदा माहितीच्या अधिकाराचं शस्त्र हाती घेतलं.
सागरचा गुन्हा अदखलपात्र असतानाही पोलिसांनी त्याला चार दिवस पोलीस कोठडीत ठेवण्याचा प्रकार असो की त्याचा नाकारलेला जामीन असो या सगळ्यांमध्ये पोलीस ठाणे चंदगड, तत्त्कालिन तहसीलदार आणि गटविकास अधिकारी यांनी कायदे आणि नियम धाब्यावर बसविले होते. माहितीच्या अधिकारातून या सगळ्या गोष्टी बाहेर आल्या. त्यानंतर त्यांनी न्यायालयाचे दारही ठोठावले. परंतु तिथे न्याय मिळण्याआधीच सागरचा मृत्यू झाला. आपण केलेला अन्याय आपल्याला एक दिवस नक्की भोवणार याची कल्पना सरकारी यंत्रणांना आल्यामुळेच त्यांनी पुन्हा माहिती देण्यास टाळाटाळ करणे, धमकावणे, खोटी माहिती देणे असे प्रकार सुरू केले. मात्र याला न जुमानता ते पाठपुरावा करीत राहिले. कारण आपल्याला कुठेतरी न्याय मिळेल ही त्यांना अपेक्षा होती. संघर्ष करून त्यांनी अखेर माहिती मिळविली. त्याच्या आधारावर त्यांनी दोषींवर कारवाई करण्याची मागणी केली. चौकशीचा फार्स सुरू झाला. आज वर्ष लोटलं तरी चौकशी संपत नाही. अन् त्यांना हवा असलेला न्याय मिळत नाही. या अन्यायाविरोधात त्यांनी मुख्यमंत्र्यांपासून माहिती आयुक्तांपर्यंत सगळ्यांच्या दारावर न्यायाची भीक मागितली. परंतु या लोकशाहीत प्रत्येक ठिकाणी त्यांच्या पदरी निराशाच आली. हे सर्व पाहता हीच का लोकशाही? असं म्हणण्याची वेळ त्यांच्यावर आली. मात्र तरीही त्यांचा लोकशाहीवरचा विश्वास अजून अबाधित आहे. या विश्वासावरच आपल्याला कुठेतरी नक्की न्याय मिळेल या आशेवर त्यांचा संघर्ष सुरू आहे. लोकांनी लोकांच्या हितासाठी चालवलेल्या या राज्यात त्यांना न्याय मिळतोय का हेच पाहायचंय.
संपर्क :


ITF congress closes today 12 August 2010 with March through Mexico City

International Transport Workers' Federation

. ITF congress closes today 12 August 2010 with March through Mexico City .

The ITF's forty-second congress – its biggest ever and first in Latin America – will close today with a march through Mexico City in support of Mexican workers' rights. Delegates are leaving the conference centre ( now and proceeding to the Zócalo square via Avenida Madero.

Some 1376 participants from 368 trade unions in 112 countries attended the event, which began on 5 August and which determines the policies of the ITF – a global union federation with 760 affiliated trade unions with 4.69 million members in 154 countries – for the next four years.

ITF General Secretary David Cockroft commented: "There's never been a bigger or more successful ITF congress. These last two weeks have been filled with opportunities to come together, learn from each other, and forge new paths for the future."

He continued: "It would be impossible to list all the highlights of this congress. There have been too many of them, from our first ever youth conference, to the highly successful climate change conference and the election of a new President for the organisation. Paddy Crumlin, General Secretary of the Maritime Union of Australia. But something I must mention is the way that our being here has helped us to stand alongside our Mexican colleagues, and join them in their defence of union rights, in their fight for decent conditions and, in the case of Mexicana Airlines, for their very jobs."

He concluded: "As this congress comes to its end, we have committed ourselves anew to campaigning for fairer and safer work at sea, on land and in the air."

Paddy Crumlin commented: : "I'm excited to be able to take on this new role and play my part in moving the work of the ITF, its hundreds of affiliated unions and their millions of members forward through the implementation of a comprehensive organising programme focused on trade union regeneration and revitalisation."

The International Transport Workers' Federation (ITF), founded in 1896, is an international trade union federation of transport workers' unions. Any independent trade union with members in the transport industry is eligible for membership of the ITF.

770 unions representing over 4,645,919 transport workers in 155 countries are members of the ITF. It is one of several Global Federation Unions allied with the International Trade Union Confederation (ITUC).

Organising Globally Fighting for our Rights




Paddy Crumlin is new ITF President

Com. Umraomal Purohit was ex Prez of ITF not attended this AGM but Com. Shivgopal Mishra our General Secretary of AIRF India attended it.

Paddy Crumlin, National Secretary of the MUA (Maritime Union of Australia) has just been elected President of the ITF (International Transport Workers' Federation) at the global union federation's world congress in Mexico City.

The ITF represents over 4.6 million members of 760 trade unions worldwide and its President is tasked with helping hold the organisation to account between these congresses, which set its policy for the next four years. Paddy Crumlin, age, is the twenty-second person to take on the post.

Speaking from Mexico, Crumlin said: "I'm excited to be able to take on this new role and play my part in moving the work of the ITF, its hundreds of affiliated unions and their millions of members forward through the implementation of a comprehensive organising programme focused on trade union regeneration and revitalisation."

Vacancies of Loco Pilots on Railways

There are approximately 7190 vacancies of loco pilots and 89024 vacancies in safety categories on Zonal Railways as on April 01, 2009.

Loco pilots on Indian Railways are classified as 'Continuous' and are statutorily required to work for 54 hours a week on an average, in a two weekly period of 14 days. The rostered hours of this category of employees has, however, been fixed at 104 hours in a two weekly period of 14 days including preparatory and complementary time.

As per extant instructions, running duty at a stretch should not ordinarily exceed 10 hours from departure of the train and overall duty should not exceed 12 hours from 'signing on' to 'signing off' except in emergent circumstances like accidents, floods, agitations, equipment failures etc.

For coaching trains, crew links are prepared which comply with the provisions of Hours of Employment Regulation (HOER) as stated above.

Passenger trains are normally run by loco pilots (passenger). However, in exceptional situations suitable loco pilots (goods) are deployed, to work in passenger trains.

This information was given by the Minister of State for Railways, Shri K.H. Muniyappa in a written reply in Lok Sabha today on 12/08/2010. 




To all of you who feel like giving up


New portal for rail tickets to hit IRCTC

New portal for rail tickets to hit IRCTC

Come October and Indian Railways Catering and Tourism Corporation (IRCTC) will receive another setback, when the alternative portal being developed by the Centre for Railway Information Systems (CRIS) according to the ministry’s directions goes on air.

The new portal will compete with IRCTC for offering sale of online tickets. The launch would endanger around 14 per cent of the revenues IRCTC makes from the service charge levied on the sale of online tickets.

IRCTC is already set to lose 80 per cent of its overall revenues, as the management of catering services on trains and at stations is being taken back by the railways.

IRCTC was created in 1997, as part of the Railways’ efforts to corporatise its non-core business.

It saw the revenue and profit from the catering business not being accounted for on railway books. Any government department’s earning from its undertaking is only through dividend payment.

IRCTC made Rs 688 crore (Rs 6.88 billion) in revenues in 2009-10. Of this, Rs 96 crore (Rs 960 million) came from online ticketing services. This was to decline by at least Rs 30 crore (Rs 300 million) this year, with railway minister Mamata Banerjee announcing reduced service charges in her budget presented in February.

The maximum service charge was reduced to Rs 10 from the earlier Rs 15 for the sleeper class and to Rs 20 from Rs 40 for the air-conditioned class.

The overall revenue IRCTC reported from the sale of online tickets was Rs 6,138 crore (Rs 61.38 million) in 2009-10, a rise of over 55 per cent from the Rs 3,967 crore (Rs 39.67 billion) in 2008-09. IRCTC is the biggest e-commerce portal in the country. At present, every third ticket reserved on the railways is sold on it.

Strategy needed

A former member of the Railway Board, who did not wish to be identified, said, “The online ticketing services provided by IRCTC have redefined the travelling experience of passengers on the railway network. If the portal continues to offer user-friendly services, it would continue to draw in numbers. But there are chances that the share of IRCTC in online ticketing sales would fall when the new portal is launched.”

A senior official at the ministry informed, “We have asked CRIS to develop a portal for providing online ticketing services. We believe the online platforms operated by IRCTC and CRIS will offer competition to each other and help in generating business.”

Some experts feel IRCTC’s revenue would be affected only in the short run. “The potential from tourism in the country is huge. IRCTC can operate tourist trains. Revenues may be affected over the short term but eventually the corporation would be able to re-establish itself by tapping new streams of businesses,” said R Sivadasan, a former financial commissioner at the Railway Board.

Many industry experts, however, feel at a time when railways finances are not in good shape and safety-related lapses have come up, the ministry could have desisted from taking over the management of non-core activities.

A former chairman of the Railway Board said, “The Railways should concentrate on core businesses operations and safety. The ministry has decided to takeover the management of catering services, a sensitive issue because it is directly related to satisfaction of customers on board trains, but administration would pose a major challenge.”

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.