COMMITTEE ON RUNNING
ALLOWANCES-2002
QUESTIONNAIRE
Ist term of reference: - To
review and determine what percentage of the basic pay should be reckoned as pay
element in Running Allowance and the purpose for which it should be reckoned.
1)
Running
Allowance is ordinarily granted to running staff for the performance of duties
directly connected with the charge of moving trains and includes Kilometerage
Allowance (KMA) and Allowance in lieu of Kilometerage (ALK). The intention
being that more duties performed by a running staff would entitle him to earn
more kilometerage which acts as an incentive. This is meant to achieve the
objectives of reasonable earnings to the running staff and at the same time
ensuring overall improved performance. Does the existing scheme of running
allowance to running staff reflect a reasonable balance between a running
staff’s earnings and his productivity? Comments may be furnished.
2)
30%
percent of the basic pay of the Running Staff is treated in the nature of pay,
representing pay element assuming that the Running staff have been granted
depressed scales of pay. However, this depression has been eroded due to
improvement of pay scales of running staff as a result of implementation of
recommendations of successive pay commissions. For e.g. the scale of pay
applicable to Passenger Driver in the III CPC scales of pay was Rs.550-700. In
the IVth CPC scales of pay, the above scale was revised to Rs.1600-2660.Though
the normal replacement scale for Rs.1600–2660 was Rs.5000–8000, the category of
passenger drivers were allotted the scale of Rs.5500–9000 in the Vth CPC scales
of pay. Thus in your view is the retention of 30% add on element justified?
Please offer your suggestions keeping in view the fact that Running Allowance
is meant to include a portion of the pay as well as out of pocket expenses.
3)
30 percent of add-on element
is reckoned as pay as defined under Rule 1303(iii)-R/II and was taken into
account for the purpose of determining 13 benefits and entitlements of running staff in 1981. At present, it is reckoned for 15
specified purposes. Is there a need to review these
and if so, please offer your suggestions.
2nd term of reference: - To review the rates of
Kilometreage Allowance and the rules/conditions regulating the same.
1)
Kilometreage
allowance contains an element of pay and out-of-pocket expenses incurred by the
staff when on running duty out of their headquarters. Presently, kilometreage
allowance rate per 100 kms = (30% of the mean pay of Passenger Driver/Guard+20
Days TA/DA) divided by Average km. of Passenger Driver/Guard in a month. Five
paise is added in the above calculated rate to arrive at the Mail/Express
category rate and five paise is deducted for arriving at Goods category rate. Is
the existing basis for determining the KMA rates sound or does it require any
rationalization? If so, please give suggestions.
2)
Comments
may be furnished with regard to the adequacy of the existing differentials,
which is 5 paise in the rates of KMA between different categories of running
staff. What should be the criteria & what should be the difference?
3)
ALK is
being granted for certain non-running activities as listed in Para 6(ii) of
Running Allowance Rules, 1981. Is there a need to review these activities so
as to promote productive working? Suggestions may be given.
4)
Is
it desirable to relate a part of ALK to passing of training rather than just
attending the training as is being done at present?
5)
Do
you recommend any change in the principle of rounding off of total kilometres
earned during a month?
3rd term of reference :- To
review other compensatory allowances etc.
1)
Outstation
Detention Allowance: -
In terms of the extant rules, when running staff are detained at outstations
for more than 16 hours from the time they sign off duty, they are to be
credited with 70 kms for every 24 hours or part thereof after the expiry of 16
hours from the time of ‘signing off’. In order to improve the utilisation of drivers should Outstation
Detention Allowance be changed on hourly basis e.g. 5 km/hour if detention is
more than 12 hours subject to a maximum of 140 km making it obligatory on the
part of administration to return them spare after 40 hours, instead of the
present system of 70 km for more than 16 hour and further 70 km for every 24
hour or part there of?
2)
Allowance
in lieu of Running Room facilities: -
i)
Is
it adequate?
ii)
Is
the provision of minimum period of rest at outstation to be 4 hours for this
allowance to be payable, reasonable or not?
3) Please
indicate if you have any other comment on special compensatory allowances such
as: -
a) Breach of rest allowance.
b) Outstation relieving allowance.
c) Accident allowance.
4) Other
Allowances: -
(i)
Coal
pilots of Eastern and South Eastern Railways: Presently there is an incentive
of 50 km for the driver to complete the trip in the stipulated target time. What
should be the incentive for doing more than one trip in the stipulated duty
hours particularly in view of change in traction?
(ii)
Running
staff learning road: Should there be a time limit fixed for completing three
trips in each direction on each section for entitlement of running staff to get
allowance for learning the road?
(iii)
Ghat section:
Special computation of allowance for Ghat section is presently defined as
under: -
a)
The ruling
gradient shall be the determining factor.
b)
Sections
with a ruling gradient of 1:40 or steeper shall be class I, with 1:80 or
steeper but less than 1:40 shall be class II.
c)
Special
Sections are those with ruling gradient between 1:80 and 1:100.
d)
If banker
is used then payment is five times the actual distance.
e)
In all
other cases, it is five times in case of Class I, three times in case of Class II,
and two times in case of special sections.
As a result of progressive
dieselisation/electrification, multiple unit operation and high-powered
locomotives, do the existing rules for special computation of allowance for
Ghat sections require any modification? If so, suggestions may be given.
(iv)
Has
there been any easing of gradient on your Railway consequent to gauge
conversion? If so, please indicate the sections. Has the classification
undergone a change in these sections commensurate with the gradient criteria?
(v)
There
are instances where a train is declared as Shunting and Van Goods train even
though there may be only one or two shunts involved in the crew run. Should
the scheme of “Computation of Kilometreage for Slow Moving trains” as listed in
Para 17(i) of Running Allowance Rules, 1981 be abolished and instead staff
compensated for every shunt performed?
(vi)
Incentive
scheme for Goods Drivers is presently based on a slab system of kilometerage
performed and linked to additional benefit of a percentage thereof. In view of
the progressive improvements of rolling stock and phasing out of steam traction
leading to increase in speed over all tractions do you consider that this
scheme needs any rationalization, especially for Goods trains running at a
maximum speed of 100 km/hr? Please give
detailed comments.
(vii)
High
Speed Trains: Presently trip allowance is being paid for certain trains
classified as high-speed trains. Is there a need to review the scheme?
Further, is there a need to change the criteria prescribed for classification
of a train as a high-speed train?
(viii)
Minimum
Guaranteed Kilometerage: - Is the existing scheme in which a benefit of 120
km is granted for identified sections/ circumstances within the stipulated duty
hours, working satisfactorily? Do you suggest any change in this regard for
improving productivity?
(ix)
Whether
existing rules for kilometreage allowance for departmental trains and break
down specials should continue or need a review? Please furnish your comments.
b)
At present
running staff is entitled to allowance in lieu of kilometreage as admissible at
H.Q when they can not be allowed running or other duty on account of occurrence
of natural calamities like breach due to flood etc. or coal shortage. Do you
recommend any review in this aspect?
4th term of reference: - To look into and make recommendations for rationalization of crew
links/ beats of running staff.
1)
Has your Railway issued any guidelines in
respect of preparation of Passenger and Mail/Express crew links? If so, what
are the salient features? Does it lay down any minimum and average hours of
duty per fortnight?
2)
Should
there be a minimum duty hour of say 80 and average duty hour of say 90 per
fortnight in Passenger and Mail/Express crew links? Furnish your comments
alongwith justification thereof.
3)
Do
you consider that a limit should be fixed on percentage of spare running in
mail/express and passenger train crew links? Please furnish your comments.
4)
a)
Are links for Mail/Express and Rajdhani/Shatabdi trains on your railway
separate? If so, reasons therefore may be furnished.
b) Do you consider that for
optimization of crew requirement, for those Rajdhani/Shatabdi trains, which run
at not more than 110 km/hr on a crew run, the links may be merged with
Mail/Express trains?
c) Will it be feasible to merge the
crew links of Rajdhani/Shatabdi trains for those crew runs where the speed is
more than 110 km/hr, with crew links of superfast trains (110 km/hr) by giving
high-speed psycho test to concerned drivers of such trains.
5)
Is
the Railway exploiting the potential of improved productivity by through
running of Passenger and Mail/Express as well as Goods crews across the
Divisional/Railway boundaries as per directives of Railway Board? If not, what
are the constraints and what remedies would you suggest for overcoming the
same? In order to exploit the potential of increased productivity,
through-crossing of Divisional and Railway boundaries, should the crew links be
made with H.Q. involvement and implemented only after H.Q. approval?
6)
Are
inter-divisional links based on the principle of train km of each
division = crew km of the same division, in order to ensure more equitable
distribution of kilometreage allowance for the running staff of all divisions.
Do you consider that such a principle will meet the requirement of
inter-divisional working?
7)
Has
the Railway used any computer-based technique for preparation of crew links? If
so, what has been the experience?
8)
Have
any crew booking points been computerized on your Railway? If so, which points
and with what hardware and software platform, and what have been the
gains? What are the futures plans? Please
also send a write-up on the features covering functionality, type of queries
possible, stand-alone covering only the lobby or networked covering all crew
booking points/control office/linkages with other divisions and FOIS etc.
9)
Are
Diesel and Electric drivers on your Railway segregated or wherever required,
they form a common pool through training in dual traction? If separate, what
are the constraints in merging the two?
5th term of reference :- To examine whether any peculiar conditions exist
for special computation of kilometreage allowance to Motormen of Metro Railway/
Calcutta.
1)
Do you recommend special
computation of kilometreage for Motormen of Kolkata Metro? If so, please
furnish your comments, comparing the duties and responsibilities of Motormen of
Kolkata with those of Motormen of South Eastern and Eastern Railways.
2)
Motormen of Metro Railway are
allowed kilometreage at par with the computation of kilometreage for running
staff working Passenger trains as per Rule 18
of Running Allowance Rules-1981. Do you recommend any improvement in the
existing scheme?
3)
At present, the Motormen on
Metro Railway/Kolkata perform a maximum of three round trips within the stipulated duty hours, which come to 99
kms. Such Motormen are, however, paid kilometreage of 150 kms when their hours
of duty from ‘signing’ on to ‘signing off’ exceed 5 hours. Considering each one-way trip of around 33
minutes duration, please furnish comments on the feasibility of performing more
than three round trips in the stipulated duty hours?
4)
Please
elaborate the system of resting facility available to Motormen of Kolkata Metro
comparing with the facility provided to Motormen of South Eastern and Eastern
Railways.
6th term of reference:- To examine the system of incentives for Loco
Inspectors, Crew Controllers and Power Controllers.
1)
Has
the scheme introduced in 1998 vide letter No.E(P&A)II-83/RS-10 dated
9-1-1998 solved the problem of inadequate availability of suitable and
competent Power Controllers and Crew Controllers? Please send your comments and
suggestions comparing the 1998 scheme with the earlier scheme of 1992
circulated vide Railway Board’s letter No.E(P&A)II/ 83/RS/10(iv) dated
25-11-92. Do you recommend any additional or modified criteria for drafting of
Chief Power Controllers and Chief Crew Controllers?
2)
Whether
a period of 3 years as prescribed in Board’s letter dated 9-1-1998 for drafting
of Power Controllers and Crew Controllers requires any revision? What should be
the period applicable to the Chief Power Controllers and Chief Crew
Controllers, being head of their respective offices?
3)
Should
matriculation be a minimum educational qualification for selection of Loco
Inspector? Will it improve the quality of Loco Inspectors?
4)
Is
the existing incentive of allowance in lieu of kilometreage i.e. 120 km per day
to drivers drafted as Power Controllers and Crew Controllers adequate, or does
it need review?
7th term of reference: - To work out the requirement of running staff.
1)
What
is the methodology being used for working out requirement of running staff on
your railway for the following: -
(i)
Coaching
Trains.
(ii)
Goods
Trains.
(iii)
Shunting.
(iv)
Other
requirements.
2)
Is
the existing methodology satisfactory or is it leading to overprovision or shortages?
Is there a requirement for changing the existing methodology? If so, a model
may be suggested.
3)
Whether
six monthly review of running staff is being carried out regularly on various divisions
of your Railway? What stages are being followed in this exercise and at what
level is the final sanction accorded. Please comment about the time taken for
completing the review.
4)
How
much is the actual percentage of crew ineffective on account of leave,
training, medical/sick, absenteeism etc. in coaching and goods? Is there a need
for review of 30% maximum leave reserve for loco crew.
5) Presently
leave reserve of upto 30% of Mail/Express crew is kept in passenger grade
besides the provision of upto 30% LR for passenger crew. In view of fixed links
of Mail/Express Drivers, is there a need to review this percentage. Please
offer your comments taking into account the average actual percentage of
leave/absenteeism with regard to Mail/Express crew. How does it affect the
earning on account of Running Allowance? What should be the recommended
percentage of LR?
6) What
is the ratio of loco shunters per shunting loco on your Railway?
8th term of reference: - To review the existing rules and procedures for
recruitment and training of running staff.
Recruitment: -
1)
a) Is the Railway experiencing any difficulty
in filling up the posts of Electrical and Diesel Assistant Driver based on
existing rules and procedure laid down by Railway Board? If so, what are the difficulties?
Suggestions for resolving the problem may also be furnished.
b) Should all maintenance staff other
than sheds also be made eligible for induction to the posts of Diesel/Electric
Asst. Driver?
2)
Does your railway get adequate feed from
maintenance side to Asst. Driver for Diesel & Electric locos? Please
furnish reasons for shortage, if any, and suggestions for overcoming the same.
3)
Is
there a need to review minimum educational qualification for direct
recruitment? What trades of ITI/Diploma should be treated as requirement for
Diesel/Electrical Assistant Driver?
4)
Please
furnish comments on the lead-time taken by RRBs to offer list of candidates of
DSL/Electrical Asst. Drivers on your Railway. Should the period of vacancy be
taken for three years instead of two years in view of the long period of
training for Asst. Drivers? Is this lead-time reasonable? Otherwise suggestions
may be made to reduce the lead-time.
Training: -
1)
a)
Is the period and content of training of running staff at various stages considered
satisfactory or is there a need for review? Furnish your comments.
b) Does the training period in D.C traction need review? Please offer
your comments.
2)
As
per Railway Board’s letter No.E(MPP)95/19/6 dated 31.08.1999, the period of
training for promotion from Electric Goods to Electric Passenger (Loco-RNG-3)
and from Diesel Goods to Diesel Passenger (Loco-RNG-5) has been specified as 8
weeks. Should this period of training for promotion from Goods to Passenger
be reduced or kept the same? Please furnish reasons for your comments.
3)
Instructors
at Training School are entitled to 15% of pay as teaching allowance, in lieu of
kilometreage allowance. Does this scheme facilitate induction of quality
instructors? Is there a need to review the entitlement of running staff when
working as instructors?
9th term of reference: - To review the duty hours of the Running staff
applicable under the Hours of Employment Regulations.
1)
Railway
Board vide their letter No.E(LL)86/HER/1-50 dated 22-07-91 had fixed an initial
target of 70% of all train crew completing their duty within 10 hours from
“signing on” to “signing off”. What is the progress made in this regard and
the difficulties experienced in achieving this target?
2)
In
computerized lobbies, booking is mostly being done in the first week on the
basis of FIFO principle and in the second week it is based on progressive hours
principle. Is this scheme working satisfactorily or would you suggest some
modifications for improvement?
3)
Please
offer your suggestions to reduce percentage of spare running on your Railway.
4)
Comments
may be made with regard to reasons and incidence of overtime working and
suggestions for controlling overtime. Are there situations when overtime
working becomes more lucrative to the driver than earning of kilometerage? What
are the repercussions on operations? Suggestions may be given to overcome this.
5)
Furnish
the reasons for percentage of trips done beyond 14 hours from “signing on” to
“signing off” and suggestions for overcoming the same.
General.
1)
Running
Allowance Rules were last revised in 1981 when Indian Railways was still in the
process of change from Steam to Diesel/Electric traction. With this process
having been completed and further with the introduction of more powerful locos
and longer runs, what changes do you suggest in these rules?
2)
Do
you consider that due to modernization of the railways and subsequent change in
the nature of operations, some allowances have lost their relevance? If so,
furnish suggestions for any change.
3)
Suggestions
for improving the status of the running staff.
4)
Are
there any productivity depressant factors inbuilt in the existing rules
governing Running Allowances and if so, what are the suggestions for overcoming
the same?
5)
Do
the existing Running Rooms equipped with cooking facilities need to be
privatised in order to ensure better comfort to the running staff?
6)
What
should be the administrative control channel for running staff at divisional,
H.Q and Railway Board level?
7)
Are
there any special issues related to Shunters or shunting operation?
8) Please
indicate the total cost of items such as cells, dusters, waterbags/chhagal etc
provided per Running staff per month. Would it be feasible to provide a
lump-sum monthly or quarterly amount for the above items or would you suggest a
scheme of reimbursement of the cost as per actuals.
9)
Utilization
of running staff for non-running duties within 8 km radius from H.Q. should be
bare minimum. Do you consider that there should be an upper limit for
non-running duties within a bi-weekly period?
10)
Comments may also be sent on any other issue
not covered in the above questionnaire with regard to the above terms of
reference.
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