INDEX

CHAPTER 1 - INTRODUCTION

CHAPTER 2 - ORGANISATION STRUCTURE

CHAPTER 3 - OFFICE MANAGEMENT

CHAPTER 4 - TRADE UNIONSISM

CHAPTER 5 - PROFILE OF SOUTHERN

RAILWAY

CHAPTER 6 - BUDGET

CHAPTER 7 - LEARNING EXPERIENCE

CHAPTER 8 - CONCLUSION
INTRODUCTION
 As I am a final year student of AGURCHAND MANMULL JAIN
COLLEGE doing my graduation on B.Com Corporate Secretaryship.
Doing a project is a part of my academic performance or it is also included
as one of my subject that carries 100 marks. This project has been asked by
the MADRAS UNIVERSITY to be done by every final year B.Com
Corporate Secretaryship students as a part of Institutional training.
These projects are to be done by every student in a Government
company or any Public limited company for a period not less then one
month or 30 days. There is no question or a compulsion for the student to
do their project in specific department. Wherever there is requirement the
students can have their project.
Some of the steps that should be followed while in the training:
STEP 1: Get a brief introduction of the company, its establishment,
growth and other information’s.
STEP 2: Get a good relationship with all the staff so that the
students can have good interaction and also it helps the students to clarify
their doubts about their projects.
STEP 3: Get complete details and information of the department
where they asked the trainee to do your training.
STEP 4: Take a brief notes on the day to day works done in the
training period.
STEP 5: Not only should the information required to the project be
collected even it is commendable when data is collected for their personal
knowledge.
STEP 6: The last step is to start the project by referring the above
steps.
Every report should start with the name of the student, college
name, and graduation details. Then acknowledgement and the certificate
issued by the training company and the bonafide issued by the college. The
next content should be the introduction of the company, office
management, and secretarial practice if any, followed by the introduction
of the project and brief details of and about the project done during your
training period. Next a brief note on working experience of the training and
the project done by the students with all merits and demerits. The last
should be the conclusion of the project.
About the Company

Southern Railway, in its present form, came into existence on 14th

April 1951 through the merger of the three state railways namely Madras
and Southern Mahratta Railway, the South Indian Railway, and the Mysore
state railway. Southern Railway's present network extends over a large area
of India's Southern Peninsula, covering the states of Tamilnadu, Kerala,
Pondicherry, and a small portion of Andhra Pradesh. Serving these
naturally plentiful and culturally rich southern states, the SR extends from
Mangalore on the west coast and Kanniyakumari in the south to Renigunta
in the North West and Gudur in the North East.

1History of Southern Railway: The Southern Railway of India came

into being on 14th April 1951. The Southern Railway was formed after
merging the South Indian Railway, the Madras and Southern Mahratta
Railway and the Mysore state railway.

2About Southern Railway in Chennai:

The history of Southern Railway dates back to 1951 when it was

established. Three state railways were merged together to form the
Southern Railway. Today, SR provides trains to such states as Kerala,
some parts of Andhra Pradesh, TamilNadu and Pondicherry. Many other
parts like Gudur on the north east, Mangalore on the west coast, Renigunta
in the North West and Kanniyakumari in the south are also connected by
Southern Railway.
Southern Railway Chennai comprises 6 divisions namely Madurai,
Chennai, Salem, Palghat, Tiruchirapalli and Trivandrum. The headquarters
of Southern Railway is in Chennai. Chennai Egmore and Central Railway
are the two prominent railheads of the city.

Southern Railway Chennai is one of the prime Chennai transportation

service providers in South India. The formation of Southern Railway or SR
took place with the merger of three railways of the state namely Mysore
State Railway, Madras and Southern Mahratta Railway and South Indian
Railway.

Definition of Railway
In terms of the Railways Act, 1989 “Railway” means a railway or
any portion of a railway for the public carriage of passengers , animals or
goods and includes:
a) All land within the fences or other boundary marks indicating the
limits of the land apparent to a railway.
b) All lines or rails, sidings or branches worked over for the purpose
of , or in connection with a railway.
c) All stations, offices, warehouses, wharves, workshops manufactures,
fitted plant and machinery and other works constructed for the purpose of or
in the connection with a railway.
 d) All ferries, shops, boats, rafts which are used in inland wagons for
the purposes of the traffic of a railway and belong to or hired or worked by
the authority administering the railway.
ORGANIZATIONAL
STRUCTURE
 Organization of Railways :
1. In 1849 the East Indian Railway Company took up the construction of
a railway line from Calcutta towards Marzapur. In the same year the great
Indian Peninsula Company took up the construction of another Railway lane
from Bombay to Kalyan .The first section from Bombay to Kalyan (32 kms )
was opened on 16th April 1853 and the other section from Howrah to
Hoogly (35 Kms) was opened on 22nd August 1854. The first section in
South between Walajah Road to Vyasarpadi (98Km.) was opened on 28th
June 1856
2. Lord Dalhousie was keen to connect large cities and residencies with
each other as well as the principal ports in order to promote social, political
and commercial development of the country. With this object in view he
recommended the construction and working of railways through private
agencies lent under the supervision and direct control of the government.
The policy however did not prove profitable ; as such the Government of
India took over the construction of railways in the month of March 1869. In
pursuance of the recommendations of the Railway Enquiry Committee of
1921 the management of Railways was taken over by the Government.

3. The Indian Railways are Asia’s largest Railway system and the
world’s second largest Railway system next to the Railway system of USSR.
Indian Railways are the largest undertaking employing more than 16 lakh
employees. Indian Railways are owned by and managed by the Central
government being the principal mode of inland transport linking the online
length and breath of the country. Healthy growth of Railways is essential for
India’s social, regional, economic, industrial and agricultural development.
The responsibility for the administration and management of the Railways
vests with the Railway Board under the overall supervision of the Minister
for Railways. The Board is empowered to function as a ministry
Government of India and exercises all the powers of the Central Government
in respect of regulation, construction, maintenance and operation of the
Railways. The Railway Board as a top executive body consists of 6
members having ex-officio status of secretaries to the Government of India.
The chairman has a special position as Principal Secretary to the
Government of India. The other members of the Railway Board are
Member/Staff, Member/Engineering, Member/Mechanical,
Member/Transportation and Member/Electrical.

They are assisted by Director General and advisors. They exercise powers
of Board Members in their respective areas except in matters of policy
which require specific and collective consideration by the Railway Board.
The Board’s establishment is organized as functional Directorates each
under an Executive Director who is responsible for the direct disposal of
day-to-day technical and professional work within the policy as laid down
by the Board, The executive director is assisted by directors; joint
secretaries; joint directors; Deputy Secretaries; Deputy Directors/under
secretaries. The entire secretariat is supervised by Secretary/Railway Board
who is coordinating officer between the different directorates. The secretary
holds the rank of Additional secretary to the Government of India. The
executive director are in Senior Administrative Grade, Directors/Joint
Secretaries in the Selection Grade, Joint Directors/Deputy Secretaries in
Junior Administrative Grade and Deputy Directors/under secretaries are in
senior scale.

4. The following are the different zones of Indian Railways and their
headquarters:
Sl Name of the Zonal Formed on Head Quarters

No Railway

1 Central Railway 05.11.1951 Mumbai (CST)

2 Southern Railway 14.04.1951 Chennai

3 Western Railway 05.11.1951 Mumbai (CG)

4 Northern Railway 14.04.1952 New Delhi

5 Eastern Railway 14.04.1952 Kolkata (Fairlie)

6 North Eastern Railway 14.04.1952 Gorakpur

7 South Eastern Railway 01.08.1955 Kolkata (Garden reach)

8 North Frontier Railway 15.01.1958 Maligaon

9 South Central Railway 02.10.1966 Secundarabad

10 East Coast Railway 01.04.2003 Bhubaneshwar

11 South Western Railway 01.04.2003 Hubli

12 West Central Railway 01.04.2003 Jabalpur

13 North Central Railway 01.04.2003 Allahabad

14 South East Central 01.04.2003 Bilaspur

Railway

15 North Western Railway 01.10.2002 Jaipur

16 East Central Railway 01.10.2002 Hajipur

Each Railway zone is under the control of General Manager who is
responsible for its operation, maintenance and financial position. The
General Manager is assisted by and Additional General Manager; a Senior
Deputy General Manager and Deputy General Manager for the discharge of
his administrative functions. The Zonal Headquarters establishment is
organized as functional Departments each under a Chief who is normally in
Higher Administrative Grade. The chief is responsible for smooth and
efficient functioning of his department and is assisted by officers in Senior
Administrative Grade, Selection Grade, Junior Administrative Grade and
number of Senior scale and Assistant officers. The main departments in the
Headquarters of a Railway Zone are Operating; Commercial; Civil
Engineering; Mechanical Engineering; Electrical Engineering; Signal &
Telecommunication Engineering; Personnel; Stores; Accounts; Medical and
Security.

5.Besides the following comes under the direct control of Railway Board:

1. Chittaranjan Locomotive Works:

Situated in Chittaranjan in the state of West Bengal near Asansol. It is a
huge workshop manufacturing locomotives and meeting almost the entire
requirement of the Railways as regards Locomotives.

2. Diesel Locomotive Works:

Situated in Varanasi of Uttar Pradesh. Manufactures Diesel Locomotive
components and parts helps saving huge amount of Foreign exchange.
3. Integral Coach Factory:
Situated at Perambur of Chennai city manufactures coaches goods stocks
and Electrical multiple units of very high standard equally competitive to the
international standards meet the entire requirements of the Railways.

4. Rail Coach Factory

Situated at Kapurthala of Punjab and manufacturing coaches in addition to
Integral Coach Factory.

5. Railway Rates Tribunal:

Situated in Chennai. It consists of a Chairman and two members. Its chief
function is to look into the complaints lodged by the commercial bodies and
trade associations in regard to the freight charges and other similar matters
concerning the Railways. Disciplinary matters of Railway Servants are also
referred to this Tribunal for its use.
6. Railway Recruitment Board:
Approximately 17 Railway Recruitment Board’s are functioning at various
places of the country. It recruit’s the manpower particularly to the Group ‘C’
service of the Railways.
7. Rail Wheel Factory:
Situated at Yelahanka (Part of Bengaluru) Karnataka takes care of the needs
of Wheels and Axels of Railways.
8. Research Designs and Standards Organization:
Situated at Lucknow of Uttar Pradesh. The Research and Development of
Railways is headed by Director General. It has well equipped laboratories.
It designs and advises on technological development to the Indian Railways.

9. Central Clearing House:

Situated at Delhi. Allocates inter Railway revenue and expenditure under
the different heads of the various Railways.
10. Indian Railway Conference Association:
Situated at New Delhi. It consists of a President, General Secretary,
Assistant Secretary a neutral control officer, etc. The function of the
association is to frame conference rules for interchange of stock between the
Railways and also tackle the problems between the different Railways
pertaining to Coaching Tariff, Freight structure, interchange rules, cross
traffic rules etc.
11. Railway Staff College, Vadodara
12 Indian Railway Institute of Civil Engineering, Pune
13. Indian Railway Institute of Electrical Engineering, Nasik
14. Indian Railway Institute of Signal & Telecom Engineering,
Secunderabad
15. Indian Railway Institute of Mechanical Engineering,
Jamalpur
Imparts training to Railway officers (both initial and refresher courses)
16. National Railway Users Committee:
Situated at Delhi. Is setup with a representatives of traveling public,
chambers of commerce and the Members of Parliament to advise the
Railway Minister on the Transport problems.

17. Commissioner of Railway Safety:

There is one chief commissioner of Railway safety headquartered at Simla
of Himachal Pradesh. Four additional commissioners of Railway safety
with headquarters at Lucknow, Kolkata, Bengaluru, and Mumbai are
assisting the Chief Commissioner. Each zone is further divided into
divisions which form the basic unit of the operation. Each zone is further
divided into Divisions. The Workshops and the Stores Depots of the
Railways spread over the particular zone is termed as Extra-Divisional units.
OFFICE MANAGEMENT
 “ABOUT OFFICE”. In popular usage, the term office is used
in a loose sense and a general manner to any place or area
where one has to work at a desk in discharging one’s
professional or job responsibilities. Thus to a common man,
office means “a central place where some sort of paper work is
performed and where all kinds of papers are dealt with”.
Some basics functions held in office in railway premises are:
•Receiving information
•Recording information
•Arranging information
•Giving information
•Safeguarding assets
•Organizing the office
•Form designing and control
•Procurement and supply of stationary
•Selection and purchases of office appliances
•Public relation functions
•Personnel functions
•Controlling office cost

“ABOUT OFFICE MANAGEMENT”. In the earlier days the office

work was performed by one or two persons or by a manageable few. But
over the years the number of people employed in an office has a grown
up. When the numbers of employees have increased considerably,
naturally the problem of managing them shall arise.
As the principle of management can be applied in all group efforts, they
can very well be applied in managing a office also. Viewed in this way,
office management is that branch of management concerned with the
performance of office functions by applying the principles of
management to get the work done through the office.
Office management can be defined as a task of planning, coordinating,
motivating the efforts of others towards the specific objectives in the
office.

FUNCTIONS OF OFFICE MANAGEMENT IN RAILWAYS

•Planning
•Organizing
•Staffing
•Directing
•Controlling

OFFICE ENVIRONMENT
The office also been provided with excellent environment facilities.
Some of the environmental facilities enjoyed by the employees are;
•Proper lighting facilities are provided to the employees working

in
 •the office. Lighting is perhaps the most important of all physical
conditions of the office. Without light there can be no sight.
•Proper ventilation facilities are provided to the employees.

Ventilation is yet another important aspect in a office management.

Fresh air should flow inside the office or else the air inside will not
get an outlet later it becomes unhealthy.
•Cleanliness and sanitation.

The management may procure best accommodation; provide best

furniture and ideal fittings. All such facilities are of no use if the
surroundings are not kept neat and clean. The reason is obvious.
The office staff has to sit in the office for most part of a day and
dirty or insanitary conditions shall certainly affect their health
adversely.
•Reduction of noise.
Office work is mostly mental work and requires much
concentration. Therefore a noiseless and calm atmosphere is very
essential for the successful execution of office work.

My institutional training at southern railway is done in the

office situated at perumbur carriage, where all the personnel and
productive works are done. The office is located very near to this
perumbur carriage station. This office totally deals all personnel
works. The is built up with two floors, ground floor deals with salary
section, leave section, pass section, employment recruitment section,
and first floor deals with bills section, welfare and quarters for
employee section, and training section. There are almost 50
employees employed in these sections. For all these employees and
sections there is only one head and a controller called ASST
PERSONNEL OFFICER.

Every employee is provided with proper furniture as table,

chair, proper stationary materials, drinking water facilities, and toilet
& washroom facilities with separations for gents/ladies. This office
also provides telephones, computers, fans, printers, fax machine,
shelves to keep books and recordings, typewriting machine, and
parking facilities for employee’s vehicles.
TRADE UNIONISM
1.0 TRADE UNIONISM IN INDIA

In India Trade Unions developed very gradually by growth of

industrialization. In India agriculture is the main occupation. In such a
country, the activities of Trade Union are limited to industrial area. The
birth of Trade Unions as we now know is a new development. They do
not grow out of guilds.

The present Trade Union is the result of sacrifice and struggle of

workers who were led by few leaders.

2.1 DEFINITION OF TRADE UNION

According to Sydney and Beatrice Webb, Trade Union is a continuous

association of wage earners for the purpose of maintaining or
improving the conditions of their employment.

It is defined in Chambers Encyclopedia as “an association of wage

earners or salary earners formed primarily for the purpose of collective
action for the forwarding of defence of its professional interest”.
Section 2(h) of the Trade Unions Act, 1926 defines a Trade Union as
meaning-“any combination, whether temporary or perment, formed
primarily for the purpose of regulating the relations between workmen
and between employers and employers, or for imposing restrictive
conditions on conduct of any Trade or business and includes any
federation of two or more Trade Unions”.

Trade Union is a universal phenomenon. The broad general object of a

Trade Union is to improve the economic and social conditions of
workers. Existence of a Trade union, help workers to secure better
standard of living and avoids exploitation by exployer. Law did not
create Trade Union, but it is formed by workers. Law recognizes its
existence.

In this contest, role of Trade Unions is noteworthy. Act also encourages

collective bargaining as a best method to solve problems of worker.

2.0.2 ORIGIN AND GROWTH OF TRADE

UNION MOVEMENT

“The main elements in the development of Trade Unions of workers in

every country have been more or less the same. The setting up of the
large scale of wide spread use of machinery, new lines of production,
and brought about changes in working and living environment of
workers, and concertration of industries in large towns. All of these
developments introduced a new class (that is wage earners) who were
dependent on wage for their livelihood. They were at a disadvantage in
an age when doctrine of laissez faire held in field”.

-National Commission on labour report 1969 p.277

The growth and development of the labour movement, and for that part
of the Trade Unions in India can be divided into following periods:

1. Social welfare period from 1875 to 1918

2. Early Trade Union period form 1918 to 1924
3. Left wing Trade Unionism period from 1924 to 1934
4. Trade Union unity period from 1935 to 1938
5. Second World war period from 1939-1945
6. Post independence period from 1947 to date.

SOCIAL WELFARE PERIOD (1875 TO 1918)

The most noticeable feature of the period 1875-1918 were the complete
absence of radicalism in labour movement. The methods used by the
workers were Those methods reflect in influence of leaders like
Narayan Meghajee Lokhanday, Shapurjee Bangali, S.N Banerjee and
others who were all political moderates and law abiding persons. They
were rather social workers desirous to serve the society through
amelioration.

The entire period on the whole has been divided into two: first, the
regulation period (1875-1891) when the child and women labour in
factories was regulated by legislation, such as the Factories Act of
1881, and 1891; second period the Abolition period (1891-1917)
system under which Indian labourers were sent out to British colonies
to work as plantation labour.

EARLY TRADE UNION PERIOD (1918-1924)

The year 1918 was an important one for the Indian Trade Union
movement. The first had a tremendous impact on growth of
industrialization. Price of commodities increased. Workers suffered
from economic prevailed among workers on account of poverty and
disappointment. The above circumstances led the workers to from
Trade Unions.

In 1918 in Madras, Madras Labour Union was formed and for this
formation Mr. B.P.Wadia guided the workers. In 1920, a spinners
Union, as well as weavers Union was formed in 1920 at the initiation of
Gandhiji. It adopted the ideology of Truth and non-violence.
In 1920 the All India Trade Union Congress was established under the
chairmanship of Lala Lajpat Rai. It had the support of National Leaders
like C.R.Das, Sardar Vallabhabhai Patel, Motilal Nehru, J.L.Nehru,
Subbash Chandra Bose, Gulzarilal Nanda and others from Indian
national congress.

LEFT-WING UNIONISM PERIOD (1924-1934)

In 1924, a violent and long drawn out strike by Unions led to the arrest,
prosecution, conviction and imprisonment of many communist leaders.
The communist regained their influence in the Trade Union field by
organizing the cotton mills workers of Bombay in Girni Kamgar Union
(Red Flag) and the workers of the Great Indian Peninsula Railway in
GIP Railwaymen’s Unions.

In 1926 Trade Union Act was passed and it came into force from 1st
May, 1927 a general strike of Bombay textile workers were started
under the leadership of the Girni Kamgar Union and the wave of unrest
spread to jute workers in Bengal and to the railway employees of the
G.I.P. Railway.

TRADE UNIONS UNITY PERIOD (1935-1938)

In 1935 the Red Trade Union Congress merged into All India Trade
Union Congress. A new political group i.e. the congress socialist party
(CSP) also joined the AITU.

SECOND WORLD WAR PERIOD (1939-45)

In August 1942, the political atmosphere had become highly charged

with the cries of ‘Quit India’ Movement. The Tripartite labour
conference was a known as Rege Committee was appointed towards
the end of 1943 to examine the labour legislations and suggest
measures for improvement. The Rege Committee examined the existing
labour legislations and made many useful recommendations in its
report in 1946.

THE POST INDEPENDENCE PERIOD (FROM 1947 TO DATE)

There were further splits in AITUC after 1947. Thus in 1950 there were
four central labour organizations. Those were:-

1. All India Trade Union Congress

2. Indian National Trade Union Congress
3. Hindu Mazdoor Sabha
4. United Trade Union Congress
 Beside these there are various registered federations of Unions in
various industries and occupations. These are not affiliated to any
central body. Such federations are- The All India Bank Employees’
Association, Nation Federation of Indian Railway men, All India Port
and Dock worker’s of journalists etc. An attempt was made by Trade
Unions Act 1947 to give automatic recognition to the registered Trade
Unions But Amendment has not been brought into force till this date.

2.1 STRUGGLES OF SOUTHERN RAILWAY TRADE

UNIONISTS

2.11 CONDITION OF RAILWAY WORKERS DURING PRE-

INDEPENDENCE PERIOD

First Strike

Railway Workers were subjected to ill-treatment and insults as there

was no organization to voice forth their difficulties. Human nature
started resisting without any leadership and in an unorganized manner.
Agitation for higher wages could be termed as the first sit down strike
in 1905. The management, in order to thwart the strike, caught hold of
idlers from Royapuram and Madras and carried them into the workshop
by trains. The workers thus demoralized reported to duty and they were
very severely punished.

Second Strike

In 1911, another strike took place led by the Amalgamated Society of

Railway servents headed by some London Railwaymen. Drivers,
Guards, Station Masters and some openline staff participated in the
strike. A driver named Alexander and a Station Master by name
Margam Iyer took prominend meeting half way in granting mileage
allowance etc., for the running staff, But, Driver Alexander and Station
Master Margam Iyer lost their jobs.

Third Strike

Encouraged by the success, the Amalgamated Society attempted to

organize the Perambur workers. In 1912, a strike was called by
Perambur workers which lasted for a week and settlement was arrived
at.

Birth of Trade Union

One of the blessing of Annie Besant’s Home Rule movement is that

commences the Trade Union era in India. Besant took a personal
interest informing for the welfare of the workers. Thiru Vi.Kalyana
Sundaram, fondly Trade Union to secure for the under privileged social
and economic justice. B.P.Wadia, G.Selvapathi Chettiar, G.Ramanjalu
Naidu and V. Chakkarai Chettiar were among the formost who
dedicated their lives for this great humanitarian ideal. They started the
first Trade Union in its modern sense, in India-The Madras Labour
Union in 1918.
Strike on July 20, 1928

Consequent upon the Raven Committee report on retrenchment, the

management decided arbitrarily in April 1828, to shift the Nagapatinam
and the Podanur work 4 shops to Golden Rock and to give
retrenchment notice to the workers. Meanwhile the South Indian
Railway, Madras and Southern Maharatta and Bengal Nagpur Railway
planned a joint meeting at Madras to formulate strategy of united action
against the scheme of retrenchment. The Union declared a strike on July
20,1928. All the work came to stand still, services were paralysed. The strike
was called off on July 30, after 10 days of bitter struggle.

South Indian Railway workers Union, with V.V.Giri as the President was
renamed as South Indian Railway Labour Union with its office at Golden
Rock, adopting hammer & sickle flag. It got its recognition on12.12.1938. In
due course the labour Union was affiliated to AIRF and AITUC, thus joining
the mainstream of the labour movement in India.

outbreak of Second World War and its effect

In spite of dearness allowance, cheap grain shops and such other relief
measures, the war time into their standard of living between the years 1939-
1945. Old disputes remained unsolved, with the cessation of hostilities in
1945, the threat of large scale retrenchment appeared menacingly round the
corner. AIRF tried settlement through negotiation but the Govt was dragging
its feet. AIRF decided on direct action from June 27, 1946 and it asked its
affiliates to serve strike notice, suddenly the Government woke up and
appointed an adjudicator to give into the question of hours of work, periodic
rest and leave. First pay commission was appointed. Interim relief was
sanctioned.

General Strike on August 24, 1946

The Executive Council of the SIR Labour Union met on July 31, 1946 and
decided to go on a General Strike from August 24, 1946. The demands
included adequate dearness allowance, continuation of the subsidized grain
shops, revision of wage structure, absorption of temporary employees, eight
hour duty and adequate rest and leave facilities, reduction of work load and
holding proper enquiry before taking disciplinary action on any raiway
employee. The General Strike began on notified day August 24, 1946, It was
more an epic battle than a workers strike. Nearly 24,000 workers
participated in it. 300 out of 430 stations were closed for want of men as the
Station Masters and their staff stepped out their offices. Not a single train
moved and all work came toa stand still. The strike was called off on
September 22, 1946. It was a glorious battle, but there were snags inherent
in the situation which affected the balance sheet of achievements.

CONDITION OF RAILWAY WORKERS DURING

POST INDEPENDENCEPERIOD

Initial Year 1947 - 1953

The First pay commission (1947) proposals hit many sections of railway
workers, especially the running staff. The starting pay of a Driver in SIR was
reduced from Rs. 100 to Rs. 60 and the category of Fireman was bifurcated
and the annual increment of the “B” grade Fireman was reduced to one
rupee. Agitation began and the management started victimizing the workers.
The Loco - Transport Association
was started in Erode in 1941 with D’costa as President and John Almaido as
Secretary. In May 1948 the Mayavaram Branch of Loco – transport
Association declared the strike. On may 10, 1948 the SIR Labour Union
called a 24 hour protest strike in support of the striking drivers and firemen
and train service was totally disrupted. Section 144 had been declared. The
conflict came to an end on May 11, cancelling the suspension order against
the engine crew and reinstatement of the firemen at Erode – Running staff
pay and allowance committee was appointed.

In 1950 Loco-Transport association met at Madurai and decided to dissolve

the association. Its members joined Union of their choice later. In 1952, SIR
Workers union merged with the M S M Railway Employee’s Union and
Mysore state Railway employees association to from Southern Railway
employees’ Union.

SIR Workers Union got affiliated to AIRF in March 1948. All the Unions of
Railwaymen in India under the leadership of communists defied the AIRF
and went on strike unilaterally on March 9, 1949. The strike was a flop on
SIR.

Southern Railway zone was formed by the Government on April 14, 1951 as
a separate administrative unit by bringing together different railways like
SIR, M.S.M. etc. Sir worker’s Union, M & S.M Railway Employee’s Union
and the Mysore State Railway Employees Association merged into one
Union – the Southern Railway Employee’s Union at a conference in
Mysore in Feb 1953. S.Guruswami was eleted president, K. Ramachandran
working president, T.V.Anandan as General Secretary. Southern Railway
administration accorded recognition to it on 13.09.1953.

Formation of NFIR
The INTUC formed on May 3, 1947 as a result of which, Indian Railway
Workers Federation was formed. The Federation AIRF and INRWF merged
into one federation in Feb 1953 and National Federation of Indian
Railwaymen came out of that merger. The merger lasted only for two years
but split afterwards into NFIR(Madras ) and NFIR(Vijayawada), the first
consisting of INTUC Unions mostly and the second consisting of the
INTUC Unions under the leadership of Vasavada.

The SREU leadership wanted to merge with Southern Railway Employees

Association(INTUC). The merger resolution was passed by the General
body of the SREU held at Hubli on 15.07.1957. After merger, Anandan was
elected as President, G.L. Narashinga Rao, general Secretary of the new
Union i.e., Southern Railway Employees Sangh. Those who did not agree,
walked out of the conference and met under the presidentship of G.
Ramahcandran and resolved to continue function as SREU under the
guidance of Gurusami. Sri.Guruswami who opposed SREU to merger with
Southern Railway Employees Association, resigned from SREU, later this
group converted itself into Dakshin Railway Employees Union with S.
Guruswami as President. A new Union under the name Dakshin Railway
Employees Union (DREU) was registered at Vijayawada.
Central government Employees Strike in 1960

Central Govt Employees called for strike ballot in 1960. Pandit Jawaharla
Nehru, the then Prime Minister refused to negotiate with his own
Government Employees and their leaders. The strike was launched on the
midnight of 11.07.1960. Several thousands of Employees were arrested and
prosecuted under the essential service maintenance ordinance. The strike
was withdrawn on 17.07.1960. the NFIR to which SRES was affiliated did
not take part in the strike. Govt appointed a one man committee to find out
the cause of the strike. The committee after exhaustive enquiry came to the
conclusion that the strike was not politically motivated but only a trade
dispute, originated because of lack of machinery to settle the problems and
grievance of central government employees.

Formation of Southern Railway Mazdoor Union

DREU General body was held at Ayanavaram, Madras on 05.031961 and

decided to function only in the name of Southern Railway Mazdoor
Union. P. Anguswamy and P. Govinda Menon were elected President and
General Secretary of the Union. SRMU was recognized bySouthern Railway
administration on 21.09.1966.
One day token strike on 19th September, 1968

This one day token strike was mainly centered on the question of Dearness
allowance. SRES did not participate in this strike but extended its support to
the Government to break the strike.

8th May 1974 – Railway Men General Strike

The AIRF gave a call for the convention on 27th Feb 1974 in Delhi to take
necessary steps to get justice on the demands of the workers. More than
hundred Unions of Railwaymen responded to this call including the general
Trade Union like AITUC, CITU and BRMS. A National Co-ordination
Committee of Railway men’s struggle (NCCRS) was formed with George
Fernandez as convener. The strike notice was served on 23rd April 1974,
though the strike was fixed on 8th May 1974 the arrest of the workers in
thousands started all over the country on 1st May right itself. About 50,000
workers were arrested and many of them were subjected to summary trial
and punished with one year R.I. About 3600 workers were dismissed under
section 14(2) of Discipline and Appeal Rules, 1968. 5000 temporary
workers were straight away sent out. The railway colonies were converted
into battle field. The strike was called off on 28th May 1974.
Latest Years

The Fifth Pay Commission appointed by the Union Government in April

1994 is headed by Justice S.R.Pandian. Prof. Suresh Tendulkar is the
member of the commission and Mr. M.K. Kaw is the Secretary. Terms of
reference of the Commission included evolution of principles of govern the
structure of emoluments and those condition of service of Central
Government employees. It has been asked to consider the categories of
Central Government employees – Industrial and Non-Industrial: Personnel
belonging to All India Services; personnel belonging to Armed Forces
personnel of the Union Territories and Officers and employees of Supreme
Court and the High Court.

WHY DO WORKERS JOIN UNION?

Workers join Trade Unions because they are constrained by circumstances to do so because
they want
2.0 To get economic security, i.e., they want steady employment with an adequate
Income.
3.0 To restrain the management from taking any action which is Irrational, Illogical,
discriminatory, or prejudicial to the interest of labour.
4.0 To communicate their views, aims, ideas, feelings and frustrations to the
management.
5.0 To secure protection from economic hazards beyond their control; for example,
 illness, injury, accident death, disability, unemployment and old age.
6.0 To get along with their fellow workers in a better way and to gain respect in the
eyes of their peers and
7.0 To get a job through the good offices of the Trade Union.

ACHIEVEMENTS

3 Perks to various categories of workers like payment of overtime allowance,

night duty
allowance, travelling allowance, kilometerage allowance to the loco and running staff.
4 Restructuring of the categories.
5 Classification of workers
6 Group Insurance scheme which is compulsory, according to pay range of worker.
7 Phasing out of casual labour system
8 Productivity linked bonus from the year 1979.
9 Elimination of thumb impression from payment slip of gang workers even
though
they are literate.
10 Discontinuance of recovery of two months emoluments from the Death-cum-
retirement
gratuity payable to the retiring railway servants who have opted for family pension scheme
11 Cash payment in lieu of unutilized leave on average pay for 240 days together
with
D.A. admissible for those retiring on superannuation.
12 Commutation of pension without medical examination
13 Deposit linked Insurance Scheme
14 Encashment to interest on provident fund accumulation.
15 Special grant for those who do not take advance from provident Fund for a
period of
 5 years.
16 Appointment on compassionate grounds to the wards of employee who die in
harness in
service, or due to decategorisation in all classes under medical conditions of service and
deaths while in service in Railway
17 Average 10 months pay last drawn instead of 36 months for staff retiring on or
after
29.2.1976 for pensionary benefits.
18 Weightage upon 5 years of qualifying service for voluntary retirement after 20
years for
pensionary benefits.
19 Railway men status to catering staff
20 In case of unfitness in all classes and partial unfitness and in case alternative
appointment
could not be provided or refused by the employee weightage of service of 5 years subject
to a maximum of 33 years.
21 Grant of 6 additional holidays besides 3 national holidays to all open line staff
from
1.1.1979. Such of those who cannot avail these holidays will be compensated with 1 ½
times their daily wage.

TRADE UNION IN SOUTHERN RAILWAY

TRADE UNION FUNCTIONING IN SOUTHERN

RAILWAY

The Employees are Unionised and there are two Unions recognized by
Southern Railway Administration.
2 Southern Railway Employees Sangh (SRES)
3 Southern Railway Mazdoor Union (SRMU)
The number of members of recognized Trade Unions as on 31.12.92 as per
Railway records are as follows.

5. Southern Railway Employees Sangh : 76,410

6. Southern Railway Mazdoor Union : 1,02,953

SOUTHERN RAILWAY EMPLOYEES SANGH (SRES)

The Southern RAilway Employees SAngh, is one of the oldest and premier
Trade Unions of the railwaymen in the country, having been founded in
7.2.1919, functions through 152 branches spread over in four states. i.e.
Tamil Nadu, Kerala, Karanataka, Andhra Pradesh and Union Territory of
Pondicherry. The Sangh is growing strong under the dynamic leadership of
veteran Gandhian leader Sri. T.V. Anandan, Ex. M.P. who is also heading
NFIR.

Its central office, unity house, Perambur, Madras was laid on 03.09.1927
by no less a personality than the ‘Father of our Nation’ Mahatma Gandhi
himself and stood the test of time by propagating and practicing the two
cardinal principle of Gandhian thoughts, truth and non-violence in serving
its members.

The SRES is running ‘krishna Murthy – Guruswamy Memorial Technical

Trade Union College’ and ‘Sri.Sai Technical Training School’ at Madras.
The SRES has the proud privilege of having the divine blessings of
Bhagwan Sri Sri Satya Sai Baba of Puttaparthi, who donated liberally for the
building of Sai Technical Training Centre. This Institute is recognized by
state government. This training centre provides vocational training to the
wards of railway men who are primarily continuous members of the SRES.
It was declared open by Bhagwan Sri Satya Sai Baba on 22.01.1984. This
training Institute gives course on simple trades like mechanic, fitter,
electrical, radio & T.V engineering, etc, free of cost to the trainess.

The Southern Railway Employees Sangh is affiliated with the National

Federation of Indian Railwaymen and the Indian National Trade Union
Congress. The SRES was registered on 12.01.1957. The SRES recognized
by the Southern Railway administration.

The SRES has provided a galaxy of leadership guided by Gandian thoughts

like Dr. G.S. Arundale, T.V. Kalyanasundaram, G. Selvapathi Chettiar, S.
Srinivasa Iyengar, V.V. Giri and many others.

SOUTHERN RAILWAY MAZDOOR UNION (SRMU)

The Southern Railway Mazdoor Union is affiliated with the all Railway
men’s Federation & HMS. Southern Railway Mazdoor Union was registered
on 13.02.1961. The confederation granted affiliation to SRMU on
31.07.1962 at udapur convention.

SRMU was recognised by the Southern Railway administration on 21.09.66.

The Southern Railway Mazdoor Samithi was formed on 02.10.1977 and

registered at Trichi. In 1981 G.Ramachandran, President SRMU invited the
Samithi to join srmu and strengthen his hands. There was a merger of
Samithi SRMU in the conference hall, Perambur. Proffessor. Madhu
Dandavata has sent the following message. “the merging of Southern
Railway Mazdoor Samithi with SRMU is a very good step in the direction of
unity of Trade Unions which all have a common perspective and to increase
bargaining power”

There was a branch of activists who had come away from the SRMU and
started their Union in 1973 and began functioning separately, and revived
the original name as

Southern Railway Employees Union.

The Southern Railway Mazdoor Union, functions through 152 branches
spread over in four states i.e., Tamil Nadu, Kerala, Karnataka, Andhara
Pradesh and Union Territory of Pondichery. The Union is growing strong
under the dynamic leadership of veteran leader Sri.M. Namasivayam who
is the General Secretary.
The Southern Railway Mazdoor Union is affiliated with AIRF. The SRMU
has established a Mazdoor welfare trust which is a registered trust formed
in 1987. This Mazdoor welfare trust was inaugurated by the General
Secretary AIRF at Madras. The Board of Trustees are Com.M.
Namasivayam, Managing Trustee, P. Srinivasan and M. Govindarajan,
Trustees.

The Objects of the mazdoor welfare trust are many but the immediate object
is o open a vocational college. A non-profit residential engineering college
by name Anjalai Ammal – Mahalingam Engineering College commencing
from the academic year 995 has been constructed by the Mazdoor Welfare
Trust at Kovilvenni, Nagai District. The college complex in the first year,
consists of 3 storyed administrative – cum – departmental buildings, with
necessary facilities for students – 3 storyed well designed unique shaped
hostel, meticulously planned rooms/bath rooms/ toilets. Hostel for girl
students in separate compound, the Principal and selected teaching staff will
be inmates of the hostel.

ALL INDIA RAILWAY EMPLOYEES CONFEDERATION

(AIREC)

It was formed in 1970 as an alternative Federation, since both the

recognised federation, NFIR and AIRF have failed to measure up to the
expectations of railway men for their grievances and demands. Initially 14
category wise Union were affiliated into it. They are:-

1.All India Station Masters Association. AISMA

 2.All India Loco Running Staff Association. AILRSA
3.All India Guards Council. AIGC
4.All India Railway Shunting, Cabin & Traffic staff assn. AIRSC &
TSA.
5.All India Railway Commercial Clerks Association. AIRCCA
6.All India Railway Ministerial Staff Association. AIRMSA
7.All India Carriage and Wagen Staff Council. AIC & WSC
8.All India Cash Dept. Employees Association. AICDEA
9.All India Railway Canteen Employees Federation. AIRCEF
10. India Railway Signal and Telecom Staff Association. IRS &
TSA
11. India Railway Loco Mechanical Staff Association IRLMSA
12. India Railway Traction Workers Association. IRTWA
13. India Railway Ticket Checking Staff Association. IRTCSA
14. All India Railway Train Clerks association. AIRTCA

It was formed on a reformatory composition under the following norms.

1.It is a federal body into which category or department association or

Unions only will be admitted.
2.The leadership is confined only to past or present railway employees.
3.It will have no direct or indirect link with any political party Union.

AIREC had taken a leading part in the 1974 strike and its leaders and
activists suffered heavy victimization. In 1977 when Janatha Govt.came to
power all victimisation were vacated. The 20 days period of 1974 strike was
converted into legal strike and back wages were paid. The AIREC was given
defacto recognition with all rights and privileges with quarterly meeting with
the Railway Board.

After 1980 when the Govt. changed the recognition was withdrawn. It was
almost restored when National Front Government came to power in 1989.
Again when Government changed next year 1990 the recognition was again
denied.

ALL INDIA STATION MASTERS’ ASSOCIATION -

AISMA

The All India Station master’ and Assistant Station Maser’ Association was
born in 1953. Those disenchanted with AIRF’s attitude towards Station
Masters’ at their Poona Convention in 1959 joined AISMA which gave a
boost to this organization. The name of the organization was changed as All
India Station Masters’ Association (AISMA) later on.

Its movement was spearheaded by Mr. P. Sivan Pillai the veteran Trade
Unionist. The AISMA has launched to fight against the misfit cotton
uniforms, fight against direct recruitment of Traffic Apprentice, fight for
integration of Station Masters’ and Assistant Station Master’. 14 point
charter of demands, rally before parliament/burning of uniforms, hunger fast
before Ministry of Railways residence, control phone boycott, demand for
pay element of running allowance tc.

ALL INDIA LOCO RUNNING

 STAFF
ASSOCIATION - AILRSA

The Southern Railway Firemen Council was formed on 30.10.66 at Madurai.

In the same period the ‘All India Loco Running Staff Association’ was also
formed at Mayavaram. Both the organizations were functioning on a parallel
line demanding revision of pay scales, kilometreage allowance, eight hours
duty per day etc. In May 1970 both the firemen council and the All India
Loco Runnin Association merged and wen under the banner ‘All India Loco
running Staff Association’. The AILRSA

organized ‘Historical Strike’ in August 1973 and won their demands

partially through a written agreement with Ministry of Railway on 13th
August 1973.

Though the AILRSA was a category Union, it played a prominent role in the
railwaymen general strike in May 1974. As a major victory, the AILRSA
achieved the 10 hour duty per day in 1973 strike. But the Government did
not honour its written agreement. Hence there was one more strike in
December 1973 to press the Government to implement the 10 hour duty rule.
Even after 20 years the ten hour duty rule was not at all implemented. So the
Government has lost its credit in the eyes o loco running staff.

ALL INDIA GUARDS COUNCIL -

AIGC
This trade Union for Railway Guards was in existence prior to 1970 under
the leadership of Sri. Bhargava. During 1974 railway strike the AIGC with
comrade Upadhayay as General Secretary was affiliated to AIREC and took
part in the strike in 1974 and suffered victimization. Under Upadhayay the
organization spread thoughout all the nine Railways and covered 90% of the
Guards category.

The AIGC owns two storyed building named as Guards Bhavan at

Ghaziabad as their office and conference hall.

ALL INDIA SHUNTING, CABIN &

TRAFFIC ASSOCIATION –
AISC&TA

It consist of ‘D’ Group staff of traffic department with Ballygunge of

Eastern Railway as their Head Quarters. Sri. Suresh Prasad is the General
Secretary. They have very active functioning in Eastern Railway, Northern
Railway, Southern Railway. They are affiliated to AIREC. They have
participated in 1974 strike. Of late they achieved risk allowance and terrycot
uniform two sets once in two years.

ALL INDIA RAILWAY

COMMERCIAL
CLERKS ASSOCIATION - AIRCCA
It was in existence exclusively for the welfare of commercial clerks which
includes booking clerks, goods clerks and parcel clerks. Originally it was
under the leadership of Sri. Srivatsava of Western Railway. Prior to 1974
strike they affiliated to AIREC.

ALL INDIA CANTEEN STAFF ASSOCIATION -

AICSA

Prevalent in all railway affiliated to AIREC at central level.

By filing a case in supreme court theyachieved full fledged railway men
status with all privileges. In Southern Railway it is functioning under the
General Secretaryship of Mr. Sivasankaran.

DOYENS OF SOUTHERN RAILWAY TRADE UNION

Com.S.Guruswami was born on 28th September 1904 at Nathakadu in

Coimbatore District. He passed B.A. in 1925 He was an apprentice in
Bengal-Nagpur Railway Indian Labour Union for about two years from
1925 to 1927 and became the Asst.Secretary of that Union in 1927. In 1930
he gave evidence on behalf of All India Railwaymen’s Federation before the
Royal Commission on Labour called the Whitlly Commission.

In 1933, in the Railway Workshops at Perambur, there was an historical

strike from 24.10.1932 to 06.01.1933 when Com.V.V.Girl was the President
of the Union. Com.S.Guruswami played an important role for the successful
conduct of the strike which is worth remembering.

In 1937, Com.S.Guruswami was elected President of Madras and Southern

Maharatta Railway Employees Union, Perambur. He went to Geneva as a
delegate to participate in the international labour conference.

In 1942 he fought with the Railway Administration and obtatined increase

and promotion to employees of Hubil and Perambur workshop who were
kept stagnated and rotting for years together without any increase or
promotion.

Com.S.Guruswami was the General Secretary of the All India Railwaymens

Federation and then President for more than four decades. He was also the
President of M & S M Railway Employees Union from 1939 to 1957. He
was mainly responsible for bringing out First Central Pay Commision. He
had closer contact with Labour
Leaders like Com. Jamunadass Mehtha, V.V.Girl, Jaiprakash Narain and
many others, He was elected as vice president of International Labour
Organisation (ILO) in recognition of his meritorious service to the cause of
the labour. He was instrumental in bringing NFIR By merging both AIRF
and INRWF. Unfortunately the unified organization could not function for a
long time. He was called as the Father of Indian Railway Trade Union
Movement.

K.ANANDA NAMBIAR

Com.K.Ananda Nmbiar, a veteran railway Trade Union leader and

President, of the Dakshin Railway Employees Union for more than four
decades. A former member of Parliament, defeating Sri.K.Santhanam the
veteran freedom fighter and former Deputy Minister for Railways in 1952
general election, contributed much to the working class in general and
railwaymen in particular. His sacrifice will be written in golden letters in the
history of Indian Railway Trade Union movement. He is the editor of
“Thozhilarasu”

PROF.P.V.SUBRAHMANIAN

Prof.P.V.Subrahmanian, a close associate of Com.S.Gurusamy, is one of the

origigal thinkers in our midst. He is a good speaker, writer and translator. He
has translated the history of International Labour Organisation (ILO) in
Tamil containing more than 1000 pages. His book on “Jayaprakash Narayan
and the Railwaymen’s Movement”, published by J.P.Institute, Madras was
released on 08.10.81, to commemorate the day J.P. shed his mortal coil in
1979. G.RAMACHANDRAN

Com.G.Ramachandran, veteran railway Trade Union leader and one of our

elder Trade Union leaders for long years had very close association with
Com.S.Guruswami. Affectionately called GR by lakhs and lakhs of
railwaymen, he is sincerely and honestly serving the working class in
general and railwaymen in particular for the past five decades. Com.GR
undertook indefinite fast from 1.1.86
Against the exploitation of loading and unloading workers in Trichnolopoly
goods shed till the Supreme Court intervened to catch this genuine issue on
21.1.86 and thus got the status of railway employees to those workers.

K.P.RAMASWAMY

Com.K.P.Ramaswamy, a veteran Railway Trade Union leader,

affectionately known as KPR. This Septuagenerian when he was working at
Salt Cotaurs, about 50 years ago, started a work-spot staff canteen, the first
of its kind in the Railway. He organized the first and total strike at Salt
Cotarus in 1950 on the call of the Union to protest against price in the Rly
Grain shop. He was of the founder and President of All India Station
Masters Association. He was later elected as the first Central President of the
All India Railwya Employees Confederation in 1972 which was recognized
in 1977 by Janatha Govt. He was one of the members of the Action
Committee of National Co-ordination Committee for Railwaymen’s
Struggle in the historical MAY 1974, Railway strike. In reprisal of the
strike, he was compulsorily retired from service he however fought his way
back to services. He is still very active in the Railway Labour movement.
P.SIVAN PILLAI

Sivan Pillai a sincere and honest railwayman emerged from Station Master’s
category he fought for justice to station Masters against the misdeeds of the
Railway management on the Station Masters. He led 500 strong raily of
Station Masters from Madras Egmore to General Manager, Southern
Railway on ’12 Point Charter of demands’ of Station Masters. The historical
‘stay in strike’ in April 1978 conducted by Station Masters of Southern
Railway was led by him to success. He got maximum benefits to the Station
Masters such as grade wise rest giving/leave reserve, one hour over time
allowance daily for Supervisory Station Masters. He was elected as
Secretary General of AISMA during 1980 and April 1981 he conducted the
control Phone-boycott pressing ’14 point charter of demands’, in the end
achieving integration of Assistant Station Master and Station Masters into
one cadre. Having instinctive aptitude got the historic judgement of
upholding sec.37 of I.D.Act 1947 consequent of Control Phone-boycott. He
had excelled many of his senior lawyers in various legal forum by his
excellent arguments.

M.R.SABAPATHY

By his selfless sacrifice, sincerity, honesty, determination and conviction he

had served the upliftment of Loco running staff. In spite of several family
problems he continued the pay-boycott for 78 months and stood like a rock
till he got success in his DAR case and courts. He served as a President for
the All India Loco Running Staff Association.
PROFILE OF SOUTHERN
RAILWAY
3 ORIGIN AND GROWTH

Southern Railway which is the peninsular wing of the

Indian Railway was inaugurated on 14th April 1951 by merging
Madras South Maharatta, South Indian and Mysore State
Railways. Subsequently in 1966 with the formation of South
Central Railway, a portion of Southern Railway was transferred
to South Central Railway. Southern Railway now serves the state
of Tamil Nadu, Kerala, a major portion of Karnataka, part of
Andhra Pradesh and the Union Territory of Pondichery. It has a
total kilometreage of 7,021kms. Comprising of 3239 kms on
Metre gauge and 149 kms of Narrow gauge and about 14% of
country’s population covering 9.33 percent area of the country. It
has 7 Divisions located at Madras, Palghat, Bangalore,
Trivandrum, Tiruchchirappalli, Madurai and Mysore.

Being primarily a passenger-oriented railway system, the

Southern Railway carries a little over one million passengers daily.
Though the share of freight on Southern Railway is on the lower side,
the gauge conversion of important MG section to BG is expected to
increase the freight traffic considerably. At present Southern Railway
carries around 20 million tones of freight traffic annually.
 OVERVIEW

STATES SERVED - Tamil Nadu

Kerala
Karnataka
Andhra Pradesh
Pondicherry (UT)

DIVISIONS - Madras
Paghat
Trivandrum
Bangalore
Mysore
Tiruchchirappalli
Madurai

TRACK AND ROUTE KMS.

BG TRACK KMs. -5,850.45

ROUTE KMs. -3,239.18
MG TRACK KMs. -4,724.45
ROUTE KMs. -3,632.91
NG TRACK KMs. -153.22
ROUTE KMs. -148.46
FREIGHT AND PASSENGER TRAFFIC

Originating Freight Traffic

(In Million Tonnes) - 19.01

Originating Passenger Traffic

(In Million) - 318.00

ROLLING STOCK
COACHING

Passenger Coaches BG - 3,617

MG - 1,480
GOODS

Wagons 4- wheeler BG - 28,930

MG - 4,847

LOCOMOTIVES

BG Diesel - 280
Electric - 126
MG Steam - 16
Diese - 118
 Electric - 20

ELECTRIFICATION

TRACK KMs. - 10,728.12

ELECTRICAL KMs. - 2,422.00

ROUTE KMs. - 7,020.55
ELECTRICAL KMs. - 954.00

PERSONNEL

Staff Strength 1,39,308

Staff Quarters 40,983

MAJOR YARDS Tondiarpet, Erode

Shoranur
Baiyappanahalli
Irumpanam, Emakulam
Tiruchchirappalli
Milavittan, Villupuram

ELECTRIC LOCO/EMU SHEDS Arakonam, Avadi

Tambaram
DIESEL LOCO SHEDS Erode, Krishnarajapuram
 Emakualm, Tondiarpet
Golden Rock, Mysore

WORKSHOPS 1. Carriage & Wagon Workshop, Golden Rock

2. Carriage & Wagon workshop, Perambur
3. Loco Works, Perambur
4. Carriage & Wagon workshop, Ashokapuram
5. Engineering Workshop, Arakkonam
6. Signal & Telecommunication Workshop,
podanur.

A PANORAMIC VIEW OF INDIAN RAILWAYS

On 16th April 1853, India’s first railway train steamed off on a 34

kilometers 0un from Bombay to Thane and later upto Kalyan on 1ST
May 1854. The Indian Railways transport 11,000,000 passengers and
800,000 freight tones every day across 109,338 track kilometers. In the
South, the first railway line was opened on 1st July 1856 between
Vyasarpady and Walajah Road, a distance of 101 kilometers.

Electric traction was introduced on Indian Railways in 1925 and first

electric train ran from Victoria Terminus (Bombay) to kurla and
Baroda. In 1930 Bombay to Poona and Kalyan to Igatpuri. In 1931
Madras to Tambaram. The growth of Indian Railways in the past 142
years of its existence, is very phenomenal. It played a vital role in the
economic, industrial and social development of our country.

ADMINISTRATIVE SET-UP OF INDIAN RAILWAYS

The Minister of Railways is responsible for running and Management

of Railways. He is answerable to the Parliament in regard to efficient
and safe running of the Railways and their proper management. A
board of management called the Railway Board assist the Railway
Minister in his work. The Railway Board is the controlling authority in
regard to the day to day administration of Railways.

RAILWAY BOARD

The Railway board was first set up in 1905 and consists of four
members namely, Member Staff, Member Mechanical and Member
Transportation. One of these members is the chairman of Railway
Board and is the Principal Secretary to the Minister of Railways. There
is a Financial Commissioner who is responsible for all financial
matters. The work amongst the Members of the Railway Board and
Financial Commissioner is allocated subject wise.

1. ADMINSTRATIVE SET UP OF SOUTHERN RAILWAY

The Indian Railways is divided into nine Zones. The nine zones as
shown in Table

S.No. Name of Zone Head Quarters

1. Southern Madras
2. Central Bombay
3. Eastern Calcutta
4. Northern New Delhi
5. North-Eastern Gorakphpur
6. North-East Frontier Maligoan
7. South-Eastern Railway Calcutta
8. Western Railway Bombay
9. South Central Secunderabad
ORGANISATION OF RAILWAY ZONE-HEAD
QUARTERS

East zonal Railway is headed by a General Manager. The General

Manager is the Chief Administrative Head of a Railway zone. In his
administrative functions, he is assisted by two additional General
Manager, a Senior Deputy General Manager and Dy. General
Managers. The work of the entire Railway zone is divided at Head
Quarters, subject wise, and each branch so divided has its Chief, who is
directly responsible to the General Manager, for the smooth and
efficient working of his branch.

Main branches in the Headquarters of a Railway zone are as follows:

Operating, Commercial, Civil, Engineering, Mechanical, Finance &
Accounts, Personnel, Signal & Telecommunication, Electrical
Engineering, Medical, stores and Security.

ORGANISATION OF RAILWAY DIVISIONAL

OFFICE

Each Railway zone is geographically divided into various divisions or

districts with a view to achieve better control and greater efficiency.
Each zone is headed by Divisional Railway Manager who exercises
supervisory control over all the branches founctioning in a Division.
Under the Divisional Railway Manager there are Senior Divisional
Officers in each branch who are in the junior administrative rank.

The Divisional Officers are responsible for successful functioning of

their respective branches in their divisions and are assisted by senior
and junior scales officers.
 INDUSTRIAL RELATIONS AND STAGE
WELFARE

Industrial Relations on the Indian Railways remained harmonious

throughout. Regular meeting are held with organized labour under the
Permanent Negotiating Machinery and Joint Consultative Machinery. The
Corporate Enterprise Group of management and labour which is now called
as PREM ( Participation of Railway Employees in Management ) also meet
periodically at various levels providing a forum for exchange of views and
suggestions for improving the efficiency and viability of the Railways.

STAFF
WELFARE

The welfare schemes on Railways cover a wide spectrum of activities viz.

Providing educational facilities and assistance to children of Railway
employees, setting up handicraft centres for the families of Railwaymen to
learn various trades to augment the family income, financial assistance in
sickness, subsidised canteen facilities at the place of works, loan facilities,
house building advance, a comprehensive medical cover to Railwaymen
and their families during services and after retirement.
PROBLEMS OF TRADE UNIONS IN SOUTHERN RAILWAY

The Trade Unions in Southern Railway often cannot make a constructive

approach because of intensive inter-Union rivalries and multiplicity of
Unions. It has heterogeneity of membership with workers from different
areas, classes, castes and regions. The Southern Railway has two
recognized Unions and nearly more than 43 un-recognised Unions.

The problems of small size Trade Unions of Southern Railway are:

1. The strength of the number of members is small which hinders the

progress in getting the grievances redressed.
2.The unity is at stake.
3.The school of thought differs from one Union to another.
4.A decisive step with regard to ‘strike’ cannot be effectively taken owing
size of the Union.
5.Common problems of all employees are not taken care of since Union is
categorized.

FINANCIAL WEAKNESS

Some of the un-recognised Trade Unions of Southern Railway are

financially weak. The Trade Unions are not able to mobilize the finance not
because of the poverty of the employees but the employees are apathetic
towards Trade Unions and they do not want to contribute a part of their
hard earned money. Some of the members, instead of making regular
payments to the Unions, make adhoc payments if a dispute arises, which
shows ‘a lack commitment to the Union’.

The primary source of income of a Trade Union is the membership fee.

Contribution from members and donations account for about 84% of the
total income of Unions. Income derived from the sale of periodicals,
interest on investment and miscellaneous source are negligible. With
respect to recognised Unions, the finance smoothly flows to the coffers in
the following ways.

By compulsory donations
By Subscriptions
ByRaising fund by cultural activities.

MULTIPLICITY OF UNIONS AND INTER-UNION RIVALRY

Because of the betrayal in character, power and money-minded leadership

in the recognised federations in the Southern Railway, the category Unions
emerged to protect interest of the category people. There are more than one
hundred Unrecognised category Unions functioning in divisional, zonal and
all India level. These conditions will reveal the nature of the recognised
Unions and the fate of railwaymen. Though the railways has been
functioning for about 140 years, there is no specific rules and regulations to
accord the recognition to the Union. The benefit of the recognition is purely
dependent on the mercy of railway bureaucrats and not on the workers
strength and will.

Due to the multiplicity of Unions in Southern Railway there is always inter-

Union rivalries, which ultimately cuts at the very root of Unionism,
weakens the power of collective bargaining and reduces the effectiveness of
the workers in securing their legitimate rights. Trade Unions to create
rivalry among Trade Unions so that the Unions are Weakened at every
level.

THE CODE OF CONDUCT 1958

The Trade Unions in Southern railway are not all following the basic
principle of code of conduct 1958 for maintenance of harmonious intra-
Union relations because the Unions instead of working for employees cause
always works towards selfish ends.

The Trade Unions in Southern Railways have to follow the basic principles
of code of conduct for the maintenance of harmonious intra-Union relations.

OUTSIDE LEADERSHIP

Outside leadership which is acommon feature of Trade Unions in India, is

found in Southern Railway also. The outside leadership of Unions leads to
political Unionism, ( each Union having allegiance to a different political
party ) which in turn leads to the multiplicity of Unions and to intra-Union
rivalry, which causes low membership leading to unsound cinances and in
turn, lack of welfare and other constructive activities which may defuse
strength in the Unions, and so, to conduct collective bargaining effectively
and achieve the desired results.

PROSPECTS OF TRADE UNIONS IN

SOUTHERN RAILWAY

The Trade Unions in Southern railway faces very good prospects in the near
future as some of the categorical Trade Unions have co-ordinated
themselves to come under a single umbrella and it was done recently by
forming one body called All India Railway Employees Confedreation
(AIREC ) emsompassing the important categorical

Trade Unions such as All India Station Masters Association, All India
Guards Council, All India Loco Running Staff Association, Indian Railway
Ticket Checking Staff Association and other constituent units, which is
really a welcome trend in tune with the Governments latests policy of
bringing ‘One Union – one Industry’.

ONE UNION IN RAILWAYS

The scintillating slogan ‘one Union for one industry’ in general and
particularly in railways has been in the air during the past quarter of
century. But no serious attempt has been so for made to achieve this
imperative objective.
 PERMANENT NEGOTIATING MACHINERY

The permanent Negotiating Machinery was first brought into force from
1.1.1952. Prior to that there was no regular machinery for negotiating,
though periodical meetings were held with the representatives of organized
Unions, both at the Railway level and at the level of the Railway Board. A
variety of problems constantly cropped up in the management of the
Railways and to resolve them resource had to be taken to arbitration
through the machinery provided for negotiating settlement of the grievances
and problems. Conciliation through the agency of conciliation officers or
arbitration in a Labour Court or Industrial Tribunal was the only remedies
open to the Trade Unions. These arrangements were found to be not only
time-consuming, but expensive and tended to undermine the mutual
confidence o the management and labour. The necessity for joint machinery
was felt with growing strength of an organized labour and the need to
resolve the problems without having recourse to the

above remedies. It was in this context the Permanent Negotiating

Machinery was conceived on the Railway.

On 10.11.1951, Permanent Negotiating Machinery has been set up to

maintain contact with organized labour and to resolve disputes and
differences which may arise between them and the Administration in the
day-to-day working by negotiations.
The Permanent Negotiating Machinery functions on a 3 tier basis

22 First tier - at Zonal ( Railway ) level.

23 Second tier - at Railway Board level.
24 Three tier - at Tribunal level.

In the first tier, the negotiations are held at 3 levels which are indicated
below.

HEAD QUARTERS LEVEL

PNM meetings are held by General Manager with the central executive of
the recognised Union, quarterly. Chief Personnel officer will assist General
Manager and all the Heads of Departments will be present. Maximum 30
subjects will be discussed Union will be presented by 20 members.

DIVISONAL LEVEL

Divisional Railway Manager will hold the meeting with the divisional
executive of the recognised Union, once in 2 months. Sr. Divisional
Personnel Officer/Divisional Personnel Officer will assist him and all the
Divisional officers will be present Maximum 30 subjects will be discussed.
20 representatives ( maximum ) of the Union will participate.
EXTRA DICISONAL LEVEL

Extra Divisional officer will hold the meeting with the Branch Executive of
the recognised Union. Personnel Branch officer will assist other officer will
other officers. 30 subjects may be discussed. Maximum 10 representatives
will participate. Meeting will be held every 2 months.

SECOND TIER AT RAILWAY BOARD LEVEL

The PNM meeting will be held by the Chairman, Railway Board every
quarter with the recognised federations viz. AIRF and NFIR. Railway Board
Members and Directors will be present and conducted on a similar pattern
as that of zonal level ( Headquarters ) meeting. Subject on which no
decision could be taken at zonal level and policy matters may be discussed
at the Railway Board level.
THREE TIER AT TRIBUNAL LEVEL

When no decision could be taken at Railway Board’s level and disagreement

persists, and the subject matter is of sufficient importance to ment reference
to arbitration; the tribunal may be constituted. The tribunal will consist of
equal number of representatives of labour and management and a neutral
chairman. The Tribunal will make such investigations as they deem
necessary and will give their decision. It would be open to Government to
accept, reject or modify the decision of the Tribunal and where matters in
dispute affect workers under Ministries other than the Railway Ministry,
those ministries will be consulted.

JOINT CONSULTATIVE MACHINERY

The Government of India in the Ministry of Home affairs have introduced a

scheme for Joint consultative Machinery and compulsory Arbitration for
central Government employees in the year 1966. The first meeting was held
on 5.12.1966 at New Delhi.
 TABLE 4.1.2: COMPOSITION OF THE COUNCIL

official staff side

side
NATIONAL upto 25 upto 60 Presided by
COUNCIL members members Cabinet Secy.-Staff
side elects its
leader
DEPARTMEN 5 to 10 20 to 30 Head of the Dept.
TAL members members is the Chairman –
COUNCIL Term : 3 years

ARBITRATION

There is a provision in the rules that if a final disagreement is recorded

and the matter is one falling for arbitration such as dispute relating to pay
and allowances, weekly hours of work and leave. Arbitration will be
conducted by a Board of Arbitrations consisting of three members. One
member, each representing the official side and the staff side and an
independent chairman. Recommendations of the arbitration would be
binding on both the parties.
 CORPORATE ENTERPRISE GROUPS OF
MANAGEMENT & LABOUR

Corporate enterprise groups of Management and labour has been formed at

three levels on Indian Railways viz. Railway Boards levels Zonal Railway
level and Divisional level. The broad objectives of the zonal enterprise
group will be:

4 Evaluate the functioning of the railway and exchange data and

ideas on ways and means for improving the efficiency and viability of the
enterprise.
5 Apprise the investment programmes, particularly in regard to
housing and welfare service and
6 Identify areas and devise action oriented methods for
maximizing organizational effectiveness, and towards building up the image
of the Railways as a service organization.

The corporate enterprise group in Railways will discuss matters involving

improvement in the working of the railway system and would recommend
appropriate changes for improving efficiency and viability and not staff
matters including those which come within the purview of the Permanent
Negotiating Machinery and Joint Consultative Machiner.

In 1947, the Govt. of India had enacted Industrial Dispute Act, to

safeguard the interest of the working class. Simultaneously to the formation
of INTUC, in 1947 INRWF was also formed in Railways. (Indian National
Railway Workers Federation). In 1953 AIRF and INRWF joined together
and formed NFIR (National Federation of Indian Railway men) But in 1956
AIRF came out and started functioning separately.
Trade Unions of Non-Gazetted
NATIONAL LEVEL INDIAN RAILWAY LEVEL
AITUC - 1920 AIRF 1922
INTUC - 1947 INRWF – 1947
HMS NFIR – 1953 ( AIRF + INRWF )
NFIR AND AIRF - 1950

Trade Unions of Gazetted Officers

7. All India Officers Federation.
8. Indian Railway Promotee Officers Association.

Recognition of Trade Unions

Charter XXV of IREM lays down the following conditions for
recognition of the Unions.
9. The Unions must be registered under Indian Trade Union Act 1926
10. It must consist of a distinct class of Railway Employees and must
not be formed on the basis of any caste, tribe or religion.
11. All Railway Employees of the same class must be eligible for
memebership. It should not be sectional.
12. Its membership should not be less than 30% of the total number of
non-gazetted staff employed on the Railway concerned.
13. It should not engage in subversive activities.

Facilities extended to Recognised Unions

Recognition entitles the trade union to discuss with the Railway
Administration on matters of importance and right to negotiate across the
table. Special Casual Leave is given to the representatives for attending
meetings of Unions and federations and also for attending PNM, FNM
Meetings. Other benefits given to them are.
 TRADE UNION LEADER'S REACTION

To know the problems and prospects of the Southern Railway Trade Unions,
various

top level trade union leaders have been contacted and their views sought on
various

matters concerning trade unions, through interviews. Excerpts from the

interviews:

6.0.1 SRI.T.V.ANANDAN, EX.M.P.& PRESIDENT,

SRES.

Do you welcome 'one Union - one industry'?

In welcomint this objective, the purpose will not be served for the worders,
unless

there is a competitive spirit. Therefore the present system is quite

satisfacctory so that

one Union cannot monopolise according to whims and fancies.

Can we dispense with Trade Unions?

No. This is essential to tackle the problems kof worders day to day which are
not

solved by the bureaucrats because of lethargic attitude or ignoring the rule.

Trade

Union is necessary for any industry not only for the growth of the industry
but in the

larger interest of the working class.

Do you agree that strike is a weapon for getting desired results?

No. Ss long as Britishers were there in India, strike was necessary as there
was no

good relationship between the management and workers. After

Independence, we have many machineries like Permanent Negotiating
Machinery, Joint Consultative

Machinery etc., through which negotiation can be held, failing which the
problems

can be referred to the Arbitration for award.

What do you suggest to improve the functioning of Trade Unions in
Southern

Railway?

As a Trade Union, close contact with the workers, especially of workshops

and

openline is necessary to know their problems.

What do you consider is the major achievement of the Trade Union to which

you belong?

Cadre restructuring - decasualisation scheme - gangman who were literates

putting

thumb impression (LTI) to receive their salary which was changed through
negotiation

and they can now sign.

Welfare measures undertaken by your Trade Union?

Running technical trainning centre lby name Sai Technical Training Centre,
recognise
by Central Government under NCVT Scheme, where 144 students are given
training

in T.V., Radio, Electrical, Fitting and plumber trades and no collection is

made from

the students towards capitation or tuition fees. For every student, nearly
Rs.6,000 to

Rs. 7,000 is spent per year for one year which works to 12 to 14 thousand
for full

term. We are granting to the maximum of Rs.500/- to the suffering railway

employees

in dire need of financial help.

 K. P. RAMASWAMY, PRESIDENT, ALL INDIA RAILWAY
EMPLOYEES' CONFEDERATION

On One Union - One industry:

It is only theory. It is a paper tiger. It cannot be achieved.

On Strike:

Strike is a right of the worker. It should be used as the last weapon.

On categorical association:

The necessity of categorical association is out of experience of the past.

During the

company days the demand of the workers were mainly (1) more wages
(2)less number

of hours of work (3) right to lhave Union. Now the demands of the workers
have
increased. The loco drivers demand and condition of work is different as that
of the

clerk. The categorical association only can putforth their right demands.

On improvement of Trade Union in Southern Railway:

In order to improve the Trade Union the Government attitude should be

changed or

if attitude is not changed, the Government must be changed. He expressed

that the

present Trade Union is not doing the Trade Union activity but the opposite.

6.0.3 MR. K. SUBRAMANI, GENERAL SECRETARY,

SRES

On Trade Union:

In order to promote a harmonious relations between the workers and

management

Trade Union is a must. If there is no Trade Union then the workers cannot be
organised and cannot be brought under the purview of Trade Union
activities.

On One Union - One Industry:

Indiscipline has crept in and the system has been damaged due to
multiplicity of

recognised Trade Unions. If one singlel Trade Union is recognised the

working class

would have benefitted a lot. We have recently sent a report to the railway
board that

the Indian railways should adopt the one Union - one industry.

On collecting grievances:

We often go and meet the workers and collect the grievances. We conduct
gate

meeting, public meetings, besides regularly conductiong padyatri to have

man to man

contact to collect grievances.

On dual membership:
This is not a healthy one. It should be curbed by bringing certain changes
and the

Trade Unions must agree for a check off system.

We feel very proud since for last 21 years there is no major strike, there is no

stoppage of work in Southern Railway because of the positive role played by

Trade

Union in Southern Railway.

On Privatisation:

Railways want to keep the entire system as business unit and to have only
such of

those who are directly connected with running of trains. Other workers like
catering,

cleaning etc., to private agencies. Because of this exploitation of labour will

be there

and there will not be any welfare measure for the workers.
On CEG:

This gives opportunity to the labour to participate in the management. It is

now

renamed as PREM (Participation of Railway Employees in Management)

On affiliation to political party:

No. We do not have any affiliation to any political party.

On public support:

Any activities of Trade Union requires the mass support of the public. So the
Trade

Union will always have and keep in mind that their activities are given full
support by

the mass i.e., by the public and always maintain a very close rapport with the
public.

On improvement of Trade Union in Southern Railway:

Without truth no Trade Union can function effectively. Always talk truth to
the
workers. Have principles and don't give any false propaganda. If you do all
these,

ther will be a steady growth and improvement in Trade Union of Southern

Railway.

6.0.4 MR. R. JAYARAJ. THE DIVISIONAL PRESIDENT &

LIAISON, AISMA

On one Union - one industry:

I welcome one Union for one industry by secret ballot among the workers.

On strike:

Strike is the last weapon for achieving the legitimate demands of the
workers - stike

should be a legal one.

One categorical Trade Unions:

The two recognised Trade Union's attitude were very lethargic in improving
the
working condition of status of railway employees. They failed to solve the
problems

of categorical employees. AISMA has launched a total strike for 8 days

during 1978

and came out successful without any victimisation and solved their
demands. Even

the AIRF one of the recognised federation of railway has decided in the
Jaipur convention in 1976 to form their categorical association under the
banner of AIRF

because of their leadership failure to solve the problems of categories.

On management attitude to Trade Unions:

The Government of India has accepted the ILO conventions/

recommendations in

total but in implementation they never bothered even to implement a single

recommendation because it will affect their prosperity and money earning.

MR. N. SUKUMARAN. STATE ORGANISER. DAKSHIN

RAILWAY KARMIC SANGH
What is your opinion on Trade Unions?

The Trade Union should be above politics. Strike should be the last weapon
to

achieve the desired results. Whilel welcoming one Union - one industry the
one Union

should not have any political identity. In place of Pay Commission Wage
Board

should be constituted. The working conditions of the workers are very poor,
the

materials which are purchased from local purchase.

6.1 EMPLOYEES' REACTIONS TOWARDS TRADE

UNIONS

** Involvement in Trade Union activities at grass root level and

their
moral courage to comment on the functioning of leadership
 Co-operation among the Trade Union

** In railways many categories have formed their own Uonions

and have
formed a confederation in the All India levels, though this
Confederation could not rise up to the expectation, the
communication gap shouldl be narrowed eradicated and if this
Confederation is strengthened Trade Union functioning in
Southern
Railway will definitely improve.

The Trade Union should first fight for lthe basic amenities of the staff
and
improve safety measures for proper working.

** Power and influence of Trade Union should be curtailed. Trade

Union
and leaders shoud stand separate from the Administration, work
really for the welfare of the workers and not for personal gains
and
popularity. Money making through Trade Unions should not be
encouraged.

Monthly meetings should be held to get suggestions.

** Trade Unions should lbe periodically changed for effective
working.
The leaders/office bearers should often meet the staff not only to
collect donations but to apprise the achievements.

Trade Unions give voice for the general cause and to get the same
redressed.

** Trade Unions and management should have cordial relationship

with
mutual understanding.

Sincerity and devotion should be the main ideal behind every Trade
Union.

** We Should adopt one Union - one Industry policy; then only we

can
achieve some thing from Union.

Leaders should be from the serving employees. There should be no

external
leadership. Union shouldl be elected through secret ballot and
subscription
should be collected through check off system so that Union will be
useful to
redress grievances.
** Trade Union must be genluinely concerned about the welfare of
the
employees. They must not indulge in violence and other anit-
administrative measure.

Leaders must be generous and they should work for the upliftment of
the
employees. Not to fill up their pockets.

** The Trade Union leaders should be elected by employees ever

year.
There must be only one Union. All employees should be made to
vote
to nominate the Trade Union leader.

Category wise associations to protect the importance of the categor as

a whole the general necessities and grievance of the category men, affiliated
to a genuine and worthy trade Union with an unselfish leadership.

Militancy has to be curbed. Unlawful assembly of Trade Union

activities at workspot should be done away with by providing
nominated places for their activities at each unit.
 Office bearers of Unions should work with unity and win the staff for
them coming forward with their problems outwards.

Trade Union education must be given to the office bearers.

Require good, dedicated, educationally (i.e.) trustful leader to lead the

Southern Railway Trade Union.
Any Trade Union should not coerce the employees to become its
members. The choice of joining a particular Trade Union should be left
to the employees, who have reposed confiedence in it.

In order to have faith and satisfaction over the Trade Union it must
act in away to protect the basic rights, amenities and welfare of the
employees.
The retired railway people and kother outsiders outsiders and
politicians
occupying the key posts like President, Vice-President in the
recognised Unions should be dispensed with because they lack
interest in functioning and day to day grievances. Further these
people
are old and did not appreciate the modernisation and do not
tolerate
the advancement of youngsters.

To function as a Trade Union at least it must have 30% of the total

strengthof the organisation. To avoid duplication of a membership,
subscription must be recovered through the pay bill. Minimum qualification
for Trade Union office bearers should be prescribed.

Avoid fund raising dues among the employes. Can work together with
rival Unions for a common cause.

The Trade Union should not be leader based. It should be follower based and
should see the real problems of employees.

The Union must have to represent the mass problems i.e., wage
revision, weightage to service, time scale method of promotion etc
the Government.
BUDGET
1RAILWAY BUDGETS

A sample ticket; fares on the network are among the cheapest in the
world.

The Railway Budget deals with the induction and improvement of

existing trains and routes, the modernization and most importantly the
tariff for freight and passenger travel. The Parliament discusses the policies
and allocations proposed in the budget. The budget needs to be passed by a
simple majority in the Lok Sabha (India's Lower House). The comments of
the Rajya Sabha (Upper House) are non binding. Indian Railways are
subject to the same audit control as other government revenue and
expenditures. Based on the anticipated traffic and the projected tariff, the
level of resources required for railway's capital and revenue expenditure is
worked out. While the revenue expenditure is met entirely by railways
itself, the shortfall in the capital (plan) expenditure is met partly from
borrowings (raised by Indian Railway Finance Corporation) and the rest
from Budgetory support from the Central Government. Indian Railways
pays dividend to the Central Government for the capital invested by the
Central Government. A sample Indian Railway ticket File history Legend:
(cur) = this is the current file, (del) = delete this old version, (rev) = revert
to this old version. A sample Indian Railway ticket File history Legend:
(cur) = this is the current file, (del) = delete this old version, (rev) = revert
to this old version. Sansad Bhavan, The Parliament of India The
Parliament of India (or Sansad) is bicameral. Executive President Vice-
President Prime Minister Dy.
 As per the Separation Convention (on the recommendations of the
Acworth Committee), 1924, the Railway Budget is presented to the
Parliament by the Union Railway Minister, two days prior to the General
Budget, usually around 26 February. Though the Railway Budget is
separately presented to the Parliament, the figures relating to the receipt
and expenditure of the Railways are also shown in the General Budget,
since they are a part and parcel of the total receipts and expenditure of the
Government of India. This document serves as a balance sheet of
operations of the Railways during the previous year and lists out plans for
expansion for the current year. Indias general budget is presented each year
on the last day of February by the countrys Finance minister in Parliament
is the 57th day of the year in the Gregorian calendar.

A 'Rail Over Bridge' under construction in Guntur Division.

The formation of policy and overall control of the railways is vested in

Railway Board comprising the Chairman, Financial Commissioner and
other functional Members for Traffic, Engineering, Mechanical, Electrical
and Staff matters. Image File history File links Metadata Size of this
preview: 800 ?— 600 pixelsFull resolution (2272 ?— 1704 pixel, file size:
947 KB, MIME type: image/jpeg) A bridge is under construction in the
city of Guntur, India. ... Image File history File links Metadata Size of this
preview: 800 ?— 600 pixelsFull resolution (2272 ?— 1704 pixel, file size:
947 KB, MIME type: image/jpeg) A bridge is under construction in the
city of Guntur, India. Train trasit is a common mode of transportation in
Guntur City and its region.

Under Lalloo Prasad Yadav, the previously loss making Indian railways
which was under the verge of bankruptcy, made a remarkable turnaround
by reporting a cash surplus of Rs 9000 cr in 2005, which jumped to Rs
14000 cr in 2006 then again rose to Rs 20,000 cr in 2007. In 2007-08, a
cash surplus before Dividend of Rs.25,000 cr was reported.

The operating ratio has also improved to 76% (stated in 2008

budget), which is the best in the world( second placed Canada has
78.7%).In the last four years under his tenure as railway minister till 2008,
the plan size of the Railways has increased from Rs. 13000 cr to Rs. 30000
cr.Annual Plan of 2008-09 is the highest ever annual plan of the railways.
It is proposed to invest Rs. 37,500 cr, which is 21 percent more than the
previous year.

Budget Estimates-2008 for Freight, Passenger, Sundry other

Earnings and other Coaching Earnings have been kept at Rs. 52,700 cr, Rs
21,681 cr, Rs. 5,000 cr and Rs 2,420 cr respectively. Maintaining an
overall double digit growth, Gross Traffic Earnings have been projected as
Rs 81,801 cr [7] Around 20% of the passenger revenue is earned from the
upper class segments of the passenger segment (the air-conditioned
classes).
 A new challenge faced by Indian Railways is competition from low
cost airlines that has recently made its début in India. In a cost cutting
move, the Railways plan to minimise unwanted cessations, and scrap
unpopular routes. A Ryanair Boeing 737-800 A low-cost carrier or low-
cost airline (also known as a no-frills or discount carrier / airline) is an
airline that offers generally low fares in exchange for eliminating many
traditional passenger services. ...

1Current issues and upgrades

Although accidents such as derailment and collisions are less

common in recent times, many are run over by trains, especially in
crowded areas. Indian Railways have accepted the fact that given the size
of operations, eliminating accidents is an unrealistic goal, and at best they
can only minimize the accident rate. Human error is the primary cause
(83%) of mishaps. In the past, Konkan Railway route has suffered from
landslides in the monsoon season, causing fatal accidents. The only
derailment of a Shinkansen in normal operations occurred as a result of the
2004 Ch??etsu earthquake; no injuries were reported from this accident. ...
This article is about geological phenomenon. ... For other uses, see
Monsoon (disambiguation).

Outdated communication, safety and signaling equipment, which

used to contribute to failures in the system, is being updated with the latest
technology. A number of train accidents happened on account of a system
of manual signals between stations, so automated signaling is getting a
boost at considerable expense. It is felt that this would be required given
the gradual increase in train speeds and lengths, that would tend to make
accidents more dangerous. In the latest instances of signaling control by
means of interlinked stations (e.g., Chennai - Washermanpet), failure-
detection circuits are provided for each track circuit and signal circuit with
notification to the signal control centres in case of problems. This is
currently available in a small subset of the overall IR system, although
anti-collision devices are to be extended to the entire system. Aging
colonial-era bridges and century-old tracks also require regular
maintenance and upgrading.

In recent years Indian Railways has laid claim to a financial

turnaround, with (unaudited) operating profits going up substantially.
Credit for this achievement has been claimed by current Indian Railway
Minister, Mr Lalu Prasad Yadav, who asserts that he made significant
improvements in operating efficiency of goods traffic after he took over as
Railway Minister in May 2004.

The Sixth Pay Commission has been constituted in India to review

the pay structure of Government employees, and its recommendations are
expected by the end of 2008. Based on its recommendations, the salaries of
all Railways officers and staff are expected to be revised with retrospective
effect (w.e.f. January 1, 2006). If previous Pay Commissions are taken as
an indicator, this revision could be 50%, thus having an impact on present
and future Railway budgets. is the 1st day of the year in the Gregorian
calendar. ... Year 2006 (MMVI) was a common year starting on Sunday of
the Gregorian calendar. ...
Comparison of different gauges common in India with the standard one,
which is not common in Inda

The Rajdhani Express and Shatabadi Express are the fastest and
most luxurious trains of Indian Railways, though they face competition
from new low-cost airlines as the trains travel only at 130-140 km/hr (c.f.
Fastest trains in India). At least five corridors are under consideration for
the introduction of high speed bullet trains to India with expert assistance
from France. It is estimated that to modernise Indian Rail and bring it up to
international standards, would require over US$200 billion in investments.
Image File history File links Project_Unigauge_(India). ... Comfortable
interiors of a First Class AC bedroom Rajdhani Express is a passenger
train service in India introduced in 1969 providing high-speed connections
(up to 140 km/h / 87 mph, speed varies depending upon the particular track
section) from various railway stations in the capital city of New Delhi...
Shatabdi express train at Ahmedabad railway station boarding passengers
bound for Mumbai. ...

These are refreshing times for IR as it becomes more user-friendly.

Expansive and expensive plans are underway to upgrade stations, coaches,
tracks, services, safety, and security. Initially, various upgrade and
overhaul work will be performed at more than fifty stations, some of it by
private contract. All meter gauge lines in the country will be converted to
broad gauge (see Project Unigauge). New stainless steel LHB design
coaches, manufactured in India, are due to be introduced on all Rajdhani,
Shatabdi, mail and express trains by 2011. These coaches will enhance the
safety and riding comfort of passengers besides having more carrying
capacity, and in time will replace thousands of old model coaches
throughout Indian Railways. More durable and conforming polyurethane
paint is now being used to enhance the quality of rakes and significantly
reduce the cost of repainting. Improved ventilation and illumination are
part of the new scheme of things too, says Rail Bhawan (HQ in New
Delhi), along with the decision to install air brake systems on all coaches.
New manufacturing units will be set up to produce state-of-the-art
locomotives and coaches. Comparison of different gauges common in
India with the standard one, which is not common in India Project
Unigauge is an ongoing exercise of the Indian Railways to standardise
most of its railway lines towards a single 1676 mm (5 ft 6 in) wide broad
gauge network. ...

As a start, the Delhi station is being upgraded with four new stations
being built to ease the congestion. Railway authorities have invited private
companies to modernise the Delhi station in partnership with the public
sector. British firm Terry Farrell and Partners has been hired by the railway
ministry to re-design the station. The renovation of Delhi station marks the
start of government efforts to upgrade both the nation's railway stations
and its routes. The plan is to put arrival and departure areas on different
levels. Tracks will be widened, enabling a switch to faster and bigger trains
that can speed up the passenger flow. On a system-wide level, new track is
being laid, tunnels blasted out of mountains, bridges and brand new
stations being built, in remote parts of the country such as the northeastern
states and Kashmir. German, Chinese, and other foreign railway expertise
is being pressed into service in the IR makeover story, but by the same
token Indian Railways lends a helping hand to other countries' national
railways.

Sanitation in trains and stations throughout the system is getting

more attention with the introduction of eco-friendly, discharge-free, green
(or bio-) toilets developed by IIT Kanpur. This costly makeover is
expected to take up to six years (2013). Fire detection systems will be
installed on trains in a phased manner, and new rodent-control and
cleanliness procedures are also working their way into the many zones of
IR. Central Railway's 'Operation Saturday' is gradually making progress,
station by station, in the cleanup of its Mumbai division.

Base kitchens and food services across the system are also slated for
a makeover, while rail ticket booking through ATMs on select trains and
through cell(ular) phone SMS is being put in place. Channel music, TV
screens showing the latest films, and optional menus from five-star hotels
are being introduced on the Rajdhani and Shatabdi Express. The National
Institute of Design (NID) was roped in to spice up the upholstery and
coach interiors of the two high-end trains to give them a corporate designer
look. There is now competitive bidding to lease advertising space on
railway buildings, stations and some trains. Significantly, several IT
initiatives are being phased in to better handle ticketing, freight, rolling
stock (wagons), terminals, and rail traffic, including the use of Global
Positioning System (GPS) and Microsoft (MS) Windows Vista for train
tracking in real time. Senior managers, who now undergo advanced
training overseas, will soon be able to attend the new International Railway
Strategic Management Institute (IRSMI) being set up in New Delhi.

In summation, IR is changing compellingly for the better, and

contributing to the economic vitality of a sub-continent that is evolving at a
phenomenal rate, and of which it is an integral part.
LEARNING
EXPERIENCE
The Railways is the very vast organisation which consists of various zones
and their headquarters. It is the biggest organisation run by Government. It
serves the nation throughout the year and round the clock. It is considered
as a one of the cheap mode of transport.
In such a public service organisation, the area of the human resources
are taken much care for the functioning of the organisation.
In terms of the Maslow's theory of hierarchy the basic needs of the human
are the food, clothing and shelter and it goes up to the esteem needs of the
human.
For the smooth functioning of the organisation, the human resources
department called as personnel department functions in various activities
such as the recruitment process, training at the initial, on the job training,
training in safety etc in order to make the person efficient in the discharging
of their duties safely.
Second step is to provide the proper minimum wage as prescribed by
the government. The working hours called as Hours of employment
regulations, Factory act, provision of medical assistance, health units,
dispensaries, hospitals etc. Providing housing accommodation, schools for
the children, job opportunities for the spouse during the free time etc are
some of the activities done in this organisation. Issue of privilege pass and
privilege ticket orders etc.
The researcher made the specific field in the payment of salary and other
allowances. The various allowances are claimed in accordance with the
proviso of the rules as prescribed by the Government of India. These
payment are made according to the grade, post and other aspects of the
employee who is rendering their service in this workshop.
The payment of salary is made according to the payment of wages act
and factories act besides the rules of fixation of pay and other aspects of the
scale grade etc.
There are internal audit made in this office by the staff of Audit General
department nominated especially for this railway and a group of people for
this area. This enables the organisation to rectify their mistakes if any made
inadvertently.
There are some activities for the future savings in the provident fund
the deduction of amount is made so as to enable the employee to utilise the
amount in the case of exigencies like medical treatment, marriage etc for
self, family members and for the dependents.
CONCLUSION
Trade Unionism in Southern Railway has been started as early as 1919 to
redress the

grievances of its employees/members, to uplift to the socio economic status

of its

members and to provide a reasonable and happy living by taking up their

problems

to the higher authorities of the Southern Railway Administration.

THE IMPORTANT FINDINGS ARE:

* The scholar finds that the Southern Railway Trade Union has
more male members when compared to the female members.

* Off-line staff are attracted more towards the Trade Unionism.

* The majority of the members are in the age group of 39-48 ie

old members with wide experience stay in the Trade unions
for longer period.
 * Majority of the respondents are deucated.

* It is observed that 50% employees expressed dissatisfaction on the

functioning of the Trade Union.

* On line staff are more satisfied with the functioning of Trade

Unionisms when compared to off-line staff.
* It is noted that the Trade Unions are not extending their
hands during the crisis.

* It is observed that the office bearers of Trade union do

not meet the employees in collecting the grievances.

* All the employees welcome ' one union - one Industry'

policy.

* Employes are not for category wise unions.

* Most of the graduate employees are not satisfied with

management attitude towards trade unions.

* Most of the employees are not at all visiting the trade

union office.
RECOMMENDATIONS

From the analysis of data and the interview with the various Trade Union
leaders the

following recommendations are offered for the prosperity of the Trade

Unions in

Southern Railway.

The entire dissertation was aimed at dispassionately assessing the role of

Trade

Unions in Southern Railway, the problems faced by the unions, the

achievements to

their credit and the prospects for improving their effectiveness as collective
bargaining

agents.
It is a well known that Trade Unionism had its birth in the Textile Industry.
This

feature is common to most of the countries of the world. As far as our

country is

concerned the three categories of Industries where Trade Unions play a

predominant

rolel despite their inherent weakness are:

1. Textile Industry

2. Banking Industry

3. Railways.

Though multiplicity of Trade unions is a bane in the organised sectors

referred to above, nevertheless the achievements of Trade unions cannot be
lost sight of. In a country where the 'Reserve Army of Unemployed' is
present in a profound manner the achievements of Trade Unions in the
Railways in general and Southern Railway in particular are really
commendable. However there is ample scope in improving the effectiveness
of their functioning. The Trade Unions can make their presence felt in
effective and efficient manner if some of the malice affection the system is
eradicated with this and in view on totality of the circumstances ascertained
and appreciated from the source materials collected, the interviews
conducted and the analysis made the following recommendations
inevitably emerge.

1. Irrespective of the categorical colour all the Trade Unions

should unite for common causes.

2. Trade unions and the management should maintain cordial

relationship with mutual understanding and co-operation.

3. 'One Union - One Industry' policy should be adopted.

4. The leaders of Trade Unions should be from the serving

employees and external leadership should be avoided.

5. The leader should not concentrate building on their self

career instead they must work selflessly to uplift the working class.

6. The Trade Union leaders shouldl be elected by secret ballot.

7. The office bearers of the Trade Unions should be educated

with respect to their rights and responsibilities of the trade union-
vis-a-vis the employees welfare.
Funds should not be raised through coercion or by compulsion.
9. Steps should be taken to attract the on-line staff to the Trade
unions.

10. The Trade Union leaders should concentrate more on the youth
and attract them to the Trade Unions.

11. Trade Union leaders should work to the satisfaction of the

employees.

12. The office bearers of Trade Unions should often meet the
employees at their work-spot to collect grievances and for welfare measures.

If the above recommendations are adopted it would go a long way in

improving the situation. As Herold Laskey puts it "Institution is nothing
but the lengthened shadow of an individual". Therefore the effection function
of any institution or organisation or union depends on effective and efficient
leadership. The Trade Unions leaders who had taken upon this role should
realise thir responsibilities and act accordingly. If this is done Trade Unions
in Southern Railway can travel faster in delivering the goods without being
behind the schedule with. changing times.