CRS Report on Derailment of Train No 14003 at Harchandpur station on 10.10.2018

New Farakka Express derailed near Rae Bareli in Uttar Pradesh around 6 am on 10.10.2018

In the derailment at least seven people died and around 35 injured after nine coaches and the engine of the New Farakka Express (Train No. 14003) derailed near Rae Bareli in Uttar Pradesh at around 6 am on 10.10.2018. Several passengers on the train were trapped. more…

Immediate Recommendations of CRS

The Commissioner of Railway Safety , Shri S. K . Pathak conducted the enquiry and Immediate Recommendations are issued

“In accordance with Rule 3 of Statutory Investing into Railway accidents Rules issued by Ministry of Civil Aviation, after the preliminary investigation of the above subject accident and based on the facts revealed in the inquiry by the witness, followings immediate recommendations are made to Railway Administration in the interest of safety in train operation:- 

(Read below …… or click for Download)

  1. Railways should decide on a reasonable time as well as reasonable number of attempts after which a point not responding to command given from control panel is to be declared as failed. Necessary changes in data logger software should be done to log such point failure in data logger exceptional report. Action as per G&SR should be ensured after point is declared as failed.
  2. Provision of Magnetic Lock in Relay room door to keep electronic log of number of times the door is opened must be ensured in working condition at all stations having data logger. Failure of this magnetic lock shall reflect in DRM’s daily position.
  3. All the location boxes provided at each end of yard in point zone should be replaced by the location hut which should house signalling gears pertaining to various points on one end of the yard. The location huts must also be kept under double lock with one key being in the possession of SM and it should be opened by S&T staff only after following same procedure as prescribed for the relay room opening. 
    Recommendations No. 2 and 3 will ensure that there is no tempering in  signalling circuit either in relay room or in location boxes.
  4. Drivers should be trained to ensure that use of SA-9 brake (Independent loco brake) in case of emergency should not be restored to unless completely unavoidable. More particularly, SA-9 must not be used on turn outs and curves as this may exerts excessive unbalanced forces & torque due to momentum of the trailing load.
  5. Data logger terminal with report printing and simulation facility should also be available with Chief Controller Coaching in the control room so that immediate access of data is available with chief controller also.
  6. Training of Data logger architecture, usage, interpretation and report generation should be given to operating control officials.”

Conclusion of CRS report…

More or less these recommendations are already in place and Data logger is being used extensively for these purposes…

Point flashing, and point failure is being monitored through Data logger today also.

Relay Room Door lock is also being monitored through Data logger and it is part of daily position of Sr.DSTEs.

The Location huts at point zone is good recommendation but its practicality restrict the implementation of this recommendation. It wont be possible to maintain the signalling gears without the key of huts. it is always not possible to construct location hut due to site constraints. maintenance of location huts is also subjective of various other factors.

Why not operation of trains should be S&T department???

Recommendation no. 5 & 6 are basically indicates the operation of trains should be with S&T department, who has the access to data at all the times even in emergency. And also S&T department has the trained employees, who understand the  data. Basically the Chief controller of operation must have access to data and knowledge of data interpretation, which can be very well done by S&T department.  

Pre-commissioning checklist for Electronic Interlocking (EI)

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Pre-commissioning checklists for EI

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Servo Drives (P) Ltd., Hyderabad

Pre-commissioning check list Ver 2.0

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Formation of JAG Panel 25.09.2018

RB asking APARs for Batches 2007 & 2008 for JAG confirmation

After Supreme court judgement, the Seniority fixed vide RBE-33/2018 is on the way for implementation.

And RBoard has asked to all Zonal Railways and units for….

In continuation of Railway Board’s letter of even number dated 26.08.18, list of Senior Scale/IRSSE officers who are under consideration for JAG empanelment is attached. It is requested to kindly forward the complete APARs/ APAR dossiers upto March 2018 if due from your Railways. If any officer is shown as working/holding lien on some other Railway in the list but is actual working on your Railway, their APARs/APAR dossiers may also be sent.

2. While forwarding APARs for year ending Mar’09 onwards to Railway Board, it may please be ensured that a copy of the APAR has been given to the officer and the representation, if any, received was disposed of promptly and the decision of the competent authority has been indicated in the APAR. If no representations have been received from the officer within stipulated time, kindly attach the letter for the same.

3. SC/ST Status, DAR position in respect of above officer may also please be sent.

JAG Panels formed by the RB

Provision of CCTV and WiFi system at Divisional and Zonal Hospitals

The Railway Minister (MR) had reviewed the Health Care System of Indian Railway on 29.08.2018 and had decided to install the CCTV and WiFi system to monitor the CLEANLINESS and other activities of the Hospital.

The installation of WiFi system will help in exchange of patient records and in tele-medicine for better medical care of the patient.

The Tele medicine can be provided by the expert doctors from the remote place over the Internet to railway hospitals, where the experts are not available.

The Railway board (DG/S&T) has set the target date of December 31, 2018 to complete the installation of WiFi and CCTV cameras in all the Divisional and Zonal Railway Hospitals.

Do’s & Don’ts for laying of Signalling Cables

Introduction

The laying of Signalling cables require laying of various types of Cables in the station yard as per the Signalling plan. Cables which are mainly used inside the building are called Indoor cables and cable which are laid in the outdoor are called Outdoor Signalling Cables.

To drive the Point, Signal and Track Circuits cables are laid from the Relay Room to actual gear/equipment installed in the field (outdoor). Thus, the cable laying require details planning as per the yard layout and signalling scheme of the station before laying of the cables.

References:

Planning for Laying of Signalling Cables

As per the function (gear) the cables are laid. All the gears as per Signal Interlocking Plan (SIP) should be listed and marked on the Plan.

Main cable is laid directly from Relay room to  the junction boxes in the field.

Tail cable is laid from the junction box to the signalling gear like Signal, Point Machine, Track, Axle counter detection point on the track side.

Core & Cross section

Usage

6 Core × 1.5 mm2

Tail Cable

12 Core × 1.5 Sq. mm2

Tail Cable/ Main Cable

19 Core × 1.5 Sq. mm2

Main Cable

24 Core × 1.5 Sq. mm2

Main Cable

30 Core × 1.5 Sq. mm2

Main Cable

2 Core × 2.5 Sq. mm2

Track circuit 

12 Core × 2.5 Sq. mm2

Main/Tail Cable

2 Core × 16 Sq. mm2

Power cable

2 Core × 25 Sq. mm2

Power cable

2 Core × 35 Sq. mm2

Power cable

2 Core × 50 Sq. mm2

Power cable

4/6 Quad Cable (0.9 mm)

Axle Counter

Documents to be prepared for Cable laying

Cable Route Plan
Cable Core Chart
Track Crossing Plan
Location Details
CTR Details
Cable Testing Records
Meggering Report
Cable Route Plan

A foot survey along the track should be done to determine the best route for the cable.

Following shall be shown on the cable route plan:

  • Actual alignment of track
  • offsets from permanent way or permanent structures
  • Various road and track crossings
  • Crossing with power cables
  • Water and sewage mains

As far as possible low lying areas, platform copings, drainages, hutments, rocky terrains, points and crossings, shall be avoided.

 This needs approval from the division.

Cable Core Chart

This is most important activity for starting of cable laying for any station. This requires thorough understanding of signalling plan and interlocking scheme of the station, like…

  • No. of Point Machines, Signals, Track Circuits, and other equipments.
  • Type of Track Circuiting ex. DC tracks, MSDAC, AFTC etc.
  • Make of Equipments ex. different type of axle counter require different cables.

A cable core distribution plan is required to be prepared for each installation.  Detailed instructions are elaborated in below sections.

Track Crossing Plan

During laying, cables has to cross the track, thus for crossing the track either open trench is made under the track or boring is to be done under the track. As per instructions issued and for cable laying can be done as per JPO issued from the Railway Board.

Thus, the track crossing plan has to be prepared so that the P-Way Inspector can allow the track crossings of cables.

Now a days, open trench under the track is not permitted, so the track crossing by Boring Method is the only option.

Read about precautions to be taken during track crossing.
Location Details

The Location detail is prepared as per the Cable Termination  in the location boxes. It shows the information that how the functions are feed from the location box and how the cables are connected with other cables.

 
CTR Details

Cable Termination Rack (CTR) details are prepared for the termination of cables on the Cable Termination Rack.

Basically, CTR are used to connect the Outdoor (cables) with the Indoor (cables). On the CTR, Outdoor cable is connected on the one side of terminal, and the Indoor cable is connected on the other side of the terminal.

Cable Testing Records

The records of cable laying during the laying should be properly maintained in a cable laying register.

Details to be noted in columns-

  1. Type of Cable (6C, 12C, 24C, 6Q etc…)
  2. Manufacturer of Cable
  3. Cable Drum Number
  4. Length of Cable in Drum
  5. Length of Cable used/laid in the trench
  6. Top meter (reading from the cable)
  7. Bottom Meter (reading from the cable)
  8. From (Location box)
  9. To (Location box)

Meggering Report

This is also an important document, which keeps the details of cable testings. With the megger, cable must be checked for its insulation with respect to other conductors and earth as well.

So, the meggering report must be prepared “Before the Cable laying” and “After the cable laying” for all the cables.

It should be jointly tested with the openline staff and record should be maintained.

Approval of Plans

The Cable Route plan, Track Crossing Plan must be got approved from the divisional officers as well like… Sr.DSTE, Sr.DEN and Sr.DEE. If the work is being executed by the construction department then the approval from Construction officers like Dy.CE/Construction, Dy.CEE/Construction is also required in addition to divisional officers.

The Cable Core Chart, Location Details and CTR details must be approved by the executing officials i.e. SSE, JS/SS and JAG officers.

The Cable Meggering Report must be jointly signed by the openline SSE and construction SSE, if the work is being executed by the construction organisation.

Cable laying precautions

General

  • In AC electrified areas cables shall be laid underground only.
  • Cables may be laid underground, either in the trench, in ducts, in cement troughs, in pipes or in any other approved manner.
  • Cable is generally laid parallel to the track beyond Home signal with minimum deviations and on one side of the yard.
  • As far as possible, cable shall be crossed only at two locations, i.e. one crossing on each side of the yard.
  • The cable laid parallel to the track shall be buried at a depth of minimum 1.0 metre (top most cable) from ground level. Those laid across the track must be minimum 1.0 metre below the rail flanges.
  • However, in case of rocky soil, the depth may be reduced suitably.
  • For laying of tail cables the depth shall not be less than 0.50 metres.
  • In theft prone areas the cables may be laid at a depth of 1.2 metres with anchoring at every 10 metres.
  • The minimum width of manually made cable trenches shall be kept as 0.3 meters.
  • The cable shall be covered with a layer of sand or sifted earth of 0.10 metre thickness and thereafter a protective cover of trough or a layer of bricks shall be placed.
  • Normally, not more than 12 cable are to be laid in one trench.
  • It is recommended that cables are laid in RCC duct up to home signal on both side of the station and may be extended up to distant, if required. This will also help later for laying of additional cable later without carrying out trenching.
  • Before starting cabling work location boxes shall first be erected so that cable after laying is directly taken inside location box.

(a) Cable laying near the Track

(i) Outside the station limits, the cables shall generally be laid at not less than 5.5 metre from the centre of the nearest track.

(ii) Within the station limits, the trenches shall preferably be dug at a distance of not less than 3 metre from the centre of the track, width of the trench being outside the 3 metre distance.

(iii)At each end of the main cable an extra loop length of 6 to 8 metre shall be kept burried at same depth as that of cable in the same trench to ensure that cable is free from theft/outside interference.

(b) Laying of different type of cables in same trench

Cables should be laid in the following order, starting from the main track side:
i) Telecommunication cable
ii) Signalling cable
iii) Power cable
Minimum separation between telecommunication cable and signalling cables -10 cm.

The signalling cables must be separated from power cables by a row of bricks between them.

Note: As per practice in some railways, before laying of cables, stripes, dots or any other symbol may be marked throughout the outer sheath of cable with different colour for different cables. This will help in easy and quick identification of ends when cables are cut due to theft or excavation work or any other reason, thereby reducing the restoration time.

(c) Cable laying in ducts

RCC, masonry or any other approved type of ducts may be used for laying the cable. The ducts shall have suitable covers and shall rest on walls of duct.

(d) Laying cable in solid & rocky soil

  • In the rocky ground the cable shall be laid normally on layer of sifted earth of 0.05 metres thickness previously deposited at the bottom of the trench. Cable shall be covered with the layer of sand or sifted earth of 0.1 metre thickness.
  • Alternatively, concrete/GI/CI/PVC/DWC-HDPE pipe shall be used if number of cables is small.
  • If number of cables is large, RCC duct shall be used.
  • A row of bricks shall be placed lengthwise on the top and jointed with cement mortar and a layer of concrete with cement plaster.

(e) Laying in special soil condition

If it is unavoidable to run cables through abnormally high acidic or alkaline soil or through sewages, cables may be laid in the concrete/GI/CI/PVC/DWC-HDPE pipes

(f) Cable laying in residential area

The cable shall be specially protected on both sides up to a distance of about 300 metres beyond the building line, protected by means of concreting of 50 mm.

(g) Cable laying in large yard and suburban area

Main signalling cable shall be laid in RCC ducts/DWC-HDPE pipes.

Tail cables shall be laid through DWC-HDPE pipes of suitable sizes and buried in trenches at a depth of not less than 1000 mm from ground level.

(h) Track crossing


How track crossings should be done.

  • As far as possible, cable shall be crossed only at two locations, i.e. one crossing on each side of the yard.
  • When a cable has to cross the track, is shall be ensured that.
  • The cable crosses the track at right angles;
  • The cable does not cross the track under points and crossings and
  • The cable is laid in concrete/GI/CI/PVC/DWC-HDPE pipes or suitable ducts or in any other approved manner while crossing the track.
  • Cable laid across the track must be 1.0 metre (minimum) below the rail flanges.
  • No digging shall be done below the sleepers. Digging work while crossing a track shall be done between sleepers in the presence of a Railways representative.

(i) Road Crossing

The cable is laid in concrete/GI/CI/PVC/DWC-HDPE pipes, suitable ducts or in any other approved manner while crossing the road at the depth of 1 metre from the ground level. It shall extend 1 metre (minimum) on each side of the road keeping in view the future increase of width of the road.

 

  • Suitable precautions may be observed while laying of pipes and refilling the trench depending upon the type of road (e.g. heavy or light traffic, broad or thin) so as not to block the road traffic for a longer period.

 

  • Whenever a cable is laid across an important road, particularly one with a special surface, a spare pipe may be laid, through which a cable can be drawn when required. It will be advantageous to leave a lead wire of G.I. wire in the pipe for drawing the cable in future.

(j) Cable laying on bridges/culverts

Wherever practical, the cable may be taken underground across the drain bed at a suitable depth for crossing small culverts with low flood level.

 

  • Where cable may not be taken underground across the drain bed, cable shall be taken on the culvert through GI/DWC-HDPE pipe of suitable sizes.

 

  • When cables have to cross a metallic bridge, they shall be placed inside a metallic trough which may be filled, as an anti-theft measure, with sealing compound. The cable shall be supported across the bridge in a manner which would involve minimum vibrations to the cable and which will facilitate maintenance work.

 

  • In case of arch bridges, cable shall be taken through GI/DWC-HDPE pipes on top of the arch adjoining the parapet wall. The pipe shall be covered with ballast.

(k) Laying near to sleeper

In places where cables are to be laid within 1 metre from sleeper end, digging beyond 0.50 metre shall be done in the presence of an official from Engineering Department, and the laying of the cable and refilling of trench shall be done with least delay. Laying may be undertaken under block protection as needed.

(l) Jumper cables for track circuits

  • Jumper cable should be tied with the nearest sleeper, on wooden sleepers using iron clamps/hook and on PSC sleepers using clamps.
  • Cable shall be buried underground in the line of sleeper and taken to TLJB, where sleeper ends.
  • Wherever required, cable may be laid in DWC-HDPE pipe.
  • Jumper cable shall be laid at least 0.5 metre below ground level excluding ballast depth.
  • Jumper cable shall be laid neatly in squared manner and shall not be kept in loose coils above the ground near TLJB.
  • Top surface of TLJB shall not be 1 feet above rail level.

(m) Cable laying in monsoon season

It is not advisable to lay cables in monsoon. When however cable laying is necessary during the monsoon season, the cable ends shall be inserted in a pipe sealed at one end and the pipe buried. Termination work shall be started only when there is likelihood of a clear weather for three or four days.

(n) Entry of cable at cabin, relay room, location boxes etc.

  • All cable entry points in cabin, relay room, battery room, SM’s room, location boxes, location huts, junction boxes, etc. must be closed with suitable masonry works, sand covered and plastering/RCC slab to prevent entry of rats etc.
  • Cable shall be protected on both sides up to a distance of 10 metre beyond building line of cabin, relay room, battery room, SM’s room and 1 metre beyond location boxes, location huts, junction boxes etc.

The cable must not press against the edge of the solid support where the bed changes from solid support such as a foundation/masonry to soft support such as soft soil. The soft soil near the edge must be tamped and the cable raised slightly.

(o) Cable termination

All the core of the cable (used or spare) shall be terminated on approved type terminals in cabin/SM’s office or apparatus cases. Each core so terminated will be provided with identification ferrules with letters or/numbers embossed on them as per requirement of circuitry.

Termination of signalling cable on CT rack in relay room and in location boxes shall be done duly using identification marking on cable and on conductors/terminals. A proper marking and termination practice ensures quick and easy restoration during failures.

(p) Testing of cable

Before the cable is laid in the trench, a visual inspection of cable shall be made to see that there is no damage to the cable. It shall be tested for insulation and continuity of the cores. Thereafter, the cable shall be laid into the trench. Record of insulation and loop resistant must be maintained.

(q) Supervision of cable laying

  • The work shall be supervised at site personally by an official of the Signal & Telecommunication Department not below the rank of a JE/SE/SSE (Signal).
  • Orders will be given by the Inspector in charge only. He will be assisted by others at vulnerable places to inform him of the position and possible danger.
  • All concerned staff shall have full knowledge of their duties and the material handled by them.
  • No work shall be started unless all types of materials, tools consumable materials and staff are available. Location boxes and junction boxes shall be in position. If the cable ends are left in the ground unattended, damage is likely to take place.
  • Following record shall be maintained by JE/SE/SSE in-charge of the work/section:-
    • Cable route plan
  • Cable distribution chart

(iii)Cable termination diagram

  • Cable Testing Record : Summary Sheet, including supply details etc.

(r) Special requirements in 25 kV AC electrified area

  • Only unscreened cable shall be used.
  • Screened signalling cable may be used on signalling installations where screened cable is already in use and site condition demand its further use.
  • PVC insulated PVC sheathed and armoured unscreened cable to an approved specification (IRS-63) shall be used for carrying signalling circuits. Only approved type (IS-1554) power cable shall be used for signalling purposes.
  • The screened cable, if used, shall be PVC insulated, armored and to an approved specification IRS S-35.
  • The cable shall be so laid that it is not less than one meter from the nearest edge of the mast supporting the catenary or any other live conductor, provided the depth of the cable does not exceed 0.5 meters. When the cable is laid at a depth greater than 0.5 meters, a minimum distance of 3 meters between the cable and the nearest edge of the O.H.E structure shall be maintained. If it is difficult to maintain these distances, the cable shall be laid in concrete/heavy duty HDPE/Ducts or any other approved means for a distance of 3 meters on either side of the Mast. When so laid, the distance between the cable and the mast may be reduced to 0.5 meters. These precautions are necessary to avoid damage to the cable in the event of the failure of an overhead insulator.
  • In the vicinity of traction sub stations and feeding posts, the cable shall be at least one metre away from any metallic part of the O.H.E and other equipment at the substation, which is fixed on the ground, and at least one metre away from the substation earthing. In addition, the cable shall be laid in concrete or heavy-duty HDPE pipes/or other approved means for a length of 300 meters on either side of the feeding point. As far as possible, the cable shall be laid on the side of the track opposite to the feeding post.
  • In the vicinity of the switching stations, the cable shall be laid at least one metre away from any metallic body of the station, which is fixed in the ground, and at least 5 meters away from the station earthing. The distance of 5 meters can be reduced to one metre provided the cables are laid in concrete pipes/ heavy-duty HDPE pipes/ducts or any other approved means.
  • Where an independent Earth is provided for an OHE structure, i.e. where the mast is connected to a separate Earth instead of being connected to the rail, the cables shall be laid at least one metre away from the Earth.
  • Where there are O.H.E structures along the cable route, the cable trenches shall as far as possible, be dug not less than 5.5 meters away from the centre of the Track.
  • In a cable run, the number of circuits carrying 300V at any given instant shall not exceed three.

The PM agrees for 100% Electrification of Indian Railways

 100% electrification of Indian Railways by 2021-22

The Prime minister led Cabinet Committee on Economic Affairs (CCEA) on 12.09.2018 approved 100% electrification of Indian Railways. The Railway Minister Sh. Piyush Goyal announced that all the Broad Gauge (BG) lines will be Electrified by the year 2021-22.

 Electrification of 13,675 RKM with a cost of Rs. 12,134.50 Crore

The Cabinet Committee on Economic Affairs(CCEA), has approved the proposal for electrification of complete Indian Railways (IR)  network comprising of 108 sections covering 13,675 route kilometres of Broad gauge railway line at a total cost of Rs.12,134.50 crore.

Indian trains primarily run on electricity or diesel. Currently, around two-third of freight and more than half of passenger traffic in Indian Railways are hauled by the electric traction (electric locos). However, electric engines are very cost effective and accounts for just 37% of the total energy expenses of Indian Railways.

 Electrification of important missing links of major routes

The major routes on Indian Railways network have already been electrified and are operational. But some of the important link connecting major routes are still non electrified. The proposed electrification, which is mainly for missing links and last mile connectivity will increase the operational efficiency and improve the average speed of trains.

 Futuristic step will save revenue of Govt and Environment

The rail minister said once the project is completed, Railways may become the largest electrified rail network in the world. Besides, complete electrification of broad gauge routes will have a significant impact on safety, capacity and speed. It will reduce pollution and make railways faster and safer.

  • Railways is likely to save in Fuel bill of Rs 13,510 crore per annum.
  • Will generate employment of about 20.4 crore man days.
  • Reduce the use of imported fossil fuels and consumption of high speed diesel
  • Reduce the expenditure on maintenance of locomotives
  • Reduction in Green House Gases (GHG) emissions

In a press statement Railways said that the step will also help it to reduce expenditure on maintenance of locomotives. Electric locomotive maintenance cost is ₹16.45 per thousand gross tonne km (GTKM), while for diesel locomotive it is ₹32.84 per thousand GTKM.

 Divergent views over Electrification of Indian Railways

In the last CCEA meeting, The Prime Minister himself was against the 100% electrification of Railways, and turned down the proposal of Rail Minister Piyush Goyal. But a vocal supporter of 100% electrification, Piyush Goyal succeeded  to convince the Prime Minister.

The time will tell the benefits of this huge expenditure over electrification of rail network. But one thing is clear that direction is clear from the top management.

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 What will be the future of Diesel traction ??

The Rail Minister said that there are numerous possibilities on what to do with them (diesel engines) in the light of the changed traction policy of the Railways.

Minister further added that “We will need (diesel) engines for back-up whenever there is any problem in the electric system. We will need diesel engines in the border areas. We can look at exporting these engines also. So various opportunities and possibilities are there”. Goyal also said that the diesel engines would be converted into electric ones during the periodic overhaul of each engine, so that the diesel fleet gradually turns electric.

DoPT cannot issue binding circulars upon the Railways. Railways can frame own Rules.

The Department of Personnel and Training (DOPT) is the Nodal Agency to form the service rules for all the Group-‘A’ services of all the Government Ministries and Department. However, Railway also has the Indian Railways Establishment Manual (IREM).

In a legal legal battle between promotees and direct recruits, the Supreme Court has held that the Railways is not bound by the memorandum issued by the Department of Personnel and Training (DoPT) and are empowered to frame its own rules to lay down the service conditions of its employees.

“We also hold that the IREM has statutory force and has been issued in exercise of powers vested under the proviso to Article 309 of the Constitution.”

 Whether the Railways is bound by the rules framed by the DoPT?

Whether the Railways is bound by the rules framed by the DoPT or it can frame its own rules and whether the IREM has statutory force? The question has been clarified by a three-judge bench of Justice Madan B. Lokur, Justice S. Abdul Nazeer and Justice Deepak Gupta of Supreme Court.

In Prabhat Ranjan Singh vs. R.K. Kushwaha case, SC held that the Indian Railways Establishment Manual (IREM) has statutory force and has been issued in exercise of powers vested under the proviso to Article 309 of the Constitution.

 DoPT cannot issue binding circulars upon the Railways

Referring to Allocation of Business Rules, 1961, the bench said the Railways is specifically excluded from the ambit of the scope of business allocated to the DoPT, whether it be for classification of posts, recruitment of ministerial staff, appointment of non-Indians to civil posts, fixing of service conditions, including conduct rules, general policy regarding retrenchment and revision of temporary service of the Railways etc., and as such the DoPT cannot issue binding circulars upon the Railways.

“We may make it clear that if the DoPT issues a circular and the Railways specifically accepts the circular or makes it applicable, then such a circular may apply but if the circular is not made specifically applicable then it has no force so far as the Railways and its employees are concerned,” the bench said.

The Supreme Court also said Allocation of Business Rules, 1961, while allocating business to the Ministry of Railways, power has been given to it to deal with all matters, including those relating to revenue and expenditure, and, therefore, the Ministry of Railways has the power to lay down conditions of service for its employees.

Taking note of various communications with regard to the IREM, the bench observed that all of them make a mention that they have been issued in exercise of powers conferred by proviso to Article 309 of the Constitution. “This leaves no manner of doubt that the rules under IREM Vol.1 are also statutory rules.”

 Inter-se seniority of Direct and Promotee officers

With this judgement of Supreme court, the inter-se seniority of Direct and Promotee officers of will be as per RBE-33/18 order. to know about the seniority list for all the department.

 Read full judgement

R K Kushwaha Judgement: Promotion of promotees and direct recruits

In R K Kushwaha V/s Railway case, the Supreme court given its final judgment on 07.09.2018, and after reading the court order, it may be concluded that the case was not in favour of Direct officers at all. 

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The Supreme Court dispose of the appeal of Direct recruits by holding that the CAT had only directed that instead of ‘DITS’, the ‘year of allotment’ should be the determining factor/criteria for determining the inter se seniority.

In a legal battle between promotees and direct recruits, most importantly the Supreme Court has said that DoPT Rules don’t apply to Railways. Further, the Court has held that the Railways is not bound by the memorandum issued by the Department of Personnel and Training (DoPT) and are empowered to frame its own rules to lay down the service conditions of its employees.

We also hold that the IREM has statutory force and has been issued in exercise of powers vested under the proviso to Article 309 of the Constitution.

The CAT rightly dismissed the contempt petition holding that the entire discussion with reference to N.R. Parmar’s case was regarding removing the arbitrariness due to ‘DITS’ and bringing it in line with the concept of vacancy year/allotment year which does away with the problem.

However, SC has mentioned about Rule 334 several times, and also said that it will not examine it as it was not asked to. It is only because direct recruits had nowhere ever challenged the validity of the rules granting weightage of 5 years service while granting seniority to promotees. Thus, direct recruit can still challenge the Rule 334 of ante dating as it is yet to pass the judicial scrutiny.

Seniority list circulated by board after CAT-Patna order

Another thing which supreme court have mentioned that, the work of promotees before promotion & after viz a viz direct officers are same and due to this reason, they are given antedating seniority.

Download the SC order 22733_2017_Judgement_07-Sep-2018


Order of Supreme Court dated 07.09.2018 reproduced below

REPORTABLE IN THE SUPREME COURT OF INDIA

CIVIL APPELLATE/ORIGINAL JURISDICTION

CIVIL APPEAL NO(S). 9176 OF 2018 (@ SLP (C) NO(S).22444 OF 2017)

Prabhat Ranjan Singh & Anr. …. Appellant(s) Versus

R.K. Kushwaha & Ors.

… Respondent(s)

WITH
CONTEMPT PETITION (C) NO. 717 OF 2018

IN SLP (C) NO(S).22444 OF 2017

CONTEMPT PETITION (C) NO. 732 OF 2018 IN SLP (C) NO(S).22444 OF 2017

SLP (C) NO(S). 4144 OF 2018 T.C. (C) No. 52 OF 2018

JUDGMENT Deepak Gupta J.

1. Leave granted in appeal arising out of SLP (C) No(s). 22444 of 2017.

2. This is yet another battle, in the seemingly never ending war between promotees and direct recruits.

3. In the Indian Railways, there is a service known as the Indian Railway Service of Signal Engineers (for short ‘the IRSSE’). This is a Group­A service. Recruitment to the service is by two modes – 50% by direct recruitment and 50% by promotion from amongst Group­B officers in the feeder services. The direct recruits are selected through an examination conducted by the Union Public Service Commission (for short ‘the UPSC’).

4. On 23.10.2007, the Ministry of Railways issued a requisition to the UPSC for filling up vacancies in the Group­A service. The test was to be conducted in the year 2008 and the recruitment was known as the Engineering Services Examination, 2008. Shri R.K. Kushwaha, hereinafter referred to as ‘the direct recruit’, was successful in the said examination. He was duly selected and joined service on 14.12.2009. Some officers, who were working in the Group­B service of the Signal and Telecommunication Department of the Indian Railways were promoted vide order dated 12.08.2014 to Group­A service with effect from 08.05.2014. These officers were given benefit of weightage of 5 years of service rendered in Group­B service in terms of Rule 334 of the Indian Railways Establishment Manual (for short ‘the IREM’), Vol.1 and their relevant date for fixation of seniority was fixed as 08.05.2009.

5. The relevant portion of the order dated 12.12.2014 fixing the seniority of the 87 promotee officers reads as follows:

“2.All the 87 officers will be placed in the seniority list below the junior most direct recruit (DR) IRSSE officer of Engineering Service Examination (ESE) 2007 batch (earliest date of joining 15.12.2008), and above the senior most Direct Recruit IRSSE officers of Engineering Service Examination of 2008 batch (earliest joining 14.12.2009), whose inter­se seniority has already been circulated.”

Resultantly the promotee officers were placed en bloc senior to all the direct recruits.

6. Shri R.K. Kushwaha, a direct recruit, filed O.A. No. 050/00260/2015 before the Patna Bench of the Central Administrative Tribunal (for short ‘the CAT’) challenging the seniority given to the promotee officers vide order dated 12.12.2014. The petition was disposed of vide order dated 01.04.2015 directing the Chairman of the Railway Board to consider the representation of Shri R.K. Kushwaha dated 19.03.2015 within a period of two months. The Chairman vide speaking order dated 09.06.2015 rejected the plea of Shri R.K. Kushwaha to fix the seniority of the direct recruits from the date of sending of the requisition. According to the Chairman, the seniority of the Junior Scale, Group­A officers of the eight organised railway services including the IRSSE was to be fixed in terms of the provisions contained in the IREM Vol­1 which had the approval of the President under Article 309 of the Constitution of India.

7. Shri R.K. Kushwaha thereafter filed a fresh O.A. being O.A. No. 460 of 2015 claiming the following reliefs :

“8.1 That your Lordships may graciously be pleased to quash and set aside the impugned orders dated 09/12.06.2015 passed by the Respondent No.1 together with order dated 12.12.2014 passed by the respondent No. 4 as contained in Annexure A/8 and A/4 respectively which are contrary to the order passed by Hon’ble Supreme Court of India in NR Parmar Case and DOPT OM dated 04.03.2014 as referred to above.

8.2  That your Lordships may further be pleased to direct the respondents to recast the seniority list afresh on the basis of principle laid down by Hon’ble Supreme Court of India in NR Parmar Case and DOPT OM dated 04.03.2014 as referred to above without any further delay.

8.3  That the Respondents further be directed to issue Corrigendum/amendment/Correction slip in Indian Railway Establishment Manual Volume­1, henceforth in view of new Guidelines/directives of DOPT OM dated 04.03.2014 as contained in Annexure A/11 which is based on the principle/law laid down by the Hon’ble Supreme Court of India in NR Parmar Case regarding fixation of inter­se­ seniority between Direct Recruitees and Promotees Officers.

8.4  That the Respondents further be directed grant all consequential benefits in favour of the applicant including promotion in JA Grade on the basis of his seniority as per the principle laid down by Hon’ble Supreme Court of India in NR Parmar Case and DOPT OM dated 04.03.2014 as referred to above.

8.5  Any other relief or reliefs including the cost of the proceeding may be allowed in favour of the Applicant.”

8. It would be pertinent to mention that none of the promotee officers was made a party in this O.A.. Arguments were heard and judgment was reserved in the matter. Thereafter, Shri Prabhat Ranjan, who was a promotee and also the General Secretary of East Central Railway Promotee Officers Association, East Central Railway at Hajipur filed an application for impleadment. The application was taken up on 05.02.2016 and the same was allowed. The judgment which had been reserved for pronouncement was de­reserved and on the same day, the CAT heard all the parties and again reserved judgment. Liberty, however, was given to the parties to file written arguments. The CAT vide its order dated 03.05.2016 partly allowed the O.A.. It rejected the prayer of Shri R.K. Kushwaha that the direct recruits were entitled to get seniority from 23.10.2007 the date on which the requisition for filling up the direct vacancies was sent, on the ground that the case of Union of India vs. N.R. Parmar & Ors.1 was not applicable in as much as the reference to the 1 (2012) 13 SCC 340 year of requisition is always with reference to the vacancy year. If the vacancies are notified well in advance and requisition made earlier to arising of the vacancies, the direct recruits cannot get or claim benefit of seniority from the date of requisition.

9. The case of the direct recruit was that the principle laid down in N.R. Parmar’s case (supra) had been recognized and

implemented by the Department of Personnel and Training (for short ‘the DoPT’) in its circular dated 04.03.2014. As per him, since requisition was issued on 23.10.2007, he should be granted seniority from the said date. The CAT held that the case of the direct recruit that he should be given seniority from 23.10.2007 is not acceptable.

10. In our view, this was, in fact, the only relief claimed by the direct recruit in his O.A. and the matter should have ended there. However, the CAT went on to examine the speaking order passed by the Chairman, Railway Board dated 09.06.2015 and examined the same in the context of the DoPT circular dated 04.03.2014 and the judgment of this Court passed in the N.R. Parmar’s case (supra).

11. The case of the Railways as well as the present appellant, who was the intervener in the O.A. was that their seniority had to be fixed in terms of the IREM Vol­1, which provided that the promotees were to be given a maximum of 5 years weightage in terms of Rules 327 to 341. It is not necessary to extract all the rules. It would suffice to note that Rule 328 provided that the seniority of officers appointed to various Group­A services in the Indian Railways shall be determined on the basis of ‘date of increment in the time scale (DITS)’ which is to be determined in accordance with certain laid down principles. In the case of direct appointment, pursuant to an examination conducted by the UPSC, the DITS is to be reckoned from the date of commencement of earning increments in the regular scale. Rule 334 provides that in case of Group­B officers permanently promoted to Group­ A services, the DITS of the above officers would be determined by giving weightage. The said rule reads as follows:

“334 In the case of Group ‘B’ officers permanently promoted to Junior Scale of Group ‘A’ services:

  1. (1)  xxx xxx xxx
  2. (2)  If two or more than two officers are promoted on the same date, the following method shall be followed to determine their inter­se seniority within the Railway:­
  1. (i)  The relative seniority of officers of each Railway shall be in the order of their position in the panel for that Railway.
  2. (ii)  The DITS of the above officers, shall be determined by giving weightage based on:

(a) the year of service connoted by the initial pay on permanent promotion to Group ‘A’ service; or

(b) half the total number of years of continuous service in Group ‘B’, both officiating and permanent;

whichever is more, subject to a maximum of 5 years; provided that the weightage so assigned does not exceed the total non­fortuitous service rendered by the officer in Group ‘B’.”

12. Before the CAT, it was urged by the Railways and the intervener that N.R. Parmar’s case (supra) was not applicable because weightage of 5 years, as additional years of seniority was to be given to the promotees and in this behalf reference was also made to the Indian Administrative Service (IAS) (Regulations of Seniority) Rules, 1987 wherein also State Civil Service Officers who are inducted into the IAS are given some weightage while fixing their ‘year of allotment’. The CAT held that in the scheme of IAS any vagaries or arbitrariness due to the date when the recruitment process is completed is removed whereas in the railways reference to seniority and inter se seniority on the basis of DITS is subject to unintended delays in the completion of one recruitment process or the other and this may even be due to human manipulation. The relevant portion of the order dated 03.05.2016 of the CAT reads as follows:

“19…….Therefore, the basic philosophy of NR Parmar of removing arbitrariness because of date on which an action is completed with respect to the two streams holds good in this case also. Policy making is within the domain of the Executive, but this has to be reasonable and rational. Since there is obvious scope for arbitrariness in the Railways policy, we have to intervene in judicial review. The Railways must align their policy in consonance with this fundamental philosophy of N.R. Parmar.

20. Another serious anomaly we find from the respondents action is that while the ratio described for the DR and the promotees is 50:50, they have over the years inducted promotees about three times the number of direct recruits. In the representation before the Chairman, Railway Board, the applicant has shown that from the year 2001 to 2007 against 95 direct recruits, 376 promotees have been inducted. The chairman, railway Board has justified this on the ground that as per the government instructions, direct recruitment was curtailed to one­third for those years. Such government instructions cannot alter the basic principle of laid down ratio between the DR and promotes. If downsizing was the objective, this has to be done keeping the ratio between DR and promotees intact. ……..

  1. xxx xxx xxx
  2. Thus, the provisions of the IREM determining

inter se seniority based on DITS are clearly flawed and arbitrary. Accordingly, we quash and set aside the impugned orders dated 9/12.6.2015 (Annexure A/8) and date 12.12.2014 (Annexure A/4) being contrary to the underlying principle emerging from the Hon’ble Apex Court judgment in N.R. Parmar case as well as DOPT guidelines in this regard, which mandate that wherever it is considered necessary to follow different principles for inter se seniority, consultation should be made with the DOPT. The respondent are directed to recast the seniority afresh and take necessary action to make corrections in the IREM in the light of the aforesaid observations within a period of four months from the date of receipt/production of a copy of this order.”

13. Shri Prabhat Ranjan Singh challenged the order of the CAT before the Patna High Court by filing Writ Petition No. 10669 of 2016 along with one Shri Girish Kumar. This petition was dismissed vide order dated 12.05.2017 and one of the main grounds for dismissal of the petition was that the circular of the DoPT dated 04.03.2014 was binding on the Railways. The Patna High Court went on to hold that the IREM is not statutory in nature and is only a codified set of guidelines. It further went on to hold that the power of the Railways to frame rules under Rule 201 of the Indian Railway Establishment Code (for short ‘IREC’), which is statutory in nature, is only confined to Group­C and Group­D posts. Therefore, the Railways are bound by the OM issued by the DoPT. This judgment has been challenged by Shri Prabhat Ranjan Singh.

14. It would also be pertinent to mention that pursuant to the direction issued by the CAT on 03.05.2016, the Railways amended Rules 327 to 341 of the IREM Vol­1 by removing reference to ‘DITS’ and introduced the concept of ‘year of allotment’. According to the Railways, as per the amended rules inter se seniority between direct recruits and promotees shall be determined and fixed on the basis of ‘year of allotment’ and not on the basis of ‘DITS’. The amendment is applicable in all cases of fixation of inter se seniority of promotee officers from the panel of 2012­2013 onwards and for Direct Recruit 2006 examination onwards. Thereafter, the seniority has been re­fixed and only the promotee officers, who have been allotted 2008 as the ‘year of allotment’ have been given seniority over the direct recruits and those promotee officers who have been allotted 2009 as the year of allotment have been ranked en bloc junior to the direct recruits of the year 2009. Thus, the anomaly pointed out by the CAT has been removed and the system which is followed in the IAS is being applied even in the Railways.

15. This development took place on 05.03.2018, during the pendency of this petition. According to the direct recruits, the action of the Railways in placing some of the promotee officers above the direct recruits was violative of the order of the CAT and they, accordingly filed contempt petition no. 050/00070/17 before the CAT which was dismissed vide order dated 02.04.2018. The CAT held that in its order the reference to N.R. Parmar’s case (supra) was regarding removing the arbitrariness due to ‘DITS’ and bringing it in line with the concept of ‘vacancy year/allotment year’, which does away with the problem and the revised policy after amendment fixes the ‘allotment/vacancy year’ for fixing the seniority and not ‘DITS’. It also held that since this Court is seized of the matter, the parties can place their grievance regarding the legality of the revised policy before us. The contempt petition was dismissed.

16. Aggrieved by the order of the CAT, the direct recruit filed writ petition being CWJC No. 6489 of 2018 (R.K. Kushwaha v. Union of India & Ors.) before the Patna High Court for quashing/setting aside the order dated 02.04.2018 passed in the contempt petition. Vide order dated 03.05.2018, we have transferred the aforesaid writ petition to this Court.

17. We have heard learned counsel for the parties. Before us Shri P.S. Patwalia, learned senior counsel for the appellant (Prabhat Ranjan Singh) submitted that the petition has been rendered infructuous in view of the amendment to Rules 327 to 341 of the IREM Vol­1. He, however, submitted that the observations made by the CAT and the High Court that the DoPT circulars are binding on the Railways and that the observations of the Patna High Court that IREM has no statutory force are wrong and are liable to be set aside. On the other hand, Shri Mukul Rohatgi and Shri Guru Krishna Kumar, learned senior counsel appearing for the direct recruits submitted that the IREM, which provided for giving weightage in seniority to the promotees, was set aside by the CAT. Therefore, by still continuing to give weightage to the promotees the contemnors have committed contempt of order of the CAT. It has also strenuously been urged before us that the rules which provide for giving weightage to the promotee officers are totally illegal and arbitrary. Shri Maninder Singh, learned Additional Solicitor General submitted that the Railways are empowered to frame their own rules. According to him, even the IREMs are issued with the concurrence of the President of India in terms of Article 309 of the Constitution of India and framed under the Constitution of India.

18. In our view, the following issues arise for decision:

I Whether the Railways is bound by the rules framed by the DoPT or it can frame its own rules and whether the IREM has statutory force?

II Whether Shri R.K. Kushwaha, the direct recruit had laid challenge to the rules, which provide for giving weightage in the seniority to the promotee officers?

III Whether the findings of the CAT in respect of N.R. Parmar’s case (supra) was limited to removing the arbitrariness only in respect of ‘DITS’?

IV Whether by issuing the memorandum dated 05.03.2018 amendment/modifying rules 327­341 the Railways have violated the order issued by the CAT?

I Whether the Railways is bound by the rules framed by the DoPT or it can frame its own rules and whether the IREM has statutory force?

19. The CAT, in its order, held that the Railways are bound by the DoPT circulars. The High Court of Patna has gone further and has come to the conclusion that the Railways have no jurisdiction to frame rules for Group A & B services. The High Court has further held that the IREM rules are not statutory in nature and are only guidelines having no binding force. On the other hand learned senior counsel for the UOI has drawn our attention to the Government of India (Allocation of Business) Rules 1961 framed under Clause 3 of Article 77 of the Constitution of India. Under these Rules business has been allocated to different departments. As far as the DoPT is concerned the relevant portion reads as under:­

“I. RECRUITMENT, PROMOTION AND MORALE OF SERVICES

1. ……..

2. General questions relating to recruitment, promotion and seniority pertaining to Central Services except Railways Services and services under the control of the Department of Atomic Energy, the erstwhile Department of Electronics, the Department of Space and the Scientific and Technical Services under the Department of Defence Research and Development.

  1. ………..
  2. General policy matters regarding classification of

posts and grant of gazetted status in relation to Services other than Railway Services.

5. Recruitment of ministerial staff for the Government of India Secretariat and its attached offices except that for the Department of Railways, the Department of Atomic Energy, the erstwhile Department of Electronics, and the Department of Space.

6. Appointment of non­Indians to Civil posts under the Government of India except posts under the Department of Railways, the Department of Atomic Energy, the erstwhile Department of Electronics and the Department of Space.

xxx xxx xxx

IV. SERVICE CONDITIONS

21. General questions (other than those which have a financial bearing including Conduct Rules relating to All India and Union Public Services except in regard to services under the control of the Department of Railways, the Department of Atomic Energy, the erstwhile Department of Electronics and the Department of Space).

22. Conditions of service of Central Government employees (excluding those under the control of the Department of Railways, the Department of Atomic Energy, the erstwhile Department of Electronics, the Department of Space and the Scientific and Technical personnel under the Department of Defence Research and Development, other than those having a financial bearing and in so far as they raise points of general service interest).

23(a) – (d) ……………

  1. …………….
  2. …………….
  3. …………….
  4. General policy regarding retrenchment and revision of temporary Government servants except those under the Department of Railways.”

xxx xxx xxx

20. A perusal of the Allocation of Business Rules, 1961, especially the highlighted portion leaves no manner of doubt that the Railways is specifically excluded from the ambit of the scope of business allocated to the DoPT, whether it be for classification of posts, recruitment of ministerial staff, appointment of non­indians to civil posts, fixing of service conditions, including conduct rules, general policy regarding retrenchment and revision of temporary service of the Railways etc., and as such the DoPT cannot issue binding circulars upon the Railways. We may make it clear that if the DoPT issues a circular and the Railways specifically accepts the circular or makes it applicable, then such a circular may apply but if the circular is not made specifically applicable then it has no force so far as the Railways and its employees are concerned.

21. In the same Allocation of Business Rules, 1961 while allocating business to the Ministry of Railways power has been given to it to deal with all matters including those relating to Revenue and Expenditure. Therefore, the Ministry of Railways has the power to lay down conditions of service for its employees.

22. The Ministry of Railways has a set of codified rules known as the Indian Railways Establishment Code (IREC). It is not disputed before us that as far as the IREC is concerned the same is notified under the proviso to Article 309 of the Constitution and is statutory in nature. However, it has been urged on behalf of the direct recruits that IREM does not have any statutory force. It would also be pertinent to mention that the DoPT itself has issued a office memorandum dated 16.02.2018 stating that the matters relating to recruitment, promotion & seniority in respect of Ministry of Railways do not fall within the jurisdiction of the DoPT. We need not refer to all the documents referred to because it is apparent from a bare reading of the Allocation of Business Rules, 1961, that the service conditions of the employees of the Railways are governed by the rules framed by the Railways which will not only include the IREC but also the IREM.

23. Even with regard to the IREM it has been urged by the learned ASG that these rules and the various modifications/amendments issued from time to time to the IREM are also issued under the proviso to Article 309 of the Constitution and as such they have the statutory force.

24. We have gone through the various communications with regard to the IREM and find that all of them make a mention that they have been issued in exercise of powers conferred by proviso to Article 309 of the Constitution. We may specifically refer to only one document, i.e., amendment to the IREM Rules 327 to 341 made in pursuance to the judgment delivered by the CAT on 03.05.2016. The relevant portion of the communication reads as follows:­

“………

In exercise of the powers conferred by the proviso to Article 309 of the Constitution the President have further decided that principles for inter­se­seniority of Direct Recruit Group ‘A’ officers and promotee Group ‘B’ officers inducted into Group ‘A’ Junior Scale effective from the panel year 2012­13, stands modified/amended as per Annexure­I.

………”
This leaves no manner of doubt that the rules under

IREM Vol.1 are also statutory rules.

25. In view of the above, there can be no manner of doubt that the Railways is not bound by the memorandum issued by the DoPT and are empowered to frame its own rules to lay down the service conditions of its employees. We also hold that the IREM has statutory force and has been issued in exercise of powers vested under the proviso to Article 309 of the Constitution.

II Whether Shri R.K. Kushwaha, the direct recruit had laid challenge to the rules, which provide for giving weightage in the seniority to the promotee officers?

26. As far as the second question is concerned we may note that we have already quoted the prayer clause of OA No.460 of 2016 filed before the CAT. In the said OA there is not even a whisper of a challenge to the policy of giving weightage to the promotees. In fact that issue was not raised before the CAT. The case set up by the direct recruits before the CAT was that since the requisition for recruitment had been issued on 23.10.2007, they should be granted seniority from that date in view of the judgment rendered by this Court in N.R. Parmar’s case (supra) read with DoPT OM dated 04.03.2014. It has been urged by Shri Guru Krishna Kumar, learned senior counsel appearing for the direct recruit that prayer 8.3 in which it is prayed that corrigendum/amendment/corrections slip be issued in IREM Volume­I is itself a prayer to quash the said IREM. We are unable to accept this contention. If the direct recruit wanted to lay challenge to the policy of giving weightage to promotees then the basis for the challenge had to be made in the original application and the rule granting such weightage had to be specifically challenged in the prayer clause. The promotees who were liable to be affected should have been arrayed as respondents. Such a challenge cannot be entertained from the back door by merely alleging that corrigendum/ amendments/corrections to the IREM be issued. Neither the corrigendum, nor the amendment or the corrections could result in the quashing of rule granting weightage. Furthermore, if prayer 8.3 is read as a whole, what is prayed is that the correction be made with a view to bring the IREM in line with DoPT OM dated 04.03.2014, which is based on the principle of law framed in N.R. Parmar’s case (supra).

27. We may also note that before us the original application filed by Shri R.K. Kushwaha has been produced in which the main case set up was that in view of the law laid down in N.R. Parmar’s case (supra) the date of sending requisition for filling up the vacancies is the date from which the direct recruits should be granted their seniority. The following averments made by Shri Kushwaha in para 4.3. of his OA are relevant:­

“………

4.3 That in this regard it is submitted that while the applicant was working in Group­A service of IRSSE, several Group­B officers i.e. 87 in number has been promoted/inducted in Group­A service of IRSSE vide order dated 12.08.2014 for the panel year 2012­13 and 2013­14 w.e.f 08.05.2014, hence such promote officers are entitled to get the benefit of seniority w.e.f 08.05.2009 after giving weightage of 05 years whereas the applicant being Direct Recruitee is entitled to get the benefit of seniority w.e.f 23.10.2007 i.e. from the date of requisition for filling up the vacancies of Group­A service in view of the decision given by the Hon’ble Supreme Court of India in the case of Union of India Vs NR Parmar in which the issue of seniority in between Direct Recruitee and Promotees have been settled on 27.11.2012 against which the Union of India has also filed Civil Review and the same has been dismissed on 07.08.2013. ………”

28. This leaves no manner of doubt that the only case set up by the direct recruit was that he was entitled to seniority from 23.10.2007, the date on which requisition for filling up the direct recruit posts was sent and the promotees after being given due weightage of 05 years were entitled to seniority w.e.f. 08.05.2009. Therefore, he cannot now urge that he had laid challenge to the rule providing for grant of weightage to the promotees.

III Whether the findings of the CAT in respect of N.R. Parmar’s case (supra) was limited to removing the arbitrariness only in respect of ‘DITS’?

29. Before dealing with this issue we may note that we are not at all in agreement with the interpretation sought to be

given by the direct recruits to the decision rendered in N.R. Parmar’s case (supra), that they are entitled to seniority from the date of requisition. On a perusal of the judgment in N.R. Parmar’s case (supra), we find that in that case this

Court was dealing with those situations where the process of either direct recruitment or promotions takes an unduly long time. As per the then existing rules, the persons so appointed/promoted would get seniority from the date when they joined. This Court found that this could lead to arbitrariness on account of the fortuitous date of appointment. In certain cases, the process of recruitment by a particular mode would start much earlier but for extraneous reasons, selection by one mode would be very quick and slow by the other mode. Therefore, to eliminate this anomaly and reduce arbitrariness, this Court laid down that the date of requisition for filling up the posts by a particular recruitment process could be taken as the year to which seniority could be given to persons recruited under that process. However, the Court also clearly laid down that this would apply only if the recruitment year is the same as the year of vacancy. It is obvious that neither the promotees nor the direct recruits can be given seniority from a year when such vacancies do not even exist. The Court also laid down that the administrative authority should ensure that recruitment process should be initiated during the vacancy year itself.

30. In this behalf, we may make reference to the following observations of this Court in the case of N.R. Parmar (supra) :

“34.1. If the process of recruitment has been initiated during the recruitment year (in which the vacancies have arisen) itself, even if the examination for the said recruitment is held in a subsequent year, and the result is declared in a year later (than the one in which the examination was held), and the selected candidates joined in a further later year (than the one in which the result was declared), the selected candidates will be entitled to be assigned seniority, with reference to the recruitment year (in which the requisition of vacancies was made). The logic and reasoning for the aforesaid conclusion (expressed in the ON dated 2­2­2000) is, if the process of direct recruitment is initiated in the recruitment year itself, the selected candidate(s) cannot be blamed for the administrative delay, in completing the process of selection.

34.2. The words “initiation of action for recruitment”, and the words “initiation of recruitment process”, were explained to mean, the date of sending the requisition to the recruiting authority.”

31. In the present case though the requisition was sent in the year 2007, the vacancies related to the year 2009 and, therefore, the CAT as well as the High Court rightly held that the direct recruits were not entitled to promotion from the year 2007. The CAT only ordered that the arbitrariness which may arise due to fixation of ‘DITS’ be removed by fixing the ‘year of allotment’ as the relevant criteria.

IV Whether by issuing the memorandum dated 05.03.2018 amendment/modifying rules 327­341 the Railways have violated the order issued by the CAT?

32. We have quoted the order of the CAT hereinabove and what the CAT ordered was that the IREM determining the inter se seniority based on DITS was clearly flawed and arbitrary. The order dated 09.06.2015 and 12.12.2014 were quashed and set aside being violative of the judgment of this

Court in N.R. Parmar’s case (supra) and the DoPT guidelines. As held above there was no challenge to Rule 334 which provides for giving weightage to the promotees. This Rule was not challenged directly or indirectly and the CAT has not at all dealt with this Rule. We may add that an identical rule has been held to be valid by this Court in A.K. Nigam vs. Sunil Misra2. This judgment has been noted by the CAT and yet the CAT did not discuss this judgment. It is obvious that the CAT did not go into the validity of Rule 334. All that the CAT held was that instead of the ‘DITS’ being the determining factor to determine the year of promotion, the seniority would be determined with reference to the ‘year of allotment’ following the principle of IAS Rules. The CAT rightly dismissed the contempt petition holding that the entire discussion with reference to N.R. Parmar’s case (supra) was regarding removing the arbitrariness due to ‘DITS’ and bringing it in line with the concept of vacancy year/allotment year which does away with the problem. Thus the CAT itself has clearly held that it had not at all 2 (1994) Supp.2 SCC 245 dealt with the issue whether promotees were not entitled of being granted weightage of 5 years service for determining the seniority. This question never arose before the Tribunal and as such the action of the Railways in amending the Rules to bring them in line with the judgment of the CAT by removing ‘DITS’ as the determining factor for fixing seniority and introducing the ‘year of allotment’ as the criteria for determining the seniority can in no manner be said to be violative or against the order of the CAT. In fact, the said order is totally in line with the order of the CAT.

33. We may add that lengthy arguments have been addressed on behalf of the direct recruits contending that the rule which provides that weightage be given to the promotees is arbitrary and in this regard reference has been made to the judgment of this Court in P. Sudhakar Rao & Ors. vs. U. Govinda Rao & Ors3 and it is urged that in view of this judgment the decision of this Court in A.K. 3 (2013) 8 SCC 693 Nigam’s case (supra) is no longer good law. On the other hand both the learned ASG and the senior counsel for appellants have urged that A.K. Nigam’s case (supra) still holds the field as P. Sudhakar Rao’s case (supra), was a case decided in a fact scenario where there was no provision for granting such weightage. It was also urged that the practice of giving weightage to the promotees in the Railways has been in vogue since 1955 and the railways has justified its action of giving weightage to the promotees by urging that the promotees are doing the same work in the lower post as is being done by them after promotion. Therefore, there is no change in the nature of their work after promotion and the benefit of weightage is given for the experience which they have got for doing such work. It has also been urged that most of the promotees are already getting higher emoluments than are payable to the direct recruits on their induction and this is also a factor taken into consideration for granting this weightage. We are not going into these questions. We have clearly held that there was no challenge to Rule 334 in the original application and such a challenge cannot be countenanced or entertained either in contempt proceedings or on behalf of the respondents while defending the appeal in this Court. We make it clear that we have not expressed any opinion on the rival contentions of the parties on this issue.

34. The situation as on date is that rules have been amended. These rules have to be implemented. Neither the promotees nor the direct recruits have challenged these rules. We are therefore not going into other issues raised by the parties.

35. We dispose of the appeal by holding that the CAT had only directed that instead of ‘DITS’, the ‘year of allotment’ should be the determining factor/criteria for determining the inter se seniority. We further hold that there was neither any challenge to Rule 334 of the IREM Vol. 1 in the original application nor did the CAT go into this issue. We, accordingly uphold the order dated 02.04.2018 passed by the CAT, Patna Bench dismissing the contempt petition filed by the direct recruit Mr. R.K. Kushwaha. Consequently, the Transferred Case No. 52/2018 i.e. Writ Petition being CWJC No. 6489/2018 before the Patna High Court is dismissed.

36. Applications for intervention/impleadment are rejected.

37. The contempt petitions and all pending applications shall also stand disposed of. SLP (C) NO(S). 4144 OF 2018

38. This petition is directed against the interim order dated 29.01.2018 passed by the High Court of Madhya Pradesh, Principal Bench at Jabalpur in Writ Petition No. 299 of 2018. The petition itself has been finally disposed of by the High Court vide order dated 20.03.2018 and, therefore, this petition is rendered infructuous and disposed of as such.

New Delhi September 07, 2018

………………………..J. (Madan B. Lokur)

………………………..J. (S. Abdul Nazeer)

…………………………J. (Deepak Gupta)

IRSSE 2016 DIRECT BATCH

Directly recruited UPSC batch of The Indian Railway Service of Signal Engineers (IRSSE 2016 (P))

Ministry of Railway has offered appointment letter to join IRSSE 2016 Group ‘A’ service for the 30 officers recruited based on result of Engineering Service Examination (ESE) 2016. Training of IRSSE officer is mainly given by IRISET.

IRSSE – 2016

SNNAMECAT.MARKSZonal RlyDOBDITSSERVICE
1NAVEEN BHUSHAN SHARMAUR784WCR02.03.199331.07.2017IRSSE 2016
2HARSHIT JAINUR742WR07.11.199031.07.2017IRSSE 2016
3AKASH CHHIKARAURIRSSE 2016
4VIVEK JAINUR739WCR24.04.199231.07.2017IRSSE 2016
5JADUGURLA NARAYANA RAOOBC*732SCR12.07.199331.07.2017IRSSE 2016
6AYUSH MEHTOOBC*719CR16.07.199131.07.2017IRSSE 2016
7YOGESH PURI GOSWAMIOBC*719WR10.12.198831.07.2017IRSSE 2016
8U. KARTHIKUR718SR19.01.198931.07.2017IRSSE 2016
9KAVITA RANIUR716ER04.05.199031.07.2017IRSSE 2016
10MAYANK GAURUR716SR16.10.199231.07.2017IRSSE 2016
11SANDEEP GOYALUR715ECR23.02.199031.07.2017IRSSE 2016
12NIVEDITA TRIPATHIUR715ER01.03.199131.07.2017IRSSE 2016
13MANOJ SINGHUR712ECR05.08.199131.07.2017IRSSE 2016
14SAURAV SAINIUR708ECOR15.06.199231.07.2017IRSSE 2016
15ANIL SINGH PATELUR706NCR15.07.199231.07.2017IRSSE 2016
16SHIVAM RANJANURIRSSE 2016
17UDIT NARAYANOBC699NCR08.07.199031.07.2017IRSSE 2016
18ADITYA SINGH PALOBC698ECOR06.04.199309.08.2017IRSSE 2016
19VINAY VYANKAT RANGARISC696CR11.01.199231.07.2017IRSSE 2016
20ANKIT YADAVOBC695SER25.11.199331.07.2017IRSSE 2016
21SURYA PRATAP SINGHOBC685NFR16.04.199331.07.2017IRSSE 2016
22HARSIMRAN SINGH SAINIOBC684SR24.10.199031.07.2017IRSSE 2016
23RAKESH ROSHAN CHAUDHARIOBCIRSSE 2016
24MANISH KUMARSC638NR15.03.198531.07.2017IRSSE 2016
25V SIVA PRASADSC633SR23.03.198331.07.2017IRSSE 2016
26SATISH KUMAR MEENAST629NR20.08.199431.07.2017IRSSE 2016
27PUSHPENDRA KUMAR BAISSC615NFR07.01.199331.07.2017IRSSE 2016
28GUGULOTH YUGENDERST585SR20.05.199331.07.2017IRSSE 2016
29TARUN SRIVASTAVAUR(PH)572NFR18.06.199031.07.2017IRSSE 2016
30PUSHPENDRA KUMAROBC (PH)503NFR28.10.199231.07.2017IRSSE 2016

Electronics Interlocking EI TAN and Specifications

For installation and commissioning of Electronic Interlocking at any station of Indian Railways, EI TAN issued by RDSO should be followed strictly. Compliance of Technical Advisory Note (EI TAN) is must for any EI installation.

Latest Technical advisory note No: STS/E/TAN/3012, Ver 2.0 dated 10.08.2016, which supersedes the earlier Technical Advisory Note No. STS/E/TAN/3012 Ver. 1.0 dated 28.08.2014,

For more in depth details of Electronic Interlocking go and read on IRISET website…

UNOFFICIAL Information center for Indian Railways

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