The Bridgeport evening farmer., 1912-07-26

 expectancy ought to be pretty good.
 Mr. Worthington introduced one ex- hibit to show the length of SerXlce. or the engineers as engineers. This Tn. dicated that the average length or service at the present time is ,12.4 years. {
 Exhibit No. 31, as introduced by MT. Worthington, showed, as bearing on the risk of the engineers work, the number of engineers employed and the number killed from 1900 to 1910 inclusive. The yearly averaa e number of engineers employed on the fifty-two railroads of 9. .925.S. and that the average number of killed per annum was S1, or that the per cent. killed to the number working was 1858 of one per cent. At this point roads, said that "a little over one third of one per cent. were killed" and MT. Worthington then added:
 ''The year 1911, while it is not the lowest year. would not indicate that there was any additional risk eor hazard to the employment"
 Mir. Duncan: Have you also no tIced, MT. Worthington, the gradual reduction in the risk, as evidenced by these figures from, say 1902? That year the percentage being .492, while last year, 1911, it was .246.'
  l dicate decrease in the risk and haz- ard of the employment.
 The railroads introduced one ex.
 hibit to combat Grand Chief Stone,s contention that the railroads take ad- vantage of the sixteen hour law to exhibit showed that of 3,4A4,447 freight trains operated, 27,SS8 exceed. l ed sixteen hours or 8 of one per
 cent; 27,2299 of this number did not 1 violate the law as they were moi | dent to unavoidable causes, leaving which were not excused by the Inter state Commerce Commission.
 1 During the discussion of. the ques- | tion of the sixteen hour law, MrL Mor- rissey asked MT. Worthtngton if 1t was not intended. in rating the slow | freight service to secure from the engine and trainmen, hour for hour. l the service for which. the company l pays. for each trip. MT. -Worthang- l ton said
 1 "I do not believe. that in any engine rating system, any railroad has ever engine or train crew. If they have ever, have never known it. We aim to make the Scheduleg so that we
 can get the freight over the road on l schedule time, and a schedule usually l runs on freight. trains of that char Il movement of tonnage over a railroad, l the delays are influenced largely by 1 the density of traffic, and they do 1 not always get over in the schedule
 time. When they do not the railroad 1 pays overtime to the train crew, but railroad, liking gaa locomotive rating has ever figured on getting all of the work it possibly could out fits men. I do not think they ever think of l that. I know never did. < How it works out in practice, of course, cannot say. but in through freight service we do usually. get full time, although on many roads, they will get over in 55 to hours for ten hours l work, and on other roads, they won t 1 get over in less than 12 hours, some times IA hours; but I<don't believe any railroad has ever considered that factor that you speak of with the idea
 of getting hour for hour out of the mem
 Following this Mr. Worthington in troduced number of exhibits to show the comparison in pay of conductors, I flremensand trainmen, with the wages of the engineers. In submitting the 1 table MT. Worthington said: .Tne ob | ject of that table is three-fold:
 q. MT. Stone has made the claim I that the wages of the engineers have not been increased in the same ratio | ble shows clearly that the engineers
 have gone right along, and shows about the same increase from time to
 time as the conductors. and, in most
 cases, higher ratio of increase than
 other classes of service.
 \ "2. This table clearly indicates
 that the locomotive engineer is the
 highest paid skilled workman in the
 railroad service.
 a. If it should be decided that .l notwithstanding the fact that the en- gineer is the highest paid skilled
 workman, that he is entitled to great CT compensation than he is now re- T ceiving, it would be difficult to satis- fy the other employees iE other grades T of service who receive much less compensation, that they are not en-
 titled to a proportionate increase"
 l The Commissioners, together with
 the railroads witness, indulged in considerable discussion as to the diff ference in the pay of railroad en-
 ployes in the Western and Southern | groups, as compared with the Eastern
 group. MT. Morrissey said in this
 connection: "A few years ago un- } dertook to get the yardmen higher !, rate of pay from points in Denver | and West, on account of being in q !, different economic Zone,- but my rail. way friends were prepared to tell me
 that they could live just as cheaply | HI OoIAO1 044A VI OGO4A dS AAACJ , could in Chicago, New York City ol
 any other point.' In answering MT l Morrissey, Commissioner Willard said MT. Chairman, I can foresee that at some time during ours conference Fl I shall want to say something on this , subject, and perhaps it would be bet. f,l ter that I should say it now, while MT. Stone is here.
 "It has been my good, or bad, for. tune. to have conferences at times 1T 2 the West with MT. Morrissey, and oth. CTS, with reference to the making 0, } schedules. that obtain between gChica- } go and Denver, and invariably the ar. gunent has been urged that because : of the fact that the West was a new country and it costs more toslive and } the country was less attractive tt live in, that the roads west of Chi . cago should pay more than tlaey : should east of Chicago, and invariably l they have done: so. assume tha } that has come about because, of the force with which the representatives
 of labor have urged the case, and ac. companied also by the fact that or , that obtains in the West, the railroads were able to meet those conditions 'tAs a matter of information only Tiff the Baltimore &tsOhio,. for instance
 were receiving the same ton mile rate . as the Burlington, it would increase our net earnings SPA, 100000 per year
 and that of course, becomes a very
 inoDortant factor in a controversy o1