Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1914-07-31

Inc last general movement by the
enginemen for an increase in wages
was in 1910 at which time they obtain
ed an increase of about 10 per cent.
Since then, they declare, the roads have
greatly increased their revenues and
facilities. Preparation of the mems
case indicated their close observation
of the proceedings of the Interstate
Commerce Commission. Every report
of the roads to the federal body ap-
parently had been scrutinized and COM
pared with former reports and deduc-
tons favorable to the mems demands
drawn where possible.
Objection by the enginemen to fed
eral arbitration was asserted TO rest
on alleged refusal by the roads to
govern themselves by the recommen-
dations of the board. They were rec
concentrations and not court mandates.
the men declared. and the roads either
disregarded them or placed their own
interpretations on them in such a
manner as to nullify them. The man
ayers committee challenged Stone and
Carter to name an instance in which
such a thing had been done. When
conferences between Stone and Carter
and the managers apparently had come
to the point of a strike the managers
were urgent that the federal board of
Mediation and Cancellation should be
appealed to. The mems committee
suddenly acceded to this, stating that
it would have bad appearance if they
refused and asking only that the SEES
sions begin Immediately.
Accordingly William L. Chambers,
chairman of the federal mediation
board, assistant commissioner G. w.
w. Harger and Federal Judge Martin
A. Knapp left Washington at once
prepared to begin sessions in Chicago.
The conference began July 81.
The mems statement of their case as
presented to the board is in part, as
follows:
Added responsibilities and the in
creased cost of living induced the en-
ginemen in the western territory to
make certain requests Of the managers
of their railroads These requests
carried moderate increases in pay and
some improvements in working rules,
having for their object the Standard
zation of wages and working condl-
lions which were to be revisions and
additions to the present schedule"
In their printed statement of their
position the enginemen laid emphasis
on the increased traffic of the railroads
declaring that more powerful locomo-
tives. larger freight cars and longer
trains had vastly increased the earn
ing power of the roads and had added
correspondingly to the responsibilities
of the enginemen with no correspond
ing increase in their pay.
The managers committee replied
that railroad conditions at the present
time do not justify any increases IN
wages. The demands of the men, &C
cording to the managers, center upon
the substitution of an eight-hour Gay
for a ten hour day in the computation
Of overtime.
"The employees know" the managers
statement asserts, that 1t would De
impra ctical to reduce the actual WORK
ing day in train service to eight hours
To do SO 1t would be necessary 10
shorten practically all railway divt-
sions. to relocate yards and shops, IN
fact to reconstruct the railways al
nrohibitive cost The employees know
the only effect Of changing the basis
| of a Gays wage lTOui ~ =" "
would be enormously to increase the
overtime paid.
I'm view OF the present copditiohs
there could be no justification Tor tne
railroads in taking any step tha'
would add greatly to their expenses
The managers of railways have no
moral right to accede to requests OF
employees that would unduly increase
the expense of railway operation
The railroads involved in the con-
troversy are:
The Atchison. Topeka & Santa re
| Ry. Company, Eastern Lines.
The Atchison. Topeka & santa re
Ry. Company, Western Lines.
The Southern Kansas Railway Co. OF
Texas.
The Pecos &c Northern Texas Rail-
way Co.
Rio Grande & Ell Paso Railroad Co
The Atchison, Topeka & Santa Fe
Railway Co. Coast Lines
Grand Canyon Railway.
! The Atchison Topeka & Santa Fe
i Railway Co., Santa Fe, Prescott &
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