The Guthrie daily leader. [volume] (Guthrie, Okla.) 1893-1996, 1915-01-05
Beacon Issues Statement
On Full Crew Bill

N the locomotive cab TO control 0
stop the entire train regardless 0
| he number of cars, why then shoult
an additional man be necessary to-
lay?
| Further, should an air hose burst
Sr any part of the air line be broken
or in case of any accident that would
l lisconne the hose, the train is
automatically stopped. Therefore
as safety feature, the additional
nan would be useless, as there is no
assistance he could render in con-
rolling the train.
Again, the cars of today are
| ,quiEped with automatic couplers,
Years ago trainmen had to rrovide
heir engines and cabooses with
inks and pins. and practically carry
hem from one end of the train to
he other, whenever they were re-
iuired to add cars 20 their trains and
vet, with the improved methods OF
handling and modern devices, the
number of men per train has not
been reduced
Car Limit Bill.
"The car limit bill is similar in in
ent to the full crew bill, in that 1t
seeks to create positions for addi-
ional men by reducing the number
II cars per train, thereby increasing
he number of trains run, and in
rease the cost OF transportation.
ITO illustrate: Say the car limit
we're placed at thirty cars per train,
which has been suggested in some
1f the states where the bill has been
Introduced There are thirty-tive
'ars OF stock at terminal "a to be
-emoved to terminal B distance
If one hundred miles The railroad
would have to run two trains instead
" one to move the thirty-five cars,
Notwithstanding the fact that the
locomotive on either of the trains
ould move the thirty five cars and
nore and make schedule time with
he train. II such a bill were in
orce, all tractive power units over
md above those necessary TO naul
hirty cars would be wasted, and
ould not be utilized in moving
traffic, which on account of increas-
ID density of trains, would, during
periods OF heavy traffic in years OF
ood crops, congest single track rail-
roads, and we would have repetition
II the 1906-19o7 congestion, a con-
iition which a number OF the readers
will well remember
"The price of things the railroads
have to buy has steadily increased
turing the past years. while the price
If the only thing they have to sell
-service-has continued to decrease.
Naturally they are victims of the So
allied high cost of living. The cost
Of freight equipment and mainten-
ance has doubled in the past fifteen
years. Fifteen years ago every
freight car cost on an average oil
dI966 Now it costs S97949. Year
" cost Of repairs and renewals fiji
cen years ago was s31.67 for each
,ar. 1t is now s70O6. This due to
increased cost of labor and material
Fifteen years ago the average loco
motive cost s15.00O.O0. Today they
,ost on an average of $25,0000O each :
md the cost of repairs and renewals
las increased from four cents to ten
,ents per mile run, and during this
ime wages have increased over
twenty-five per cent.
Bill.
This is a matter that should be
eft entirely to the railroads and
heir employees. 1t has been proven n
,eyond doubt at the last two ses- U
ions Of the legislature that the ma
ority OF the employees do not want
ny change in the present organiza-
ion.
This committee has information y
hat warrants the statement that o.
yer ninety per cent OF the railway II
mployes in the state are not in Y
aror Of legislation that will add ad- n
iional burdens to the carriers. W
The full crew bill, alone, would II
ost the railroads of Oklahoma n
90, 10000 a year; s4O0.OOOOO would d
e six per cent on practically 81 di
divided at SZ5.0OOO0 per NJ
.,-r..ta s,,;ra 0Cn ,,,sfoe of ro IL st