The daily telegram. [volume] (Clarksburg, W. Va.) 1901-1926, 1916-03-13

submitting statistics and exhibits OF
the eastern railroads in the i've per
cent rate case. Mr., shriyer calculated
that while the award Of the COM
mission amounted to an increase bt
three and nne-tuurth per cent. or
S43.0O0,000, based on revenues Ia
Mag and october, 1916. Il fails 10
overcome by $5,800, eco the increases
In rates OF pay alone between 1910
and 1918. Meantime, the railroads
increased their property Investment
over $900,000.000. covering improve
ments to road. new equipment and
heavier powers Mr.. Shriver Alto
stated that wages were advanced
$39, 900, 900 In 1910 over 1909.
Otheials delegated to handle the
matter for the Baltimore and Ohio
railroad foresee in the movement the
grayrst situation that ever confront
ed the carriers.
Calculations made by committee
representing the roads and based on
the payrolls OF the sos, 900 men con-
cerned show that to grant the demand
would be to add 500. 006, 900 to The
present operating expenses of the
American railroads under a scale Of
advances. which range from twen-
ty-ftve per cent increase in the hourly
rate to etghty-seven and one-halt per
cent Increase In overtime pay.
1t Is estimated that to accede TO
the demands would be to add $2,-
1860 TO the annual operating ex-
pense Of the Baltimore and Ohio
which would be shared by 1000 en-
gineers, 1900 hremen. 1.54S conduc-
tors and 1895 brakemen, who are
greatly in the minority on n payroll
of $1,000 employees. The figures are
confined to the classes Of service COW
cred by the demands. as under the
schedule It is proposed to omit pas
senger trainmen whose working con-
ditions and rates are such that the
heads OF the organizations regarded
IL fnadvisable to disturb situation
which the men consider satisfactory
Believing that the demands are un-
reasonable as we'll as unjust to 9th
er railroad employees. the railroads
will refuse to grant them and pre-
lfminary to entering into negotiations
with the leaders of the brotherhoods
campaign Of education which will In
form the public ms to working condi-
tions and pay of train employees. 30
that when the matter comes to an
issue IL may be understood in its var
tous phases.
In presenting their side Of the
question the railroad managers set
forth in a pamphlet that under the
method of computing wages Of train
employees on a dual basis Of miles OPP
Grated and hours e11gaged-710 miles
or less, or ten hours or less constl-
tuting day-it Is evident with the
proposed change to eight hours or
less constituting day, the object is
to increase the rates of pay rather
than to shorten the hours. In other
industrial pursuits employees do not
receive days pay unless full serv-
ice Is rendered, while in railroad
service 1T Is common procedure for
train crew to make more than 100
miles and receive overtime before
making full day according to the
schedule of hours. In such cases IL |
is customary to divide the number Of
Al44CFt III GAGGSH VA Wv w tEA IL (OAAA-
putting overtime, while the new de.
mands propose to use twelve and one. !
half as the divisor.
"1n a factory or in many other
kinds of work, I" say the railroad man
ayers, "the employees decide that
eight or nine or ten hours conStl. |
tute a day. and work may be stopped
at the expiration Of that period. In |
railroad service; on the other hand.
the working day is governed in road
service by the length of time required
to run train from one terminal to |
another, and In yard and hosting |
service by the volume and character
of the business to be- handled In a |
day. In other lines of industry an
eight-hour, nfne-hour or ten-hourI
day means that employers not only
do not work more than eight, nine OF
ten hours, but also do not work less
than the time stipulated for days
wages. Under the dual basis of com
putting the wages OF train employees,
IL q man is called for work he Is