The enterprise. [volume] (Harlem, Mont.) 1899-1926, 1916-02-17

works more than ten hours or runs
more than 100 miles he receives
payment for the overtime or excess
mileage. whichever produces the
greater amount Of wage for him.
Ten miles run is thus the equivalent
of one hour worked, or one-tenth of
a days pay. On the dual basis if
the train on which a man is en-
ployed is slower than ten miles an
hour he is paid on the hourly basis,
and if it faster he is paid on the
mileage basis. The result of ad
iusting wages on the dual basis of
miles Or hours is that practically
no employees now work more than
ten hours for a days pay and thous
ands work less than ten hours and
even less than eight hours for a
days pay.
In passenger service the schedules
provide for higher speed basis and
on passenger trains employees may
and often do complete their days
work in five hours, Or four, or even
three hours. or, if the hours they
work are longer than this many
earn the equivalent OF two. or even
three days pay in one day
The proposed demand for time
and one-half for overtime makes no
allowance for the difference between
railroad engineer or trainman is
railroad engineer or trainman is
guaranteed payment for full day
no matter how few hours he works,
and receives payment for a full dav
no mater how few hours he works,
and receives payment for more than
f,,1J Io1 l,1 ,o,,1,o t1,n,
either the established miles or
hours. In most lines of industry
the employee does not receive a
days pay for less than days work,
aud ordinarily he cannot earn more
than days pay without working
moro than the regular number of
hours.
In industrial service the employ
. er can usually control the amount
OF overtime, and if he finds it nee
essary to operate at overtime rates
, he can include the cost in fixing his
prices. The railroad, however, can
never Shut down it's plant, and over
\ time in many cases is absolutely be-
vOnd the control Of the railroad Off
: GERS. II a certain train movement
: is not completed within the time
: limit or If a switch engine is en-
gagged in a certain piece Of work, the
train or engine cannot be left stand
: ing where it is. The movement must
be completed or the train run to a
! terminal of some kind where it's
= cars may be loaded or unloaded or
:, made up into other trains. Nor can
!. the crews be released wherever they
! may find themselves. Their con-
= tracts provide that they shall be
> paid until they reach terminal,
: and of they are relieved by extra
men the latter would have to be
:. paid for completing the trip, or dav
= though but few miles or hours
g were made in doing so. Under the
y proposed rules the crews would have
. to be paid for the additional time at
:, the proposed excessive overtime
= = rates. The ninth or eleventh hour
. Of work is worth no more to the
!. railroad than any other hour.
- The railroads desire to retain in
their services high class Of mer
:, and pay them wages commensurate
- with the skill and responsibility as
- conditions of their employment
" They believe that the engine ant
- trainmen now receiving adequate
l.. and even liberal wages for the ser
y vice performed. The present wag,
y. scales have been fixed by arbitra
y tion under federal laws by impartia
u boards of arbitration representa-.
~ not only the railroads and their EN-
le ployees but also the public, which
> have taken into consideration no
10 only the conditions of employment
IL and wages in the railroad service il
y comparison with other lines of in
~ dustry, but also the higher stand
ard of living.
le No new conditions affecting eth
oi err wages or conditions of employ
q ment have arisen since these pre-
III vious advances in wages were adopt
ST ed to justify rates of pay highe
than the men are now receivin
all Such large additions to expense
rs, as would be caused by acceding t
NJ the demands of the employee
%. would render imperative addition
re al increases in passenger an
ne freight rates.