New Britain herald., 1916-08-29

present ten hour day in all of the
 existing practices and agreements. | This is the main point in cOntrover-
 sy and we cannot surrender it with
 out an opportunity to be heard in some form of fair arbitration. I've do not assent to the state
 ment that The eight hour day now l undoubtedly has the sanction of the 1 judgment of society in it's favor We believe that society has not yet re- corded it's judgment upon this sub- ject.
 We are not in this controversy, however, dealing with the conditions
 relating to the eight hour day in the
 industrial world. The difference be-
 tween the eight hour day in business
 and manufacturing interests and in the railroad train service day has
 been fully explained. The railroad
 day is a basis for computing pay
 and overtime, the length of daily
 service being controlled by variable
 conditions
 "The demands involved in this
 controversy have not been presented in our judgment, for the purpose of fixing a definite daily period of labor nor a reduction in the existing hours of labor or change in methods of operation, but for the real purpose of accomplishing an increase in wages of approximately one hundred mil lion dollars per annum, or 35 per cent. for the men in railroad freight train and yard service represented by the labor organizations in this matter.
 After careful examination of the facts and patient and continuous consultation with the conference committee of managers and among ourselves we have reached clear understanding of the magnitude of the questions and of the serious con- sequences to the railroads and to the people involved in a decision of them. -t,..
 "As trustees for the public served on our lines and for the great mass of the less powerful employees (not less than 80 per cent. of the whole number) interested in the railroad wage fund-as trustees also for the millions of people that have invested their savings and capital in the bonds and stocks of these properties and who, through the savings banks, the trust companies and insurance com panies, are vitally interested to the
 
 and solvency of the rail- roads of the country, we cannot in conscience surrender, without hearing, the principle involved, nor undertake to transfer the enormous cost that will result to the transpOr- tation of the commerce of the cOun- try.
 "The eight hour day without pun1- tive overtime involves an annual 1n- crease approximating in the aggre- gate, sixty millions of dollars and an increase of more than 20 per cnt. in the pay of men already the most highly paid in the transportation service. The ultimate cost to the railroads >of an admission in this manner of the principle under con- .ention cannot now be estimated; the effect upon the efficiency Of the of the country, now ,lready under severe test under the | idle of business now moving and at ! time when more instead of less or l ort Is required for the pupnc wei are would be harmful beyond cal l ,ulatiOn.
 "The widespread effect upon the in l 1ustries of the country as a whole is ] ,evond measure or appralsement at his time. and we agree with the in ,istent and widespread public con- ,ern over the gravity of the situation l md the consequences of a surrender nv the railroads in this emergency.
 EmpIoyes' Statement.
 The brotherhood heads, Garretson, l Stone. Lee and Carter, issued the fol- owing statement explaining their op- l position to any legislation along the plan of the Canadian commission:
 Since the abolition of slavery no more effectual means has been de- yised for insuring the bondage of the xorkingman than the passage ot com oulsory investigation acts of the char acter of the industrial disputes act. The writers speak from their personal experience hereunder, as these or are all international in heir jurisdiction. To cite an actual occurrence:
 "In 1910 the men upon eighty railroads in the eastern territory of United States presented to railroad companies of that territory a demand for on increase in wages. The compan- es refused to deal concertedly with and it was therefore talk en up with the individual roads. Three of the properties were Cana dian, and two days after negotiation was opened on January on the first road in the United States, negotiation opened on the three Canadian prop critics. The negotiations in the United States included federal mediation in he first instance and arbitration in he third case.
 "On the nineteenth day of July; Following settlement was made on he last of seventy-seven American ines involved. On the same date at p. m., strike took place on the Grand Trunk Railway, one of the Canadian railways Sattla1aa e1lt not