Evening star., 1917-03-06

traffic. The number Of tons increased 1a per
cent. and the tonnage mileage increased IL per
cent, but largely by heavier car loading the ad-
ditonal tonnage and mileage required an in
crease Of only per cent. in train mileage. 1t Is
interesting to point out that the average train
load has been increased in the last ten years
from $50 tons to $40 tons. 81 per cent. The
average revenue per freight train mile increased
per cent: but heavier expenses and taxes ab-
sorbed the increase and caused a slight decrease
in net revenue per freight train mile. The aver
age ton mile revenue received was slightly less
than in 1915, being only .603 of cent per ton
mile. which is less than 30 per cent. of the
average freight rates paid on either the German
or French Roads in normal years. and they have
the additional advantage Of much lower wages.
taxes and other operating costs.
The number of passengers increased 10 per
cent. passenger mileage Is per cent. pas
sengers per 13 per cent, while passenger
train mileage increased only per cent.
THE EIGHT HOUR LAW.
The employees in the train service most Of
mands through their labor organizations for an
eight hour basic day at the existing rates of
pay. and time and one-half payments for all
many of the men in the train service do not
work eight hours per day. this reduction in the
time constituting basic work day meant in ef-
feet an unjustifable increase of pay for most of
these employees. Conferences extending over sew
eral months were held between the representa-
tives Of the railroads and the trainmen's organ
izatiOns. with the hope that by arbitration. In
which the public would have been represented.
some reasonable solution could he reached. Tor
the railroads felt that as compared with other
employment in and ont of the railroad service.
these men were literally treated. il not. in some
cases. oyerpaid. The trainmen would not
sent TO arbitration, other investigation. and
orders for n strike given in case the rail
roads refused to accede TO their demands The
transportation service Of the Country was threat
"ned with stoppaRe at time when Industries in
general had reached their greatest production.
and the food supply and other necessares of life.
especially in the larger cities, were absolutely
dependent on the continued operation of the
steam railroad systems. 1t is questionable
whether many of the men. especially those in
vonr service who have faithfully served the
Company for many years. would finally have de-
serted their positions vet the untold suffering
and disruption of business that would have re-
suited from the execution of this threat. made
by the trainmen through their leaders. were so
by Congress in the brief period Of a few days.
The threatened strike averted. but in the
hasty proceedings leading to its enactment the
principle Of arbitration. the paramount and
equitable method of settling labor disputes WAS
sacrificed. not in the public interest nor for the
benefit of a ma jority of railroad employees but
for a group of men constituting only small per-
"entage of the total number. and no action was
taken by Congress to prevent settle future
strikes.
This law provides that beginning January 1.
1917. eight hours shall in contracts for labor and
service he deemed DAYS work and the meas
IRE or standard Of days work. for the purpose
of reckoning compensation for employees engaged
IN the operation of interstate trains, and pro-
vides Commission Of three observe the eff
fects of the law for period of from six to nine
months. and report its findings the President
and CONGRESS-; but 1t also requires that pending
The report OF the Commission and for thirty days
thereafter. the existing standard days wage
shall be paid for an eight hour day. and for
overtime the employees shall he paid less than
the pro rata rate for such standard eight hour
day. While wages are increased by its pro
visions there is apparently nothing 10 prevent
nn employc working more less than eight
hours per day. Yonr Management being unable
to satisfactorily interpret the provisions of the
law and having grave donhts as to its con.tItu-
as inSfi ed ;t
validity in the Federal Courts
The Federal and State laws and the public
welfare require Railroad Companies TO render a
continuous and adequate transportation service |
and II should he equally obligatory that no dis |
ruptlon OF that service from any cause be toll |
Grated. Therefore. in the public interest. which
is paramount, future strikes or iockonts should
be prevented until the differences between the |
railroads and their employees are first submitted
10 independent and impartial review and arbitra-
tion.
FEDERAL TRANSPORTATION INQUIRY !
A Joint Congressional Committee Inns been sp /,
pointed. upon the recOmme nda tion df the Presi-
dent to investigate the efficiency of the existing
system of public regulation in protecting the |
the public interest
The Railroads will assist this investigation. |
and have already submitted evidence that the
present system of Federal and State regulation /
Is inconsistent. confusing and wastefuI They |
have therefore. requested consideration of a |
program. which. in substance. covers
l. Federal supervision Of the issue of railroad
securities:
= Federal Incorporation of interstate rail
roads:
3. Exclusive Federal regulation of rates:
T.. A regional and functional division of the
work OF the Interstate Commerce Commission:
.. Restricting rate suspensions by the Com
mission TO not more thnn sixty days:
q. Giving the interstate Commerce Commits
zion the power TO prescribe minimum as well as
ma ximum rates
Inc aim OF constructive legislation should he
% allow the railroads conduct the trapspor-
alton service under such conditions as will pre-
erve their credit so that they can at all times
niclently and economically carry the commerce |
u the Country. and he its most available and
nec1ve instruments for National defense Tn
Ter Ae existing conflicting systems Of public
egu Ion by the Federal and State Govern
nenr the railroads have not been allowed to |
arm Sufficient profits to place tliein in that
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