Oxford eagle. (Oxford, Lafayette Co., Miss.) 1876-current, 1921-05-26

ditions and over which the railroad
engagements had no control.
(3) That the general business de-
preston was not due to the high
freight rates, but to the lack Of buy
ing both here and abroad.
One of the most striking facts
brought out in the testimony present
ed by the first witness, Julius Krutt-
schnitt, chairman OF the board Of d.
Yectors of the Southern Pacific, was
the following, in explanation Of the
chief reason for the increase in op-
Grating expenses since 1915:
THE labor bill of the carriers in
1915 (Which was before the Adamson
law took effect) stood at 81, 46S, SIC, 1914.
In 1920 It was $3,69S, 2l6,351, an in
crease Of 1929, S39,957.
The increase by years since 1915
has been as follows:
Increase in 1917. 1910 COS, 74e
Increase in 1918. ......... 874 1881 ,209
Increase in 1919. ..... 229 1915, o81
Increase In 1920. ......... s55 ,o67, 919
or an aggregate increase
since 1915 of. 1929 1885, 057
Exhibits were placed before the
committee showing that for the rail-
roads of the whole country, increased
expenses in 1920 over 1919 were as
follows: s-2.,sEgsR II a.
Actual expenses for 1920. S., 1853, ,341
Actual expenses for 1919. 4,667,774,1 49,
Inc. for 1920 over 1919 81 ,495 ,364,21o
Mr.. kruttschnitt, in showing how
little control the railroads had over
necessary expenditures, said:
"Sixty-four cents out of every dol
lar of operating expenses were, in
1920, paid out to labor, and the wages
of labor are fixed by the government.
"Fifteen cents out Of every dollar
Of operating expenses was paid for
materials and supplies at prices fixed
by the government.
"Three and one-half cents out Of
every dollar was paid for other ex-
penses incurred by the government in
the first two months Of 1920.
A total, therefore, of S212 cents out
of every dollar of operating expenses
for 1920 was paid out at prices direct
y fixed by the government.
.'The remainder, up to e7R cents,
was for materials and supplies, pur-
chased at prices fixed by general mar
ket conditions and beyond the power
Of the railroads to control"
To illustrate how labor costs were.
inflated by the "NatiOnal Agreements
entered into during federal control,
fixing rules and working conditions
the following examples were cited:
l. The Pere Marquette Railway was
compelled to pay $9,364 in back pay
to four employees because their titles
under these agreements were changed
by decision Of the Director General.
while the nature OF their duties and
the volume Of their work remained
the same.
g. car repairer on the Virginian
Railway was paid 81 600 Tor work he
never did. He was laiG off with other
employees because there was no work
for him to do. When he became en-
titled under his seniority rights to
be re-employed. he received BACK pay
and overtime.
s. The Shop Crafts Agreement pro
videS that when employees are re-
quired to check in and out on their
own time they will be paid for one
hour extra at the close of each week,
no matter how few hours they may
have worked. This rule in the first
six months of 1920 cost the railways
$500, 000 or at rate Of S13,0O0,000
year.
T. On the Chesapeake & Ohio Rail
road piecework car repairers decreas-
al 1frhr2
ers 1874 per cent in efficiency under a
guarantee of a fixed minimum rate
per hour.
s On the abolition of piece work
on the Union Pacific Railroad in the
wheel shop at Omaha, Nebr., the time
required for the same work was in
creased 3l9 per cent and the output
was cut down "a per cent and in
coach cleaning yard at Denver the
time required was increased 49, per
cent and the output decreased 70 per
cent.
G. Southern Pacific employees
whose sole duty was to keep watch
on stationary engines and TO stop the
engine in case anything went wrong,
were reclassied by Director General
as electrical workers, one man on
the Salt Lake division being given
back pay Of 1881, another $2,0S4
another 81, 900, another $2,O03, and SIX
others amounts varying from $1,560
to $1,000.
T. Under the present classification
rules OF the shop crafts III oroer 70
change a nozzle tip in the front end
of locomotive it is necessary to call
a boiler maker and his helper to open
the door, because that>is boiler MAX
ers' work; to call a pipeman and his
helper to remove the blower pipe.
because that is pipemens work; and
call machinist and his helper to re-
move the tip, because that is ma
chinists' work; also for the same force
to be employed for putting IN the new
tip.
Questioned by Senator Poindexter
Mr. Kruttschnitt stated that these in
stances might be increased indefinite
ly and were characteristic on railroadi
of the country rs d result of tia