The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1921-04-16


Shall rule" or rate of wage de-
termine compensation?
The public pays the freight-is
the price fair?
The foregoing are among the ques-
lions that lately were submitted by
the Kansas City Chamber of Com,
merce to the national wage labor board
about actual working conditions under
the national agreement, but that body
did not sec, fit to answer them.
The st. Louis Chamber of Com
merce then took up the subject and
submitted the questions to a select
committee of local business men, in
GLIDING Ley p. ReXford, chairman,
commerce traffic bureau of the cham
Der of commerce; J. M Kurn, presi-
dent st. Louis & San Francisco rail-
road; W. Palmer Clarkson, president,
St. Louis Manufacturing association;
A. c. Lucking. vice president Ely
Walker Dry Goods company, and John
F. Shepley, st. Louis Union Trust
company
TIE committee has answered the
questions, and its sport has been
ceived by the Topeka Chamber of
Commerce. The report follows:
Under existing law the interstate
commerce commission is required to
establish rates so that the railroads
shall earn II per CENT on the prop
erty, under honest, efficient, and eco
,, nomical management" plus an allow
ance up to one-half per cent for i'm
provement, equipment, etc total
6 per cent.
value of the property-which settles
that; and, as the rate of earnings is
fixed by law (for two years from
March,, 1920, the remaining vital
, point is economy in operation-which
decides what the public must pay for
| nhxriFR T-lN
! freight and passenger rates must be
/ kept high enough to cover % all OPP
Grating expenses, plus co a fixed rate
| of 6 per cent on a fixed valuation, this
6 per cent amounting to $1,OSO,0OO,-
| 900. yearly.
Operation" the big factor, of course.
! is wages paid for labor. The total
wages, and all other operating ex-
| penses have to be added to the 6 per
cent authorized. The sum total is
then paid by the public in freight
charges and passenger fares.
The St Louis Chamber holds no
Brief for the railroads, nor for the
wage worker. On the contrary II
wants to represent the Fellow who
pays the freight" 1t is glad to have
every good employee paid good living
wage. He should get all he earns
but he should earn what he gets.
Z Is he doing that, under the existing
| National Working Agreements" be-
| tween the United States railroad ad-
ministration and the employees? II ne
| is, that ends it; but If he isn't, every
shipper, every passenger, every con-
/ sumner pays out extra money to meet
/ the deficit-money for which he gets
no value returned.
- Read both the questions and the an
swers and then determine for yourself
whether the general publicsis getting
| that for which it pays.
Questions and Answers.
1. a. Is it true that under the present
classification rules of the shop Grafts, IN
order to change nozzle tip in the front
! Of a locomotive it is necessary to call = Il
boilermaker and his helper to open the
| door. because that is boilermakers work
| to call a pipeman and his helper to remove
| the blower pipe, because that is pipemen S
| work; and to call maehinist and his help
| chfnist's work: also for the same force to
be employed for putting in the. new, tipE
Answer: Full compliance with the Ma
! tional Agreement requires the procedure
outlined in the question
b. Is it true that before Federal control
pnt IN tbs h nePs tip G5 aone man. e
| Answer: Yes-at a number of points a
machinist helper or machinist alone would
! there were handy men working for Il less
rate of pay than regular mechanics who dld
steam pipe work exclusively handling al
| steam pipe work including the changing
| of nozzle tips.
| c. Do, similar classification rules exist
i for all other shop work?
Answer: Yes Prior to Federal control
it was not an uncommon practice for ma,
chinist and his helper to take care OF all OF
! light of a locomotive. Under National
! Agreement the work is so CLASSIFIED as &c
! distribute same among three crafts, name,
ly, machinists. sheet metal workers and
electricians. If each of the mechanics per
4 forming the work nave helper, this mas
the effect of six men performing a piece
\ of hof cOnid and formerly taken
care of by two men.
.. a. Is it true that men working on
/ trucks, spring work and kindred occupa
tions, and paid. before Federal control
handymen's or helpers wages, or shade
mechanics by Supplement No, issued by
per hour. mechanics pay?
b. Is it true that all of these mechanics
are referred to as "McAdoo mechanics,
because they were made mechanics by the
director general of railroads, and not by
experience
Answer: Yes.
g. A. Is it true that men employed to
Ecouple and uncouple hose between the cars
| mot as difficult or hazardous a task as
Ihitching a span of mulesl, are now classed
1 as car men, receiving so cents per hour
with time and one-half for Sundays and
holidays, average about $215.00 per month
for working seven hours and forty minutes
per day?
Answer: Yes.
b. Is it true that before Federal contro
these same employees received from rs to 81
cents per hour and straight time for sun.
days and holidays, averaging about $96.Ot
per month for ten hour day?
! Answer: Yes, to a certain extent.
| Prevailing rate prior to federal control or
some railroads for car inspectors in ques-
4 ton was "a to IS cents per hour with
straight time for regular shift Of eleven
4 hours and on punitive time for Sunday OF
holiday work.
i 4. a. Is it true that when a wreckins
crew, usually consisting of ten men, Is
called after its regular hours for stated
job in the yard, is assigned to two Other
jobs, all of which is done in seven hours
from start to finish, these men receive not
less than fifteen hours, and possibly eigh
teen hours pay, for seven hours work. be