Daily picayune., 1921-05-18


 1916 (which was before the Adamson law took effecD stood at s1, ,46s, ,576, ,394 In 1920 1t was S3,69S, ,216,351, an in- crease of $2 229, S39 ,957.
 "The increase by years since 1918 has been as follows:
 Increase in 1917. $27o, ,e05, 748 Increase in 1918.......... 874,331 ,2O9 Increase in 9......... 2c9 ,O61 Increase in 1920. .......... 855, 5,087,9fe or an aggregate increase
 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:
 Actual expenses for 1920. $6, 163, 3e, ,341 Actual expenses for 1919. 4,667 ,774,131 Inc. for 1920 over 1919$1, ,4s5 1864, ,21o Mir 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 821z cents out of every dollar of operating expenses for 1920 was paid out at prices direct. y hxed by the government
 "The remainder, up to s7N 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 Pore Marquette Railway was
 
 to four employees because their titles under these agreements were changed by Q decision of the Director General. while the nature of their duties and the volume of their work remained the same.
 2. car repairer on the Virginian was psa of wsS uera othss ss employees because there was no work for him to do. Whom he became en- titled under his seniority rights" to k Ntn~ Ad a and overtime.
 3 The Shop Crafts Agreement pro- vides that when employees are re- auired to check in and out on their own time they will be paid for one hour extra at tho close of each week. no matter how few hours they may six months of 1920 cost the railways ss.5o0. 900, or at rate of s13.o00.0oo a year
 ( On the Chesapeake & Ohio Rail- road pecework car repairers decreas- cd 41.4 per cent and airbrake repair. CTS 35.4 per cent in efficiency under a guarantee of d fixed minimum rate per hour.
 5. 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 31.s per cent and the output was cut down 24 per cent; and in coach cleaning yard at Denver tho time required was increased 3ss per cent and the output decreased 2S per cent.
 6. Southern Pacific employees, whose sole duty to keep watch on stationary engines and to stop the engine in case anything went wrong, were reclassihed by Director General as electrical workers" one man on the Salt Lake division being given back pay of s2.3s1, another s2,094, another s2009. another s2 003 and six others amounts varying from $1,500 to $500
 [ Under the present classification rules of the shop crafts, in order to change a nozzle tip in the front end of a locomotive it is necessary to call a boiler maker and his helper to open the door, because that is boiler mak- CTS work; to call a pipeman and his helper to remove the blower pipe, because that is pipsmens work; and call a 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, t1I ka.