Newark leader. ([Newark, Ohio]) 1917-1946, 1924-05-09


Board, Inc, Specialists in Economic
Research for Labor Unions, consult
ing engineer representing the B. & o.
shop crafts, was in Newark last week
on business. While here he addressed
the workers at the B. & O. shops.
In the annual report of 1923 the
Labor Bureau refers to Mr.. Boyer as
follows:
Perhaps the most interesting con-
tribution of the Labor Bureau during
1923 was the service rendered by its
Consulting Engineer, O. S. Boyer, Jr.,
NJ. E., to the railroad shop crafts in
connection with their experiment on
the Baltimore and Ohio Railroad,
whose essentials are (1) full and COM
plete recognition of the Federated
Shop Craft Unions for constructive as
we'll as defensive purposes, (2) an
agreement for cooperation between
management and unions in rendering
better service to the public, on the
understanding that the benefits re-
sulting from improved service shall
be shared fairly between the two
parties, (3) application of the above
program in the Glenwood Shops, near
Pittsburgh, with the result that the
cost and quality of the work were i'm
proved, while the men benefited
through enlargement of the force,
more pleasant conditions Of work, and
greater stability Of employment, with
consequent larger earnings. The plan
is now being extended to all other
points on the system and is being de-
veloped in other ways. The chances
are strong that it will be installed on
other important railroads.
Mr.. Beyer's views of the organiza-
ton of railway employees may be
gathered from the following extracts
from an article he contributed to the
Railway Age last fall:
Recent events in the history of
American steam transportation have
brought the whole subject of railway
employe morale prominently to the
front. The conclusion cannot be es-
capped that one Of the supreme tests
of a successfully conducted railroad
is the extent to which willing cooper
alton exists between the management
and the workers.
One of the very first and most i'm
portant questions which the railroad
who desires to secure results
in this phase of railroad operation
must answer, is whether the relation
ship between the company and it's en-
ployes shall be on the "individuaf" OF
fGno hnc
| believe that the more intelligent.
and fairminded managers
Of our railways agree that certain
very decided advantages result from
the collective agreement" as against
the strictly individual contract"
which prevails, for instance, almost
throughout the iron and steel
industry. Public policy, as reflected
by the Transportation Act and vari-
Gus decisions of the Railroad Labor
Board, also endorses the idea of the
collective agreements. The preference
of the one over the other, from the
strictly theoretical viewpoint, there
fore, does not require further elabora-
ton.
Differences of opinion arise, how
ever Tin regard to some classes of
when it comes to making
a choice between what has come to
be known as the company union form
Of organization and the standard rail-
way craft unions. Specifically, the
choice may appear to be an easy one.
Indeed, if fundamentals such as the
value of economic strength derived
through affiliation with other organ
zations for bargaining purposes is
ignored and faith is simply had in the
1esire of the management to be fair
n its decisions affecting the welfare
IF it's employees, then the choice be-
,ween the company union and the
affiliated union would be simple.
Unionism will grow despite all eff
sorts to prevent it., as history since
md even for centuries before the in
lustrial revolution demonstrates. In
Iced, the very existence of the unaf--
'iliated or company union, if it is a
;ruly democratic institution uncon-
rolled and uncomfortable by man
agement. is not only an adjustment in
he direction of standard unionism,
'ut also opens the way for the con-
version of these special organizations
o those of the more orthodox type.
f, therefore, the standard organiza-
ions are really able and willing to
JUNCTION constructively with manage
nent, the question naturally arises,
would or would it not be best in the
nd to establish a clean-cut, whole
ome relationship with these organi-
ations? Would it not result in either
orestalling or putting an end to the
ostly and ultimately futile resistance
o the normal development of trade
lnionism in the railroad industry?