1L . 42 VIII. Arbitration in 1910 between the Baltimore & Ohio Southwestern Rail- road and Order of Railroad Telegraphers 46 IX. Arbitration in 1910 between 52 railroads in western territory and Brotherhood of Locomotive Firemen and Enginemen 50 X. Arbitration in 1910 between the Southern Railway and Order of Rail- road Telegraphers 163 XI. Arbitration in 1910 between the Missouri Pacific System and Order of Railroad Telegraphers 167 XII. Arbitration in 1910 between the Denver & Rio Grande Railroad and Brotherhood of Locomotive Firemen and Enginemen 169 XIII. Arbitration in 1911 between the Coal & Coke Railway and Brother- hood of Locomotive Engineers, Brotherhood of Locomotive Fire- men and Enginemen, Order of Railway Conductors, Brotherhood of Railroad Trainmen 175 XIV. Arbitration in 1912 between 52 railroads in eastern territory and Brotherhood of Locomotive Engineers 197 XV. Arbitration in 1913 between 50 railroad's in eastern territory and Brotherhood of Locomotive Firemen and Enginemen 259 XVI. Arbitration in 1913 between 42 railroads in eastern territory and Order of Railway Conductors, Brotherhood of Railroad Trainmen 315 XVII. Arbitration in 1913 between the Chicago & Western Indiana Railroad, and Belt Railway Co. of Chicago, and Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen and Enginemen, Brotherhood of Railroad Trainmen 405 XVIII. Arbitration in 1913 between the Chicago, Burlington & Quincy Rail- road, and Order of Railway Conductors, and Brotherhood of Rail- road Trainmen 408 XIX. Arbitration in 1913 between Wheeling & Lake Erie, Wabash-Pitts- burgh Terminal, and West Side Belt Railroads, and telegraphers, telephoners, station agents, and signalmen 437 ^. XX. Arbitration in 1913 between the Southern Railway and maintenance of way employees - 445 XXI. Arbitration in 1914 between the New York, Chicago & St. Louis Rail- road, and telegraphers, station agents, and signalmen 447 XXII. Arbitration in 1914 between the Georgia & Florida Raihoad and Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen and Enginemen 450 XXIII Arbitration in 1914-15 between 98 railroads in western territory and Brotherhood of Locomotive Engineers, Brotherhood p^J^gmpt^Jfe Firemen a.d Enginemen .„_.„....^.„^„„^.^j^45Jg|^Y NEW YORK STATE SCHOOL ^ INDUSTRIAL AND LABOR RELATIONS Cornell University CONTENTS. Page. XXIV. Arbitration between the Georgia Railroad and the Brotherhood of Railroad Conductors and Brotherhood of Railroad Trainmen 591 XXV. Arbitration between the Norfolk & Western Railroad and its mainte- nance of way employees 593 XXVI. Arbitration in 1911 of a controversy between the Amalgamated Asso- ciation of the American Street and Railway Employees of America and the Youngstown & Ohio River Railroad Co 598 XXVII. Appendix A. — Federal legislation relative to the mediation and ar- bitration of railway labor disputes 600 LETTER OP TRANSMITTAL. United States Board of Mediation and Conciliation, Wasliington, May 12, 1916. Sir: I have the honor to transmit herewith a report of tlie United States Board of Mediation and Conciliation on the effects of arbitra- tion proceedings upon the rates of pay and working conditions of railroad employees, as directed by resolution of the Senate of May 3, 1916, which reads as follows: Resolved, That the United States Board ot Mediation and Conciliation be and is hereby directed to furnish for the use of the Senate a report upon wages and working conditions of railroad employees as affected by arbitrations under the act of Congress approved June first, eighteen hundred and ninety-eight, entitled "An act concerning carriers engaged in interstate commerce and their employees, ' ' and the act of Congress, approved July fifteenth, nineteen hundred and thirteen, entitled "An act providing for mediation, conciliation, and arbitration in controversies between certain em- ployers and their employees." Respectfully, ' W. L. Chambers, United States Commissioner of Mediation and Conciliation. Hon. Thomas R. Marshall, President of the Senate.' RAILROAD LABOR ARBITRATIONS. I. INTRODUCTIOir, SCOPE AND METHOD OP STUDY. In the following pages a study has been made of the effects of arbitration proceedings upon the rates of pay and working conditions of railway employees. The scope of the study includes allarbitration proceedings held under the provisions^ of the Federal law.^ To the analysis of these arbitration proceedings has also been added a review of four other cases— the arbitration in 1911 between the Youngstown & Ohio River Railroad and its employees, the arbitration in 1912 between locomotive engineers and 52 raiboads of the East, the arbitration in 1912 between the Georgia Railroad and its conductors and trainmen, and the arbitration in 1913 between the Norfolk &' Western Railroad and its maintenance of way employees. Altogether the results of 25 formal arbitration proceedings, covering the period 1898-1915, have been analyzed. The general method pursued has been to compare rates of pay and working conditions jpriot and subsequent to the awards of arbitration boards, with the object in view of ascertaining changes in rates of pay and working rules which were the outcome of the arbitration pro- ceedings. The presentation of the results of such comparative analyses have been made under the followipg general heads for each arbitration case: (1) History of case. (2) Articles of arbitration agreement. (3) Testimony and argument of employees. (4) Testimony and argument of the railroads. (5) Comparison of the requests of employees with the award of the arbitration board. (6) The application of the award of the board to railroad operating conditions. (7) Changes in rates of pay and working conditions by individual railroads as the result of the arbitration award. ASSISTANCE RECEIVED. The cooperation of the executive officers of the railroad labor organizations and of the general managers of the raihoad companies has been fully extended to the board in the course of the work. With- out this assistance successful results would have been impossible. > See Appendix A. O EATLEOAD LABOR AEBITEATIONS. HISTORY OF MEDIATION AND AKBITKATION LEGISLATION. THE ACT OF 1888. The first law dealing with the adjustment of controversies between transportation companies and their employees was approved Oc- tober 1, 1888. It provided for voluntary arbitration and sub- stantially for compulsory investigation. The law of 1888 provided that in the event of controversy either side might propose in writing to submit the differences to arbitration; and if the other party to the controversy should accept the proposition each side should then appoint one arbitrator and these two should select a third. The three persons thus selected were created a board of arbitration. The board of arbitration was given aU the power of administering oaths, subpoenaing witnesses, requiring the production of papers, etc., that belong "to the United States commissioners appointed by the circuit court of the United States." The act of 1888 provided that upon the conclusion of its investi- gation the decision of the board of arbitration should be publicly announced and a copy of it filed with .the Commissioner of Labor of the United States. No provision of any kind was made for en- forcing any award of the board, and the act evidently relied on the force of public opinion to make effective the decision of the arbi- trators. In this respect the act of 1888 is similar to the Canadian act. The act of 1888 provided also that the President might select two commissioners who, together with the United States Commissioner of Labor, shoidd "constitute a temporary commission for the pur- pose of examining the causes of the controversy, the conditions accompanying, and the best means for adjusting it." The report of the commission was to be transmitted to the President and to the Congress. The services of such commission might be tendered by the President for the purpose of settling a controversy "either upon his own motion or upon the application of one of the parties to the controversy or upon the application of the executive of the State." A commission thus created by the President was given all the powei' and authority given to the board of arbitration. The commission's decision was to be made public and was "to advise the respective parties what, if anything, ought to be done or submitted to by either oi- both to adjust the matters in dispute." As in the case of the arbitration boards, no means were afforded for enforcing the decisions of these special commissions. The provisions of this act were never utilized.* THE EEDMAN LAW. The Federal law which superseded the act of 1888 is commonly known as the Erdman Act.^ This law provided means for the media- tion and arbitration of controversies affecting railways and their traiu-service employees and was the basis of existing leo-islation. It was enacted in June, 1898. Dvfring the first eight and" a half years following the passage of the law only one attempt was made to ^ Mediation and Arbitration of Railway Labor Disputes in tlie United States, bv Gharlps p nj„;ii Bulletin No. 98, U. S. Bureaii ot Labor. -^ ^uaries f. JNeill, ' See appendix. RAILEOAD LABOR AEBTTEATIONS. utilize it. Within the next fire years, however, its provisions were invoked more than 60 times, the effectiveness of the law estabhshed, and methods of procedure under its provisions fully developed. THE PROVISIONS OF THE BRDMAN LAW. The scope of this law included only employees directly engaged in the movement of trains — engineers, firemen, conductors, trainmen, switchmen, and telegraphers. The mediation proceedings were purely voluntary. Either party to a controversy might invoke the assistance of the Federal mediators, the chairman of the Interstate Commerce Commission, and the Commissioner of Labor. The mediators had no power to intervene in any controversy upon their own initiative. Their activities "were conditioned, first, upon the receipt of a request for mediation under the law from one of the par- ties to the controversy, and, second, upon the acceptance by the other party of the mediators tender of friendly offices. " * PROCEDURE UNDER THE EHDMAN LAW. The course of procedure for the peaceable settlement of wage dis- putes under the Erdman law was followed under the provisions of subsequent legislation. It has been well described in a bulletin issued by the Bureau of Labor, which may be quoted in order that the prevailing methods of adjustment of controversies may be fully understood: ' The course through which the mediation provisions of the Erdman Act are invoked is ordinarily somewhat as follows: A controversy arises between a railroad company and one or more classes of its employees coming within the provisions of the act. This controversy may relate to proposed changes in the existing rates of pay or the existing regulations governing working conditions, or it may arise over some grievance grow- in" out of a misunderstanding of the terms of the existing contract and involve no proposals for changed conditions. If no settlement can be reached by the local committee or the general committee directly representing the employees on the road or roads involved, the questions in dispute are referred by the employees to their national organization, and a grand officer, as he is termed, of that organization then takes the matter up directly with the road or roads involved and endeavors by direct negotiation to effect a settlement. If this effort fails, the questions in dispute and any proposal of settlement offered by the road are usually laid before the employees concerned and they are asked to vote upon whether they are willing to inaugurate a strike unless some basis of settlement more satisfactory to their representatives than the one offered can be secured. If the vote of the men is in favor of a strike to enforce their proposals, the gi'and officer again opens negotiations with the road m a further effort to effect an amicable adjustment of the controversy. If these negotiations prove fruitless or if at the outset it is apparent that no settlement can be effected directly bv the parties concerned, one or the other of the parties to the dilute makes an application to the mediators designated in the Erdman Act requesting them to use their friendly offices to bring about an amicable adjustment of the controversy and *^Wh^%oti^sidM hlv'e agreed to mediation proceedings they are as a rule begun very promptly, usually the only delay being that which is involved m getting the pSties concerned together at the place decided upon. By reference to the date and ffie whSe the mediation proceedings have begun, and comparing these with the late the application was received, some idea may be gained of the promptness witt which it has been felt necessary to take up negotiations in the majority of the cases S^which the provisions of the Erdman Act have been invoked. There is no fixed mka^ to whe?e mediation proceedings shall be held. In numerous ^stances tiie ^™ntatives of the parties in controversy have come to Washington and the nego- tiSshavIbeen conducted there, \\hen this has not been feasible or desirable oneor both mediato rs have gone to the place in which the parties had up to that . Mediation and Arbitration of Railway Wage Disputes in the United States, by Charles P. Nelll, Bulletin No. 98, U. S. Bureau oJ Labor. 10 RAIIJIOAD LABOR AEBITETATIONS. time conducted their negotiations, and the mediation conferences have been car- ried on there. The mediators have covered a rather wide range of territory, having carried on conferences at points as remote from Washington as St. Paul, Denver, and El Paso. The proceedings are purposely kept as informal as possible, in order that they may be the more readily adapted to the .exigencies of any given case. Conferences are always held with the two parties to the controversy separately, and a joint meeting is never arranged until either a complete settlement of the questions in dispute or an agreement to arbitrate has been brought about by the mediators and agreed to in writing by the two parties. Ordinarily the mediators begin by meeting the representatives of the side by which the mediation was invoked. After learning the matters at issue and discussing these in a general way, a conference is held by the mediators with the other party to the dispute. Successive conferences are then held by the mediators with one or the other party alternately, or it may happen that several successive conferences are held with one side before again conferring with the other side. The procedure in this respect is a matter governed entirely by the nature of the questions at issue and the particular conditions existing in any given case. No limit is set to the number of conferences which may be held nor to the period which may be devoted to the mediation proceedings. Some cases have been brought to a successful termination within a few days, but these are exceptions; from one to two weeks is more nearly the rule. In some of the larce cases where conditions were peculiarly acute, and a tension existed which made it important to secure a settlemerit at the earliest possible moment, conferences have for days at a time been carried on throughout the entire day and far into the night; and even what were practically all-night sessions have not been unusual. While the procedure usually follows the above lines, any variation which seems desirable may be introduced, and the only fixed and unvarying rule is that neither side shall know what concessions the other side is willing to make unless and until an amicable agreement is reached. This rule has been adopted because both sides are more likely to make concessions if there is no danger that these concessions may later on be used to their disadvantage if the case should go to arbitration. It is al- ways possible that the mediation proceedings may prove ineffective and that the case may go to arbitration. In that event, if any concessions offered by either side were known to the other side and could be adduced before the arbitrators as offers once made, it is obvious that the side which had offered the concessions in the media- tion proceedings would be to that extent at a disadvantage in arbitration proceedings. The rule above referred to prevents this difficulty and leaves both parties free to suggest concessions without fear of future prejudice. In the event of a failure to secure a settlement through mediation in any given case, neither party at the end of the proceedings would have any definite knowledge of what concessions the other had been willing to make, and both are therefore in the same relative position as they were when the proceedings began. Neither has gained any tactical advantage, nor has either had its side of the case prejudiced by what has passed during the mediation proceedings. No minutes are taken nor are any formal records kept of what occurs in the meetings between the mediators and the respective parties to the controversy. Ordinarily the only thing which becomes a matter of formal record is the final articles of settlement agreed to and signed by the parties in dispute. Unless requested or authorized to do so by the parties to the controversy, the media- tors do not make public the terms of settlement agreed upon through mediation.' It is true that these proceedings are carried on by Government officials under Government authority and at Government expense, and it might be argued that these facts render the controversies public matters. On the other hand, it may be held that since differences between certain classes of employers and employees engaged in interstate traffic may, if unadjusted, cause serious public inconvenience and serious public loss, the Government merely furnishes the machinery for bringing about an amicable settlement if the two parties to a controversy can not themselves come to terms; but that, nevertheless, these disagreements remain primarily the concern of the employers and employees involved. The mediators, however, are primarily concerned only with the policy that will render most effective the operations of the law, and it is believed that leaving to the parties in dispute to determine the degree of publicity to be given to the terms of settlement is much the best policy. ' In this respect the treatment of mediation proceedings differs widely from that of arbitration proceed- ings. The latter are usually carried on in open hearings, and all the papers, including the award and a certified stenographic copy of the testimony, are filed in the clerk's ofBce of the United States circuit court and become matters of public record. BAILKOAD LABOE AEBITRAtTOKS. 11 In the event that efforts to secure an agreement through media- tion prove unsuccessful, it was provided in section 2 of the law that the mediators shall attempt to have the controversy submitted to a board of arbitration for settlement. Sections 3 to 7, inclusive, of the act specified the form of arbitration agreement that should be entered into by the parties to the contro- versy. The method of selecting the arbitrators was set forth, and a restricted right of appeal to the courts from the award of the arbi- trators was granted. The law provided that each party to the controversy select one arbitrator. Together, these two arbitrators select the third arbi- trator, if they are able to agree within five days after their first meet- ing. In the event the third arbitrator is not named in this way within the five days, the law provided that he shall be named by the presiding judge of the Commerce Court and the > Commissioner of Labor acting together. * THE NEWLANDS LAW. The next step in legislatisn relative to mediation and arbitration was the so-called Newlands law, approved July 13, 1913. It created the offices of Commissioner of Mediation and Conciliation and As- sistant Commissioner of Mediation and Conciliation, and further provided that the President shall also "designate not more than two other officials of the Government who have been appointed by and with the advice and consent of the Senate, who, together with the Commissioner of Mediation and Conciliation, shall constitute a board to be known as the United States Board of Mediation and Conciha- tion. " In August, 1916, the. board was increased to three rnembers by the designation by the President of the Assistant Commissioner of Mediation and ConciUation as a member. The law in general reenacted the provisions of the Erdman law relative to mediation. It also provided for three-member boards of arbitration as authorized by the Erdman Act, but, in addition, in order to meet the criticism of three-member boards placing too much power in the hands of the neutral arbitrator, it provided fur- ther for six-member boards of arbitration, composed of two repre- sentatives from each side to a controversy, and two neutral members representing the pubhc. The immediate cause for the passage of the present law grew out of the demands of the conductors and trainmen, which had been presented, in a concerted movement, some months previously to 42 eastern railroads in what is known as eastern associated territory. The direct negotiations between the parties resulted in a refusal by the railroads to grant the demands of the men, on the ground that the rates of wages then prevaihng were adequate and that the employees were working under favorable conditions. A strike vote had been taken, resulting in some 97 per cent of the employees vot- ing to withdraw from the service of the raih-oads unless their de- mands were complied with. The situation was an aggravated one and reached an acute stage early in July, 1913. The pubhc mind was excited, and the biU which had been pending m Congress tor some months was, upon the advice of the President, promptly en- acted into law to meet the emereencv. 12 EAILEOAD LABOE AKBITEATIONS. CONTROVERSIES ADJUSTED. In the enactment of Federal legislation emphasis was placed upon arbitration as a method of settling disputes between transportation companies and their employees,. Under the operation of the various laws, however, it soon became evident that mediation proceedings were to take the leading part. There were in all 48 cases settled on request of the parties either by mediation under the Erdman law or by arbitrations in accordance with its provisions. Seven of these cases were concerted movements, involving many of the various classes of employees and involving in each instance a large number of railroads, m one case as many as 64 roads. Of these 48 cases coming under the Erdman law during the 14 years of its existence 20 were settled through mediation, 8 were settled by mediation and arbitration, and 4 by arbitration alone. In the remaining 16 cases the services of the mediators, requested by one of the parties, were either refused by the other or direct settlements were reached be- tween the parties after the services of the mediators were 'invoked without employing them or resorting to arbitration. Since the Newlands law was approved, on July 15, 1913, 56 con- troversies have been adjusted by the Board of Mediation and Concili- ation. Of this number 45 were settled by mediation and 11 by mediation and arbitration. In 20 cases employees made appHcation to the board for its services, the railroads applied in 13 cases, and in 15 cases the railroads and their employees made joint application. In 8 cases the board proffered its services, which were accepted. ARBITRATION PROCEEDINGS HELD UNDER THE ERDMAN AND NEW- LANDS LAWS. The following table sets forth in chronological order the railroad arbitration proceedings which have been held under the auspices of the Federal Government from the passage of the Erdman law to the present time. In connection with each case the date of the award is shoAvn, together with the members of the arbitration board, the place of meetings, and the duration of the proceedings. 14 RAILEOAD LABOE AEEITKATIONS. AEBITRATION PROCEEDINGS UNDEE THE BEDMAN ACT, INCLUDING CASES WHERE 1898, TO Parties to arbitration. Arbitrators. Date 01 agreement to Railroad company. Employees. arbitrate. Name. Occupation. Southern Pacific (At- Firemen and Jan. 7, 1907 W.E.Green Gen.supt.St. Louis S.W. ' lantic System). engine- Ey. of Tex. Attorney ■ Southern Pacific (Paci- Telegraphers r^h. 14,1907 E. H. Ingram Gen. supt., S. Pao. Co fic System). H. B. Perham Emory E. Johnson. . President, 0. E. T Prjf. transportation and commerce, Univ. or Pa. Firemen and engine- May 29,1909 HUary A. irerbert.. Thos. W. llardwick. U. S. Eepresentative men.i David C. Barrow Chancellor, Univ. of Ga. . . Illinois Central E. E.; Telegraphers Doc. 17,1909 Ira G. Eawn President, Monon Eoute. . Yazoo & Mississippi John A. Newman... Vice pros., O.R.T Valley R.E.; Indian- B. H.Meyer Chm. R. E. Com. of Wis- apolis Southern R. R. consm. Certain railroads lead- Switchmen.. Jan. 19,1910 Carl R. Gray Vice pres., St. L. & S. F. ing out of Chicago.3 S. E. Heberling 1st vice pres., S. U. of N. A. Stephens. Gregory.. Horace Baker Cleveland, Cincinnati, Telegraphers Jan. 29,1910 Gen. mgr., Q. & C. route. . Chicago & St. Louis J. J. Dermody Vice pres., 0. R. T Ey. Wm. J. Kerby Prof, of sociology, Cath. Univ. of America. Baltimore & Ohio do Feb. 17,1910 Geo. H. Groce Asst. to gen. mgr., 111. Cen- Southwestern E. E. J.J. Dermody Wm. J. Kerby tral E. E. Vice pres., O.R.T. Prof, of sociology, Cath. Univ. of America. 52 western railroads < Firemen and Mar.. 25,1910 W. R. Scott Asst. gen. mgr., S. Pac. Co. engme- Timothy Shea 1st vice pres., B. L. F. & E. men.i Wm. L. Chambers. . Lawyer, late member of Spanish Treaty Claims Com. Southern Ey.... Telegraphers Apr. 15,1910 J. S. B.Thompson.. J.J. Dermody Asst. to pres. of Sou. Ey . . . Vice pres., 0. E. T Wm. E.Vance Dean, Geo. Washington Univ. Law School. Missouri Pacific System. do May 14,1910 Albert W.Sullivan.. Frank J. Eyan Wm. L. Chambers. . Gen. mgr., Mo. Pac. Ey... Com., Kansas Bd. of E. E. Commissioners. L a w y e r , late m 6 m b e r Spanish Treaty Claims Com. Denver & Rio Grande Firemen and Sept. 17,1910 W. S. Martm Asst'. gen. mgr., D. & E, E. E. engme- G.E.E. men.i W. F. Hynes Attorney and counsellor at law. Lawyer, latemember Wm. L. Chambers. . Spanish Treaty Claims Cora. Coal and Coke Ry E n g ineers. Apr. 1,1911 H. B. Spencer Vice pres.. Sou. Ey Pres., Am. E. R. Employ- ees and Investors' Assn. liremen P. H. Morrissey and en- g inemen,! Wendell P. Stafford. Justice, Supreme Court, conduc- District of Columbia. tors, and trainmen. 50 eastern raih-oads Firemen and engine- men.i Feb. 18,1913 Wm. L. Chambers. . Albert PhUlips Wm. W. Atterbury. Lawyer,latemember Spanish Treaty Claims Com. Vioepres.,B.ofL. F. &E. Vice pres.. Pa. R. E ' The Brotherhood of Locomotive Firemen and Engmemen, while primarily an organization of firemen also includes in its membership hostlers and a considerable number of engineers. ' ' The two arbitrators agreed upon a third arbitrator, but, in order to make the appointment legal (five days having elapsed), he was appomtcd by the chairman of the 'Interstate Commerce Commission and the Commissioner of Labor. RAILKOAD LABOR ARBITRATIONS. 15 MEDIATION WAS FIRST INVOKED AND CASES OF ARBITRATION DIEECf, JUNE 1, DECEMBER 31, 1911. Arbitrators— Continued. Chosen by- Date chosen. Hearings by board of arbitration. Date of first hearing. Place. Date of award. Employers. Employees Chmu. I. C. C. and Com. of Labor 2. . . Employers Employees Chnm. I. C. C. and Com. of Labor .- Employers. Employees. Chmn.I.C.C Employers. Employees... Chnm. I. C. C. and Com. of Labor 2. Employees Chmfl. I. C. C. and Com. of Labor . Employers Jan. 7, 1907 do Jan. 30,1907 Feb. 14,1907 do Mar. 7, 1907 May 29,1909 do June 19,1909 Deo. 17,1909 do Jan. 10,1910 Employees Chnm. I. C. C. and Com. of Labor. . . Employers. Employees... Chron. I. C. C. and Com. of Labor. . . Jan. 19, 1910 do Feb. 23,1910 Jan. 29,1910 .....do Feb. 28,1910 Employers Employees '. ; ; . Chmn. I. C. C. and Com. of Labor. - Employers Employees ■. Chmn. 1. C. C. and Com. of Labor. . Feb. 17,1910 Employers Employees Chmn. I. C. C. and Com. of Labor. . Employers. Employees. Chnm. I. C. C. and Com. of Labor. Employers Employees Chmn. I. C. C. and Com. of Labor. . Employers. Employees. Presiding judge Commerce Court and Com. of Labor.' .do. Employers. Employees. do , Mar. 7, 1910 Mar. 25,1910 do May 10,1910 Apr. 15,1910 -...do May 18,1910 May 14,1910 do July 1, 1910 Sept. 17,1910 do , Oct. 6, 1910 Apr. 8, 1911 Apr. 1, 1911 May 6, 1911 Mar. 3, 1913 Feb. 18,1913 do Jan. 31,1907 Mar. 16,1907 Jfine 21,1909 Jan. 17,1910 Mar. 4, 1910 Mar. 7, 1910 Mar. 14,1910 May 16,1910 May 24,1910 July 6, 1910 Oct. 11,1910 May 8, 1911 Mar. 10,1913 Houston, Tex. San Francisco, Cal. . Atlanta, Ga.. Chicago, 111 ....do Cincinnati, Ohio.. -do.. Chicago, 111. Washington, D. C. . St. Louis, Mo. Denver, Colo.. Washington, D. C. . New York. Feb. 1, 1907 Apr. 6,1907 June 26,1909 Feb. 7, 1910 Mar. 22,1910 Mar. 28,1910 Apr'. 4, 1910 June 4, 1910 June 11,1910 July 28,1910 Nov. 1, 1910 May 27,1911 Apr. 23,1913 8 For details as to roads involved, see Chapter 6. 1 For details as to roads involved, see Chapter 9. , ^^ • t * 1 „i ^<: » The two arbitrators agreed upon a third arbitrator, but, m order to make the appomtment legal (five days having elapsed), he was appointed by the presiding 'udge of the Commerce Court and the Commis- sioner of L^oi. 16 KAILEOAD LABOE ARBITRATIONS. AEBITBATIONS UNDER THE NEWLANDS ACT DURING Parties to arbitration. Railroad company. Employees. Date of agreement to arbitrate. Arbitratora. Name. Baltimore & Ohio 1 Baltimore & Ohio Southwestern-. Bessemer & Lake Erie Boston & Albany Boston & Maine Buffalo, Rochester & Pittsburgh Bnflalo & Susquehanna Central New England Central Railroad of New Jersey Chicago, Indianapolis & Louisville Chicago, Indiana & Southern Chicago, Terre Haute & Southeastern- . Cmcinnati, Hamilton & Dayton Cincinnati Northern Cleveland, Cincinnati, Chicago & St. Louis. Dayton & Union Delaware & Hudson Delaware, Lackawanna & Western i Detroit, Toledo & Ironton Grand Rapids & Indiana Hocking Valley . . . ; Kanawha & Michigan Lake Erie & Western Lake Shore & Michigan Southern ,. . Lehigh & Hudson River Long Island Maine Central Michigan Central New York Central & Hudson River New York, Chicago & St. Louis New York, New Haven & Hartford New York, Ontario & Western New York, Philadelphia & Norfolk Peimsylvama Lines, Bast Permsylvania Lines, West Philadelphia & Reading Rutland Toledo* Ohio Central Vandalia - Western Maryland Wheeling* Lake Erie Zanesville & Western Chicago & Western Indiana . . Belt Railway Co. of Chicago.. Chicago, Burlington & QuJncy. Wheeling & Lake Erie Wabash-Pittsburgh Terminal West Side Belt Ry Southern Railway. Conductors. Trainmen... {Engineers . Firemen. . Trainmen. /Conductors.. 1 Traiumen. . . Telegraphers . . Telephoners... Station agents. Signalmen /Maintenance o i way employees. }july 26, 1913 Aug. 6, 1913 }Aug. 27, 1913 Nov. 7,1913 Nov. 3, 1913 W. W. Atterbury.... A. H. Smith Lucius E. Sheppard.. Daniel E. Cease John H. Finley Seth Low F. A. Burgess W.J. Jackson E. S. Hustqn E.R.Curtis E. L. Harrigan Fairfax Harrison i P. H. Morrissey Gerrlt J. Diekema Henry S. Boutell D. R. Webner H. B. Chapman D. G. Ramsay S. J. Konenkamp Alexander H. Hadden James R. Garfield D. w;. Lum T. H. Gerry .H.A.Herbert > On Deo. 2, 1913, Pierce Butler, lawyer, was appointed arbitrator in place of Fairfax Harrison, resigned. KAILKOAD LABOR ARBITRATIONS. THE FISCAL YEARS ENDED JUNE 30, 1914 AND 1915. 17 Arbitrators — Continued. Occupation. Vice pros. Pennsylvania York /ice pn It. It. Vice pres. New Central Lines. Vice pres. Order of Hail- way Conductors. Editor and publisher Eailroad Trainman. President College ot the City of New York. President National Civic Federation. Asst. grand chief, Brotherhood of Loco- motive Engineers. Gen. mgr^ Chicago & Eastern Illihois B . B . Lawyer , Vice pres. Order of Rail- way Conductors. Gen. chmn. grievance committee, N. P. R. R. Pres. Chicago, Indian- apolis & Louisville Ry. Asst. to vice pres. C. B. &Q. B.R. Lawyer ;do. Trainmaster Wheeling & Lake Erie Ry. Lawyer ....do Int. . pres. Commercial Telegraphers' Union of America. Lawyer ....do Eng. of maint. of way. Southern Ry. Gen. chmn., maint. of way employees. Lawyer Employees U.S. Board of M. and C. 51393°— S. Doc. 493, 64r-l— Chosen by. Roads ....do Employees. . . ....do Other arbitra- tors. ....do Employees. Roads.. U.S. Board of M. and C. Employees ....do Road .....do U. S. Board of M. and C. do Roads do Employees.... do Other arbitra- tors. do Road Date chosen. July 29,1913 ....do Aug. 19,1913 Aug. 23,1913 Sept. 1,1913 .....do Aug. 8,lto Aug. 11,1913 Aug. 22,1913 Aug. 27,1913 do Sept. 1,1913 ......do Oct. 29,1913 do Nov. 14,1913 do Nov. 18,1913 do Dec. 10,1913 ....do Oct. 30,1913 do Nov. 10,1918 Hearing by board of arbitra- tion. Date of first hearing. Sept. 11,1913 Aug. 28,1913 •Nov. 3, 1913 Dec. 29,1913 Nov. 17,1913 Place. Now York, N. Y. Chicago, m . . do Cleveland, Ohio. Washington, D.C. Date ot award. Nov. 10,1913 Sept. 17,1913 Feb. 19,1914 Jan. 13,1914 Deo. 17,1913 BAILKOAD LABOE ARBITRATIONS. ARBITRATIONS UNDER THE NEWLANDS ACT DURING Parties to arbitration. Date of agreement to arbitrate. Arbitrators. Railroad company. Employees. Name. Telei^raphers ■ Station agents Signalmen /Engineers Feb. 5,1914 JMar. 21,1914 JAug. 3,1914 New York, Chicago, & St. Louis [d G Ramsay L S.Davis A. W. Anderson Stanton J. Peelle /Engineers T. Shea TT Ti) Ttyram \Fir6men W L. Park Jeter C. Pritohard EAILKOAD LABOR AKBITEATIONS. THE FISCAL YEARS ENDED JUNE 30, 1914 AND 1915— Continued. 19 Arbitrators— Continued. Occupation. Chosen by. Date chosen. Hearing by board of arbitra- tion. Date of first hearing. Place. Date of award. Gfen. supt. Chicago Great Western Ry. U. S. circuit judgeJ Lawyer Gen. chmn. Brother- hood of Locomotive Engineers. Gen. mgr. Charleston & Western CarolinaBy. Judge U. S. Court of Claims (retired). Asst. grand chief IJrother- hood of Locomotive Engineers. Asst. pres. Brotherhood of Locomotive Firemen and Enginemen. Vice. pres. C.B.&Q.E.R Vice. pres. ni.Cen.R.E.. U.S. circuit judge Lawyer Road , U.S. Board of M. and C. Employees. . . do , Road U. S. Board of ,M. and C. Employees. . . do Roads do U.S. Board of M. and C. do....;... Feb. 14,1914 May 15,1914 May 23,1914 Mar. 21,1914 Mar. 23,1914 Apr. 20,1914 Aug. 10,1914 Aug. 11,1914 do do Nov. 21,1914 do May 25,19'14 Apr. 28,1914 •Nov. 30,1914 Chicago, ni... Augusta, Ga. Chicago, 111 . . June 13,1914 May 9,1914 Apr. 30,1915 n. SOUTHERN PACIFIC CO. (ATLANTIC SYSTEM) AND BROTHER- HOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN: 1907. (Arbitration between the Southern Pacific Co., Atlantic Sj^stem, embracing the following raiboads: The Galveston, Harrisburg & San Antonio Railway Co.,, The Texas & New Orleans Railroad Co., The Louisiana Western Railroad Co., Morgan's Louisiana & Texas Raibroad & Steamship Co., and the Iberia & Vermillion Railroad Co., and the Brotherhood of Locomotive Firemen and Enginemen.) The board of arbitration selected for the adj-ustment of the contro- versy under review was composed as follows: J. V. Lea, lawyer, appointed by the chaimaan of the Interstate Cominerce Commission and the United States Commissioner of Labor. W. E. Green, general superintendent' St. Louis Southwestern Railway of Texas, selected by the raihoads. J. B. Norton, lawyer, selected by the Brotherhood of Locomotive Firemen and Enginemen. CONTROVERSY. The matter submitted to arbitration involved conflicting claims of the Brotherhood of Locomotive Engineers and the Brotherhood of Locomotive Firemen and Enginemen respecting seniority rights of switch engineers employed on the Sunset Central lines of the Southern Pacific Co., and presented an issue in which the Southern Pacific Co. professed to have but an indirect interest. Stated briefly, an agree- ment between the engineers and the railroad entered into in 1903 stipulated in part that road engineers laid off through slack business might displace switch engineers if such road engineers were older in service. In May, 1904, the firemen secured a letter from W. G. Van Vleck, the general manager of the Texas lines of the Southern Pacific Co., agreeing that road engineers could only displace switch engineers when older in combined service as fireman and engineer. In May, 1906, the contract between the railroad company and the engineers was reopened and the clause concerning displacement of switch engineers rewritten so as to provide that age in service as an engineer should alone be taken into account. On the part of the firemen it was contended that the ruling contained in the letter of the general manager constituted an amendment to their contract with the com- pany and could not be abrogated without 30 days notice. The rail- road company, while denying that the letter in question constituted an amendment to the firemen's contract, agreed to accept any settle- ment which might be agreed upon between the two organizations. ' As submitted to arbitration by agreement entered into on January 7, 1907, the issues presented to the board of arbitration were as follows: (a) Did the letter of W. G. Van Vleck, addressed to C. W. Maier, dated May 26, 1904, constitute an amendment to the agreement entered into between the first par- ties and the Brotherhood of Locomotive Firemen and Enginemen, effective April 1 1903? (6) Should it be decided that the said letter of May 26, 1904, did not constitute an amendment to the said agreement of April 1, 1903, and therefore not binding on the first parties, or any of them, then all matters now in controversy between the parties hereto shall be considered closed and finally disposed of and shall not again be reopened? 20 EAILEOAD LABOR AEBITRATIONS. 21 (c) Should it be decided that the said letter of May 26, 1904, constituted an amend- ment to the said agreement of April 1, 1903, then the arbitrators shall decide the further questions as follows: (1) Upon what company or companies did the said letter become thus binding? (2) Upon what date did the said letter become thus binding? /3) During what period did the said letter remain thus binding? (d) It is hereby stipulated and agreed between the parties hereto, in advance of arbitration provided for by these presents, that whatever binding effect, if any, the arbitrators may decide attached to said letter of May 26, 1904, such binding effect was absolutely terminated on May 1, 1906. (c) It is further agreed between the parties hereto that if the said board of arbitration shall decide that said letter of May 26, 1904, ever constituted an amendment to the said agreement of April 1, 1903, the said board shall determine what, if any, pecimiary loss or damage any employee claiming under the said agreement of April 1, 1903, has sustained by reason of the termination on May 1, 1906, of the said amendment, if any • Provided, however, That no decision which the said board of arbitration may render shall in any wise, or to any extent, contravene any of the provisions oT the agreement between the parties of the first part, and the Brotherhood of Locomotive Engineers, - effective February 1, 1903, or any provision of the supplement to the said agreement effective May 1, 1906: And provided further, That no fireman who shall be, or who has been promoted to the position of switch or road engineer shall be entitled to any sen- iority for any period sjjent in the service of the parties of the" first part, or any of them, as fireman: And provided further, That upon the payment by the first parties to the employee or employees, if any, whom the said board may by their decision find have sijisered pecuniary loss or damage of the amount of such loss or damage as may be fixed by the board, then all matters now in controversy between the parties hereto hall be considered closed and finally disposed of, and shall not again b'e reopened. FINDINGS OF THE BOARD OF ARBITRATION. Hearings before the board of arbitration continued from its or- ganization on January 31, 1907, until tbe afternoon of the day follow- ing, when the arbitration was concluded upon the presentation to the board of a settlement agreed to in writing by the parties to the con- troversy. This agreement was unanimously adopted and announced as the award of the board of arbitration, and as set forth in the official record was as follows: (a) That the ruling contained in the letter of W. G. Van Vleck to C. W. Maier, dated May 26, 1904, constituted an amendment to the agreement entered into between the Texas & New Orleans Railroad Co. and the Galveston, Harrisburg & San Antonio Rail- way Co., and the Brotherhood of Locomotive Firemen, effectiveApril 1, 1903, but did not constitute an amendment binding upon the other companies parties to the said agreement, or parties to this arbitration agreement. This finding shall be a determi- nation only of the effect of the letter of May 26, 1904. (ft) The said letter became binding on the Texas & New Orleans RaUroad Co. and the Galveston, Harrisburg & San Antonio Railway Co. May 26, 1904, and remained in full force and effect until May 1, 1906, but the Brotherhood of Locomotive Firemen in good faith considered the said letter in force and effect until January 7, 1907. (c) There being no evidence before this board that any employee of the Texas & New Orleans Railroad Co. and the Galveston, Harrisburg & San Antonio Railway Co., claiming under the said agreement of April 1 , 1903, or the amendment thereto of May 26, 1904, has suffered any pecuniary loss or damage by reason of the termination of the said amendment to the said agreement, this board finds that no pecuniary loss or dam- age has been sustained by any employee claiming under the said agreement or amend- ment thereto, and that all matters of every nature whatsoever in controversy on Jan- uary 7 1907, or prior thereto, between the parties to this arbitration agreement, have been and they are fully and finally disposed of and shall not again be reopened under any existing contracts. APPLICATION OP AWARD. The following table shows, by classes of engines and branches of service, the rates in effect before and after the arbitration award, and the amount and per cent of increases granted by the arbitration board: 22 EATLROAD LABOR ARBITRATIONS. Rates paid to Ibcomotive firemen before and after the arbitration of 1907 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1906 1908 1908 1908 1906 1908 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>: Coal 13 106 11 141 64 64 59 39 oa ... Switching (11 consecutive hours)— First year : 11.60 1.76 2.00 2.00 2.00 Second year After »... First-class yards 11(2.25 2.15 .110.25 .15 12 5 Second-class yards 7 5 Class B3, O00o>: Coal 18 77 2 105 56 56 61 61 Oil Passenger— 110,000 to 140,000 pounds on drivers- Valley 2.26 2.84 2.35 2.97 3.75 Over 140,000 pounds on drivers- Valley..;.. 2.50 3.12 .15 .15 6 4 Mountain Between Rocklin and Cylinders 18 inches and over- Valley 2.25 2.98 MftiiT>taiTi ^ .... Class B4, OOOOo>: 19 188 41 266 90 90 91 91 Oil Passenger — Cylinders 18 inches and over- Valley 2.25 2.98 Mnnnti^iTi . . 110,000 to 140,000 pounds on drivers- Valley 2.25 2.84 2.35 2.97 3.75 Monnt^iTi Valley 2.50 3.12 .15 .15 6.4 5.1 l^untain BetweenRocklinandTruckee. Class C2, OOoo>: Coal 22 177 5 185 28 28 29 29 Oil Passenger- Cylinders 18 inches and over — Valley 2.26 2.98 Mountain 110,000 to 140,000 pounds on drivers- Valley 2.25 2.84 2.35 2.97 3.75 Moimtaiii . . Over 140,000 pounds on drivers- VaUey 2.60 3.12 .16 .15 6.4 5.1 Ifountain BotweenEocklinandTruckee Class C 3, OOOoo>: Coal 49 188 23 244 44 44 60 50 Oil Passenger- Cylinders 18 inches and over- Valley 2.25 2.98 Mountain 110,000 to 140,000 pounds on drivers — Vriley 2.25 2.84 2.35 2.97 Mountain Over 140,000 pounds on drivers- Valley L 2.50 3.12 .15 .15 6.4 6.1 Mountain BAILEOAD LABOE ARBITRATIONS. 23 Rates paid to locomotive firemen before and after the arbitration of 1907 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines-!— Continaed. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1906 1908 1906 1908 1908 1908 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— CODtd. Class C4, OOOOoo>: Coal 1 21 1 16 64 64 65 65 Oil Passenger — Cylinders 18 inches and over — Valley . . {2.25 2.98 110,000 to 140,000 pounds on drivers — Valley . . $2.25 2.84 2.35 2.97 3.75 Over 140,000 pounds on drivers- Valley 2.50 3.12 10.16 .16 6.4 MnnTitain 6.1 Class D2. oOO> (oU) 2 2 14 14 2.25 2.25 .00 .0 Glass E3. o000o> Colli . 7 7 40 40 Cylinders 18 inches and over— Of^Vl^Tid ,2.50 2.50 2.50 2.60 2.75 2.75 2.75 2.75 .25 .25 , .25 .26 10.0 10.0 Cylinders under 18 inches- 10.0 Portland 10. C Class F2, o00oo>: Coal 7 34 53 63 Oil Passenger- Valley 2.26 2.98 2.60 3.12 Over 140,000 pounds on drivers- Valley Class F3, oOOOoo>: Coal 11 16 12 70 71 71 Oil Passenger- Valley 2.35 2.97 2.60 3.12 3.90 .16 .15 6.4 5.1 POTJBrCTUNDER COMPOUND LOCOMOTIVES. Class B3, OOOo>: Coal 57 26 61 15 73 73 73 73 Freighli— Less than 110,000 pounds on drivers — 2.46 2.82 2.69 2.96 2.96 2.82 3.10 3.10 3.76 "" 110,000 to 140,000 pounds on drivers — 2.69 2.96 3.21 2.82 3.10 3.36 3.90 .00 .00 .25 .00 .00 .26 .16 .0 .0 8.4 Over 140,000 pounds on drivers- Valley .0 .0 8.1 Between Eocklin (1906), Eoseville (1908), and Truckee 4.0 24 EAILEOAD LABOR AEBITRATIONS. Rates pmd to locomotive firemen before and after the arbitration of 1907 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. Number. Average weight on drivers (tons). Bate per day of 100 miles or 10 hours or less. Increase. 1906 1908 1906 1908 1908 1908 Amotmt. Per cent. FOUB-CYLiNDEU COMPOUND LOCOMO- TIVES— Continued. Class B4, OOOOo>:- Oil 7 90 Freight- Less than 110,000 pounds on drivers- Valley $2.46 2.82 2.69 2.96 2.82 3.10 3.75 - 110,000 to 140,000 pounds on drivers- Valley Mountain Over 140,000 pounds on drivers- Valley Mountain , Between Rooklin and Truckee Classes, O00oo>: Coal 7 5 8 71 71 71 Oil Freight- Less than 75,000 pounds on drivers- Valley 2.46 2.82 2.69 2.96 2.90 2.82 3.10 3.10 3.75 Mountain , . 110,000 to 140,000 pounds on drivers — Valley $2.69 2.96 3.21 2.82 3.10 3.35 4.00 10.00 .00 .25 .00 .00 .25 .25 0.0 .0 8.4 .0 .0 8.1 6.7 Mountain, 8 mite per hour.. . Mountain, 10 miles per hour.. Over 140,000 pounds on drivers- Valley Mountain, 8 miles per hour... Mountain, 10 miles per hour.. Between Eoeklinand Truckee Class F2, o00oo>: Coal 9 20 9 13 63 53 53 53 Oil • Passenger- Cylinders 18 inches and over — Valley 2.25 2.98 Mountain 110,000 to 140,000 pounds on drivers- Valley 2.25 2.84 2,35 2.97 Motmtaiu Over 140;000 pounds on drivers- Valley 2.50 3.12 3.90 .16 .15 6.4 6.1 Mountain Between Rooklin and Truckee TWO-CYLtNT)EB COMPOUND OR CKOSS- COMPOUND LOCOMOTIVES. Class B4, OOOOo>: Oil 22 23 87 87 Freight— 110,000 to 140,000 pounds on drivers— ' Valley 2.69 2.96 2.96 2.82 3.10 2.69 2.96 3.21 2.82 3.10 .00 .00 .25 .00 .00 .25 .00 .0 .0 8.4 .0 .0 8.1 .0 Mountain, 8 miles per hour. . . Mountain, 10 miles per hour.. Over 140,000 nounds on drivers- Valley... Mountain, 8 miles per hour. . . Mountain, 10 miles per hour.. BetweenBocklin and Truckee. 3.76 3.75I RAILROAD LABOR ARBITRATIONS. 25 Rates paid to locomotive firemen before and after the arbitration of 1907 and amount and per cent of increase in rates awarded by the arbitration board according to .class of engines — Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1906 1908 1906 1908 1906 1908 Amount. Per cent. TWO-CYLINDER COMPOUND OE CEOSS- coMPOTJND LOCOMOTIVES— continued. Classes, OOOoo>: on 8 4 60 50 1 Freight— 110,000 to 140,000 pounds on drivers — Valley $2.69 2.96 2.96 2.82 3.10 3.10 3.75 $2.69 2.96 3.21 2.82 3.10 3.35 3.75 SO. 00 .00 .25 .00 .00 .25 .00 0.0 Mountain, 8 miles per hour . . . .0 8.4 Over 140,000 pounds on drivers- Valley .0 .0 Mountain 10 miles per hour 8.1 BetweenRocklinandTruckee .0 Class C4,0000oo>: Oil 32 30 65 65 Freight— 110,000 to 140,000 pounds on drivers- Valley . . 2.69 2.96 2.96 2.82 3.10 3.10 3.75 2.69 2.96 3.21 2.82 3.10 3.36 3.75 .00 .00 .26 .00 ■ .00 .26 .00 .0 .0 8.4 Over 140,000 pounds on drivers- Valley ... .0 .0 8.1 .0 III. SOTJTHERN PACIFIC CO. (PACIFIC SYSTEM) AND ORDER OF RAILROAD TELEGRAPHERS: 1907. (Arbitration betweenHhe Southern Pacific Co., Pacific system; lines east of Sparks and lines in Oregon, and the Order of Railroad Telegraphers.) By agreement dated February 14, 1907, the requests of telegraphers employed on the Pacific system of the Southern Pacific Co. for improvements in working conditions and higher rates of pay were submitted to arbitration under the terms of the so-called Erdman Act, the proceedings involving about 1,250 employees who were represented in the arbitration proceedings by officials of the Order of Railroad Telegraphers. The arbitration board selected to hear the case was composed as follows: Emory R. Johnson, professor transportation and commerce. Uni- versity of Pennsylvania, appointed by the chairman of the Interstate Commerce Commission and the United States Commissioner of Labor. R. H. Ingram, general superintendent Southern Pacific Co., selected by employer. H. B. Perham, president Order of Railroad Telegraphers, selected by employees. The board was organized with Prof. Johnson as chairman, and held its first hearing March 16, 1907. The arbitration award was announced Aprd 6 following. DEMANDS OF EMPLOYEES. As set forth in the arbitration agreement, the stipulations respect- ing changes in working conditions and rates of pay, as submitted to arbitration, were as follows: (a) Whether members, of the Order of Railroad Telegraphers in the employ of the employer shall legislate for their train dispatchers respectmg rates of pay, hours of service, or otherwise. (o) The question of a reduction in hours of service on Sundays for employees to five hours. (c) The question of percentage of general increase in salaries of employees. (d) The question of eliminating from the operation of the schedule certain important agencies where the duties of soliciting traffic are paramount. FINDINGS OF THE BOARD OF ARBITRATION. The testimony presented to the board of arbitration included, in addition to a large volume of exhibits filed with the board, oral state- ments and depositions covering a total of 1,500 typewritten pages in the official record of the proceedings. Upon the conclusion of 26 RAILEOAD LABOR ARBITRATIONS. 27 the hearings and after consideration of the testimony, exhibits, etc., the board announced its award as follows: (a) "That the members of the Order of Railroad Telegraphers m the employ of the employer shall not legislate for train dispatchers regarding rates of pay, hours of service, or otherwise. Concurring, R. H. Ingram and Emory R. Johnson; dissenting, H. B. Perham. (6) That the regular hours of service on Sunday shall be one-half the regular hours of labor on other days, provided that at any station where it is impracticable or inconvenient for the employer to arrange the service so as to reduce Sunday labor to one-half time, he may arrange to give the employee leave of absence on fuU pay for 26 days per annum at such time or times as will cause the employer and the pubMc the least inconvenience. Concurring, H. B. Perham and Emory R. Johnson; dissenting, R. H. Ingram. (c) That the percentage of general increase in salaries of employees shall be 7i per cent; and that the apportionment of this general increase among division and subdivisions of the employer's lines shall be such as may be mutually agreed upon by the employer and the Order of Railroad Telegraphers. Concurring, H. B. Perham and Emory R. Johnson; dissenting, R. H. Ingram. (d) That the appointment of station agents whose regular duties do not include telegraphic work and whose annual earnings in the form of salaries and commissions equal or exceed 11,300 shall not be controlled by the schedule or agreement between the employer and the Order of Railroad Telegraphers. Concurring, R. H. Ingram and Emory R. Johnson; dissenting, H. B. Perham. EXCEPTIONS TO THE ARBITRATION AWARD. As a result of the findings of the board of arbitration with respect to the issues involved in articles (a) and (d) of the stipulations sub- mitted to arbitration the employees involved in the controversy availed themselves of the provisions of section 4 of the act under which the arbitration was held, which provided for an appeal to the courts from the decision of the arbitrators. This section provided that the award, papers, and proceedings, including the testimony relating thereto, certified by the arbitrators should be filed in the clerk's office of the circuit court of the United States for the district wherein the controversy arose or the arbitration was entered into and should be final and conclusive upon both parties, unless set aside for error of law apparent in the record: After the filing of the award the parties were given 10 days within which to file exceptions thereto preparatory to an appeal. The right of appeal under the Erdman Act was first to the cu-cuit court of the United States and after a decision of the circuit court, either party had a further right of appeal to the circuit court of appeals. In pursuance of the provisions of section 4 of the act exceptions to the award made in response to issues (a) and (d) were filed in the United States Cu-cuit Court of the Northern District of California by the employees on April 17, 1907. With respect to these issues if was alleged that the award was contrary to law and not supported by the evidence, and that the board erred in admittmg evidence per- tainmg to matters outside of and not responsive to the questions submitted to arbitration. It was further alleged with respect to 28 RAILROAD LABOR ARBITRATIONS. clause (d) that the board attempted to decide questions which were never submitted to arbitration. Subsequently, the employees, on April 22, filed a notice that they would apply for entry of judgment on the awards made on the respective questions submitted to arbi- tration under articles (&) and (c). In a decision rendered August 12, 1907, the court sustained the award of the board of arbitration as to clause (a), and sustained the exceptions filed by the employees as to the findings of the board with respect to clause {d), this finding being nugatory and not bind- ing upon either party. In overruling the motion for entry of judg- ment under clauses (&) and (c) the court stated that it was doubtful whether under the general rules applicable in such cases the issue submitted were not so interdependent that thejr must aU stand or fall together, and held that until the final disposition of the case no part of the award became effective. The action of the district court with respect to the exceptions filed by the employees was followed \>j a further appeal by the rail- road company from the court's decision to the circuit court of ap- peals. On June 1, 1908, no hearing on the second appeal having been reached in the meantime, the parties to the controversy, as a result of negotiations with one another reached an agreement by which the litigation in court was abandoned and the controversy finally settled. Under this agreement the issue involved in clause {d) was settled by excluding from the operation of the schedule or agreement such positions of station agent as had been excluded under the arrange- ment in force prior to the arbitration. Apjplication of the wage in- crease of 7^ per cent was made on a fiat percentage basis, the two parties being unable to agree on any other basis of distribution. With the exception of the modifications agreed to in the case of clause {d), the issues involved were thus adjusted substantially in accordance with the award rendered by the board of arbitration. CONCLUSIONS. From the foregoing review it is seen that the employees, as a result of the arbitration, secured, in addition to an increase of 7^ per cent in rates of pay, the adoption of a rule providing for a reduction of the hours of service on Sunday to one-half the regular hours obtaining on week days, or in lieu thereof an allowance of 26 days annual leave of absence with pay. The issue involved in? article (a), respecting the question as to whether or not telegraphers should legislate for train dispatchers with respect to conditions of employment was decided adversely to the contention of the employees, and a basis of settlement agreed to with respect to the question of eliminating certain agencies from the operation of the agreement between the telegraphers and the raUroad, wiiich was apparently acceptable to both sides. IV. GEORGIA RAILEOAD AND BROTHERHOOD OF lOCOMOTIVE FIREMEN AND ENGINEMEN: 1909. (Result of arbitration between the Georgia Kailroad and its terminals and the Brotherhood of Locomotive Firemen and Enginemen.) The arbitration proceedings described below involved on the one hand the Georgia Kailroad, a corporation operating approximately 300 miles of railroad, with terminals in the city of Atlanta, and on the other about 80 employees of the company, including firemen, enginemen, and hostlers. Arbitration proceedings followed unsuc- cessful efforts of Federal officials to adjust by mediation a disagree- ment between the railroad and the employees over a series of regu- lations jjroposed by the latter, governing conditions of employment. Stipulations for artaitration were agreed to May 29, 1909, the arbitra- tors being as follows: , David C. Barrow, chancellor University of Georgia, appointed by the chairman of the Interstate Comiherce Commission and the United States Commissioner of Labor. Hilary A. Herbert, attorney, selected by the railroad company. Thomas W. Hardwick, Member of Congress, selected by employees. DEMANIiS OF THE EMPLOYEES. The regulations proposed by the employees, and submitted to arbitration, were embraced in a series of six articles designated by the letters of the alphabet {a) to (/), inclusive. Of these requests, articles (a), (c), and.(e) embodied the paramount issues of the contro- versy, article (a) stipulating that the Georgia Railroad should not use negroes as locomotive firemen, nor as hostlers nor assistant hostlers, article (c) stipulating that all firemen when hired should be placed in freight yard or hostling service, the senior white firemen to have preference of engines and runs; and article (e), that passenger, through, local freight, and yard engines should not be blocked by nonpromotable men. Article (&) contained proposed rules governing promotion and the class of service in which firemen should be placed when hired, and article (/), the stipulation that firemen should not be required to throw switches, flag street crossings or trains except in cases of emergency. No change in the wage scale was proposed other than as involved in article {d), which stipulated that hostlers should receive their existing rates of pay, assistant hostlers to be considered as yard firemen and paid yard firemen's rates ; extra firemen when used as hostlers to receive the rate paid to hostlers. FINDINGS OF THE BOARD OF ARBITEATION. The hearings of the board of arbitration were conducted at Atlanta, Ga., beginning June 21, 1909, and ending June 26, when the board announced its award.- 29. 30 KAILKOAD LABOK AKJ3ITRATiONS. With respect to the request for the exclusion of Jiegroes from employment in the occupations specified, the board awarded that negroes when employed in such positions shoulcTbe paid the same wages as white men in similar positions. The award in response to this issue was concurred in by Arbitrators Herbert and Barrow, Arbitrator Hardwick dissenting in the following statement : In so far as the above finding permits the continued employment of negro firemen by the Georgia Railroad, I dissent therefrom, because I believe' from the evidence that such employment is a menace to the safety of the traveling public. In so far as such finding requires that when negroes are so employed, they shall receive the wages equal to those paid to white men, I concur therein, believing that such require- ment, by removing tne principal incentive for their employment, will result in the speedy elimination of this cheaper labor, and a consequent improvement of the service. The regulations requested by the employees in article (d) were awarded by the board, and the proposals contained in articles (c) and (/) disallowed. Arbitrator Hardwick dissenting from the decision of the board with respect to article (c). With modifications in certain details, the employees were also awarded the rules requested in articles (&) and (e). • The award of the board of arbitration as compared with the requests of the employees is shown below in detail, the articles of the re'quests and the awards being shown in parallel columns. With the exception of changes in the rules governing seniority and promotions, no material modifications of the working conditions in effect on the railroad before the award were involved in the various findings of the board. Article A. BEQUESTS OP THE LOCOMOTIVE MREMBN, ENGINEMBN, AND HOSTLERS. AWARD OP THE BOARD OP ARBITRATION. That the Georgia Railroad Co. and its The Georgia Railroad, when using ne- terminals at Atlanta will not use negroes groes as locomotive firemen on the road or as locomotive firemen on the road or in in the yards, or as hostlers, or as hostlers' the yards, nor as hostlers nor assistant helpers, shall pay them the same wages as hostlers. white men in similar positions. Article B. That firemen shall have three years' Firemen in the line of promotion to the experience before being promoted to the position of engineer shall have three position of engineer, and shall be pro- years experience before being promoted moted in the order of their seniority, pro- to the position of engineer, and shall be vided they are able to pass all reasonable promoted in the order of their seniority, examinations. If they refuse or fail to provided they are able to pass all reason- pass the first examination, they will be able requirements and examinations. If reduced to freight service without losing they refuse or fail to pass the first exami- their seniority, and the next senior man nation, they will be reduced to freight in turn will be called on to pass. Faihng service without losing their seniority, and on second examination, they will be re- the next senior man in turn will be called duced to bottom of extra list or disposed of on to pass. Failing on the second exami- as the company desires. White firemen nation, they will be reduced to bottom of now in the servic^ who are physically in- extra list, or disposed of as the company capacitated for service will not be subject desires. Firemen now in the service to this rule. When firemen are promoted who are physically incapacitated for to the position of engineer, they shall be service will not be subject to this rule, given certificate Of promotion signed by When firemen are promoted to the posi- the examiner. tion of engineer, they shall be given cer- tificate of promotion, signed by the examiner. KAILKOAD LABOE ARBITRATIONS, 31 Article C. That all fkemen when hired shall be We find against the proposition em- placed in freight, yard, or hostling service, braced in submission (c) . and the senior white iiremen shall have preference of engines and runs. Article D. That all hostlers shall receive their That all hostlers shall receive their present rate of pay ; assistant hostlers shall present rate of pay ; assistant hostlers shall be considered as yard firemen,, and paid be considered as yard firemen, and paid yard firemen's rates; extra firemen, when yard firemen's rates; extra firemen, when used as hostlers, shall receive th? rate used as hostlers, shall receive the rate paid to hostlers. paid to hostlers. Article E. That passenger, through, local freight. We find for the proposition embraced and yard engines will not be blocked by in submission (e) in the following form: nonpromotable men. In assigning vacancies to firemen, senior- ity alone shall not control, though it may be considered in connection with the efficiency, and with the necessity where it exists of giving experience to candi- dates for promotion to the position of engineer. Article P. That firemen will not be required to We find against the proposition throw switches, flag street crossings or embraced in submission (/). trains,' except in cases of emergency. V. IILINOIS CENTRAI RAILROAD, YAZOO & MISSISSIPPI VALLEY RAILROAD, AlfD UTDIAITAPOLIS SOUTHERN RAILROAD AND ORDER OF RAILROAD TELEGRAPHERS: 1909. (Arbitration between the Illinois Central Railroad Co., the Yazoo & Mississippi Valley Railroad Co., and the Indianapolis Southern Railroad Co. and the Order of Railroad Telegraphers.) a A controversy which arose in 1909 between the Illinois Central Railroad and its subsidiaries, referred to above, and the Order of Eailroad Telegraphers, respecting rates of pay and working conditions of members of this order in the service of the railroads, was, by agree- ment in writing dated September 17, 1909, submitted to arbitration under the terms of the Erdman Act. Approximately 1,400 employ- ees, including those exclusively engaged in telegraph service, as weU as telegraphers who also performed the duties of station agent, etc., were embraced in this movement. The board of arbitration selected to hear the case was composed as follows: B. H. Meyer, chairman of the Railroad Commission of Wisconsin, appointed by the chairman of the Interstate Commerce Commission and the United States Commissioner of Labor. Ira G. Rawn, president of the Monon Route, selected by the IIH- nois Central Railroad Co. John A. Newman, vice president Order of Railroad Telegraphers, selected by the employees. The board of arbitration was organized with Mr. Meyer as chair- man and conducted hearings in the Federal building at Chicago from January 17 to January 21, 1910, inclusive. The arbitration award was announced February 7, 1910. DEMANDS OF EMPLOYEES. The proposals of the employees for changes in working conditions and rates of pay were embodied in a series of articles designated by the numbers 1 to 5, inclusive. Article 1 related to the basis of a day's work, article 2 to the rate of compensation to be allowed for overtime work, article 3 to the allowance of extra compensation for certain special services, and article 4 to compensation and conditions to obtain in connection with work performed on Sunday. In article 5 the employees requested that an increase in wages be granted equal in amount to 10 per cent of the existing rates. In paragraphs (a), (b), and (c) of article 1 the employees proposed that at offices where but one telegrapher, two telegraphers, or one day and one night telegrapher, respectively, were employed, 10 con- secutive hours, including meal hour, should constitute a day's work. Paragraphs (d) and (e) proposed that in oflSces where three teleg- raphers or more than three telegraphers, respectively, were em- ployed, 8 consecutive hours should constitute a day's work, para- graph (e) also to apply to telegraphers in dispatching offices. In 32 UA.ILEOAD LABOR AEBITRATIONS. 33 paragraph (/) the employees stipulated that 7 hours should consti- tute a day's work for telegraphers working a split trick, no trick to be split more than once. In paragraph {g) of this article it was-requested that telegraphers^ except those working 8 hours or less, be allowed 1 hour for meals between 11.30 and 2, day or night, and in case of the meal hour being curtailed on account of wire, work or meeting or blocking trains, that 1 hour overtime be allowed, and if regular meal hour is missed, an allowance of 30 minutes for lunch at the first opportunity. Paragraph (a) of article 2 proposed an overtime rate of 35 cents and 45 cents per hour, respectively, in certain specified groups of ofiices. Paragraph (6) proposed an allowance of 35 cents for meet- ing trains within 1 hour after the expiration of regular hours, such employee to remain on duty 1 hour if necessary, and if detained more than 1 hour to receive overtime thereafter. In paragraph (a) of article 3 the employees requested an increase from $7.50 to |10 per month in the allowance for operating gasoline pumps; paragraph (&) stipulated that telegraphers at stations where section men resided should be relieved of the duty of attending •switch or fixed signal lights, except train-order signals; and para- graph (c) an allowance of 50 cents per light per month for attending such lights at stations where such service was required of telegraphers. Article 4 requested that telegraphers, except those working 8 hours or less, required to work Srniday, be paid overtime at overtime rates for such service, telegraphers working 8 hours^or less to be excused from Sunday and holiday duty, where practicable, without reduc- tion of pay. ^FINDINGS OF THE BOAED OP ARBITRATION. In response to the issues involved in articles 1 to 4, inclusive, of the requests of the employees, the board of arbitration in its award ordered changes in the preexisting rules governing working con- ditions and compensation for work performed after the expiration of the regular hours of service which involved, as estimated by the board, an increase in the annual wage payments of the company to its telegraphers of $50,000. The award in detail in response to these issues was as follows: - Article 1. Eight consecutive hours shall constitute a day's work for telegraphers in (X) office, Chicago; (MN) office, Mounds; (BD) office, New Orleans; and (GO) office, Memphis. The regular overtime rate at the above offices 45 cents per hour. Article 2. Nine consecutive hours of service shall constitute a day's work for telegraphers employed at the following branch offices: (K) office, Cherokee, Iowa; (GD) office Port Dodge, Iowa; (KB) office, Dubuque, Iowa; (DR) office, Freeport, 111.; (00) office, Clintoi, 111.; (HU) office, Kankakee, 111.; (Z) office, Mattoon, 111.; (HA) ofice Champaign, 111.; (CD) office, Carbondale, 111.-; (FU) office Fulton Ky.; (DS) office, Princeton, Ky.; (UD) office, Louisville, Ky.; (JO) office Jackson Tenn ; CD) office, Water Valley, Miss.; (MC) office, McComb, Miss.; (OR) office, Oormth, Miss.; (DSJ ofHce, Memphis Tenn.; (DE) office, Greenville, Miss.; (DOD) office, Wilson, La.; (CD) office, Indianapolis, Ind. , i t. - The above enumeration shall not prevent the employer and employees from agree- ing upon a designation of dispatchers' offices different from the above list. 51393°— S. Doc. 493, 64r-l 3 34 BAILBOAD LABOR ARBITBATIONS. Article 3. Telegraphers working 10 hours or more will be given 15 days leave of absence annu- ally without loss of pay. Leave of absence shall be granted at such time or times as may be mutually agreed upon between employees and employer. If in any year, for sufficient reasons, an employee does not receive the full leave of absence, the em- ployer shall compensate such employee at a pro rata rate for such part of the 15 days not granted: Provided, That nothing herein contained shall prevent the em-ployer and the employee from agreeing in particular cases upon a cumulative period of leave of absence. Article 4. ' i Seven hours of service shall constitute a day's work for telegraphers working split tricks at any place, and no trick to be spUt more than once. In denying the proposal for a wage increase contained in article 5, the following statement was made by the board: The next finding relates to the extent of the grant, if any, which can be made in excess of the grants made by virtue of the previous findings. Findings 1 to 4, inclu- sive, absorb about $50,000 per annum, or, approximately, one-fifth of the total sur- plus from operation remaining for distribution among the various claimants. A care- ful analysis of the financial reports of the railway companies involved in this proceeding does not reveal any appreciable resources available for present purposes in excess of the aforesaid $251,000. In connection with the above finding an extended statement was made by the board relative to the claims of the stockholders, the employees, and the public to participation in the surplus earnings of the railroad and to the relative merits of the claims of telegraphers and other classes of employees for an increase in wages. In conclu- sion, the board states in part: In view of considerations like those that have just been stated, we can not lead ourselves into the conclusion, iii justice to other classes of employees and in justice to the respective companies, that we can consistently, fairly, and justly make awards to the telegraphers in excess of those already made. We regret that this must be our conclusion; but the facts as we see them compel this conclusion, and we wish to state again that it is our impression, although we can not state it as our final conclusion for the reason as aforesaid, that other classes of wage earners have not had a hearing upon this matter; that the telegraphers might well be regarded as preferred claim- ants, to surpluses available for wage increases accruing from operations of the rail- ways in the future. That is, we have a feeling that at the first opportune and suit- able time when the Illinois Central Railroad Co. and affiliated companies can afford a wage increase the telegraphers should be the first to receive favorable consideration. In connection with the various changes in working conditions pro- posed for consideration by the arbitration board, the suggestion was mcidentally made that agents and telegraphers after five years or more service with the company should be granted annual passes. In response to this suggestion the board, after stating that this was some- thing which could not be required by statute nor enforced by order of a board of arbitration, further stated: In view of the annual leave of absence awarded agents and telegraphers by this board, the annual pass receives an enhanced value, because of the greater opportu- nity offered for its use. We therefore respectfully recommend to the management of the railway compames, parties to these proceedings, that they grant to their respective agents and telegraphers who have been in their employ for five years or more an annual pass during the continuance of their employment as agents and telegraphers. As to the other proposals the award stated : Except in so far as modified by the above finding, no change shall be made in the wages or working^ conditions of the employees party to this arbitration, on account of the determinations and conclusions of this board of arbitration BAILED AD LABOR AKBITRATIONS. 35 The arbitration award was signed by each of the three members of the board, J. A. Newman, the arbitrator selected by the employees, stating : I concur in the above findings of the board, except in the refusal to grant the increase in wages. APPLICATION OF THE AWARD. By a comparison of the ofiScial schedule of rules and regulations in force on the Illinois Central system immediately before the award of the board of arbitration with the schedule framed in conformity with the decision of the board, the following changes in rates of pay and working conditions are shown to have been made as a result of the arbitration. (a) rates ov pat. A comparison of the old and new schedules shows that as a result of the arbitration award the'overtime Tate of 35 cents per hour at (BD) ofEce, New Orleans, and (X) office, Chicago, and of 25 cents per hour at all other offices, was increased to a rate of 45 cents per hour at (X) office, Chicago; (BD) office. New Orleans; and (MN) office, Mounds. (b) working conditions. The basis of a day's work in offices operated continuously day and night where three or more telegraphers were employed in service covered by the 9-hour provision of the hours-of-service law was fixed at 9 consecutive hours compared with a day of 11 hours, including meal hour, prior to the award. The basis of a day's work for telegraphers in (X) office, Chicago; (MN) office. Mounds; and (BD) office. New Orleans, was fixed at 8 consecutive hours, as compared with a day of 10 consecutive hours, including 1 hour for meals, at the designated Chicago and New Orleans offices, prior to the award. The hours of service of telegraphers working spht tricks were re- duced by the award from 8 to 7 hours per day. The basis of a day's work for copy operators and all other operators located in dispatching offices was fixed in the later schedule at 9 hours per day as compared with the former basis of 9 hours for copy operators and lOi hours, including 1 hour for meals, for all other operators located in dispatching offices. In conformity with the award the new schedule provided tor an allowance of 15 days annual leave of absence with pay for telegraphers working 10 hours or more per day, no stipulation for leave of absence with pay having been contained in the schedule in effect before the arbitration. VI. EIGHT EAIIROADS lEADIlTG OUT OF CHICAGO AND SWITCH- MEN'S TJNIOIT OF NORTH AMERICA: 1910. THE switchmen's CASE OF 1910. In 1910 there was an arbitration of certain requests made by the yardmen employed by a number of western railroads. The parties to the arbitration proceedings were the conference committee of gen- eral managers representing Chicago & Eastern Illinois Railroad (Chicago switching district) ; Chicago Great Western Railroad (sys- tem, except Twin Cities) ; Chicago, Rock Island & Pacific Railway (system, except Inver Grove); Chicago Terminal Transfer Railroad (system) ; Lake Shore & Michigan Southern Railroad (specified yards) ; Michigan Central Railroad (west of Detroit River) ; Pere Marquette Railroad (system) ; Wisconsin Central Railway (Chicago switching district), and the Switchmen's Union of North America, representing approximately 3,100 yardmen in the employ of the railroads desig- nated above. Under date of January 19, 1910, employers and em- ployees entered into a written agreement to submit to arbitration under the terms of the so-called Erdman Act a request of the em- ployees for certain designated increases in rates of pay. A review of the controversy which preceded the agreement to arbi- trate shows that the employees on December 13, 1909, suTsmitted to the employers a request iil writing for increases in rates of pay and for changes in rules governing working conditions, the proposed changes being embodied in a series of articles designated by the numbers 1 to 12, inclusive. On January 5, 1910, the conference committee of man- agers and representatives of the switchmen's union joined in a tele- gram to the chairman of the Interstate Commerce Commission and the United States Commissioner of Labor requesting their action in the capacity of mediators under the terms of tne Erdman Act. As a result of mediation proceedings certain articles were eliminated, agree- ment was reached on others, and arbitration was agreed to with respect to the following proposal for a change in the wage scale relative to rates of pay of yardmen on the Chicago lines : (1) Day foremen, 41 cents per hour; night foremen, 43 cents per hour; day helpers, 38 cents per hour; night helpers, 40 cents per hour. (2) An advance of 6 cents per hour shall apply to all yards on Chicago lines. (3) All switch-tenders, toweriijen, and assistant yardmasters now receiving less than helpers' pay shall receive a corresponding increase. The board of arbitration was organized March 4, 1910, and was composed as follows: Stephen S. G^regory, lawyer, chairman, appointed by the chairman of the Interstate Commerce Commission and the United States Com- missioner of Labor. 36 EAILROAD LABOR AEBITEATIONS. 37 Carl R. Gray, yice president St. Louis & San Francisco Railway, selected by conference committee of managers. , S. _E. Heberling, vice president Switchmen's Union of North America, selected by employees. Hearings were held in the Federal Building at Chicago. The evi- dence given before the board was by agreement confinea to the situa- tion in the Chicago switching district with the understanding that the final decision should be applied in all the yards expressly made sub- ject to the arbitration. The decision of the board was announced March 22, 1910. FINDINGS OF THE BOARD OF ARBITRATION. The findings of the board of arbitration on the proposed changes in the wage scale were set forth in the concluding paragraphs of the award and provided for an increase of 3 cents per nour in the wages of switchmen, and for an incsrease of $5 per month in the compensa- tion of switch tenders and tower men in termin?ls and yards where one or more switch engines and switching crews wore employed. The conclusions of the board with respect to testimony offered during the course of the arbitration were set forth in a series of articles, which may be summarized as follows:; (1 ) The scale of wages in force at the time of the arbitration was adopted in November, 1906. The cost of living in Chicago and terri- tory immediately adjacent had in the meantime increased approxi- mately 25 per cent. (2) The relative efficiency of switchmen in the Chicago district had increased since 1906, due to the use of improved equipment, such as larger and more modern engines and cars. The board also inclined to the opinion that the individual efficiency or expertness of switch- men, man for man, in the yards in the Chicago district was somewhat greater in 1910 than in 1906. (3) There had been wage increases in many if not most other crafts and callings since 1906 in Chicago. (4) The'hazards of employment to yardmen, including switchmen, in the Chicago switching district had not increased since 1906. The tendency^of improved equipment and methods had been to reduce the risks" of such employment, although the fact remained that switching is a highly hazardous occupation, and that such hazards can not be ignored in estimating the proper compensation of those engaged in it. (5) On a basis of 27 days' work per month at the rate of 10 hours per day, the average monthly earnings of switchmen in the Chicago district, as nearly as such earnings could be ascertained, varied from $85 to $100 per month. (6) In 1902, and again in 1906, increases were granted the switch- men, and immediately following increases were granted to the en- gineers, firemen, conductors, and brakemen. (7) Reviewing the testimony ofi"ered with respect to the financial status of each line involved, the board found that certain of the roads were dividend-paying properties and that others during the past three years had not earned the interest on their funded debt. It was held that the board should endeavor to adapt its findings to the average 38 EAILEOAD LABOR ARBITRATIONS, financial condition of the lines involved rather than to the condition of the most prosperous road or of the road least able to pay increased wa;ge='. (S) The interests of those holding the stocks and bonds of the rail- roads involved, in the opinion of the board, required the continued operation of these roads, and the board was further of the opinion that those companies must be regarded as able to pay operating costs,- including just and reasonable wages to the class of employees parties to the arbitration. (9) The cost of equipment and railway suppBes to the railroads con- cerned in the arbitration had considerably increased since 1906. (10) The agreement to arbitrate provided for a joint arbitration to which there were virtually two parj,ies. While it was not improper to consider the pecuniary circumstances of each railroad company, the board overruled the suggestion of counsel for the railways that the proceedings must be considered as a separate arbitration between each railroad concerned and its switchmen. (11) The board overruled the suggestion made for the railroads that the making of an award against a road not earning its operating ex- penses would be to deprive such road of property without due process of law. The authority of the board being derived from the agreement of the parties, it was held that such an award must be deemed a voluntary concession on the part of the railway company, and not the exercise of power against it. In articles 12 and 13 the board awarded an increase in rates of pay of the employees parties to the award, as follows: (a) From all the evidence we find there should be an increase in the wages of all switchmen in the yards in the Chicago district employed by the railroads concerned in this arbitration of 3 cents per hour, and we award that the said existing wage scale of all the switchmen of all classes shall be increased accordingly, and as thus increased shall be paid by the railroads concerned in this arbitration in the Chicago switching district, and that in all other yards operated by the railroads concerned in this arbitra- tion and covered by the agreement of arbitration a like increase per hour shall apply; and that such increase, both in Chicago territory and elsewhere, shall be retroactive as of February 10, 1910, and shall apply from that date. (6) As to assistant yardmasters, we award no increase. As to all switch tenders and towermen in terminals and in yards where one or more switch engines and switch- ing crews are employed and governed by this arbitration, we find that a horizontal increase of $5 per month in their compensation shall be made, and we award such increase and order and direct that it be made retroactive as of the 10th of February ,- A. D. 1910. The arbitration award was concurred -in by the chairman, S. S. Gregory, and by arbitrator Heberling for the employees, arbitrator C. R. Gray, on the part of the conference committee of managers, dissenting from the majority opinion of the board. In memoranda submitted by Mr. Gray it was stated in substance that his opinion was based solely upon the fundamental principle that until a greater income could be insured at least three of the parties involved in the controversy an increase in wages could not be granted without inflicting irreparable injury. It was further urged that the income of the railroads per ton-mile and per passenger-mile was con- stantly decreasing, that individual States had reduced the passenger rate 33J per cent, and that State commissions and the Interstate Commerce Commission had been and were constantly engaged in making far-reaching reductions in rates. BAILEOAD LABOB ABJBITEATIONS. 39 With respect to the factor of tonnage efficiency, it was urged in the dissentmg opinion that this was animperfect fundamental because it varied from day to day according to the flow of business and the change in the unit (car or engine) employed; that the employees themselves did not recognize it as between yards or as between crews; that they would not admit it to be a fimdamental upon which a reduction in wages should be allowed if the average tonnage per man should be reduced; that its application served to directly withdraw from the raih-oad any opportunity through the payment of vast sums of money in the purchase of heavier engines and cars to recoup them- selves for wage increases already gran ted. APPLICATION OF THE AWARD. In the series of statements which follow comparative figures of the rates of pay of switchmen before and after the arbitration are pre- sented for the several railroads parties to the award. Considered in terms of percentages it wUl be noted that the increases ranged from' a minimum of 8.1 to a maximum of 11.5 per cent, with but slight variations between the different roads. Tfie statement below sets forth the rates of pay in the Chicago switching district before and after the award, a imiform scale of wages in this district having pre- vailed on aU roads. The minimum percentage of increase as shown by this statement was 8.1 and the maximum 9.4 per cent. Bate per hour. Before ' award. After award. Increase. Amount. Percent Chicago yards: Dayloremen.. Night toremen Day helpers. - . Night helpers . Oents. 35 37 32 CenU. 38 40 35 37 Cents. 3 3 3 3 8.1 9.4 The comparison of rates of pay for switchmen before and after the arbitration in the case of the Chicago, Rock Island & Pacific Railway Co., exclusive of yards in which the Chicago rate prevailed, is shown in the table below. The percentage of increase in the rates of pay of day foremen, as shown by this table, varied from 8.8 to 10.3 per cent. In the case of day helpers, the increases ranged from 9.7 to 11.5 per cent. Night foremen show increases of from 8.3 to 9.7 per cent; and night helpers, increases of from 9.1 to 10.7 per cent. 40 EAILBOAD LABOR AUBITEATlONS. Chicago, Rock Island & Pacific Ry. Co. YAEDS. GroiU)!:' 0ay foremen.' Night f )remen Day helpers Night helpers Grow) 2 : ' Dayfiremen Night foremen Day helpers Night helpers Group 3 :« Day foremen Night foremen ■■ Day helpers Night helpers Group i :,* Day foremen Night foremen • Day helpers Night helpers Group 5:5 Day foremen Night foremen Day helpers Night helpers , Group 6 : » Dav foremen Night foremen Day helpers Night helpers Group 7 : ' Day helpers Rate per hour. Before award. Cents. Si 36 31 After award. CeTits. 37 Increase. • :♦ Amount. CenU. 3 3 3 Per cent. 9.7 9.1 9.1 8.8 10.0 9.4 ».i S.» 10.0 9.4 9.; 9.1 10.7 10.0 10.3 9.7 11.5 10.7 10.3 9.7 11.1 10.3 10. S 1 Clinton, Iowa; Leavenworth and Herington. 2 Memphis, Little Book, Haileyville, Shawnee, Albert Lea, Muscatine, Eldon, lona, Trenton, Horton, El Eeno, and Chickasha. a McAlister and Oklahoma City. * Seneca, Bureau, Fairbury, Belleville, Phillipsburg, Goodland, Lemon, Waterloo, Eldon, Mo., McFar- land, Hutchinson, Pratt, Liberal, Wichita, Caldwell, and Waurika. 6 Morris, West Liberty, Atlantic, Lincoln, Burlington, Iowa Falls, Bstherville, Keokuk, and Enid. 8 Booneville, Ark. ' Wilburton. As a result of the arbitration, switchmen in the employ of the Chicago Great Western, in the yards in which the rates for the Chi- cago switching district were not in force, received the following per- centages of increase in rates of pay: Chicago Great Western Ry. Co. Hate per hour. Before award. After award. Increase. Amount. Per cent. Day foremen.. Night foremen Day helpers. . . Night helpers . Cents. 34 34 31 31 Centt. 37 37 34 34 Cents. 9.7 9.7 On the Lake Shore & Michigan Southern Railroad, as can be seen from the following table, the increases in rates of pay of switchmen, in the yards covered by the award, ranged from 8.3 to 9.7 per cent. BAILEOAD LABOR ARBITEATIONS. Lake Shore & Michigan Southern R. R. Co. 41 Rate per hour. Increase. Before award. Alter award. Amount. Per cent. Specified yards:" Bay foremen Cents. 34 36 31 33 Cents. 37' 39 34 36 Cents. 3 3 3 3 8.8 8.3 9.7 9.1 Night frremen Day helpers Night helpers 1 Buffalo, Erie, Ashtabula, Ashtabula Harbor, Youngstown, Sharon, Cleveland, Sandusky. Toledo Detroit, West Detroit, Elkhart, South Bend, and La Porte. o uusiiy, loieuu, As a result of the arbitration award switchmen employed by the Michigan Central Eailroad, in yards east of Chicago and in transfer crews at Joliet, received increases in rates of pay varying from 8.3 to 9.1 per cent. Michigan Central R. R. Co. Rate per hour. Before award. After award. Increase. Amount. Percent, Yards east of Chicago, including South Bend transfer crews at JoHet: Day foremen * Night .foreipen '. Day helpers Night helpers Cents. 34 Cents. 37 Cents. 8.S 8.3 9.7 9.1 A comparison of the rates of pay before and after the arbitration of switchmen frmployed in the various yards of the Pere Marquette Eaili-oad outside of Chicago is presented in the table below. The increases in rates of pay as a result of the arbitration were practically the same as have been noted in the case of the railroads referred to above.- Pere Marquette R. R. Co. ' Rate per hour. Before After award. award. Increase. Amount. Percent. YAEDa. Group 1:1 Day foremen . ^4ghtforemen Day helpers Night helpers Group 2:2 Day foremen...^ > Ifigit fOTemen Day helpers , Nigh); helpprs Group 3: 8 Day foremen Ni^t foremen Day helpers Night helpers Group 4: < Day foremen Ni^t foremen Day helpers Night helpers Ce:«is. 34 36 31 33 34 35 31 32 31 32 27, 28 30 31 26 27 CenU. 37 39 34 36 37 38 34 . 35 34 35 30 31 33 34 29 30 Cents. 3 3 3 3 3 3 3 3 3 3 3 3 8.8 8.3 9.7 9.1 8.8 8.6 9.7 9.4 9.7 9.4 11.1 10.7 10.0 9.7 11.5 11.1 ' Toledo, Detroit, and Rougemere. ^ „ . . 2 Saginaw, Bay City, Ludington, Muskegon, and Grand Rapids. * Flint, Ionia, Benton Harbor, St. Joseph, Traverse City, Plymouth, Lansing, and other yards. VII. CLEVEIAITD, CINCIITIIATI, CHICAGO & ST. lOUIS RAILWAY AND ORDER OF RAILROAD TELEGRAPHERS: 1910. (Arbitration between the Cleveland, Cincinnati, Chicago & St. Louis Railway Co. (including the Peoria & Eastern Eailway) and the Order of Railroad Telegraphers.) The controversy reviewed in this section involved stipulations sub- mitted to the Cleveland, Cincinnati, Chicago & St. Louis Railway by the Order of Eaih-oad Telegraphers respecting the conditions of erri- plo-yment of approximately 1,050 members of this order in the service of the railroad. By agreement in writing dated January 29, 1910, the matter was submitted to arbitration under the terms of the Erd- man Act, the board of arbitration being composed as follows: Willijim J. Kerby, professor of sociology Catholic University of America, appointed by the chairman of the Interstate Commerce Commission and the United States Commissioner of Labor. Horace Baker, general manager of the Queen & Crescent Route, selected by the railway company. J. J. Dermody, vice president of the Order of Railroad Telegraphers, selected by the employees. Arbitration hearings were begun in Ciacinnati" on March 7, 1910, and the arbitration award was announced March 28 following. DEMANDS OF EMPLOYEES. The requests of the employees, as submitted to arbitration, were embodied in a series of 10 articles designated by the letters of the alphabet, (a) to (j) inclusive. Of these requests article (a) defined the classes of employees embraced in the word telegraphers as used in the schedules of rules and rates of pay submitted to arbitra- tion; article (&) d'efined the basis of a day's work; articles (c) and (d) contained proposed rates of pay for overtime work, and article (e) involved the conditions und!er which time should be allowed for meals and compensation for work performed during the meal hour. In article (f) it was proposed that telegraphers should be relieved from the performance of certain specified classes of work, and article ■{g) contamed proposed rules governing seniority. In article Qi) the employees stipulated that telegraphers who had been in the service one year or longer should be allowed 15 days leave of absence each year with pay. Article {%) proposed that telegraphers handling crossing gates be allowed $7.50 per month in addition to the rate shown in the wage schedule; and article {j) proposed that telegraphers be granted a wage increase amounting in the aggregate to $11,941.50 per month. FINDINGS OF THE BOARD OF AEBITRATION. The improvements in conditions of employment secured by the employees as a result of the arbitration award included an increase in wages amounting in the aggregate to $3,400 per month, an allowance of $i5 per month m the case of telegraphers required to handle crossing g&tes, relief from certain so-caUed special duties in certain contin- 42 BAILBOAD LABOR AEBITEATIONS. 43 gencies, and a stipulation that telegraphers whose hours of duty were ^0 or more per day who were required to render any service on 12 or more Sundays in the year, and who had been in the service of the company two Qr more years, should be given 15 days vacation annually with pay, or in lieu thereof additional compensation for 15 days at their regular rates of pay. In response to the issues involved in article (a) of the rules requested 'by the employees, the board of arbitration awarded that all telegraph operators, telephone operators, station agents, and levermen specified in the schedule of rules and rates of pay established by the award should be considered .telegraphers, should be governed by the regula- tions, and should be paid the rates awarded. As contrasted with the request of the employees, the award with respect to this article differed from the request onlv by the omission o'f car' distributors from the operation of the schedule. . The findings of the board were concurred in by each member, Chairman Kerby adding the following statement: The rates oi pay and the conditions granted in the above award are not, so far as my part in the division is concerned, to be construed as giving all that the telegraphers might in other conditions legitimately, ask, either in the way of compensation or working conditions. The period of depression from which business is just emerging, and the consequent physical and financial conditions of the railroads have, however, been taken into consideration, and on this account larger concessions have been refused. THE AWARD IN DETAIL. The detailed -requests of the employees as compared with the findings of the board of arbitration are shown below, the articles of the requests and the award being shown in parallel colunms. Article A. REQUESTS. AWARD. x That all telegraph and telephone oper- All telegra,ph operators, telephone oper- ators and car distributors, also station ators, also station agents, and linemen agents and linemen specified in this specified in the schedule will be consid- schedule will be considered "telegraph- ered "telegraphers" within the meaning ers" within the meaning of these articles, of these articles, irrespective of title by irrespective of title by which designated which designated, or character of service or character of service performed, and performed, and will be governed by the will be governed by the regulations and -regulations and paid at the rates specified paid at the rates specified therein. herein. Article B. 1. That where but one telegrapher is 1. Where but one telegrapher is em- employed in 24 hours, 10 consecutive ployed in 24 hours, 12 consecutive hours, hours, commencing at 7 a. m. or 7 p. m., including meal hour, commencing be- including meal hour, will constitute a tween 6 and 8 a. m. or 6 and 8 p. m., wiU day's work. constitute a day's work. 2, Where two or more telegraphers are 2. Where two or more telegraphers are employed, 8 consecutive hours will con- employed, 9 hours will constitute a day's stjtute a day's work. work. Article C. That telegrapters will be paid over- Telegraphers will be paid overtime at tiine at the "rate of 35 cents per hour for the rate of 25 cents per hour for all time all lime worked outside of regular hours, worked outside of regular hours. If If called back to the office after being re- called back to the office after being re- lieved from duty, an allowance of 50 lieved from duty, an allowance of 50 cents will be made, and if kept on duty cents will be made, and if kept on duty more than 1 hour, overtime will be al- more than 1 hour, overtime will be al- lowed at the rate of 35 cents per hour lowed at the rate of 25 cents per hour after the first hour. after the first hour. 44 - RAILROAD LABOR ARBITRATIONS. Article p. 1. That telegraphers required to meet trains within 1 hour after their regular working hours will receive 35 cents for such service and regular overtime there- after. 2. Telegraphers required to meet trains later than 1 hour after their regular work- ing hours will receive 50 cents for such . service and regular overtime thereafter. 1. Telegraphers required to remain on duty to meet trains after the expiration of their regular assigned hours will receive 25 cents for each hour so held. 2. Telegraphers required to meet trains after being relieved will receive 50 cents for such service and regular overtime after the first hoiu:. ■ Article E. That no time will be allowed for meals on tricks of 8 hours or leas unless it is con- venient to do so. Telegraph operators working tricks longer than 8 hours will be allowed 1 full hour for meals between 11.30 and 1.30, day an'd night, each day. When they can not be excused between these hours, they will be paid 35 cents and allowed 1 hour for meals as soon thereafter as practicable. No time will be allowed for meals on tricks of 9 hours or less unless it is con- venient to do so. Telegrapher? working tricks longer than 9 hours will be allowed 1 full hour fo' meals between 11.30 anJ 1.30. day and night, each day. When they can not be excused between these hours, they will be paid 25 cents and al- lowed 1 hour for meals as soon thereafter as practicable. Article F. That telegraphers will not be required to handle switch, block or signal lamps; clean station platforms or grounds; oil in- terlocking plants where 8 or more levers are used; or clean snow from frogs or switches. Where other employees axe available telegraphers will not be required to clean station platforms or grounds; oil inter- locking plants where 8 or more levers are used; or clean snow from frogs or switches, except in cases of emergency; not to handle switch, block or signal lamps, but will see that they are kept burning; this not to be construed to relieve telegraphers from care of train order signal lamp. Article G. That office seniority will rule in (AB) Indianapolis, (PD) Cincinnati, (M and GU) Cleveland, and a seniority list fur- nished the general chairman each Janu- ary and July by the superintendent of telegraphers on any division who apply for vacancies in those offices will be given preference over telegraphers not in the service. Telegraphers on any division who apply for vacancies in (AB) Indianapolis, (PD) Cincinnati, (M and GU) Cleveland, will be given preference over telegraphers not in the service. Article H. That telegraphers who have been in the service for one year or longer will be al- lowed 15 days leave of absence each year without loss of pay, the relief to be made in the order of their seniority. Telegraphers whose hours of duty are 10 or more per day, who are required to ren- der any service on 12 or more Sundays in the year and who have been in the service of the company two or more years, shall be given 15 days vacation annually with pay, or in lieu thereof, additional compen- sation for 15 days at their regular rates of pay. Article I. That telegraphers handling crossing gates will be allowed $7.50 per month in addition to the rate shown in the wage scale. Telegraphers handling crossing gates will be allowed $5 per month in addition to the rate shown in the schedule. BAILBOAD LABOE AKBITEATIONS. 45 Article J. That an increase in wages amounting in An increase in wages amounting in the the ^gregate to $11,941.50 per month be aggregate to $3,400 per month is granted granted to telegraphers, such increase to to telegraphers, such increase to be appor- be apportioned to the various positions in tioned to the various positions in such such manner as may be agreed upon be- manner as may be agreed upon between tween the management of the roads and management of the roads and the com- the committee representing the employ- mittee representing the employees: Pro- ses: Provided, That in case an Wfcrease be vided, That in case such an apportionment granted and such apportionment can not can not be agreed upon within 15 days be agreed upon withjn 15 days from the from the date on which the decision of the date on which the decision of the arbitra- arbitrators is handed down, such increase tors is handed down, such increase shall shall be applied as a flat percentage on be applied as a flat percentage on the re- the respective rates of pay now in effect, spective rates of pay now in effect. APPLICATION OF THE AWAED. As compared with the wage increase requested by the employees, which would necessitate an addition of approximately 20 per cent to the annual wage disbursements of the railroad for telegraphers, the award of the board of arbitration involved an increase in the annual outlay to these employees of approximately 6 per cent over the total wage payments under the preexisting scale. Increases in the annual wage outlay for telegraphers were also made necessary by the findings of the board with respect to compensation for handling crossing gates and the allowance for vacation with pay. Under article (i) of the arbitration award, provision was made for the payment of additional compensation of 15 per month in the case of telegraphers required to handle crossing gates, no extra compensa- tion for such services having been allowed under the rules in effect before the award. The concession of 15 days leave of absence with pay in certain contingencies, as awarded under article (h), may be compared with the rule in force before the award which provided for leave without pay at the convenience of the company. As compared with the preexisting rule the effect of the decision of the board with 'respect to the issues involved in article (/) was to relieve telegraphers in the contingencies enumerated of the duty of oiling interlocking plants equipped with 8 or more levers. A comparison of the official schedule of rules and rates of pay in effect before and after the award further shows that the rule respect- ing overtime in the new schedule stipulated that overtime should be paid for all time worked outside of regular hours as compared with the preexisting rule which provided for the payment of overtime for time worked after 12 hours of service. The wor kin g conditions established as a result of the arbitration award with respect to the basis of a day's work, meal hour, and seniority, so far as can be ascertained from a comparison of the offi- cial schedules in effect before and after the award, involved no material change from the conditions existing before the arbitration. VIII. BALTIMORE & OHIO SOUTHWESTERN RAILROAD AND ORDER . OF RAILROAD TELEGRAPHERS: 1910. The controversy in this case involved jjroposals presented by the employees to the employer for a general increase in the wage scale and for changes in certain rules relative to seniority, hours of service, and special duties and privileges. An agreement to submit the con- troversy to arbitration was entered into February 17, 1910. Hear- ings before the board of arbitration were commenced March 14, the award being made on April 4. The proceedings embraced approxi- mately 360 employees in the service of the railroad company, includ- ing operators, agents, and levermen, these employees being repre- sented in the arbitration by officials of the Order of Railroad Teleg- raphers. The board of arbitrators selected to hear the case was composed of the following members: William J. Kerby, chairman, professor of sociology Catholic Uni- versity of America. George H. Groce, assistant to general manager Illinois Central Railroad, selected by employer. J. J. Dermody, vice president Order of Raiboad Telegraphers, selected by employees. ~ DEMANDS OF THE EMPLOYEES. The proposal of the employees with respect to rates of pay included a request for an aggregate increase of 18.8 per cent in the wage scale of telegraphers and station agents over existing rates, an increase in the overtime rate from 25 cents to 35 cents per hour and at the general office (SG) Cincinnati' to 40 cents, an increase in the rate for "the call and first hour" when called for duty outside of regular hours, from 50 cents to 60 cents; the payment of regular overtime rates for telegraph or station service performed on Sunday; the pay- ment of extra compensation not to exceed $10 per month to telegra- phers required to handle United States mail; the payment of extra compensation not to exceed $15 per month to telegraphers required to do pumping; and the payment of a commission of 15 per cent on commercial telegraph business to certain classes of agents handling such business. The following changes or modifications in the existmg schedule, • stated in summary form, were req^uested by the employees with respect to seniority, hours of service, special duties, and special > privileges: Seniority to date from date first actual telegraph work was per- formed, seniority lists to be furnished the general chairman in Janu- ary and July of each year. A reduction in the hours of service per day from 12 to 10 consecutive hours, including meal hour at stations where but one telegrapher is 46 EAILEOAD LABOB ABBITBATIONS. 4Y employed, and from 10 to 8 hours at offices where two or more tele- graphers are employed besides the station agent; 10^ hours, includ- , mg meal hour, to constitute a day's work for exclusive agents ; a re- duction from 12 to 8 hours in the period necessary to constitute a day's work for telegraphers performing duties at wrecks, washouts, and other emergency offices. The company to provide the necessary help to relieve telegraphers from the duty of scrubbing floors and cleanmg outbuildings. Tele- graphers in service of the company two years or more to be granted 15 days annual leave of absence with pay, those having good records to be given in addition annual system passes. AWARD OF THE BOARD OF ARBITRATION. In response to the request of the employees involving rates of pay for regular, special, or overtime work, telegraphers and station agents enumerated in the schedule were awarded an increase of 6 per cent over existing rates of pay of such employees. The rate for overtime work at general offices (SG) Cincinnati was increased from 25 to 40 cents per hour, and telegraphers required to do pumping were awarded $10 per month extra compensation for such labor. In other respects no increases in rates of pay or changes or modifications in the existing standards of compensation were awarded. In response to the request for the payment of extra compensation to telegraphers required to handle United States mail, the arbitration award contained the recommendation — That the employer investigate the conditiona under which the .handling of United States mail is performed and where such duties wprk a hardship; it is further recom- mended that the employer make some arrangement which may relieve telegraphers of the actual labor in connection therewith. A review of the decisions of the board, exclusive of those relating to rates of pay, shows that the award on the conditions noted was in substance as follows:. The rules relative to seniority, submitted to arbitration, were awarded substantially as requested by the employees. The basis of a day's work in stations where two or more teleg- raphers employed besides the station agent was fixed at 9 consecu- tive hours; the basis of a day's work for exclusive agents fixed at lOJ consecutive hours, including meal hour; an 8-hour day awarded for telegraphers performing duty at wrecks, washouts, and other emer- gency offices of like character. The company was required to provide the necessary help to reUeve telegraphers from the duty of scrubbing floors and cleaning out- buildings. Telegraphers whose hours of duty were 10 or more per day and who had been in the employ of the company two or more years were awarded 15 days annual leave with pay, or in heu thereof, compen- sation for 15 days at their regular rates of pay. . In denying the proposal relative to the issuance of annual system passes, the statement was made by the board that "the arbitrators do not consider that the granting of passes is a proper subject of arbitration." Following the award tfie board of arbitration made certain recom- mendations as follows: 48 RAILROAD LABOR ARBITRATIONS. (1) That where ft may be lawfully done, the employer furnish annual division passes to those telegraphers who have been m the employ of the company three or more years, and have good records. (2) That the proper representative of the employer negotiate with the commercial telegraph company doing business along its line of railroads, with a view to securing a commission for telegraphers handling such commercial telegraph business.' (3) If within 15 days the employer and the committee represent- ing the telegraph operators and station agents ,can mutually agree upon a plan other than the flat increase for the distribution of the aggregate amount represented by the 6 per cent increase, the board recommends that it be done. The arbitration award was signed by each of the three arbitrators, Mr. Dermody adding the following dissent : I concur in the findings of the board, except in. the matter of the increase granted, which is not sufficiently above the present rates of pay to meet the ordinary living expenses of many of the employees. . I believe that the employer is financially able to meet all the requests made by the telegraphers and station agents for increased compensation. THE AWARD OF THE BOARD AND THE REQUESTS OF EMPLOYEES COMPARED. The detailed requests of the employees as compared with the find- ings of the board of arbitration are shown below, the articles of the requests and the awards being shown in parallel colurons. BEQUESTS OF RAILROAD TELEGRAPHERS. AWARD OP THE BOARD OF ARBITRATION. Article A. — Seniority. (1) Shall seniority date from the date (1) Seniority shall date from the day first actual telegraph work is performed? on which first actual work is perforined. (2) Shall seniority lists on each division (2) Seniority lists on each division shall be furnished the general chairman in Jan- be furnished the general chairman in uary and July of each year? January and July of each year. Article B. — Overtime. (1) Shall the overtime rate be increased (1) The overtime rate shall remain at from 25 to 35 cents per hour, or in any 25 cents per hour except at the general amount, regardless of locality, except at offices (SG), Cincinnati, where it shall be the general offices (SG), Cincinnati? 40 cents per hour. Shall the overtime at the general offices (SG), ( incinnati, be fixed at 40 cents per hour? (2) Shall the present rate of "50 cents (2) The present rate of 50 cenfe for call for the call and first hour be increased to and fiiet hour shall remain. 60 cents or increased at all? (3) Shall telegraphers performing tele- (3) Telegraphers shall not receive over- graph or station service on Sundays time pay for Sunday work.- receive pay at regular overtime rates? Article C. — Hours. _ (1) Shall 10 consecutive hours, includ- (1) Twelve consecutive hours, com- ing meal hour, constitute a day at sta- mencing between 6 and 8 a. m. or 6 and 8 tions where but one telegrapher is em- p. m., including meal hour, shall consti- ployed, and shall 8 consecutive hours tuteaday's work at station where but one constitute a day at oflSces where two or telegrapher is employed 9 consecutive naore telegraphers are employed besides hours shall constitute a day's work at the station agent? offices where two or more telegraphers are employed besides the station. agent. RAILROAD LABOR ARBITRATIONS. 49 (2) Shall the 8-hour day be applicable to telegraphers performing duties at wrecks, washouts, and other emergency offices? lOi consecutive hours, including meal hour, shall constitute a day's work for exclusive agents. (2) Eight hours shall constitute a day's work for telegraphers working at wrecks, washouts, or other emergency offices of like cjiaracter. Ahticlb D. — Special duties. (1) Phall the company provide neces- sary help to relieve telegraphers from the duty of scrubbing floors and cleaning outbuildings? (1) The company shall provide neces- sary help to relieve telegraphers from the duty of scrubbing floors and cleaning out- buildings. Article E. — Special privileges. (1) Shall all telegraphers in service with the company two years or more be granted leave of absence each year for 15 days without loss of pay? (2) Shall annual system passes he issued to all telegraphers in service with the company two years or more, who have good records? (1) Telegraphers whose hours of duty are 10 or more per day, and who have been in the employ of the company two or more years shall be given 15 days annual vacation with pay, or in lieu thereof ad- ditional compensation for 15 days at their regular rates of pay. (2) The arbitrators da not consider that the granting of passes is a proper subject for arbitration. Hence the board refuses to award annual system passes to all teleg- raphers. Article F. — Remun»aticm. (1) Shall telegraphers who are required to handle United States mail receive $10 per month extra pay, or pay in any sum for this service? (2) Shall telegraphers required to do pumping receive $15 per month, or any sum as extra pay? (3) Shall the following rule granting commission on commercial telegraph business become effective? At exclusive agencies first- trick operators,- or where the agent-operator works first trick, they will be designated as manager of such offices. AH managers of such offices will be allowed a commission of 15 per cent on all commercial telegraph business: Pro- vided, however, That at exclusive agencies whete there is no day operator and there is a night operator, then the night oper- ator shall be known as manager and re- ceive the commission. Article G.—Wage scale. (1) The arbitrators recommend that the employer investigate the conditions under which the handling of United States mail is performed, and where such duties work a hardship, it is futther recom- mended that the employer make some arrangement which may relieve tele- graphers of the actual iftbor in coniiection therewith. (2) Telegraphers required to do pump- ing shall receive $10 per month extra compensation for such labor. (3) The employer being only indirectly concerned in the handling of commercial telegrams, the board of arbitration makes no ruling to affect existing conditions. Shall the wages of the operators and station agents shown in the schedule be increased in the aggregate 18.8 per cent ■over the present rates, the same to be dis- tributed m accordance with the schedule of wages submitted by the employees to the employer attached hereto and marked "Exhibit A"? 51393°— S. Doc. 493, 64-1 4 The wages of the telegraph operators and station agents enumerated in the schedule attached to the agreement for arbitration and dated February 17, 1910, shall be increased 6 per cent over the present rates of pay of said telegraph operators and station agents. » IX. RAIIROADS IN WESTERN TERRITORY AND BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN: 1910. LOCOMOTIVE FIREMEN'S ARBITRATION IN WESTERN TERRITORY IN 1910. HISTORY. This arbitration was the result of a controversy that had its incep- tion on or about December 27, 1909, when a series of conferences began between the managers' committee of certain designated western railroads and representatives of the Brotherhood of Locomotive Fire- men and Enginemen representing the employees. These conferences, 21 in number, continued from December 27, 1909, to February 2, 1910, inclusive, and letters under date of December 27, 1909, January 15, 19, 22, 24, 27, 31, and February 1 and 2, 1910, were exchanged, all with the idea of attempting to reach an agreement on proposals made by the employees mterested for increases in wages and certain changes in working conditions. These conferences and this corre- " spondence, however, failed to bring about an agreement on any of the points in controversy. On March 5, the chairman of the managers' committee, W. C. Nixon, representing the railroads involved, requested mediation under the terms of the Erdman law, and on March 15, 1910, W. S. Carter, president of the Brotherhood of Locomotive Fire- men and Enginemen, acting for the employees, accepted the offer to mediate the differences. As a result oi this a mediation agreement settling all points in dispute between the parties, except that for an increase in wages, was signed March 23, 1910, and a part of this medi- ation agreement contained a stipulation agreeing to submit this ques- tion to arbitration under the provisions of the Erdman law, waiving the right of appeal and stating that the award of the board of arbi- trators was to be final and conclusive. The arbitration agreement was signed and entered into on the 25th day of March, 1910, by W. C. Nixon, chairman of the managers' committee, representing the railroads, and W. S. Carter, president of the Brotherhood of Locomotive Firemen and Enginemen. SCOPE OF THE ARBITEATION. The western railroads which were parties to the agreement were as follows : Atchison, Topeka & Santa Fe Railway. Atchison, Topeka & Santa Fe(Coast Lines) Canadian Northern Railway. Chicago & North Western Railway. Chicago & Alton Railroad. Chicago, Burlington & Quincy Railroad. Chicago Great Western Railroad. Chicago Junction Railway. 50 Chicago, Milwaukee & St. Paul Railway. Chicago, Rock Island & Pacific Railway. Chicago, St. Paul, Minneapolis & Omaha Railway. Chicago Terminal Transfer Railroad. Chicago & Western Indiana Railroad and Belt Railway of Chicago. Colorado & Southern lUulway. BAILEOAD LABOR ARBITEATIONS. 51 Davenport, Rock Island & Northwestern Railway. Duluth, South Shore & Atlantic Railway. El Paso & Southwestern Railroad. Eastern Railway of New Mexico and Southern Kansas Railway of Texas. Fort Worth & Denver City Railway. Great Northern Railway. Gulf, Colorado & Santa Fe Railway. Houston East & West Texas Railway. Houston & Texas Central Railroad, Illinois Central Railroad. International & Great Northern Rail- road.- Indianapolis Southern Railroad. Kansas City, Mexico & Orient Railway. Kansas City Southern Railway. Missouri, Kansas & Texas Railway. Missouri' Pacific-Iron Mountain System. Minneapolis, St. Paul & Sault Ste. Marie Railway. Minnesota Transfer Railway. Mineral Range Railroad. ' Northern Pacific Railway. Oregon Railroad & Navigation Co. Peoria & Pekin Union Railway. Quincy, Omaha & Kansas City Rail- road. San Pedro, Los Angeles & Salt Lake Railroad. St. Joseph & Grand Island Railway. St. Joseph Terminal Railroad. St. Louis & San Francisco Railroad. St. Louis, Brownsville & Mexico Rail- way. Southern Pacific (Pacific System). Southern Pacific (Atlantic System). San Antonio & Aransas Pass Railway. Spokane, Portland & Seattle Railway. Texas & Pacific Railway. Trinity & Brazos Valley Railway. Union Pacific Railroad. Wichita Valley Railway. THE MATTERS IN CONTROVERSY. Section 2 of the agreement, which contained the questions to be arbitrated, read as follows: The questions to be arbitrated shall be the following requests that have been sub- mitted to the employer by the employees, being embraced in article 1 of the propo- sitions contained in the letter of the employees to employer of date January 24, 1910, as follows: Article 1. (a) Firemen in main line and branch passenger service shall he granted an increase of 25 cents per hundred miles or less. ' (5) Firemen in through and irregular freight, mixed, work, wreck, gravel, helper, pusher, snow-plow, and branch service (except Mallet type engines) shall be granted an increase of 40 cents per 100 miles or less: Provided, That on simple engines having cyUnders 24 inches or over in diameter and on compound engines weighing 215,000 pounds or more on drivers, firemen shall receive not less than $3.85 per 100 miles or less. (c) Firemen in local or way freight service shall be granted an increase of 10 per cent over through-freight rates as established at this conference. (d) Firemen on Mallet type engines shall receive $4.20 per 100 miles or less in all classes of service. This rate shall also apply on lines where the schedules provide for trip basis in helper or pusher service, in accordance with rules in effect. (e) Firemen in yard service shall be granted an increase of 35 cents per day. (/) Where rate of pay is provided for transfer service, firemen shall be granted an increase of 35 cents per. day. (g) On lines where rates of pay are negotiated through the B. of L. P. & E. com- mittees for hostlers, switch engineers, and engine dispatchers, such employees shall be granted an increase of 50 cents per day, (ft) The above increases shall be based on rates of pay in effect January 1, 1910, except that the differential as between through and local freight shall be based on the through freight rate established at this conference. Overtime shall be paid for pro rata. The employees appointed Timothy Shea, of Peoria, EL, to act as a member of this board of arbitration and the employers appointed W. E. Scott, and these two arbitrators notified Martin A. Knapp, chairman of the Interstate Commerce Commission, on April 2, 1910, that they were unable to agree upon a third arbitrator and asked that he appoint one as provided by law. In comphance with this request and by virtue of. the authority conferred upon them (the chairman of the Interstate Commerce Commission and the Commis- 52 EAILEOAD LABOR ARBITRATIONS. sioner of Labor) by the terms of the Erdman law, announced the appointment of William L. Chambers, of Washington, D. C, as the third arbitrator to act with the two arbitrators already appointed. The board of arbitrators convened in the United States circuit court room, northern district of Illinois, eastern division, in the Fed- eral building, at Chicago, 111., on Monday, May 16, 1910, at 10 o'clock a. m., in pursuance of the articles of agreement made aild entered into between the said railroad companies and the Brotherhood of Loco- motive Firemen and Enginemen. The testimony of various witnesses, comprising 2,966 typewritten pages, was taken from day to day, beginning on the 16th of May, 1910, and concluding on June 3, 1910. After arguments by counsel the matter was submitted for decision and the arbitrators reached their conclusions and announced their award on June 4, 1910. REQUESTS AND AWARD COMPARED. All articles in requests made by the firemen with the exception of Article I, covering rates of pay, were agreed upon in conferences be- tween the ofPLcials of the railroads and the representatives of the firenien's organization. Article I of the firemen's requests, the basis of the arbitration proceedings, is compared below with the award of the arbitration board. REQUESTS. AWARD. (a) Firemen in main and branch line (o) Awarded 15 cents per 100 miles. passenger service to receive an increase of 25 cents per 100 miles or less. (6) In through or irregular freight, (6) Awarded 15 cents per 100 miles on mixed, work, wreck, gravel, helper, oil-burning locomotives, and 30 cents pusher, snow-plow, and branch freight per 100 miles on coal-burning locomotives, service (except Mallet) to receive an in- Awarded $3.75 per day. Where the crease of 40 cents per 100 miles or less, same or higher rate is now paid on these provided that the rate of pay per day or engines there will be no increase. 100 miles shall not be less than $3.85 on simple engines with cylinders 24 inches or over in diameter or on compound en- gines weighing 215,000 pounds or over on drivers. (c) Rates in local or way freight to be (c) An increase of 25 cents per 100 10 per cent greater than in through miles awarded, except on roads having freight. an 8-hour day. Existing differentials to be maintained. (d) On Mallet engines, the rate to be {d) Four dollars per day allowed in all $4.20 per 100 miles or less in all branches branches of service. of service.- («) The rate for yard service to be in- (e) An increase of 25 cents per day creased 35 cents per day. "" awarded. (f] Same increase (35 cents) as ia yard (jf) An increase of 25 cents per day service shall be paid to transfer service, awarded. (g) Hostlers, switch engineers, and en- (g) An increase of 25 cents per day gine dispatchers to receive an increase of awarded. 50 cents per day on lines where they are represented by the Brotherhood of Loco- motive Firemen and Enginemen. The increases above awarded were made retroactive as of May 16, 1910. ^ All awards were unanimous except that on Article I. Mr. Shea, representing the men, dissented from this. EAILKOAD LABOR AEBITBATIONS. 53 EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON INDIVIDUAL RAILROADS. No uniform basis for the payment of locomotive engineers has up to the present time been adopted in the territory east of the Ohio and north of the Potomac rivers. Some raUroads classify their rates of Say according to the size of cylinders, others according to weight on rivers, still others according to the number of wheels, and according to the trade name of the engines. Not imtil the year*1913 were the rates of pay to locomotive firemen in-the eastern territory standard- ized according to weight on drive wheels, and the same basis of pay- ment, both to engineers and firemen in the West, was not adopted until the year 1915. As a consequence, it was impossible, with the printed working schedules as a basis, to make any comparative study as to how rates of pay to engineers and firemen were affected by awards of arbitration boards. Methods of wage payment were fre- quently changed by the application of the decision of arbitration boards. Under these conditions, it was decided to use as a basis of com- parison of rates of pay the classification of locomotives required by the Interstate Commerce Commission. Up to the fiscal year 19] 5 this classification was imiformly used by the railroads in reporting to the commission. In the following comparisons the figures relative to the number of locomotives and their average weight on drivers (tons), prior to the fiscal year 1915, are based on information secured from gages 103 to 107 of the annual reports of the carriers to the Interstate ommerce Commission. In the form of annual report adopted for use in 1915 there were considerable changes made throughout, and locomotive classification was furnished in a different manner by the carriers. Because of this variation it was necessary to request the raiboad companies to furnish data on locomotive equipment that would be comparable with prior years. After the information as to number and weight of locomotives in the various classifications wa« secured from the annual reports of the railroads to the Interstate Commerce Commission, printed forms were mailed to the companies to be filled out. Each sheet was divided into three similar sections, providing for single-expansion, four-cylinder compound, and two-cyunder compoimd or cross-compound locomo- tives. The information requested from the carriers was as follows: (a) Class of service in which each locomotive was engaged. (b) Weight on drivers. (c) Number of locomotives of each class. id) Rates of pay per day of 100 miles or 10 hours or less to (1) -engineers, (2) firemen. Because of the change in the 1915 reports, mentioned above, a special sheet for this year was preparecf and sent to the raUroad companies requesting, in addition to the other inquiries fisted, the average weight on drivers (tons) of locomotives. The prmted forms sent to the railroads were for the fiscal years prior and subsequent to any arbitration proceedmgs they were involved in, either with their engineers or firemen. j.- r. In the following derivative tables, rates of pay to locomotive fire- men and hostlers are shown prior and subsequent to the award of the arbitration board in western territory of June 4, 1910. 54 BAILROAD LABOR ARBITRATIONS. Rates paid to locomotive firemen before find after the arbitration of 1910, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines. ATCHISON, TOPEKA & SANTA FE BY. Number. Average weight on drivers (tons). Rate per d« or 10 y of 100 miles or less hours or less. 1909 1911 1909 1911 V 1909 1911 Increase. Amount. Per cent. Switching Service. Class A2,00>: Oil 1 1 2 50 S2 51 Coal $2.30 2.25 2.15 l$2.65 2.50 2.40 10.25 .25 .25 10.9 11.1 11.6 Class A3, 000>: Oil . 23 108 66 74 58 69 63 56 Coal 2.30 2.25 2.15 2.55 2.50 2.40 .25 .25 .25 10.9 11.1 11.6 ClftssA4 0000> ■ 7 68 2.55 2.50 2.40 First-class yards 2 Classes, 000oo>: Oil 20 35 20 25 46 46 45 46 Coal Strong City and Bazar, Kans.i 2.30 2.25 2.15 2.55 2.60 2.40 .25 .25 .25 10.9 11.1 11.6 Class C4,0000oo>: Oil 3 3 6 52 ■ 52 52 Coal Strong City and Bazar, Kans.^ 2.30 2.25 2.15 2.55 2.50 2.40 .25 .25 .25 10.9 11.1 -Second-class yards , H.6 1 Specialrateaccount partially road service. sKrst-class yards (all otheis second-class yards): Chicago, 111.; Corwith, 111.; Shopton, Iowa; Kansas City, Mo.; Topeka, Kans.; Argentine, Kans.; Emporia, Kans.; Arkansas City, Kans.; Chanute, Eans .; Wellington, Kans.; Dodge City, Kans.; Newton, Kans.; La Junta, Colo.; Pueblo, Colo.; Raton, N. Mex.; Las Vegas, N. Mex.; Albuquerc^ue, N. Mex.; Gallup, N. Mex.; Winslow, Ariz.; Seligmaii, Ariz.; Los Angeles, Cal.; Bakersneld, Cat.; Richmond, Cal.; Needles, Cal.; Barstow, Cal.; San Bernardino, Cal.; Fresno, Cal<; San Francisco, Cal.; £1 Paso, Tex. BAILBOAD LABOR AEBITBATIONS. 65 I a sa fe * p< .g a «> a ftng a a 5 CD CD MCSID* a • cgc^cs ci NNM N verage rivers tons). : Oil.. 1 i ^ p p P M Q I n A ^- Oil burners- Less than 135,000 pounds on I- ^ P p R II c c p •a C P 09 S d a EAIUtOAD LABOB AEBITEATIONS. 59 vnooM CJOOO ocr-oo> ci c4 ei ci E oi H g rtS2 Jev9 6 0SOC0 CO CO COM CO N( eococ4 I I? m3 pi ■ nJ 3 i^' -O —" S ^t~ CO en >H 3 60 BAILBOAD LABOR ARBITRATIONS. 1 o se s a 1 s M s O 1 9 • & 1 1 > J CI f-t i 3 S 3 ss o CO g i -i s 1 09 1 s| CO CO • 1 lO . ; § s 8 ; CO ; 1 S3 g : S 1 «i CO U9 CO n 1 s WlOiO lO s g ;8Sg 38 SO CO ssg cocoes iS8 ;coeo g 1 cgNcioi cJCNMCq s CD 1 H loeo 0»tD • 1 S3 °.°. ; s I §8 88 S3 ; COM ' i s^ i Average weight on drivers (tons). g ss 1 1 BS : 1 9 sg ; 1 "S ; Fbeight Sebvice— Con. SmSLE-EXPANSION LOCO- MOTIVES — continued. Class C3, OOOoo>: Oil.. Coal Less than 100,000 pounds on driv- ers' il i^ i^ i^ Q 'go If > c S i 3 S^ '4 ii i^ ii Coal burners- Less than 100.000 pounds on driv- el 3 jo Q RAILROAD LABOB ABJBITKATIONS. 61 oo* eoco ■ cocQ cJecM -com OSeD l^s ooooooQt^ _'dd66dddd fiflflqpfil g-^pflflppflpfl OiMCOO S3 5 W A- 0C dd ooo coc4 CO w o o o o □ o o pppppp as 6 s II II §s ^ - as „S'^ . I I I I ^1 o s 9 13 MZcQ 5lSJ Ag^ _ -,^000666 62 KAILROAD LABOR AEBITKATIONS. s 1 s % s & H i o J3 o s g 1 1 o 1 CD P a -sf § s s s \°. JO 'c6 s s CO CO 1. 1 I| s E5 ^ 1 o S CO CO CO o CO c CO CO ui S : >n lO °. ; g CO o CO in i CO • - S3 eg 33 j OCSCO lOtOCOiO dooo '• ggg lOlOiOlO loiomm °.°.°.°. \ §gss CO oi CO CO cococieo CO CO CO CO ■ coeoci cocoeqtN CO O CO d COCO in mm ". S3 COCO g CO coco m CO 00 CO CO S8S ss g§8 TO Sg J2 ss « a A o o o o- o '" burners— ■ - ^ Less than 135,000 pounds on driv- ers".. o n c o R o ED |s Ill s o o R o o R o o R o al burners- Less than 135,000 pounds on driv- ers 11 3 o H o fl fl us o fl d p mflflfl o I s e S 3 3 a i o 5 I I S a » T M c ® o S 2 ran 52 . -is " o *S2 . - • d _P M s 3-' o "ts >c ; flfl "O -g^5«i&|| CASS'S 64 RAILROAD LABOR ARBITRATIONS. oio^o CO a tot* ''^a CO"* oc5e>Q (Ncocoeoec c^ ec CO CO CO do s I o«o RAILROAD LABOR ARBITRATIONS. 65 MN www o s OS o 3s (NM WCSIM n - o 6 o o o oe coco NCO MM eoco iHM oo i-IO oaoo t, p d d d d d A , o ■O ;o ■-o £2n eOMM w U3 in rt i.^ . coNooeo » uairi Sa a H ,666600 S-^QfififiPfi ts s s J ^ 2; a ^ =r a y ^ § I I I a§^ O a o .ajS ..g«^ 'o'3« P 'P a "J** S P ca ° O" o " ■^ls«i8s«gss| P d 6 d Q o 0* sPPBfififi SnS a'lg ,000 51393°— S. Doc. 493, 64-1- 66 EAILBOAD LABOE ARBITRATIONS. OCQCOO coco CD 1ft 0> CO OOCONM CO mi-H CO CO CO CO W enjeo 1 coco eg CO CO-CO CO C^CO oo eoeo OJOO OCO Oco 2g coco RfiBRfiRigfiRnOfiPg .„ooooooo _;5RflRflHflO mOOO KAILBOAD LABOB ABBITKATIONS, 67 . . .at i i id . . .o III"* ; ; ;es 8 s S . . .po-fli ■«]3 ■<»! ^ ■ ■ ;^ . . .CO i-i • ' • ^ i i i ■ en. g ; ;■ ; »fl " i : ;S S 8 8 CO ' ' ■ ^ ^ ^ -^ 8 CO ^. ; i i N 1 1 ; C4 ; 'm°. ;S° • • jciaeo JKS is S 8 8 °.^^ : 0(0 ■ • ~"S i i i : ; is 8 8 8 1 j i j'.,,: .41' .«); TP 8^ i ; ; ; i is g S R S'/ !g . : 1 1 j^ •»• c4 f* i ^ ^Wil '• '• '• '.A 1 . . * • . ■ ;o : : : c ; : : :o 1 A ■ ■ . . ; : 6 i ; ; ; 1^ ' ; : • : 6 i : : ■ it ^A ■ : ; §i ; : §1 bBo ^ : > • ; S : 3 Eh dT i oi s a a .u B i i "• 3 cS a a „- H & 5" s M 1 1 Wellington as Vegas, N e,N.Mex. ^ 1 i 1 !? i 3 S M OS -tJ n s 1 3 909); CMcag d Hebron co Junta, Colo. N. Hex., an [ex., to Sant ns; lines sou ersfleld, Cal. aex.; Las V i5__ "1 n _r 1 o DO ^ P5 CO 1-5 -q >J DO p< 68 BAILBOAD LABOE AKBITBATIOKS. Rates paid to locomotive flremJen before and after the arbitration of 1910 and amount and per cent of increase 'in rates awarded by the arbitration board according to class of engines. BELT KY. CO. OP CHICAGO. Number. Average' weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase.. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. 68 50 68 64 Switching; S2.S0 2.25 $2.73 2.45 $0.25 .20 10.0 Yard 8.9 20 100 Switching: 3.73 2.75 2 31 Switching: 2.50 2.25 ' Yard CHICAGO & ALTON R. R. SINGLE -EXPANSION LOCOMOTIVES, riasa A2 00> ... 4 3 35 36 Switching: $2.25 2.15 $2.50 2.4q $0.25 .25 U.l 11.6 45 45 63 63 Switching: First-class yards 2.25 2.15 2.60 2.40 .T25 .25 11.1 Second-class yards 11. Clsf! 67 77 •66 67 2.50 2.90 2.25 2.15 2.65 3.20 2.50 2.40 .16 .30 .25 .25 6.0 Freight 10.3 Bwitehing: U.l Second-clasi3 yards 11.6 Class B4 OOOOo> 50 54 92 91 Freight ■ 2.95 3.25 .30 1Q.2 47 47 34 35 Fassei^er 2.25 2.57 2.40 2.87 .15 .30 6.7 Freight.... 11.6 24 '24 61 61 2.50 2.90 2.65 3.20 .is .30 6.0 10.3 Class E4 oOOOOo> 30 107 Freight ^ . . 3.75 Class F2. od6oo> '. 9 9 49 49 2.50 2.90 2.65 3.20 .15 .30 6.0 Freight 10.3 Class F3, o000oo> 15 25 73 74 Passenger 2.50 2.90 2.65 3.20 .15 .30 6.0 Freight 10.3 FODR-CYLINDEE COMPOUND LOCOMOTIVES. Class E6, o000000o> 2 143 Freight 4.00 CHICAGO GREAT WESTERN R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 4 31 switching ,...., $2.25 Class A3, 000> 21 26 Bl 68 2.25 $2.50 50.25 U.l Class A4, 0000> 11 89 Switching 2.50 KAILBOAD LABOR AEBJTKATIONS. 69 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . CHICAGO GREAT WESTERN R. R— Continued. Number. Average weight on drivers (tons). Rate per day oJ 100 miles, or 10 hours or le-ss. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. 3INQLE-EXPANS10N LOCOMOTrVES— COntd. Class B3, OOOo> ? 47 41 31 44 $2.25 2.75 $2. SO 3.06 JO. 26 .30 11.1 Freielit 10 9 Class B4, 00 Oo> 10 47 80 93 Freight- 3.05 2.25 3.35 2.50 .30 .25 Switching 11.1 Class C2, 00oo> 70 51 29 30 Passenger— 17-inch cylinders 2.30 2.50 2.65 .2.45 2.65 ' 2.86 2.50 .15 .15 .30 6 6 6.0 Freight ^ 11 g Class C3, OOOoo> 6 37 59 63 2.65 2.95 2.80 3.25 2.50 .15 .30 6.7 t,. Freight 10.2 ■ '■ Switching .^ . , Class E3, oOOOo> . . ., 49 68 66 68 Pj^«!pATl(rfir 2.65 2.96 2.80 3.26 .16 .30 5.7 Freight 10.2 Class F3, oOOOoo> 11 61 2.80 FOUE-CYLmDEK COMPOKXD LOCOMO- TIVES. Classes, OOOoO 4 60 Freight 2.96 13 67 Freight 3.25 13 '160 Freight 4.00 TWO-CTLINDEE COMPOUND OR CROSS- COMPOUND LOCOMOTIVES. CJass B3, o6oo> 2 44 Freight 2.75 10 80 Freight 3.05 Class C3, 000oo> 10 60 Freight 2.95 Class E3, o000o> 26 68 Freight 2.95 CHICAGO JUNCTION RY.i SINSLE-EXPANSION LOCOMOTIVES. Glass A2,00>.... Switching Class A3, 0O0>... Switching iClassBa, 000o>. Switching 64 49 $2.25 2.25 2.' 25 1 No information prior to 1911. 70' RAILBOAD LABOR ARBITRATIONS. Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to cms of engines — Continued . CHICAGO. MILWAUKEE & ST. PAUL EY. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINOLE-EXPANSrON LOCOMOTIVES. fllftSS A2 OO^ 83 69 33 32 Switching: First-class vards S2.30 2.25 S2.55 2.50 ?0.2S .25 10.9 11.1 Class A3, 000>: Oil 1 139 ■■'w 46 55 Coal 117 Switching- 2.30 2.25 2.55 2. SO .25 .25 10.9 Second-class yards 11.1 Class B3, OOOo> (narrow gauge) 2 3 22 16 2.50 2.80 .30 12.0 69 119 78 85 Freight 3.00 3.30 .30 10.0 G^ass r>2 OOoo"> 333 349 27 27 2.50 2.50 2.R5 2.80 .15 .30 6.0 Freight 12.0 Classes, 000oo>: Oil 8 271 "49' 47 49 Coal 271 Passenger, oil 2.95 2.95 3.10 3.10 3.10 3.25 Freight, oil — ^ 141 080 pounds on drivers 2.95 2.80 2.95 .15 .30 .30 5.1 Freight, coal— 74,000-88,000poundsondrivers 1 10.7 10.2 Class E3, oOOOO: Oil 2 50 ■■■76" 76 76 CoaL... .50 3; 10 3.25 Freight, coal 2.95 .30 10.2 Class F3, oOOOoo> .• 2 22 54 74 2.80 2.95 2.50 2.95 3.10 2.80 .15 .15 .30 5.4 drivers 5.1 1 168 1 168 SO 61 50 61 ' 12.0 FOCB-CTLINDEE COMPOUND LOCOMOTIVES. Classes, OOOoo> Freight, coal— 74,000-88,000 povmds on drivers. . . 2.80 2.95 3.10 3.25 .30 .30 10.7 141,080 pounds on drivers 10.2 Class F2, oOOoo> 53 S3 44 45 2.60 2.75 .15 5.8 CHICAGO & NORTH WESTERN RY. SINGLE-EXPANSION LOCOMOTIVES. Class A2,00> ., 47 2 30 32 Switching; First-class yards $2.25 2. IB 12.50 2.40 10.25 Second-class yards ;.. Class A3, 0O0> 200 235 63 55 Switching: First-class yards 2.25 2.15 2.50 2.40 .25 .25 11 1 Second-class yards Class B3,OOOo> 17 16 42 43 Switching: First-class yards 2.50 Second-class yards 2.15 2.80 Freight 2.80 3.10 3.3S .00 0.0 Passenger Way freight RAILEOAD LABOR ABBITEAHONS. 71 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of %ncrease m. rates awarded by the arbitration board according to class of engines — Continued. " ■' CHICAGO & NORTH WESTERN EY.-Continued. Number. Average weight on ■ drivers (tons). Rate per day of 100 miles, or lO'hoursor less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COn. Class B4, 0000o> Freight 141 104 "n.Yb Oil— Passenger Coal- 386 '""2 365 4 702 2 3 30 57 '"27" "28' 30 51 57 27 27 S2.50 2.55 2.60 2.75 2,75 2.26 2.15 f 2.65 2.66 2.66 2.90 2.90 2.80 2.80 2.80 3.00 3.00 3.05 3.05 8.16 3.15 2.25 2.15 '"i'.m 2.65 2.85 2.90 2.80 3.10 3.15 2.50 2.40 2.80 2.80 2.80 2.80 3.05 JO. 15 .30 .30 Freight- 17-inch cylinders .... 18-inch cylinders Narrow gauge, 11 by 16 inches. Way freight— . .35 .40 .25 .25 , Switching- First-class yards Class G3, 000oo>: Oil— Passenger Coal- Passenger- 18 by 24 inch cylinders 18 by 26 inch cylinders 19 by 24 inch oylniders 20 by 26 inch cylinders 21 by 26 inch cylinders 706 .15 .15 .15 .15 5.7 5.7 5.7 5.2 Freight— 18 by 24 inch cylinders 18 by 26 inch cylinders 19 by 24 inch cylinders 21 by 26 inch cylinders Way Freight^ 18 by 24 filch cylinders 19 by 26 inch cylnders 20 by 26 nieh oylniders 21 by 26 inch cylinders ■Switching- 3.10 3.10 3.10 3.30 3.30 3.35 3.36 3.66 3.55 2.60 2.40 .30 .30 .30 .30 .30 .30 .30 .40 .40 .26 .26 10.7 10.7 10.7 10.0 10.0 9.8 9.8 12.7 12.7 Second-class yards 11 6 Class C4, 0000oo>: Oil.... Coal 6 '*""*' ■ Passeng^ , 2.80 2.80 2.96 3.10 .15 .30 5 '4 Freight ; Class r2, oOOoo> 91 91 45 46 2.65 2.80 .15 Glass F3, gOO'6oo> 1 81 55 69 .. Frefeht 3.00 3.30 3.10 3.06 3.55 .30 Passenger— „ 23 by 28 inch cylinders 22 by 26 inch cylinders Wayfreijght... CHICAGO, ROCK ISLAND & PACIFIC RY. SINGLE-EXPANSION LOCOMOTIVES. Class A2,00> 10 10 34' 34 12.40 J2.76 SO. 30 12.5 Class A3, 006>: ' Switching- Oil 8 167 7 166 56 60 66 60 Coal 2.25 2.15 2.50 2.40 .25 .25 ll.'l Second-class yards 11. g 72 HAILBOAD LABOR AEBITBATIONS. Rates paid to locomotive firemen before and after the arUfation of 1910 arid amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . CHICAGO, ROCK ISLAND & PACIFIC KY.— Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COn. 54 54 44 44 $2.70 2.70 2.90 2.25 2.15 $2.85 3.00 3.25 2.50 2.40 $0.15 .30 .35 .25 .25 5.6 Freight— 11.1 12.1 Switching- 11.1 Second-class vards 11.6 Class B4, OOOOo>: Oil 17 321 18 446 93 83 94 86 Coal 20 and 21 inch cylinders— through '^^1?'- 3.05 3.05 3.25 3.25 3.30 3.30 3.50 3.50 3.20 3.35 3.4S 3.60 3.45 3.60 3.70 3.85 3.60 3.75 3.85 4.00 .15 .30 .20 .35 .15 .30 .20 .35 4.9 Coal 9.8 ■ 20 and 21 inch cylinders— local freight- Oil - '6.5 Coal 10.8 22 and 23 inch cylinders— through ^■•^r. 4.5 Coal 9.1 22 and 23 inch cylinders— local rreight- Oil S.7 Coal 10.0 24-ineh cylinders and over— through 't1?.*7. Coal 24-inch cylinders and over— local '"^*- Coal '--r Switching- 2:35 2.25 Second-class vards Class C2, 00oo>: Oil.!..'. 4 338 3 320 34 29 37 30 Coal Passenger — 2.50 2.60 2.55 2.55 2.75 2.75 2.60 2.60 2.80 2.80 2.25 2.15 2.65 2.75 2.70 2.85 2.95 3.10 2.75 2.90 3.00 3.1s 2.40 2.40 .15 .15 .15 .30 .20 .35 .15 .30 .20 .35 .15 .25 6.0 5,8 Freight- 18-inch cylinders and under— S.9 Coal 11.8 18-lnch cylinders and under— local- Oil 7.3 Coal 12.7 19-inch cylinders— through- Oil.., 5.8 Coal 11.5 19-lnch cylinders— local- Oil.. 7.1 Coal 12.5 Switching- First-class yards 6.7 11,6 Classes, 000oo>: Oil.. „ 19 328 19 347 59 60 59 60 Coal Passenger— 19 to 21 inch cylinders (with trailer, Atlantic) 2.70 2. 95 2.85 3.10 .15 .J6 5.6 trailer, Paolflo) : 6.1 BAILBOAD LABOE ABBITEATIONS. 73 Rates paid to locomotive firemen before and' after the arbitration of 1910 and amount and per cent Of increase in rates awarded by the arbitration board according to class of engines — Contmued . CHICAGO, ROCK ISLAND & PACIFIC EY.-Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent SINGLE-EXPANSION LOCOMOTIVES— COB. Oajs C3, 000ob>— Continued. Freight— 18 and 19 inch cylinders- through — Oil.' '. $2.80 2.80 3.00 3.00 3.00 3.00 3.20 3.20 2.15 2.25 2.35 S2.95 3.10 3.20 3.35 3.15 3.30 3:40 3.55 2.40 2.58 2.60 10.15 .30 .20 .35 .15 .30 .20 .35 .25 .25 .25 5.« IOlJ 6.7 Coal ^ 18 and 19 inch cylinders— •^ local- Oil Coal . V 20 to 23 inch cylinders (with trailer, Paciflc)- through- Oil.. Coal 10.0 20 to 23 inch cylinders (with trailer. Pacific)— local- Oil.. Coal 10 9 Switching— 21-inch cylinders and over 10 6 Class F2, o00oo> 20 22 48 49 Passenger 2.70 2.85 .15 5 6 Class F3, gOOOoo> 94 144 74 76 2.95 3.10 .15" 5.1 FOCK-CVLINDEK COMPOUND LOCOMOTIVES. Class Bf, 0000o> : 12 70 20 and 21 inch cylinders — through (reight — coal 3.05 3.25' 20and 21 inch cylinders — ^local freight — coal . * . Class F2 o00oo> 8 8 53 53 2.70 2.86 .15 9.6 CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA BY. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> Switching CI9SS A3, 000> Switching— Under 18-inch cylinders 18-inch cylinders and over Class B4, 0000o> Freight, 22-inch cylinders Class C2, 00oo> Passenger, 18 to 21 inch cylinders.. Freight- Under 18-inch cylinders 18 to 21 inch cylinders. . . .- Class C3, 000oo> 18 and 19 inch cylinders.. 20-inch cylinders Freight- Under 18-inch cylinders . 18 and 19 inch cylinders. , 20 and 21 inch cylinders. . Class F2, o00oo> Passenger, 20.incli cylinders . tIS'FS, oOOOoo> Passenger, 21-incli cylinders . . 12 142 128 140 57 46 $2.25 2.25 2.30 3.00 '2.56 2.55 2.60 2.65 2.90 2.55 2.80 3.00 2.65 "2.ka S2.S0 2.50 2.55 3.30 '2.' 66 2.85 2.90 2.80 3.05 2.85 3.10 3.30 1.05 to. 25 .25 .25 .30 '.'is .30 .30 .15 .15 .15 '.'is 74 RAILROAD LASaR ARBITRATIONS. Rates .paid to hcomotive firemen before and after the arbitration of 1910 and amount and •per cent of increase in rates awarded by the arbitration board according to cms, of engines — Continued . CHICAGO TERMINAL TEANSFER R. R. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTTVES. 4 4 38 38 t2.25 t2.50 to. 25 11.1 riaRq A^ OOO"^ 16 16 49 49 2.25 2.50 .25 11.1 3 3 30 30 2.25 2.40 .15 11.1 9 8 63 53 2.25 2.50 .25 11.1 nifws R4 OOOOo^ 6 6 85 85 2.50 2.75 .25 10.0 1 1 28 28 2.25 2.40 .15 6.7 4 4 60 60 2.2S 2.50 .25 10.0 CHICAGO & WESTERN INDIANA R. R. SINGLE-EXPANSION LOCOMOTIVES, rinaq A^ 000^ 1 45 t2.25 3 3 68 68 2.26 12.50 $0.26 ii.i 3 3 65 66 2.80 2.95 .15 5.4 COLORADO & SOUTHERN RY. SINGLE-EXPANSION LOCOMOTrVES. Class A3 000>.. Switching Class B3 000o>. Freight. Class 34 0000o> Freight— 18 by 24 inch cylinders . 21 by 28 inch cylinders. 22 by 28 inch cylinders . Narrow gauge Class C2 00oo> 17 by 24 inch cylinders. IS by 24 inch cylinders. Class C3 OOOoo> Passenger — 17 by 24 inch cylinders. 20"by 24 inch cylinders. FOnR-CYUNDEB COMPOXIND LOCOMOTIVES. Class B4 0000o> Freight, 22 by 28 inch cylinders . 16 ivi 12 24 12 69 30 59 $2.25 2.25 2.60 2.89 3.25 3.35 2.71 2.25 2.60 2. 25 2.50 3.35 $2.60 2.40 2.90 3.19 3.65 3.65 3.07 2.40 2.65 2.40 2.65 3.66 $0.25 .16 .30 0.30 6.7 11. 5 10.4 9.0 13.2 6.7 6.0 6.7 6.0 9.0 RAILBOAD LABOB AEBITRATIONS. 75 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . DAVENPORT, ROCK ISLAND & NORTHWESTERN RY. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 2 3 32 32 $2.25 12.60 SO. 25 11.1 Class A3, 000> 3 5 38 38 2.26 2.60 .25 11.1 Class C2, Ooo> 2 1 26 26 2.50 2.65 .15 6.0 DULUTH, SOUTH SHORE & ATLANTIC RY. SINGLE-EXPANSION LOCOMOTIVES. 3 3 28 28 S2.15 $2.40 $0.25 Class A3, 000> 6 6 34 37 2.15 2.40 .25 Class A4, 0000> 1 85 2.15 Class B3, 000o> 33 33 40 40 . . ... .. Freight 2.70 3.00 .30 11.1 Class B4 0000o> 6 9 76 76 Freight 2.95 3.25 .30- 10.2 Class C2, 00oo> 29 , 29 26 26 2.60 2.65 .15 6 4 6 49 50 2.50 2.65 .16 6.0 EL PASO & SOUTHWESTERN SYSTEM. SINGLE-EXPANSION LOCOMOTIVES. Class A3 000"^ 17 17 107 72 , Switching S3. 00 $3.25 $0.25 8.3 Class B3 OOOo^ 1 1 30 30 Mixed 4.17 4.47 .30 7.2 Glas9 J '96' 2 93 "w 63 84 Oil Coal 3.30 3.30 3.00 3.82 3.75 3.25 .52 .45 .25 Freieht 15.8 Mixed 13.6 8.3 C\asi 17 10 29 29 Passenger 2.35 2.50 .15 6.4 Class 03 OOOoo> , 13 13 66 66 2.55 2.70 .15 S.9 5 77 3.75 . i GREAT NORTHERN RY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> S7 99 60 61 Switching- $2.25 2.15 $2.50 2.40 $0.25 .25 11.1 Second-class yards 11.6 Class A4 <0000> (electric) 4 4 114 113 3.00 3.30 .30 10.0 Class B3, 00'Oo> >. 117 117 48 47 Freight- is bv 24 inch cylinders.. 2.80 3.10 2.25 2.15 3.10 3.30 , 2.50 2:40 .30 .20 .25 .25 10.7 All others . '. 6 5 Switching- First-class yards 11 1 Second-class yards 11 6 Class B4,0000o>: Oil... 3 251 "82' 90 82 Coal 255 Freight- 3.25 3.25 3.40 3.65 .15 .30 4 6 Coal 9.2 Class C2, OOoo> 149 150 19 26 2.40 2.65 2.65 2.95 .15 .30 6.3 Freight 11 3 Class C3, OOOoo>: Oil.. 5 131 ""'58' 65 64 Coal 83 Passenger— 18 by 24 inch cylinders 2.70 2.90 2.80 2.85 3.00 3.10 3.30 3.65 3.75 .15 .10 .30 5.6 All others Freight- is by 24 inch cylinders 10.7 19 by 24 inch cylinders 20 by 30 inch cylinders 3.25 .30 9.2 23i by 30 inch cylinders 20 by 24 inch cylinders 3.00 Class C4, OOOOoo>: Oil 13 88 ""73" 71 73 Coal 102 Freielit— 3.25 3.25 3.40 3.55 3.75 .15 .30 4.6 Coal 9.2 Coal (superheater) Class E3, oOOOo> ... * 135 135 76 75 Freight.: 3.25 3.55 3.75 .30 9.2 Freight (superheater) ClssB F3, oOOC>eo> 61 61 75 76 Passenger 2.90 3.65' .'is' 6.2 BAILEOAD LABOE AEBITEATIONS. 77 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in .rates awarded by the arbitration board according to class of engines — Continued. > ^ GREAT NORTHERN RY.— Continued. Number. Average vreiifht on drivers (tpns). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. FOTIB-CTLI^^>ER COMPOUND LOCOMOTIVES. Class E6,oOOOOOOo>: Oil.. 3 64 "i36' 158 135 Coal 67 Freight S3. 45 $4.66 SO. 55 15.9 Class r2, o00oo> 10 10 56 50 Passenger 2.90 3.05 .15 5.2 CldssB7, 0000000o> (Mallet) 36 175 Freight 4.66 _ HOUSTON EAST & WEST TEXAS RY. SINGLE-EXPANSION LOCOMOTIVES. Class C2,00oo>(0il) 2 2 32 32 Passenger 83.60 12.65 80.15 8.0 * Classes, 000oo>: . Oil.. 12 3 14 1 47 33 45 34 Coal.... Freight- 2.62 2.62 2.77 2.92 .15 .30 5 7 Coal. HOUSTON & TEXAS CENTRAL R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 1 30 30 Switching — First-class yards $2.25 2.15 $2.50 2.40 $0.25 .25 11.1 Second-class yards 11.6 Class A3, 000> 16 16 57 57 Switching- First-class yards 2.25 2.15 2.50 2.40 .25 . .25 11.1 11.6 13 13 63 63 2.70 2.85 .15 5.6 Class C2, OOoo>: Oil 22 22 4 32 35 27 Coal . 2.50 2.65 .15 6.0 Classes, 00doo>: Oil .... 22 36 22 36 41 44 45 43 Coal Freight- ■2.70 2.70 2.25 2.15 2. 85 3.00 .15 .30 6.6 Coal 11.1 Switching- ^ 78 BAILKOAD LABOR AEBITEATIONS. Rates paid to locomotive firemen before and after the arbitration of 1910 and amount amd per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . INTZKNATIONAL & GREAT NORTHERN K. R. ,•.« Number. Average weight on drivers (tons). Rate )jer day oj 100 miles, or 10 horn's or less. 1 Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOl^OTIVES. ClassA3 000> (oil) . . . 1 66 Switching— $2.60 2.40 Class C2, 00oo>: Oil 3? 13 22 30 31 30 29 Coal Passenger; oil burners— TTnder 18-ineli cvlinders $2.25 2.50 2.26 2.50 2.70 3.05 2.70 3.05 2.25 2.15 2.40 2.66 2.40 2.65 2.85 3.20 3.00 3.35 2.50 2.40 50.16 .15 .15 .15 .15 .15 .30 .30 -.25 .26 6 7 6.0 Passeiiger, coal biumers-^ 6.7 18-inch cylinders -and over 6 Freight, oil burners— Throueh ... ... - . . 5 6 Local 4.9 Fre^t, coal burners— 'I'i fewitcbing— First-class yards 11 1 Second-class vards 11 6 Classes, 000oo>: OH 37 81 86 37 53 55 57 52 Coal . . . . : Passenger, oil and coal 2.50 2.66 2.85 3.00 3.20 \20 3.40 3.00 3.15 3.35 3.35 3.55 •2.50 2.40 .15 6 Freight, oil burners— 18-incb cylinders or under 19-inch cylinders- Through 2.85 3.05 3.05 3.25 2.70 2.85 3.05 3.05 3.25 2.25 2.16 .15 .15 .16 .16 .30 .30 .30 .30 .30 .25 .25 6.3 Local : 4 9 2ft-inch cylinders andover— Through 4.9 4 6 Freight, coal burners — Throng- 18-inch cylinders or under . 11 1 10.5 9.8 20-inch cylinders and over- Through 9.8 9.2 Switching- 11.1 Second-class yards 11.6 KANSAS CITY SOUTHERN RY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>: on.. 15 19 "'59' 65 56 Coal 34 Switching- First-class yard $2.25 2.15 $2.50 2.40 $0.25 .25 11.1 11.6 Class B3,000o>: OU 2 2 ■■"is" 60 50 Coal 8 Through freight, oil 2.60 2.86 2.60 2.85 2.75 3.00 2.90 3.15 .15 .15 .30 .30 5 8 Local freight, oil 5,3 Through freight coal 11 5 Local freight, coal 10.5 EAILBOAD LABOB ABBITEATIONS. 79 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase vn. rates awarded by the arbitration board according to class of engines — Continued. " •' KANSAS CITY SOUTHERN EY.-Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. . StNGLE-EXPANSION LOCOMOTIVES— COn. Class B4,0000o>: Coal..!. !...'.'."■.'.'.'.'.".'.'.'.'.'.'.'.'.'.'."."!.'!.'! 67 28 39 "'si' 88 88 Freight , oil Freight, coal^ 21 by 30 inch cylinders 12.91 3.05 3.10 3.15 «3.06 3.36 3.40 3.45 '"'io.'is' .30 .30 .30 5'2 ' 22 by 28 inob cylinders 22 by 30 inch cylinders 9.5 Class C2, 00oo> (oil) 21 9 30 34 Passenger: Less than 18-inch cylinders 2.26 2.50 2.40 2.66 .15 .15 18-inch cylinders and over 6.0 Classes, OOOoo>;i Oil 44 . 9 'hi' 64 53 Coal 77 Oil, 19-inoh cylinders and under—' Through freight 2.75 2.86 2.75 2.85 2.90 3.00 "2.60 2.60 ,2.90 3.00 3.05 3.15 3.20 3.30 2.65 2.65 .16 .15 .30 .30 .30 .30 .16 .15 5.5 5.3 10.9 10.6 10.3 10.0 6.0 6.0 Coal, freight— ' 10-inch cylinders and under— Thi-ough freight 20-inoh cylinders add over- Local freight Passenger- Oil Class H2, ooOOo> 1 1 29 29 2.25 2.40 .15 6.7 MINNEAPOLIS, ST . PAUL & SAULT STB. MARIE BY. SIKGIE-EXPANSION LOCOMOTIVES. Class A2,00> 1 9 36 37 Switching — First-class yard «2,00 1.95 $2.50 2.40 SO. 50 .45 25.0 23.1 Class A3, 000> 16 39 58 66 Switching- First-class yard 2.00 1.95 2.50 2.40 .50 .45 25.0 23.1 Second-class yard Class B3,000o> 16 37 43 44 Freight- Chicago division 2.60 2.60 3.10 3.05 .60 .55 24.0 22.0 All other divisions ............. Class B4,0000t» 50 85 Freight- Chicago division 3.20 3.20 , ■ ' All other divisions Class C2, 00oo> 39 81 30 29 Passenger- Chicago division 2.35 2.35 2.40 2.60 .05 .15 2.1 6.4 Class C3, 000oo> 7 62 60 56 Passenger — 2.66 2.55 2.80 3.10 .25 .55 9.8 21 6 All other divisions . Class F2, oOOoo> 15 44 Freight 2.90 Class F3, o000oo>..^ 27 45 64 70 PassSnger- 2.55 2.55 2.65 2.85 3.75 .10 .30 3.9 11 8 JOCE-CTLDfDER COMPOUND LOCOMOTIVES. Class B5, 00000o> 1 1 93 83 Freight 2.90 3.45 .55 19.0 Class E4, oOOOdo> 1 1 64 ■64 Freight 2.65 3.20 .65 20.8 80 KAILKOAD LABOK AEBITEATIONS. Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according "to class of engines — Continued . MINNEAPOLIS, ST. PAUL & SAULT STE. MARIE RY.— Continued. Number. Average weight on drivers (tons). Rat« per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Percent. TWO-CYLINDER COMPOUND OE CROSS- COMPOUND LOCOMOTIVES. Class B3, OOOo>. 65 65 63 63 Freiglit— Ciiicago division 12.50 2.50 S3. 20 3.20 80.70 .70 28 All other divisions 28,0 Class B4, 0000o> 72 78 73 74 Freight- 2.65 2.85 3.30 3.40 3.75 .65 .55 24 5 19.3 Superheater engines Class C3, O00oo> 5 5 48 48 Passenger- 2.55 2.55 2.86 2.85 .30 .30 11.8 Class E3, o000o> 10 10 65 65 Freight 2.65 3.20 -.55 MINNESOTA TRANSFER RY. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 7 6 36 37 $2.25 $2.50 $0.25 Class A3, 000> 11 11 66 66 2.25 2.50 .25 Class B3, 000o> 2 2 58 58 2.25 2.50 .25 MISSOURI, KANSAS & TEXAS RY. V SINGLE-EXPANSION LOCOMOTIVES. Class A2,00>..; 3 2 27 28 Switching- $2.25 2.15 S2.50 2.40 $0.25 .25 Class A3, 000> 18- 28 66 69 Switching- 2.25 2.15 2.50 2.40 .25 .25 Second-Class yards 11 6 Class B3, OOOo> 342 276 57 59 Freight- l«-iTiRh p.ylinrlArs anr] nn«ifir 2.80 2.90 3.10 3.20 .30 .30 10 7 Over 19-inoh cylinders Class B4, 0000o> ; 35 74 73 86 Freights 2.95 3.00 3.10 3.25 3.30 3.40 .30 .30 .30 10.2 21 by 28 inch cylinders 10.0 22 by 28 inch cylinders 9.7 Class C2, 00oo> 58 37 26 28 Passenger— Under 18-inch cylinders 2.25 2.50 2.40 2.65 .15 .15 6.7 18-inoh cylinders and over 6.0 Class C3, OOOoo> 76 73 54 57 Passenger, 18-inoh cylinders and over. 2.50 2.65 .15 " 6.'6 Class F2, o00oo> 7 7 36 36 Passenger, 18-inch cylinders and over. 2.£0 2.65 .15 6.0 Class F3, o000oo> 10 70 Passenger 2.65 rOUR-CTLlNDEB COMPOUND LOCOMOTIVES. Class C3, 000oo> 2 2 69 61 Passenger,-i8-inch cylinders and over. 2.50 2.65 .15 6.0 BAILBOAD LABOB AKBITBATIONS. 81 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase 'in rates awarded by the arbitration board according to class of engines — Continued. MISSOURI PACIFIC RY. Number. Average weight on drivers (tons). Rate per day of lost miles, or 10 hours or less. Increase. 1909 1911 1909 .1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 53 56 65 69 Switching $2.25 $2.50 JO. 25 11.1 Class B3, OOOo> 86, 74 41 41 Through freight 2.80 3.00 3.10 3.30 .30 .30 10.7 10.0 LocaJ freight , Class B4, 0000o> 172 206 74 80 Through freight- 22 DY 30, inch cylinders 3.25 3.05 2.90 3.45 3.25 ,3.10 3.55 3.35 3.20 3.75 ■ 3.55 3.40 .30 .30 .30 .30 .30 .30 9.2 9.8 10.3 8 7 20 by 24 inch cylinders Local freight— '■ 22 by 30 inch cylinders I9i by 28 inch cylinders 9.7 Class 02, 00oo> 55 47 38 40 Passenger— Oyliridprs h'H'I'^^ 1 s i-nn.hfi."! , 2.25 2.50 2.40 2.65 .15 .15 6 7 Class'G3, OOOoO 133 133 55 55 Through freight— 19* by 28 inch cylinders 3.05 2.90 2,-80 3.25 3.10 3.00 ' 2.65 2.60 3.35 3.20 3.10 . 3.55 3.40 3.30 2.80 2.65 .30 .30 .30 .30 .30 .30 .15 .15 9 8 20'by"' 24 inch cylinders 10 3 ^0.7 9.2 T.ncal freight— 20 oy 24 inch cylinders 9 7 10.0 20 by 24 inch cylinders 5.7 6.0 Glass F2 00*^0000 10 10 59 59 2.65 2.80 .15 5.7 9 29 59 72 2.65 2.80 .15 5.7 NORTHERN PACIFIC RY. SINGLE-EXPANSION LOCOMOTIVES. 2 1 32 29 - " Switchinff $2.25 $2.25 $0.00 0.0 Class A3, 000>: Oil 10 194 ','"59' ■ 75 60 183 2,25 2.25 .00 .0 rijum A4. oono^ 9 9 69 •69 2.25 2.25 .00 .0 122 120 43 43 Freight— 3.00 2,80 3.00 2.80 .00 .00 .0 Less than 100,000 pounds on .0 77 75 72 72 3.25 3.25 ■ .00 .0 nijwH "Rf; nnVSririiTN. 2 2, 66 66 3.25 3.25 .00 .0 107 98 36 29 Passenger— 2.50 2.35 2.50 2.35 .00 .00 .0 Engines with 17-inch cylinders or under .0 51393°— S. Doc. 493, 64r-l 6 82 RAILROAD I.ABOB ARBITRATIONS. Rates 'paid to locomotive firermn before and after tJie arbitration of 1910 and amount and per cent of increase in rates awarded by Ac arbitration board according to class of engines — Continued. NORTHERN PACIFIC RY.— Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less: Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COn. Classes, 000oo>: Oil.. 8 104 "'46' 47 48 Coal 102 Oil burners, p«193nger— J2.90 2.70 2.90 2.70 3.00 2.80 Less than 100,000 pounds on drivers Coal burners, passenger- S2.90 2.70 3.00 .2.80 JO. 00 .00 .00 .00 0.0 .9 .0 .0. Less than 100,000 pounds on Coal burners, freight- Less than 100,000 pounds on drivers ■ ' Class D2, oOO> 1 1 17 17 Switching ; 2.25 2.26 .00 .0 Class E3, oOOOo> 150 150 77 77 Freight . 3.05 3.05 .00 ........ Class E4, oOOOOo> MO 203 101 102 Freight 3.36 3.35 .66 .0 Clasa^2, o00oo> 6 6 44 44 2,90 2.90 .00 Class F3, oOo6oo> 78 142 71 71 Passenger 2.90 2.90 .66 Class geared, 0000oo> 1 1 86 86 Freight 3.00 3.00 .00 .0 3 3 66 66 Freight 3.00 3.00 .00 FOUB-CYLINDEB COMPOUND LOCOMOTIVES. Class B4, 0600o> ; 42 42 86 89 Freight 3.26 3.25 .00 .0 Class C3, 000oo> 40 » 36 72 72 Coal burners, freight— 100,000 pounds or more on drivers. 3.00 3.00 .00 Class E4, oOOOOo> 20 17 104 103 Freight 3.35 3.36 .00 .0 Class E6, o000000o> 16 22 158 151 Freight 3.66 3.65 .00 .0 Class E8, o00000000o> 5 202 Freight 3.65 Class F3, oOOOoo> i. 2 -79 Passenger 2.90 TWO-CYLINDEK COMPOUND OE OEOSS-COM- POUND LOCOMOTIVES. Class B3, 000o> 20 19 64 54 Freight- 100,000 pounds or more on drivers. 3.00 3.00 .00 Class B4, OOOOo> 26 26 84 84 Freight 3.25 3.25 .00 .0 Class C3, OOOoo>: Oil. 3 140 "65" 58 66 Coal 150 Oil burners, passenger— 100,000 pounds or more on drivers. 2.90 2.90 . 3.00 Coal burners, passenger— 100,000 pounds Or more on drivers . 2.90 3.00 .00 .00 100,000 pounds or more on drivers. .0 Class C4, 0000oo> 4 4 75 76 Freight 3.25 3.26 .00 .0 RAILROAD LABOB AKBITKATIONS. 83 Bflto paid to loeomoUve firemen before and after the arbitration of 1910 and amount ani -per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. OREGON RAILKOAD & NAVIGATION CO.i Number. Average weight on drivers . (tons). Rate per day of 100 milesi or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 32 • > Switching $2.25 Class A3, 000>: Oil 6 U 6 24 65 67 65 67 --•■•.....a Coal.....: , 2.25 $2.50 f $0.25 11,1 Class B2, 00o> 1 1 9 8 Switching 2.25 2.60 .25 l\X Class B3, 000o>: Oil 3 11 5 12 48 45 36 42 Coal Switching 2.25 2.75 2.75 2.60 3.15 3.30 .25 .40 .55 11.1 14.5 20. A Freight-^ Oil burners Class B4, 0000o>: Oil 2 48 7 53 65 88 80 86 Cpal Freight— ■ Oil burners— 117,000 pounds on drivers 3.05 3.05 3.05 3.05 3.20 3.30 3.35 3.45 .15 .25 .30 , .40 4.> 8 3 149,000 to l.':7,000 pounds on drivers Coal burners— 117,000 pounds on drivers - 9 8 149,000 to 187,000 pounds on drivers 13 '1 Class C2, OOoo> : Oil 2 27 4 28 31 28 23 28 Coal Freights 2.65 2.65 2.80 2.95 .15 .30 5.7 Coal 11. S Class C3, 000oo>: Oil 9 42 10 56 50 55 48 60 Coal .. . 2.25 2.75 2.90 2.75 2.90 2.60 2.90 3.05 3.05 3.20 2.80 2.95 .25 .15 .15 .30 .30 U.li Freight- Gil burners — 71,000 pounds on drivers £.( drivers 5. a Coal burners— 71,000 pounds on drivers 10.9 • drivers . . 10.3 Glass E4 oOOOOo'> 41 102 ' Freight 3.45 Class F2, oo6oo> : Oil 15 15 53 53 Coal 2.95 Class F3, o00boo> : Oil 1 7 11 16 62' 67 73 72 Coal 2.80 2.95 .15 . s* Class B4, 0000o>: Oil 6 19 12 16 90 88 88 87 Freight— . lSJ-26 by 30 inch cylinders- 3.05 3.05 3.30 3.45 .25 .40 8.2 Coal 13.1 1 Name changed Dec. 24, 1910, to Oregon- Washington Railroad & Navigation Co. -84 BAILEOAD LABOB .ARBITRATIONS. Rates puid to locomafive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. OEEGON EAILKOAD & NAVIGATION CO.— Continued. Number. Average weight on drivers (tons). Bate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. poufe-CTLiNDEE COMPOUND LOCOMO- TIVES— Continued. Classes, OOOoo>: Oil 1 5 1 5 69 69 69 69 Coal S2.80 S2.9.'i $0.15 Class r3,o000oo>: Oil.. 4 i 4 69 69 69 Coal -^ 2.80 2.95 .15 5.4 Class E8, o0000-0000o> 3 197 "Freiglit 4.00 , OREGON SHORT LINE R. R. SINGLE-EXPANSION tOCOMOTrVES. Class A3, 000> 36 36 69 69 Switching— 100,800 to 140,000 pounds on 22.25 2.35 S2.50 2.60 SO. 25 .25 11.1 10.6 Class B4, OOOOo> , 71 73 92 92 Switching ^ 2.50 2.90 3.45 3.55 Freight— 154,000 pounds on drivers 2.90 2.90 2.90 .00 .55 .65 .0 19 165,300 pounds on drivers 178,800 to 187,000 pounds on Class C2, 00oo> 13 12 33 33 Passenger 2.40 2.50 2.65 2.95 2.95 .25 .45 10.4 18.0 Freight Work Switching 2.25 • Classes, 000oo>: Oil 4 69 4 79 52 58 62 62 Coal Passenger— 89,900 pounds on drivers 2.6S' 2.80 2.90 3.00 2.95 3.10 3.25 3.25 2.85 103,400 pounds on drivers 2.55 2.70 - .25 .20 9*8 142,900 pounds on drivers > 7.4 159,900 pounds on drivers Freights 89,900 pounds on drivers 2.40 2.50 2.70 2.70 2.55 2.55 .55 V .60 .■55 .55 .30 22.9 24 103,400 pounds on drivers 132,000 pounds on drivers 140,000 pounds on drivers 20 4 Construction 11.8 Switching— 103,400 pounds on drivers 132,000 pounds on drivers 2.50 2.85 3.00 Work— 103,400 pounds on drivers 132,000 pounds on drivers 140,000 pounds on drivers 2.70 Class C4, 0000oo> 7 7 80 80 ' Freight 2.90 2.25 3.45 .55 19.0 Switching Class E4, oOOOOo> 15 102 Freight 3.44 Class F2, o00oo> 12 12 53 53 Passenger 2.50 2.80 .30 12.0 Class F3, o000oo> 4 14 71 71 Passenger 2.70 3.00 .30 11.1 BAILBOAD LABOB AEBITKATIONS. 85 Bates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent oj increase m rates awarded by the arbitration board according to class of engines — Continued. "^ OEEGON SHORT LINE E. R.— Continued - Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1 1911 1909 1911 Amount. Per cent. FOim-CYLrtTDER COMPOUND LOCOMOTIVES. Class B3, OOOo> o 8 8 72 72 Freight 12.70 13.00 3.00 SO. 30 11.1 Work Class B4, 0000o> 30 28 84 84 Freight: 165,300 pounds on drivers : 2.90 3.45 .55 19.0 Classes, 000oo>: Coal 1 73 Passenger— 148,660 pounds on drivers 2.60 PEORIA & PEKIN UNION RY. SINGLE-EXPANSIOU LOCOMOTIVES. Class A3, 000> 21 29 80 67 Switching $2.25 S2.50 iO.25 11.1 Class B3, 0006> 1 1 61 61 Passenger .' 2.25 2.50 .25 11.1 Class 02, 00oo>. 3 3 24 24 Passenger 2.25 2.50 .26 ii.'i / QUINCY, OMAHA & KANSAS CITY Ay. SINGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo> 7 7 70 70 Freight $2.58 $2.88 ,2.34 to. 30 11.6 Class C2, OOoo>.-. 8 7 27 27 Passenger j 2.25 2.40 .15 €h Class C3, 000oo> 10 10 61 51 Freight 2.58 2.25 2.58 2.78 2.09 2.68 2.88 2.40 2.88 3.08 2.34 2.88 2.55 .30 .15 .30 .30 .25 .30 Rates of pay not governed by class of enghie: Passenger 6,7 Way freight , ;. 10 8 Switch 12 Work 11.6 Mixed ST. JOSEPH & GRAND ISLAND RY. SINGLE-EXPANSION LOCOMOTIVES. Class A2,00> , ... 1 1 33 33 " $2.00 $2.25 $0.25 12.5 Class B3, OOOo> 10 9 66 58 Freight 2.70 3.20 .60 18.5 Class B4, 0000o> 2 2 73 73 Freight - 2.95 3.25 .30 10.2 Class 02, o6oo> . 9 '7 26 27 Passenger 2.25 2.40 :i5 6.7 Class C3, 000oo> 5 5 48 48 2.25 2.65 2.40 3.00 .15 .35 6.7 Freight 13.2 ST. JOSEPH TERMINAL R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> Switching $1.90 S2.15 $0.25 86 BAILEOAD LABOR ABBITBATIONS. Bates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . ST. LOUIS & SAN FRANCISCO R. R. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>: Oil 32 94 "si" 50 53 Coal , 115 Switching- First-class yards $2.25 2.15 $2.50 2.40 $0.25 .25 11 1 11 6 Class B3, OOOo>: Oil 26 30 "'ii' 41 24 Coal 67 Freight- 2.65 2.65 2.95 3.10 .30 .45 Coal 17 Class B4, 0000o>: Oil 9 203 "'77' 70 80 Coal 159 Freigh^- 2.90 3.25 3.25 3.50 3.20 3.30 3.40 .30 .05 .15 20 by 21 by 28 inch cylinders 1 5 22 by 28 inch cylinders .. 4 6 22 bj 30 inch cylinders Class C2, 00oo>: Oil 25 127 "'32' 42 29 Coal 154 Passenger: Oil- Over 18-inch cylinders 2.50 2.25 2.50 2.25 2.65 2.40 2.65 2.40 .15 .15 .15 .IS 6 Under 18-inoh cylinders Goal— 6 Under 18-inch cylinders 6 7 Class C3, 000oo>: Oil 79 332 ■"m 62 56 Coal 402 , Passenger i 2.50 Freight- Oil burners- is and 19 inch cylinders 2.95 3.05 3.10 3.20 20-inch and over Coal burners- is and 19 inch cylinders Class F3,o000oo>: 6 36 "'ei" 73 68 Coal 16 Passenger— Oil burners— 2.50 2.50 2.50 2.50 2.65 2.80 2.65 2.80 .15 .30 .16 .30 S- wheel all engines 12 IS-inoh cylinders and over 6 8- wheel all engines :::::::::::: 12 LOCOMOTIVES. Classes, 000oo>: Coal r 24 20 69 69 Freight- Coal burners 3.05 3.35 .30 9 8 Class E8, oOOOOOOOOo> 7 180 Freight 4.00 IWO-CYUNDEE COMPOUND OK CROSS- COMPOUND lOCOMOnVES. ^ Class C3, 000oo> Coal t 5 63 63 • Freight- 2.90 3.20 .30 10.3 1 EAILEOAD LABOB AEBITKATIONS. 87 Rates'paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ST. LOUIS, BROWNSVILLE & MEXICO BY. Number. 1909 1911 Average weight on drivers (tons). 1909 Rate per day of 100 miles, or 10 hours or less. 1909 1911 Increase. Amoimt. Per cent. SINGLE-EXPANSION LOCOMOTIVES.' Class A3, 000>... Switching Class C2, OOjO... Passenger Classes, 000»>. 50 50 S2.25 S2.ao 48 2.28 Through freight. Local freight 2.28 2.70 3.06 2.43 2.85 3.21 to. 25 .15 .15 .15 .15 ST. LOUIS, IRON MOUNTAIN & SOUTHERN BY. SnJGlE-EXPANSION LOCOMOTIVES. CbssAS, 000> 100 100 77 77 , 12.25 $2.50 JO. 25 11.1 Class B3, 000o> . 2 40 Through freight 3.10 3.30 *""""' Class B4, OOOOo> 145 162 71 75 - '■ Through freight— 22 by 30 inch cylinders 3.25 3.05 2.90 8.45 3.26 3.10 3.56 3.36 3.20 3.75 3.55 3.40 .30 .30 .30 .30 .30 .30 , 194 by 28 inch cylinders 9 8 20 by 24 inch cylinders , Local freight— - 22 by 30 inch cylinders 8 7 20 tjy 24 inch cylinders ^ 9.7 Class 02,. 00oo> 34 40 23 24 Passenger— Under 18-inch cylinders 2.25 2,60 2.40 2.65 .15 .16 6.7 18-inch cylinders and over 6 Class C3, 000oo> 175 - 179 48 48 Thi-ough freight— 19iby 28 inch cylinders 3.'o6 2.90 2.80 3.25 3.10 3.00 2.65 2.50 3.35 3.20 3.10 3.56 3.40 3.30 2.80 2.65 .30 .30 .30 .30 .30 .30 .16 .16 9?8 20 by 24 inch cylinders 10.3 10.7 Local freights 19i by 28 inch cylinders. . . 9 2 20 by 24 inch cylinders ' 9.7 19 by 24 inch cylinders., 10.0 Passenger— 20 by 24 inch cylinders 5:7 6.0 Class 04, 0000oo> a 19 86 86 Through freight 3.30 3.50 3.60 3.80 .30 .30 9.1 Local freight 8.6 Class F2, oOOoo> ; 30 30 50 50 2.66 2.80 .16 5.7 Class F3, o000oo> 12 12 59 69 Passenger . . . , 2.66 2.80 .16 6.7 ' SAN ANTONIO & ARANSAS PASS BY. SINGLE-EXPANSION LOCOMOTIVES.^ Class A*3, 000> Switching- First-class yards , Second-class yards Class B3, OOOo> , Switching- First-class yards Second-class yards ., Through freight ;„., Local freight Work train '. 46 38 39 41 S2.26 2.15 2.26 2.15 B.70 3.10 2.70 12.50 2.40 2.50 2.40 2.86 3.25 2.85 :0.25 .25 .26 .25 .15 .15 .15 ' AUoil-bUming locomotives. ' All oil-burning locomotives. Through freight is 100 miles, 8 hours or less; passenger is 100 miles, 5 hours 88 BAILROAD LABOK AHBITEATIONS. Rates paid to locomotive firemen before and after the arbitration of 19i0 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . SAN ANTONIO & ABANSAS PASS SY.— Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1?11 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COn. 24 20 27 29 Passenger— $2.25 2.50 3.10 2.70 f2.40 2.65 ,10.15 .15 6.7 ' 6.0 9 9 49 49 2.85. 3.25 2.85 .15 .15 .15 5.6 4.8 Work train 5.6 SAN PEDKO, LOS ANGELES & SALT LAKE a. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>: 11 2 U 2 74 75 74 75 Switchings Oil $2.35 2.35 $2.60 2.60 $0.25 .25 10.6 Coal ^ 10.6 Class B4, OOOOo>: Oil 63 21 - 63 21 92 90 92 90 ~ Freight, oil burners — * West of Otis 3.05 3.05 3.15 3.20 3.30 3.45 .15 .25 .30 4.9 East of Otis . . ■- • &2 9.5 Class C2, OOoo>: Oil ... 4 8 4 8 31 34 31 34 Coal 2.50 2.65 .15 6.0 Classes, OOOoo>: Oil • 8 1 8 56 45 56 \ Coal 2.50 2.65 .15 6.0 Class F2 oOOoo"> foil"! 4 4 53 53 Passenger '. 2.50 2.65 .15 6.0 Class r3, o000oo>: Oil - 20 6 20 6 72 72 72 72 Coal Passenger — OU 2.75 2.85 2.90 3.00 .15 .15 5.5 Coal 5.3 Class Shay (coal) 3 3 63 63 2.80 3.05 .25 &9 SPOKANE, PORTLAND & SEATTLE RY. SINQLE-EXPANSION LOCOMOTIVES. 5 6 75 69 Switching $2.00 $2.50 $0.50 25.0 Class B3, OOOo> 1 1 42 42 Freight 2.00 2.95 .95 47.5 Class B4, OOOOo> 13 14 83 82 Freight _, . 3.00 3.40 .40 13.3 Class C2, 00oo> 2 6 28 28 Passenger 2.55 2.55 .00 0.0 Class 03, 000oo> '. 6 66 3.05 Class E3, oOOOo> 15 Va 75 75 Freight ; 2.80 3.40 .60 21.4 FOUB-CYLINDEE COMPOUND LOCOMOTIVE S. ClassC3, 000oo> 10 78 3.06 Class F2, o00oo> 10 10 54 64 2.76 3. OS .30 10.9 EAILEOAD LABOB AEBITRATIONS. 89 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and pit cent of increase in rates awarded by the arbitration board according to class of engines — Continued. SOUTHERN PACIFIC CO. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. ' 1909 1911 1909 1911 1909 1911 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>: Oil : 144 11 152 6 60 60 61 62 Coal Switching- First-class yards 32.25 2.16 12.50 2.40 »0.25 .25 11.1 11.6 Class B3,OOOo>: ' Oil 110 7 151 8 64 59 70 66 -*eoal Passenger— Oil and coal- Valley , IS-inch cylinders and over . 2.25 2.98 2.66 3.13 3.90 2.66 3.27 .40 .15 17 8 Moiintaln, 18-inoh cylinders and 3 0^ ' Between Roseville and Truckee Passenger— Over 140,000 pounds on drivers- Valley 2.50 3.12 .15 .15 6.0 Class B4,OOOOo>: Coal 41 267 25 274 91 91 93 92 Oil Passenger— Oil and coal— ' 18-incli cylinders and over- Valley 2.25 2.98 2.60 3.12 2.66 3.13 2.66 ■ 3.27 3.90 .40 .15 .15 .15 17.8 Mountain 5.0 Over 140,000 pounds on drivers — Valley. . 6.6 4.8 Between Roseville and Class C2, OOoo>: - Coal 4 171 1 165 29 30 16 32 Oil. Passenger — Less than 18-inch cylinders- Valley 2.40 3.00 2.65 3.13 Cylinders 18 inches and over — Valley 2.25 2.98 2.50 3.12 .40 .16 17.8 5.0 Passenger— Coal and oil- Valley Class 03, OOOoo>: Coal 16 241 15 265 51 51 53 53 Oil Passenger— Oil and coal- Cylinders 18 inches and over- 2.26 2.98 2.50 3.12 2.66 3.13 2.65 3.27 3.90 .40 .15 .15 .15 17.8 5.0 Over 140,000 pounds on drivers— Valley ■- 6.0 4.8 Between Roseville and 22 '31 64 63 Cylinders 18 inches and over— 2.25 2.98 2.50 3.12 2.65 3.13 2.65 3.27 3.90 .40 .16 .15 .15 17.8 6.0 Over 140,000 pounds on drivers- Valley 6.0 4.8 Between Roseville and " 2 2 12 12 Passenger- Valley 2.25 2.65 .40 17.8 7 7 40 40 Passenger 2.75 2.90 .is 5.6 90 KAILEOAD LABOR ABBITBATIQNS. Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class 6f engines — Continued. SOUTHERN PACIFIC CO.— Continued. Number. Average weight on drivers (tons). Rate per day of - 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES— COn. 6 103 Over 140,000 pounds on drivers- Freight— Valley $3.12 3.40 3.65 Class r2,o00oo>: Coal T 34 2- 45 52 53 98 50 Oil. Passenger — Cylinders 18 inches and over — Valley S2.25 2.98 2.50 3.12 2.65 3.13 SO. 40 .15 17.8 Mountain 5 Over 140,000 pounds on drivers- Valley Mountain Class F3, oOOOoo>: Coal 16 12 16 22 70 71 70 71 Oil ■ Passenger- Valley 2.50 3.12 3.90 2.65 3.27 3.90 .15 .15 .00 6 4.8 Between Roseville and Truckee. . 0.0 FOCK-CYLINDER COMPOUND LOCOMOTIVES. Class B3,000o>: Oil 7 33 10 13 74 72 72 72 Coal Freight— Oil- Less than 75,000 pounds on drivers- Valley ' 2.61 2.97 3.22 2.84 3.11 3.36 2.97 3.25 3.50 4.00 3.75 2.76 3.12 3.27 2.99 3.26 3.51 3.12 3.40 3.65 4.00 3.76 Moimtain, 8 miles per hour.. . Mountain, 10 miles per hour.. 110,000 to 140,000 pounds on drivers— Valley 2.69 2.96 3.21 2.82 3.10 3.35 .15 .15 .15 .15 .15 .15 5 6 Mountain. 8 miles per hour.. . 5 1 4.7 Over 140,000 pounds on drivers- Valley Mountain, 8 miles per hour.. . 4 8 Motmtain, 10 miles per tour.. 4.5 Between Roseville and Truckee — Mallet Another Freight— Coal- Less than 110,000 pounds on drivers- Valley Mountain, 8 miles-per hour. . . Mountaiu, 10 miles per hour.. 110,000 to 140,000 pounds on drivers- Valley 2.69 2.96 3.21 2.82 3.10 3.35 .30 .30 .30 .30 .30 .30 10 6 Moimtain, 8 miles per hour.. . 9.7 Mountain, 10 miles per hour.. 9.0 Over 140,000 pounds on drivers- 10 6 Mountain, 8 miles per hour. .'. 9.7 9.0 Between Roseville and Truckee— Mallet All other 3.7S .00 .0 EAILEOAD LABOR AEBITEATIONS, 91 Rates paid to locomotive firemen before and after the arbitration 0/ 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . SOUTHERN PACIFIC CO.— Continued. Number. (tS 10 hours or less. Increase. 1909 1911 1909 1911 1909 19U Amount. Per cent. rOUK-CYLINDEB COMPOUND LOCOMO- TIVES — continued. Classes, OOOoO: Coal. 4 4 71' 71 Freight— Coal— Less than 75,000 pounds on drivers— Vallev r-. S2.ai 2.97 3.22 2.71 2.97 3.22 Mountain, 8 miles per hour. . . * 75,000 to 110,000 pounds on driv- ers-^ Valley . ' ?2.69 2.96 3.21 2.82 3.10 3.35 3.75 !0.02 ' .01 .01 7 ■ •' Mountain, 8 miles per hour. 3 , .3 Oyer 140,000 pounds on drivers— • Valley .. Mountain, 10 miles per hour. . Between Roseville and Truclcee.. Class F2,o00oo>: 9 13 ■""22' 53 53 Oil 53 Passenger- Cylinders 18 inches and over- Valley 2.25 2.98 2.50 3.12 3.90 Over 140,000 pounds on drivers- Valley Freight— 75,000 to 110,000 pounds on driv- ers— - Vallfey 2.71 2.97 3.22 Class E8, oOOOO-OdoOo> (oil) Passenger— Vafiev 2 17 197 197 2.82 3.35 4.00 4.00 4.00 100 1.18 .65 41.8 19.4 Freight— TWO-CYLINDEK COMPOUND OB CROSS- COMPO.UND LOCOMOTIVES. aassB4,OOOOo>: 20 IS 87 87 Freight— Oil- Over 110,000 to 140,000 pounds on drivers- Valley 2.69 2.96 3.21 2.82 • 3.10 3.35 2.84 3.11 3.36 2.97 3.26 3.60 4.00 3.75 .15 .15 .15 .15 .16 .15 5.6 5.1 4.7 Over 140,000 pounds on drivers- Valley 5.3 4.8 4.5 Between Roseville and Truckee— Mallet Another Class C3, OOOoo>: 1 50 Less than 75,000 pounds on driv- ers- 2.84 3.11 3.36 Mountain, 8 miles per hour. . . 92 BAILBOAD LABOE ABBITBATIONS. Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — t^ontinued . SOUTHERN PACIFIC CO.— Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amoimt. Per cent. TWO-CYLINDEK COMPOUND (?E OEOaS- coMPOCND LOCOMOTIVES— continued. Class C4, OOOOoo> (oil)..rr Over 140,000 pounds on drivers- Valley 24 .15 67 69 $2.82 3.10 3.35 2.69 2.96 3.21 $2.97 3.25 3.50 2.84 3.11 3.36 10.15 .15 .15 .16 .15 .15 5.3 Mountain, 8 miles per hour. ,. . 4.8 4.5 110,000 to 140,000 pounds on driv- ers- Valley • 5.6 Mountain, 8 miles per liour. 5.1 Mountain, 10' miles per hour 4.7 TEXAS & PACIFIC EY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, "000>. ... 42 41 38 38 Switching: First-class yards $2.25 2.15 $2.60 2.40 $0.25 .26 11.1 11.6 Class B2, 00o> (oil) 18 35 Switching: 2.60 2.40 SecoUd-class yards Class B3, OOOo> 20 36 Switching: First-class yards 1 2.25 2.15 Second-cla^ yards . Class B4, OOOOo> (oil) 2 35 Switching: First-class yards ^ 2.50 2.40 Second-class yards Class C2, Ooo> 84 84 24 24 Through frei^t, 18-inch cylinders or less 2.70 3.00 2.25 2.60 3.00 3.30 2.40 2.65 .30 .30 .15 .15 in' / 10.0 Passenger: Under 18-inch cylinders 6.7 • 60 Classes, 000oo> 242 241 55 65 Passenger: Under 18-inch cylinders 2.25 2.50 2.70 2.85 3.05 3.00 3.16 3.26 2.40 2.65 3.00 3.15 3.35 3.30 3.45 3.55 3.65 3.76 .15 .15 .30 , .30 .30 .30 .30 .30 6.7 18-iuch cylinders or over 6.0 Through iteight: 18-mch cylinders or under 11.1 10.5 20-inch cylinders 9.8 Local freight: 18-inch cylinders or under 10.0 19-inch cylinders 9.5 9.2 21-inch cylinders Class r2, oQOoo> 2 2 65 55 2.50 2.75 ,26 10.0 . UNION PACIFIC R. K. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 87 105 57 60 Switching; 18 by 26 inch cylinders -... $2.25 2.26 $2.50 2.50 TO. 25 .25 11.1 19 by 26 inch cylinders 11.1 Class B3, OOOo> 2 2 48 .*8 Freight, 18 by 26 inch cylinders 2.70 3.00 .30 11.1 EAILEOAD LABOR ARBITRATIOlirS. 93 Rates paid to locomotive firemen before and after the arbitration of 1910 and amount and per cent of increase in rates awarded by the arbitration board accoMng to class of engines — Continued. - UNION PACIFIC R. E.— Continued. Number. Average weight on drivers (tons). Rate per day of 100 miles, or 10 hours or less. Increase. 1909 1911 1909 1911 1909 1911 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES— COn. Class B4, 0000o> 164 212 88- 87 Freight: 21 by 28 inoli cylinders 53.25 3.25 3.25 3.00 2.25 53.55 3.65 3.56 3.30 2.60 SO. 30 .30 .30 .30 .25 9.2 9.2 9.2 10.0 11.1 22 by 30 incli cylinders 20 by 24 inch cylinders Switching, 22 by 24 inch cylinders Class C2, 00oo> 64 56 32 32 ' Passenger, 18 by 26 inch cylinders 2.50 2.70 2.25 2.65 3.00 2.60 .15 .30 .25 6.0 11.1 11.1 . Freight, 18 by 26 inch cylinders ') Switching, 18 by 26 inch cylinders ClassCa, 000oo> 118 123 56 56 ^ Freight: 2,70 2.85 3.00 2.85 2.95 2.65 2.65 2.75 3.00 3.16 3.30 3.15 .30 .30 .30 .30 11.1 10.5 10; lO.'S 19 by 24 inch cylinders , 20 by 28 inch cylinders 20 by 24 inch cylinders 20 by 28 inch cylinders Passenger: 19 by 24 inch cylinders 2.80 2.80 2.90 2.65 2.50 .15 .15 .15 5.7 5.7 5.5 20 by 24 inch cylinders 20 by 28 inch cylinders 18 by 24. inch cylinders Switching, 18 by 24 inch cylinders 2.25 .25 11.1 Class C4,0000oo> 8 8 83 83 Freight, 21 by 30 inch cylinders 3.25 3.55 ,30 9.2 Class E4, oOOOOo> 39 104 Freight, 23J by 30 inch cylinders 3.55 3.75 ' Passenger, 26 by 28 inch cylinders Class F2, oOQoo> 41 24 54 53 ' Passenger, 20 by 28 inch cylinders 2.75 2.90 .16 Class F3, o000oo>^ 29 60 71 71 Passenger, 22 by 28 inch cylinders 2.85 3.00 .15 FOUR-CYLINDER COMPOUND LOCOMOTIVES. Class B4, 0000o> 108 76 82 8? ' Freight: 15J-26 by 30 inch cylinders 3.25 3.25 3.55 3.55 .30 .30 9 2 17-28 by 30 inch cylinders 9 2 Class C3, 000oo> 45 40 70 70 Passenger, 15J-26 by 28 inch cylinders Freight, 15^-26 by 28 inch cylmders. . 2.75 2.95 2.90 3.25 .15 .30 5 5 10.2 Class F2, oOOoo> 15 16 55 55 Passenger, 16-27 by 28 inch cylinders. 2.75 2.90 .15 5.5 .Class E8, o0000-0000o> 3 147 Freight, 26-40 by 30 inch cylinders . . . 4.00 WICHITA VALLEY RY. SINGLE-EXPANSION LOCOMOTIVES. Class B3, OOOo> 2 8 58 46 Freight: ■ Through {2.60 2.80 (2.90 3.10 10.30 .30 11.6 10.7 Class B4, OOOOo 2 2 45 68 Freight: Through . 2.80 3.00 3.10 3.30 .30 .30 10.7 * 10.0 Class C2, OOoo> 5 6 25 25 2.25 2.60 2.80 2.40 .15 6.7 Locai^. ;;;;.;;;..;.; 94 RAILKOAD LABOR ABBITEATIONS. COMPARISON OF SCHEDULES IN EFFECT BEFORE AND AFTER THE AWARD OF THE ARBITRATION BOARD. As further illustrating the effect of the apphcation of the award of the arbitration board, and in order to corroborate the statements based on the classification of engines of the Interstate Commerce Com- mission, a comparison, so far as it was possible, was made from the printed or typewritten official schedules of rates of pay and working rules in effect on the different railroads prior and subsequent to the award of the arbitration board. The comparison of rates was made on a day, hour, mileage, or trip basis, according to the standard of comparison afforded by the schedules of the individual railroads. In the case of some companies no comparison was possible because of the basis of wage payments as the result of the arbitration proceedings. It will be noted that the increases in rates of pay shown in the fol- lowing series of tables are practically the same as those first set in the comparison according to the Interstate Commerce Commission's classification of locomotives. The detailed comparison hy railroads, arranged in alphabetical order, is given below. In the case'of each railroad a detailed basic comparison is made, followed by derivative tables which show the apiount and per cent of increase in rates of pay according to principal branches of service. ATCHISON, TOPEKA & SANTA PE RAILWAY CO. On the Atchison, Topeka «fe Santa Fe Railway the rates of pay to passenger train firemen, as the result of the arbitration board award, were advanced 15 cents a day, which was equivalent to increases over preexisting rates of from 5.4 to 6.7 per cent. On coal-burning loco- motives in mountain and helper service, rates of pay were advanced 9.7 to 14 per cent; and on oil-burning engines 4.8 to 7 per cent, accord- ing to classes of engine and operating districts. In through freight service, firemen in all districts and on all types of ei^ines, except Mikado, Decapod, and Santa Fe types, had their rates increased 30 cents a day on coal-burning and 15 cents a day on oil-burning locomotives. ' On Mikado, Decapod, and Santu Fe types of locomotives the advances secured as the result of the arbi- tration ranged, according to operating districts, from 30 to 92 cents a day over preexisting rates, being equivalent in terms of percent- ages to increases in rates of pay from 8.7 to 32.5 per cent. The same advances in rates were allowed in work train as in through freight service. In switching service an increase was granted of 25 cettts a day, which was equivalent to increases over rates which had been paid before the . arbitration in various yards ranging from 10.9 to 11.6 per cent. ■ In local or way freight service, firemen on all engines except the Mikado type were paid 15 cents more a day than they would have received for the same class of engine in through freight service. BAILEOAI) LABOB ABBITBATIONS. 95 = a moot- c- o o o lO ui b a « ei t- ooo -vc cj c4 cs N nci CO c 1 gd S §s O O as go s s &s P^?oO o •5 § !■ a o I i ? I i g m ■= « .S3 i o O a o C •" •s -s ^. §■ « .3 i'OS ■3 ". K«M ^ t III I ^ 3 leflo "O _ •"* O.^ CI a'33^5-a8 IBIS'S o^ ja S ca (S o « a 96 BAILEOAD LABOR AEBITEATIONS. •I s 8 a S o g ■e loco i.N.-t OiO OO OlO t> -w fl eoc* ««* »»• OU9 OIO 01'4i OIO Oa-« 00 rt»0 »-l«3 •4i<3 d iR o f5 s (!< cS fu £ g OiO OIO OIO OIO OlO C ga ga • fl a> ^ a CO - s r- & fi -v— _^_ S 3 n? r- S8 1 s U (M CO CO CO CO « .-^-^ ■g loeo loco loco -*^ om g« <=ld 1 cor- o>ta OU3 U3CO oud m i-liO 0»0 O)-* 0»0 Ol-* 1-1 ^ »_^ M s 1 ^ (^ cor- OSiO N.-1 »oeo OO O ^'ifl o»o o»ri oio o»o «j lO 1 < ga gs Ou CO^ 1 \ OU5 OIO OiO OIO OW JO s _ d n ts J_, §8 SS SS T3 s coc*i coco coco p 1 Oi SS gg SS S8 gS .K egcfl COIN coco coco coco CO 1 05 1 eo s >-v- .'- -v— -V— W^-' ■v-* ^ s ■2 g g S 8 irf did dtn d'- .*-* .— *— ,— *— . .- i=_^r— g ^* o»o owa n- o a y a % .S S t> ■o . •2os.g go-cg bOC3 o S •si ^iiii ^■o P.-g-BrtO> filial .3^1 .9 ■a |.g ■3 a 2 I If gs5r„ S^'dTiofl'aaS 98 EAILEOAD LABOR ARBITRATIONS. g £ SI.. ■ft? M ft 1 «M 1^ CO CO €- d d odd B B fifl «!' ^^ ^_^ —■^ ^_^ ^ fSS ss gS S§ S8S28 c* " «r) INN 1 '— v—* ^y-' ^ s s IS S S S8 s IN 0) 3 « a fe.S g.g'?2|e^a =} _, qO-S to S 3.9 P"" S a ? ^^ OT^T3+J'd 3 ©W W>rt M £ ?S p'?.g « s Si SB'S 97;" 1 S Ts to «^^ «9-9a Saw .9 b^usHOg e8 O (DiH a) ^g ■i So'-. I I III r ^ N W ■il^ "H CD r^ 4J 4J 4^ -1^ -4^ 4^ 4A M M eg m ES^^ 2g'-g-ES«S»a a^g:i§'E|.gi| ^ °5a^«Sa Cos H hno5 H* JT •'-I X] i* "" '-> P\5 ^ i. II 1.9 I S 100 BAILEOAD LABOR AEBITEATIONS. '1 ft! 3 ss s s s 1 , §- SSS3 8 1 "^ s c4 NNWN •* +» .^ H 3 m S ssss a 1 S3 c4(NC4C«i ~i «ig i m r„ 3 3 S2 ^ , o d 1 8 S^-^'cJ'cJ'a'd -d B 1 E a 5 o p. -'§'§'§'§ ■§ 1 -CJ § ■d o ft ' s ■OS eia ai-B ?.a| ■s|.s b'bb? e.3 S.2n _^ cuo . a> 5 Lj arc's o Sg i.*a5-2a §S«fe'o,S (S > CD -o CD « 5: P^.g grS oo ■9 SS S« fe " rt o t3 3 'fail 3 5 m .g ,d +i ^ O ™ "-I — , ™^ OHfrnSrtS 102 EAILEOAD LABOB AKBITKATI0N8. ATCHISON, TOPEKA & SANTA FE RAILWAY — COAST LINES. On the coast lines of the Atchison, Topeka & Santa Fe Railw'ay increases in rates of pay to passenger train firemen granted by the arbitration board ranged from 5.7 to 6.7 per cent, according to the size of the cyUnder of the engine used. In through freight service firemen on coal-burning engines received an advance in pay of approx- imately 10 per cent, or 30 cents a day; on oil-burning engines the increases granted were about one-half of those granted on engines using coal as fuel. Firemen engaged in switching service had their rates of pay increased slightly more than 11 per cent. On simple engines weighing less than 215,000 pounds on drivers used as helpers, increases of 15 cents (oil) and 30 cents (coal) were granted by the arbi- tration board; on simple engines weighing more than 215,000 pounds on drivers the advances in rates of pay allowed were considerably larger on coal-burning locomotives, or 96 cents a day, or 34.4 per cent. These large engines also when on work and wreck train serv- ice were awarded an increase of $1.10, or 41.5 per cent per day. Hostlers secured an increase of 25 cents a day, or 8.3 per cent, while those employed on a monthly basis had their rates of pay increased 5 per cent. Amount and per cent of increase in rates of jaay of locomotive firemen award of the board of arbitration, effective May 16, 1910 as a result of (he Passenger. Freight— Average rate per specified trip.i Class of engine. Rate per day. Increase. Rate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. PSr cent. Engines under IS-lnoh cylin- ders $2.25 2.60 2.65 $2.40 2.65 2.80 $0.15 .16 .15 6.7 6.0 6.7 . Engines IS-inoh cylinders and over Engines 136,000 pounds or more on drivers, and At- lantic type balance com- pound, between Albuquer- que and Bakersfield, only.. 8-wheel: ' Coal }$2.80 } 2.89 1 2.92 } 3.22 } 2.97 1 3.12 / $3. 10 t 2.95 / 3.19 t 3.04 ( 3.22 \ 3.07 / 3.52 \ 3.37 1 3.27 \ 3.12 / 3.42 \ 3.27 $0.30 .16 .30 .15 .30 .16 .30 .15 .30 .16 .30 .15 10 7 Oil.. 5 4 10-wheel, less than 100,000 pounds on drivers: ' Coal Oil 5 2 10-wheel, 100^000 pounds or more on drivers: s Coal 10 3 Oil 5.1 Prairie: « Coal 9 3 Oil 4 7 Consolidation less than 135,- 000 pounds on drivers: ' Coal 10 1 Oil 6.1 Simple consolidation 135,000 ' pounds or more, and less than 215,000 pounds on driv- ers, and less than 24-uich cylinders, and compound consolidation less than 215,- 000 pounds on drivers: ' Coal 9 6 Oil....^ 4.3 ' An additional allowance of 15 cents j)er 100 miles on certain regularly assigned local freight nins allowed 1907 and 1910 and on all other regularly assigned local freight runs an additional allowance of 25 miles per 100 miles paid in 1910. 2 Rates tor 1910 do not apply to engines with 24-inch cylinder or over. 3 Rates for 1910 do not apply to coal burners with 24-inch cylinder or over. < Rates for 1910 do not apply to simple coal burners 24-iuch cylinder or over. ' Includes in 1907 all classes of engines not previously enumerated. BAILEOAD LABOB ABBIXEATIOlirS. 103 Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, isf O^Continued. Switching. Gallup coal run. Class ol engine. Rate per day. Increase. Rate per day. Increase. 1907 1910. Amount. Per cent. 1907 1910 Amount. Per cent. AU Wines: $2.15 2.25 $2.40 2.50 $0.25 .25 11.6 11.1 ■■ Second-clas^ yards 42.50 $2.76 $6.25 10.0 Helper. Work and construction. Class of engine. Rate per day. Increase. Rate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. Simple engines less than 24- inoh cylinders; and com- pound engines .less than 216,000 pounds on drivers: Coal } $2. 79 } 2.79 / $3.09 \ 2.94 f 3.75 \ 2.94 $0.30 .15 .96 .16 10.8 6.4 34.4 6.4 }$2.66 } 2.65 $2.95 3.75 10.30 1.10 11.3 Oil Simple augines 24-inch oyliu- ders and over; and com- pound engines 215,000 ' pomids or more on drivers: 41.5 oa*'""::;.";;;:;:;;;:;:; Hostlers. Mixnd runs— Round trip Esoandido- Folbrpok. Class of engine. Rate per day. Increase. Rate per month. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. $3.00 $3.25 $0.25 8'. 3 $78.52 $82. 43 $3.91 5.0 104 EAILBOAD LABOE ARBITRATIONS. Rates of pay per day of locomotive firemen. Class of engine. Albuquerque and Bakors- fleld.i Los Angeles division, Mountain.1 Valley and Valley divi-" sion.i 1907 1910 1907 1910 1907 1910 rKEIGHT SERVICE.!' 8-wheel:' Oil $2.74 2.74 2.90 2.90 2.95 2.95 3.35 3.35 3.10 3.10 3.35 3.35 $2.89 3.04 3.05 3.20 3.10 3.25 3.50 3.65 3.25 3.40 3.50 3.65 3.50 3.75 4.00 $2.95 2.95 2.95 2.95 2.96 2.95 3.35 3.35 2.95 2.95 3.05 3.05 $3.10 3.25 3.10 3.25, 3.10 3.25 3.50 3.65 3.10 3.25 3.20 3.35 3.20 3,75 4' 00 $2.70 2.70 2.83 2.83 2.85 2.85 2.95 2.95 2.85 2.85 2.95 2.95 $2.85 Coal 3.00 10-wheel less than 100,000 pounds on drivers: * Oil 2.98 Coal 3.13 10-wheel 100.000 pounds or more on drivers: < Oil . 3.00 Coal 3.15 Prairie: 6 Oil 3.10 Coal 3.25 Consolidation less than 135,000 pounds on drivers: ' Oil 3.00 Coal 3.15 Simple consolidation 135,000 pounds or more, and less than 215,000 pounds on drivers, and cylinders less than 24 inches in diameter, and compound consoli- dations less than 215,000 pounds on drivers:' Oil 3.10 Coal 3.25 or more on drivers, and all simple engines with Oil 3.10 Coal - 3.75 4.00 ' Basis oi day's work, 10 hours, 100 miles or less; on schedules ol more than 10 hours, delays of more than 1 hour beyond the schedule paid tor pro rata. , . ' An additional allowance of 15 cents per 100 miles on certain local regularly assigned local freight trauis allowed 1907 and 1910, and on all other regularly assigned local freight runs an additional allowance of 25 miles per 100 miles paid in 1910. » Hates lor 1910 do not apply to engines with cylinders 24 inches or more in diameter.. < Kates for 1910 do not apply to coal burners with cylinders 24 inches or more in diameter. . ' Rates for 1910 do not apply to .simple coal burners with cylinders 24 inches or more in diameter. ' Includes in 1907 all classes of engmes not previously enumerated. KAILROAD LABOR ABBITEATIONS. Rates pf pay per day of locomotive firemen — Continued. 105 Class of engine. Gallup coal run. Helper service. Work and construc- tion service. Passenger-.i Switching. 19072 1910 1907' 1910 19073 1910 1907 1910 1907 1910 All engines S2.50 $2.75 Simple engines with cylinders less tban 24 inches in diameter and compounden^inesless than 216,000 pounds on drivers: Coal 1 $2. 79 <2.79 2.79 2.79 <$3.09 '2.94 3.75 5 2.94 4.00 4.00 $2.65 2.65 2.65 2.65 '2." 65' S2.9S Oil...'. Simple engines with cylinders 24 inches or orer in diameter and compound engines 215,000 pounds or more on drivers: Coal 3.75 Oil Mallet type: , , 4.00 4.00 2.80 _. Oil Engmes haying cylinders under $2.25 2.50 2.65 $2.40 2.65 2.80 Engines having cylinders 18 * Engines 135,000 pounds or more on drivers and Atlantic tvpe balance compound, between Albuquerque and Bakersfleld Switching: « $2. 15 ^2.40 ' Second-class yards 2.25 2.50 Rate. 1907 1910 $3.00 2.40 78.52 .021 $3.25 2.40 Escandido-Folbrook: Mixed runs, round trip per mont tl 82.43 .021 ' Rates given are for 100 miles or less, 8 hours a day's work. 2 10 hours constitute a day's work. _ " 10 hours or less constitute a day's work. < Except between Pictonville and San Bernardino, where rate is $2.76 per day, 1907; coal, $3.06 per day, 1910; oil, $2.91 per day, 1910. ^ „ , .„ „. 6 Except between Pictonville and San Bernardino, where rate is: Oil, $2.91 per day, 1910; coal, $2.94 per day, 1910. • 10 hours or leas, one day; overtime, pro rata. Note.— Overtime, pro rata; no overtime for delays of 69 minutes or less, passenger service. CANADIAN NORTHERN RAILWAY CO. Passenger train firemen epiployed by the Canadian Northern Railway had their rates of pajr advanced by the arbitration award from 5 to 6.4 per cent, and in freight, work train, and switching service, from 9.2 to 12.8 per cent. Hosttfers' daily rates of pay were increased from $2.90 to $3.15 a day, or 8.6 per cent. 106 EAILBOAD LABOR AEBITKATIONS. Amount and per cent of increase in rates of pay of locomotive firemen as a result of (he award of the board of arbitration, effective May 16, 1910. ' Passenger. Freight, mixed, or snowplow train.i Class of engine. Bate per day. Increase. Bate per day. Increase, 1908 1910 Amount. Per cent. 1908 1910 Amount. Per cent. Consolidation $3.00 2.90 2.70 2.65 2.35 $3.15 3.05 2.85 2.80 2.60 $0.15 .15 .15 .15 .15 5.0 5.2 5.6 5.7 6.4 $3.25 3.00 2.80 $3.55 3.30 3.10 $0.30 .30 .30 9.2 110 per cent and over except consoli- dation 10.0 75 to 100 per cent 10.7 Standard engine, 17 by 24 2.60 2.90 .30 11.5 Work trains. Switching. Class of engine. Bate per day. Increase. Bate per day. Increase. 1908 1910 Amount. Per cent. 1908 1910 Amount. Per cent. ts.oo 2.75 2.55 2.35 $3.30 3.05 2.85 2.65 $0.30 .30 .30 .30 10.0 10.9 11.8 12.8 110 per cent and over-exoept consoli- dation AH other engines $2.25 $2.50 $0.25 11.1 Hostlers. Class of engine. Bate per day. Increase. 1908 1910 Amount. Per cent. $2.90 $3.15 $0.25 8.6 1 In 1908, 15 cents, and in 1910, 25 cents, added to through freight rates for way freight. Rates of pay per day of locomotive firemen. Class of engine. Passenger.' Freight, mixed, or snowplow trains.' Work trains.' Switching. 1908 1910 1908 2 1910! 1908 1910 \ 1908 1910 $3.00 2.90 2.70 2.65 2.35 $3.15 3.05 ■2.85 2.80 2.50 $3.25 3.00 2.80 $3.55 3.30 3.10 $3.00 2.75 2.55 $3.30 3.05 2.85 110 per cent and over except consoli- 75 to 100 per cent Standard engines, 18 by 24 Standard engines, 17 by 24 All other engines 2.60 2.90 2.35 2.65 Switching, all yards, present estab- lished (all engines) ' $2.25 <$2.50 Hostlers, per day of 12 hours or less. . 2.90 3.i5 sis of day's work, IQP miles or less, 10 hours or less; overtime pro rata. 2 In 1908, 15 cents; and in 1910, 25 cents added to through freight rates lor way freight. • Basis of a day's work, 10 hours or less. * Overtime pro rata 10 hours per day. - Deadheading, 200 miles or less, minimum passenger rates, actual mileage; distance in excess of 200 miles half minimum passenger rates. BAILEOAD'LABOB ARBITRATIONS. 107 CHICAGO & ALTON RAILROAD CO. As the result of the appUcation of the award of the arbitrjrtion board upon the Chicago & Alton Railroad passenger train fir«men had their rates of pay advanced, according to class of engine used, from 6 to 6.7 per cent; through freight train firemen, from 10.2 to 11.7 per cent; local freight train firemen, from 8.7 to 22 per cent- work train firemen from 9.3 to 12.9 per cent. Firemen employed iii fmsher or helper service had their monthly rates of pay increased rom $75 to $84, or 12 per cent, while those in yard service received an advance of 25 cents a day, or 11.4 per cent. Hostlers were granted an increase in rates of pay of 5 cents an hour, which was equivalent to an advance over former rates of 22.7 per cent. Amou-nt and 'per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Passenger. Through freight. Class of engine.' Eate per day. Increase. Eate per day. Increase. - 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. Dl, D2, D3, D4, D5, D6, D odd n, 12, 13, K, Gl, G2, G3, Fl, FS, F4, Fodd, D7 $2.25 2.50 32.40 2.65 $0. 15 .15 6.7 6.0 - m,H2 $2.95 2.90 2.57 $3.25 3.20 2.87 $0.30 .30 .30 10.2 10.3 11.7 F3, F4. G3, 11. 12, 13, D7 Dl to bs, mdiisive, Fl, Gl, G2, and Local freight. Work train. Class of engine.' Bate per day. Increase. Eate per day. Increase. '•'• 1907 1912 Amount. Percent. 1907 1912 Amount. Per cent. H1,H2 $2.87 2.87 2.87 $3.50 3.45 3.12 $0.63 .58 .25 22.0 20.2 8.7 F3, F4. G3, 11, 12, 13, D7 Dl to D6, fnclusive, Fl, Gl, G2, and . all other classes of small engines HI, H2, 11, 12, and 13 . $2.32 2.70{ 2.65 $2.62 33.00 <2.95 2.95 $0.30 .30 .25 .30 12.9 11.1 F3, F4, G3, E, and D7 9.3 11.3 Pusher. Yard. 2 Class of engine.' Bate per month. Increase. Bate per day. Increase. • 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. All engines t75.00 184.00 $9.00 12.0 (2.20 $2.45 $0.25 11.4 ' Includes all engines for which ' Average for all yards. comparable data are available. ' Hi and H2 engines. * 11, 12, and 13 engines. 108 EAILKOAD LABOE ARBITRATIONS. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration effective May 16, 1910 — Continued. Carrolton Branch. Hostlers. Class of engine.! Rate per day. Increase. Rate per hour. Increase. 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. $2.40 12.70 $0.30 12.5 $0.22 $0.27 $0.05 23.7 ' Includes all engines for which comparable data ar? available. Rates of pay per day of locomotive firemen. Class of engine.' Through freight.3 1907 1912 Work train. Local freigbt.3 1907 1912 Hostlers. 1907 1912 Dl, D2, D3, D4, D5, D6, D odd II, 12, 13, E, 61, 02, G3, Fl, F3, Fl, F odd,D7 , HlandH2 F3, F4, G3, II, 12, 13, D7 , Dl to D6, inclusive, Fl, Gl, G2, and all other classes of small engines HI, H2, II, 12, and 13 F3, F4, G3, E, and D7 Dl to D6, inclusive, Fl, Gl, G2, and all other classes of small engines All engines. . . , $2.25 2.50 $2.40 2.65 $2.95 90 2.57 $3.25 3.20 2.87 $2.87 2.87 $2.70 2.65 2.32 r<$3.oo ^ S2.95 2.95 2.62 $3.50 3.45 3.12 •$0.22 s$0.27 Yard service. Rate.' 1907 1912 Kansas City, East St. Louis, and Chicago. All other yards $2.25 2.15 $2.50 2.40 Class of service. Rate per- 1907 Carrollton branch . Watching engine. . Deadheading Pusher service"... Making up trains. . Day . . . Hour. . . Mile.... Month . Hours., $2.40 .27 .0126 75.00 .22 $2.70 84.00. .27 • Includes all engines for which comparable data are given in the rate schedules before and after award. 2 Day's work, 1907, 8 hours; 1912, Bnours or less, 100 miles or less. Delays of more than 2 hours beyond schedule time when exceeding 8 hours paid for pro rata. ' 10 hours or less, 100 miles or less constitute a day's work, overtime pro rata. < Applies to Hi and H2. ' Applies to 11, 12 and 13. • Per hom. ' 10 hours or less constitute a day, overtime pro rata. ' 10 hours or less constitute a day's work. Overtime, per hour: 1907, 27 cents; 1912, 28 cents. » In addition to pay for trip. Note.— Mallet type engines, 1912, rates of firemen all classes of service, $4; Mikado type, $3.75 per day of 100 imles or less; 25 cents per day additional on ^kado type in local freight service. EAILEOAD LABOR AEBITRATIONS. CHICAGO, BURLINGTON & QUINCY RAILROAD. CO. 109 On the Chicago, Burlington & Quincy Railroad, rates paid to fire- men m passenger service were, as can beseenfrom the following table advanced by the arbitration award 5.2 to 10 per cent a day, according to different classes of engines, In through freight service rates were increased 30 cents a day, and in local freight service, 35 cents a day being equivalent to increases, according to different types of engines' of 9.1 to 12.3 per cent. Switching rates were advanced 2.5 cents aii hour, or 11.4 per cent. Work tram and helper service rates were in- creased 9.8 to 12.5 per cent. Armmt and per cent of increase in rates of pay of locomotive firemen as a remit of the award of the hoard of arbitration, effective May 16, 1910. Passenger. Through freight. • Class of engine. Bate per day. Increase. Rate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Per cent. Group 1: A 2 J, 4,5, K6, 11 S2.25 2.50 2.60 2.70 2.70 2.90 $2.40 2.66 2.75 2.85 2.95 3.05 $0.15 .15 .25 .16 .26 .15 6.7 6.0 10.0 6.6 9.3 5.2 Group 2: A1,B2, E 7, 9, H 1, 2, El... Groups: A6, Kl,2, 3 Group 4: H3, 4, R2, 3, D7 Groups: K 4, 5, P 1,2, 3, 4 Group 6: D3, 4, L, B, 4,5 Group 1: A 1, 2, 3, 4, 5, K 6, 9, H5, 11 . $2.65 2.86 3.00 3.30 3.13 $2.96 3.15 3.30 3.60 3.43 $0.30 .30 .30 .30 .30 11.3 10.5 10.0 9.1 9.6 Group 2: Afi, D2, fc 1, 2, 3, 7, H 1, 2, Rl Group 3; H 3, 4, K 4, 5, P 1, 2, 3, 4, E2,3,D7.... Group 4: D 3, 4, L, E 4, 5, SI All engines, average rate per speoiSed trip Local freight. Switcliing. Class of engine. Rate per day. Increase. Eate per hour. Increase. 1907 1911 Amount. Percent. 1907 1911 Amount. Per cent. Group 1: A 1, 2, 3. 4, 5, K 6, 9. H5, n . . S2.85 3.05 3.20 3.50 $3.20 3.40 3.55 3.85 $0.35 .35 .35 .35 12.3 11.6 10.9 10.0 Group 2: A6, D2, K 1, 2, 3. 7, H 1, 2, El Group 3: H 3, 4, K 4, 5, P 1, 2, 3, 4, R2, 3, D7.... !............. ........ Group 4: D 3, 4, L, E 4,6, SI $0.22 $0,245 $0,026 Suburban. Work train and helper. daas of engine. Eate per trip. Increase. Eate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Per cent. All engines: Average rate for specified trips . . . Pullman Avenue, St. Paul Group 1 engines 80.54 2.55 $0,665 2.70 $0,025 .15 4.6 6.9 $2.40 2.60 2.75 3.05 $2.70 2.90 3.05 3.35 ».-30 .30 .30 .30 12.5 Group 2 engines 11.5 Group 3 engines " 10.9 Group 4 engines 9.8 110 HAILEOAD LABOE AEBITEATIONS. Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the award of the board of arbitration, effective May 16, 1910 — Continued. East Winona to Winona; Kast Dubuque to Dubuque; Ga- lena Junction to Galena. Hannlbal-Palmyra Junction, Qulncy Bun: Groups 1 and 2, average rate. Class of engine. Bate per day. Increase. Bate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Percent. $2.60 S2.6S $0.15 6.0 $2.60 $2.76 $0.15 5.8 Average rate for specified trips. New Castle to Cambria. Class of engine. Bate per day. Increase. Bate per month. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Per cent. $3.16 $3.46 $0.30 9.6 $76.00 $75.00 $0.00 Rates of ■pay of locomotive firemen. Class of engine. Passenger (per day).i Class of engine. Passenger (per day).i 1907 1911 1907 1911 Group 1: X2,3,4,5 $2.25 2.25 2.26 2.50 2.50 2.50 2.50 2.50 2.60 2.60 S2.40 2.40 2.40 2.65 2.65 2.65 2.69 2.65 2.75 2.75 Grom) 4: E2,'a D7... \ $2.70 2.70 2.70 2.70 2.70 2.90 2.90 2.90 $2.85 K6... 2.86 11 2 85 Group 2: £l Group 5: K4, . PI, 2 Group 6: D3, 4 L.... 2.95 D2 ,3,4 2. 95 K7,9 , H 1,2 3.05 El...... 3.06 Group 3: A6 B4,£ Group 7: Group 8: ,S1... 3.05 6i.:::::::::::::::: 3.20 Kl,2,3 Tl,2.. 4.00 Class ( f engine. Through freight (per day).! Local freight (per day).i 1907 1911 1907 1911 Group 1: A 1,2, 3, 4, 5 $2.65 2.66 2.66 2.65 2.85 2.85 2.85 2.85 2.85 3.00 3.00 3.00 3.00 3.30 3.30 3.30 3.30 $2.96 2.95 2.95 2.95 3.15 3.15 3.15 3.15 3.15 3.30 3.30 3.30 3.30 3.60 3.60 3.60 3.60 3.75 4.00 $2.86 2.85 2.85 2.85 3.05 3.05 3.05 3.05 3.05 3.20 3.20 3.20 3.20 3.60 3.60 3.60 3.60 $3.20 K6, 9 3.20 H5 3.20 11 3.20 Group 2: A6 3.40 D2 3.40 Kl, 2, 3, 7 3.40 H 1, 2 3.40 El 3.40 Group 3: H3 4 . . 3.65 K4 5 3.55 PI 2,3,4 3.65 E2, 3, D7 3.65 Group 4: 15 3,4 3.85 L.. 3.85 B4, 6 385 SI 3.85 Group 5:01. 4.00 Group 6: T 1, 2 4.25 1 100 miles or less, 10 hours or less, 1 day. Delays of 1 hour or more in starting from or after arriving at a terminal paid at hourly rates for all time In excess of 1 hour. ' 100 miles or less, 10 hours or less, 1 day ; overtime pro rata. EAILEOAD LABOR AEBITEATIOKS. Rates of pay of locomotive firemen — Continued. Ill Class of engine. Work trains (per day).i 1907 1911 Helpers (per day).2 1907 1911 Group 1 engine.. Group 2 engine.. Group 3 engine.. Group4eaigine.. Groups engine.. Group 6 engine. . S2.40 2.60 2.75 3.05 J2.70 2.90 3.05 3.35 3.60 4.00 S2.40 2.60 2.75 3.05 S2.70 2.90 3.05 3.35 3.60 4.00 1907 Fay trains -. Specials, etc Delay over 2 hours, except in case of obstruction or impairment of track, then half pay (per hour) 3S2.40 .24 83.20 '2.55 .255 1907 (per hour). 1911 (per hour). SWITCHINO SERVICE. First-class yards. All other yards... {0.225 .215 10.25 .24 1907 (per hour). 1911 (per hour). SUBURBAN SERVICE.* Chicago to Elv«rside '. Qiicago to Downer's Grove' « Pullman Avenu6-St. Paul SO. 43 .65 •2.65 SO. 45 .68 "2.70 East Winona to Winona; East Dubuque to Dubuque; Ga- lena Junction to Galena ' Hannibal to Palmyra Junc- tion, Quincy run: Group 1 Group 2 . Hot Springs and Winnekahta ' Spearnsh to Deadwood and return » 1907 S2.S0 2.50 2.70 8.05 3.60 1911 $2.65 2.65 2.85 3.35 3.90 Specified runs. Deadwood Central E. R." ... Black HUl & Fort Pierre R.R." New Castle to Cambria " Denver to Lyons and return: " Freight group 1 Freight group 2 Freight group 3 1907 S3. 00 3.00 76.00 3.10 3,10 3,20 1911 S3. 30 3.30 76.00 3.40 3.40 3.60 1 10 hours or less, 1 day; overtime pro rata. , ' 100 miles or less, 10 hours or less, 1 day; overtime pro rata. 8 MinimnTTi rate. » oSe^^f p'ay fS^Smday and hoUday work allowed on suburban runs, which are arranged so that men can make but one round trip. ' Passenger run, per day bl 10 hours; aU class of engines, overthne paid pro rata. ' Including extra trips. ' All class of engines. " St™^ttae^or''wSg days and extra time for Sundays; overtime after 10 hours, 1811. " Induding switching andliostlerhig at Lyons. 112 BAILBOAD LABOR AEBITEATIONS. CHICAGO GREAT WESTERN RAILROAD CO. Firemen employed in through freight, helper, and work train service on the Chicago Great Western Railroad had their rates advanced by the award of the arbitration board 30 cents -a day, or 9.8 to 11.8 per cent, according to different types of engines. Pas- senger train firemen were granted an advance of 15 cents a day, which, when applied to rates paid before the arbitration on different types of engines, was equivalent to an increase of 5.7 to 6.5 per cent. In yard service the increase of 25 cents a day when allowed by the board when applied to rates paid on this railway was equivalent to advances of 11.4 per cent. Amount and per cent of increase in rates of faij of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Standard engines under 18-incb cylinders. standard engines 18 inches and over. Class of service. Rate per day. Increase. Bate per day. Increase. 1907 1911 Amount. Per cent. 1Q07 1911 Amoimt. Per cent. S2.30 2.56 2.76 2.65 2.65 2.20 ^ 2.50 2.66 t2.45 2.86 3.10 2.85 2.85 2.46 2.75 2.85 $0.16 .30 .35 .30 .30 .25 .25 .30 6.5 11.8 12.7 11.8 11.8 11.4 10.0 11.8 $2.50 2.56 2.75 2.55 2.55 2.20 2.50 •2.55 $2.65 2.86 3.10 2.86 2.85 2.45 2.76 2.85 $0.16 .30 .35 .30 .30 .26 .25 .30 6.0 11.8 Way freight 12.7 Helper 11.8 Work 11.8^ Yard (average for all yards) . . . St. Paul and Mlzmeapolls 11.4 10.0 De Kalb and Cedar Falls branches 11.8 Mogul engines. 10-wheel, or Prairie engines. Consolidation engines. Class of service. Rate per day. Increase. Bate per day. Increase. Bate per day. Increase. 1907 ion Amount Per cent. 1907 1911 Amount Per cent. 1907 1911 Amount Per cent. Fdssenger S2.60 2.76 2.95 2.76 2,76 2.20 2.60 2.66 $2.66 3.05 3..'!0 3.05 3.05 SO. 15 .30 .36 .30 6.0 10.9 11.9 10.9 10.9 11.4 10.0 11.8 $2.65 2.95 3.15 2.96 2.96 2.20 2.70 2.56 $2.80 3.25 3.50 3.25 3.2.1; $0.15 .30 .35 .30 .30 5.7 10.2 11.1 10.2 10.2 11.4 9.3 11.8 Throiigh freight... Way freight Heloer -. . . . $3.05 i 3.25 3.05 3.05 2.20 2.70 2.55 (3.35 3.60 3.35 3.35 2.46 2.95 2.85 $0.30 .36 .30 an 9.8 10.8 9.8 Work.::::::::::.: 9.8 yard (average for all yards) St. Paul and Min- neapolis transfer De Kalb and Cedar Falls branches... 2.4 2.7 2.81 > i 1 26 25 30 2. 2. 2. 46 95 85 .5 .6 .5 25 25 .30 11.4 9.3 11.8 EAILBOAD LABOE ABBITEATIOSTS. Rates of pay per day of locomotive firemen. 113 Standard. Mogul. 10-wheelor Consolidar 24-innh cylinders and over, 1911. Under 18-inch cylinders. 18-inch cylinders and over. Prairie. tion. Class of service. • k . II 9 1907 1911 1907 1911 1907 1911 1907 1911 1907 1911 S I»asaenger...; Freiglit, through Freight, way Helper Wort St. Paul and Minne- • apolis transfer Mixed transfer, serv- ice between Coun- cil Bluffs and South Omaha, and on Chicago "horn run" $2.30 2.55 2.75 2.55 2.55 2.50 12.45 2.85 3.10 2.85 2.85 2.75 2.70 2.85 2.50 2.40 S2.60 2.55 2.75 2.55 2.55 2.50' 2.55 2.25 2.15 12.65 2.85 3.10 2.85 2.85 2.75 2.70 2.85 2.50 2.40 12.60 2.75 2.95 2.75 2.75 2.50 2.55 2.25 2.15 $2.65 3.05 3.30 3.05 3.05 2.75 2.70 2.85 2.50 2.40 $2.65 2.95 3.15 2.95 2.95 2.70 2.55 2.25 2.15 $2.80 3.26 3.50 3.25 3.26 2.95 2.86 2.85 2.50 2; 40 $3.'65' 3.25 3.05 3.05 .2.70 2.55 2.25 2.15 $3.20 3.35 3.60 3.35 3.35 2.95 2.85 2.86 2.50 2.40 $2.80 3.25 3.50 3.25 3.25 2.95 2.85 2.85 2.50 2.40 S3. 75 3.75 4.00 3.75 3.75 3.75 3.45 3.75 2.50 2.40 $4.00 4.00 4.20 4.00 4.00 4.00 4.00 4.00 4.00 De Kalh and CeQar Falls hranohes Switching: Group 1 yards... All other yards. . 2.55 2.25 2.15 u Note.— 100 miles or less, 10 hours or less, constitute the basis of a day's work. CHICAGO, MILWAUKEE & ST. PAUL RAILWAY CO. On the Chicago, Milwaukee & St. Paul Railway it was possible from the printed schedules to compare the rates of pay on eight- wheel engmes only before and after the award of the arbitration board. The advances in daily rates of pay granted by the board when applied to the rates prevailing on this class of locomotives before the award show an increase of 6 per cent to passenger firemen, of 12 per cent to firemen in through freight, and work train service, of 15.1 per cent in way freight train service, and of 11 per cent in switching service. Amount and per cent of increase in rates of pay of locomotive firemen as a remit of the award of the hoard of arbitration, effective May 16, 1910. 8-wheel engines.' Class of service. , Bate per day. Increase. 1907 1912 Amount. Per cent. Passenger $2.50 2.50 2.65 2.50 2.275 $2.65 2.80 3.05 2.80 2.525 $0.15 .30 .40 .30 .25 6.0 Freight 12.0 Way freight 15.1 wojk... ;.:;:::;::. .. ::.:.::: : 12.0 Switchings 11.0 1 Comparskble data for other classes of engines in the service not available. ^ Average for all yards. 51393°— S. Doe. 493, 64-1 8 114 RAILROAD LABOR ARBITRATIONS. Rates of pay of locomotive firemen. Rat* per— S-wheel, all engines. Overtime, per hour. 1907 1911 1907 1911 Passeneer 100 miles or less, 10 hours' or less. do $2.60 2.60 2.66 2.50 2.30 2.25 S2.a6 2.80 3.05 2.80 2.65 2.50 $0.25 .26 :2«5 .25 .23 .225 $0,265 Freight .28 Wav freieht do .305 Work do .28- Switching: 10 hours or less do .265 .25 Note. — Rates of pay are classified according to seven different classes of engines, both before and after award. OnJy the rates dn "8-wheel, all engines," are presented in the official schedules in comparable form. Engine dispatchers, 12-hour day: 1907 1911 $2.70 2.96 JDHICAGO, EOCK ISLAND & PACIFIC RAILWAY CO. AND CHICAGO, ROCK ISLAND & GULF RAILWAY CO. Firemen employed in passenger service by the Chicago, Rock Is- land & Pacific Railway Co. and the Chicago, Rock Island & Gulf Railway Co. had, by the award of the arbitration board, their rates of pay increased 15 cents a day, or from 4.9 to 6 per cent, according to class of engines. On coal-buming. locomotives in through freight service the rates of pay to firemen were advanced 30 cents a day, and on Mogul engines 40 cents a day, or from 9.1 to 14.8 per cent, according to classes of locomotives. On oil-burning locomotives in the same branch of service the rate of increase granted was 15 cents a day, which was equivalent to advancesv of 4.5 to 5.9 per cent over the daily rates of pay before the award of the board. In local freight service practically the same increases were allowed as in the case of through freight service. On switching engines advances in rates of pay were made ranging from 10.6 to 11.6 per cent, and in snow-plow service an increase of 30 cents a day, or 12 per cent, was granted. Firemen engaged in Chicago suburban passenger service ad their rates of pay increased 15 cents a day, or 5.2 per cent. EAILROAD LjIlBOE AKBITEATIONS. 115 Amount and per cent of increase in^ rates of pay of locomotive firemen, as a result of the award of the board of arbitration, effective May 16, 1910. Class of engines. S-wheel: 18-inoli cylinders and under — Coal Oil 19-inoh cylinders- Coal OU 19 to 21 inch cylinders, with trailer (Atlan- tic)— Coal Oil..... 6-wheel connecting:' 18 and 19 inch cylin- ders- Coal Oil 18 and 19 inch cylinders (Mogiol)— Coal Oil 20 to 22 inch cylinders- Coal Oil 20 to 22 inch cylinders with trailer (Pa- cific)— Coal Oil Consolidation: 20 and 21 inch cylin- ders — Coal Oil 22 and 23 inch cylin- ders- Coal OU Passenger. Rate per day. 12. 50 2. 2.70 2.70 2.70 2.95 3.05 3.05 $2.65 2.75 2.85 2.85 2.85 3.10 3.10 3.20 3.20 Increase. 10.15 .15 .15 .15 .16 .15 .15 .15 6.0 5.8 5.6 5.6 5.6 S.1 5.1 4.9 4.9 Through freight. Eate per day. $2.55 2.70 {I: 2.70 i.OO 3.00 3.05 3.30 /$2. \2, 3.00 35 3.10 2.95 3.10 2.85 / 3.30 t 3.15 / 3.30 \ 3.15 3.35 3.20 / 3.6 l3.4 Increase. $0.30 .15 .30 .15 .30 .16 .30 .15 .30 .15 11.8 6.9 11.5 5.8 11.1 5.6 10.7 5.4 H.8 5.6 10.0 5.0 10.0 5.0 9.1 4.5 Local freight. Rate per day. }$2. f 3.20 \ 3.05 2.90 }3.20{ 3.50 f$3.05 2.90 3.10 2.95 3 3.15 3.20 3.05 3.60 3.35 {t 3.66 3.40 / 3.80 \ 3.65 Increase. SO. 30 .15 .31 .16 .30 .16 .15 .30 .15 .30 .15 .15 .30 .15 10.9 5.5 10.7 6.4 10.3 5.2 10.0 5.0 10.3 5.2 9.4 4.7 9.4 4.7 9.2 4.6 4.3 Chicago suburban serv- ice between Chicago and Oak Forest (it done within 13 hours). Switching. Snowplow. Class of engines. Eate per day. Increase. Rate per day. Inorease. Rate per day. Increase. 1 1 1 1 1 s 1 1 1 S 1 o s 1 AU classes of engines S2.90 $3.05 $0.15 5.'2 $2.15 2.25 2.35 $2.40 2.50 2.60 $0.25 .25 .25 11.6 11.1 10.6 $2.50 S2.80 $6.30 12.0 ' Bates fixed in 1910 also apply to 6-wheel connecting 23-inoh cylinder engines with trailer (Pacific). 116 BAILBOAD LABOB ARBITRATIONS. Rates of pay of locomotive firemen. Kate per— Passenger. Through freight.i Local freight.i Class of engine. 1907 1910 1907 1910 1907 1910 Coal. Oil. Coal. OU. awheel: IS-inch cylinders and under. 100 miles or less; overtime pro rata. do t2.50 2.60 2.70 2.70 2.70 2.95 2.95 3.05 3.05 $2.65 2.75 2,85 2.85 2.85 3.10 3.10 3.20 3.20 f2.55 2.60 2.70 2.80 2.70 3.00 3.00 3.05 3.30 $2.85 2.90 3.00 3.10 3.10 3.30 3.30 3.35 3.60 3.75 4.00 $2.70 2.75 2.85 2.95 2.85 3.15 3.15 3.20 3.45 3.60 4.00 $2.75 2.80 2.90 3.00 2.90 3.20 3.20 3.25 3.50 $3.05 3.10 3.20 3.30 3.20 3.50 3.50 3.55 3.80 3.95 4.00 $2.90 2.95 19 to 21 inch cylinders, with trailer (Atlantic). 6-wheel connecting;! do do 3.05 3.15 18 and 19 inoli cylinders (Mo- 20 to 22 inch cylinders 20 to 22 inch cylinders, with trailer (Pacific). Consolidation: 20 and 21 inch cylinders 22 and 23 inch cylinders do do do 3.05 3.35 3.35 do do .. . 3.40 3.65 24-inp.h cylinders and over. . . Majlet type, all classes of ser- vice. do do 3.80 4.00 Class of engine. Chicago suburban service.' 1907 1910 All engines Overtime, per Jhour . $2.90 .24 $3.05 .255 Rate per- 1907 1910 Switching service: 18-inoh cylinders and under. 19 and 20 inch cylinders 21-inchjjylinders and over Deadheading on company business. Held after arrival of deadhead trip: ' 36 hours, 1907 24 hours, 1910 Held in for snowplow service: For each 24 hours or less that they are held subject to orders. All service not otherwise specified in schedule Day of 10 hours or less; overtime pro rata. do do Mile, half mileage; mini- mum, 100 miles. Day. S2.15 2.25 2.35 .027 2.70 2.50 2.70 $2.40 2.50 2.60 .03 2.80 3.00 1 On work, gravel, and construction trains freight rates apply according to classification: 12 hours or less, 1 day, 1907; 10 hours or less, 1910. Over 100 miles on mileage basis; overtime pro rata. 2 Bate given for 1910 also applies to 6-wheel connecting 23-inch cylinder engines, with trailer (Pacific). •Between Chicago and Oak Forest (if done within 13 hours), 100 miles or less; additional miles pro rata. *$2,70 for each successive 36 hours, 1907; $3 for each successive 24 hours, 1910. CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RAILWAY CO. On the Chicago, St, Paul, Minneapohs & Omaha Eailway the daily- rates of pay to passenger train firemen were advanced, according to types of locomotives, from 5,2 to 6 per cent. In through freight service the percentage of increase allowed ranged from 10 to 11.8 per cent. On practically all classes of engines the rate of increase of 30 cents a day, as in the case of through freight service, was granted to firemen engaged in way freight and work and wreck train and helper service. The daily rate of pay to firemen in yard service, based on an average for all yards and all classes of engines, was advanced from $2.24 to $2,49, or 11.2 per cent. EAILROAD LABOR AEBITRATIONS. 117 Amount and per cent of increase in rates of pay of locomotive firemen, as a remit of the award of the hoard of arbitration, effective May 16, 1910. Engines under 18-inch cylinders. Engines, 8-wheel,' 18-inch cyl- inders. Class of service. Rate per day. Increase. Eate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. $2.50 2.55 2.75 2.55 2.50 2.50 2.65 2.90 $2.65 2.85 3.05 2.85 2.65 2.65 2.85 3.20 $0.15 .30 .30 .30 .15 .15 .30 .30 6.0 11.8 10.9 11.8 6.0 6,0 11.8 10.3 $2.60 2.60 2.76 2.60 2.60 2.60 2.60 2.90 82.65 2.90 3.05 2.90 2.65 2.65 2.90 3.20 $0.15 .30 .30 .30 .16 .16 .30 .30 6.0 11.5 10.9 11.6 Freight Way freight Stillwater line 6 Hudson helper 10 3 8-wlieeI, 19 to 21 inch cylinders. 8-wbeeI with trailer, G3. / Class of service. Rate per day. Increase. Eate per day. Increase. 1907 1910 Atnount. Per cent. 1907 1910 Amount. Per cent. Passeneer 12.60 2.60 2.76 2.60 2.60 2.60 2.60 2.90 $2.65 2.90 3.05 2.90 2.65 2.65 2.90 3.20 $0.16 .30 .30 .30 .15 .15 .30 .30 6.0 11.5 10.9 11.6 6.0 6.0 11.6 10.3 $2.65 2.76 2.95 2.75 2.66 2.65 2.75 2.90 $2.80 3.06 3.20 3.06 2. SO 2.80 3.05 3.20 $0.16 , .30 .25 . .30 .16 .16 .30 .30 5.7 Frei^t 10.9 "Wav frcdeht 8.5 Work and wreck 10.9 5.7 Stillwater line 6.7 Helper 10.9 10.3 6-wheel consolidated 18 to 19 inch cylinders. 6.-wheel consolidated 61 and G2 engines. Class of service. Bate per day. Increase. Eate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. J2.65 2.80 3.06 2.80 2.66 2.66 2.80 3.20 $2.80 3.10 3.35 3.10 2.80 2.80 3.10 3.50 $0.16 .30 .30 .30 .15 .15 .30 .30 5.7 10.7 . 9.8 10.7 6.7 6.7 10.7 9.4 $2.90 3.00 3.15 3.00 2.90 2.90 3.00 3.20 $3.05 3.30 3.45 3.30 3.06 3.05 3.30 3.50 $0.15 .30 .30 .30 ' .16 .16 .30 .30 5.2 Freight ... . .• 10.0 9.5 Work and wreck 10.0 6.2 Stillwater line 6.2 10.0 Hudson helper ; 9.4 6-wheel consolidated, 11. 10-wheeI, with trailer, 12. Class of service. Eate per day Increase. Eate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. Passeneer $2.90 3.(00 3.16 3.00 2.90 2.90 3.00 3.20 $3.05 3.30 3.46 3.30 3.05 3.05 3.30 3.50 $0.15 .30 .30 .30 .16 .15 .30 .30 6.2 10.0 9.5 10.0 5.2 5.2 10.0 9.4 $2.90 3.00 3.16 3.00 2.90 2.90 3.00 3.20 $3.05 3.30 3.46 3.30 3.05 3.05 3.30 3.60 $0.16 .30 .30 .30 .15 .15 .30 .30 5.2 Freight . 10.0 Wav freisht 9.5 10.0 Menomonie line 6.2 6.2 Helper 10.0 118 KAILROAD LABOR ARBITRATIONS. Amount and per cent of increase in rates of pdy of locomotive firemen,, as a result of the award of the board of arbitration, effective May 16, 1910 — Continued. Under 6-wlieel consolidated 18 by 24 cylinders, and 6-wlieel consolidated is by 24 cylinders or over. Class of service. Bate per day. Increase. 1907 1910 Amount. Per cent. Yardi S2.24 2.85 2.88 $2.49 2.90 3.13 to. 25 .25 .25 11.2 9.4 St. Paul, Mlmieapolls and Minnesota transfer 2 , 8.7 » Average rate for all yards and all engines. ^ Average rate lor all engines. Rates of pay per day of locomotive firemen. Class of service. Under IB- inch cyl- inders. 8-wheel, 18- inch cyl- inders. 1910 8-wheel, 19 to 21 inch cylinders. 1907 1910 8-wheel, with trailer G3. 1907 1910 Passenger 1 Freighti..... "Way freight ' "Work and wrecfc ' ' Menomonie line (day and night) 2 Stillwater line (day and night) 2 . . Helpers ' Hudson helper * $2.50 2.55 2.75 2. 55 2.50 2.50 2.55 2.90 $2.65 2.85 3.05 2.85 2.65 2.fi5 2.85 3.20 $2.50 2.60 2.75 2.60 2.50 2.50 2.60 2.90 $2.65 2.90 3.05 2.90 2.65 2.65 2.90 3.20 $2.50 2.60 2.75 2.60 2.50 2.50 2.60 2.90 $2.65 2.90 3.0s 2.90 2.65 2.65 2.90 3.20 $2.65 2.75 2.95 2.75 2.65 2.65 2.75 2.90 $2,80 3.05 3.20 3.05 2.80 2.80 3.05 3.20 Class of service. 6-wheel con- solidated, 18tol9inch cylinders. 1907 1910 6-wheel con- solidated, Gl and G2. 1907 1910 6-wheel con- solidated, II. 1907 1910 10-wheel, with trailer 12. 1907 1910 Freight Wayfreighti Work and freight ' Menomonie line (day and night) 2 Stillwater line (day and night)' . . Helpers s Hudson helper « $2.65 2.80 3.05 2.80 2.65 2.65 2.80 3.20 $2.80 3.10 3.35 3.10 2.80 2.80 3.10 3.50 $2.90 3.00 3.15 3.00 2.90 2.90 3; 00 3.20 $3.05 3.30 3.45 3.30 3.05 3.05 3.30 3.50 $2.90 3.00 3.15 3.00 2.90 2.90 3.00 3.20 $3.05 3.30 3.45 3.30 3.05 3.05 3.30 3.50 $2.90 3.00 3.15 3.00 2.90 2.90 3.00 3.20 $3.05 3.30 3.45 3.30 3.05 3.05 3.30 3.50 Switch and transfer service. [Per day of 10 hours or less.] Under 6- wheel con- solidated, 18 by 24 cylinder. 6-wheel con- solidated, 18 by 24 cylinder or over. 1907 1910 1907 1910 First-class yards Other yards Itasca transfer St. Paul, Minneapolis, and Minnesota transfer $2.25 2.15 2.50 2.75 $2.50 2.40 2.75 3.00 $2.30 2.25 2.80 3.00 $2.55 2.50 3.05 3.25 1 Per 100 miles or less, 10 hours or less; overtime or overmiles paid for pro rata. ! These rates include all overtime, s Per day of 10 hours or less. < Per day of 12 hours or less. EAILEOAD LABOE AEBITEATIONS. 119 CHICAGO TEEMINAL TEANSFEE EAILEOAD CO.* The table next presented shows the rates of pay to locomotive firemen in effect on the Chicago Terminal Transfer Railroad before and after the arbitration award of 1910, together with the amount and per cent of advances in rates made by that awa,rd. Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the award of the hoard of arbitration, effective May 16, 1910. Class of Service. Rate per day. 1907 1912 Increase. Amount. Percent. Suburban passenger: Engines under 18-inch cylinders... Engines 18-inch cylinders and over Switching Transfer : Work train ■ $2.25 2.50 2.25 2.50 2.25 S2.40 2.65 2.60 2.75 2.55 i0.15 .15 .25 .25 .30 6.7 '6.0 11.1 10.0 13.3 Rates of pay of locomotive firemen. Class of service. Suburban passenger: Under 18-inoh cylinders. . . 18-incb oylindei's, and over Switching Transfer Work train ' Per day of 100 miles or less; overtime pro rata. 2 Per day of 10 hours or less; overtime pro rata after 10 hours. Note.— Exception to rates shown for 1912: Firemen firing engines 1966 to 1971, inclusive, allowed $2.75 p^ day of 10 hours or less in any service; overtime pro rata, plus 30 minutes before leaving and 30 minutes after arrival to prepare engine for service. Firemen working the night yard engine used in switching and making up trains at Whiting allowed J2.75 per day of 10 hours or less; overtime, pro rata. Now known as the Baltimore & Ohio Chicago Terminal Eaihroad Co. 120 EAILEOAD LABOR ARBITRATIONS. COLORADO & SOUTHERN RAILWAY CO. The table which follows sets forth the amount and per cent of increase in rates of pay granted -to locomotive firemen by the award of the arbitration board. The showing is made according to principal branches of services and different types of locomotives. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Class of service. Rate per day. 1907 1911 Increase. Amount. Per cent. Passenger, minimum rate: Engines, under 18-inch cylinders Engines, 18-ineh cylinders and over Central City run , South Park division: 100 valley miles 44 mountain miles Clear Creek district, all classes narrow gauge engines Freight: 8-wheel, 10-wheel, and Mogul engines, cylinders 18 inches and under, and engines 309 to 319, inclusive Engines from 320 to 331, inclusive, and consolidated engines from 400 to 429, inclusive Consolidated engines 461 to 456, inclusive, 600 to 649, in- clusive South Park division— 85 valley miles 44 mouBtain miles Clear Creek district, all classes narrow gauge engines South Park division — Work train Specified runs Denver and Morrison run , All other runs (except work trains) Switching: Leadville yards Another yards Hostlers..; T S2.25 2.60 2.60 2.25 2.25 2.60 2.60 2.'89 ^r25 2.31 2.31 2.89 2.40 ,2.50 2.65 2.31 2.50 2.25 a. 25 i$2.40 12.65 2.76 2.40 2.40 2.75 2.90 3.19 3.55 2.61 2.61 3:19 2.70 2.80 2.95 2.61 2.75 2.50 2.30 $0.15 .16 .15 .16 .16 .15 .30 6.7 6.0 5.8 6.7 6.7 11.5 10.4 13.0 13.0 10.4 12.6 12.0 11.3 13.0 10.0 11.1 20.0 1 With the following exceptions in 1911: On simple locomotives having cylinders '24 inches or over in diameter and on compound locomotives weighing 216,000 pounds or more on (uivers in all classes of service, firemen paid 13.75 per 100 miles or less. ' Bate per hour. EAILEOAD LABOE AEBITBATI0N8. Rates of pay of locomotive firemen. 121 Class of service. Rate. Remarks. 1907 1911 Switching service, all yards, except LeadviUe. Passenger, minimum rate: Locomotives under 18-inch cylinders Locomotives 18-inch cylinders and over. Freight service: 8-wheel, 10-wheel, and Mogul en- gines, cylinders 18 inches and un- der; and locomotives from 309 to 319, inclusive. Locomotives from 320 to 331, inclu- sive. Consolidated locomotives from 400 to 429, inclusive. Consolidated locomotives, 451 to 465, inclusive. Consolidated locomotives, 600 to . 649, inclusive. Consolidated locomotives, 520 to 531, inclusive. $2.25 2.25 2.50 2.60 2.89 2.89 3.26 3.35 3.39 .25 2.89 2.60 2.60 2.25 2.25 2.31 2.31 2.40 2.31 2.50 2.50 2.65 2.25 2.25 2.26 2.60 $2.50 12.40 12.66 2 2.90 3.19 3.19 3.56 3.66 3.65 .30 3.19 2.75 2.75 2.40 2.40 2.61 2.61 2.70 2.61 2.80 2.80 2.96 2.60 2.50 2.60 2.76 4.00 Overtime pro rata after 10 hours, except at LeadviUe. These rates not applicable in Clear Creek dls- , trict. Do. 100 miles or less; overtime pro rata; standard- gauge service only. For 100 miles or less, overtime pro rata after 10 hours. Do. Do. Do. Do. Clear Creek district, all classes narrow- gauge engines: Mileage and overtime as per tabulated schedule. Do. For 100 miles or less, overtime after 11 hours. South Park division, passenger service: 3 100 vallev miles Overtime pro rata after 8 hours. 44 mountain miles * South Park division^ freight service: 3 Do. Do. Do. Work-train firemen ._ All other runs (except work trains) . . Como to London mme, round trip . . overtime pro rata after 10 hours. Overtime pro rata after 8 hours. Overtime pro rata after 10 hours. Do. Denver and Morrison run Overtime pro rata. Bwitching service: Overtime pro rata after 10 hours. Do. Do. Do. All classes of service. Mallet engines Do. 1 With the foUowmg exceptions in 1911: On simple locomotives having cylinders 24 inches or over iii diameter, and on compound locomotives weighing 216,000 pounds or more on drivers. In all classes of service firemen receive 13.76 per 100 miles or less. « Firemen in local or way freight service under the rates fixed in 1911 paid a diilerential of 25 cents per day over the rate paid on the same class of engines in through freight service, except Mallet type engms. In 1911 firemen oii regular work trains allowed full time as per class locomotives used at the class freight rates, less 25 cents, respectively. .. .„„, . i, . mn^. „,„™to in loti 3 Overtime paid on fil districts of South Park division at 28.5 cents per hour m 1907, pro rata m 1911. DULUTH, SOXJTH SHORE & ATLANTIC RAILWAY CO. AND MINERAL RANGE RAILROAD CO. The advances in rates of pay awarded to firemen on this railway by the board of arbitration are briefly summarized below. The varia- tions m the percentages of mcrease m the different classes of service were due to the various classes of locomotives used m each branch of the service. Increase per day. •^ Per cent. Passenger service i n 9 tn n 8 Time-freight and work-train service - q 1 tn 10 7 Snowplow and local service 11 6 Switcning service.. , g" j^ Hostlers .' 122 EAILBOAD LABOB AlffilTBATIOSTS. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arUtraUon, effect^mt May 16, 1910. Passenger. Time freight. Clasa of engine. Eate per day. Increase. Rate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. Standard less than 18 by 24. ... 12.30 2.50 2.50 2.65 2.80 ?2.45 2.65 2.65 2.80 2.95 f0.15 .15 .15 .15 .15 6.5 6.0 6.0 S.7 5.4 $2.55 2.55 2.70 2.75 2.95 $2.85 2.86 3.00 3.05 3.25 SO. 30 .30 .30 .30 .30 11.8 11.8 Mogul and 10-wheel, 18 by 24 or 11.1 Consolidations weighing 140,000 pounds or less on drivers . 10.9 Consolidations weighing 140,000 pnnnds or "l^TP n" nT'^'flTS. . . 10.2 Snowplow and local. Work train. Class of engine. Eate per day. Increase. Eate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. Standard less than 18 by 24 Standard, 18 by 24 or larger S2.80 2.80 2.95 3.00 3.20 $3.10 3.10 3.25 3.30 3.60 80.30 .30 .30 .30 .30 10.7 10.7 10.2 10. » 9.4 $2.55 2.55 2.70 2.75 2.95 $2.86 2.85 3.00 3.06 3.25 $0.30 .30 .30 .30 .30 11.8 11.8 Mogul and 10-wheel, 18 by 24 or larger . . ' . 11.1 Consolidations weighing 140,000 10.9 pounds or more on driyers 10.2 Switching. Hostlers. Class of engine. Eate per day. Increase. Eate per day. Increase. ' 1907 1910 Amoimt. Per cent. 1907 1910 Amount. Per cent. All engines. $2.15 $2.40 SO. 25 11.6 $2.75 $3.00 $0.25 9.1 Note. — Trains 53, 54, 63, 64, and designated traveling switch engines receive an extra compensation of 8 cents a day. Rates of pay per day of locomotive firemen.^ Class of engine. Passenger. Time freight. Snow plow and local. Work trains. Switching. Hostlers. 1907 1910 1907 1910 1907 1910 1907 1910 1 1907 1910 1907 1910 Standard, less than 18 by 24. $2. 30 2. .TO 2.50 2.66 2.80 $2.45 2.65 2.66 2.80 2.95 $2.55 2.55 2.70- 2.75 2.95 $2.85 2.85 3.00 3.06 3.26 $2.80 3.80 2.95 3.00 3.20 $3.10 3.10 3.25 3.30 3.60 $2.55 's2 S."i Standard, 18 by 24, or larger. Mogul and 10-wheel, 18 by 2.56 2.70 2.75 2.95 2.86 3.00 3.05 3.25 Consolidations weighing 140,000 pounds or less on drivers Consolidations weighing 140,000 pounds or more on drivers All engines $2.16 $2. 40- $2.75 $3.00 1 100 miles or less, 10 hours or less, constitute a day's work in road service; overtime computed on basis of 10 miles per hour. In switching service, 10 hours constitute a day's work; overtime after first ,20 minutes at the same rate. Hostlers 12 hours per day.. Note.— Trains 63, 64, 63, 64 and designated traveling switch engines receive an extra oompensatiom of 8 cents per day. RAILBOAD LABOE AE.BITEATIONS. 123 EL PASO & SOUTHWESTERN SYSTEM, I By the application of the award of the arbitration board on this railroad, passenger train firemen were advanced 9.1 per cent on the Douglas and Benson division for a day of 100 miles or less, and on the Douglas and Tucumcari division 12.7 per cent. In freight serv- ice the rate of increase awarded to engines of the Decapod type was 14.5 per cent per day of 100 miles. In helper service the rate of in- crease was slightly more, or 14.9 per cent. Firemen on work trains were advanced 7.4 per cent per month, and on switching or yard engines 8.3 per cent. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Class of service. Rate per— Pay. Increase. IQOfi 1912 Amount. Per cent. Passenger: 100 miles or less... do $2.75 2.75 3.45 125.00 12.1.00 3.52 3.36 105.00 90.00 S3. 00 3.10 3.95 134.00 134.00 3.82 3.85 112.80 97.50 $0. 26 .35 .50 9.00 9.00 .30 .50 7.80 7.50 12.7 do Branch runs: Month 7.2 Tombstone and Fairbank do 7 2 Day 8.6 Helper ... do 14 9 Month 7.4 Switching, or yard do 8.3 Rates of pay of locomotive firemen. Class of service. Rate per — Pay. Overtime. 1908 1912 1906 1912 Passenger: i 100 miles or less... 100 miles $2.76 2.75 3.30 •$3.00 3.10 Prelglit:! AH classes of engines except Decapods, western division. 100 miles or less... do 3.75 ' Ail classes of engines except Decapods, eastern division. . District between Duran and Carrizozo .....Vio do do 3.26 "'3.'45' 126.00 125.00 3.52 3.35 105.00 90.00 3.56 3.95 134.00 134.00 8 3:82 3.85 112.80 97.60 Brancli runs: Month 10.35 .35 .26S (10) (4) do (6) A & S M ' Day ' (B) do (10) WnrV train Month" do (18) (18) ' Miles in excess ef 100, pro rata. ' Except district between Duran and Carrizozo. • 12 hours or less constitute a day. • Overtime pro rata after 12 hours. '14 hours or less constitute a day. • Overtime after 14 heurs, pro rata. ' 66 miles or less constitute a day. ' 10 hours or less constitute a day. ' Overtime pro rata after 10 hours. " Overtime after 12 hours at road rates. _ , ,, i . jj-*. » 11.1 " 26 working days, 12 hours for a day. If called to work Sunday, paid pro rata m addition to monthly pay; overtime after 12 hours, at same ratio. 1" 11 hours or less constitute a day. u Overtime, pro rata. 124 RAILROAD LABOR ARBITRATIONS. FORT WORTH & DENVER CITY RAILWAY CO. Firemen on the Fort Worth & Denver City Railwav had their rates advanced by the arbitration board award on all passenger engines, except the consolidation type, from 5.9 to 6.4 per cent. On consolidation locomotives the rates of increase awarded were 17 and 20.8 per cent, according to size of cylinders. In through and local freight service firemen's rates of pay were advanced 30 cents a day, or from, 8.6 to 11.3 per cent as applied to the various types of engines. The daily rate to firemen on work trains was increased from $2.40 to $2.70, or 12.5 per cent, and on switching engines from $2.15 to $2.50, or 16.3 per cent. Day hostlers received an increase of 9.4 per cent, and night hostlers 8.8 per cent. Amount and per cent of increase in rates of pay of loaymotive firemen, as a result of the award of the board of arbitration, effective May 16, 1910. Passenger. Through freight. Local freight. Class of engine. Kate per day. Increase. Bate per day. Increase. Bate per day. Increase. 1^ s a < i ■H 1 S S i 4* 1 8-wlieel engines, 17 and 18 S2.35 2.50 2.55 2.65 2.65 $2.50 2.65 2.70 3.10 3.20 $0.15 .15 .15 .45 .55 6.4 6.0 5.9 17.0 20.8 $2.65 2.80 2.90 3.10 3.30 $2.95 3.10 3.20 3.40 3.60 $0.30 .30 .30 .30 .30 11.3 10.7 10.3 9.7 9.1 $2.85 3.00 3.10 3.30 3.50 $3.15 3.30 3.40 3.60 3.80 $0.30 .30 .30 .30 .30 10.6 10-wheel engines, 18 and 19 10.0 lO-wheel, 20-inch cylinders 9.7 Consolidation 'engines, 20 by 28 inch cylinders Consolidation engines, 22 by 28 inch cylinders 9.1 8.6 Rate per— Pay. Increase. s 1907 1911 Amount. Per cent. Work train De V..... "$2.40 2.15 80.00 85.00 $2.70 2.50 87.50 92.50 $0.30 .35 7.50 7.50 12.5 Switch engtae.exfeept Fort Worth Hostlers: Day 16.3 M( )nth 9.4 Night .do 8.8 1 ■ Fort Worth, $2.25 per day, 1907. Rates of pay of locomotive firemen. Class of engine. Passenger (per day).i Through freight (per day).! Local freight (per day).! 1907 1911 1907 1911 1907 1911 $2.35 2.50 2.55 2.65. 2.65 $2.60 2.65 2.70 3.10 3.20 2.60 $2.65 2.80 2.90 3.10 3.30 $2.95 3.10 3.20 3.40 3.60 3.05 $2.85 3.00 3.10 3.30 ' 3.50 $3.16 10-wheel engines, 18 and 19 inch cylinders 3.30 3.40 3.60 Consolidation "Engines', 22 by 28 inch cylinders 3.80 3.26 1 100 miles or 10 hours constitute a day's work. EAILBOAD LABOB ARBITRATIONS. Rates of pay of locomotive engineers — Continued. 125 Class ol serVioe. Rate per— Pay. Overtime.' 1907 , 1911 1907 1911 S2.40 2.15 80.00 85.00 $2.70 2.50 87.50 92.50 10.25 10.27 (») Switch engine, except Fort Worth 2 Hostlers: * Day do Month Night do 1 10 hours or less constitute a day. 11 called upon to work Sunday, paid pro rata in addition to regular pay; > Fort Worth, $2.25 per day, 1907. • Alter 10 hours pro rata. < 12 hours or less constitute a day's worls. GULF, COLORADO & SANTA FE RAILWAY CO. On the Gijlf, Colorado & Santa Fe Railway, as can be seen from the foUowmg table, the rates of pay after the appHcation of the award of the arbitration board were 6 to 6.7 per cent higher for fire- men in passenger service; 4.9 to 5.5 per cent higher in through- freight service; 6 per cent higher on work trains; and more than 11 per cent higher in yard service. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Class of servioe. Kate per day. 1903 1911 Increase. Amount. Percent, Engines less than tS-inch cylinders Engines 18-inch cylinders or over (and less than 24-inch, 1911) Freight:' Engines 100,000 pounds or less on drivers Engines weighii^ more than 100,000 and less than 120,000 ' pqimds on drivers Engines weigUng 120^000 pounds or more on drivers Work or construction trams Switching: Yards in group 1 Other yards $2.25 .2.50 2.75 2.90 3.06 2.50 2.25 2.15 $2.40 2.65 2.90 3.05 3.20 2.65 2.50 2.40 $0.15 .15 .15 .15 .15 .15 .25 .26 6.7 6.0 S.2 4.9 6.0 11.1 11.6 ' On all local freight runs an allowance of 0.3 cent per mile additional to rates shown. Note.— Mixed nms paid through freight rates according to class of engines. , Rates of pay of locomotive firemen. Class of service. Rate per- Pay. 1903 Overtime per hour. 1903 Engines, less than lo-mcn cylinders Engines, 18-inch cylinders or over (and less than 24-inch, 1911). Engines, 24-inch cylinders or over 'freight;',' Engines, 100,000 pounds or less on drivers Engines, weighing more than 100,000 pounds and less than 120,000 pounds on drivers Engines, weighing 120,000 pounds or more on drivers Engines, 24-inch cylinders or over Work or construction trains Siptohing: Yards in group 1 Other yards 100 miles or less.. -do. .do. $2.25 2.60 -do. .do. do do 10 hours or less. 2.75 2.90 3.05 .do. .do. Day.. 2.50 2.25 2.15 2.75 $2.40 2.65 3.75 2.90 3.05 3.20 3.75 2.65 2.50 2.40 2.90 $0. 225 .25 .276 .29 .306 .225 .215 $0.24 .266 .375 .29 .305 .32 .375 .265 .25 .24 ' ' On'amo™aHreight^uM an aUowance of 0.3 cent per mile additional to rates shown. Mixed runs paid through freight rates according to class of engine. 126 BAILBOAD LABOE ABBITBATIONS. HOUSTON EAST & WEST TEXAS BAIL WAY CO. AND HOUSTON & SHBEVE- POBT RAILROAD CO. On the Houston East & West Texas Railway and on the Houston & Shreveport Railroad rates of pay to passenger train firemen were advanced, according to classes oi engines, from 6 to 6.7 per cent by the award of the arbitration board. On coal-burning locomotivea rates were increased 11.5 per cent in freight service and 12.2 per cent in work-train service. The rates of increase to firemen on oil-burning engines in both of these branches of service were one-half of those for' coal burners. Firemen in first-class yards had their daily compen- sation increased 11.1 per cent and in other yards 11.6 per cent. Amount and per cent of increase in rates of pay of locomotive firemen, as a resuU of the award of the board of arbitration, effective May 16, 1910. Class of service. Eate per day. Increase. 1907 1910 Amount. Per cent. Passenger: $2.25 2.50 } 2.62 2.50 1 2.45 2.25 2.15 S2.40 2.65 / 2.77 \ 2.92 2.65 / 2.60 \ 2.75 2.50 2.40 10.15 .15 .15 .30 .15 .15 .30 .25 .25 6 7 Freight: 5 7 Coal 11.5 Mixed trains 6 Work trains: - Oil 6.1 Coal ■ 12 2 Vard: 11.1 Other 11.6 Rates of pay of locomotive firemen. Class of service. Bate per day. Overtime, per hour. 1907 1910 1907 1910 Passenger: i Engines having cylinders under 18 inches in diameter Engines having cylinders 18 inches and over in diameter . . . Freirtit:! 2 $2. 25 2 2.50 2 2.62 2 2.62 2 2.50 12.45 12.45 12.25 12.15 1.50 2 $2. 40 22.65 2 2.77 2 2.92 2 2.65 12.60 ' 12.75 12.60 12.40 1.50 SO. 25 .25 .28 .26 .25 .245 .245 .225 .215 SO. 24 -.265 277 Coal .292 Mixed trains .265 Work trains: Oil .26 Coal .• . . . .275 Yard: First-class ■ .250 Other .240 > Minimum rate. 2 100 miles or less. 110 hours or less. HOUSTON & TEXAS CENTRAL RAILROAD CO. In the following table the effect of the application of the award of tKe arbitration board on the Houston & Texas Central Railroad may be readily seen and no detailed explanation or comment is necessary. EAILROAD LABOB ABBITBATIONS. 127 Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Class of service. Engines under 18-lneh cylinders Engines IB-inch cylinders and over. Freight: Oil-burning engines Coal-burning engines Mixed trains, Lampasas branch Work train: Oil-bmning engines ,. Coal-burning engines Yard: First-class Second-class Firemen used as hostlers Ennis & Waxahachie short run: * Under 18-inch cylinder engines Over 18-inch cylinder engines Bate per day. 1907 82.25 2.50 2.70 2.45 2.45 2.25 2.15 190.00 2.25 1910 $2.40 2.65 2.85 3.00 2.75 2.60 2.75 2.50 2.40 •'97.50 2.40 2.65 Increase. Amount. SO. 15 .15 .15 .30 .30 .15 .30 .25 .25 7.50 .15 .40 Per oent. 6.7 6.0 5.6 11.1 12.2 6.1 12.2 11.1 11.6 &3 6.7 17.8 1 Per month. Rates of pay of locomotive firemen. Class ot service. Rate per day. 1907 1910 Overtime, per hour. 1907 •1910 Passenger:! Engines with cylinders under 18 inches in diameter Engines with cylinders 18 inches in diameter Freight; Oil-burning engines Coal-burning engines ■. Mixed trains (paid freight rates), Lampasas branch Work trains: Dil-buming engines Coal-burning engines Yard: First-class yard Second-class yard Firemen used as hostlers Ennis- Waxahachie short run; Under 18-inch cylinder engines Over 18-inch cylinder engines 2 $2. 25 2 2.50 2 2.70 2 2.70 2 2.46 >2.45 S2.45 «2.25 8 2.15 * 90. 00 2.25 2.25 2 $2. 40 2 2.65 2 2.85 2 3.00 2 2.75 «2.60 '2.76 »2.50 3 2.40 * 97. 50 2.40 2.66 SO. 25 .25 .30 .30 .24 .246 .246 .225 .215 $0.24 .265 .285 .30 .275 .26 .275 .25 .24 .22 .22 .24 .265 ' Rates given are for short runs where compensation on a mileage basis does not exceed the r^tes given. Where mileage basis exceeds the rates given, mileage basis applies ; 100 miles or less constitute a day's work. Twenty-two miles per hour basis for computing overtime where time on trip averages less than 22 miles per hour. 2 One hundred miles or less. » Ten hours or less. 'Per month. ILLIl^OIS CENTRAL EAILROAD CO. The following series of tables shows in great detail the effect of the application of the arbitration board award on the Illinois Central Railroad. In addition to the various branches of train service a further classification is made according to rates paid in the different classes of train service on main and branch hues. TJie comparison of rates before and after the arbitration board award is principally of value for the details shown and there are no unusual features which require comment or explanation. 128 RAILROAD LABOR ARBITRATIOWS. Amount and per cent of increase in rates of pay of locomotive firemen as a resuU of the award of the board of arbitration, effective May 16, 1910. MAIN LINE. • Passenger. Freight. Class of engine. Rate per mile. Increase. Rate per mile. Increase. . 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. Paoiflo, 1031 class, 22J-lnoli cylinders . Cents. 2.50 2.50 2.50 2.50 2.25 Cents. 2.85 2.80 2.75 2.70 2.45 Cents. 0.35 .30 .25 .20 .20 14.0 12.0 10.0 8.0 8.9 Cents Cents Cents. Atlantic, 1001 class, 20-incli cylinders. lO-wheel, 2001 class, 195-inchcylinders. Other classes of 18 and 19 inch cylinders Other classesless than 18-inchoylinders Consolidation, 801 class 3.15 3.01 3.00 3.00 2.95 2.90 2.90 2.75 2.65 2.63 3.45 3.31 3.30 3.30 3.25 3.20 3.20 3.05 2.95 2.93 0.30 .30 .30 .30 .30 .30 .30 .30 .30 .30 9.5 10.0 10.0 Consolidation and 12-wheel, 639 and 640 classes Consolidation, 641 class Mogul, 541 class 10 2 10-wheel, 1 class > 10.3 10 3 Consolidation, 601 class 10-wheel and Mogul, 301 and 401 classes. 10-wheel and Mogul, 18-iach cylinders. 11 3 All 8-wheel; also, 10-wheel and Mogul, Mixed. Localfreight. Class of engine. Rate per mile. Increase. Rate per mile. Increase. 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. Consolidation, 801 class Cents. 2.56 ,2.56 2.56 2.56 2.56 2.56 2.56 2.56 2.48 2.46 Cents. 2.86 2.86 2.86 2.86 2.86 2.86 2.86 2.86 2.78 2.76 • Cents. 0.30- .30 .30 .30 .30 .30 .30 .30 .30 .30 11.7 11.7 11.7 11.7 11.7 11.7 11.7 11.7 12.1 12.2 Cents. 3.15 3.01 3.00 3.00 2.95 2.90 2.90 2.86 2.78 2.76 Cents. 3.70 3.56 3.55 3.55 3.50 3.45 3.45 3.16 3.08 3.06 Cents. 0.55 .55 .55 .55 .55 .55 .65 .30 .30 .30 17.5 18 3 Consolidation and 12-wheel, 639 and 640 classes Mogul, 541 class 18 6 10-wheel 1 class i 19.0 19 Consolidation, 601 class 10-wheel and Mogiil, 301 and 401 10-wheel and Mogul, 18-inchoylinders. Alls-wheel; also, 10-wheel and Mogul, UTider 18-iTioh oyliTidftrs 10.8 10 9 Class of engine. Work and helper. Rate per mile. 1907 1912 Increase. Amount. Per cent. Work train. Rate per mile. 1907 1912 Increase. Amount. Per cent. Consolidation, 801 class Consolidation and 12-wheel, 639 and 640 classes Consolidation, 641 class Consolidation, 651 class . . .•» Mogul, 641 class 10-wheel, 1 class Consolidation, 601 class 10-wheel and Mogul, 301 and 401 classes , 10-wheel and Mogul, 18-iQch cylinders. All 8-wheel; also, 10-wheel and Mogul, \ under 18-inch cylinders Cents. 2.70 2.70 2.61 2.61 2.55 2.55 2.61 2.36 2.36 2.36 Cents. 3.00 3.00 2.91 2.91 2.85 2.85 2.91 2.06 2.66 2.66 Cents. 0.30 .30 .30 .30 .30 .30 .30 11.1 11.1 11.5 11.5 11.8 11.8 11.5 12.7 12.7 12.7 Cents. 2.90 2.76 2.75 2.75 2.70 2.65 2.65 2.50 2.40 2.38 Cents. 3.20 3.06 3,05 3.05 3.00 2.95 2.-95 2.80 2.70 2.68 Cents. 0.30 .30 10.3 10.9 10.9 10.9 11.1 11. S 11.3 12.0 n.s 12.6 BAILKOAD LABOB AEBITRATIONS. 129 Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the hoard of arbitration, effective May 16, 1910 — Continued. ~ BRANCH LINE Passenger. Freight. Class of engine. Rate per mile. Increase. Rate per mile. Increase. / 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. Paoiflo. 1031 class, 22J-inoli cylinders . Cents. 2.35 2.35 2.35 2.35 2.25 Cents. 2.70 2.69 2.60 2.55 2.45 Cents. 0.35 .30 .25 .20 .20 14.9 12.8 10.6 8.5 8.9 Cents. Cents. Cents. Atlantic, 1001 class, 20-incli cylinders. nOiwheel, 2001 class , 195-inclLoylinders . _X»ttier classes ol.lSand 19 inch cylinders , *6iSier classes less than 18-inch cylinders 'Consolidation, 801 class 3.00 2.86- 2.85 '2.85 2.80 2.75 2.75 2.60 2.53 2.51 3.30 3.16 3.15 3.15 3.10 3.05 3.05 2.90 2.83 2.81 0.30 .30 .30 .30 .30 .30 .30 .30 .30 .30 10.0 10.5 10.5 10.5 10.7 10.9 *Gcmsolidation and 12-wheel, 639 and ft * 640 classes .' (©msolidatlon, 641 class . . . .' " Consolidation, 651 class . IMoEul. 541c1ms ' ' lO^wIieel, 1 dass CJoBsolidation, 601 class it>-wU,eeland Mogul, 301 and 401 classes 11 5 ■ ■ lOtwheel and Mogul , IS-inch cylinders . All Srwheel; also, lO-wheel and Mogul, under 18-inch, cylinders 12 Local freight. Wort and helper. Class of engine. Rate per mile. Increase. Rate per mile. Increase. 1907 1912 Amount. Per cent. 1907 1912 Amount. Per cent. (ViTiRniidf^t-i'^Ti sni nl^vs . . Cents. 3.00 2.86 2.85 2.85 2.80 2.75 -2.75 2.71 2.63 }2.61 Cents. 3.55 3.41 3.40 3.40 3.35 3.30 3.30 3.01 2.93 2.91 Cents. 0.55 .55 .55 .55 .55 .55 .55 .30 .30 .30 18.3 19.2 19.3 19.3 19.6 20.0 20.0 11.1 11.4 11. sj Cents. 2.55 2.55 2.46 2.46 2.40 2.40 2.46 2.31 2.31 12.21 2 2.31 Cents. 2.85 2.85 2.76 2.76 2.70 2.70 2.76 2.61 2.61 •2.51 2 2.61 Cents. 0.30 .30 .30 .30 .30 .30 .30 .30 .30 1.30 2.30 11 8 Consolidation and 12-wlieel, 639 and 640 classes 11 8 12 2 Consolidation, 651 class , 12 2 12.5 lO-wheel, 1 clasSi '. 12 5 12.2 lO-wheel and Mogul, 301 and 401 classes Alls-wheel; also, lO^wheel and Mogul, 13.0 13.0 113.6 2 13.0 Work tram. Class of engine. Rate per mile. Increase, ^ 1907 1912 Amount. Per cent. Cents. 2.75 2.61 2.60 2.60 2.55 2.50 2.50 2.35 2.28 2.26 Cents. 3.05 2.91 2.90 2.90 2.85 2.80 2.80 2.65 2.58 2.56 Cents. 0.30 .30 .30 .30 .30 .30 .30 .30 .30 .30 10.9 Consolidation and 12-wheel, 639 and 640 class es 11.5 11.5 11.5 Moenil 541 class 11.8 12.0 12.0 lO-wheel and Mogul, 301 and 401 olasse 10-wheel and Mogul, 18-inch cylinders All 8-wheel; also, 10-wheel and Mogul, ■12.8 13.2 h cylinder 13.2 1 8-wheel. Mixed service, freight rates. 51393°— S. Doc. 493,«4r-l- s Mogul or 10-wheel. 130 KAILBOAD LABOR ARBITRATIONS. Amount and per cent of increase in rates of pay of locomotive firemen as_ a result of (he award of the board of arbitration, effective May 16, 1910 — Continued. BRANCH LINE— Continued. Class of service. Rate per — Pay. Increase. 1912 Amount. Per cent. , Switching: Chicago, Eist St. Louis, New Orleans, MempMsi, Louisville, Cairo, Mounds, and Council BluSs. , AH other yards Incline: Henderson and Majors, McClain and Evansville. lull snow plow Suburban: i " Average (Chicago runs) New Orleans Irregular suburban or passenger Day. do do Hour Round trip . Day do $2.25 2.15 2.15 .35 .79 2.39 2.30 $2.50 2.40 2.45 .83 13.00 2.45 $0.25 .25 .30 .05 .04 ' .61 .15 11.1 11.6 14.0 14.3 S.1 25.5 6.5 1 10 hours or less actual service. Overtime pro rata.. Rates of pay per mile of locomotive fifeimen. MAIN LINE. Class of engine. Passenger. Freight. Mixed. Local freight. Work and helper. Work train. 1 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 19128 Pacific, 1031 class, 22§-inch Cents. 2.50 2.50 2.50 2.50 2.25 CenU. 2.85 2.80 2.75 2.70 2.45 CenU. Cents. Cents. Cents. Cents. Cents. Cents. Cents. CerUs. Cents. Atlantic, 1001 class, 20-inch cylinders lD-w!teel,2001class,19i-inoh Other .classes of. 18 and 19 inch cylinders Other classes less than 18- iilch cylinders GbnsoUdation, 801 class*... 3.15 3.01 3.00 3.00 2.95- 2.90 3.45 3.31 3.30 3.30 3.25 3.20 3.20 3.05 2.96 2.93 3.75 2.56 2.56 2.56 2.56 2.56 2.56 2.66 2.56 2.48 2.46 2.86 2.86 2.86 2.86 2.86 2.86 2.86 2.86 2.78 2.76 3.75 3.15 3.01 3.00 3.00 2.95 2.90 2.90 2.86 2.78 2.76 3.70 3.56 3.55 3.55 3.50 3.45 3.45 3.16 3.08 3.06 4.00 2,70 2.70 2.61 2.61 2.55 2.55 2.61 2.36 2.36 2.36 3.00 3.00, 2.91 2.91 2.85 2.85 2.91 2.66 2.66 2.66 3.75 2.90 2.76 2.75 2.75 2.70 2.65 2.65 2.50 2.40 2.38 3.20 Consolidation and 12-wheel, 639 and 640 classes 3.06 3.05 Consolidation, 651 class Mogul, 541 class.. . . 3.06 3.00 10-wheel, 1 class 2.95 Consolidation, 601 class. . : . 10-wheel and Mogul, 301 and 2.90 2.76 2.65 2.63 2.95 2.80 10-wheel and Mogul, 18-inch. a 70 All 8-wheel; also 10-wheel and Mogul under 18-ineh. Mikado, 1601 class 2.68 3.75 , 1 Bates applicable when the mileage of a work train or he(per engine exceeds 100 miles per trip. 2 Freight rates, work-train service. Not;e:.— Basis ol day's work 100 miles or less. Overtime paid for pro rata at the rate 0! 10 miles per boui. EAILEOAD LABOE AEBITRATIONS. 131 Rate of pay per mile of locomotive firemen. BRANCH LINE. Class of engine. Pacific, 1031 class, 22i-inch cylinders Atlantic, 1001 class, 20-lnoli cylinders. .. . 10-wlieel, 2001 class, lOJ-inch cylinders . . , Other classes of 18 and 19 inch cylinders. . Other classes less than 18-inch cylinders. Consolidation,. 801 class Consolidation and 12-wheel, 639 and 640 Consolidation, 641 class Gonsolidation, 651 class Jlogul, S41 class lO-wheel , 1 class Consolidation, 601 class : 10-wheel and Mogal, 301 and 401 classes.. -lO-wheel and Mogul, 18-inch All 8-wheel, also 10-wheel and Mogul under 18-lnch. Mikado, 1601 class Passenger. Cents. 2.35 2.35 2.35 2.35 2.-26 Cents. 2.70 2.65 2.60 2.55 2.45 Freight. ' 1907 1912 3.00 2.86 2.85 2.85 2.80 2.75 2.75 2.60 2.53 2.51 Cents. 3.30 3.16 3.15 3.15 3.10 3.05 3.05 2.90 2.83 2.81 3.75 Local freight. 1907 19J2 Cents. 3.00 2.86 2.85 2.85 2.80 2.75 2.75 2.71 2.63 2.61 Cents. 3.55 3.41 3.40 3.40 3.35, 3.30 .3.30 3.01 2.93 2.91 4.00 Work and helper. 1907 1912 Cents. 2.55 2.55 2.46 2.46 2.40 2.40 2.46 2.31 2.31 rs2.21 V<2.31 Cents. 2.85 2.85 2.76 2.76 2.70 2.70 2.76 2.61 2.61 8 2.61 <2.61 3.75 Work train, i 1907 19122 Cents. 2.75 2.61 2.60 2.60 2.65 2.50 2.50 2.35 2.28 k26 Cents. 3.05 2.91 2.90 2.90 2.^ 2.80 2.80 2.«5 2.58 2.56 3.7S Class of service. ^ Eateper- Pay. 1907 1912 Basis of day's work, 1907 and 1912. I Overtime, 1907 and 1912. Batching: Chicago, East St. Iiouis, New Orleans, Memphis, ",-, Louisville, Cairo, Mounds, and Council BIuhs. , jUl other yards ". bicline: Henderson and Majors, McClain and Evansville. . . lull snow plow Snhurban; ' Chicago to Sixty-seventh Street and return Chicago to South Chicago and return Chicago to Grand Crossmg and return Chicago to Kensington and return Chicago to Harvey and return Chicago to Homewood and return Chicago to Flossmoor and return , .-..- Chicago to Blue Island and return Kensington to Blue Island and return Chicago to Bumside and return Chicago to West Pullman and return Woodlawn to Flossmoor and return New Orleans Day. ..do. ..do.., Hour., Trip.. ..do.., ..do.., ..do.., do... ..do., ..do., ..do.. ..do., ..do.. do., ,do.. Day.. Irregular suburban or passenger. -do., S2.25 2.15 2.15 .35 .61 .76 .61 .76 .89 1.01 1.09 .89 .41 .75 .83 .83 2.30 S2.50 2.40 2.45 .40 .65 .65 .80 .94 1.07 1.15 .94 .43 .79 3.00 10 hours.. ...do ..do 10 hours or less. ..do ...do ...do ...do ..do ...do ...do ...do ...do ...do ...do 10 hours or less act- ual serv- ice. 100 miles or less, 10 hours or less. Prorata. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. » Rates applicable when the mileage of a work train or helper engme exceeds 100 miles per trip. 'Freight, rates, work-train service. « 8-wheel. 1 i * Mogul or 10-wheel. nS^*-bS1s of'^4 wo?k 100 miles or less. Overtime paid for pro rata at the rate of 10 miles per hour. INTERNATIONAL & GREAT NORTHERN RAILWAY CO. Passenger train firemen on the International & Great Northern Railway, as can be seen from the table below had their rates of pay advanced by the arbitration board from 6 to 6.7 per cent. On coa|- buminK locomotives firemen in through freight service received an increase m rates of 10.5 to 11.1 per cent according to class of engme; in local freight service an advance of 9.2 to 9 8 per cent; ifl. con- struction and work train service an advance of 12.5 per cent^nd in, switching service an advance of more than 11 per cent. When oil-burning locomotives were in use the increases m rates of pay granted were one-half of those allowed on locomotives which used 132 EAILKOAD LABOR ARBITRATIONS. coal as fuel. Hostlers had their monthly rates of pay increased to the amount of |7r50, or 8.6 per cent. Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the aw'ard of the board of arbitration, effective May 16, 1910. ^ Class of service. Bate per day. Increase. 1907 1910 Amount. Per cent. Passenger: 82.25 2.50 2.70 2.70 2.85 2.85 3.05 3.05 3.05 3.06 3.25 3.25 2.40 2.40 2.25 2.15 1 87. 50 12.40 2.65 2.85 3.00 3.00 3.15 ' 3.20 3.35 3.20 3.35 3.40 3.55 2.55 2.70 2.50 2.40 105.00 $0.15 .15 .15 .30 .15 .30 .15 .30 .15 .30 .15 .30 .15 .30 .25 .26 - 7.50 ' 6.7 6.0 Througli freight: Engines, IB-inch cylinders and under— Oil 5.6 Coal i 11.1 Engines, 19-inch cylinders- Oil 5.3 Coal ' 10.5 Engmes, 20-inch cylinders — Oil 4.9 Coal V 9.8 Local freight: ^gines, 19-inch cylinders or under^ Oil 4.9 Coal 9.8 Engines, 2&-inch cylinders— Oil • 4.6 Coal 9.2 Construction or work train: Oil ^ Coal T. 6.3 12.5 Switch engine: Pirst-class yards 11.1 11.6 Hostlers 8L6 1 Bate per month. Rates of pay of locomotive fi/retnen. Class of service. Rate per day. Overtime par hour. 1907 1910 1907 1910 Passenger:! $2.25 2.60. '2.70 2.70 2.85 2.85 3.05 3.05 3.05 3.05 3.26 3.25 2.40 2.40 2.25 2.15 6 2.15 S2.15 8 87. 50 $2.40 2.65 2.85 3.00 3.00 3.15 3.20 3.35 3.20 3.35 3.40 3.55 2.55 2.70 2.50 2.40 5 2.55 6 2.70 '95.00 $0.30 .30 .27 .27 .285 .285 .305 .305 .305 .305 .325 .325 .25 .26 .25 .25 .25 .25 .25 10.40 Ti^Tig^Tiftfl' lR-inf>h nyliTiders anji nver , , . . . .40 Through freight service: i Engines with 18-lnch cylinders or under— Oil .285 Coal .30 Engines with 19-inch cylinders- • Oil .30 Coal .315 Engines with 20-inch cylinders- Oil .32 Coal '. .335 Looalfreight: 1 Engines with 19-inch cylinders or under— Oil .32 Coal .335 Engines with 20-inch cylinders- Oil , .34 Coal . . .355 Construction or work train: 2 Oil.: •- .255 Coal .27 Switch-engine firemen: 3 First-class yards , .25 .?5 .255 Pushto: ' Oil Coal .27 1.30 1 Basis of day's work, 100 miles or less. .■Basis of a day's worlr, 100 miles or less, 10 hours or less. • 10 hours or less, 1 day. • Hostlers acting as foremen receive $10 additional salary. ' Rate on "Austin pusher engine," 1910, "Pusher or helper engine," 1907. • Per month. ' After 12 hours. Note.— Firemen on light engines are paid as follows: 1907, 1910, section of passenger trains, rates. Section of freight trains, freight rates. KAILEOAD LABOB ABBITKATIONS. 133 KANSAS CITY SOUTHERN RAILWAY CO. Passenger train firemen on this railway, by the application of the award of the arbitration board, secured an advance of from 6 to 6.7 per cent in rates of pay on engines with cylinders less than 20 inches in diameter and of 12 per cent on engines with cylinders of a greater diameter than 20 inches. On coal-burning locomotives in through and local freight service rates of pay to firemen were increased from 9.2 to 11.5 per cent, according to the classification of engines, The advances on oil-burning locomotives in these classes of service were one-half of those made for coal burners. The rates in switching service were froni 11.1 to 11.6 per cent higher after application ot the award. To firemen in work train service an increase of 12.5 per cent was granted for coal-burning enginfes and of 10.9 per cent for engines which used oil as fuel. The pay of hostlers was advanced SIO a month by the arbitration award, which was equivalent to an increase of 14-3 per cent for hostlers on the day shift, and 13.3 per cent for those on the night shift. . Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration effective May 16, 1910. Passenger. Through freight. Class of engine. Kate per day. Increase. Bate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Per cent. Engines with cylinders 18 inches and under: $2.25 2.25 2.60 2.60 2.50 2.50 $2.40 2.40 2.65 2.65 2.80 2.80 $0.15 .15 .15 .15 .30 .30 6.7 6.7 6.0 6.0 12.0 12.0 Oil " Engines with cylinders 18 to 20 inches: Oil Engines with cylinders over 20 inches: 'Oil All 8-wheel engines: Coal $2.60' 2.60 2.75 2.75 2.90 2.75 3.05 2.91 3.10 2.91 3.15 2.91 $2.90 2.75 3.05 2.90 3.20 2.90 3.35 3.06 3.40 3.06 3.45 3.06 JO. 30 .15 .30 .15 .30 .15 .30 .15 .30 .16 .30 .15 11.6 Oil 5.8 lO-wheel and Mogul engines, 19-inch cylinders and under: Coal 10.9 Oil 5.6 10-wheel engines, 20-inoh cylinders and over: Coal 10.3 Oil 6.5- Engines having cylinders 21 by 30 inches: Coal 9.8 -Oil 6.2 Consolidation engines, 22 by 28 inch cylinders: Coal 9.7 on 5.2 Consolidation engines, 22 by 30 inch oylinlders: ; Coal 9.6 ' Oil 6.2 134 RAILROAD LABOR ARBITRATIONS. Amount and per cent of increase in rales of pay of locomotive firemen as a result of tfie award of the board of arbitration effective May 16, 1910 — Continued. Local freight. Switching. Class of engine. Rate per day. Increase. Bate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. -Per cent. All 8-wheel engines: Coal . S2.85 2.85 2..85 2.85 3.00 2.86 3.15 2.99 3.20 2.99 3.25 2.99 $3.15 3.00 3.15 3.00 3.30 3.00 3.45 3.14 3.50 3.14 3.55 3.15 $0.30 .15 .30 .15 .30 .16 .30 .15 .30 .16 .30 .16 10.5 6.3 10.5 5.3 10.0 5.3 9.5 5.0 9.4 6.0 9.2 5.3 Oil KV-wheel and Mogul engines, 19-incli cylinders and under: Coal Oil 10-*heel engines, 20-inoli cylinders and over: Coal Oil : Engines having cylinders 21 by 30 inches: Coal Oil Consolidation engines, 22 by 28 inch cylinders: Coal Oil Consolidation engines, 22 by 30 inch cylinders: Oil Kansas City terminals- Coal $2.25 12.60 2.60 2.40 2.40 $0.26 .25 .26 .26 11.1 Oil ' 2.26 2.16 2.16 11.1 All other points- Coal 11.6 Oil 11.8 Breaking-in. Branch runs. Class of engine. Rate per day. Increase. Rate per day. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount. Percent. Breaklng-iu engines: 10 hours or over 5 hours, 100 miles or over 50 miles- Coal $2.35 2.35 $2.40 2.40 $0.05 .05 2.1 2.1 Oil All engines, branch service: Coal $2.50 2.60 $2.80 2.65 $0.30 .15 12.0 Oil 4 6.0 Work trains. Hostlers. Class of engine. Rate per day. Increase. Rate per month. Increase. 1907 1911 Amount. Per cent. 1907 1911 Amount Percent. EnglnM with cylinders 18 inches and under: ,• Coal S2.40 2.30 2.40 2.30 2.40 2.30 2.50 2.30 $2.70 2.55 2.70 2.55 2.70 2.66 2.80 2.55 $0.30 .26 .30 .26 .30 .25 .30 .25 12.5 10.9 12.5 10.9 12.6 10.9 12.0 10.9 ofl ::::;: Coal Oil Engines with cylinders over 20 inches: Coal Oil ■ -, ■ Oojsolidation engines, 22 by 28 inch .OH All engines: Day hostlers- Coal $70.00 70.00 76.00 76.00 $80.00 80.00 85.00 86 O'^ $10.00 10.00 10.00 10.00 14.3 Oil 14.3 Night hostlers- Coal 13.3 oil 13.3 RAILROAD LABOR ARBITRATIONS, Rates of pay per day of locomotive firemen. 135 Class of engine. Passenger, Thioughfreight. Local freight. Switching. 1907 1911 1907 1911 1907 1911 1907 1911 Engines witli cylinders— , 16 by 24- Coal $2.25 2.25 2.25 2.26 2.50 2.50 2.50 2.50 ■2.50 2.50 2.50 . 2.50 .2.60 2.50 2.60 2.60 2.50 2.50 2.50 2.50 $2.40 2.40 2.40 2.40 ■ 2.65 2.66 2.65 2.65 '2.65 2.65 2.65 2.65 2.80 2.80 2.8,0 2.80 2.80 2.80 2.80 2.80 Oil '*'"■•• 17by24- • Coal Oil 18 by 24- Coal Oil ''X't: Oil 19 by 26— Coal Oil 20 by 26- Coal.; , Oil..... 2lbyaO— Coal 22 by 28— Oil 22 by 30- Coal Oil 24 by 28— Oil >■■* All S-wlieel engines : Coal $2.60 2.6« 2.75 2.76 2.90 2.76 3.15 2.91 $2.90 2.75 3.05 2.90 3.20 2.90 4.00 4.00 3.35 ' 3.06 3.40 3.06 3.45 3.06 $2.85 2.85 2.85 2.85 3.00 2.85 3.25 2.99 3.15 2.99 3.20 2.99 3.25 2.99 $3.15 3.00 3.15 3.00 3.30 3.00 Oil 10-wheel and Mogul engines, 19-inch Coal : , Oil ;..... 10-wheel engines, 20-inch cylinders Coal , Oil Compounds: Coal Oil Mallet: Coal ' 4.00 4.00 3.45 3.14 3.60 3.14 3.55 3.15 Oil Engines having cylinders 21 by 30: Coal.... . 3.05 2.91 3.10 2.91 3.15 2.91 OH ' 22 by 28 inch cylinders- Oil ; 22 by 30 inch cylinders- Switch engines: . Coal.... $2.26 2.25 2.15 2.15 $2.50 Oil . . 2.50 All other points — 2.40 on 2.40 136 " BAILEOAD LABOR ARBITRATIONS. Rates of pay per day of locomotive firemen— Continned: ^ Breaking'in. Branch runs. Work trains. Hostlers. 1907 1911 1907 1911 1907 1911 1907 1911 Engines with cylinders— 16 by 24— Coal $2.40 2.30 2.40 2.30 2.40 2.30 2.40 2.30 2.40 2.30 2.40 2.30 2.40 2.30 2.50 2.30 2.50 2.30 $2.70 2.55 2.70 2.55 2.70 2.55 2.70 2.55 2.70 . 2.55 2.70 2.55 2.70 2.55 2.80 2.55 2.80 2.55 - Oil 17 by 24-- Coal Oil 18 by 24— Oil ■ 19 by 24— Coal Oil .... 19 by 26— Oil 20 by 26— Coal Oil • 21 by 30— Coal . Oil -, 22 by 28 inch cylinders- Oil Coal Breaking-in engines : 10 hoursor over 5 hours, 100 miles or over 50 miles — Coal J2.35 2.35 J2.40 2.40 Oil. All engines: Branch service- Coal $2.50 2.50 $2.80 2.65 - Oil Hostlers- Day- 1 $70.00 '70.00 175.00 175.00 }' $80.00 Oil Night- Coal }j 85.00 ,Oil 1 ?er month. MISSOURI, KANSAS & TEXAS RAILWAY CO. AND MISSOURI, KANSAS & TEXAS RAILWAY CO. OF TEXAS. In the following table a comparison is made of the rates of pay of locomotive firemen before and after the award of the arbitration board. The comparisons, it will be noted, are mainly on the basis. of the rate of pay per mile for the different branches of service and for the various classes of engines arranged according to the diameter of cylinders. In switching service, a comparison for firemen on the basis of a daily rate is shown, and for hostlers the comparison is made on a monthly compensation basis. Th« percentages of increase in rates are about the usual advances which resulted from the applica- tion of the award of the board of arbitration. The detailed Gom- parison follows. EAILEOAD LABOR AEBITBATIONS. 137 Amount and per cent of increase in rates of pay of locoTnotive firemm, as a result of the award of the board of arbitration, effective May 16, 1910. Class of service. Engines, under 18-inoli cylinders Engines, Ig-inch cylinders and under 20-inch Engines, 20-inch cylinders and over Througli freight:, On 8- wheel engines . . 7. On 10-wheel and Mogul engines, 19-inch cylinders and under. On 10-wheel and Mogul engines, over 19- inch cylinders. On consolidation engines, 20 hy 28 inch cylinders. On consolidation engines, 21 by 26 and 20 by 30 inch cylinders. On consolidation engines, 22 by 28 inch - cylinders. Way freight and mixed trains; OB engines 19-inoh cylinders and under On engines over 19-inch cylinders except consolidation engines 22 by 28. On consolidation engines, 22 by 28 inch cylinders. Work trains Switching: First-class yards. .' All other yards Hostlers: Day Night. Dennison Hill engine Rate per — Mile... ....do. -...do. ..do. ..do. ..-.do. ....do. .-..do. ....do. .-..do -...do do. Day... .do. .do. Month . -.-.do. Day... Pay. 1909 $0. 0225 . 0250 .0250 .0265 .0280 .0290 .0295 .0300 .0310 .0290 .0300 .0325 2.40 " 2.25 2.15 7,7. 50 82.50 2.50 1912 $0. 0240 .0265 ■ . 0280 .0296 .0310 .0320 .0325 .0330 .0340 .0320 .0330 .0355 2.70 2.50 2.40 85.00 90.00 2.80 -Increase. Amount 10.0015 .0015 .0030 .0030 .0030 .0030 .0030 .0030 .0030 .0030 .0030 .30 .26 .25 7.50 7.60 Per cent. 6.7 6.0 12.0 11. S 10.7 10.3 10.2 10.0 9.7 10.3 10.0 12.6 11.1 11.6 9.7 9.1 12.0 Rates of pay of locomotive firemen. Class of service. Rate pel^ Pay. 1909 1912 Overtime. .1909 Engines, under 18-inch cylinders Engines, 18-lnch cylinders and over Through freight: On S-wheel engines On 10-wheel and mogul engines, 19-inch cylin- ders and under On 10-wheel and mogul engines, over 19-inch cylinders On consolidation engines, 20 by 26 inch cylinders. On consolidation engines, 21 by 26 and 20 by 30 inch cylinders On consolidation engines, 22 by 28 inch cylinders. Way freight and mixed train: On engines 19-inch cylinders and under ; On engines over 19-moh cylinders, except consoli-i dation engines, 22 by 28 On consolidation engines, 22 by 28 inch cylinders . Work train .' Switching:' First-class yards Second-class yards Hostlers: Day Night Dennison HUl engine Mile . ...do. -do. .do. .do. -do. .do. .do. .do ..do..., ..do..., Day.... .do., .do. Month . ..do.... Day.... ..do.... JO. 0225 .0250 .0265 .0280 .0290 .0300 .0310 .0290 .0300 .0325 2.40 2.26 2.16 77.50 82.60 2.60 2.50 $0.0240 j S.0265 \ 1.0280 .0295 .0310 .0320 .0326 .0330 .0340 .0355 2.70 2.50 2.40 85.00 90.00 2.80 2.80 0) (') (?) (') (•) h (') (') ' 100 miles or less constitute a day. Road overtime computed on a basis of 20 miles per hour, and paid for pro rata at mileage rates on basis of 10 miles for each hour earned. No road overtmie allowed until 6 hours are consumed. 2 100 miles or less constitute a day. Road overtime computed on basis of 20 miles per hour, and paid pro rata at mileage rates oh basis of 10 miles for each hour earned. ' 18 and 19 inch cylinders. * 20-inch cylinders and over. » 100 miles or less, 10 hours or less constitute a day. Road overtime allowed on basis of 10 miles per hour. ' 10 hours or less constitute a day; overtime pro rata; 30 minutes constitute the first hour. ' Overtime after 12 hours. « Overtime after 10 hours . •Not allowed. 138 KAILEOAD LABOB AEBITEATIONS- MISSOURI PACIFIC RAILWAY CO. AND ST. LOUIS, SOUTHERN RAILWAY CO. IRON MOUNTAIN Fer month; 12 hours or less constitute a day's work. EAILEOAD LABOR AEBITEATIONS. Rates of pay of locomotive firemen. 139 Class of service. Per 100 miles. 1907 1911 Overtime per hour. 1907 1911 Passenger: S-wneel engines, oylinders under 18 inches 8 and 10 wheel engines, 18 and 19 inch oylinders 8 and 10 wheel engines, over 19-inoh oylmders Through freight: g-wheel engines '. Mogul and 10-wheel engines, 19-inch cylinders or less Consolidation and 10-wheel engines, 20 by 24 inch oylinders. Consolidation and 10-wheel engines, 19i by 28 inch cylinders. Consolidation engines, 22 by 30 inch cylinders ; 12-wheel engines, 21 by 32 inch-cylinders Local freight: 8-wheeI engines Moguls and lO-wheel engines, 19-inch oylinders or less Consolidation and lO-wHeel engines, 20 by 24 inch cylinders. Consolidation and 10-wheel engines, 194 by 28 inch cylinders. Consolidation engines, 22 by 30 inch cylinders ...'. 12-wheel engines, 21 by 32 inch cylinders . i Work and helper Switch: First-class yards Second-class yards Hostlers: ■ Night service Day-service .^ 12.25 2.50 2.65 2.65 2.80 2.90 3.05 3.25 3.30 2.85 3.00 3.10 3.25 3.45 3.50 12.40 12.25 12.15 2 80.00 2 75. 00 S2.40 2.65 2.80 2.95 3.10 3.20 3.35 3.55 3.60 3.15 3.30 3.40 3.56 3.75 3.80 12.70 12.50 12.40 2 87. 60 2 82. 60-, 80.25 .25 .265 .265 .28 .29 .305 .325 .33 .285 .30 .31 .325 .345 .35 .25 .25 .25 $0.25 .265 .28 .295 .31 .32 .335 .355 .315 .33 .34 .355 .375 .38 .27 .25 .25 .25 .25 I - EXCEPTED LINES, 1913. The foUowing'rates were fixed in 1913 to apply on the lines specified for all engines: Arkansas Midland Railroad; Brinkley, Helena & Indian Bay Railroad; Little Bock & Monroe Railway; Farmerville & South- em Railroad: Mississippi River, Hamburg & Western Railway. Overtime per hour. Passenger Through freight Local or mixed freight Work Switch $0.24 .295 .315 .27 .24 1 Per day of 10 hours or less; overtime after 10 hours' service. « Per month; 12 hours or less oonstitutda day's work.- 140 BAILROAD LABOR AEBITBATIOWS. OREGON-WASHINGTON RAILROAD & NAVIGATION CO. A comparison of rates of pay to firemen on the Oregon- Washington Railroad & Navigation Co. before and after the award of the arbitra- tion board is made according to operating districts, branches of train service, and classes of engines. In all classes of service the increase in rates of pay as the result of the apphcation of the award of the board, except local freight service, were representative. The per- centage of increase in rates to firemen on local freight trains was some- what above the general showing for other railroads. The detailed comparison is as follows : Amount and per cent of increase in rates of pay of locomotive firemen as a result of {he award of the hoard of arbitration, effective May 16, 1910. Class of engine. Umatilla and Huntington. Passenger. Rate per ' day. Increase. Through freight. Kate per day. Increase. o a Local freight. Rate per day. Increase. 8-wheel: Coal Oil 8- wheel, 16 and 17 by 24; Coal Oil 8-wheel, 18 by 26: Coal Oil Mogul: Coal Oil 10-wheel, 18 by 24: Coal Oil..' 10-wheel, 19 by 24: Coal....' Oil 10-wheel, 20 by 24: Coal Oil ^.. 10-wheel, 20 by 26: Coal Oil 10-wheel compound: Coal Oil .' Pacific, simple and com- pound: Coal Oil Consolidation, 20 by 24: Coal Oil Consolidation, 19 by 30: Coal Oil Consolidation, simple and compound: Coal Oil $2.40 2.50 12.70 2.70 2.70 2.90 2.90 2.90 2.90 3.05 3.05 3.05 S2.S5 2.65 12.85 2.85 2.85 3.05 3.05 3.05 3.05 3.20 3.20 3.20 $0.15 .15 .15 .15 .15 .15 .15 .15 .15 .15 .15 .15 6.3 6.0 -5.6 5.6 5.6 5.2 5.2 5.2 5.2 4.9 4.9 4.9 $2.65 r$2.95 I 2.80 $0.30 .15 11.3 5.7 }$2.65{' 12.80 2.80 2.80 3.00 3.00 3.00 3.00 3.15 3.15 3.15 3.10 2.95 13.10 12.95 f 3.10 \2.95 { ( 3.30 \3.15 f 3.30 \3.15 I 3.30 \3.15 3.30 3.15 3.45 3.30 f 3.45 \ 3.30 / 3.45 \ 3.30 10.7 5.4 10.7 5.4 10.7 5.4 10.0 5.0 10.0 6.0 10.0 5.0 10.0 5.0 9.5 9.5 4.8 9.5 4.8 }i2.80 } 2.80 } 2.80 \ 3.00 } 3.00 }- \ 3.00 \ 3.15 } 3.15 } 3.15 3.33 3.20 ( 3.35 \3.20 3.55 40 $3.20 3.05 $0.55 .40 3.55 3.40 3.55 3.40 3.55 3.40 3.70 3.55 3.70 3.55 3.70 3.55 .55 20.8 15.1 19.6 14.3 19.6 14.3 19.6 14.3 18.3 13.3 18.3 13.3 18.3 13.3 18.3 13.3 17.5 12.7 17.8 12.7 17. S 12.7 > Average rate for all districts. eailroad labor aebitbations. 141 Amount and per cent of increase in rates of -pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910 — Continued. All rfther districts. Passenger. > Through freight. Local freight. Class of engine. Rate per day. Increase. Bate per day. Increase. Bate per day. Increase. 1 s ! 1 1 i 1 1 OS 1 B Lower rate applies on single trip between La Grande and PendletoB. 144 RAILROAD LABOR ARBITRATIONS. Rates of pay per day of locomotive firemen — Continued. Class of engine. PASSENGEE SERVICE.l 8- wheel: 16 and 17 by 24 inch cylinders ■ 18 by 26 incli cylinders Mogul 2 Do. lO-wheel: 18 by 24 inch cylinders '. . . 19 by 24 inch cylinders 20 by 24 inch cylinders : 20 by 26 inch cylinders Compound , Pacific, simple and compound Consolidation: 20 by 24 inch cylinders y 19 by 30 inch cylinders Simple and compound Simple Mikado Mallet Umatilla tod Huntington- 1907 S2.40 2.J0 2.65 2.75 2.70 2.70 2.90 2.90 2.90 2.90 3.05 3.05 1911 $2.55 2.65 2.80 2.90 2.85 2.85 3.05 3.05 3.05 3.05 3.20 3.20 3.20 3.20 3.20 4.00 All other districtB. 1907 $2.40 2.50 2.65 2.65 2.65 2.80 2.80 2.80 2.80 2.95 2.95 2.95 1911 S2.55 2.65 2.80 2.80 2.80 2.9S 2.95 2.95 2.95 3.10 3.10 3.10 3.10 3,10 4.00 Coal. Oil. Class of engine. 1911 1907 1911 WOEK-TRAIN SERVICE.' 8-wheel Mogul* Do 10-wheel, 112 and 130 class « Do 10-wheel , 136, 170, 179, and 190 class ' Do Consolidated * j Do 82.40 2,50 2.00 2.50 2.65 2.65 2.75 2.80 2.90 $2.70 2.80 2.90 2.80 2.85 2.95 3.05 3.10 3.20 $2.40 2.60 2.60 2.50 2.65 2.66 2.75 2.80 2.90 S2.SS 2.65 2.75 2.65, 2.70 2,80 3.90 2.95 3.05 1907 1911 SWITCHING SEII,VICE.6 First-class yards ; Second-class yards -^ Star buck. Grange City , and Eiparia switch engines Switch engines used outside of yard limits for other than switching service S2.25 2.16 2.66 2.65 $2.50 2.40 2.90 2.90 Class of service. Rate per — 1907 1911 Overtime. SNOWPLOW. Rotary snowplow: Coal ' Oil When detailed for locomotive snowplow service per day of 24 hours, all classes of engines: Coal Oil Day" -do'. Eamela & Pleasant Valley: Coal Oil Tdocoset single-drewed: ' Coal Oil Mallet engines : , Month'. Day' do9 100 milesor less S3. 16 3.15 2.66 2.65 86.00 86.00 2.90 2.90 $3.45 3.30 2.80 94.08 89.50 3.20 3.05 4.00 After 10 hours. Do. Pro rata. Do. Do. Do. Do. 1 Basis of day's work, 1910, 10 hours or less, 100 miles or less; 1907, 100 miles or less. Overtime pro rata. 2 Lower rate applies on single trip between La Grande and Pendleton. » Per day of 100 miles or less, 10 hours or less; overtime pro rata. « Higher rate to apply between Huntington and Umatilla, and the lower rate over all other districts. » Per day of 10 hours or less; overtime pro rata, after 10 hours. • 10 hours or less constitute a day. ' Daily pro rata, 100 miles or less, 10 hours or less, constitute a day. • When double-crewed, same rate as Kamela and Pleasant Valley double crews. > 10 hours or less, 100 miles or less, constitute a day. RAILROAD LABOR ARBITRATIONS. 145 Rates of pay per day of locomotive firemen — Continued. Runs between ■- Albina and Maegley Junction Heppner lunotion and Heppner . Arlington and Condon Pendleton and Pilot Rock ; La Grande and Elgin Starbuck and Pomeroy £olfax and Moscow 'igierra Nevada Branch . '. ,Wallace and Burke Rate per- Month . do. do. do. do. do. ....do. do. do. Coal. 1907 S73. 50 73.50 87.50 70.50 70.50 75.75 77.50 87.60 87.50 1911 $82. 50 81.76 95.75 78.75 78.75 86.50 86.60 96.50 96.50 Oil. 1907 1911 $73.50 73.50 87.50 70.50 70.50 75.75 77.50 87.60 87.50 $78.00 77.65 91.65 74.65 74.85 82.00 82.00 92.00 92.00 ' Overtime after 10 hours. OREGON SHORT LINE RAILROAD CO. On the Oregon Short Line Railroad, as in the case of the Oregon- Washington Eaikoad & Navigation Co., the percentage of increase in rates paid to firemen in local freight train service are noteworthy. In other classes of services the changes in rates as the result of the award of the arbitration board are typical. A detailed comparison of rates of pay to firemen before and after the award, together with the amount and per cent of increase in rates as the result of the arbitration by branches of service and classes of locomotives is shown below. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Freight (except local). Local freight. Class of engine. Rate pw day. Increase. Rate per day. Increase. 1909 1911 Amount. Percent. 1909 1911 Amount. Per cent. S-wheel, simple, cylinders, 18 by 26 and 18| by 26 l$2.65 2.50 2.75 2.75 2.80 ■ 2.95 2.86 2.75 3.05 3.15 3.25 $2.95 2.80 3.05 3.05 3.10 3.25 3.15 3.05 3.35 3.45 3.55 $0.30 .30 .30 .30 .30 . .30 .30 .30 .30 .30 .30 11.3 12.0 10.9 10.9 10.7 10.2 10.5 10.9 9.8 9.5 9.2 $2.65 2.50 2.75 2.75 2.80 2.95 2.85 2.75 3.05 3.15 1 3.25 $3.20 3.05 3.30 3.30 3.35 3.50 3.40 3.30 3.60 3.70 3.80 $0.55 .55 .55 .55 .55 .65 .65 .66 .55 .55 .55 20.S 10-wheel, simple, cylinders, 18 by 24. Switch, cylinders, 18by26 andl9by 26 22.0 Switch, cylinders, 19 by 26, 20 by 26, and 21 by 26 20.0 10-wheel, simple, cylinders, 19i by 24 and 19J by 26 20.0 10-wheel, simple, cylinders, 19i by 24 and 20 by 26 19.6 10-wheel, simple, cylinders, 20 by 26 and 20 by 28 Mogul compound, cylinders, ISJ and 26by28.> 10-wheel simple, cylinders, 20 by 28. Atlantic, simple, cylinders, 20 by 28. Pacific, simpfe, cylinders, 22 by 28. . 12-wheel, simple, cylinders, 21 by 30. Consolidated: > Simple, cylinders, 21 by 28 Compound, cylinders, 16 and 27 19.3 20.0 18.0 , 17.5 Simple, cylinders, M by 32 and 22V30. 16.9 51393°— S. Doc. 493, 64r-l 10 146 BAILEOAD LABOE AEBITBATIONS. Amount and per cent of increase in rates of pay^ of locomotive firemen as a result of the award of the bofird of arbitration, effective May 16, 1910 — Continued. Passenger. Work and helper. Class ol engine. Bate per day. Increase. Bate per day. Increase. 1909 1911 Amount. Per cent. 1909 1911 Amount. Per cent. 8-wiieel, simple, cylinders, 18 by 26 and 188 by 26. p. 50 82.65 $0.15 6.0 $2.40 2.50 2.65 2.50 2.55 2.70 2.60 2.50 2.80 2.90 2.90 12.70 2.80 2.95 2.80 2.85 3.00 2.90. 2.80 3.10 3.20 3.20 $0.30 .30 .30 .30-, .30 .30 .30 .30 .30 .30 .30 1HB lO-iylieel, simple, oylmders, 18 by 24. Switch, cylinders, 18 by 26 and 19 by 12.0 Switch, cylmders,.19 by 26, 20 by 26, and 21 by 26 11.3 lO-wheel, simple, cylinders, 19i by 24 and 19J by 26 •- 2.65 2.70 I 2. 86 2.75 2.65 2.85 3.05 3.05 2.80 2.85 3.00 2.90 2.80 3.00 3.20 3.20 ' .15 .16 .15 .15 .15 .16 .16 .15 5.7 6.6 5.3 5.5 5.7 5.3 4.9 4.9 12.0 10-wheel, simple, cylinders, Igj by 24 and 20 by 26 ^1 11.8 10-wheel, simple, cylinder?, 20 by 26 ILl Mogul compound, cylinders, 15i and 10-wh«el, simple, cylinders, 20 by 28. Atlantic, simple, cylinders, 20 by 28. Pacific, simple, cylinders, 22 by 28. 12-wheel, simple, cylinders, 21 by 30. Consolidated: _ Simple, cylinders, 21 by 28 ■ ' Compound, cylinders, 16 and 27 , ' ' by30 11.5 12.0 10.7 10.4 ^ ' / .Simple, cylinders, 21 by 32 and 10.4 Switohing.i Snow plow. Hostlers. Class of engine. Bate per day. liacrease. Bate da^ per r-. Increase. Bate per day. ,Inorease. 1 1-1 s i i i .g < 1 S i .^ $2.53 $2.53 JO. DO 00.0 Snow plow: 'Eotary $3.25 2.75 (3.25 3.05 $0.00 .30 00.0 10.9 ..../ $2.90 $3.15 $0.26 8.6 1 Average lor all yards. Note.— On oil-burning engines in aiiy service but passenger and switching the rate fixed in 1910 is U Gsnts lower per 100 miles tiuSn the rate shown above. RAILROAD LABOR ARBITRATIONS. Rates 0/ pay of locomotive firemen.'- 147 Class of engine. rreight (except local). 1909 1911 liocal freight. 1909 1911 1909 1911 Work or helper. 1911 8-wheel, simple, cylinders, 18 by 26, 18«by26 '10-Tmeel, sample, cylinders, 18 by 24. Switch: Cylinders, 18 by 2«, 19 by 26 Cylinders, 19by26,20by26, 21by 10-whecl, simple: ' Cylinders, 19iby24, 19iby26.., Cylinders, 19t by 24, 20 by 26 . . . Cylinders, 20 by 26, 20 by 28 Mogul compound, cylinders, 15t, 26 "by 28 ;...., lO-wheel, simple, cylinders, 20 by 28. Atlantic, simple, cylinders, 20 by 28. 10-*heel, simple, cylinders, 22 by 28. Pacific, simple, cylinders, 22 by 2B.. 12-wheel, simple, cylinders, 21 by 30. Consolidation: Simple, cylinders, 21 by 28 Compound, cylinders, 16 and 27 , bv30 , Simple, cylinders, 21 by 32, 22 by 30 Hostlers" $2. 65 2.65 2.50 2.75 2.76 2.80 2.95 2.95 2.85 ' 2.75 3.05 3.15 3.IS1 3.15 3.25 2.90 $2.95 2.95 2.80 3.05 3.05 3.10 3.25 3.25 3.15 3.05 3.35 3.35 3.45 3.45 3.45 3.55 3.15 $2.65 2.65 2.50 2.75 2.75 2.80 2.95 2.95 2.80 2.75 3.05 3.15 3.15 3.15 3.25 $3.20 3.20 3.05 3.30 3.30 3.35 3.50 3.50 3.40 3.30 3.60 3.60 3.70 3.70 3.70 3.80 $2.60 2.50 $2.65 2.65 2.65 2.70 2.85 2.85 2.75 2.65 2.85 ■3.05 3.05 3.05 3.05 2.80 2.85 3.00 3.00 2.90 2.80 3.00 3.00 3.20 3.20 3.20 3.20 $2.40 2.40 2.50 2.65 2.50 2.65 2.70 2.70 2.60 2.60 2.80 2.90 2.90 2.90 2.90 $2.70 2.70 2.80 2.0s 2.80 2.85 3.00 3.CIP 2.gp 2.80 3.1P 3.10 3.20 3.20 3.20 3.20 Class of service. 1009 1911 Switching (overtime at one-tenth rate): ' Sale Lake, Focatello, Glenns ferry, and Montpelier yards s Other yards ' , Exception: Kenunerer and Cumberland yards on engines above the 661 class s.. Snow plow: Rotary plow* Wedge plow' 82. 50 2.50 2.60 3.25 2.75 $2.50 2.50 2.60 3.05 1 Bate per 100 miles, except as otherwise noted. \ ' Per day of 12 hours. ' ' Basis of a day's work, 10 hours or less. «, Basis of a day^s work, 12 hours, overtime after 12 hours, pro rata. » Basis of a day's work 100 miles, overtime after 10 hours. Note.— On oil-burning engines in any service but passenger and switching the rates fixed in 1910 are 15 cents lower per 100 miles than the rates shown above. PEORIA & PEKIN UNION RAILWAY CO. The Peoria & Pekin Union Railway employed firemen ia yard or construction service. As the residt of the award of the arbitration board they received advances in rates of pay of more than 11 per cent. As 10 hours constituted a day's work, the mcrease in terms of cents was 25 cents a day. Ammnt and per cent of increase in rates of pay of locomotive firemen, as a result of the award of the board of ariitration, effective May 16, 1910. Rate per hour. Increase. Class of service. 1907 1911 Amount. Per cent. $0,225 .215 .215 $0.25 .24 .24 $0,026 .025 .025' 11.1 11.6 u.e 1 10 hours constitute a day 's work. 148 EAILEOAD LABOK ARBITRATIONS. Rates of pay. of locomotive f/remen.- -Class of service. Rate per liour. ■ 1907 1911 Vard firemen in Peoria ^ ... $0,225 .215 .215 10. 2S Yard firemen in Pekin i .24 Firemen on construction i., . .24 .24 1 10 liours constitute a day's work. QUINCY, OMAHA & KANSAS CITY RAILROAD CO. As the result of the apphcation of the award of the arbitration board on the Quincy, Omaha & Kansas City Railroad, the daily rates of pay to locomotive firemen employed in passenger service, as can be readily seen from, the following table, were advanced 6.7 per cent; in through-freight service, 11.6 per cent; in way- freight service, 10.8 Ear cent; and in switching service, 12 per cent. The rates of pay to ostlers for a day of 12 hours were increased from $2.30 to $2.55, or 10.9 per cent. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. Class of service. Rate per 100 miles. 1909 1910 Increase. Amount. Percent. Freight. Way freight. . Switching Hostler 12.25 2.58 2.78 12.09 2 2.30 S2.40 2.88 3.08 12.34 2 2.B5 $0.15 .30 .30 .25 .25 a. 7 11.6 10.8 12.0 10.9 I Per day of 10 hours. 2 Per day of 12 hours. Rates of pay of locomotive fireman. Class of service. Rate per 100 miles. 1909 1910 $2.25 $2.40 Mixed, trains 2 55 Freight 2.58 2.78 12.09 2 2.30 3.88 Wav freight 3.08 '2.34 2 2. "55 1 Per day of 10 hours. ' Per day of 12 hours. ST. LOUIS & SAN FRANCISCO RAILROAD CO T^e following table, which sets forth in detail by branches of serv- ice and classes of engines the amount and per cent of increase in rates of pay granted to locomotive firemen as the result of the award of the arbitration board, requires no comment or explanation, and there are BAILBOAD LABOR ABBITRATIONS. 149 no unusual features to which attention needs to' be directed. The comparison in detail is as follows: Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the award of the board of arbitration, effective May 16, 1910. Class or service. Under IS-inch cylinders- Coal Oil '.'..'..'.'.'.'.' IS-inoh cylinders and over- Coal Oil Freight: 8-wheeI, all engines- Coal ■. 1 Oil ;;;!!!;!!;;■ lO-wheel, 18 and 19 inch cylinders- Coal .' Oil v.".'"/: 10-wheel (simple) 20-inoli and over, except 742 to 799 class- Coal Oil :;;;;: 10-wheel (simple) 775 to 799 class- Coal Oil ;;;; 10-wheel (compound) 742 to 774 class- Coal Oil... Consolidation, 20 by 24 inch cylinders- Coal : Oil Consolidation 20 by 28 inches and 21 by 28 inch cyllnders- ' Coal Oil Consolidation, 22 by 28 inch cylinders- Coal Oil Mine rim, all engines « Pusher or hill; all engines except Mallet: Coal J Oil. Rate per day. J907 1910 Work train: All engines except consolidation, 21 or 22 by 28 inch cyl- inders — V Coal Oil Consolidation, 21 or 22 by 28 inch cylinders — Coal Oil Ccpsolidation, 23 by 28 inch cylinders- Coal : Oil Switch or yard — all engines: First-class yards — Coal Oil Second-class yards- Coal Oil.... Engine dispatchers used or called from fireman ranks: Ba;y Night.. Branch runs: Scullin (mixed) Bonnerville (inixed) , $2. 2.5 2.50 '2.65 '2.80 2.90 2.95 3.05 2 2.90 «3.00 3.10 •2.60 2.40 2.50 2.70 2.25 2.25 2,40 2.55 2.65 $2.40 2.65 2.95 2.80 3.10 2.95 3.20 3.05 3.25 3.10 3.35 3.20 3.20 3.05 3.30 3.15 3.40 3.26 Increase. Amount. Percent, 2.65 2.70 2.55 2.80 2.65 3.00 2.85 2.50 2.40 2.60 2.65 3.10 2.95 $0.15 .15 .30 .15 ■3a, .15 .15 .25 ' Local freight in 1907, $3.10. i * Local freight m 1907, $3.25. ' ' Through freight rates, according to class of engine. Extra or through freight trains paid 33 cents per hour 1907, 36 cents per hoiu: 1910, for doing mme work. * Rate lor all engines, 1907. Note.— Local freight rates in 1910 fixed at 25 cents per 100 miles or less over tluough freight rates quoted above. 150 BAILBOAD LABOE ARBITRATIONS. Rates of pay of locomotive firemen. Class of engine. Under 18-inch cylinders . . IB-inch cylinders and over. 8-wheeI, all engine 10-wlieel: 18 and 19 inches Simple, 2()-inch and over, except 742 to 799 class. Simple, 775 to 799 class. Compoimd, 742 to 774 class. Gonsolidation: 20 hy 24 inches 20 by 28 and 21 by 28 inches. 22 by 28 inches 23 by 28 inches 24 inches and over, and 190,000 pounds' or more on drivers. pallet type 4JI engines .' All engines except MaUet. liallet type All engmes except con- solidation 21 or 22 by 28 inches. Consolidation: . 21 or 22 by 28 inches.. 23 by 28 inches 24 inches and over, and 190,000 pounds or more on drivers.. UlaJlettype All engines Fu:st-class yards. . . Second-class yards . Class of service. ....do Freight" ....do do do.... do.... ...do... ...do... ...do... ...do... ...do ... do Mine runs Pusher or hill . do Work .do. .do. ....do do Brealiingin Switch or yard. do Rate per day. 1907 S2.25 2.50 2 2.65 2 2.80 2.90 2.95 = 3.05 2.90 S3. 00 $2. 40 12. 40 5 2.50 1910 Coal. Oil 3.10 3.20 3.25 3.35 3.20 3.30 3.40 3.60 3.75 4.00 W 2.80 4.00 2.95 3.05 3^10 3.20 3.' 05 3.16 3.25 3.45 3.75 4.00 (<) 2.65 4.00 2.60 2.80 2.65 2.70 S.OOl 2.85 2.35 2.25 2.15 3.75 4.00 2.65 2.50 2.40 3.75 4.00 2.65 2.50 2.40 Overtime per hour. 1907 $0,225 .26 .266 .29 .295 .306 .290 .300 .310 .26 .27 .235 .225 .215 1910 Coal. Oil $0.24 .265 .325 .335 .32 .33 .34 .36 .375 .40 .28 .40 .27 .375 .40 .266 .26 .24 $0.24 .266 .28 .305 .310 .32 .305 .315 .326 .345 .375 .265 .40 .265 .265 .285 .375 .40 .25 .24 Basis of day's work. 100 miles or 1 Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. 10 hours or I Do. Do. Do. Do. Do. Do. Do. Do. Do. Class of service. Rate per — 1907 1910 Handling engines at terminals: ' Hour do .. $0.40 .36 .20 .30 2.25 '2.40 .26 . 2.60 2.55 2.65 $0.46 Springfield—, .40 Single trip do 26 Memphis and^Birmingham, round trip do .35 Engine dispatchers used or called from firemen's ranks: ' Day °7o 2 50 Nigiit 2.65 Xransferring engines at Springfield « Hour Day .35 Moving engmes to and from shops when held at any point on district terminal to receive or deliver an engine 2 75 Branch runs: Scullln (mixed) : '3 ID Bonnerville (mixed) : 2.95 ( ■ 1 Local freight rates in 1910 fixed at 25 cents per 100 miles or less over through freight rates quoted above. « tocal freight, 1907, $3.10. 5 Local freight, 1907, $3.25. * Through freight rates according to class of engine. Extra or through freight trains paid 33 cents per bour, 1907; 36 cents per hour, 1910, for doing mine work. ■' Kate for all engines, 1907. « Terminal overtime paid for this service in excess of 1 hour. '12 hours or less constitute a day's work. > Not less than 1 hour paid for any trip. BAILBOAD LABOR ARBITRATIONS. 151 SOUTHERN PACIFIC CO. — ^ATLANTIC SYSTEM. The table next submitted shows in an exhaustive way the result of the application of the award of the arbitration board on the Atlantic system of the Southern Pacific Co. A comparison of rates paid to locomotive firemen before and after the award is set forth according to the principal branches of train service and accord- ing to classifications of locomotives. The comparison, which requires no detailed comment or explanation, follows. ^ Amount and per cent of increase iri rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910. •■ Cylinders under 18 inches. Engines with cylinders 18 inches and over. * Class of service. Rate per day. Increase. Class A. Bate per day. Increase. 1907 1910 Amount. Per cent. 1907 1910 Amount. Per cent. Passenger: Average rate per speciflE Del Rlo-Sanderson distr Other main-line district Biancb passenger: Bagle Pass Branch drun let 13.40 2.25 2.25 1 67.50 3.10 1 67.50 1 67.50 $3.62 2.70 2.40 172.00 3.31 172.00 172.00 80.22 .46 .15 4.5G .21 4.50 4.50 6.6 20.0 6.7 6.7 6.8 6.7 6.7 $3.75 2.65 2.50 175.00 3.44 175.00 175.00 $3.97 2.84 2.65 79.50 3.65 79.50 79.50 SO. 22 .19 .15 4.50 .21 4.50 4.50 5.9 7 2 6 Wharton-PUacios Bran Eunloe-New Iberia Brai di ich.. . 6 6 Engines with cylinders 18 inches and over. Class B. Class C. Class of service. Rate per day. Increase. Rate per. day. Increase. 1907 1910 Amount; Per cent. 1907 1910 Amount. Per cent. Fassfinger: Average rate per specific Del Bio-Sanderson distr other main-line district Branch passenger: F'agf $3.6 1 2.9 5 2.7 }i7S.9 5 3.2 1 $3,80 7 3.12 5 3.01 4133.36 5 3.42 $0.19 .15 .26 5.3 5.1 9.5 Mixed and freiglit: Average rate per speci- fied branch run Do "76 3 18 13 4 44 18 6.2 6.1 4.42 .17 5.6 S.2 1 Rate per month. 152 BAILEOAD LABOR ARBITKATIOSTS. Amount and per cent of increase in rates of pay of locomotive firemen as a result offhe award of the hoard of arbitration, effective May 16, 1910 — Continued. Coal-burning loconiotlves. Class A. Class B. ■" Class C. Class of service. Rate per day. Increase. Rate per day. Increase. Rate per day. Increase. 1907 1910 1 a g 1907 1910 4^ o e s 1907 1910 1 1 1 Freight .service; average rate per specified run Helper service: Fort Hancock helper. . . Liberty helper 13.28 2.70 2.50 1 71.77 2.95 S3. 66 3.00 2.90 1S0.59 3.30 $0.38 .30 .40 $.82 .35 11.6 11.1 16.0 •12.3 11.9 $3.45 2.84 2.63 1 75.40 3.10 $3.83 3.14 3.03 $0.38 .30 .40 11.0 10.6 15.2 11.7 11.0 $3.61 2.97 2.75 178.94 3.25 $3.99 3.27 3.16 1 87.77 3.59 SO. 38 .30 .41 8.83 .34 10.5 10.1 14 9 Mixed and freight: Average rate per speci- fied branch run Do 1 84.19 8. 79 3.44, - :n 11.2 10 5 1 Rate per month. Rates of pay of locomotive firemen. Runs between- Cylihders under 18 inches (per day). 1907 1910 Engines with cylinders 18 inches and over (per day). Class A. 1907 1910 Class B. 1907 1910 Class C. 1907 1910 PASSENGEE. El Paso and Valentine Valentine and Sanderson Sanderson and Del Eio DelEio and San Antonio Eagle Pass and San Antonio SpofEord and San Antonio San Antonio and Houston San Antonio and Houston via Vic- toria San Antonio and Glidden San Antonio and Port Lavaca Glidden and Houston Victoria and Houston Cuero and Houston Beeville and Houston Houston and Galveston Houston and Galveston (same date double) Houston and La- Fayette -.. Houston and Echo. . .- Echo and La Fayette ; Beaumont and J acksonville Jacksonville and Dallas : La Fayette and -ilgiers-New Orleans Trip rates shown above made to ap- ply to agreed basis per 100 miles m passeiiger service as follows: Del Rio-Sanderson district Other main-line districts S3. 80 3.65 3.50 3.80 3.80 3.00 4.70 5.45 2.75 3.15 2.25 2.90 3.50 4.10 2.25 2.55 4.90 2.50 2.40 3.85 2.65 3.25 2.25 2.25 $4.05 3.88 3.70 4.05 4.03 3.19 5.04 5.81 2.93 3.38 2.40 3.07 3.74 4.37 2.40 2.74 5.23 2.65 2.57 4.13 2.83 3.48 2.70 2.40 S4.00 3.80 3.70 4.25 4.20 3.35 5.25 6.05 3.05 3.50 2.50 3.20 3.90 4.55 2.60 2.85 5.45 2.80 2.65 4.30 2.95 3.60 2.65 2.50 $4.24 4.03 3.91 4.48 4.45 3.52 5.57 6.41 3.23 3.74 2.65 3.39 4.13 4.82 2.65 3.02 5.78 2.94 2.84 4.56 3.13 3.84 2.84 2.65 $4.20 3.99 3.89 4.46 4.42 3.52 5.51 6.35 3.20 3.68 2.63 3.36 4.10 4.78 2.63 2.99 5.72 2.94 2.78 4.52 3.10 3.78 2.78 2.63 $4.44 4.22 4.09 4.69 4.66 3.69 5.83, 6.72 3.39 3.91 2.78 3.55 4.33 5.05 2.78 3.16 6.05 3.08 2.97 4.77 3.27 4.02 2.97J 2.77J S4.40 4.18 4.07 4.68 4.62 3.69 5.78 6.66 3.3B 3.85 2.75 3.52 4.29 5.01 2.75 3.14 6.00 3.08 2.92 4.73' 3.25 3.96 2.92 2.75 $4.64 4.41 4.28 4.90 4.87 7.02 3.54 4.09 2.90 3.71 4.52 5.28 2.90{ 3.31 6.32 3.22 3.10 4.99 3.42 4.21 3.11 2.90 EAILKOAD LABOE AEBITBATIOJfS. Rates of pay of locomotive firemen — Continued. 153 Runs between- PBEIGHT SESVICE.2 El Paso and Valentine Valentine and Sanderson.. . Sanderson and Del Eio Del Rio and San Antonio . . Eagle Pass and San Antonio San Antonio and Spoflord.. San Antonio and Gflidden . . Glidden and Houston GMden and Galveston San Antonio and Victoria. . Houston and Victoria Houston and Cuero Rosenberg and Victoria Houston and Galveston Houston and Galveston double Houston and Ecbo Houston and Beaumont Jacksonville and Dallas Jacksonville and Rockland. Rockland and Beaumont ' . Echo and La Fayette Lake Charies and La Fa- yette' La Fayette and Algiers La Fayette andMorgan City' Uorgan City and Algiers " HELPER' SERVICE. Fort Hancock helper Elberty helper Oil-burning locomotives (per day).. Class A. 19071 1910 S4.50 4.50 4. 25 4.60 4.60 3.60 3.30 2.60 3.50 2.90 3.30 4.05 2.60 2.60 3.10 2.90 ;.60 3.05 2.60 2.60 2.80 2.60 3.75 2.60 2.60 2.70 2.50 J4.74 4.73 4.45 4.85 4.85 3.85 3.50 2.75 3.71 3.08 3.49 4.29 2.75 2.75 3.30 3.05 2.75 3.25 2.75 2.75 2.94 2.75 3.99 2.75 2.75 2.85 2.75 Class B. S4.73 4.73 4.46 4.83 4.83 3.78 3.47 2.73 3.68 3.05 3.47 4.25 2.73 2.73 3.26 3.05 2.73 3.20 2.73 2.73 2.94 2.73 3.94 2.73 2.73 2.84 2.63 J4.97 4.95 4.67 5.08 5.08 4.03 3.67 2.88 3.89 3.22 3.66 4.49 2.88 2.88 3.46 3.20 2.88 3.40 2.88 2.88 4.18 2.88 2.88 Class C. 19071 1910 S4.95 4.95 4.68 5.06 5.06 3.96 3.63 2.86 3.85 3.19 3.63 4.46 2.86 3.41 3.19 2.86 3.36 2.86 2.86 3.08 2.86 4.13 2.86 2.86 2.97 2.75 15.19 5.18 4.88 5.31 5.31 4.21 3.83 3.01 4.06 3.37 3.82 4.70 3.01 3.01 3.61 3.34 3.01 3.55 3.01 3.01 3.01 4.36 3.01 3.01 3.12 3.01 Coal-burning locomotives (per day). Class A. «4.50 4.50 4.25 4.60 4.60 3.60 3.30 2.60 3.50 2.90 3.30 4.05 2.60 2.60 3.10 2.90 2.60 3.05 2.60 2.60 2.80 2.60 3.75 2.60 2.60 2.70 2.50 $4.98 4.96 4.66 5.10 5.10 4.05 3.68 2.90 3.92 3.25 3.68 4.52 2.90 2.90 3.48 3.22 2.90 3.42 2.90 2.90 3.10 2.90 4.21 2.90 2.90 3.00 2.90 Class ^. 19071 1910 $4.73 4.73 4.46 4.^3 4.83 3.78 3.47 2.73 3.68 3.05 3.47 4.25 2.73 2.73 3.26 3.05 2.73 3.20 2.73 2.73 2.94 2.73 3.94 2.73' 2.73 2.84 2.63 «5.21 5.18 4.87 5.33 5.33 4.23 3.85 3.03 4.09 3.-39 3.85 4.72 3.03 3.03 3.64 3.36 3.03 3.58 3.03 3.03 3.24 3.03 4.39 3.03 3.03 3.14 3.03 Class C. 19071 1910 S4.95 4.95 4.68 5.06 5.06 3.96 3.63 2.86 3.85 3.19 3.63 4.46 2.86 2.86 3.41 3.19 2.86 3.36 2.86 2.86 4.13 2.86 2.86 2.97 2.75 S5.43 5.41 5.09 5.56 5.56 4.41 4.02 3.16 4.27 3.54 4.01 4.92 3.16 3.16 3.79 3.51 3.16 3.73 3.16 3.16 3.16 4.58 3.16 3.16 3.27 3.16 Branch service. Cylinders under 18 inches (per month). 1907' 1910 Engines with cylinders IS inches and over (per month). Class A. 1907 « 1910 Class B. 1907 ' 1910 Class C. 1907 1 1910 PASSENGER SERVICE, Eagle Pass branch "Wharton-Palacios brajich 8.. Sabine Pass branch Eunice-New Iberia branch. . Alexandria branch » $67. 50 5 3.10 67.50 67.50 67.50 $72. 00 3.31 '2.81 72.00 72.00 $75. 00 3.44 75. 00 75.00 75.00 $79.50 $78.75 3.65 I 3.812 ' 3. 10 i 77. 75 79.50 I 77.75 79.50 77.75 $83.25 3.82 '3.25 83.25 83.25 $82. 50 .3.784 S2.5U 82.50 82.50 $87.00 3.99 '3.40 87.00 ■ 87.00 ■Rates fixed in 1903 are shown where no change was indicated in the revised schedule of 1907. 2 Firemen on Mallet type engines paid $4 per 100 miles or less in 1910. On simple coal-buming engines having cylinders 24 Inches or over m diameter and on coal-burning compound engines weighing 215,000 pounds or more on drivers, firemen in 1910 paid $3.75 per 100 miles or less. 'Local. ' Overtime 20 cents per hour unless otherwise specified. ' Overtime 25 cents per hour. • Per round trip of-13 hours and 45 minutes. ' F«r day of 11 hours and 42 minutes. 154 BA4LR0AD LABOR ABBITBATIONS. Rates of pay of locomotive firemen — Continued. Oil-burning locomotirea. Class A. 1907 1 1910 Class B. 1907 1 1910 Class C. 1907 » 1910 MIXED AND rKEIGHT SERVICE. Eagle Pass branch 2 , Gonzales branch La Grange branch VIOTOKIa— PORT LAVACA. Cuero- Victoria < , Port Lavaca branch Beeville and Victoria branch & Wharton-Palacios branch* Hawkinsville branch Clinton branch 2 , — Harrisburg-Cltaton branch • Sour Lake branch ' Sabine Pass branch « , Lacassine branch ' Eunice-New Iberia branch i"* Alexandria branch " Salt Mine branch ^ Cypremorl branch la Hoama branch " , IS70.72 62.50 370.00 67.50 3 2.82 33.37 67.50 61.50 3 2.75 82.50 i 75. 00 72.50 75.00 > 82. 50 67.50 75.00 75.00 $74. 62 67.00 74.50 3.03 72.00 2.99 3.58 72.00 65.40 2.90 87.00 79.50 77.00 79.50 87.00 72.00 79.50 79.50 3174.26 65.63 8 73. 50 33.00 70.88 3 2.96 33.54 70.88 64.58 3 2.89 86.63 3 78. 75 76.13 78.75 3 86. 63 70.88 78.75 78.75 J78. 16 70.13 78.00 3.17 75.38 3.13 3.75 75.38 68.48 3.04 91.13 83.25 80.63 83.25 91.13 75.38 83.25 83.25 3 177. 79 68.75 377.00 •3,15 74:25 33.10 33.71 74.25 67.65 33.03 90.75 3 82. 50 79.75 82.50 3 90. 75 74.25 82.50 82.50 $81.69 73.25 81.60 3.31 78.75 3.27 3.91 78.75 71.55 3.18 95.25 87.00 ■84.25 87.00 95.25 78.75 87.80 87.00 Coal-buming locomotives. Class A. 1907 » 1910 Class B. 1907 1 1910 Class C. 1907 1 1910 MIXED AND FREIGHT SERVICE, Eagle Pass branfeh^ ^onzales branch La Grange branch '. VICTORIA— PORT LAVACA. Cuero-Victoria < Port Lavaca branch. .^ Beeville, and Victoria branch ^ Wharton-Palacios branch ' Hawkinsville branch Clinton branch 2 Harrisburg-Cllnton branch * Sour Lake branch' Sabine Pass branch 3 Lacassine branch ' ' Eunice-New Iberia branch i" .. -. Alexandria bjranch u Salt mine branch '^ Cypremort branch i3 Houma branch " ., 3 $70. 72 62.50 3 70. 00 67.50 3 2.82 33.37 67,50 61.50 3 2.75 82.50 i 75. 00 72.50 75.00 I 82. 50 67.50 75.00 75.00 $78. 52 71.50 79.00 3.20 76.60 3.15 3.78 76.50 69.30 3.05 91.60 84.00 81.50 84.00 91.50 76.50 84.00 84.00 3 $74. 26 65.63 3 73. 50 3 3.00 70.88 3 2.96 !3.;54 70.88 64.68 3 2.89 86.63 3 78. 75 76.13 , 78.75 3 86. 63 70.88 78.75 78.75 $82.06 74.63 82.50 3.34 79.88 , 3.29 3.95 79.88 72.38 3.19 95.63 87.75 86.13 87.75 95.63 79.88 87. 7S 87.75 3 $77.79 68.75 377.00 33.15 74.25 33.10 33.71 74.25 67.65 33.03 90.75 3 82.50 79.75 32.60 8 90.75 74.25 82.60 82.60 $85.59 77.75 86.00 3.48 83.26 3.43 4^12 83.25 75.45 3.33 99.75 91.50 88.76 91.50 99.75 83.25 91.50 91.50 1 Overtime 20 cents per hour, not less than 30 miautea counted; all over 30 minutes one hour. 3 Per month ot 26 or 27 days. • Overtime 25 cents per hour, hot less than 30 miautea counted; all over 30 minutes one hour. * Per day of 11 hours and 20 minutes. 3 Per day ot 11 hours. 3 Per round trip of 13 hoina and 45 minutes. ' Switching at Nome and Som Lake. 3 Switching at Sabtne. » Switching at Lake Arthur. '3 Switching at Eunice; two firemen, u Two firemen. 13 Switching at Salt Mine and New Iberia. 13 Switching at Cypremort, Franklin and Weeks Island, u Switching at Houma and Sbriever. BAILEOAD LABOE ARBITRATIONS. Rates of pay of locomotive firemen — Continued. 155 Class of service. Bate per day. - Overtime (per hour). 1907 1910 1907 1*910 .Switching: First-class yards ■_ $2.25 2.15 12.50 2.40 S0.22i .21J ».25 SOUTHERN PACIFIC 00. — MOUNTAIN DISTRICTS. On the mountain districts of the Southern Pacific System firemen in passenger service, as a result of the arbitration award, received an increase in rates of compensation of 15 cents a day. In freight and work train service the rates of pay of firemen were advanced 15 cents a. day on oil-burning engines and 30 cents a" day on engines burning coal; these increases on a percentage basis ranging from 4.8 to 10.7 per cent in freight and from- 5.7 to 12.5 per cent in work train service. In the case of runs of -over 100 miles in the aggregate, in freight service, on trip or trips beginning on the same date and scheduled at less than 12^ miles per hour, firemen received increases in rates of pay per mile ranging from 4.5 to 4.9 per cent on oU-burning engines and from 8.9 to 9.8 per cent on engines burning coal. In addition to the increases noted above, firemen in local or way freight service on runs over 100 miles in the aggregate, where time was computed on the 10 mile per hour basis, under the rates fixed in 1910 were given a further increase of 25 cents per 100 miles over through freight rates. 156 EAILEOAD LABOR ARBITKATIONS. Amount and per cent of increase in rates of pay of locomotive fireman as a result of tht award of the board of arbitration, effective May 16, 1910. Passenger.' " Freight.! » Class of engine. Rate per day. Increase. Rate per day. Increase. ~, 1907 1910 Amount Per cent. 1907 1910 Amount. Per cent. Under IS-inch cylinders. 110,000 to and including 14 on,drivers: Oil $2.85 1 2.98 } 3.12 $3.00 3.13 3.27 $0.15 S.3 .15 5.0 .16 4.'8 0,000 pounds f»2.96 I 2.96 f 3.10 $3.11 3.26 3.?.'i $0.15 .30 .16 .30 .15 .30 5.1 Coal 10.1 Over 140,000 pounds on drivers: Oil. ...:....; ■ 4.8 Coal ^3.10 3.40l 9.7 Less than 110,000 pounds on drivers; Oil } r 2.82 1.2.82 2.97 3.12 5.3 CoSil .,. 1 1 10.7 1 Freight.' a Work train. BetweeiTRoseville and Truckee. Class of engine. Rate per mile. Increase. Rate per day. Increase. Rate. Increase. 1'907 1910* 8 < 1 1907 1910 g 1 ■s s 1907 1910 1 t- 110,000 to and including 140,000 pounds on drivers: Oil ;.... $0.0321 .0321 .0335 .0335 .0307 .0307 $0.0336 .0351 .035 .0365 .0322 .0337 $0.0015 .0030 .0015 .0030 .0015 .0030 4.7 9.4 4.6 8.9 4.9 9.8 $2.52 2.62 2.64 2.64 2.40 2.40 $2.67 2.82 2.79 2.94 2.55 2.70 $0.1£ .3C .1£ .3C .IS .3C 6.0 11.9 5.7 11.4 6.3 12.5 Coal Over 140,000 pounds on drivers: Oil .' Coal Less than 110,000 pounds on drivers: Oil Coal Locomotives weighing over 140,000 pounds on drivers: Kate per mile (pas- senger) $0,039 3.75 .04 $0,039 3.75 .04 $0.00 .00 on 0.00 Bate per dav(freight) .0 Rate per mile (freight)' .0 1 Between Bakersfleld and Los Angeles; Sacramento and Sparks; Red Bluff and Ashland; Ashland and Boseburg; Los Angeles and Indio. ' 100 miles or less; over 100 miles, pro rata. ' In freight service of over 100 miles in the aggregate, trip or trips beginning on the same date and sched- uled at less than 12^ miles per hour. ' Firemen in local or way freight service on runs over 100 miles in the aggregate where time is computed on the 10 miles per hour basis are paid at the rate of 25 cents per 100 miles in addition to througb freight rates, as per class of engine and district. EAILEOAD LABOR AEBITEATIONS. Rates of pay of locomotive firemen. 157 Class of engine. Passenger, per day.i 2 Freight, per day.' 2 ^'S^r Work train, per day.4 1907 1910 1907 1910 1907 1910 6 1907 1910 Under la-inch cylinders « $2.85 } 2.98 J 3.12 } $3.00 3.13 3.27 110,000 to and including 140,000 pounds on drivers: Oil / / $2.96 \ 2.96 / 3.10 { 3.10 / 2.82 \ 2.82 S3. 11 3.26 3.25 3.40 2.-97 3.12 4.00 3.75 $0.0321 .0321 -. 0335 .0335 .0307 .0307 SO. 0336 .0351 .035 .0365 .0322 .0337 .0375 $2.52 2.52 2.64 2.64 2.40 2.40 $2.67 2.82 2 79 Coal Over 140,000 pounds on drivers: Oil .:. Coal 2.94 Less than 110,000 pounds on drivers: Oil ....:. \. Coal 2.70 4 00 Mallet type 4.00 Simple 24-incli cylinders and over; compound, 215,000pounds and over 3.75 Deadheading, per day 2.25 2.50 2.25 2.50 Acting as messengers in charge ol dead engines, per day BETWEEN BOSEVILLE AND TEUCKEE. Rate per mile. Rate per day. Rate per mile. 1907 1910 1907 1910 1907 2 1910 • Locomotives weighing over 140,000 pounds on drivers . . $0,039 $0,039 $3.75 $3.75 $0.04 $0.04 ' 100 miles or less; over 100 miles, pro rata. 2 Between: Bakersfileld and Los Angeles; Sacramento and Sparks; Red Bluff and Ashland; Ashland and Boseburg; Los Angeles and Indio. 8 In freight service of over lOOmilesinthe aggregate, trip or trips beginning on the same date and sched- uled at less than 12i miles per hour. *10 consecutive hours or less, 100 miles or less. s'J'iremen in local or way freight service on runs over 100 miles in the aggregate where time is computed on the 10 mile per hour basis are paid. at the rate of 25 cents per 100 miles in addition to through freight rates, as per class of engine and district. ' Includes standard gauge consolidation, S-wheel connected, and Atlantic type less than 110,000 pounds on drivers. SOUTHERN PACIFIC CO. — PACIFIC SYSTEM. On the Pacific system of the Southern Pacific Co. a comparison of the schedules before and after the firemen's arbitration of 1910 shows that in the vaUey districts passenger firemen were granted an increase of 15 cents a day by the arbitration award, while on the lines east of Sparks firemen on passenger engines with cylinders under 18 inches in diameter were awarded an iadvance of 26 cents a day, and on en- gines with cylinders 18 inches or over, 28 cents a day. In freight, helper, and work train service in the valley districts firemen had their rates of pay on coal-burning engines increased 30 cents a day; and on oil-burning engines, 15 cents a day by the award of the board. On the lines east of Sparks the advances awarded were higher. On oil-burning locomotives the rate of increase in these branches of serv- ice was 27 to 29 cents a day, and on coal-burnmg engines, 42 to 44 cents a day. Hostlers had their monthly rates of pay advanced from $80 to $85, or 6.3 per cent. 158 RAILROAD LABOR ARBITRATIONS. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration effective May 16, 1910. Valley districts. Passenger. Freight and helper.i Work train. Class of engine. Rate per day. Increase. Rate per day. Increase. Rate per day. Increase. - S 23 g 1 |1h 1 ■o 1 I tH o s j I Under 18-inch cylinders 18-incli cylinders and over. . Less than 75,000 pounds on drivers: Oil $2.25 2.60 $2.40 2.65 $0.15 .15 6.7 6.0 1 $2.46| 2.56{ 2.69{ 2.82{ $2.61 2.76 2.71 2.86 2.84 2.90 2.97 3.12 J0.15 .30 .15 .30 .15 .30 .15 .30 6.1 12.2 111 7/ 5.6\ 11.2/ 5.3\ 10.6/ Coal 1 75,000 pounds to and in- cluding 110,000 pounds on drivers: Oil 1 $2.40{ 2.S2| 2.64/ $2.55 2.70 2.67 2.82 2.79 2.94 $0.15 .30 .15 .30 .15 .30 6.3 Coal } 12.i 110,000 pounds to and in- cluding 140,000 pounds on drivers: ^ Oil : 1 6.0 Coal 1 11.9 Over 140,000 pounds on drivers: Oil 1 5.7 Coal 1 11.4 Class of engiae. Lines east of Sparks. Rate per day. Increase. Freight and helper.' Rate per day. Increase. "Work, train. Rate per day. Under 18-inch cylinders. IS-inch cylinders and over. . Less than 75,000 pounds on drivers: Oil Coal 76,000 pounds to and in- cluding 110,000 pounds on drivers: Oil Coal 110,000 pounds to and in- eluding 140,000 pounds on drivers: 2 Oil Coal Over 140,000 pounds on drivers: Oil Coal $2.25 2.50 $2.51 2.78 $0.26 .28 11.6 11.2 $2.41 ^i $2.73 2.88 2.56| 2.69{ 2.82/ 2.97 3.12 $0.27 .42 .28 .29 .44 11.0 17.1 .10.91 16. 81 i.41 .0/ 10.4' 16. 10.31 15.6/ »2.40| 2.52/ 2.64/ $2.67 2.82 2.80 2.95 2.92 3.07 $0.27 .42 .28 .43 Class of service. Rate per— Pay. Increase. 1907 1910 Amount. Per cent. Month $80.00 2.75 $85.00 2.90 $5.0^ .15 6.3 Arbitrary for firemen on Oakland, Berkeley, 5.6 » On runs of over 100 miles in the aggregate, where time is computed on the 10-mlle-per-hour basis, fire- men in local or way freight service are paid at the rate of 25 cents per 100 miles in addition to throu^ fraight rates as per class of engme and district. ! Includes standard gauge consolidated 8-wheel connected and Atlantic type locomotive of less than 110,000 pounds on drivers. EAILEOAD LABOR ARBITRATIONS. Rates of pay per day of locomotive firemen. 169 Valley districts. Class of engine. Passenger.i Freight and helper.2 Work train. 1907 1910 1907' 1910' 1907 5 1910 « Under 18-inch cylinders $2.25 2.60 S2.'40 2.66 18-inoh cylinders and over Less than 76,000 pounds on drivers: Oil .- S2.46 2.46 2.66 2.56 2.69 2.69 2.82 2.82 $2.61 2.76 2.71 2.86 2.84 2.99 2.97 3.12 3.75 4.00 $2.40 2.40 2.52 2.52 2.64 2.64 $2 55 Coal ; 76,000 pounds to and including 110,000 pounds on driv- ers: „ Oil " '. 2 55 Coal '. H0,000pounds to and including 140,000 pounds on driv- ers:' Oil 2 67 Coal Over- 140,000 pounds on drivers: Oil......: 2.79 Coal 2 94 Simple locomotives having cylinders 24 inches or over in diameter "and on compound locomotives weighing 216,000 or more pounds on drivers 3 75 Mallettvne 4.00 4 00' Lines east of Sparks. Class of engine. Passenger.! Freight and helper. Work train. 1907 1910 1907 3 1910 < 1907 » 1910 » $2.25 2.60 $2.61 2.78 18-inch cylinders and over Less than 75,000 pounds on drivers: Oil ; $2.46 2.46 2.56 2.56 2.69 2.69 2.82 2.82 $2.73 2.88 2.84 2.99 2.97 3.12 3.11 3.26 3.75 4.00 $2.40 2.40 2.62 2.52 2.64 2.64 $2.67 Cosd 2.82 75,00p pounds to and including 110,000 pounds on driv- ers: Oil ' 2.67 Coal 2.82 110,000 pound? to and including 140,000 pounds on drivers: ' Oil 2.80 Coal 2.95 Over 140,000 pounds on drivers: Oil • 2.92 ■ Coal .3.07 Simple locomotives having cylinders 24 inches or oyei- , in diameter and on compound locomotives weighing 3.75 4.66 4.0O Hostlers, per month (12 hours constitute a day's wort); 1907 1910. Oakland, Berkeley, Alameda and Oswego locals, firemen's arbitrary rate, per day: 1907 1910 T $80.00 85.00 2.75 2.90 1 100 miles or less. . . ^ ^ ^t. ,« -, t. t. • x; 2 On runs over 100 miles in the aggregate, where time is computed on the 10-mile per hour basis, firemen in tocal or way freight service are paid at the rate of 25 cents per 100 miles in addition to through freight rates as per class of engine and district. ,. ^ ...^^ , ,.. .„i. _^. 3In freight 100 miles or less. In helper, 100 miles allowed for first 10 hours or less; after 10 hours, overtune at the rate o/l2i miles per hour. . < Freight, 8-hour basis: helper, 10-hour basis. 100 miles or less. ^^ „„ . ^ ^ .. j „ 6 Overtime, after 10 hours, at 25 cents per hour; fractions less than 30 minutes not counted; all over 30 minutes, one hour. I Indud"\tandard gauge consofi'dated 8-wheel connected and Atlantic type locomotives of less than 110,000 pounds on drivers. 160 RAILROAD LABOR ARBITRATIONS. UNION PACIFIC RAILROAD CO. The advances in rates of pay to locomotive firemen. by the arbi- tration board's award, as apphed on the Union Pacific, may be briefly summarized as follows: Increase per day. Class of service. Per cent. Work and helper service (all districts) Through freightlservice (all districts).. Local freight service (all districts) Passenger service (all districts) Switching service (all divisions) 10.0 to 12. 2 9. 2 to II. 5 16. 9 to 21. 2 4.9to 6.4 11.1 Amount and per cent of increase in rates of pay of locomotive fireman as a result of the award of the board of arbitration, effective May 16, 1910. Class of engine. 1, Atlantic 101, Pacific 201, consolidated, simple 600, 8-wheel, simple 700, 8-wheel, simple 800, 8-wheel, simple 888, 8-wheel, simple 900, 10-wheel, simple 1000, 10-wheel, simple llOOjSwitch 1151, switch i 1171, switch H87,switch 1211, switch 1201,.switoh 1301, consolidated, simple 1400, 10-wheel, simple 1500, consolidated, simple 1508, consolidated, compound 1600, consolidated, simple 1620, consolidated, compound 1703,.10-wheel, simple 1800, 10-wheel, simple 1820, 10-wheel, compound 1901, consolidated, compound All districts, work and helper. Rate per day. $2.70 2.80 3 00 2.45 2 45 2 45 2 60 2.45 2.45 2.45 2.45 2.46 2.45 2.45 2.45 2.75 2 60 3 00 3 00 3.00 3 00 2.75 2.60 2.70 3.00 S3. 00 i 3.10 3.30 2.75 2.75 2.75 2.90 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 3.05 2.90 3.30 3.30 3.30 3.30 3.05 2.90 3.00 3.50 Increase. Amount. $0.30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 Per cent. 11.1 10.7 10.0 12.2 12.2 12.2 11.5 12.2 12.2 12.2 12.2 12.2 12.2 12.2 12.2 10.9 11.5 10. 10.0 10.0 10.0 10.9 11.5 11.1 10.0 All through freight districts, except between, Cheyenne and Laramie. ' Hate per day. 1907 $2.95 3.05 3.25 2.70 2.70 2.70 2.85 2.70 2.70 2.70 2.70 2.70 2.70 2.70 2.70 3.00 2.86 3.25 3.25 3.25 3.25 3.00 2.85 2.95 3.25 1911 $3.25 3.35 3.55 3.00 3.00 3 00 3.15 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.30 3.15 3.55 3.55 .3.55 3.55 3.30 3.15 3.25 3.55 Increase. Amount. $0.30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 Per cent. 10.2 9.8 9.2 11.1 lt.l_ 11.1 10.5 Itl 11.1 11.1 11.1 11.1 11.1 11.1 11.1 10.0 10.5 9.2 9.2 9.2 9.2 10.0 10. S 10.2 9.3 RAILROAD LABOR ARBITRATIONS. 161 Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910— ^Continued. Class of engine. All districts, except between Cheyenne and Laramie. Local freight. Hate per day. 1907 1911 Increase. Ai^ount. Per cept. Eate per day. 1907 1911 Increase. Amount. Per cent. 1, Atlantic 101, Pacific 101, consolidated, simple 200, 8-wheel , simple 60O, 8-vrheel, simple 700, S-wheel, simple 888, g-wheel, simple 800, lO-wheel .simple 9000, ID-wheel, simple 1100, switch 1151, switch 1171, switch 1187,switch : 1211, switch 1201,switch - 1301, consolidated, simple. . .. 1400,, 10-wheel, simple 1500, consolidated, simple 1508,: consolidated, compound 1600, consolidated, simple 1620, consolidated, compound 1703, lO-wheel .simple 1800, 10-wheel, simple 1820, 10-wheel, compound 1901, consolidated, compound $2.95 3.05 3.25 2.70 2.70 2.70 2.85 2.70 2.70 2.70 2.70 2.70 2.70 2.70 2.70 3.00 2.85 3.25 3.25 3.25 3j25 3.00 2.85 2.95 3.25 $3.50 3.60 3.80 3.25 3.25 3.25 3.40 3.25 3.25 3.25 3.25 3.25 3.25 3.25 3.25 3.55 3.40 3.80 3.80 3.80 3.80 3.55 3.40 3.50 3.80 $0.55 .55 .55 .55 .55 .55 .65 .55 .55 .55 .55 ..55 .55 .55 .55 .55 .55 .55 .55 .55 .55 .55 .55 .55 .55 18.6 18.0 16.9 20.4 20.4 20.4 19.3 20.4 20.4 20.4 20.4 20.4 20.4 20.4 20.4 18.3 19.3 16.9 16.9 16.9 16.9 18.3 19.3 18.6 16.9 S2.75 2.85 2.90 2.50 2.50 2.50 2.65 2.50 2.50 2.35 2.50 2.50 2.50 2.50 2.60 2.85 2.65 2.90 2.90 2.90 2.90 2.85 2.65 2.75 2.90 $2.90 3.00 3.05 2.65 2.65 2.65 2.30 3.65 2.65 2.50 2.65 2.65 2.65 2.65 2.65 3.00 2.80 3.06 3.06 3.06 3.06 3.00 2.80 2.90 3.05 $0.15 .15 .15 .15 .15 .15 .15 .15 .15 .15 .16 .15 .15 .16 .16 .15 .16 .15 .15 .16 .16 .15 .16 .15 .15 5.5 5.3 6.2 6.0 6.0 6.0 5.7. 6.0 6.0 6.4 6.0 6.0 6.0 6.0 6.0 6.3 6.7 5.2 5.2 5.2 5.2 5.3 5.7 5.5 5.2 Class of engine. District between Denver and Laramie. Through freight. ^da/" Increase. 1907 Local freight. B-t^^"' Increase. 1907 1911 Rate per day. 1911 Increase. liiAtlantic 101, Pacific 2i)l, consolidated, simple . . . 600, 8-wheel, simple 700, 8-wheel, simple 800, 8-wheel, simple S8S, S-wheel, simple 900, 10-wheel, simple 1000, lO-wheel, simple 1100, switch 1151, switch 1171, switch 1187, switch *1211, switch 1201, switch..-.: .1301, consolidated, simple. . J1400, 10-wheel, simple ■1500, consolidated, simple. . 'I5D8,' consolidated, com- pound.. 1600, consolidated, simple. . 1620, consolidated, com- pound ;. 1703, 10-wheel, simple 1800, 10-wheel, simple 1820, 10-wheel, oompoimd. . 1901, consolidated, com- pound 12.76 2.86 3.16 2.60 2.60 2.60 2.75 2.60 2.60 2.60 2.60 2.60 2.60 2.60 2.60 2.95 2.75 3.15 3.15 3.15 3.15 2.95 2.76 2.86 3.15 $3.06 3.15 3.45 2.90 2.90 2.90 3.05 2.90 2.90 2.90 2.90 2.90 2.90 2.90 2.90 3.25 3.05 3.45 3.45 3.45 3.45 3.26 3.06 3.16 3.45 SO. 30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 .30 10.9 10.5 9.5 11.5 1,1.5 n.6 10.9 11.5 11.5 11.5 11.5 11.5 11.5 11.5 11.5 10.2 10.9 9.5 9.6 9.5 9.5 10.2 10.9 10.5 9.5 $2.76 2.85 3.16 2.60 2.60 2.60 2.76 2.60 2.60 2.60 2.60 2.60 2.60 2.60 2.-60 2.95 2.76 3.16 3.15 3.16 3.15 2.95 2.75 2.85 3.15 $3.30 3.40 3.70 3.15 3.15 3.16 3.30 3.15 3.16 3.15 3.15 3.16 3.15 3.15 3.15 3.50 3.30 3.70 3.70 3.70 3.70 3.50 3.30 3.40 3.70 10.55 .65 .55 .55 .65 .55 .56 .55 .56 .55 .55 .55 ..56 .55 .56 .66 .55 .55 .55 .56 .55 .55 .55 .56 .55 I 20.0 19.3 17.5 21.2 21.2 21.2 20.0 21.2 21.2 21.2 21.2 21.2 21.2 21.2 21.2 18.6 20.0 17.5 17.6 17.6 17.6 18.6 20.0 19.3 17.5 $2.65 2.76 3.05 2.60 2.50 2.60 2.65 2.50 2.50 2.35 2.50 2.50 2.50 2.50 2.50 2.85 2.65 3.-05 3.06 3.05 3.05 2.86 2.66- 2.75 3.05 $2.80 2.90 3.20 2.65 2.65 2.65 2.80 2.65 2.65 2.60 2.65 2.66 2.65 2.66 2.65 3.00 2.80 3.20 3.20 3.20 3.00 2.80 2.90 3.20 $0.15 .15 .15 .16 .15 .16 .15 .16 .15 .15 .16 .15 .15 .16 .15 .15 .15 .15 .15 .15 .15 .15 .15 .15 6.7 5.5 4.9 6.0 6.0 6.0 5.7 6.0 6.0 6.4 6.0 6.0 6.0 6.0 6.0 5.3 6.7 4.9 4.9 ■4.9 4.9 5.3 5.7 5.5 4.9 51393°— S. Doc. 493, 64-1 11 162 EAILBOAD LABOE ABBITEATI0N8. Ajnount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration, effective May 16, 1910 — Continued. Class of service. Sate per month. Increase. 1907 1911 Amount. Per cent. Switching, all divisions 1$2.25 87.00 87.00 87.00 87.00 I $2. 60 97.46 102.05 94.80 94.80 JO. 25 10.46 15.05 7.80 7.80 11.1 Local or way freight: Trains 57 and 68 between Council Bluffs and Columbus. . .-. Trains 63 and 64 between Grand Island and North Platte. . 12,0 17. S 9.0 Trains 159 and 158 Junction City and Sallna 9.0 1 Per day. Rates of pay of locomotive firemenA ■Viork All districts except between Cheyenne and Laramie. District between Denver and- and helper, all dis- tricts: Laramie. Class of engine. Through Ireight. Local freight.! Passen- ger. Through frelghlT Local freight.2 Passen- ger. • 1907 1911 1907 1911 1907 1911 1907 1911 1907 1911 1907 1911 1907 1911 1, Atlantic S2.70 »3,00 12.96 $3.25 $2.95 1.3. ,50 $2 75 $2.90 $2.75 $3.05 $2.75 $3.30 $2.66 $2.80 101, Paci'ic 2.80 3.1(: 3, 116 3. 35 .3.05 3,«0 2.86 3.O0 2.86 3.15 2.S5 3.4(1 2.75 2.90 201, Consolidated, simple 3. on 3.30 3,26 3.55 3.25 3.80 2.90 3.06 3.15 3.45 3.15 3.70 3.05 3.20 600, 8-wheel , simple . , 2.46 2.76 2.70 3.011 2.70 3,25 2. ,50 2.65 2.60 2.90 2.6C 3.15 2.50 2.66 700, 8-wheel, simple 2. 46 2 76 2,70 3.O0 2,70 -3. 26 2. ,50 2.66 2.60 2.90 2.60 3.15-2.6(1 2.66 800, 8-wheel, simple 2,46 2,75 2.70 3,00 2.70 3,25 2. .50 2. 66 2.60 2.9(1 2.60 3.15 2.50 2.6,S 888, 8-wheel, simple 2, fir 2 9(1 2,85 ,3. 16 2, S6 3,40 2.66 2.80 2.75 3.06 2.75 3. .30 2.65 2,80 90o, 10-wheel, simole 2,46 2,75 2.70 3,00 2,70 3,26 2. ,50 2.65 2.60 2.9(1 2.60 3. 15 2.50 2 65 1000, 10-wheel, simple 2,46 2,76 2,70 3.00 2.70 3,26 2. ,50 2.65 2.60 2.9(1 2.60 3. IS 2.50 2 6,5 1100, switching 2,46 2,76 2.70 3,00 2.70 3.25 2.36 2. ,60 2.60 2.90 2.60 3.15 2.35 2. ,50 1161, switching...'. 2.46 2 46 2.75 2 75 2.70 2 70 3,00 3 no 2,70 2 70 3,25 3 25 2.50 2 .50 2.65 2.65 2.60 2 60 2.90 2.90 2.60 2 60 3.15 3 15 ,2.60 2,65 1171, switching 2,66 1187, switching 2,46 2,75 2.70 ,3,00 2.70 ,3.25 2. ,50 2.65 2.60 2.90 2.60 3.15 2.65 1211, switching 2.45 2,75 2.70 3. (HI 2.70 ,3.25 2. .5(1 2.6.5 2.6(1 2.9(1 2.60 3. 15 2. .6(1 2.6,5 1201, switching 2,46 2.76 2,70 3.n() 2.70 3.25 2. ,50 2.65 2.60 2.90 2.60 3. 15 2.50 2.65 1301, consolidated, simple . . . 2.75 3.06 3.00 3.30 3.00 3. .55 2.85 3.00 2.95 .3.26 2.95 3. .50 2.85 ■3.U0 1400, 10-wheel, simple 2.60 2.90 2.8,5 3.15 2.S.6 3.40 2.65 2.80 2.75 3.05 2.75 ■6.m 2. 65 2.80 1500, consolidated, simple . . . 3,00 3,3r .3.2,5 3. 56 3, 26 3,8(1 2.90 3.05 .3. 15 3. 46 3. 15 3. 70 3.05 3.20 1508, consolidated, com- pound 3.00 .3..3r 3. 25 3. .56 .3.25 .3.80 2.90 3.05 ,3. 15 3.45 3.15 3.70 3.05 3.20 1600, consolidated, simple. . . 3.00 .3.3f 3.26 3. ,56 .3.2,5 3.80 2,90 3.06 3.15 3.45 3. 15 3. 70 3.05 3,20 1620, consolidated, com- pound J .s.no 3.3C 3.26 3. .55 3.25 3.80 2.90 3.06 3. 15 3.45 3. 15 3.70 3.05 3.20 1703, 10-wheel , simple 2.76 .3.06 3. or 3.30 .3.00 3. .55 2.86 3. or 2.95 3.25 2.95 3. ,50 2.85 3.0O 1800, 10-wheel, simple 2.60 2.9f 2.86 3.15 2.8.5 3.40 2.66 2.sr 2.75 3. 05 2.75 3.3r 2.65 2,80 1820, 10-wheel, compound... 2.70 3.(x; 2.96 3.26 2.95 3. ,5(1 2.76 2.9r 2.8.5 3. 15 2.85 3.4r 2.75 2,90 1901, consolidated, com- pound 3.00 3.30 3.25 3.55 3.25 3.80 2.90 3.05 3.15 3.45 3.15 3.70 3.05 3.20 Switching service. Rate. Overtime. 1907 1911 1907 1911 All divisions i $2.25 $2.60 m (') Class of service. Rate per month. Overtime. 1907 1911 1907 1911 Local or way freight: Trains 63 and 64 between Grand Island and Nbrth Platte... $87. or ' $97. 46 e^? (■) 87. or •102.05 ('; •) Trains 159 and 158, Kansas City and Junction Citv.- 87.00 87.00 «94.80 '94.80 (5^ (') Trains 169 and 158, Junction Citv and Sal ina (»i 1 Rates per 100 miles (except switching service). a These rates are exclusive of specified runs shown below. » Overtime at one-tenth rate. Ten hours' work constitute a day lor which 100 miles is allowed firemen. < Three firemen assigned. » Overtime after 10 horn's per day. • Overtime after 10 hours per day pro rata. ' One fireman assigned. X. SOTJTHERir RAILWAY AND ORDER OF RAILROAD TELEG- RAPHERS: 1910. In the arbitration proceedings reviewed in this section the con- troversy involved stiptdations presented to the Southern Railway by the Order of Railroad Telegraphers respecting conditions of employ- ment of members of this order in the service of the railroad. The movement embraced approximately 1,650 employees, including opera- tors whose duties also involved service as station agents and clerksk> as well as those exclusively engaged in telegraph service. The agree- ment to arbitrate was signed April 15, 1910, the railroad company selecting as arbitrator J. S. B. Thompson, assistant to the president of the Southern Railway, and the employees selecting John J. Dermody, of Cincinnati, vice president of the Order of Railroad Telegraphers. These arbitrators being unable to agree upon a third, the chau-man of the Interstate Commerce Commission and the United States Com- missioner of Labor, acting under the provision of the Erdman Act,, appointed as the third member of the board William Vance, of the District of Columbia, dean of the George Washington Univer- sity Law School. DEMANDS OF EMPLOYEES. / The agreement to arbitrate in the present instance followed media- I tion proceedings in which Federal officials acting in the capacity of mediators under the terms of the Erdman Act had effected a partial adjustment of the matters in dispute between fche parties. The un- settled points in controversy included a request by the employees for an increase in rates of pay, and a series of stipulations governing the basis of a day's work, annual leave of absence with pay, condi- tions with respect to services performed on Sundays and legal holi- days, and the scope and significance of the word telegrapher as used in negotiations between the Order of Railroad Telegraphers and the railway company. It was agreed that any wage increase which might be granted sliould be given in terms of a fixed lump sum, or a per- centage of increase on the current pay roll. With respect to the basis of a day's work, the requests of the employees contemplated a material reduction in the number of hours of daily service required of telegraphers in certain positions, the re- duction requested m the case of offices filled by a single employee being from 12 to 10 consecutive hours per day. Concessions of material advantage to the employees were also involved in the stipu- lations respecting leave of absence with pay, and services performed on Sundays and legal holidays. AWARD OF THE BOAKD OF ARBITRATION. The board of arbitration was organized with Mr. Vance as chair- man, and held its first session at Washington on May 24, 1910. Th& arbitration award was aimounced June 11, following. 163 164 EAILROAD LABOB AEBITBATIONS. With respect to the proposed wage increase, the arbitration award was productive of an advance in the rates of pay of the employees involved in the movement, equivalent to 8 per cent of their aggregate earnings, as shown by the pay roll. In conformity with the request of the employees, the board directed that the sum so granted should be distributed to the various positions covered by the award in such manner as should be mutually agreed upon between the company and representatives of the employees, or distributed on a flat per- centage basis in the event of no agreement being reached as to such distribution within 15 days from the date of the award. The findings of the board of arbitration with respect to the pro- f»osed rules governing working conditions, as a whole, were also avorable to the employees, the rules submitted to the iDoard, with modifications in certain details, being granted by the award. REQUESTS AND AWARD COMPARED. The requests of the employees as compared with the findings of the board of arbitration are shown below, the articles of the requests and the award being shown in parallel columns. Article 1. KEQUBSTS OF THE OKDER OP RAILEOAD TELBGBAPHBHS. All employees performing the duties of a telegraph or telephone operator, ■whether termed an operator, agent- operator, telephoner, or otherwise, also station agents, and levermen, specified in the schedule, will be considered teleg- raphers within the meaning of this agree- ment. AWARD OF THE BOARD OP ARBITRA- TION. All employees performing the duties of telegraph operator, or agent-operator, and all those telephone operators who render services in connection with the movement of trains, and all such levermen as are specified in the schedule attached to the contract of submission bearing date April 15, 1910, will be considered telegra- phers within the meaning of this agree- ment, provided that any agent who is required by the employer to perform the services of a telegraph or a telephone operator during any portion of the year shall be deemed an agent-operator and within the provisions of this agreement. Article 2. (a) At ofiices where not more than two telegraph operators are employed, 9 consecutive hours, including meal hour, will constitute a day's work. (6) Where three or more telegraphers are employed, 8 consecutive hours will constitute a day's work. (a) At offices where only one telegrar pher is employed, 10 consecutive hours, including meal hour, shall constitute a day's work provided, however, that when the needs of the service require that such employees shall meet early or late passenger trains, the time will be extended sufficiently to cover such pas- senger trains, not exceeding 12 hours. If held on duty for any other purpose for longer than 10 consecutive hours, over- time will be allowed. (6) At offices where two or more teleg- raphers are employed, 9 consecutive hours shall constitute a day's work, it being, however, stipulated and agreed that where three or more telegraphers aje employed, only 8 consecutive hours of service shall be required of each, except ill cases where efficiency of service shall clearly demand a nine-hour day. RAILROAD LABOR ARBITRATIOKS. 165 Article 3. (a) Telegraphers will be excused from Sundajr and legal holiday duty when practicable without detriment to the service, and when exctised no deduction will be made from their wages; (6) if re- qmred to work Sundays or legal holidays they will be paid one day's pay for each Simday and holiday worked in addition to and pro rata with the monthly rates; (c) when required to meet trains on Sun- days or legal holidays, they will be paid an hour for each train met. Article 4. Telegraphers will be excused from Siln- day and legal holiday duty so far as prac- ticable without detriment to the service, and when so excused no deduction shall be made from their wages. Telegraphers will be granted 15 days leave of absence each year with full com- pensation and transportation over their company's lines. Telegraphers who have been in the service of the company for a period not less than two years and who are required to work on Sundays and legal holidays on the average as much as one-half the number of hours constituting a regular day's work in the positions occupied, shall be granted 15 days leave of absence each year on full pay and with transpor- tation over this company's lines. In determining the number of hours service rendered on Sundays and legal holidays, the employee required to meet trains on such days shall be allowed therefor one hour's time for each train so met. Article 5. A request for an increase in wages as specified at stations and offices shown in the attached; it V>eing understood that if the arbitrators should grant an increase in wages, it may be given in terms of a fixed lump sum or a percentage of increase on the current pay roll; the aggregate stiin thus granted to be distributed to the va- rious positions covered by the award of the arbitrators, as may be mutually agreed Upon between the comply and the representatives of the employees. In the event that such distribution is not ' agreed upon within 15 days from the date upon which the award is handed down, such increase shall be distributed as a flat percentage increase to all positions to whieh it applies. With the exception of the findings of the arbitration board with respect to the issue involv.ed.ih article 1 the award was concurred in by each arbitrator. In connection with the award under article 1, a dissenting opinion was rendered by Mr. Dermody, as follows: I dissent from the terms of article l^of the award for the reason that it should include station agents' positions where the station agent is not reqxiired to telegraph. It being clearly shown by the representatives of the employees that their committee represented a majority of , all station agents employed, also by the testimony of the employers that all station agents are classified by them as station agents, there appears no good reason Nwhy the station agents as a class should be denied the right of representation. The wages of the employees included within article 1 of this award shall be increased by an amount equal to 8 per cent of the total amoiint now paid to them, as shown by the current pay roll; the ag- gregate sum thus granted shall be dis- tributed to the various positions covered by this award in such manner as may be mutually agreed upon between the com- pany and the representatives of the employees. In the event that such a distribution is not agreed upon within 15 days from the date upon which this award is handed down, such increase shall be distributed as a flat percentage increase to all positions to which it applies. 166 EAILROAD LABOR ARBITRATIONS. APPLICATION OF THE AWARD. The results of the wage increase awarded by the arbitration board in the form of changes in the rates of pay of individual employees are shown by reference to the terms of the award, the findings of the board having called for an aggregate increase of 8 per cent for the employees as a miole according to such basis of distribution as should be mutu- ally agreed upon by the two parties. In addition to the wage increase secured by the employees, a com- parison of the schedule governing working conditions in effect before the arbitration with the rules established by the award shows that the basis of a day's work in offices filled by one employee, or by a day operator and a night operator, was fixed at 12 hours per day under the preexisting rules, as compared with 10 consecutive hours per day, including meal hour, in offices filled by a single employee and a day of 9 hours in offices filled by two oranore employees under the new rules. As a Tesult of the arbitration award the employees also secured an amendment to the preexisting rule exempting employees from duty on Sundays, when practicable, so as to extend the exemption to legal holidays, with the further stipulation that when so excused no deduc- tion should be made from their wages. As compared with the findings of the board of arbitration with respect to the rule requested by the employees governing annual leave of absence with pay, the rule in force before the arbitration was confined to' a stipulation that employees should be granted leave of absence, when practicable, with transportation over the company's lines, no provision being included for leave with pay. XI. MISSOURI PACIFIC SYSTEM AND ORDER OF RAILROAD TELEGRAPHERS: 1910. (The Missouri Pacific RaUway Co., including the St. Louis, Iron Mountain & bouthern Railway Co., and leased, operated, and independent lines, against the Or4er of Railroad Telegraphers.) Arbitration under the terms of the so-called Erdman Act was agreed to m this case on May 14, 1910, the controversy involving the recjuests of approximately 1,050 telegraphers in the employ of the Missouri Pacific Railway Co. for an-'increase in rates of pay. On May 27, 1910, joint application was made to the chairman of the Interstate Commerce Commission and the United States Commis- sioner of Labor by the two parties to the controversy for the ap- pointment of a third arbitrator, the application reciting that the arbitrators selected bv the employer and employees had been unable to agree upon a third person to be chosen as a member of the board of arbitration. In connection with the request for the appointment of such arbitrator it was further recited that the parties "hereby further agree to waive mediation provided for ia the so-called Erd- man Act, and further agree that the amendments to the existing rules in the telegraphers' schedule on said road agreed to by and be- tween the management of said roads and the general committee representing the telegraphers, parties by representation, copies of which said amendments are hereto attached and made a part of this agreement, shall become effective on and after Jime 1, 1910." DEMANDS OF THE EMPLOYEES. The agreement for the submission of the controversy to arbitra- tion, as indicated above, was entered into at the conclusion of a series of negotiations involving such amendments to the existing teleg- raphers' schedule as had been proposed by the employees, exclusive of the proposed change in the wage schedule. The issue submitted to arbitration related solely to the request ,of the employees for an increase in rates of pay and. was set forth in the second article of the arbitration agreement as follows: It is agreed that the employer has granted to the employee certain amendments to existing rules governing working conditions that will have the effect of increasing the pay roll of the employer to a certain extent. The question to be arbitrated is what amount of increase shall be granted by the employer to the employee in addition to concessions already granted in rules gov- ermng working conditions, above referred to. Any increase which may be allowed shall be apportioned in such mannei: as may be agreed upon between the management of the road and the committee representing the employees, provided that in case an increase be granted and such apportionment can not be agreed upon within 15 days from the date on which the decision of the arbitrators is handed down, such increase shall be applied as a flat percentage on the respective rates of pay now in effect. 167 168 EAILEOAD LABOR ARBITRATIONS. FINDINGS OF THE BOARD OF ARBITRATION. As a result of agreement between representatives of the railroad company and the order of railroad telegraphers the board of arbitra- tion as organized for the consideration of the case under review was composed as follows: Albert W. Sullivan, general manager Missouri Pacific Railway Co., selected by employer. Frank 3. Ryan, commissioner Kansas Board of Railway Commis- sioners, selected by employees. W. L. Chambers, lawyer, appointed hj the chairman of the Inter- state Commerce Commission and the United States Commissioner of Labor. • In response to the issue submitted to arbitration an award was made in favor of the employees, parties to the agreement, for a lump sum of $50,000 cash per annum, the apportionment of the amoimt so awarded being left to officials of the company and a committee representing the employees. The award was rendered July 28, 1910, and was made retroactive so as to take effect as of June 1, 1910. The considerations which governed the board of arbitration in adjusting the requests of the employees for an increase in rates of pay were set forth in the award as follows: The evidence was convincing that there has been a material increase in the cost of living since the scale of wages was last adjusted and that the operators are entitled on that account alone to the amount now awarded them. The evidence also disclosed the fact that during a long series of years the railroad company has accumulated a surplus exceeding $17,000,000, and that during the last two years, in addition to that surplus, the net earnings over and above operating expenses and fixed charges, have exceeded $3,000,000. The board, therefore, feels that the award of f50,000 cash is fully justified, both on the ground of the increased cost of living and upon the operating earnings of the road. APPLICATION OF THE AWARD. As stipulated in the arbitration agreement apportionment of the wage increase of 150,000 awarded the telegraphers by the board of arbitration was made the subject of negotiations following the award, between representatives of the railroad and a committee representing the employees. The resultant change in the rates of pay of these employees as shown by data furnished by the railroad company for use in this analysis was from an average rate of $65.35 per month under the schedule in effect before the award to an average rate of $68.06 per month under the wage scale Subsequently adopted. The average increase in the rates of pay of telegraphers, therefore, as a result of the arbitration award was $2.71 per month, or 4.2 per cent. XII, DENVER & EIO GBANDE KAILBOAD AND BSOTHEBHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN: 1910. Arbitration under the terms of the so-called Erdman law was agreed to by the parties in this^case on September 17, 1910, the con- troversy involving a proposed wage increase for approximately 570 firemen and hostlers employed by the Denver & Kio Grande Rail- road. Agreement for the submission of the case to arbitration was entered into as a result of negotiations between representatives of the railroads and officials of the Brotherhood of Locomotive Firemen and Enginemen, representing the firemen and hostlers, no request for mediation or conciliation proceedings having been made by either employer or employees. As members of the board of arbitration, representatives of the railroad nominated W. S. Martin and repre- sentatives of the employees nominated W. F. Hynes. These arbi- trators, being unable to agree upon a third, the appointment of the third arbitrator was by agreement referred to the chairman of the Interstate Commerce Commission, who appointed W. L. Chambers, of the District of Columbia. Hearings before the board of arbitration were conducted in the Federal building at Denver, Colo., beginning October 11, 1910. The presentation of testimony was completed October 27, oral argu- , ments being heard the day following. On November 1, the board announced its award. DEMANDS OF EMPLOYEES. The proposals of the employees as submitted to arbitration were framed so as to provide for increased rates of pay, both through specific increases in the wage scale and indirectly through, changes in rules governing the basis of a day's work and running time of trains in certain classes of service, and in the basis oi pay for over- tune .work. The specific wage increases requested were for the apphcation of the increases granted firemen on western railroads as a result of the firemen's arbitration award of 1910 to the rates of pay in effect on the Colorado and Utah lines of the Denver & Kio Grande as of January, 1907; for a rate of $4 per day on Mallet type engines in all classes of service ; and for an increase of 25 cents per day for switch firemen and a minimum day rate of $3.25 for hostlers on the Utah Unes of the railroad. FINDINGS OF THE BOARD OF ARBITRATION. Stated in summary form the award of the board of arbitration in response to the requests of the employees involving direct increases m. rates of pay was as follows: 170 BAILROAD LABOE AEBITEATIONS. The request for the application of the increases established on western railroads as a result of the arbitration award of 1910 to the rates in effect on the Colorado lines of the Denver & Rio Grande was . denied, but firemen in standard gauge passenger service, and on all narrow gauge valley mileage were awarded an increase of 6 cents per 100 miles. All "narrow gauge valley rates in freight service were increased from 3.12 to 3.27 cents per mile. A day"s pay for road firemen was increased 5 cents. On the Utah lines an increase of 15 cents per 100 miles was awarded in all clashes of passenger and freight service. With respect to the rates of pay of firemen employed on MaUet type engines, the board found from the evidence that no engines of this type were in service on the Colorado lines, but awarded that, in the event of the introduction of such engines, firemen should receive 4 cents per mile in all classes of service valley miles; between Salida and Malta, 5 cents per mile; between Mintum and Malta and between Labeta and Sierra 5^ cents per mile, with minimum pay of $3.20 per day. On the Utah lines a rate of $4 per 100 miles for firemen em- ployed on Mallet tjrpe engines was awarded, as proposed by the employees. In response to the request for an increase in rates of pay of switch firemen on the Utah lines it was ordered that no change be made in th-e rates of P^of these employees except in the case of such firemen employed at Walsenburg, Kouse Branch, El Moro-Jansen- Reilly Canon, who were awarded an increase of 31 cents. The rates of pay for hostlers on the system receiving less than $3 per day were increased 20 cents per day; rates of $3 per day were increased to $3.15; and rates of $3.33 to $3.45. The overtime rate in this service was fijced at 27 cents per hour on the Utah lines, as compared with a request for a rate of 30 cents. The findings of the board with respect to the proposals involving changes in rules governing running time of trains, overtime, and the basis of a day's work are set forth below in connection with a state- ment of the rules requested by the employees, the articles submitted to arbitration, and the findings of the board being shown in parallel coliunns. Colorado lines. Ahticle 0. requests op employees. award. That a permanent running time be This request was denied. established for mixed, through, local, and irregular freight and helper service at a speed of 12 miles per hour on all valley and Go-mile districts, except between Malta and Mintum, and 9 miles per hour on all 44-mile districts, and also on 60- mile districts between Malta and Min- tum; overtime computed on 12 miles per hour valley mileage, according to class of engine, unless otherwise provided for in specified service. Article D. That overtime on regular passenger runs Granted, shall be computed after the schedule time of train. BAILED AD LABOR AKBITEATIONS. 171 Article E. That overtime on special passenger or Granted, express service will be computed on the average time of the fastest and slowest schedule passenger trains on districts over which such trains move. Aeticle P, That when engines are turned and run When engines are turned and run in in opposite direction the overtime will be opposite direction the overtime to be fig- figured separately on each trip, time on ured from the start until the end of the return tnp to be computed from time of return trip on the basis of the running ■departure as shown on train sheet. This time. This to govern places not other- to govern places not otherwise covered wise covered, and not to apply to regular and not to apply on regular branch runs, branch runs. . Articlb G. That on all classes of engines in all Overtime rates per hour on Colorado ■classes of service overtime will be com- lines shall be as follows: puted at the rate of 12 miles per hour, val- On narrow gauge lines in passenger and ley miles, at class rates of engines, less freight service 30 cents per hour, standard than 30 minutes not to be counted, 30 gauge in passenger service 30 cents per minutes and less than 1 hour to be count- hour, standard gauge freight service 33 «dlhour, hour for hour, thereafter. This cents on all engines except Mallet, to govern places not otherwise provided Mallet type engines 40 cents per hour, for. Utah lines. Article J. That overtime on regular passenger tuns Overtime on special passenger or ex- shall be cpmputed Wter the schedule run- press service shall be computed as at prea- ning time of trains. ent on Utah lines. Article K. This article embodied the same request Overtime or special passenger or ex- as was presented in Article E with respect press service shall be computed as at pres- to the Colorado lines. ^ ent on Utah lines. Article L. That -when engines are turned and run When engines are turned and run in op- in opposite direction, the overtime shall posite directions, overtime shall be fig- be figured separately on each run, time on ured as at present on Utah lines, 22 milea return trip to be computed from time of de- for passenger and 12 miles for freight, parture as shown on train sheet. Article M. That on all classes of engines, in all Overtime rate per hour on Utah lines to classes of service, overtime, shall be com- remain as at present on all classes of freight puted at the rate of 12 miles per hour at service; in passenger service, the rate to class rates o£ engines. Less than 3p min- be 29 cents. Ordered that less than 30 utes not to be counted; 30 minutes and minutes not to be counted; 30 minutes leas than one hour to be counted one hour; and less than 1 hour to be counted 1 hour; hour for hour thereafter. -This to govern hour for hour thereafter. This to govern places not otherwise provided for; places not otherwise provided for. Article N. That one day's pay will be allowed for No change to be made in the present 10 hours or less service at freight rates; rateofpay per day at points mentioned in overtime pro rata, at the following places: this request, except that an increase of 25 Scofield, Clear Creek, and Winter Quar- cents a day is allowed on Shay engines. ters, Bingham Canyon, Cuprum, Garfield, Welby, SunnysidOj Castle Gate, and Cop- per Belt; Shay engines. 172 RA.ILEOAD LABOR ARBITRATIONS. In a dissenting opinion under Articles A and H arbitrator W. F. H5raes referred to the increased cost of living, the increased labor due to the employment of larger engines with greater tractive power in- volving the consumption of a greater amoimt of coal, and the in- creased rates of pay established on railroads connecting and compet- ing with the Denver & Rio Grande Railroad, as a result of the western firemen's arbitration award of 1910, as reasons which he claimed en- titled the employees to the specific wage increases asked for. Mr. Hynes further contended that the evidence submitted to the board tending to show that firenien in the employ of the Denver & Rio • Grande Railroad were exposed to unusual hazards was not given the consideration, that it deserved. Dissenting from the award under article G, Mr. Hynes contended that the schedule time of trains in the classes of service referred to in this article had been so extended, following wage increases granted in 1903 and 1907, that the aggregate earnings of firemen in 1909, after the addition of these increases, were less than in 1903. The evidence on these points, Mr. Hynes claimed, was conclusive, and the adoption of the rule asked in article C was necessary for the' protection of fire- men against further extension of the running time of trains without additional pay. Dissenting opinions were also filed by Mr. Hynes under articles F, G, K, L, M, N, and O. The operation of the award under article F, Mr. Hynes contended, would result in a reduction in the wages of fitremen on such runs, unless modified to conform to the ruling of the chairman that no decreases should be' made in connection with the award. With respect to the rule requested under article N, testi- mony tending to show that the services rendered by firemen in the places mentioned in this section involved unusual hardship was referred to by Mr. Hynes as ground for his conclusion that this re- quest should have been granted. ' As a part of the arbitration award it was directed that the wage increases granted by the board should be based on rates of pay pro- vided in schedule of the Denver & Rio Grande RaUroad of January 1, 1907, and that such increases should be retroactive as of October 6, 1910. APPLICATION OF THE AWARD. In order to show the practical result of the arbitration on the Denver & Rio Grande Railroad, with reference to increases in rates of pay, the following tables contrast the rates in effect on the Colo- rado lines in 1907 with those granted by the board of arbitration effective October 6, 1910: EAILEOAD LABOR ARBITRATIONS. 173 Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration. COLORADO LINES— PASSENGB'E SBKVICE. Class of service. \ Bate per- Pay. 1907 1910 Increase. Amount. Per cent. Standard gauge: Simple engines, except 220 class Simple engines, 220 class Compound engines, except Mallet Second division — Malta and Leadville-Mintum— Simple engines, under 220 class All compound engines, except Mallet and 220 simple. Fourth divisi n— La Veta-Sierra — ' - Simple engines under 220 class All compound engines, except Mallet and 220 class, simple. Narrow gauge: Day's pay for road firemen — Simple engines Compound engines Second division- Blue River branch — Simple engines Compound engines Fourth division — AU simple engines All ompound engines Pagcsa Springs branch, Altura-Ealls and Dykes- Sunetha — AU simple engines .' ., All colupound engines .^ Day... . . .do . ...do. Mile.. ....do. .do., .do.. Day.. ...do. Mile.. ...do. ..-.do. ...do. .do. .do. S2.94 3.00 3.00 .049 .05 .05 2.65 2.71 .0442 .0452 .0602 .0616 .0442 .0452 S3. 00 3.06 3.06 .05 .051 .05 .051 2.71 2.77 .0451 .0461 .0616 .06295 .0451 .0461 »0. .001 .001 .001 .001 .06 -.06 .0009 .0009 .0014 .00135 .0009 .0009 COLORADO LINES— FREIGHT AND MIXED SERVICE. Btandai'd gauge: Pay lor road firemen- All simple engines except 220 class All compound engines except Mallef and 220 class simple. Narrow gauge: Pay for road firemen— Simple engines Compound engines •. First division— a Simple engines Compound engines . Second division— Salida-Malta— Simple engines Compound engines Blue River Branch- Simple engines Compound engines Third division — Poncha to 2 miles east of Sargent, Maysvuie- Monarch. Cimarron-Cedar Creek, Ponoha- Pondha Pass, Villa Grove-Orient— Simple engines - Compound engines Balance of narrow gauge district- Simple engines, j Compound engines - Fourth division — Alamosa-Cumbres— Simple engines Compound engines Cumbres-Chama- Simple engines Compound engines - — - Chama-Durango and Silverton Branch- Simple engines Compound engines Santa Fe Branch-Embudo Barranca- Simple engines » Compound engines Day. ..do. .do. .do. Mile. ...do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. 2.89 2.95 2.73 2.79 .0312 .0319 .0434 .0444 .0442 .0462 .0602 .0616 .0312 .0319 .0312 .0319 .0602 .0616 .0312 .0319 .0602 .0616 $2.94 3.00 2.78 2.84 .0327 .0334 .04557 .04656 .0463 .0473 .06318 .0645 .0327 .0334 .0327 .0334 .06318 .0045 .0327 .0334 .06218 .0645 SO. 05 .05 .05 .05 .0015 .0015 .00217 .00216 .0021 .0021 .0029 .0015 .0015 .0015 .0015 .0029 .0015 .0015 .0029 114 EAILROAD LABOR AEBITRATIONS. Amount and per cent of increase in rates of pay of locomotive firemen as a result of the award of the board of arbitration — Continued. COLOEADO LINES— FKEIGHT AND MIXED SERVICE— Continued. Class of service. Hate per- Pay. 1907 1910 Increase. Amount. Per cent. Narrow gauge— Continued. Fourth division— Continued. All other mileage on Santa Fe Branch — Simple engines Compound engnes Fagosa Springs Branch, Altura-Halls and IJykes-Sunetha— Simple engines Compound engines Balance of mileage on Pagosa Springs Branch- Simple engines Compound engines Mile. ..do. .do. .do. .do. .do. 10. 0312 .0319 .0442 .0452 .0312 .0319 f 0. 0327 0334 .0463 .0473 .0327 .0334 SO. 0015 .0015 .0021 .0021 .0015 .0015 4.8 4.7 4.g 4.6 4.8 4i7 A study of the foregoing tables shows that the rates of pay of the firemen in passenger service were increased 2 per cent for all classes of standard gauge engines and from 2 per cent to 2.3 per cent on narrow gauge engines. In the latter class the maximum increase of 2.3 per cent was allowed road firemen on simple engines working on a day basis and ficremen on simple engines on the fourth division paid at a rate per mile. Road fitremen in the freight and mixed service handHng standard gauge simple engines, except 220 class, and-coiupound engines, except MaUet and 220 class simple, were granted a flat increase of 1.7 per cent as a result of the arbitration. On narrow gauge engines for all divi- sions, and including both simple and compound engines, increases in rates of pay were gained of from 1.8 per cent to as high as 5 per cent. The increase on the narrow gauge engines exceeded 4 per cent in all except two instances. XIII. COAL AND COKE RAILWAY CO. AND BEOTHERHOOD OF LOCO- MOTIVE ENGINEERS, BROTHERHOOD OF LOCOMOTIVE FIRE- MEN AND ENGINEMEN, ORDER OF RAILWAY CONDFCTOilS. AND BROTHERHOOD OF RAILROAD TRAINMEN: 1911. The arbitration case descri'bed below was a concerted movement by the train service employees of the Coal & Coke Eailway Co. to secure from the company certain changes in working conditions and an increase in rates of pay. Stipulations for arbitration under the terms of the so-caUed Erdman law were signed by the parties April 1, 1911. The employees selected as their arbitrator, P. H. Morrissey,, president of the American Railroad Employees' and Investors' As- sociation, and the railway company selected H. B. Spencer, vice president of th'e Southern Eailway Co. At the request of 'these, arbitrators, Wendell P. Stafford, justice of the Supreme Court of the. District of Columbia, was appointed by the chairman of the Inter- state Commerce Commission and the United States Commissioner of Labor as the 'third arbitrator. The board of arbitration organized, with Judge Stafford as chairman, and held its first session at Wash- ington, D. C, on May 8, 1911. The arbitration award was rendered May 27, being made retroactive so as to go into effect April 1, 1911. DEMANDS OF THE EMPLOYEES. The rules respecting rates of pay and working conditions proposed by the employees were presented, to the board of arbitration in a. series of schedules designated by the letters of the alphabet A to C, inclusive, schedule A relating to conductors, baggagemen, flagmen,, brakemen, and yardmen; schedule B, to engineers; and schedule C, to firemen. In article 2 of the arbitration agreement it was stipu- lated that the — Board of arbitration shall have the right to decide that the employer shall accept all the rules and rates of pay provided in the said schedules, or none of them or any part of "them, or any modification of them that the said board may prescribe; or said board shall have the power to fix and determine what wages shall be paid to said employees and what the hours of labor and rules relating to such wages and hours of labor shall be. At the time of the arbitration the rates of pay of passenger con- ductors, . baggagemen, and brakemen were $110, $72, and $65 per month-, respectively. In the wage scale submitted to arbitration payment of these employees on a mileage basis was requested at rates of 2.68 cents per mile for conductors, 1.55 cents p€>r mile for baggage- men, and 1.5 cents per mile for brakemen. A monthly guaranty in the case of regularly assigned passenger conductors, baggagemen, and brakemen who were ready for service the entire month, and who did not lay off of their own accord, of $125, $75, and $70 per month, respectively, was also requested. In connection with this request it was proposed that the minimum mileage allowance and pay for each. 175 176 EAILEOAD LABOE ARBITRATIONS, day used should be not less than $4.20 for conductors, $2.75 for flagmen, and $2.55 for brakemen. The wage scale proposed by the employees involved in through and irregular freight service increases in rates of pay ranging from approx- imately 5 per cent for flagmen to 10 per cent for conductors and brakemen; in local freight service increases ranging from approxi- mately 17 per cent for flagmen to 20 per cent for conductors, 23 per cent for brakemen, and in work and wreck train service increases of 26 per cent for flagmen, 21 per cent for brakemen, and 30 per cent for Conductors. The new wage scale also involved increased rates of pay for conductors and trainmen in mixed train and in yard service. In the case of engineers a rate of 3.85 cents per mile, with the pro- viso that runs of less than 100 miles either straightaway or turn around should be paid for as 100 miles, was rec(uested in lieu of the existing rate > of $4.50 per day. In local, pick-up, and through freight service increases ranging from 14 to 17 per cent, in work and wreck train service an increase of 33 J per cent, and in yard service an increase of 30 per cent were requested as compared with the existing rates. The wage scale governing the rates of pay of firemen, as submitted to arbitration, involved increases in the rates of compensation of these employees of approximately 15 per cent in local and pick-up freight service, 10 per cent in through freight service, and 20 per cent in work, wreck, and yard service. In passenger service a rate of 2.25 cents per mile, with the proviso that runs of less than 100 miles either straightaway or turn around should be paid for as 100 miles, was requested in lieu of the existing rate of $2.50 per day. The stipulations respecting working conditions presented to the board of arbitration in connection with'.the proposed wage scale involved, among other changes in the existing rules, a reduction in the number of hours constituting a day's work in freight and mixed train service from 11 to 10 hours per day. Material changes were also requested in the rule governing the rights of employees in case of suspension, dismissal, or the imposition of disciphne for any offense. The new rules to a great extent related to working condi- tions which had not previously been made the subject of written agreement between the railway company and the employees. FINDINGS OF THE BOARD OF ARBITRATION. The detailed requests of the employees, as compared with the findings of the board of arbitration, are shown below. Summed up briefly, the wage scale established as a result of the arbitration involved increases in rates of pay ranging in freight and mixed train service from 6.3 to 9.1 per cent; in work and wreck train service, from 20 to 33.3 per cent; and in yard service, from 14.3 to 25 per cent. In passenger service engineers and firemen were awarded a minimum allowance for each day used of $4.50 and $2.50, respectively, as compared with a corresponding allowance before the award for a day's work of more than 6 hours and not exceeding 10 hours, and pay for actual time only for service of 6 hours or less. Conductors, baggagemen, expressmen, brakemen, and flagmen in Sassenger service were awarded a minimum daily allowance for each ay used of $4.10, $2.70, and $2.45, respectively, compensation for BAILEOAD LABOR ABBITBATIONS. 177 service of 6 hours or less before the award haviflg been limited to payment for time actually worked at the pro rata rate for a full day of 10 hours. In the comparison of the award of the arbitration board with the requests of the employees the articles of/the requests and the awards are shown in parallel columns, the schedules governing engineers being presented first, followed by the schedules governing firemen, and conductors and trainmen, in the order mentioned. Article A. BEQUESTS OF LOCOMOTIVE •ENGINEERS. Passenger engineers, per mile.. $0.0385 Local freight, per mile 0450 Pick-up freight, per mile. , 0450 Through freight, per mile 0440 Work and wreck,, per day 4. 00 Yard engineers, per day of 10 hours or less 3. 90 Overtime. Passenger engineers, per hour. . All freight engineers, per hour. . Work and wreck engineers, per hour. .' Yard engineers .40 .45 .40 service. — Straight-away or run-around runs making over 100 miles will be paid on a mileage basis, overtime at rate of 20 miles per hour. Under 100 miles, either straight away or turn around, will be paid as 100 miles, overtime at rate of 20 miles per hour. Regular assigned passenger engineers called for service before and in addition to their regular run, before trips or before registering off duty, will be paid as follows: One hour or less $0.40 One to 5 hours 2. 00 Over 5 hours and less than 10 hours 4. 00 InallfreigJit service. — Unless otherwise specified, 100 miles or less, 10 hours or less, either straight away or turn around, to constitute a day. Over 100 miles or 10 hours to be paid pro rata. Overtime at rate of 10 miles per hour. Engineers not assigned to a regular run may be used for more than one class of service in one day or trip, and shall be paid the higher rate of pay for service Performed, 10 hours or less, 100 miles or. iss to constitute a day. Over 10 hours or 100 miles to be paid pro rata. First 30 minutes not to count; over 30 minutes 1 hour. AWARD OP BOARD OP ARBITRATION. Engineers in passenger service will be paid on the followiag trip basis: Elkins-Charleston $5. 30 Overtime after 8 hours and 48 minutes. Gaasaway-Roaring Creek Junc- tion and return, including Coal- ton trips 5. 30 Overtime after 4 hours and 15 minutes in each direction. Gassaway-Charleston and return, including round trip, Sutton Branch 5. 80 . Overtime on the nm Gassaway to Charleston after 4 hours and 36 minutes; Charleston to Gassaway via Sutton, after 5 hours and 15 minutes. One hour extra will be allowed for turning train at Charleston. The minimum daily allowance for engi- neers in passenger service to be: $4.50 for 10 hours or less; overtime pro rata. The working time' of engineers will begin at the time train is scheduled to leave, and will continue until relieved from duty at end of run. In computing overtime, less than 30 minutes will not be counted. Thirty minutes, and less than 1 hour, will be counted 1 hour. All passenger overtime to be paid at the rate of 45 cents per hour. All excursion service and other special passenger trips not provided for above will be paid on the basis of the minimum rate and overtime herein contained. Passenger engineers regularly assigned and called for emergency service before, or in addition to, their regular runs, before trips or before registering off duty, will be paid for such service on hourly basis at regular overtime rate. If over 5, hours are used in such service, they will be paid the minimum daily passenger rate and overtime if earned., Freight and mixed, per mile $0. 0415 Work and wreck, per day (10 hours or less) 4. 00 Yard engineers ' per day (10 hours or less) 3. 55 • Includes service on Sutton Branch performed by Gassaway yard crew. 51393°— S. Doc. 493, 64-1- — 12 178 EAILEOAD LABOE AEBITKATIONS. OvertiTM. All freight engineers (cents per hour) 41. 5 Work and wreck engineers (cents per hour). * 40 Yard engineers (cents per hour) 35. 5 In all freight and mixed train service, including mine runs, and pusher or helper service, 100 miles or less, or 10 hours or less will constitute a day's work; that on runs of 100 miles or less overtime will be paidrfor time in excess of 10 hours, and on runs over 100 miles overtime will be paid for the time used in excess of the time necessary to complete the trip at an average speed of 10 miles per hour. The working time of the men will begin at the time they are scheduled to leave or time called to leave initial terminal, unless they leave earlier, and will continue until they are relieved from duty at the end of the run. Overtime will not commence until after expiration of 30 minutes in addition thereto, the 30 minutes to be reckoned as 1 hour. Engineers in all freight service may be assigned to turn-around service out of terminals regardless of the first-in first-out rule until 100 miles, or 10 hours, have been made. GENERAL RULES. Section 1. Engineers who voluntarily Section 1. A record will be kept show- leave the service, and who may subse- ing the age of employees in service and quently be reemplojred on this road, lists will be posted on Gassaway bulletin shall rank in seniority as new men. board. In making promotions, quaU- Those discharged from the service and re- fications will govern: that is, record, instated within less than one year shall ability, and seniority. The seniority not be required to pass a medical exami- lists as now published shall govern, and nation, nor shall they lose their seniority, the rights of employees shall extend over but if reemployed after one year, shall the entire road, rank as new men. Seniority shall take precedence in all An employee dismissed for cause may cases as to choice of run on any district, be reinstated if applieation for same is providing the senior man is competent. made in writing within six months of the Engineers shall hold their rights in date of puch dismissal, seniority in both road and yard service. Regular runs will be assigned, -prefer- No engineer shall be hired or fireman ence being given to senior men who are promoted tor yard service. All engineers qualified. When a regular run becomes hiredor firemen promoted shall take their vacant it will be advertised and will be places on extra board and shall be in Tine given to the oldest qualified employee in for regular service in both yard and road that branch of the service applying for it. service when vacancies occur. And in cage the senior man dechnes he shall not be entitled to claim it later imtil it again becomes vacant, or until there ' is a change in runs or conditions. But a senior man who declines a run does not thereby lose his seniority rights except as to that run, and under the conditions then existing and providing a quali- fied man in service is available who desires the run. Engineers assigned to regular runs shall run the same regardless of engines. BAILBOAD LABOB ABBITBATIONS, 179 Sbo. 2. Engineere will be called when possible 1 hour and 30 minutes before their time to leave, their time to be taken from the engineer's time ticket, and to begin 30 minutes before time they are called to leave. Engineers will be noTJl- fied in writing when tune is not allowed as per time ticket, and the reason for non- allowance given. Sec. 3. No engineer shall be suspended or dismissed in serious cases except tem- porarily pending investigation without a fair and impartial trial. All parties interested must be present at the inves- tigation, but witnesses may be examined separately, and in the event of conflicting testimony those whose evidence conflict will be brought together. The trial must be held within seven days and the engi- neer advised of the decisions. He shall not be suspended pending trial for minor offenses. In case he is unjustly sus- pended, he shall be paid for the time lost. He shall have the right to appeal to the general officers, and in all cases may be represented by two members of the committee. Seo. 4, Engineers summoned as wit- nesses for the company in the courts or in similar service shall receive their regular rate of pay while in attendance, and their necessary traveling expenses. Engineers when summoned by the company to at- tend investigations shall be paid their regular rate of pay for the actual time lost while attending the investigation, but no travelii^ expenses. Sec. 5. When an engineer is called and not used he shall be allowed regular rate per hour for all time held with a minimum of three hours and not lose his turn. Sec. 6. Engineers deadheading under orders on freight trains will receive their full rate, and on passenger trains one-half their regular rates. Engines running light over the road, except helper engines, will be furnished a flagman, except in emergency cases. Sec. 7. The seniority of a hired en- gineer shall date from his first trip, and that of a promoted engineer from the date of his promotion. Sec. 2. Where callers are employed crews will .be called a reasonable tune before leaving time of their trains pro- vided they reside within 1 mile of the starting point, except crews assigned to regular runs scheduled to leave between 7 a. m. and 8.30 p. m. Employees will be notified when time is not allowed as claimed and the reason therefor given. Sec. 3. No engineer shall be suspended or dismissed in serious cases except tem- porarily pending investigation without a fair and impartial trial. All, parties interested must be present at the inves- tigation, but witnesses may be examined separately and in the event of conflicting testimony those whose evidence conflict will be brought together. The trial must be held within seven days and the engi- neer advised of the decision. He shall not be suspended pending trial for minor offenses. In case he is unjustly sus- pended, he shall be paid for the time lost. He shall have the right to appeal to the general officers, and in all cases may be represented by two members of the committee. In case of an appeal, the appeal must be taken within 30 days of the time decision is rendered,, apd the appeal must be made in writing and in- clude a statement giving the main points of the case and the points to which excep- tions are, taken, and the ground for such exceptions. Seo. 4. Employees held off duty by the company to attend court will be paid for time lost at the regular rate for their respective class of service and in addition their hotel expenses will be paid while held away from home, and such em- ployees will assign their court fees and mileage certificates to the company. When held out of service to attend an investigation they shall be paid for actual time lost in attending the'investi^ation, but no traveling or other expense shall be allowed. No time will be allowed for attending the investigation if any mem- ber of their crew is found to be at fault. Sec. 5. When an engineer'is called and not used he will be allowed regular rates per hour for all time held with a minimum of three hours and not lose his turn. Sec. 6. Engineers deadheading under orders will receive one-half their regular rates. Engines running light over the road, except helper engines, will be fur- nished a flagman, except in emergency cases. An employee who, for reasons of his own, quits work during a day or trip and the employee who relieves htm shall each be paid actual time. Sec. 7. The seniority of a hired en- gineer shall date from his first trip, and that of a promoted engineer from the date of his promotion. 180 RAILROAD LABOR ARBITRATIONS. Sec. 8. In case an engine is taken from the service on one district and put in service on another or shopped for 10 days or more, the engineer shall be fur- nished with another engine if possible. If this is not possible, then the youngest engineer shall drop back on the extra list and the aforesaid engineer shall take his engine or turn. This section shall also apply to any change of engines from any part of a district to another. Sec. 9. Any engineer refusing a run or engine vacant or open to his choice by reason of his seniority rights, forfeits thereby no seniority rights, but can not thereafter claim the run or engine refused in case of its being again vacant or in case he is thereafter deprived of a run which he holds. New and vacant runs to be advertised, applicationr must be made within 10 days. A man being absent on account of sickness, .suspension or a leave of absence, if entitled to same, may claim and have the run or engine on his return. When a run is lengthened or shortened 20 iniles or more or the home terminal is changed, it shall be considered a new run and be advertised. Sec. 10. Engineers accepting official or other positions with this company shall not lose their seniority. Sec. 8. In case an engine is taken from the service on one district and put in service on another or shopped for 10 days or more, the engineer shall be furnished with another engine if possible. If this is not possible, then the youngest en- gineer shall drop back on the extra list and the aforesaid engineer shall take hia engine or turn. This section shall also apply to any change of engines from any part of a district to another. Sec. 10. An employee accepting official position with the company or temporary position in the shops oi; other class of service shall retain his rights on the road providing he requests and receives a letter to that effect. Sec. 11. Engineers not assigned to regular runs will run iirst in first out. The number of engineers on extra board will be kept as low as practicable, and when reductions are made the young- est man in point of service will be .re- duced. Extra engineers will run first in first out. When an extra engineer gets an extra run or engine he shall hold same until the return of the regular man, except as follows: When a passenger run is vacant five days or less the oldest available freight engineer, if qualified, will be called for the run and the extra man called for the freight engine. After five days the senior freight engineer will then takethe run if he so desires and is qualified. When a preferred freight run is vacant five days or less the first engineer on extra board will be called. After five days the senior freight engineer will then take the run if he desires. Sec. 12. Yard engineers shall be al- lowed 1 hour for meals between 11.30 and 1.30 for day and night service and when not relieved between these hours shall be allowed 30 minutes formealsand be paid an hour overtime and will not be required to remain on dutyover 6 hourswithout a meal. The meal hour of crews working "spUt tricks" will be arranged between the company and the employees affected to suit the local operating conditions and the convenience of the employees, provided, however, that a definite time will be fixed within which employees will be given their meal under the penalty provided in the preceding paragraph. RAILROAD LABOR ARBITRATIONS. 181 Sec. 11. Extra engineers shall run first in andfirstoutoEallterminalswhereextramen are employe^d, with following exceptions: When it is known that a freight run wiir be vacant 10 days or longer^ the senior extra engineer shall be entitled to it. When it is known that preferred freight or passenger run is to be vacant, the senior frei-'ht engineer at the terminal where va' ail' y orcurs is entitled to same when available and competent, if he desires the rim and. i laims it. Sec. 12. Yard engineers shall be al- ' lowed 1 hour tor meals between 11.30 an ' 1 .30, and when not relieved between those hours shall be allowed 30 minutes for meals and be paid 1 hour overtime and will not be required to remain on duty over 6 hours without a meal. Sec. 13. Wheo engineers are required to f'oiihle hills or cut engine off to assist another train, they will be allowed 10 miles for ea h double, unless the actual mileage exceeds 10 miles, in which case they will be paid actual mileage. Sec. 14. Engineers dispatched from terminals shall not be relieved until they reach the terminal for which they started or return to the terminal which they left, unless released from changes of turn by a qualii.ed engineer or are tied up for rest. Sec. 15. In case of passenger transfer, the crews will transfer and proceed. , In case passenger engine is disabled, the passenger engineer will take the relief engine and proceed with the train. Sec. 16. Engineers on through freight trains v. ho pick up or set oft at three or more places on straightaway trip, or two or more places on turn-around trip, will be paid local and pick-up rates for the trip. Bad order cars do not count under this rule. . Changing tonnage to meet grade conditions not to be counted. Sec. 17. At terminals where engine in- spectors are employed, they will be held responsible for the inspection of incoming and outgoing engines. This does not relieve the engineer from making the usual inspection and work report. Sec 18. WTien an engineer is displaced by a senior engineer, or a run is taken oft, the engineer affected shall have prefer- ence of taking any other run he is entitled to by seniority. When an engineer is taken off a run, account unsatisfactory service, he shall be entitled to a run that he can handle satisfactorily, to which hia seniority entitles him. Sec.19. No engine will be used on main track or to do yard work, unless in charge of a qualified engineer, except in ex- change of passenger engines at terminals. Sec. 13. When engineers are required to double hills or cut off engine to assist another train, they will be allowed actual mileage at the rate per mile paid on their train with overtime based on the total mileage made at the regular miles per hour basis when it accrues. Sec. 15. In case of passenger transfer the crew will transfer and proceed. In case passenger engine is disabled the pas- senger engineer will take the relief engine and proceed with the train. Sec. 18. When an engineer is displaced by a senior engineer or a run is taken off, the engineer affected shall have pref- .erence of taking any other run he is en- titled to by seniority. When an engineer is taken off a run on account unsatisfac- tory service, he shall be entitled to a run that he can handle satisfactorily, "to which his seniority entitles him. Sec. 20. Leave of absence for 30 days or more when granted will be given only in writing 'and for a period not to exceed 6 months (except in case of sickness)_, and an employee on leave of absence must keep the ofiicer issuing same advised' of his address, and is subject to recall, except in case of sickness, upon 20 days notice. Sec 21. Suitab protection against the weather will be placed on all engines dur- ing the winter months. Coolers will be furnished and ice supplied from May 1 to October 1 where obtainable. Sec. 22. If requested, a clearance or service letter will be given an employee leaving the service, staiting date entering and date leaving and cause of leaving. 182 EAILROAD LABOB ARBITRATIONS. •Sec. 20. No engineer will be allowed a longer period than six months leave of ab- sence at any one time, and such leave of absence shall be secured from the super- - intendent in writing and may be extended in case of sickness.' APPLICATION OP 16-HOTTE LAW. (a) Employees in train service will not be ti6d up unless it is apparent that trip can not be completed within the lawful time, and not then until after tlie expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws, if State laws govern. _ (5) If employees in train service are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their service will be paid for under the provisions of this schedule. (c) When employees in train service are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period oft duty applicable to any mem- ber of the road crew, provided the longest period of rest reqjiired J)y any member of the crew shall be the period of rest for the entire crew. (d) Continuous trip* will cover the movement straight away or turn around from initial point to the destination train is making when- required to tie up. If any change is made in destination after the crew is released for rest, a new trip will commence when the crew resumes duty. (e) Employees in train service tied up under the law will be paid continuous time or mileage at their schedules from initial point to tie-up point. When they resume duty on a continuous trip, they will be, paid miles or- hours, whichever is the greater, from the tie-up point to the next tie-up point or to the terminal. It is understood that this section does not permit engineers to run through termi- nals imless such practice is permitted under the schedule. (/) Employees in train service tied up for rest under the law and then towed or deadheaded into terminal, with or with- out engine or caboose, will be paid there- for as per section (e) the same as if they had run the train to such terminal. (g) Employees in train service tied up in obedience to law will not be required to watch or care for engines or perform other duties during the time tied up. (A) Yardmen required to work 16 hours will resume work when the reSt period is lip under the Federal law, and then be permitted to work 10 hours or paid therefor. (a) Engineers in train service will not be tied up unless it is apparent the trip can not be completed within the lawful time, and then not until after the expira- tion of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State law, if State laws gov- ern. (6) If engineers in train service are tied up a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their service will be paid for under the provisions of this schedule. (c) When engineers in train service are tied up between terminals under the law, ■they shall again be considered on duty and under pay immediately upon expi- ration of the minimum legal period off duty applicable to any member of the road crew, provided the longest period of rest required by any member of the train or engine crew, either 8 or 10 hours, shall be the period of rest for the entire crew. (d) Continuous trip will cover the movement straight away or turn around from initial point to the destination train is making when required to tie up. If any change is made in the destination after the crew is released for rest, a new trip will commence when the crew re- sumes duty. (e) Engineers in train service tied up under the law wUl be paid continuous time for mileage of their schedule from initial point to tie-up point. When they resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point or to the terminal. It is understood that this article does not permit engineers to run through termi- nals unless such practice is permitted under the schedule. (/) Engineers in train service tied up for rest under the law and then towed or deadheaded into terminal, with or with- out engine or caboose, will be paid there- for aa per section (e) the same as if they had run the train to such terminal. (g) If an engineer is required to watch or care for engines or perform other duties during the time tied up, he will be paid for such service at regular overtime rates. (h) Yard engineers required to work 16 hours will resume work when the' rest period is up imder the Federal law and then be permitted to work 10 hours or paid therefor. EAILKOAD LABOR AEBITEATIONS. 183 Article A. BEQUESTS OP LOCOMOTIVE FIREMEN. AWARD 6f THE BOARD OF ARBITRATION. Piremen in passenger service will be paid on the following trip basis: Elkins-Charleston $2. 95 Overtime after 8 hours and 48 minutes. Gassaway-Roaring Creek Junction and return, including Coalton trips $2. 95 Overtime after 4 hours and 15 minutes in each direction. Per mile. Passenger firemen $0. 0225 Local freight firemen 0275 Kck-up freight firemen 0275' Through freight firemen 0265 Per day. 1 Work and wreck $2.40 Yard firemen 2.40 Overtime. Per hour. All freight and passenger service. $0. 27 Yards and work trains .24 ger service. — Straightaway or tiun- around runs making over 100 miles will be paid on a mileage basis, overtime at ' rate of 20 miles per hour. Under 100 miles, either straightaway or turn around, will be paid as 100 miles, overtime at rate of 20 miles per hour. Regular assigned passenger firemen called for service before and in addition to their regular run, before trips, or before registering off duty will be paid as follows : One hour or less $0. 27 One to 5 hours 1. 10 Over 5 hours and less than 10 hours. 2. 25 Overtime on basis of 20 miles per hour. In all freight service. — Unless otherwise specified, 100 miles or less, 10 hours or less, either straightaway or turn' around, to constitute a day. Over 100 miles or 10 hours to be paid pro rata. Overtime at rate of 10 miles per hour. Piremen not assigned to a regular run may be used for more than (5ne class of service in one day or trip, and shall be paid the higher rate of pay for service per- formed, 10 hours or less, 100 miles or less, to constitute a day. Over 10 hours or 100 miles to be paid pro rata. In counting overtime, 30 minutes will not be counted. Over 30 minutes wUl count one hour. Gasaaway-Charleston and return, including round trip, Sutton Branch. . $3. 25 Overtime on the run, Gassaway to Charleston, after 4 hours and 36 minutes; Charleston to Gassaway via Sutton, after 5 hours and 15 minutes. One hour extra wiU be allowed for turning train at Charleston. The minimum daily allowance for fire- men in passenger service to be $2.50 for 10 hours or less; overtime pro rata. The working time of firemen will begin at the time train is scheduled to leave and wiU continue until relieved from duty at end of run. In computing overtime, less than 30 minutes will not be. counted. Thirty minutes, and less than one hour, will be counted one hour. All passenger overtime to be paid at the rate of 25 cents per hour. All excursion and other special pas- senger trips not provided for above will be paid on the basis of the minimum rate and overtime herein contained. Passenger firemen regularly assigned and called for emergency service before or in addition to their regular runs, before trips or before registering off duty, will be paid for such service on hourly basis at regular overtime rate. If over five hours are used in such service, they will be paid the minimum daily passenger rate and overtime if earned. Per mile. Freight and mixed train service firemen ,$0. 026 Per day.' Work and wreck train firemen $2.40 Yard firemen ^ 2. 30 Overtime. Per hour. All freight and mixed service $0. 26 Work and wreck train service ' . 24 Yard service 23 1 10 hours or lesi ' Includes service on Sutton Branch performed by Gassaway yard crew. 184 KAILEOAD LABOK AEBITBATIONS. In all freight- and mixed train service, including mine runs, and pusher or helper service, 100 miles or less or 10 hours or less, will constitute a day's vork; that on runs of 100 miles or less overtime will be paid for time in excess of 10 hours and on runs of over 100 miles overtime will be paid for the time used in excess of the time necessary to complete the trip at an average speed of 10 miles per horn:. The working time of the men will begin at the time they are scheduled to leave or tim^ called to leave initial terminal, unless they leave earlier, and will continue until they are relieved from duty at the end of the run. Overtime will not. commence until after expiration of 30 minutes in addition thereto, the 30 minutes to be reckoned as one hour. Firemen in all freight service may be assigned to tum-around service out of terminals regardless of the first-in-first-out rule imtil 100 miles or 10 hours have been made. GENERAL RULES. Section 1. Firemen will be called when possible 1 hour and 30 minutes before their time to leave, their time to be taken from the engineer's time ticket and to begin 30 minutes before time they are called to leave. Firemen will be notified in writ- ing when time is not allowed as per time ticket, and the reason for nonallowance given. Sec. 2. Yard firemen shall be allowed 1 hoiir for meals between 11.30 and 1.30, and when not relieved between those , hours shall be allowed 30 minutes for meals and be paid 1 hour overtime, and will not be required to remain on duty over 6 hours without a meal. Sec. 3. When a fireman is called and not used he will be allowed regular rate per hour for all time held with a minimum of 3 hours and not lose his turn. Sec 4. Firemen used in other service than firemen shall receive their regular rate of pay, except when firemen are used as engineers or pilots, they shall receive the same rate of pay as engineers, and will not be requireato fire and pilot at the same time. Section 1. Where callers are employed crews will be called a reasonable time be- fore leaving time of their trains provided, they reside within 1 mile of the starting point, except crews assigned to regular runs scheduled to leave between 7 a. m. and 8.30 p. m. Employees will be notified when time is not allowed as claimed and the reason therefor given. Sec. 2. Yard firemen shall be allowed 1 hour for meals between 11.30 and 1.30 for day and night service, and when not relieved between those hours shall be al- lowed 30 minutes for meals and be paid 1 hgur overtime, and will not be re- quired to remain on duty over 6 hours without a meal. The meal hour of crews working "split tricks " will be arranged between the com- pany and the employees affected to suit the local operating conditions and the convenience of the employees, provided, however, that a definite time will be fixed within which employees will be given their meal under the penalty provided in the preceding paragraph. Sec 3. When a fireman is called and not used he wiH be allowed regular rates per hour for all time held, with a mini- mum of 3 hours, and not lose his turri. Sec 4; Firemen used as pilots will re- ceive rate of pay of engineers. EAILEOAD LABOE AEBITEATIONS. 185 Sec. 5. Firemen deadheading upder or- ders on ireight train will be allowed full pay, on passenger trains one-half pay of |he service for which he is called or used. Sec. 6. Eoad firemen doubling hills will be allowed actual mileage at the rate per mile paid on that train. 10 miles to constitute the minimum. When an en- gine is cut off to assist another train, this will be considered a double. Sec 7. Crews on through freight trains who pick up or set off at three or more places on straightaway trip, or two or more places on turn-around trip, will be paid, local or pick-up rates for the trip, bad order cars do not count under this rule, changing tonnage to meet grade con- ditions not to be counted. Sec. 8. Firemen acting as witnesses or attending court under instructions of an ofBcial of the company will be allowed the same amount they would have re- ceived on Jheir run provided any time is lost and will be paid their actual ex- Sec. 9. The seniority of firemen will be dated from the time called after they accept employment as firemen with the company. . Sec. 10. On or before the Ist of Jan- uary each year a seniority list of firemen shall be renewed and posted at all round- houses. Sec. 5. Firemen deadheading under or- ders will rei'cive one-half thpir regular rat^. An employee who, for reasons of his own, quits work during a day or trip, and the employee who relieves him shall each be paid actual time. Sec 6. When firemen are required to double hills or cut off engine to assist an- other train, they shall be allowed actual mUes at the rate per mile paid on their trains, with overtime based on the total mileage made at the regular miles per hour basis when it accrues. Sec. si. Employees held off duty by the company to attend court will be paid; for the time lost at' the regular rate for their respective class of service, and in addition, their hotel bills will be paid while held away friftn home, and such employees will assign their court fees and mileage certificates to the company. \ hen held out of service to attend art investigation, they shall be paid for actual time lost, but no traveling or other ex- pense shall be allowed. No time will be allowed for attending 4he investigation if any member of their crew is found to b& at fault. Sec. 9. The seniority of firemen will b& dated from the time called after they ac- cept employment as firemen with the company. Sec. 10. A record will be kept showing the age of employees in service and lists- will be posted on Gassaway bulletin bpard. In making promotions, qualifica- tions will govern; that is, record, ability, and seniority. The seniority lists as now published shall govern, and the rights of employees shall extend over the entire road. Regular runs will be assigned, prefer- ence being given to the senior men who are qualified. When a regular run be- comes vacant, it will be advertised and will be given to the oldest qualified em- ployee in that branch of the service ap- plying for it. And in case the senior man declines a run, he shall not be en- titled to claim it later until it becomes again vacant, or until there is a change in runs or conditions. But a senior man who declines a run does not thereby lose his seniority rights except as to that run, and under the conditions then existing, and providing a qualified man in services is available who desires the run. 186 BAILEOAD LABOR AEBITEATIONS. Sec. 11. Firemen -will be promoted in accordance ■with their seniority and if they fail to pass the first examination they will be 'given a second, and if they fail on the second they will be given a third, provided the tbiee examinations are taken during a period of nine months; should they fail on the third examination, they will be dropped to the bottom of the list. A fireman refusing to take examina- tion as set forth above will lose all rights and become the ybungest man on the district at that time. All firemen pass- ing examination will receive a certificate of promotion from the proper official. Sec. 12. Any fireman having three years actual experience and able to pass all reasonable examinations will be pro- moted in their order of seniority in prefer- ence . to employing engineers. In the event of a reduction in staff employed engineers will drop behind the last fire- man hired previous to engineer being employed. Sec. 13. Firemen passing their first reasonable examination will hold senior- ity as engineers in relation to each other as they did as fireman. Those who fail on, their first examination will stand first in next class promoted. Sec. 14. Extra firemen shall run first in and first out. When an extra fireman gets an extra run or engine he shall hold such run or engine until the regular man re- turns, if his services are satisfactory. Sec. 15. Any firemaii refusing a run or engine vacant or open to his Choice by reason of his seniority rights forfeits there- by no seniority rights, but can not there- after claim the run or engine refused except in case of its being again vacant or in case he is thereafter deprived of a run which he holds. New and vacant runs to be advertised; application must be made within 10 days. A man being absent on account of sickness, suspension, or a leave of absence, if entitled to same, may claim and have the run or engine on his return. When a run is lengthened or shortened 20 miles or more or the home terminal is changed it shall be considered a new run and be advertised. Firemen assigned to regular runs shall run the same regardless of engines. Sec. 16. Firemen who become' eligible for promotion and through no fault of their own are not examined and promoted will rank as engineers ahead of men who are employed as engineers between the time the fireman becomes eligible a;nd the time he is promoted. It will be understood Sec. 11. Firemen will be promoted in accordance with their seniority when their experience, ability, and record so admits. Those who decline to accept promotion or fail to pass the necessary ex- aminations, as hereinafter provided, will go to the foot of the list or may be placed on the extra Hst, or may be dropped from the service. If a fireman' fails in the second examination, he will be given another examination if he so requests in writing within six months. Sec. 12. Any fireman having, three years actual experience and able to pass all reasonable examinations will be pro- moted in their order of seniority in prefer- ence to employing engineers. In the event of a reduction in staff employed engineers will drop behind the last &e- man hired previous to engineer being employed. Sec. 13. Firemen passing their first reasonable examination will hold senior- ity as engineers in relation to each other as they did as firemen. Those who fail on their first examination will stand first in next class promoted. Sec. 14. Firemen not assigned to reg- ular runs will be run first in first out. Extra firemen will run first in first out. When an extra fireman gets an extra run or engine he shall hold same imtU the re- turn of the regular man, except as follows: When a preferred freight or passenger run is vacant five days or less the first man out on extra board will be called. After five days the senior freight fireman will then take the run if he desires. RAILROAD LABOR ARBITRATIOHTS. 187 that firemen are eligible for promotion after three years actual experience in lervice as a fireman. Sec. 17. No fireman shall be suspended or dismissed in serious cases except tem- porarily pending investigation, without a fair and impartial trial. All parties inter- ested, must be present at the investiga- tion, but witnesses may be examined separately, and in the event of conflicting testimony those whose evidence conflicte will be broug;ht together. The trial must be held within seven days and the fireman advised of the decision. He shall not be suspended pending trial, for minor of- fenses. In case he is unjustly suspended, he shall be paid for the time lost, fie shall have the right to appeal to the general officers, and in all cases may be represented by two members of the com- mittee. Sec. 18. Firemen will be exempted from scouring all brass, painting front ends and stacks, and wiping o[f the^r engines. They will, however, keep their cabs inside and out in a creditable con- dition. Sec 19. Firemen will be relieved of cleaning fire and ash pans and sparking out froiit ends at terminals where hostlers are employed. Sec. 20. At terminals all fixed lights to be cleaned and ready for use, and all sup- phes and tools to be taken off and placed on engine, except double^crewed yard engines. This does not relieve firemen from seeing that all supplies are on en- gines.befure going out on their trip. Fire- men, however, will not be held responsi- ble for faulty condition of same. Sec. 21. Firemen will be exempted from throwing switches when accompa- nied by train crew. Sec 22. Engines running light over road except regular helper engines will b9 furnished with a flagman when possible. Sec. 23. Suitable protection against the weather will be placed on all engines during the winter months. Coolers will be furnished from May 1 to October 1 , and ice.supplied where obtainable. Sec 24. Except in cases of emergency, where directed by the engineer, firemen will not be required to couple or uncouple engines, cut air hose, steam hose, or safety chains. Sec. 17. No fireman shall be suspended or dismissed in serious cases except tem- porarily pending invest^ation, without a ■fair and impartial trial. All parties inter- ested must be present at the investiga- tion, but witness may be examined sep- arately, and in the event of conflicting testimony those whose evidence conflicts will be brought together. The trial must be held within seven days and the fireman advised of the deci- sion. He shall not be suspended pending trial for miuor offenses. In case he is un- justly suspended, he shall be paid for the time" lost. He shall have the right within 30 days to appeal to the general officers, and in all cases may be represented by two members of the committee. Sec 18. Firemen will be required to keep their engine cabs clean inside and out, but will not be required to scour brass, paint »front ends and stacks, and" wipe off engines. Sec. 19. Firemen will be relieved of cleaning fire and ash pans and sparking out front ends at terminals where hostlers are Mnployed. Sec 21. Firemen wUl not be required to throw switches when accompanied by train crew, except in emergency. Sec. 22. Engines running light o\er road except regular helper engines will be furnished with a flagman, when possible. Sec 23. Suitable protection against the weather will be placed on all engines dur- ing the winter months. Coolers will be furnished and ice supplied from May 1 to October 1, where obtainable. Sec 24. Except in cases of emergency, firemen will not be required to couple or uncouple engines, cut air libse, steam hose, or safety chains. Sec 25. In case of a passenger transter, the crew wiU translgr and proceed. In case passenger engine is disabled, the passenger fireman will take the relief engine and proceed with the train. Sec. 26. If requested, a' clearance or service letter will be given an employee leaving the service, stating date entering and date leaving service, and cause of leaving. 188 EAILEOAD LABOR AEBITEATIONS. Sec. 27. Leave of absence for 30 days or more, when granted, will be given only in writing and for a period not to exceed sLs months, except in ca?ie of sickness, and an employee on leave of absence must keep the officer issuing same advised of his address, and is subject to recall, except in case of sickness, upon 20 days' notice. Sec 28. An employee accepting offi- cial position with the company or tem- porary position in the shops or other class of service shall retain his rights on the road, providing he requests and receive? a letter to that effect. APPLICATION OP THE 16-HOUR LAW. The requests of the employees and the award of the board of arbitration with respect to rules govem'jig the application of the 16-hour law were the same in the case of locomotive firemen as were shown for locomotive engineers above. PASBBNGEE SERVICE. REQUESTS OP CONDUCTORS ,AND TRAIN- MEN. Passenger trainmen will be paid as follows: Per mile. Conductors $0. 02(i8 Baggagemen 0155 Brakemen 0150 Regular assigned trainmen in passenger service who are ready for service the en- tire month, and who do not lay off of their own accord, will receive the foUowii^ monthly guaranty: Conductors $125 Baggagemen 75 Brakemen 70 exclusive of overtime; and the minimum mileage allowance and pay for each day used will be as follows: Conductors, not less than $4. 20 Baggagemen, not less than 2. 75 Brakemen, not less than 2. 55 exclusive of overtime. On turn-around runs, no single trip of which exceeds 80 miles, overtime will be paid for all time actually on duty, or held for duty in excess of 8 hours (computed on each run from the time required to re- port for duty to. end of that run) within 12 consecutive hours; sind also for all time in excess of 12 consecutive hours com- puted continuously from time of first re- quired to report to final release at end of run. All other passenger train employees will be paid overtime on the basis of 20 miles per hour, computed from the time required to report for duty until released, and separately for each part of a round - trip run. AWARD OP THE BOARD OF ARBITRATION; Passenger trainmen will be paid on the following trip basis: Charleston-Elkins: Conductors $4. 10 Baggagemen and expressmen. 2.70 Brakemen and flagmen 2. 45 Overtime after 8 hours and 48 minutes. Gassaway-Roaring Creek Junction and return, including Coalton trips: Conductor? $4. 10 Baggagemen and expressmen. "2.70 Brakemen and flagmen 2. 45 Overtime after 4 hours and 15 minutes in each direction. Gassaway-Charleston and return, includ- ing round trip, Sutton Branch : Conductors $4. 50 Baggagemen and expressmen. 2. 95 Brakemen and flagmen 2.70 Overtime on the run Gassaway to Charleston after 4 hours and 36 minutes; Charleston to Gassaway via Sutton, after 5 hours and 15 minutes. One hour extra will be allowed for turning train at Charleston. The minimum daily allowance for each day used , exclusive of overtime, will be as follows: Conductors $4.10 Baggagemen and expressmen. . .~ . 2. 70 Brakemen and flagmen 2. 45 Ten hours or less to constitute a day's work. The working time of trainmen will begin at the time train is scheduled to EAILKOAD LABOR ABBITRATIONS. 189 Overtime in passenger-train service will not commence until after tlie expi- ration of 30 minutes in addition thereto, the 30 minutes to be reckoned as one hour, at the following rates: Per hour. Conductors '. $0.42 Baggagemen 25 Brakemen 24 Regular assigned passenger trainmen called for service before and in addition to their regular run before trips, or before registering off duty, will, be paid as follows: Conductors: 1 hour or less $0.42 Over 1 hour and 5 hours or less . 2.10 Over 5 hours or less than 10 hours 4.20 Baggagemen: 1 hour or less 24 Over 1 hour and 5 hours or less . 1. 20 Over 5 hour's or less than 10 hours '. 2. 65 Brakemen: 1 hour or less 24 Over 1 hour and 5 hours or less. 1.20 Over 5 hours or less than 10 hours 2. 55 Service in excess of 100 miles will not be considered emergency work as in the meaning of this rule. Reductions in crews or increases of njileage in passenger train service . from afisignment in effect May 31, 1910, will not be made for the purpose of offsetting "these increases in wages. This, however, is not to be. understood as preventing Teadjustment of runs in short turn- around service that are paid under minimum rules for the purpose of avoid- ing payment of excess mileage or over- time that would accrue under these rules •without reducing the number of crews, nor is it to be understood as preventing "the addition of mileage to runs as new trains are added to the time-table. Through and irregular freight service will be paid as follows: Per mile. Conductors $0. 0363 Flagmen ,.02525 Brakemen 0242 Runs of 100 miles or less, either straight- away or turn around, will be paid for 100 miles. Crews in all freight service may be assigned to turn-around service out of terminals, regardless of the first-in-first- leave and will continue until relieved from duty at end of run. In computing overtime, less than 30 minutes will not be counted. Thirty minutes, and less than one hour, will be counted one hour. All passenger overtime to be paid at the following rates per hour: Conductors $0. 41 Baggagemen and expressmen 27 Brakemen and flagmen 245 All excursion service and other special passenger trips not provided for above will be paid on the basis of the minimum rates and overtime herein contained. Passenger trainmen regularly assigned and called for emergency service before or in addition to their regular run be- fore trips or before registering off duty will be paid for such service on hourly basis at regular overtime rates. If over five hours are used in such service, they will be paid the minimum daily pas- senger rates abd overtime if earned. Freight and mixed service will be paid as follows: Per mile. Conductors $0. 0355 Flagman 0255 Brakemen 0240 Runs of 100 miles or less, either straight away or turn around, will be paid for 100 miles. 190 KAILROAD LABOR AEBITEATIONS. out rule, until 100 miles or 10 hours have been made. Local freight, mixed train, pick-up, and drop-service men will be paid as follows: Per day. Conductors .fS. 975 Flagmen..... 2.80 Brakemen 2.70 Mileage in excess of 100 miles in any day will be paid for in addition pro rata. Trainmen on traveling switchers will be paid local pick-up rates. In all freight and mixed-train service, including mine runs, and pusher or helper service, 100 miles .or less, or 10 hours or less, will constitutea day's work; that on runs of 100 miles or less overtime will be paid for time in excess of 10 hours, and on runs of over 100 miles overtime will be paid for the time used in excess of the time necessary to complete the trip, at an average speed of 10 miles per hour. The working time of the men will begin at the time they are required to report for duty and do so report, and will continue until they are relieved from duty at the end of the run. Overtime will not commence until after expiration of 30 minutes in addition thereto, the 30 minutes to be reckoned as one hoiu: for the class of service per- formed. Work, construction, or wrecking trains to be paid through freight rates, 100 miles or less, 10 hours or less, to constitute a day's work, and overtime pro rata. Trainmen deadheading under order on freight trains will receive full freight- train rates, and on passenger train, one-, half their regular rates. 'Trainmen run- ning with light engine, or engine and caboose will- be paid full through freight rates. Yard service: Conductors — . Per hour. Day $0.35 Night 37 Brakemen — • Day 32 Night., .34 Ten hours or less to constitute a day's work. Overtime will not commence until after the expiration of 30 minutes in addition thereto, the 30 minutes to be In all freight and mixed-train service, including mine runs, and pusher or helper service, 100 miles or less, or 10 hours or less, will constitute a day's work; that on runs of 100 miles or less overtime will be paid for time in excess of 10 hours, and on runs of over 100 miles overtime will he paid for the time used in excess of the time necessary to complete the trip, at an average speed of 10 miles per houf . The working time of the men will begin at the time they are scheduled to leave or time called to leave initial terminal, unless they leave earlier, and will continue until they are relieved from duty at the end of the run. » Overtime will not commence until after expiration of 30 minutes iif addition thereto, the 30 minutes to be reckoned as one hour. Crews in all freight service may be assigned to tiu-n-around service out of ter- minals regardless of the first-in-first-out rule until 100 miles or 10 hours have been made. Work or construction trains to be paid through freight rates, 100 miles or less, 10 hours or less, to constitute a day's work, and overtime pro rata. Wrecking trains will be paid actual mileage at freight rates to and from the wreck, and the hourly overtime rate while working at wreck. Trainmen deadheading under orders will receive one-half their regular rates. Trainmen running with light engine, or engine and caboose will be paid freight rates. An employee quitting work for reasons of his own durmg a day or trip and the employee relieving him each will be paid for actual time. Yard ser\'ice:' Per hour. Conductors JO. 32 Brakemen i 25 Ten hours or less to constitute a day's work and be paid for as 10 hours. If worked more than 10 hours, additional hours will be paid for at the regular. ' Includes service on Sutton Branch pertormed by Gasaway yard crew. RAILROAD LABOR ARBITRATIONS. 191 reckoned as one hour. Yardmen will re- port for duty at 7 a. m. and 7 p. m., un- less the exigencies of the service require other hours. GENBEAt TAED RULES. Sec I. The rules in the trainmen's schedule shall govern yardmen where they apply. Sec. II. Where conditions will permit, the established time for day and night yardmen to start work shall be 7 a, m. and 7 p. m., respectively. _ Sec III. Engines started at other times than between 7 a.m. and II a. m. will be paid night rates. Sec IV. In yard service 10 hours or less to constitute a day. Overtime will be allowed after 10 hours. Sec V. One hour will be allowed without pay tor meals, commencing be- tween 11.30 and 12.30. If not relieved until 12.30, 30 minutes will be allowed for meals, and the hour paid for. Sec. VI. All engines working in yard or .transfer shall be equipped witii a headlight, footboard, and grab iron on front and rear. Any engine temporarily assigned to such service shall be so equipped at the first opportunity. Sec. VII. Yardmen will not be re- quired to chain up cars, couple or un- couple air hose in yards or on repair tracks whera car repairers are available. This agreement shall remain in effect until revised or abrogated, of which inten- tion 30 days written notice shall be given. This agreement not to operate to reduce the CQmpensation now paid for any "serv- ice under the pay schedule. horuly rate. Less than 30 minutes will not be paid for. Thirty minutes and less than one hour will be reckoned as one hour. Yardmen will report for day duty at 7 a. m. and tor night duty at 7 p. m., un- less the exigencies of the service require other hours. Yard conductors and brakemen shall be allowed one hour tor meals between 11.30 and 1.30 for day and night service, and when not relieved between these hours shall be allowed 30 minutes for meals and be paid one hour overtime, and will not be required to remain on duty over six hours without a meal. The meal hour of crews working "split tricks" will bd arranged between the company and the employees affected to suit the local operating conditions and the convenience of the employees; provided, however, that a definite time will be fixed within which employees will be given their meal under the penalty pro- vided in the preceding paragraph. APPLICATION OP 16-HOUE LAW. The requests of the employees and the award of the board of arbitration with respect to rules governing the application of the 16-hour law were the same in the case of conductors and trainmen as were shown for locomotive engineers above, with the exception of article (g), as follows: (g) Employees in train service tied up in obedience of law will not be required to watch or care for engines or perform other duties during the time tied up. (g) If an employee in train service is required to watch or care for engine or train or perform other duties djiring the time tied up, he will be paid for such service at regular overtime rates. General Rules for Trainmen. Section 1. Qualifications being equal, seniority shall prevail. All runs and per- manent vacancies in assigned service will be advertised on a bulletin board for 10 days, and at the expiration of that time given the oldest employee making appli- cation in writing. Trainmen being dis- qualified for runs will be given the reason or reasons therefor, in writing, upon request. Failing to make application for a run will not affect seniority except where promotion is involved. Section 1. A record will be kept show- ing the age of employees in service and lists will be posted on Gassaway bulletin board. In making promotions, qualifi- cations will govern; that is, record, abil- ity, and seniority. The seniority lists as now published shall govern. The rights of employees shall extend over the entire road. Regular runs will be assigned, prefer- ence being given to senior men who are qualified. When a regular run becomes 192 EAILEOAD LABOE AEBITEATIONS. Sec. 2. Brakemen shall rank from the time they make their first trip for pay. Conductors will be promoted from the ranks of brakemen, and no conductor will be employed when there are men eligible and qualified for promotion. They shall be given 15 days notice to prepare for examination for promotion. If they fail upon the first examination, a second shall be given within 30 days. Sec. 3. A roster of trainmen will be posted in a conspicuous place in the yard office at terminal, and will be corrected semiannually. Sec. 4. Employees will not be disci- plined without proper investigation being made, but may be suspended pending an investigation, which shall be teld within five days after suspension. They may, if they desire to, choose some conductor, trainman, or yardman to represent them at the investigation. The suspended em- ployee may, if he so desires, be present and hear all the evidence in his case for which he is held out of service. Any actual witness of the occurrence, except discharged employees, may be heard at the investigation. Indefinite suspension shall not be apphed as discipline. Rec- ord of men who have been suspended from train service and found blameless will remain as previous thereto, and they will be paid full time for time lost, at their regular rate of pay. Men taken out of service will be notified of the cause and length of suspension inside of 72 hours after the investigation is completed. Sec. 5. The management accords to any trainman who thin]s;s he has been unjustly dealt with the right to be repre- sented byacommittee of adjustment, who shall be given an audience by the proper official. Sec. 6. Trainmen discharged from the service of the company will forfeit their seniority, unless reinstated within one year. A trainman leaving the service of his own accord forfeits seniority. A trainman may be given a furlough of six months, and at the end of that time, upon making application to his proper officer, resume his employment without losing his seniority. vacant it will be advertised and vill be given to the oldest qualified employee in that branch of the service applying for it. And in case the senior man declines a run he shall not be entitled to claim it later until it again becomes vacant, or until there is a change in runs or conditions. But a senior man who declines a run does not thereby lose his seniority rights ex-- cept as to that run, and under the condi- tions then existing, and providing a quali- fied man in service is available who de- sires the run. Sec. 2. The senioritystanding of brake- men, flagmen, and baggagemen shall date from the time they make their first trip for pay. Conductors will be promoted from the ranks of trainmen, and no conductor will be employed when there are men eligible and qualified for prbmotion. Candidates for promotion shall be given 15 days to prepare for examination. If they fail upon the first examination, a second shall be given within 30 days. Sec. 4. Trainmen will not be disci- plined without proper investigation being made, but may be suspended pending an investigation, which shall be held within five days after suspension. They may choose a conductor, trainman, or yardman to represent them at the -investigation. The suspended employee may be present and hear all the evidence in his case for which he is held out of service. Any actual witness of the occurrence, except discharged employees, may be he^d at the investigation. Indefinite suspension shall not be applied as discipline. Rec- ord of men who have been suspended from train service and found blameless ^ will remain as previous thereto, and they will be paid full time lost, at their regular rate of pay. Trainmen taken out of ser- vice will be notified of the cause and length of suspension inside of 72 hours after the investigation is completed. Sec. 5. The management accords -to any trainman who thinks he has been un- justly dealt with the right to be repre- sented by a committee of employees, who shall be given an audience by the proper official. Sec. 6. An employee dismissed for cause may be reinstated if application for same is made in writing within six months of the date of such dismissal. Leave of absence for 30 days or more, when granted, will be given only in writ- ing and for a period not to exceed six months, except in case of sickness, and an employee on leave of absence must keep the officer issuing same advised of EAILROAD LABOB AEBITEATIONS. 193 Sec. 7. All pilots will receive conduc- tor's pay. Sec. 8.' Through-freight crews, who pick up or set off at three or more places on straightaway trip, or two or more places on a turn-around trip, will be paid local rates for the trip. Bad-order cars not to count under this rule. Change in ton- nage to meet grade conditions not to be counted. Sec. 9. Trainmen doubling hills shall be paid actual mileage at the rate per mile paid on that train, 10 miles to constitute the minimum ; said allowance independ- ent of all other time made on the trip. Sec. 10. Trainmen summoned as wit- nesses for the company in the courts or similar service shall receive their stated rate of wages if any time is lost while in attendance, and their necessary traveling and hotel expenses. When summoned by the company to attend an investigation, they shall be paid for' actual time lost in attending to the investigation, but no traveling expenses. Sec. 11. So far as practicable, crews will be run so as to give them their lay- over at the terminal at which they reside. Sec. 12. Trainmen will be notified in writing when time is not allowed as per time slip and reason for nonallowance given. Sec. 13. All train crews shall be pro- vided with a coach, caboose, or combina- tion car attached to the rear of train, ex- cept in emergency cases. Sec 14. Trainmen will not be required to turn, sand, or coal engines at terminals or intermediate points where hostlers are employed, except in cases of emergencies. * Trainmen required to coal up engines by hand will be allowed a minimum of one hour for each engine coaled; said allow- ance independent of all other time made on the trip. . Sec 15. No fines shall be imposed. Sec 16. Effort will be made to furnish employment suitable to their capacity to 'men who are injured while in the dis- charge of their duty. Sec 17. All trainmen, except those holding regular runs, will run first in first out. Sec 18. Trainmen required to change their runs and by the change obliged to move, family and household goods will be moved free of charge on application to the superintendent. his address and is subject to recall, except in case of sickness, upon 20 days' notice. Sec 7. All pilots mil receive conduc- tor's pay. Sec. 9. Trainmen doubling hills shall be paid actual mileage at the rate p* mile paid on their train, with overtime based on the total mileage made at the regular miles per hour basis when it accrues. Sec 10. Employees held off duty by the company to attend court will be paid for time lost at the regular rate for their re- spective class of service and in addition their hotel expenses will be paid while held away from home; and such employ- ees will assign their court fees and mileage certificates to the company. When held out of service to attend an investigation, they shall be paid for actual time lost but no traveling or other expense shall be allowed. No time will be al- lowed for attending the investigation if any member of their crew is found to be at fault. Sec 11. So far as practicable, crews will be run so as to give them their lay-over at the terminal at which they reside. Sec 12. Trainmen will be notified in writing when time is not allowed as per time slip and the reason therefor. Sec 13. All train crews shall be pro- vided with a coach, caboose, or combina- tion car attached to the rear of train, except in emergency cases. Sec 14. Trainmen will not be required to sand or coal engines at terminal or inter- mediate, points where hostlers are on duty, nor to turn engines except on Y, except in case of emergency; trainmen required to coal up engines by hand will be allowed the time consumed, with a minimum of one hour for each engine coaled, at regular overtime rates, said allowance to be inde- pendent of all other time made on the trip. Sec 15. No fines shall be imposed. Sec 16. Effort will be made to furnish employment suitable to'their capacity to men who are injured while in the dis- charge of their duty. Sec 17. All trainmen, except those holding regular runs, will run first in first out. Sec 18. Trainmen required to change their runs and by the change are obliged to move their family and household goods will be moved free of charge on application to the superintendent. 51393°— S. Doc. 493, 64-1- -18 194 EAILROAD LABOR AEBITEATIONS. Sec. 19. When trainmen are called and not used they will be allowed regular rate per hoiir for all time held, with a minimum of three hours and not lose their turn. Sec. 20. ^Mien a train crew is run around at terminal they shall receive 100 miles for each run around. Extra men when run around will receive the same as though they had gone out on trip they stood for. Trainmen run around will go to the foot of the list. Sec. 21. So far as possible, each con- ductor will at all times be provided with at least one experienced brakeman, and on trains where there are three brakemen assigned to each crew, at least two of them will be experienced men. Sec, 22. Instructions relative to the movement of trains or the disposition of cars between terminals will be given trainmen in writing. Sec. 23. Passenger crews at terminal stations where shifting crews, hostlers, or car inspectors are located will not l\e required to cut or couple hose, shift trains, or turn engine, except to turn train on Y when necessary. Sec. 19. When trainmen are called and not used they will be allowed regular rate per hour for all time held with a minimum of three hours and not lose their turn. Sec. 21. So far as possible, each con- ductor will at all times be provided with at least one expercienced brakeman, and on trains where there are three brakemen assigned to each crew, at least two of them will be experienced men. Sec. 22. Instructions relative to the movement of trains or the disposition of cars between terminals will be given trainmen in writing. general yaed rules. Sec 6. All engines working in- yard or transfer shall be equipped with a head- light, footboard, and grab iron on front and rear. Any engine temporarily as- signed to such service shall be so equipped at the first opportunity. Sec 7. Yardmen will not be required to chain up cars, couple or uncouple air hose in yards or on repair tracks where car repairers are available. This agreement shall remain in effect until revised or abrogated, of which in- tention 30 days written notice shall be given. Sec 6. All engines in yard or transfer service shall be equipped with a head- light, footboard, and grab irons on front and rear. Any engine temporarily as- signed to such service shall be so equipped at first opportunity. Sec. 7. Yardmen will not be required to chain up cars except in case of emer- gency. Sec. 8. Where callers are employed, cr.ews will be called a reasonable lime before leaving time of their trains pro- vided they reside within 1 mile of the starting point, except crews assigned, to regular runs scheduled to leave between 7 a. m. and 8.30 p. m. Sec 9. If requested, a clearance or service letter will be given an employee leaving the service, stating the date en- tering and date leaving the service and cause of leaving. APPLICATION OF THE AWARD. (a) rates op pat. In the series of statements which follow a comparison is made of the rates of pay of engineers, firemen, and conductors and traininen, in effect on the Coal & Coke Eailway before and after the award of the board of arbitration. The comparison is based on the official schedules governing rates of pay and working conditions before and EAILBOAD LABOR AKBITEATIONS. 195 after the award, and is confinpd to the classes of service for which comparable data could be obtained from these schedules. As a result of the change in the method of fixing the papnent of passenger conductors and trainmen from a monthly basis before the award to a trip basis subsequent to the award, the comparative statement in the case of these employees is confined to freight, work, wreck, and mixed train and yard service. The introduction of trip rates as a basis of compensation in passenger service, in the schedules established by the award has also precluded a presentation of the results of the arbi- tration with respect to the rates of pay of engineers and firemen in this branch of service. As pointed out above, however, the daily rates of pay of engineers and firemen in passenger service under the schedide in effect before the award correspond to the minimum daily allowance for each day used in this branch of service under the rates established as a result of the arbitration. By referring to the following table it wiU be seen that locomotive engineers as a result of the award of the board of arbitration received, an increase in rates of pay in freight and mixed train service of 7.8 per cent; in work and wreck train service, of 33.3 per cent; and in yard service, 18.3 per cent. Amount and per cent of increase in rates of pay of locomotive engineers, as a result of the award of the board of arbitration, effective Apr. 1, 1911. Class of service. Freiglit and mixed trains TVork and wreck trains . . Yard Rate per day. $3.86 3.00 3.00 1911 $4.15 4.00 13.55 Increase. Amount. Per cent. $0.30 1.00 .65 7.8 33.3 18.3 1 Includes service on Sutton Branch performed by Gassaway yard crew. In the case of locomotive firemen, as is shown in the following table, increases in rates of pay; were secured, as a result of the arbitra,- tion award, amounting in freight and mixed train service to 8.3 per cent, in work and wreck train service to 20 per cent, and in yard service to 15 per cent. Amount and per cent of increase in rates of pay of locomotive firemen, as a result of the award of the board of arbitration, effective Apr. 1, 1911. Eate per day. Increase. Class of service. 1910 1911 Amount. Per cent. $2.40 2.00 2.00 $2.60 2.40 12.30 $0.20 .40 .30 8.3 20.0 15.0 1 Includes service on Sutton Branch performed by Gassaway yard crew. As a result of the arbitration award, conductors received increases in rates of pay ranging from 7.6 per cent in freight and mixed train service, to 14.3 per cent in yard service and 26.8 per cent in work and wreck train service. The rates of pay of flagmen were advanced 6.3 per cent in freight and mixed train service, and 27.5 per cent in 196 RAILROAD LABOR ARBITRATIONS. work and wreck train service. Brakemen in freight and mixed train service were advanced 9.1 per cent, in work and wreck train service 20 per cent, and in yatd service 25 per cent. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration. Class of service. 1 Rate per day. Increase, 1910 1911 Amount. Per cent. Iireiglit and mixed train: S3. 30 2.40 2.20 2.80 2.00 2.00 2.80 2.00 2.00 2.80 2.00 13.65 2.55 2.40 3.65 2.56 2.40 3.55 2.55 2.40 13.20 12.50 SO. 25 .15 .20 .76 .66 .40 .75 .55 .40 .40 .50 7.6 Flagmen 6.3 9.1 Work train: Conductors 26.8 Flagmen » 27.5 Brakemen 20.0 Wreck train: 26.8 Flagmen 27.5 20.0 Yard: ' Conductors 14.3 25.0 1 Includes service on the Sutt.n Branch performed by Gassaway yard crew. (b) working conditions. In connection with the wage increases awarded by the board of arbitration the structure of rules governing working conditions was enlarged by the award to include stipulations respecting conditions of employment not covered by the official schedule in effect before the arbitration. In the new schedule rules are incorporated as a result of the award governing emergency service, promotion, sus- pension, dismissal, or the imposition of discipline, special duties, protection against the weather, the meal hour, and special privileges. Stipulations respecting the observance of the law limiting the hours of continuous service of train crews comprise in part the new rules incorporated ia the official schedule adopted as a result of the arbitration. The concessions to -the employees involved in the arbitration award with respect to suspension, dismissal,' or the imposition of discipline, including the guaranty of a fair and impartial trial or investigation, right of appeal, and pay for time lost through unjust suspension, replace the rule in effect before the award which was confined to a statement that "no employee will be discharged, sus- pended, or demerited without good and sufficient cause." In response to the request of the employees the basis of a day's work in freight and mixed train service was reduced from 11 hours to 10' hours or less; service of 10 hours or less in freight and mixed train, as well as in passenger service, involving a full day's pay, as compared with the preexisting rule limiting compensation for service of only 6 hours or less, to payment for time actually worked. In conformity with the award the basis of a day's work in yard, work, and wreck train service is also fixed in the new schedule at 10 hours or less, as contrasted with payment at hourly rates for time actually worked, under the rule in effect before the arbitration. XIV. RAILROADS IN EASTERN TERRITORY AND BROTHERHOOD OF LOCOMOTIVE ENGINEERS: 1912. THE ENGINEERS' ARBITRATION IN EASTERN TERRITORY IN 1912. Early in the year 1912 the Brotherhood of Locomotive Engineers, on hehalf of the engineers employed on 52 railroads in the eastern section of the United States, presented a concerted request to the management of these railroads for a general increase in wages and for certain modifications in the rules governing their employment. The railroads which entered into the concerted movement were as follows : Baltimore & Ohio Railroad. Bessemer & Lake Erie Railroad. Boston & Albany Railroad. Boston & Maine Railroad. Buffalo, Rochester & Pittsburgh Railway. Buffalo & Susquehanna Railway. Central New England Railway, Chicago, Indianapolis & Louisville Rail- way. Chicago, Terre Haute & Southeastern Railway. Chicago, Indiana & Southern Railroad. Cincinnati Northern Railroad. Cincinnati, Hamilton & Dayton Railway. Cleveland, Cincinnati, Chicago & St. Louis Railway. Coal & Coke Railway. Delaware & Hudson Co. Delaware, Lackawanna & Western Rail- road. Detroit, Toledo & Iron ton Railroad. Dunkirk, Allegheny Valley & Pittsburgh Railroad. Dayton & Union Railroad. Erie Railroad. Grand Rapids & Indiana Railway. Hocking Valley Railway. Indiana Harbor Belt Railroad. Indianapolis Union Railway. Kanawha & Michigan Railway. Lake Erie & Western Railroad. Lake Erie, Alliance & Wheeling Railroad. Lake Shore & Michigan Southern Rail- way. Lehigh Valley Railroad. Long Island Railroad. Maine Central Railroad. Michigan Central Railroad. New York Central & Hudson River Rail- road. New York, Chicago & St. Louis Railroad. New York, New Haven & Hartford Rail- road. New York, Ontario & Western Railway. New York, Philadelphia & Norfolk Raft- road. New York, Susquehanna & Western Railroad. New Jersey & New York Railroad. Pennsylvania Lines — East. Pennsylvania Lines — ^West. Pere Marquette Railroad. Pittsburgh & Lake Erie Railroad. Philadelphia & Reading Railway. Toledo & Ohio Central Railway. Toledo, St. Louis & Western Railroad. Vandalia Lines. Western Maryland Railway. Wheeling & Lake Erie Railroad. West Side Belt Line. Wabash Pittsburgh Terminal Railway. Zanesville & Western Railway. ' This concerted movement resulted in conferences held in New York City on March 14, 15, and 25 between representatives of the Brother- hood of Locomotive Engineers and a conference committee of man- agers representing the railroads. At the last of these conferences the representatives of the railroads declined to grant the requests of the engineers either in whole or in part. This refusal led to a strike vote among the. engineers upon the roads concerned, 93.3 per- cent 197 198 EAILEOAD LABOB AEBITEATIONS. of the engineers voting in favor of'a strike provided a satisfactory settlement could not otherwise be made. In the hope that some means might be found to adjust the matters in dispute without resort to a strike, Martin A. Kiiapp, presiding judge of the United States Commerce Court, and Chas. P. Neill, United States Commissioner of Labor, tendered their friendly offices to the contending parties. This they did under the terms of the Federal law commonly known as the Erdman Act. Their attempt, however, to settle the difficulty by means of mediation failed, and thereupon they undertook to bring about a settlement of the differ- ences by arbitration proceedings. Both sides to the controversy agreed to the principle of arbitration, but they would not accept arbitration under the provisions of the Erdman Act. In consultation with Judge Knapp and Commis- sioner Neill, it was arranged that the questions at issue be submitted to a board of arbitration consisting of seven members, one to be named by the railroads, one by the engineers, and these two to agree upon five others. It was furthermore arranged that if the first two arbitrators should not be able to agree upon the five others within a period of 15 days after their own appointment, these five were to be selected by a committee consisting of the Chief Justice of the United States, the presiding judge of the Commerce Court, and the Com- missioner 01 Labor. The railroads selected as their representative Daniel Willard, J president of the Baltimore & Ohio Kailroad, and the Brotherhood of Locomotive Engineers selected as their representative P. H. Morrissey, former grand master of the Brotherhood of Railroad . Trainmen. These two failed to reach an agreement withia the allotted time on the other five members to constitute the board. They agreed, however, to a list of names from which they were willing that the other arbitrators should be selected, and from this list the committee named appointed the other five members of the board. The five named by this committee were Oscar S. Straus, of New" York City; Dr. Chas. R. Van Hise, of Madison, Wis.; Frederick N. Judson, of St. Louis, Mo.; Dr. Albert Shaw, of New York City, and Otto M. Eidlitz, of New York City, who, together with the two arbitrators selected by the respective parties to this controversy, constituted the board of arbitration provided for in the agreement referred to. It was also provided in this agreement that a majority of the mem- bers of this board should be competent to make a valid and binding award, and each of the parties pledged itself to accept and abide by the award rendered for the period of one year from its effective date, and thereafter subject to the usual 30 days notice. It was also stipu- lated that the necessary expenses of the board, including the com- pensation and expenses of its members, stenographers' fees,* and all other expenses should be divided equally between the parties to the proceeding. It was agreed that the matters in dispute to be submitted to the board for decision should be the requests of the engineers which had been submitted by them to said railroads. These requests were as follows: RAILROAD LABOR ARBITRATIONS. 199 REQUESTS SUBMITTED TO ARBITRATION. Passenger ^-afes.— Engines with cylinders of 20 inches or less in diameter, $4.40 per 100 miles or less. Engines with cylinders over 20 inches in diameter, $4.60 per 100 miles or less. Miles made in excess of 100, pro rata. Overtime in through passenger service to be computed on a basis of 20 miles per hour: Overtime will be paid for at 70 cents per hour. ■ Electric sermce.— Whenever electric sej^vice is installed or now in operation locomotive engineers will take the positions on electric locomotives or multiple-unit trains under the prevailing schedules governing rates of pay and conditions in steam service. Any change from steam to electricity or other motive power in any form at any point on the system, such power wiQ be manned by engineers and paid according, to the service for the territory affected, or where electric or multiple-unit trains enter upon steam tracks or tracks formerly operated by steam or where trackage rights are leased to holding companies they shall be operated by engineers operating steam trains on said tracks. Freight rates. — Engines with cylinders of 20 inches in diameter or less, $5.25. Engines with cylinders over 20 inches in diameter and less than 24 inches in diameter, $5.50. Engines with cylinders over 24 inches, excejpt Mallets, $5.75. Mallet type of engines, $7. One hundred miles or less, 10 hours or less, to constitute a day's work. All over 100 miles to be paid pro rata. Overtime to be com- puted on' a basis of 10 miles per hour and paid for pro rata. Through freight rates to apply to aU mine runs, work, wreck, pusher or helper, milk, roustabout, and circus trains, according to class of engines. Overtune to be computed on minute basis. Engineers will be paid at overtime rate for aJl time over 15 hours held at other than their home terminal. Twenty five cents per 100 miles, or less additional to be added to through freight rates for local freight service according- to class of engines. Switching service. — Rates for engines in switching service, $4.50 per day. Ten hours or less to constitute a day's work. All over 10 hours to be paid for pro rata. Overtime to be computed on minute basis. Belt-line service. — Engineers in belt-line service will be paid $5 per day, 10 -hours or less to constitute a day. AU over 10 hours, 50 cents per hour. Overtime to be computed on minute basis. Engineers of single-crewed yard and belt-hne engines wOl report for duty at the appointed time and will receive one-half hour's pay- in addition to the regular day's pay for reporting 3Q minutes in ad- vance of the commencement of the day's work. In case of double- Crewed engines, if engineers do not relieve each other at the appointed time and the engineer of the next crew is required to prepare his engine, 30 minutes' pay will be allowed for same. Beginning and ending of a day. — In aU classes of road service an engineer's time wiU commence 30 minutes before leaving roundhouse or designated track and will conclude at the time the engine is placed on the designated track or relieved by hostler at terminal. Initial terminal delay. — When delayed within the terminal as much as one" hour beyond the time set to leave, engineers will be paid one 200 EAILROAD LABOE AEBITEATIONS. hour's overtime at overtime rates, according to class of engine, 1 hour and 30 minutes to constitute 2 hours, etc. If road overtime is made on same trip, initial overtime wiQ be deducted. Final terminal delay. — Final terminal delay will be paid for at the end of the trip when delaydd more than 30 minutes between yard- hmit boards governing yard to which train is to be delivered and the point of final relief, and, to be paid for at the overtime rate, according to class of engine, on the minute basis. Hours-qf-service law — Amendment of section E of the application of the 16-hour law. — Engineers in train service tied up under the law will be paid continuous time from initial point to tie-up point. When - they resume duty on X continuous trip they will be paid from the tie- up point to the next tie-up point or to the terminal on the basis of a minimum day. It is understood that this does not permit running engines through 'terminals or around other crews at terminals unless such practice is permitted under the pay schedule. It is understood that existing rates of pay 'or better working con- ditions shall not be reduced by the rates or rules hereby agreed upon, nor shall general committees of adjustment be debarred from taking up with their respective managers matters not decided at this conference. THE ARBITRATION PROCEEDINGS. The board constituted as hereinbefore described held its first meet- ing in New York City on Friday, July 12. At this meeting the board organized and elected Oscar S. Straus as chairman, v It' was ■ agreed that the sessions should be held at the Oriental Hotel, Man- hattan Beach, N. Y., beginning July 15. The hearings occupied the following days: July 15, 16, 17, 18, 19, 22, 23, 24, 25, 26, and 27. With the exception of one day, sessions were held both in the morning and afternoon. At these sessions the engineers were represented by Warren S. Stone and M. W. Cadle. The railroads were represented by William M. Duncan, B. A. Worthington, O. E. Butterfield, Francis I. Gowen, George F. Brownell, and T. M. Kirby. The hearings were opened by a general statement of the case for the engineers by Mr. Stone and for the railroads by Mr. Worthington. During the progress of the case 25 witnesses were called and exam- ined and cross-examined on behalf of the engineers and 16 on behalf of the railroads. Over 80 exhibits were offered by the engineers, consisting of statements and statistical tables relating to wages, rates, accidents, etc.; copies of the prevaihng wage schedules of engineers on certain western, southern, and eastern railways; blue prints and diagrams of locomotives; apphcation blanks'; books of questions and instructions for engineers and firemen ; copies of rules governing railway employees; descriptive hsts of signals; copies of time-tables and official bulletins with which engineers were required to be famiUar, etc. On behalf of the raihoads over 130 exhibits were submitted. These consisted of statistical tables, diagrams, and ex- planatory statements relating to the earnings and rates of pay of engineers and other railway employes ; the estimated increases, both direct and collateral, in the pay rolls of the railroads that would result from granting the requests of the engineers; the financial status of the several roads involved; and their earnings and expenditures. EAILEOAD LABOE AEBITEATIONS. 201 At the close of the testimony the case of the engineers was summed up by Mr. Stone and that of the railroads by jS. Robbins and Mr. Duncan. Following this oral presentation briefs were submitted on behalf of the engineers .by Mr. Stone and on behalf of the railroads ■ 'by Mr. Duncan and Mr. viTorthington. From the date of adjournment following the hearings" to September 9, the members of the board spent much time in studying the evi- dence and statistics, in examinmg the arguments submitted, and in making independent investigations. On September 9, the board met to take up the question of findings. They were engaged in this work from September 9 to 14, inclusive. After tentative findings were made a report was drawn up and submitted to all the members for their revision. After such revision the board met again, on October 28, to consider this report as a whole for final action, and continued in session upon this work until November 2, inclusive, on which date it announced its award. Some idea of the extent of the problem presented for the con- sideration of the board may be gathered from the fact that the 52 railroads concerned in the arbitration had (according to Exhibit 5 submitted by the railroads) 66,876 miles of main track, as compared with 266,185 for the United States as a whole, or 25.1 per cent of the total. Their operating revenues and operating expenses (amount- ing, respectively, to $1,088,968,087 and $726,994,658) were each nearly 40 per cent of the total for all railroads in the United States and their net operating revenue, $361,973,429, was 39 per cent of the total for all the railroads of the country. These 52 railroads, accord- ing to the same authority, carried 47.3 per cent of the ton miles, and 42.8 per cent of the passenger miles of all the railroads of the United States. Their employees, excluding general officers, num- bered 40.8 per cent of the total; and the aggregate compensation to employees, excluding general officers, constituted 41.5 per cent of the total for the United States. The number of engineers employed on the 52 railroads as reported by the railroads themselves in July, 1912 (railroad Exhibit 4), was 31,840. The aggregate compensation of the engineers in the employ of the 52 railroads during the fiscal year ending June 30, 1911, was reported by the railroads in their Exhibit 67A at $41,874,282, or 43.1 per cent of the total engineers' wages for the United States. THE ARGUMENT AND TESTIMONY OP THE RAILROADS. The railroads held that the engineers received not only fair but liberal compensation for work performed; that the hours of duty were so limited, and other conditions of service so arranged as to relieve the engineers in the normal course of their work of excessive strain; and that there had been no change requiring a readjustment in working conditions- since the last wage adjustment. Briefly, their position may be summarized as follows: 1. Railroad employees were as well, if not better, paid than labor in other employments. 2. Engineers constituted the highest paid class of employees in the railroad service. 3. The 1910 adjustment of the engineers' wages was made subse- quent to the adjustment with the conductors and trainmen, and 202 BAILBOAD LABOR AEBITEATIONS. practically the same differential continued in favor of the engineers that had existed for a number of years. The existing differential between the engineers and other employees was as wide, if not wider, than was warranted by the character of the service, the re- sponsibilities imposed, the risks assumed, or the actual labor required. 4. At the time the engineers' wages were iacreased, in 1910, fuU consideration was given to all the conditions of service then pre- vailing. 5. Since that time there had been no increase in the physical labor, responsibility, or risk of the engineers, but, on the contrary, all had been reduced through labor-saving devices or safety appliances, relieving the engineers of duties formerly performed and of risks formerly incurred. 6. The services of the engineers were not of greater value to-day than in 1910, measured by any of the units suggested by any of the parties. 7. The vitality and working period of the engineers compared favorably with that of other wage earners. 8. The railroads were financially unable to pay increased wages. Succinctly stated, the railroads argued that the demands of the engineers grouped themselves into three classes: First, the question as to whether rates of pay and rules of service on the 52 railroads involved in the controversy should be standard- ized in accordance with the demands proposed by the engineers. The roads claimed that the engineers' organization meant by stand- ardization, apparently, some flat basic rate; that 'they did not mean that every man on every road should receive a standard or a basic rate of pay; that they apparently desired a minimum wage fixed, and in fixing that minimum rate of pay had not taken into con- sideration any of the poor railroads, but had fixed it with reference to the larger railroads ; that on the one hand, the engineers urged an aUeged standardization theory, and on the other hand, they refused to adopt it where it would reduce their pay. The railroads asserted further that the rates of pay had been adjusted according to the rela- tive value of the services that the men rendered. The engineers, it was argued, if they wished to readjust the lower wages should be willing also to readjust the higher rates. The second objection made by the railroads to standardization was that any attempt to fix a flat basic rate of pay in eastern territory failed to take into consideration the fact that, different services were necessarily being rendered by the employees on different raHroads. The application of a basic rate to all these railroads, the railroads declared, without taking into consideration the nature of the service, would be not only unfair to the men, particularly to the men on some divisions, but would be absolutely unfair to the railroad companies, and without justification. The railroads stated that the recognition of the demand of the engineers for increase in rates of pay would increase the aggregate compensation paid to the engineers in eastern territory over $7,500,000 and that the demand required the railroads to pay this much increase to the same number of engineers for precisely and identically the same service that those engineers have been rendering during the past two years. The railroads' position was that the demand was unjustified, because they claimed there was no foundation for it in additional RAILROAD LABOR ARBITRATIONS. 203 hardships that the engineers had to undergo, no justification for it when their wages were compared with the wages paid to other classes of employees either in the railroad service or elsewhere. It was claimed that the railroad exhibits showed that in 1902 there was a general advance in wages of raUroad employees; in 1905 and 1906, another; in 1907 and 1908, another; and in 1910 and 1911, stm another advance. From the records of the Interstate Commerce Commission, the railroads also submitted an exhibit purporting to show that engineers earned an average in 1900 of about $1,180 a year; that in 1910, before the 1910 aiid 1911 advances, they had increased their average yearly compensation to thirteen hundred and some odd dollars, .and after the wage increase of 1911 it averaged about. 1 1,500 for all classes of engineers. As to the proposals of the engineers for electric seryice, the railroads declared that the Brotherhood of Locomotive Engineers intended not only to man the motive power of the railroads, whether it was steam, gasoline, or electricity, but that they aimed to do it at the same rates which prevailed in steam service. This would be a great injustice to the public to require the public on the Long Island Railroad, for instance, the raiboads stated, to pay steam rates of pay, if there were men who were willing and who wanted to take the service at a less rate. The railroads regarded the proposals as a "closed shop proposition," and expressed the opinion that the board of arbitration should hesitate to adopt any such principle. They declared that the board could very consistently take the position that inasmuch as the railroad companies had furnished a new in- strumentality which would produce greater results, that a different rate of pay should apply, or at least a different amount of service should be given for the same rate of pay even if the board should conclude that the railroads should be limited in the selection of men for this service to the Brotherhood of Locomotive Engineers. As a general conclusion, the railroads stated that in their judg- ment engineers were fully and amply paid, but that even if this was not true it was a question whether the railroad companies had any funds with which to make a greater distribution to these employees. ARGUMENT AND TESTIMONY OF THE X-OCOMOTIVE ENGINEERS. The engineers requested certain uniform rules and rates of pay, the application of which would mean varying advances in compensation. The engineers asked that these proposed rates and rules be put into effect regardless of — 1. The financial ability of the raUroads to pay more wages. 2. The variations in the service on different railroads and on differ- ent divisions of the same railroad. ' Of the arguments presented in favor of the engineers' claims, the following were the most important: 1. The nature of the calling, which involves (a) heavy and increas- ing responsibility; (6) skill and efficiency, as indicated by length and severity of apprenticeship required; (c) acute mental strain incident to the operation of certain classes of trains; (d) an unusual degree of hazard; (e) relatively limited period of earning power, fixed by age limitations and by numerous efficiency requirements. 2. Increasing productivity of the engineers' services. 204 BAILEOAD LABOR AEBITBATIONS. 3. The wages of engineers had not kept pace with the wages of other classes of employees in train service. 4. That the existing rates of pay in the southern and western dis- tricts were higher and the rules of service better than in the eastern district. 5. In the southern and western districts the rates of pay and rules of service were standardized to a much greater extent than in the eastern district. In the eastern district the conductors and other trainmen receive a standard wage on all railroads, and the same prin- ciple should apply to the engineers. The engineers claimed to have shown by the testimony of -their wit- nesses the years of training necessary to fit themselves for the position of engineer, of the many examinations they were required to pass, of the physical tests imposed, of the type of efficiency demanded, of the hours they gave of their time, for which they received no com- pensation. These witnesses had, it was pointed out, been brought from the different classes of service, and this testimony proved, it was claimed, that the rates of pay requested were just and equitable and were prepared after careful consideration by the representatives of the employees from the railroads involved. The wages they were asking, the engineers contended, were now being paid in other terri- tories where traffic was not so congested and where the railroads were not able to earn the same revenue as in the East. For example, it was stated that the freight engineer on some railroads in the south- eastern territory received $5.40 for 8 hours' work, and if he were to work 10 hours he would earn far more than the engineers were ask- ing for the freight engineer in eastern territory. They contended that there was not exactly a standard wage in effefct in the West, but there was only a few cents difference, and that the going wa^e for a similar type of engine was much higher than in. the East. Ad- mission was made of the fact that there was a slight difference in the freighj. rates between the West and the East, but the men stated that it was also true that engineers handled a heavier tonnage in the East than they did in the \^st. The engineers claimed further that the working conditions they were requesting were nothing new, but were in existence and had been established in both the southern and western territories and were paid to-day on many of the trunk lines. Especially, the engi- neers declared, was this true in the case of final terminal delay. As to the electric service, the engineers inquired whether it was more unfair or unjust for theih to ask that an engineer be placed on the electric service than it was for the railroads, who had already recognized the principle, to put a passenger conductor in cliarge, even though it be only one trolley car, at the standard wage? The em- Eloyees stated that they did not want an employee, even though it e with a single interurban car, out on the steam tracks, who did not know the rights he had on the road, who kneiv nothing about railroading or high speed, who, as a matter of fact, knew nothing about getting over the road and depended wholly upon the conductor. The high range of earnings shown for a small proportion of engi- neers was declared to be the result of unusual conditions, a congestion of business, perhaps a number of men sick, and every man working up to the Umit of human endurance. Although the railroad ex- hibits showed some high earnings during a specified month, a com- EAILROAD LABOE AEBITEATIONS.' 205 parison each way of three months from this high month would ''ive, the employees claimed, a better insight into actual earnings of m- dividual engineers. In answer to the statements and arguments of the railroads as to standardization, and as to separate rates of pay for men on the water and the mountain grades, the engineers stated that in the case of the Pennsylvania Railroad, to which reference was made by the railroads in their presentation of the case, no more per mile for passengers or freight was received over the mountain divisions than was obtained by other roads over the water grade ; that the Pennsylvania Eailroad absolutely refused to pay the engineers on that particular division a higher rate than was paid elsewhere, but that they were forced to at- cept the basic rate of the N'ew York Central, the $4.85, and the same rate was paid all the way through, regardless of the grade or the phys- ical geography of the country. There was no distinction made, the engineers declared, because one railroad was fortunate enough to get a water-level line and the other railroad perhaps went over the moun- tains ; the charge was the same for aM and the same rate was paid for engineers. Their requests, the engineers claimed, involved classifica- * tions of service, such as freight and passenger service, and subclassi- fications based on the size of the engines, or, in other words, the en- gineers stated that their request meant that one railroad should pay the same as another raihoad for each class of service and each class of ""engine. As to the earnings of engineers, even though the showing of rail- roads was correct as to $1,500 as an average for the year, or $125 per month, the employees claimed that at best the engineer only had a working life of 12 years, and during this restricted period could not lay aside a competence which would take care of his wife and children after he was no longer a wage earner. THE REPORT OF THE BOARD OF ARBITRATORS. In its report the board of arbitration discussed the theoretical aspects of the railway wage problem and submitted some con- structive recommendations. These points, however, do not fall within the scope of the present study. In the general discussion of its award the board stated that it recognized the heavy responsi- bility of engineers — greater than that of any other class of em- ployees in train service — the skill and efficiency required, the mental strain to which the men were subjected, the hazard of the calling, and accepted these points brought forward by the engineers at their full value. They agreed that the compensation of the engineers should be adequate to cover their recognized responsibility, skill, and effi- ciency, and the mental strain to which they were subjected. As to standardization, the board held that the requests of the engineers involved standardization as a fundamental principle, and stated that the facts available showed that the claims of the engineers for introducing uniformity into the eastern district were not fully confirmed. They pointed out that uniformity did not exist in the southern and western districts and, therefore, the experience of no section of the country could be adduced in favor of granting fully the uniformity asked lor by the engineers. 206 EAILROAD LABOR AEBITEATIONS. The board stated that it could find no adequate reason why there should be complicated differences in the rates of compensation for services so nearly alike as slow freight service and certain other classes of freight service, with the exception that the additional work involved in local freight service appeared to justify a somewhat higher rate. In their award the board, therefore, had simplified the classification of rates of pay by granting the same rates for several different kinds of freight service. They grouped into one class, so far as compensation was concerned, through freight, work, wreck, pusher and helper, mine run or roustabout, and circus trains, and part of the milk-train service. The board stafed that they could findno reason why the rules of service that applied to men held away from their home terminal or tied up under the 16-hour law should, not be the same on different roads. When it came to the important question, however, of deciding that the rate of compensation should be the sam6 for a particular kind of service without respect to road or division, the board declared ' it could find no warrant for imposing such a regulation. They stated that in no part of the country could it be said that all rail- roads without respect to territory or traffic were paying precisely the same rate of compensation for the same class of service. In the western district the pay was generally higher for the moxmtainous country than on the plains. Rimning a locomotive upon a railroad which had very light traffic was less exacting and required less constant alertness than on roads having heavy traffic. These facts led the board, it stated, to hold that local variations in the character of the service should be refiected to a reasonable extent in the rates Relative to intercorporate relationships, the board stated that while there were listed m the arbitration 52 separately named roads, a large number were controlled by a comparatively small number of systems. Large railroad corporations controlled lines aggregating 39,050 miles, or 79 per cent of the 49,286 mUes concerned m the controversy. In addition to the intercorporate relationships as determined by stock ownership, lease, capit^ advanced, and voting trusts, the board also found there was a system of interiocking direc- torates, and as Ulustrating the extent of these interlocking direc- torships,' pointed out that 14 individuals held 67 directorships in 27 different railroads in the eastern district. It was, therefore, clear, the board stated, that from the point of view of the present arbitration, "systems" should be considered rather than the indi- vidual elements of the system, for their relations and business were so interwoven that even if a unit of the system consid^ed by. itself is unprofitable, taken in connection with the whole system it might be profitable, since it may be a valuable feeder to a large railroad and furnish business which had a long haul over such a, system. The board also stated that the courts had declared in various cases, in administering the receivership of railroads, that the public safety was the paramount consideration, and that a railroad's financial embarrassments not only did not warrant reducing the pay of em- ployees below what was paid before the receivership, but had ordered the receivers to pay the "going" rate of wages for the different classes of employees. EAILEOAD LABOR AEBITRATIONS. 207 If the railroads were unable to pay fair and reasonable compensa- tion in accordance with the award of the board," the board stated that such railroads would haTe just cause to open the question of an increase of rates with the Interstate Commerce Commission. The board held that in view of all the facts presented with regard to the compensation of engineers, many of the rates in existence gave reasonable compensation for the service performed and that the differ- ences in the average daily compensation of engineers in the East on the one hand and iu the South and West upon the other hand, as given by the Interstate Commerce Commission figures, was not great. Holding to the principle that available information, rather than a theory ,-must largely control their decision, the board reached the con- clusion that a case had not been made for an advance all along the line in the compensation of the engineers. On the other hand, the statement was made that the evidence presented showed that for some railroads and for certain classes of service on other raihoads the compensation was too small, and the board had therefore taken into account the question of the minimum wage which should be paid in the territory concerned. It was beheved by the board that the principle of a minimum was sound. In the opinion of the board it was desirable that aU of the factors which entered into the nature of the service should be taken into account, and that the more arduous and difficult service should have the greater compensation. With this point iu view the board stated that it felt that at this time they had gone as far toward establishing uniformity of rates of pay as was practicable by introducing a minimum wage for each of the more important classes of service. . The award and report was agreed to by the five members of the board appointed by the Chief Justice of the United States, the presid- ing judge of the Commerce Court, and the Commissioner of Labor. It was signed by Mr. Willard with an explanatory statement. Mr. Morrissey filed a dissenting opinion. • The detailed award of the board as compared with the requests of the engineers follows. BEQUESTS OP ENGINEERS. AWARD OF ARBITRATION BOARD. Passenger service.— One hundred miles Passenger semce.— Mimmum rate for or less, engines of 20-inch cylinders or passenger engineers to be $4.25 for 100 less, S4.40. Engines over 20-inch cylin- miles or less. Additional miles pro rata, ders or less, $4.60. Additional miles pro Overtime 'to be computed on a basis of rata. Overtime to be computed on a 20 miles an hour and to be paid for at 50 basis of 20 miles an hour and to be paid cents an hour. This award to te without for at 70 cents an hour. prejudice to existing rates on different classes of engines. Electric sermce.— Wherever electric Electric seniice.— Wherever electric service is installed or now in operation, service is installed as a substitute for engineers will take the positions of steam, or is now in operation, locomotive motormen under the same rates and con- engineers will have the preference for ditions as obtain in steam service in the position of motormen, this preference the territory where electric servic* is however, not to work to the detriment of operatejd, m^" employed as motormen at the tune of the award. Owing to the complexity of the situa- tion, the board found itself unwilling to - draw up rules regulating rates of pay and working conditions, but awarded the minimum passenger day's rate of pay of 208 EAILEOAD LABOK AKBITEATIONS. Freight service. — One hundred miles or less, 10 hours or less to constitute a day's work. Rates for -which to be as follows: Engines with 20-inch cylinders or less, $5.25. Engines with cylinders over 20 inches but less than 24 inches in diame- ter, $5.50. Engines with 24-inch cylin- ders or over, with exception of Mallets/ $5.75, Mallet type of engine, $7. Miles in excess of 100 miles to be com- puted on a basis of 10 miles an hour and to be paid for pro rata, and to be paid for on a minute basis. Through freight rates to be paid to mine runs, work train, wreck, pusher and helper, milk trains, and roustabout services. Engineers to be paid overtime for hours in excess of 15 held away from their home terminal. Local freight service to be paid 25 ■cents more than through freight service, according to classes of engines. Switching service. — Ten hovu-s or less to constitute a day's work; overtime over 10 hours to be computed pro rata and to be computed on a minute basis. Rates of engines, $4.50 per day. Belt-line service. — Ten hours or less to constitute a day's work; overtime to-be computed pro rata and paid on a minute basis; $5 a day to be the rate of pay. Engineel's of single-crewed yards or belt-line service engineers will report at appointed time and will be given 30 minutes additional pay for reporting 30 minutes in advance of the re^lar time. In double-crewed yards, if engineers -do not relieve each other at the appointed time, and the engineer of the next crew is required to prepare his engine, 30 minutes wiH be allowed for same. Beginning and end of day. — In all classes of service day to begin 30 minutes before leaving roundhouse or designated tratk, and to end when engine is placed on designated track or relieved by hostler at terminal. Initial terminal delay. — ^When delayed more than one hour beyond time set to leave, engineers will be paid overtime according to engine and class of service. It road overtime is paid on same trip, initial overtime will be deducted. Pinal terminal delay. — Final terminal delay will be paid for according to class of engine on minute basis when engineer $4.25, the rules of service, however, to be the same as now obtain in the electric service. Freight service. — The minimum rate for freight engineers shall be $4.75 for 10 hours or less, or 100 miles or less. Over- time to be computed on a basis of 10 miles an hour and paid for pro rata on a minute basis. Awarded without change. Engineers held away from home ter- minal 28 hours or longer are to be paid 10 hours for the first 28 hours so held, and 10 hours for each 24 hours thereafter, provided the engineers are not held by law or through an act of Providence. Awarded without change. Switching service. — ^Ten hours or less to constitute a day's work; overtime to be computed pro rata And paid on a minute basis; time to begin when required to report for duty and to end when engine is placed on designated track or engines is relieved at terminal. The minimum day's rate in switching service to be $4.10. Belt-line service. — The board realizes that belt-line and transfer service is differ- ent from ordinary switching service and may, therefore, require a higher rate; owing to the wide differences of condi- tions the board was unable to decide 'what would be a fair rate of pay for this service; the board, therefore, referred this question back to the management of , the railroads and to the men for adjust- ment. Beginning and end of day. — In all classes of service a day will begin when an engi- neer is required to report for duty and end when engine is placed on a desig- nated track or delivered to hostler at terminal. Initial terminal detoj/.— Request denied. Final terminal delay. — Final terminal delay will be paid after the lapse of one hour at the overtime rate, according to EAILROAD LABOR ABBITEATIONS. 209 is delayed more than 30 minutes between )fard-lunit bounds governing yard to whicb train is to be delivered. Hours-of-service law. — ^Engineers shall be paid continuous time to tie-up point; when work is resumed, to be paid con- tinuous time to next tie-up point, or mini- mum day to terminal. Running through terminals or around other crews prohib- ited unless already in schedules. Safety clause. — Existing rates of pay or better working conditions shall not be re- duced by the rates or rules hereby agreed upon; nor shall general committees of ad- justment be debarred from taking up with their respective managers matters not decided at this conference. Date of effectiveness. — In articles of agreement for arbitration it was stated that the board should fix the date of its ' award and might make it retroactive if it should think it necessary. class of engine, on the minute basis. If road overtime has commenced, terminal overtime will not apply and road over- time will continue to the point of relief. Method of ascertaining final terminal de- lay. — In passenger service; from the time the train reaches the terminal station. In freight service; when train reaches designated main track switch connecting with terminal yard. Hours-of-service law. — Engineers to be paid continuous time from initial to tie-up point. On resuming duty they shall be paid, 50 miles or less, or 5 hours or less, 50 miles pay; 50 to 100 miles, or 5 to 10 hours, 100 miles pay; over 100 miles or 10 hours, schedule rates. Running through ter- minals or around other crews prohibited unless already in schedules. Safety clause. — ^Awarded. Date of effectiveness. — ^Award shall be effective as of May 1, 1912, except, "Held awajr from home terminal," and "Final terminal delay," which are to take effect November 1, 1912. COMPARISON OF SCHEDtJLES IN EFFECT BEFORE AND AFTER THE AWARD OF THE ARBITRATION BOARD. As further illustrating the effect of the application of the award of the arbitration board, a comparison, so far as it was possible, was made from the printed or typewritten official schedules of rates of pay and working rules in effect on the different railroads prior and subsequent to the award of the arbitration board. The comparison of rates was made on a day, hour, mileage, or trip basis according to the standard of comparison afforded by the schedules of the individual railroads. In the case of some companies no comparison was possible because of the change made in the basis of wage payments as the result of the arbitration proceedings. It wiU be noted that the increases in rates of pay shown in the following series of tables are practically the same as those first set out in the comparison, according to the Interstate Commerce Commission's classification of locomotives. The detailed comparison by railroads, arranged in alphabetical order, is given below. In the case of each railroad a detailed basic comparison is made, followed by derivative tables which show the amoynt and per cent of increase in rates of pay according to principal branches of service. BALTIMORE & OHIO RAILROAD CO. By referring to the following table it will be seen that the award of the arbitration board gave increases in rates of pay to the loco- motive engineers in only two instances: (1) An advance of three- 51393°— S. Doc. 493, 64-1 ^14 210 EAILBOAD LABOB AEBITRATIONS. tenths of a cent a mile, or 6.7 per cent, on unclassified engines, and (2) an increase to yard engineers outside of the Pittsburgh district of 1 cent an hour, amounting to an advance of 2.5 per cent over rates in force before the arbitration. In aU other branches of service the rates of pay were unchanged by the arbitration board. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the hoard of arbitration effective May 1, 1912. ' Class of service. Pay. Increase. 1911 1913 Amount. Per cent. Passenger service: Average rate, specified runs Freiitit service; Engines weighing 274 000 pounds and over Trip Mile. ...do J1.875 .05 .0485 .0445 5.50 5.30 5.15 1.58 1.37 .415 .40 $1,875 .05 .0485 .0475 5.60 S.30 5.15 1.58 1.37 .415 .41 10.00 .00 .00 .003 .00 .00 .00 .00 .00 .00 .01 0.0 0.0 Engines weighing over 173,000 pounds and less than 274 000 pounds 0.0 ...do , 6.7 CoimellsTiUe and Glenwood, roimd trip: Trip ...do 0.0 Engines weighing over 173,000 pounds and less than 0.0 Engines weigliiag 140,000 pounds to and including engines weighing 173,000 pounds Helper service: Average rate, specified runs- Mallet...... ...do ...do 0.0 0.0 ...do 0.0 Yard service: Chicago, Pittsburgh district; Youngstown district Hour ...do 0.0 other yards . . . 2:5 Rates of pay of locomotive engineers. Passenger service. Rate per trip. Specified runs: Philadelphia and Wilmington, round trip.. Baltimore and WasUngton Washington and Boyd Washington and Gaithersburg, round trip . Overtime (on basis of 20 miles per hour) Minimum passenger rate (per 100 miles or less) . Freight service. Engines weighing 274,000 pounds and over. 1911 1913 Engines weigliing over 173,000 pounds and less than 274,000 pounds. Engines weighing 140,000 pounds to and including en- gines weighing 173,000 pounds. 1911 1913 1913 Specified runs, ConnellsviUe and Glen- wood, round trip (overtime after 11 hours) $5.50 $5.50 $5.30 $5.30 $5.15 $5.16 > Miles In excess of 100 pro rata. ■ RAILROAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers — Continued. 211 FBEIGHT SERVICE. Mallet engines (2401-3420 class) Other Mallets Engines weighing 274,000 pounds and over Engines weighing over 173,000 pounds and less than 274,000 pounds.. Other engines Rate per mile. $0.05 .0485 .0445 1913 $0.06 .054 .05 .0485 .0475 Overtime after 10 hours and 30 minutes. 1911 $0.50 .485 .445 1913 $0.60 .54 .50 .485 .475 HELPEB SERVICE. Rate per trip. Mallet. 1913 Other than Mallet. 1911 1913 Overtime alter — 1913 Specified runs: Rowelsburg and Tunnelton or Blaser, round trip. . , Rowelsburg and Terra Alta or Rinard, round trip. Newburg and Tannelton, round trip Newburg and Blaser, round trip , Newburg and West End, round trip Hardman and West End, round trip Hardraan and Tunnelton , round trip , Rowelsburg and Newburg, one way Piedmont arid Altamont, round trip (J day) Hyndman and Sand Patch, round trip (J day) $1.60 2.00 1.50 1.55 1.50 1.60 1.55 1.50 $1.60 2.00 1.50 1.55 1.50 1.50 1.55 1.50 $1.10 1.65 1.25 1.45 1.25 1.40 1.45 1.40 2.45 2.45 $1.10 1.65 1.25 1.45 1.25 1.40 1.45 1.40 H. m. H. 2 3 2 2 2 2 2 S BALTIMORE & OHIO SOUTHWESTERN RAILROAD CO. As in the case of the Baltimore & Ohio Eaikoad, the schedules of this company, as can be seen from the table below, showed an advaiwe of 6.7 per cent in rates' of pay to unclassified engineers in through- freight service and 2.5 per cent in yard service outside of East St. Louis and Cincinnati as the result of the decision of the arbitration board. Unusually large increases, ranging from 50 to 52.6 per cent* were allowed by the board in local freight service. Ammmt and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 191%. Rate per— 1911 1913 Increase. Class ol service. . Amount. Per cent.' Specified runs: Trip Round trip. Trip Mile $4.50 5.00 .30 .05 .0483 .0445 .05 .0485 .0475 .415 .40 $4.50 5.00 .30 .05 .0485 .0445 .075 .0735 .0725 .415 .41 $0.00 .00 .00 .00 .00 .000 .025 .0250 .0250 .00 .01 0.0 .0 St. Louis and East St. Louis via Merchants or Eads Bridge. Freight service: Engines weighing 274,000 pounds and over Engines weighing over 173,000 pounds and less than 274,000 pounds. .0 .0 do do .0 .0 Ijocalfreight: Engines weighing 274,000 pounds and over Engines weighing over 173,000 pounds and less than 274 000 pounds. do do do 50.0 61.5 52.6 Yard service: Hour do .0 2.5 212 RAILROAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers. Class of service. Rate per—' 1911 1913, Basis of day's work. Overtime per hour. 1911 1913 1911 1913 Specified runs: Loveland cominuter trains. Flora and Vincennes, round trip. St. Louis and East St. Louis via Mer- chants' or Bads Bridge. Freight service: i Mallet engines (2401- ,2420). Mila 14.50 5.00 .30 $4.50 5.00 .30 .06 .05 .05 .0485 .0475 4.25 .085 .079 .075 .0735 .0725 .416 ■n 4.75 ■ 100 miles or less; 10 hours or less. do SO. 60 .54 Engines weighing 274,000 pounds and over. Engines weighing over 173,000 pounds and less than 274,000 pounds. All other ei^ines Passenger service: ' Minimum rate Local freight: ■ ■ ■ Mallet (2401-2420 class) ...do... ...do... ...do... .05 .0485 .0445 100 miles or less; 10 hours or lesS. do do do doj do .. do $0.60 .485 .445 .45 .50 .485 do do .475 .60 .....do .85 do do .79 Engines weighing 274,000 pounds and over. Engines weighing over 173,000 pounds and less than 274,000 pounds. ...do... ...do... .05 .0485 .0475 .415 .40 do .... do .50 .485 .475 .415 .40 .75 do do do .735 .725 Yard service: ^ East St. Louis and Cinciimati yards. Other yards Hour.. . do . 10 hours or less do 10 hours or less... do do .415 .41 Belt or transfer service: Minimum rate .475 I Overtime paid on the basis of 10 miles per hour, pro rata, not to begin until after 10 hours and 30 minutes. 2-Overtime on theliasis of 20 miles per hour after 10 hours and 30 mmutes. " At following yards, when engines required to help trains, 25 cents additional to yard rates paid, effective from June 1, 1913: ChiUieothe, North Vernon, Washington, and Vinceimes. BOSTON & ALBANY RAILROAD. On short passenger runs in one direction the rates of pay to engi- neers on the Boston & Albany Railroad were 3.2 per cent higher after the award of the arbitration board. In all other passenger service the minimum rates were advanced 1.7 per cent. In local freight service the rates were increased slightly more than 5 per cent.' Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 191t. ' 1 Class of service. Kate per day. Increase. 1910 1913 Amount. Per pent. Passenger service, runs of 95 miles in one direction $4.1R 4.12 4.85 4.85 4.75 4.75 4.11 $4.25 4.25 4.86 5.10 4.75 5.00 4.11 $P.07 .13 .00 .25 .00 .25 .00 1.7 All other passenger runs, minimum pay 3.2 freight sfirvice:i Class G6, G6, G33, G34, y2 engines 0.0 Local freight: Class G6, G5, G33, G34, F2 engines 5.2 Freight ."ervioe:! All other engines (except 4-wheel, connected 1910) : 0.0 Local freight: All other engines (except 4-wheel, connected 1910) 5.3 Switching service * '. ijncludes helpers, gravel work trains, 1910; work, wreck, pusher or helper, mine runs or roustabout, circus trains, and milk trains, in 1913. BAILEOAD -LABOE ARBITKATIONS. Bates of pay oj locomotive engineers. 213 Class ol service. B>te per— Pay. Basis of day's work, 1910-1913. Overtime pel hour. 1910 1913 1910 1913 Passenger service, runs oJ 95 miles in one °7n- $4.12 .0412 4.18 4.85 4.85 4.75 4.75 4.65 i'ii'" $4.25 .0415 4.25 ) 4.85 5.10 4.75 5.00 "s.'ss"" 4.11 100 miles or less . $0. 412 SO. SO Mileage in excess ol 100 miles All other passenger runs, minimum pay Freight service, ' « Classes G-6, G-5, G-33, ...do., .do 100 miles or less.. .....do .418 .485 .89 Local freight ...do.. AH other engines (except 4- wheel ooimectecJ, 1910) do 100 miles or less . .475 .475 Local freight ...do.. 4-wheel connected engine.. ; Mallet-type engine' ...do.. ...do.. do 100 miles or less . do 10 hours or less... .466 "'.lii' ■■"•i ' Includes helpers, gravel-worlfs trains, 1910; worlc, wreck, pusher or helper, mine nms or roustabout, circus trains and milk trains in 1913. ' 25 cents per 100 miles or less added for local freight service in 1913, according to class of engine. Miles over 100 pro rata. BUFFALO, ROCHESTER & PITTSBURGH RAILWAY. The award of the arbitration board when compared with the pre- existing rates to locomotive ' engineers on the Buffalo, Rochester & Pittsburgh Railway Co. showed the' following advances: ger service ._ 25 cents a day. Local freight and sv^itching service 10 cents a day. Pusher or helper service '. 15 to 27 cents per run. The rates of pay in through freight, and in mtae run,- circus, and roustabout service were no higher after the award of the board. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration effective May 1, 1912. Class of service. Bate per — Pay. 1910 1913 Increase. Amount. Percent. Tlnough freight Local freight Switching Pusher or helper , Average rate, specified runs. Mikado Average rat&, specified runs. Decapod i Work, wrec., , pusher, or helper; mine run or roustabout; circus trains Day.. ...do. ...do. ...do. ..do. Trip. ...do. Day.. $4.00" 4.75 4.90 4.00 4.75 3.14 3.17 4.75 $4.26 4.75 5.00 4.10 4.75 3.29 3.44 4.75 $0.25 .00 .10 .10 .00 .15 .27 .00 6.-3 2.-.0 2.5 4.^ 8L5 214 BAILEOAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers. Class of serrioe. Rate per day. 1910 1913 Basis of day's work. 1910 1913 Overtime. 1910 . 1913 r service Througli freight serviQe, Ijocal freight serv- ice. Switching service. . $4.00 4.75 4.90 4.00 S4.2S '4.75 '5.00 '4.10 100 miles or less 100 miles ocless; 10 hours or less. do $0. 40 per hour. . . Prorata ;. .do. 10 hours or less. . « .do. $0.50 per hoar. Pro rata. Do. Do. Class of service. 1913 X, V, or smaller engine. Mikado. Decapod. Pusher or helper service Specified runs, pusher or helper service: Buflalo to Hoyts and return Buffalo to Spriugville and return. '. Buffalo to East Concord and return Buffalo to Beaver and return Buffalo to Ashford and return Bradford or Howard to Bingham and return Clarion Junction to Freeman and return Decapod engine Clarion Junction to J. and B. Junction and return. Decapod engine $4.75 1 $4. 75 3.60 3.60 3.60 4.00 4.28 1.60 2.00 $3.78 3.78 3.78 4.20 4.49 1.58 2.20 $3.96 3.96 3.96 4.40 4.71 1.65 2.40 2.64 2.20 '2.'64 1 On Mikado or Decapod engines the rate is fixed at $5 per day. 2 On Mikado or Decapod engines the rate is fixed at $5.25 per day. 3 On Mikado or Decapod engines the rate is fixed at $4.51 per day. * 10 hours or less. ,Worfc, wreck, pusher, or helper; mine run or roustabout, circus trains, rates per day: 1910 1913. . $4.75 4.75 DAYTON & UNION RAILROAD CO. On the Dayton & Union Railroad the rates in passenger service on the basis of 100 miles, were $1.25, or 41.7 per cent higher after the award of the arbitration board. In freight service rates of pay were advanced 70 cents a day, or 16.3 per cent. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Rate per 100 miles hefore the award and after. Increase. Before. After. Amount. Percent. $3.00 4.30 $4.25 5.00 $1.25 .70 41.7 Frei^f (local)..., 10.3 BAILROAD LABOE AKBITEATIONS. Rates of pay of locomotive engineers. 215 Class ot service. Rate per 100 miles before the award and after. Before. After. Passenger Freight (local) . $3.00 4.30 $4.25 5.0O Note.— No formal agreement or schedule of wages is in effect. Conditions of employment are governed by the award with the exception that the passenger trainmen waived their overtime in lieu of the company permitting their runs to remain the same as before the award. PEI.AWAEE & HUDSON CO. On this railroad the rates of pay to passenger engineers were increased 35 cents a day, or 9 per cent, by the award of the arbi- tration board. Through freight rates were advanced from 5 to 50 cents a day. In milk-train service an increase of 25 cents a day was allowed for consolidation type of engines, and 75 cents a dav for , other classes. The rate of pay for Mallet engines when used in local freight service was made |2 a day, or 42.1 per cent greater by tho award. Engineers in local freight service had their rates of pay increased 25 and 35 cents a day. In switching service an advance to engineers of 10 cents a day was allowed by the arbitration board. Amount and per cent of increase %n rates of pay of locomotive engineers as a result of the , award of the board of arbitration, effective May 1, 1912. Class of service. Bate per day. 1910 Increase. Amount. Per ce nt. Thiough freight:! , , Class of engine— ' Mallet Class E5 .' — Consolidation • D3, D3-A, D3-B. other engines — Milk train: Class of engine— Constdidation other engines — Local freight:' Class of engine — MaUet aassES All others Switching $3.90 6. SO 4.80 4.65 4.50 4.25 4.50 4.00 4.75 4.75 4.75 4.00 $4.25 6.50 4.85 4.75 4.75 4. 75 4.75 4.75 6.75 6.10 6.00 4.10 $0.35 .00 .05 .10 .25 .60 .25 .75 2.00 .35 .25 .10 9.0 0.0 1.0 2.2 S.S 11.8 5.6 18.8 42.1 7.4 5.3 2.5 1 Through freight rates apply to work trains, 1910, and to work, wreck, pusher or helper, mine runs, trans- '" Mtoe "m§ ST\rakM-Barre transfer runs, 1910, classed as road runs and paid as per class ol engine run. 216 KAILEOAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers. Class of service. Rate per day. Basis of day's work. Overtime, per hour. Overtime, per mile. 1910 1914 1910 and 1914 1910 1914 1910 1914 Passenger S3. 90 6.50 4.80 4.65 4.50 4.25 4.50 ■ 4.00 4.75 4.75 4.75 4.00 14.25 6.50 4.85 4.75 4.76 4.75 4.75 C^) 6.75 5.10 5.00 4.10 100 miles or less 100 miles or less, 10 hours or less. do do do do do do .'/^'.doy//"..'.'.'.'.'.'.'.'.'. do 10 hours or less SO. 39 .65 .48 .465 .460 .425 .45 .40 .475 .475 '.475 .40 SO. 50 .66 .485 .475 .475 .475 .475 m .675 .51 .50 .41 $0,039 ,065 .048 .0465 .045 .0425 .045 .04 .0475 .0475 .0475 SO. 0425 Through freight:i Class of engine-^ Mallet .065 Class E 5 .0485 Consolidation D3 D3A, D3B Other engines Milk train: Class of engine — Consolidation Other engines Local freight :3 Class of engine- Mallet .0475 .0476 .0475 .0475 m .0675 Class E5 ... .061 .05 1 Through freight rates apply to work trains, 1910, and to work, wreck, pusher or helper, mine runs, transfer, and circus trains in 1914. 2 Through freight rates apply. 8 Mine runs and 'Wllkes-Barre transfer runs, 1910, classed as road runs and paid as per class of engine run. * Paid at freight-train rates, according to class of engine used and service. » DELAWARE, LACKAWANNA & WESTERN RAILROAD CO. Passenger engineers on this railroad, as can be seen from the fol- lowing table, had their rates of pay advanced by the award of the arbitration board 15 and 25 cents a day in regular service, according to classes of engines, and 5 cents a day in suburban service. The increases in rates of pay per day in other branches of service granted by the arbitration board were as follows : Through freight service, 25 cents a 'day (certain classes of engines only). Work, wreck, and roustabout, 15 and 25 cents a day.. ' Switching service, 10 cents a day (certain classes of engines only)> Local freight service, 15 and 25 cents a day. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 191^. Class of service. Rate per day. 1910 1913 Increase. Amount. Per cent. Passenger: 100 class, engines other engines Suhurban service Through freight: 300, 700, and 800 class engines. All other engines ' Eoustabout, work, and wreck; 300, 700, and 800 class engines. All other engines ' Switching: 151 and 184 class engines All other engines Local freight; 300, 700, and 800 class engines Al 1 other engines * S4.10 4.00 4.20 4.80 4.60- 4.65 4.50 4.50 4.00 4.90 4.75 $4.25 4.25 4i25 4.80 4.75 4.75 4.50 4.10 6.05 5.00 $0.16 .25 .06 .00 .25 .15 .25 .00 .10 .15 .25 3.7 6.3 1.2 .0 5.6 3.2 .0 '2.5 1 Not including 385 and 1200 class engines, 1913, and new 500 class engines, 1910. 2 Not including 385, 1160, and 1200 class engines, 1913, and 161, 169, 184, and 600 class engines, 1910. RAILROAD LABOB ARBITRATIONS, Rates of pay of locomotive engineers. 217 Class of service. .Rate per day. Basis of a day's work. Overtime per hour. \ 1910 1913 1910 1913 1910 1913 Passenger: $4.10 4.00 4.20 S4.25 •4.25 4.25 4.80 4.80 4.95 '4."75" 4.80 4.95 4.80 4.75 100 miles or lass, lOhours or less. do do 100 miles or less. do (') 10 hours or less, 100 miles or less. do .... do 80.41 .40 .42 .48 so.sa .50 .50 Through freight: .do .48 300, 700, and 800 class engines . . . 385 and 1200 class eneines 4.80 do....*. do iiiiido;;;!;;!;;!;;;;.;;;; iiiiido!!;!;!!!!!!!!!!;;;; do .48 .495 4.65 4.50 4.65 do do do .do . . .465 .46 .465 .475 Roustabout, work, and wreck: :300i 700, and 800 class engines. . . . .480 .498 do , .480' 4.50 4.65 4.50 4.00 4.90 do do do do .46 .465 .45 .40 .49 .475 .. 151, 169, 184, and 500 class engines. S^ttlhing: 4.60 4.10 5.05 5.20 5.05 '5.06" 10 hours or less 10 hours or less. do 10 hours or less, 100 miles or less. .. do .45 do 10 hours or less, 100 miles or less.. do do do do .41 Local freight: 300, 700, and 800 class engines.... .505 .52 ....do .505 4.65 4.75 ....do .-..do .465 .476 All other engines .50 For minimum day's pay of $4.25. GRAND RAPIDS & INDIANA RAILWAY CO., NORTHERN AND SOtJTHERN DIVISIONS. As a result of tKe award of the arbitration board, passenger engi- neers on this railway secured increases in rates of pay from 4.4 to 6.3 per cent. In local freight service there was an increase of 11 cents a day to engineers, amounting to an advance of 2.2 per cent, while the rates of yard engineers were increased 3.8 per cent. Engi- neers engaged in through freight service were not granted any higher rates by the award. . On the southern division of the same railway the increases m rates of pay obtained as a result of the arbitration were practically the same as on the northern division. The table showing the comparison of rates before and after arbitration on the northern division loUows. 218 EAILEOAD LABOB ARBITRATIONS. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. SOUTHERN DIVISION. Class of service. Rate per- Pay. 1911 1913 Increase. Amount. Per cent, Passenger: Average rate tor specifled trips Irregular passenger: Bate per mile with minimum of 100 miles (unless otherwise specified). Through f reiglit: Average rate tor specifled trips . . . Snowplow and flanger Yard: Average for all yards Day.. Day.. Mile.. Hour. .04 5.95 .05 .395 $4.70 .0425 5.95 .05 .41 $0.20 .0025 .00 .00 .015 4.4 6.3 .0 .0 3.S NOKfHEEN DIVISION. Passenger: Average rate for specified trips Irregular service: Bate per mile with minimum ol 100 miles (unless otherwise specified). Through freight: Average rate for specified trips . . . Snowplow and flanger Yard: Average rate all yards Day.. Mile.. Day.. Mile . . Hour . S6.31 .04 5.41 .05 .395 $6.71 .0425 5.41 .05 .41 $0.40 .0025 .00 .00 .015 .0 .0 3.8 Rates of pay of locomotive engineers. NORTHEEN DIVISION. Bate. Bate. , Overtime limit (hours). Overtime per hour. Class of service. 1911 1913 1911 1913 1911 1913 1911 1913 Passenger runs hetween: Through freight Grand Rapids-Cadil- $4.00 $4.25 runs between:! lac. Grand Bapids- $4.88 $4.88 10.00 10.00 $0.49 $0,488 Grand Rapids-Big 4.4g 4.76 Muskegon B. 7. Rapids B. 7. Grand Bapids- 4.88 4.88 10.00 10.00 .49 .488 Grand Rapids-Tra- 5.80 6.16 GadiUac. verse City. CadUlac-Macki- 6.47 6.47 12.48 12.48 .49 .647 Grand Rapids-Mack- 9.04 9.60 naw City. inaw City. Grand Rapids-Mack- 9.44 10.03 inaw City via Har- bor Springs. « CadiUac- Mackinaw 5.12 5.44 City. Irregular service: .04 .0425 Rates per mile with minimum of 100 miles (unless otherwise speci- fied). Passenger overtime per .45 .50 hour. 1 Buns not specifled paid at the mileage rate existing In district where run is made, with a minimum of 100 miles or 10 hours. EAILEOAD LABOK ARBITRATIONS. 219 Rates of pay of locomotive engineers— Continued. NOBTHEBN DIVISION— continued. Class of service. Local freight runs between: Grand Rapids and Big Eapids « Big Eapids-Cadfllac R. 7 Cadillao-K. S. Tower K. 8. Tower-Maclcinaw City Traverse City- Walton Junction R. 7 ^ Grand Eapids-Muskegon R. 7 * Cadillac, Lake City, and Jennings Branch CadUlac-Woods Spurs Work train, wreck train, and engine trial service, per mile ■- ■ Snow nlow and flanger seryioe, per mUe ' , Yard service (per hour): ' Grand Rapids Other yards Rate. 1911 1913 t5.06 5.06 5.06 5.06 5.06 5.06 5.06 6.06 .05 .40 .39 15.13 6.13 5.30 5.30 5.30 6.13 6.30 5.30 .0605 .05 }'.41 Overtime per hour. 1911 1913 1 $0.46 .46 .46 .46 .46 .46 .46 .46 W $0. 613 .513 .53 .53 .53 .513 .53 .63 .0605 .05 Overtime limit (hours). 1911 11.00 11.00 11.00 11.00 11.00 11.00 1913 10.00 10.00 10.00 10.00" 10.00 10.00 10.00 1 Overtime pro rata in 1913. ' Includes switching at Big Rapids. 3 Includes switching at Traverse City. < Includes switching at Muskegon. 5 Paid on local freight basis— minimum of 100 miles or 10 hours ' Minimum of 100 miles or 10 hours. ■ ' Minimum 10 hours. SOXJTHEKN DIVISION. Class of service. Rate. Class of service. Rate. Overtime per ho'ir. Overtime limit (hours). 1911 1913 1911 1913 1911 1913 1911 1913 Passenger runs between: Fort Wayne and Rich- mond. Fort Wayne and Wol- cottville R. 7. Fort Wayne and Grand Rapids. Grand Rapids and ■ Kalamazoo R. 7. Irregular service: Rates per mile with mini- mum of 100 miles(un- leSB otherwise speci- fied). Passenger overtime, per ' hour. $4.10 4.00 5.80 4.10 .04 .45 $4.25 4.25 6.04 4.25 .0425 .60 Through freight runs between;' Richmond and Fort Wayne. Fort Wayne and Grand Rapids $4.90 7.00 $4.90 7.00 $0.49 .49 $0.49 .70 10. 00 14.12 10.00 14.12 Class of service. « Rate. Overtime per hour. Overtime limit (hours). 1911 1913 1911 1913 1911 1913 Jioosl freight runs between: '' Riohmond-Eidgeville i 2 t 7 . ^ .. $5.06 5.06 5.06 5.06 5.06 .046 (') .05 .40 .39 $5.15 5.15 6.18 5.18 5.18 (») '.0605 .05 .41 .41 $0.46 .46 .46 .46 .46 $0,515 .515 .518 .518 .518 11.00 11.00 11.00 11.00 11.00 10.00 S_ 7 3 10.00 ■ Fort Wayne- Wolcottville E. ' Kalamazoo-Wolcottville S. 7 ^ Grand Rapids-Kalamazoo R. Irregular and special service per m "Work-train, wreck-train, and en^ ji 10.00 10.00 7 10.00 Jle' ine-trial service. Snowplow and flanger servic Yard service (per hour): ^S , . ' Runs not specified paid at the mileage rate existing in district where run is made, with a minimum of 100 miles or 10 hours. » Switch lines on basis of local freight service. ' Includes switching at Ridgeville. ' Includes switching at Wolcottville. 5 Minimum of 100 miles or 10 hours. e Runs not specified paid at the mileage rate existing in the district where run is made, with a minimum bl IdO miles or 10 hours. ' Paid on local freight basis-^minimum of 100 miles or 10 hours. 220 EAILEOAD LABOR ARBITRATIONS. HOCKING VALLEY RAILWAY CO. As a result of the arbitration award the minimum rate to engineers per mile for passenger service on this railway was advanced 16.4 per cent. Engineers in through freight service had their rates of pay advanced from 3.3 to 5.6 per cent, according to the class of engines used. In helper and mine-run service ra-tes of pay were 12.5 and ir.8 per cent, respectively, higher after the award than before. Small increases were secured in yard and work train service, amounting to 2.5 and 3.3, respectively. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Rate per — Pay. 1910 Increase. Amount. Per cent, Through freight: Engines over 20-inch cylinder Consolidation engines other engines Local freight Helpers, Colunibus to Powell and return.. Work, wreck, and circus Mine. All yards Minimum rate per mile; 100 miles passenger servi?ei. Mile.., ,..do.., ...do.. Day... Trip.. Day... ..do.. Hour., Mile... $0.0475 .046 .045 4.75 2.00 4.60 4.25 .40 .0365 JO. 0475 .0475 .0475 5.00 2.25 4.76 4.75 .41 .0425 $0.00 .0015 .0025 .26 .25 .15 .50 .01 .006 0.0 3.3 6.6 6.3 12.5 3.3 11.8 2.5 16.4 • 1910, through passenger service; 1913, passenger service. Rates of pay of locomotive engineers. Class of service. Through freight:» Engines over 20-inch cylinder COnsblidation engines , other engines , Local freight Helpers, Columbus to Powell and return. Work, wreck, and circus , Mine Called and not used .• All yards Passenger:' Minimum rate per mile; 100 miles, passenger service. Jackson to Logan and return, in- cluding short runs between Wellston and Dimdas. Jackson to Logan and retm-n (1 round trip). Dundas to Jackson and return (1 round trip). Dundas to Wellston and return (2 round trips). Kate per— Mile.. ...do. do. Day.. Trip. Day.. ...do. Hour Mile.. Trip. Pay. 1910 $0.0475 .046 .045 4.75 2.00 4.60 4.26 1.40 .40 .0365 5.85 $0.0475 .0475 .0475 5.»0 2.25 4.75 4.75 1.42 .41 .0425 8.13 Overtime after — 1910 h m 10 hours... 6 hours 10 hours... ..do 3 hours 10 hours. . . (') h 10 hours., 5 hours... 10 hours., ,..do 3 hours... 10 hours., W •Overtiine per hour. 1910 $0.45 '.46 .45 .45 .45 .45 .45 .40 1913 $0,475 .475 .475 .50 .225 .475 .475 .142 .45 .50 1 Minimum 100 miles or 10 hours. " 10 miles per hour. • 1910, through passenger service; 1913, passenger service. * Overtime computed on basis of 20 miles per noui. » After 2 hours late, EAILEOAD LABOB AEBITBATIONS. 221 KANAWHA & MICHIGAN RAILWAY CO. Rates paid to engineers in through passenger seryice on this rail- way were advanced 16.4 per cent by the award of the arbitration board. In local freight and work tram service an increase of slightly more than 5 per cent was secured by the engineers through the action of the arbitration board, and an advance of 3.3 per cent in rates of pay in through-freight service. In yard switching service rates of pay were advanced 2.5 per cent. Amount and per cent of increase m rates' of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Eate per— Pay. 1910 1912 Increase. Amount. Percent. Through passenger Through freight Local freight Work, wreck, and circus trains . Switching: Yard switching Mile., .do.. Day. ..do., .do.. SO. 0365 .046 4.75 4.50 4.00 $0.0425 .0475 5.00 4.75 4.10 1.006 .0015 .25 .25 .10 5.3 5.6 2.5 Rates of pay of locomotive engineers. Class of service. Rate. Basis of day's work. Overtime, per hour. Overtime, per mile. 1910 - 1912 1910 1912 1910 1912 1910 1912 Through passenger, . Per mile. $0.0365 Per diy. S3. 60 Per mile. '$0.0425 Per day. 100 miles or less. SS0.45 SO. 50 $0.0426 Minimum passenger rate. Through freight ».... Local freight Minimum freight rate. Work, wreck, and circus trains, etc. Albany helper Switching: Yard $4.25 100 miles or less. 10 hours or less; 1 miles or less. do .46 .45 .50 .475 .50 $0,046 0425 Per mile. JO. 046 Per trip. S4.75 Per mile. 5 £.0. 0475 Per day. $5.00 4.75 4.75 4.10 100 miles or less. 10 hours or less.. .0475 .05 4.50 2.75 Per day. $4.00 lOhoiarsorless.. Overtime after 5 hours. 10 hours or less.. 10 hours or less; 10 miles or less. W 10 hours or less. .45 . .45 .45 .475 W .45 .0475 1 Based on minimum day rate of $4.25 per 100 miles or less. ! Engineers entitled to minimum allowance of 50 miles per day. 8 Overtime after 2 hours late on schedule per hour. , ^ . , , < Effective May 1, 1912, through freight rates apply on all pusher or helper or mme-nm trams; helpers can be used for any kind of helping service in 10 hours without extra pay, except when; thoy exceed 100 miles. Helpers on pick-up or local freight receive local pay. 5 Based on minimum day rate of $4.75 per 10 hours or less, 100 miles or less. Note.— When Calumet type engines used in freight service, 50 cents per day additional allowed. 222 EAILBOAD LABOR AEBITRATI0N8. Mileage allowance of locomotive engineers. Miles. 1910 1912 Passenger mileage allowed; Charleston to Coming via Gallipolis, Middleport, and Athens Charleston to Hobson via Gallipolis and Middleport Charleston to Gauley Bridge and return Middleport to Gauley Bridge via Gallipolis and return Middleport to Coming via Athens ^ . . Hobson to Coming via Athena Freight mileage allowed: Hobson to Columbus via H. V, Ry Hobson to West Columbus via H. V, Ry . . - , . Hobson to West Columbus via T. & O. C. Ry, Hobson to Coming and return Hobson to Chauncey and return ,..., , Hobson to Diclrinson Hobson to Charleston and return Overtime alter— 1910 1913 H. m. 10 55 11 05 12 25 11 25 9 00 10 00 13 50 H. m. 10 55 11 05 12 25 11 25 10 00 10 00 13 60 139 80 78 235 61 109 111 124 114 100 100 138 141 82 78 239 61 109 111 124 114 100 100 138 LEHIGH VALLEY EAILKOAD CO. Passenger engineers employed on this railroad liad their minimum rates of pay increased by the award of the arbitration board from 15 to 25 cents a day. In mine-run service the rates of pay to engi- neers were increased from $4.50 to $4.75 a day, and in pusher, helper, and work-train service from $4.30 to $4.75 a day. , Yard engineers were advanced 10 cents a day, or 2.5 per cent; and engineers employed on local freight trains, 30 cents a day, or 6.4 per cent. Amount and pfr cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Rate per day. 1913 Increase. Amount. Per cent, J-54 class engines or heavier All other engines .• Mine runs : All other engines Pusher, helper, and work train: All other engines Local freight and pick-up : All other engines Yard service: All other engines i$4.10 14.00 4.50 4.30 2 4.70 4.00 $4.25 4.25 4.75 4.75 5.00 4.10 SO. IS .25 .25 .45 .30 .10 3.7 6.3 5.6 10.6 6.4 2.6 1 Exclusive of specified trips for which various rates are given. > Where this rate does not equal through rate tor same distance, through rate to apply. BAILEOAD LABOR AEBITEATIONS. Rates- of pay of locomotive engineers. 223 Class of semce/ Rate per day. Overtime per hour. 1911 1913 1911 1913 Passenger; J64 class engines or heavier. . . . 1S4.I0 14.00 4.65 S4.2S 4.25 5.00 2 $0.41 2.40 Actual time paid , for according to class of service. do do All other engines . : $0.50 Mine runs: JS4 class engines or heavier .60 N2 class engines Basis of 10 miles an hour; pro rata on minute basis. M31 class engines or heavier 4.75 - 4.50 4.50 Pusher, helper, and work trains : J54 class engines or heavier 4.76 5.00 4.75 "5" 26" 6.00 do Overtime after 10 hours. .. do N2 class engines Do. Alliother engines ■ 4.30 8 4.85 Hn Local freight and pick-up service: J54 class engines or heavier do I Do. All other engines "a'i'ro' 4.50 4.00 do do do Yard service: M37 and Nl class engines M34 to M3S class engines, inclusive, js'ss, Nls, and N2s. Another engines 4.60 4.10 5.00 4.75 do ....do Overtime after 10 hours. Through freight: N2 class engines .50 .475 AU other enRlnes _ f 1 Exclusive of specified trips for which various rates are given 10hZstd1rorrss,'?^"SVrK°°'*""''''''^- 0-^'"™ in 1911 paid for actual time on the basis of s Where this rate does not equal thi-ough rate for same distance, through rate to apply. Kate of pay per day on any division in which the service is not covered by specified allowance- M31 class engmes or heavier 34 71 J64 class engipes or heavier 4' »? All other engines .!!!!!.'!.',!.!!.!!.!!. 4 50 MICHIGAN bENTEAL EAILRQAD CO. On this railroad rates of pay to engineers in through and way- freight and circus train service were not advanced as a result of the award of the arbitration board. Passenger engineers received an increase of 10 cents a day, which amounted to 2.4 per cent. Engineers employed 'on work and wreck trains had their rates of pay advanced from 3.3 to 5.4 per cent. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Through freight: J Engines with cylinders over 19 by 24 Engines with cylinders 19 by 24 and under Way freight: a 3-orewed way freights and locals Koad work or wrecking tram; Engines with cylinders over 19 by 24 Engines with cylindei'S 19 by 24 and under Circus train ;^ ■Engines with cylinders over 19 by 24 Engines with cylinders 19 by 24 and under Switching; Chicago district At pomts where only 1 switch engine works . . . All other points East division; Way freights Rate per — Day.... ..do.... ..do.... Month. Day.. ..do.. .do., -do.. Hour... ..do.... -.do.... Month. 1910 $4.15 4.85 4.75 117. 50 4.60 4.60 4.85 4.75 .41 .39 .40 117. 50 1912 S4.25 4.85 4.75 117. 50 4.85 4.75 4.85 4.75 .41 .41 .41 117. 50 Increase. Amount. Per cent. $0.10 .00 .00 .00 .25 .15 .00 .00 .00 1.02 .01 .00 2.4 .0 ,0 .0 5.4 3.3 .0 .0 .0 5.1 2.5 .0 ' AU single-crewed way freights or locals, 100 miles or less, 10 hours or less per day, rate of 60 cents per day in addition to through freight rate; overtime pro rata. Engineers in anowplow and flaager service, 100 miles or less, 10 hours or less a day, at through freight rates. 2 Switching and caring for trains & all stands additional at schedule rates. 224 RAILROAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers. Rate. Basis of a day's work. 1910 1912 1910 1912 $4.16 4.85 4.75 117. 60 4.60 4.60 4.85 4.76 .41 .39 .40 117.50 S4.25 4.85 4.75 117.50 4.85 4.75 4.85 4.76 .41 .41 .41 117. 50 100 miles or less... lOOmilesorless, 10 hours or less. do Overtime after 12 hours. 10 hours or less do do do Double-crewed en- gines, 10 hours or less; single- orewed engines,. 11 hours or less. Overtime after 9 hours. lOOmilesorless^ Through freight: i Engines with cylinders over 19 by 24, per day. . Engines with cylinders 19 by 24 and under, per day. ' Way freight: i 3-crewed way freights and locals, per month. E.oad work or wrecking-train service: Engines with cylinders over 19 by 24, per day. . Engines with cylinders 19 by 24 and under, per day. . Circus-traia service; Engines with cylinders over 19 by 24, per day. . Engines with cylinders 19 by 24 and under, per day. Switching: ^ Chicago district, per hour . . lOOmilesorless, 10 hours or less. Do. Overtime after 12 hours. 10 hours or less. Do. « Do. Do. At points where only 1 switch engine works, per hour. Do. East division: Way freights, per month........... Overtime alter 9 hours. Class of service. Overtime per hour. 1910 1912 t)vertime per mile. Passenger, per day Through freight: 1 Engines with cylinders over 19 by 24, per day Engines with cylinders 19 by 24 and under, per day Way freight: i 3-crewed way freights and locals, per month. Road work or wrecking-train service: Engines with cylinders over 19 by 24, per day Engines with cylinders 19 by 24 and under, per day Switching: 2 Chicago district, per hour ; $0. 485. , 0. 475. , 0.45... 0.46- 0.46. At points where only 1 switch engine works, per hour. All other points, per hour Single-crewed engines, pro rata. ■ ....do ... do 30.50 .485 .475 .45 .485 .476 .41 .41 .41 $0. 415 SO. 425 .0485 .0475, .0485 .0475 .046 .046 .0485 .0475 1 All single-crewed way freights or locals, 100 miles or less, 10 hours or less per day. Rate of 60 cents per day in addition to through freight rates, overtime pro rata. Engineers in snow-plow and Sanger service, 100 miles or less, 10 hours or less, A day, at thi-ough freight rates. ' Switching and caring for trains at all stands additional at schedule rata. EAILEOAD LABOR ABBITEATIONS. 225 NEW YOEK, CHICAGO & ST. LOUIS RAILROAD CO. The rates of pay to passenger engineers on a trip basis were in- creased by the arbitration board between 3 and 4 per cent. The increase in rates allowed in pick-up freight service ranged from 1.4 to 2.3 per cent; in through freight service, from three-tenths of 1 per cent to 2 per cent. The hourly rates in yard service were increased 5.8 per cent and the trip rates in local freight service were advanced approximately 2 per cent. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effictive May 1, 1912. Class of service. Passenger (specified runs): Buffalo division Cleveland division Fort Wayne division Cljicago division' Passenger runs of 100 miles or less, not specified Stony Island and La Salle Street Station, passenger transfer. Freight, pick-up: Buffalo division Cleveland division i Fort Wayne division Chicago division Work train Yard service: All yards Through freight: Buflalo division Cleveland division ; Fort Wayne division .. . ; Chicago division Local freight: Bu^alo Junction to Conneaut Average rate per trip, specified runs Rate per- Trip. ...do. ...do. .do. .do. ..do. .do. .do. .do. do.. f)ay.. Hour. Trip.. ..do.. ..do.. ..do.. ..do.. ..do.. 1910 14.75 5.40 5.10 5.85 4.10 5.00 6.70 6.45 6.10 6.90 4.60 .3875 5.40 6.15 ■ 5.80 6.60 5.60 4.90 1912 34.93 5.61 5.27 6.99 4.26 6.00 5. .70 6.60 6.20 7.00 4.75 .41 5.415 6.27 5.89 6.65 6.70 5.00 Increase. Amount, Percent, $0,18 .21 .17 .14 .15 .00 .00 .15 .10 .10 .15 .0226 .015 .12 .10 .10 3.8 3.9 3.3 2.4 3.7 0.0 0.0 2.3 1.6 1.4 0.3 2.0 1.6 0.8 1.8 2.0 Rates of pay of locomotive engineers. Passenger service. Bate per trip. Mileage. Overtime after. 1910 1912 1910 1912 1910 1912 Specified runs: S4.75 6.40 6.10 5.85 15.40 . 4.10 4.15 5,00 S4,93 5.61 5.27 5.99 4.25 4.25 5 6.61 4.25 116 ,132 124 141 1136 1128 116 132 124 141 67 65 After 2 hours in excess of sched- ule time of regu- larly scheduled trains. All other trains after 12 hours. H. M. 4s Cleveland division 6 ,36 Fort Wayne division Chicago division 6 12 7 3 Cleveland and Conneaut Cleveland and Bellevue Cleveland short runs 5 5 ■ 12 Pa,ssenger runs of 100 miles or less, not specified. 64 W I 5 turn or i^pverse. Stony Island and LaSalle Street station, passenger transfer. 5.0O No overtime al- lowance. 1 And return, or reverse. 2 Cleveland and Vermillion, and Cleveland and Dover excursion trains. 8 Cleveland to VermiUion and return, including going to Euclid Avenue or points between Broadway Depot and to Sheffield to turn engine. < 100 miles or less. ' 51393°— S. Doc. 493, Q4r-1 15 226 EAILEOAD LABOR AEBITKATIONS. Rates of pay of locomotive engineers — Continued. Rate per trip. Mileage. Overtime aftei^ 1910 1913 1910 1913 1910 1913 Specified runs; 85.40 6.15 5.80 6.60 5.60 4.90 4.90 4.90 4.90 4.90 4.90 4,90 4.90 $5,415 6.27 5.89 6.65 5.70 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 114 132 124 140 114 96 65 68 64 62 62 80 61 114 132 124 140 114 96 65 68 64 62 62 80 81 12 hours. ...do.... ...do ...do.... ...do.... 10 hours. ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... H. M. 11 24 Cleveland division 13 12 12 24 Chicago division ... 14 Local freight; 11 24 Buffalo Junction to Brockton and return 10 do. Cleveland and Conneaut do. Cleveland and Bellevue do do. I-eipsic Junction and West Fort Wayne do Fort Wayne and Knox do do Freight service, pick-up rates. Per trip. Mileage. Overtime after. 1910' 1913 1910 1913 a910 1913 Euns: $5. 70 . 6.45 6.10 6.90 $5.70 6.60 6.20 7.00 114 132 124 140 114 132 124 140 12 hours.. ...do ...do ...do n: M. Cleveland division 13 12 Chicago division 14 Work train rates. Bate per day. Orertime after. Overtime per hour. 1910 9113 1910 hours... 1913 1910 1913 All districts.... 14.60 $4.75 10 10 hours... SO. 46 $0,475 Eate per hour. 19101 19132 Localities: Chicago ; $0.40 .39 .37 .39 .395 .39 .37 SO 41 Fort Wayne Fostoria .' Bellevue Cleveland Conneaut Erie Buffalo 1 1 12 hours or less constitute a da> . Overtime after 12 hours pro rata, s 10 hours or less constitute a day. Overtime pro rata after 10 hours. > NEW YORK, NEW HAVEN & HARTFORD RAILROAD CO. Switching engineers on this railroad received no increase in rates of pay from the application of the award of the arbitration board. In local freight service an increase in rates of pay of 35 cents a day was granted, which amounted to 7.5 per cent. The rates to passenger engineers were increased 3.7 per cent, and to engineers in all classes of freight service except local freight, 10 cents a day, or 2.2 per cent. EAILBOAD LABOR AKBITEATIONS. 227 Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. , Class of service. Eate per — 1910 Increase. Amount. Per cent. Standard Minimum Through freight, work trains, etc . Local freight Switching: Eight-hour yards . : „ . . Ten-hour yards Mile.. Day.. ...do. ...do. ...do. ...do. SO. 041 4.10 4.65 4.65 3.50 4.10 30. 0425 4.25 4.75 6.00 3.60 4.10 $0. 0015 .15 .10 .35 .00 .00 3.7 3.7 2.2 7.5 .0 .0 1 Includes wreck, pusher, helper, circus, and milk trains, 1913. Rates of pay of locomotive engineers. Class of service. Hate per day. Basis of a day's work. Overtime, per hour. Overtime per mile. 1910 1912 1910 1912 1910 1912 1910 1912 Passenger: Standard Minimum Through freight, work trains, etc « Local freight Switching: Eight-h our yards. Ten-hour yards. 1 $0.0410 4.10 4.65 4.65 3.60 4.10 $0.0425 4.25 4.75 5.00 3.50 4.10 100 miles or less; 10 hours or less. do .'...do do 8 hours or less.. 10 hours or less. (») 100 miles or less; 10 hours or less. do 8 hours or less.. 10 hours or less. SO. 41 .41 .465 ■ .465 Prorata.6 ...do.5... $0.50 .50 -.475 .50 Pro rata.s ...do.s... SO. 041 .041 .0465 .0465 $0.0425 .0425 .0475 .05 1 Bate per mile. 2 Local passenger service, 100 miles or less, 10 hours or less. Through passenger service, 100 miles or less. Overtime computed on basis of 20 miles per hour on the minute basis. « Includes wreck, pusher, helper, circus, and milk trains, 1913. ■ < Overtime computed on basis of 10 miles per hour and paid for pro rata on minute basis. 6 Engineers on switching jobs in 1910 required to work overtime exceeding one-half of the regular day paid for 1 day. NEW YORK, SUSQUEHAN-NA & WESTERN RAILROAD CO. — WILKES-BARRE & EASTERN RAILROAD. t Unusually large increases were secured by the engineers on this railroad as the result of the award of the arbitration board. The rate per mile paid to passenger engineers was advanced 9 per cent; to through freight engineers, 18.8 per cent; and to local freight engineers, 25 per cent. Switching engineers had their rates of pay iacreased 65 cents a day, or 18.8 per cent. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Passenger Through freight. Local freight Switching Bate per— Mile.. ....do. ...do. Day.. 1910 $0,039 .04 .04 3.45 1913 $0.0425 .0475 .05 4.10 Increase. Amount. Per cent. $0.0035 .0075 .01 .65 9.0 18.8 25.0 18.8 228 EAILROAD LABOR ARBITRATIONS. Rates of pay of locomotive engineers. Rate per- 1910 1913 Basis of day's work. Overtime per hour. Overtime ' per mile. 1910 1913 1910 1913 1910 1913 Mile . . ...do.. ...do.. ...do.. Day .. do SO. 039 .033 .04 .04 3.46 4.00 4.00 SO. 0425 « (') JO. 50 Through freight Local freight j. .0475 .05 4.10 100 miles or less, 10 hours or less. ....do 10 hours or less. 100 miles or less, 10 hours or less. ....do 10 -hours or less. $0.40 .40 .475 .60 $0.04 .04 $0. 0475 ,05 . do. . 1 Huns arranged to suit the service. Por runs that can not be scheduled so that 100 miles or more can "be made, 100 miles allowed. PENNSYLVANIA RAILROAD CO. LINES EAST. On the Pennsylvania lines east of Pittsburgh the award of tiie arbitration board resulted in an increase in rates of pay to through passenger engineers ranging in general between 1 ana 2 per cent and to local passenger engineers the advances secured were in general somewhat louver. In through-freight service, as well as in helper and yard service, no increases in rates of pay were allowed. Engineers employed on work trains had their rates of pay advanced between 2 and 3 per cent. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 191S. Through passenger. Local passenger. Division. Trip rate. Increase. Trip rate. - Increase. ,1910 1912 Amount. Per cent. 1910 1912 Amount. Per cent. Schuvlkill 36.00 5.233 5.18 6.745 6.48 6.293 6.13 $5.00 5.24 5.245 6.746 6.61 5.399 5.13 $0.00 .007 .065 .00 .13 .106 .00 0.0 .13 1.3 .0 2.4 2.0 .0 . .^ Philadelphia $6.24 5.40 $5.24 5.40 $0.00 .00 0.0 Middle .0 Pittsbureli ' 6.437 5.69 6.418 6.608 6.736 5.516 .071 .046 .097 1.1 .8 WiUiamsport and Susque- 6.06 5.243. 7.279 6.20 6.303 7.381 .14 .06 .102 2.3 1.1 1.4 1.8 5.00 6.433 6.34 6.00 5.458 5.38 .00 .025 .04 .0 .5 4.17 5.40 5.48 7.627 6.72 5.915 6.623 5.47- 5.589 4.902 6.395 4.i7 6.40 6.585 7.707 6.89 6.056 6.67 5.47 5.664 4.902 6.48 .66 .00 .106 ■ .08 .17 .14 .047 .00 .075 .00 .086 .0 .0 1.9 1.0 2.5 2.4 .7 .0 1.3 .0 1.3 .7 New York Sunbury tad Shamokln 5.396 6.021 6.239 6.443 5-. 09 5.275 .048 .069 .036 .9 1,4 .7 Delaware 4.898 4.904 .006 .12 EAILBOAD LABOB AEBITEATIONS. 229 Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the hoard of arbitration, effective May 1, 1912— GontinueA. Through freight. Localfreighf. Division. Trip rate. Increase. Trip rate. Increase. 1910 1912 Amount. Per cent. 1910 1912 Amount. Per cent. Schuylkill $6.33 4.224 , 3.341 6.337 5.295 5.124 4.928 5.007 5.849 3.171 5.33 5.493 7.269 5.138 5.419 6.729 5.378 4.716 4.918 $6.33 4.224 3.341 6.354 6.296 5.124 4.928 5.007 5.849 3.171 5.33 5.493 7.269 5.138 , 5.419 6.729 5.378 4.716 4.918 50.00 .00 .00 .017 .00 .00 .00 .00 .00 .00 .00 .00 .Oo .00 .00 .00 .00 .00 .00 0.0 .0 .0 .3 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 $5,601 5.33 5.33 $5,756 . 5.61 , 5.61 $0,155 .28 .28 2.8 Bellwood 5.3 Philadelphia Middle ■ 5.759 5.33 5.391 5.422 5.38 4.304 6.711 6.58 5.38 5.33 5.642 5.33 6.477 5.828 6.047 5.61 5.661 6.705 5.61 4.488 6.01 5.61 5.61 5.61 5.029 5,61 5.695 6.12 ■ .288 .28 .27 .283 .23 .184 .299 .03 .23 .28 .287 , .28 .218 .292 5.0 5.3 6.0 6.2 4.3 4.3 5.2 .5 4.3 5.3 5.1 6.3 4.0 . 5.0 Cresson Pittsburgh Conemaugh ■■Williamsport and Susque- " hanna Trenton Elmira Baltimore BedioriJ Monbngahela New York Sunbnry and Shamoktn ■Slaryland Gamden Terminal 6.364 5.591 5.525 6.609 6.489 5.883 6.815 5.888 .125 .292 .29 .379 2.0 6.2 5.2 5.0 l)elaware '. 5.33 6.33 .00 .0 ICemtral". ^ 6.485 5.486 .00 .0 / ] -lelper. -. Passengerand freight. Division. Trip rate. Increase. Trip rate.' Increase. 1910 1912 Amount. Per cent. 1910 1912 Amount. Per cent. • Tyrone : $1.07 6.148 5.33 '3.398 6.33 2.767 1.688 2.67 1.60 $1.07 6.148 5.33 '3.403 5.33 2.767 1.688 2.67 1.60 $0.00 .00 .00 .005 .00 .00 .00 .00 .00 0.0 .0 .0 .1 .0 .0 .0 .0 .0 Philadelphia Cresson 'Pittsburgh.., Conemaugh $6,575 $5,575 $0.00 0.0 Sunbury and Shamokin 5.825 6.12 .296 5 1 Light engine. Miscellaneous. Division. Trip rate. Increase. Tri^ rate. Increase. 1910 1912 Amount. Per cent. 1910 1912 Amount. Per cent. Philadelphia . $4,795 $4,795 $0.00 0.0 Elmira $5.33 $5.33 $0.00 0.0 1.191 1.194 .003 .3 ' Average of freight and passenger helper combined. 230 EAILBOAD LABOR ABBITEATIONS. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the i award of the board of arbitration, effective May 1, 1912 — Continiied. Work train. Yard.i Division. Eate per hour. Increase. Rate per hour, B8 or larger. Rate per hour, smaller than B8. 1910 1912 Amount. Per cent. 1910 1912 1910 1912 $0,488 .485 .485 .488 } .488 .485 .488 .488 .488 .488 .485 .488 .485 .488 .485 .488 .488 .496 .485 .485 .485 .488 $0,498 .498 .498 .498 .499 .498 .498 .498 .498 .498 .498 .498 .498 .498 .498 .498 .498 .504 .498 .498 .498 .500 $0.01 .013 .013 .01 .011 .013 .01 .01 .01 .01 .013 .01 .013 .01 .013 .01 .01 .008 .013 .013 .013 .012 2.0 2.7 2.7 2.0 2.3 2.7 2.0 2.0 2.0 2.0 2.7 2.0 2.7 2.'0 2.7 2.0 2.0 1.6 2.7 2.7 2.7 2.5 Tyrone $0,435 .435 .435 / .435 ^ :il .435 .435 .435 .435 .435 .435 .435 .435 .448 . .435 .435 .435 .435 .435 $0,435 .435 .435 .435 .435 .435 .435 .435 .435 .435 .435 .435 .435 .435 .448 .435 .435 .435 .435 .435 $0.41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .42 .41 .41 .41 ■ .41 $0.41 .41 Philadelphia .41 Middle .41 .41 Cressoji .41 .41 .41 Williamsport and Susque- .41 Eenovo .41 > .41 .41 Bedford , .41 Monongahela . . .41 New York .42 Sunbury and Shamokin Allegheny . ... .41 .41 .41 Camden Terminal .41 Delaware .41 Central Buffalo .435 .435 .435 .435 .41 .41 .41 Philnrlrflp^ti^ tflrmTnal .41 ■ 1 No increase. Average rate of pay per trip of locomotive engineers. Through passenger. Local passenger. - Division. Trip rate. Overtime. Trip rate. Overtime. 1910 1912 1910 1912 1910 1912 1910 1912 Schuylkill.. 1^ S5.00 5.233 5.18 6.745 5.48 5.293 5.13 $5.00 5.24 5.245 6.745 5.61 5.399 5.13 $0,415 .415 $0.50 .50 Tyrone Bellwood .415 .415 .415 .415 .50 .60 .60 .50 $6.24 5.40 $5.24 5.40 $0,415 .416 $0.50 Middle...: „ .50 6.437 5.69 5.418 6.608 5.736 6.515 .415 .415 .415 .50 Conemaugh .50 Williamsport and Susquehamia Renovo 6.06 ,5.243 7.279 6.20 5.303 7.381 .415 .415 .416 .50 .50 .50 .60 Trenton . . 5.00 5.433 6.34 5.00 5.468 6.38 .415 .4lS .415 .60 Elmlra .60 Baltimore 4.i7 5.40 5.48 7.627 6.72 5.916 6.623 S.47 5.589 4.902 6.395 4.i7 5.40 5.685 7.707 6.89 6.055 6.67 5.47 5.664 4.902 6.4S .415 .415 .429 .415 .415 .415 .416 .416 .416 .415 .415 .50 .60 .486 .50 .50 .50 .50 .50 .50 .50 .60 .50 Bedford , New York Sunbury and Shamokin 6.395 5.021 6.239 5.443 6.09 5.275 .415 .415 .415 .60 .50 Maryland .50 Delaware Central i. Buffalo 4.898 4.904 .415 .60 EAILEOAD LABOR ABBITEATIONS. Average rate of pay per trip of locomotive engineers — Continued. 231 Througli freight. Local freight. Division. Trip rate. Overtime. Trip rate. Overtime. 1910 1912 1910 1912 1910 1912 1910 1912 $5.33 4.224 3.341 6.337 5.295 5.124 4.928 5.007 5.849 3.171 5.33 5.493 7.269 5.138 5.419 6.729 5.378 4.716 4.918 $5.33 4.224 3.341 6.354 5.295 5.124 4.928 6.007 5.849 3.171 5.33 5.493 7.269 5.138 5.419 , 6.729 5.378 4. 716 4.918 $0,485 .486 .485 .487 .485 .486 .486 .486 .486 .486 .485 .485 .485 .485 .485 .486 .486 .486 .492 $0,485 -.486 .485 .487 ■ .486 .485 .486 .486 .486 .485 .485 .485 .486 .485 .485' .486 '.486 .486 .492 $6,601 5.33 5.33 $5,756 5.61 5.61 $0,497 .485 .485 $0.51 .61 .51 Tyrone Bellwood Philadelphia Middle 5.^59 5.33 5.391 6.422 6.38 4.304 5.711 5.58 5.38 5.33 5.642 5; 33 6.477 6.828 6.047 5.61 5.661 5.705 5.61 4.488 6.01 5.61 5.61 5.61 5.929 5.61 5.695 6.12 .489 .486 .49 -.485 .49 .49 .486 .485 .49 .486 .488 .485 .49 .489 .51 .51 .61 .61 .61 .51 .51 .51 .51 .51 .51 .51 , .51 .51 Cresson CoTiemaugh W,illiarasport and Susquehanna Renovo Monongahela New York ; Sunbury and Shamokin 'Maryland 6.364 5.691 6.525 6.609 6,489 5.883 5.816 6.888 .486 .486 .485 .486 Delaware 5.33 5.33 .485 .486 51 Buffalo 5.485 5.485 .489 .489 51 Helper. Passenger and freight. Division. Trip rate. Overtiine. Trip rate. Overtime. - 1910 1912 1910 1912 1910 1 1912 1910 1912 Tyrone J1.07 ■6.148 5.33 1 3. 398 5.33 2.767 1.688 2.67 1.60 $1.07 6.148 6.33 13.403 5.33 2.767 1.688 2.67 1.60 $0,485 .485 .485 i.462 .486 .485 .485 .485 .486 $0,485 .485 .485 :.487 .485 .485 .485 .485 .485 Philadelphia Pittsburgh $6,576 $6,576 $0,485 $0. 485 Kenovo Bedford Aileerhenv 5.825 6.12 .488 .510 Light engine. Miscellaneous. Division. Trip rate. Overtime. Trip rate. Overtime. 1910 1912 1910 1912 1910 1912 1910 1912 Philadelphia $4,795 $4,795 $0,485 $0,485 Ehnira $5.33 $6.33 $0,485 $0,485 1.191 1.194 ■■'.485 .485 'Average of freight and passenger helper combined. 232 BAILEOAD LABOR AEBITRATIONS. Average rate of pay per hour of locomotive engineers. Division. Worli; trains. Yard. B8 or larger. Smaller tiian B8. 1910 1912 Sohuyr ill Tyrone Bellwood Philadelphia Middle-.:'. Altoona Shop Yard Cresson .- Pittsburgh Conemaugh Williamsport and Susquehanna. Renovo Elmira Btltimore Bedford Monongahela New Yor",: Sunbury .and Shamo". in Allegheny Maryland Camden Terminal Delaware Ceutral Buffalo Philadelphia Terminal SO. 488 .485 .485 .488 ■ .488 .485 .485 .488 .485 .488 .486 .496 .485 .485 .485 .488 $0. 498 .498 .498 .498 .498 .498 .498 .504 .498 .498 .60 $0,435 .435 .435 r .435 L .436 .436 .435 .436 .435 .435 .435 .436 .435 .435 .448 .435 .435 .435 .436 .436 $0,435 .435 .435 .435 .435 .435 .435 .436 .435 .436 .436 .436 .435 .436 .448 .435 .435 .436 .436 .436 $0.41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .42 .41 .41 .41 .41 .41 .435 .435 .436 .436 .41 .41 SO. 41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .41 .42 .41 .41 .41 .41 .41 .41 .41 PITTSBURGH & LAKE ERIE RAILROAD CO. As a result of the application of the award of the arbitration board rates of pay on this railroad to engineers in passenger and freight serv- ice, as a general rule, were increased 15 cents per day or per trip. Exceptions to this are to be noted in the case of yard service, where the engineers received an increase of only 1 cent a day, and'in passen- ger service on a mileage basis where the existing rates were not advanced. Amount and per pent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class o£ service. Bate per— Pay. 1910 1912 Increase. Amount. Per cent. Average rate, speciiied mna. . . All runs not specified Way freight 1 .' Drag service Work train Wreck train Pusher (1910, Rankin pusher) . Yard service Trip. ..do. Day.. ..do. ..do. .do. ..do. ..do. Mile.. S5.^2 4.60 4.86 4.86 4.80 4.60 4.60 4.50 .043 $5.60 4.75 5.00 S.OO 4:80 4.60 4.75 4.61 .043 $0.08 .15 .15 .16 .00 .00 .15 .01 .00 1.5 3.3 3.1 3.1 .0 .0 3.3 .2 .0 1 Way freight rates also apply to trains 224, 225, 86, 2d 73, and circus trains. EAILEOAD LABOR ABBITEATIONS. Rates of pay of locomotive engineers. 233 Rate per trip. Basis of a day's .work. Overtime' per hour. 1910 1912 1910 1912 1910 1912 SPECIFIED EUN3. MoKees Rocks and Haselton'. MoKeesRocks and Dlskerson Run. MCKees Rooks and Glassport, round trip. McKecs Rocks and Newell .McKees Rocks and Ferrona McKees Rocks and Smithdale, round trip. McKees Rocks and New Castle, round trip. McKees Rocks and Jacobs Creek, round trip. MoKees ROcks to Thirty-fourth $4.60 4.60 4.60 -4.60 4.80 5.45 6.25 6.35 5.45 4.80 4.70 6.25 7.15 6.35 6.15 4.60 4.60 2 4.85 2 4.85 2 4.80 2 4.'60 2 4.60 2 4.50 « .043 $4.75 4.75 4.75 4.75 4.95 5.45 6.25 6.35 5.00 5.60 -4.95 4.75 6.25 7.15 6.35 6.13 4.75 4.75 2 5.00 2 5.00 2 4.75 2 4.75 2 4.75 2 4.51 2 .043 10 hours or less .....do do do .....'do 12 hours or less 14 hours or less do.., •... 1 10 hours or less do do do do 12 hours or less 14 hours or less do 10 hours or less $0.47 .47 .47 .47 .47 .47 .47 .47 $0,475 .475 .475 .475 .475 .475 .475 .475 .50 Street, to Monaca and return to McKees Rocks , or vice versa. McKees Rocks and L. S. & M. S. ■ yard (Youngstown) or Brier Hill and return to Haselton. Haselton, Pittsburgh, and McKees Rocks. Glassport and points on the Mo- nongahela division between Belle Vernon and Newell, in- , elusive, round trip. 10 hours or less do do 14 hours or less do do 13 horn's or less 10 hours or less do do do ' 12 hours or less do do do 14 hours or less do do 13 hours or less 10 hours or less do do do .47 .47 .47 .47 .47 .47 .47 .47 .47 .47 .47 .47 .47 .47 - .41 <.43 .475 .475 .475 .475 Glassport and L. S. & M. S. yard (Youngstown) or Brier Hill and return to Haselton. Dickerson Run and Rankin, round trip. . Newell and Rankin, round trip . . . Haselton and New Castle, round ,trip. A n rilTiS not spRnifiRrt .475 .475 .475 .475 .475 SPECIFIED SEBVICE. .50 .50 Work-train service ' do .475 do .475 Pusher (1910, Rankin pusher) Yard service 12 hours or less J... 11 hours or less 100 miles or less . . . do 11 hours or less 100 miles or less . . . .475 .41 Passenger service «.50 > Way-freight rates also apply to trains 224, 225, 86, 2d 73, and circus trains. 2 Rate per day. > Rate per mile. ' When pa-ssetiger engines arrive at ashpit 45 minutes after schedule time of arrival at terminal, 1 hour allowed in addition to me mileage; when arriving at coal dock 1 hotir and 15 minutes late, 2 hours paid. TOLEDO & OHIO CENTRAL RAILWAY CO. 1 Passenger engineers on this railway were granted an advance of 16.4 per cent on a mileage basis by the decision of the arbitration board. No increases in rates of pay in through freight service on engines with cylinders 21 inches or over in diameter were allowed. On through classes of engines in this branch of the service rates of pay were increased from 3.3 to 5.6 per cent. Engineers on local, work, and wreck train service had their rates of pay increased 25 cents a day; and in mine-run service, 50 cents a day. In through freight service the minimum guaranty per month during light-traffic conditions was in the case of regular engineers advanced from $100 to $125 and to extra engineers from $65 to $80. 234 EAILEOAD LABOR AlBBITRATIOirS, Amount and per cent of increase in rates of pay of locomotive engineers as a result of~the award of the hoard of arbitration, effective May 1, 1912. Class of service. Eate per— 1910 1913 Increase. Amount. Per cent. Passenger '. , Through freight: . Engines of 21-inoh cylinders or over . . . . Engines of 20-ineh cylinders Engines of less than 20-lnch cylinders . . . Local freight: Locals 71, 72, 88, and 89 All other locals Mine runs Work, wreck, circus trains, etc Switching , Mile ..do ..do ..do Day.. ..do. ..do. .do. Hour.. $0. 0365 .0476 .046 .045 4.90 4.75 4.25 4.50 .40 1 SO. 0425 1.0475 1.0475 1.0475 5.15 5.00 4.76 4.76 .41 80.006 .00 .0015 .0025 .25 .25 .50 .25 .01 16.4 0.0 3.3 6.6 6.1 6.3 11.8 5.6 2.6, 1 Minimum rate. Rates of pay of locomotive engineers. \ Class of service. Bate per — 1910 1913 Overtime per hour. Basis of day's work. 1910 1913 1910 1913 Passenger Mile ^-.do ...do ...do Day ...do ...do ...do $0.0365 .0475 .046 .045 4.90 4.75 4.26 4.60 2.00 2.00 2.50 .40. 100.00 65.00 100.00 L25 1 $0.0425 1.0475 1.0475 1.0475 6.16 6.00 4.75 >4.75 « .41 125.00 80.00 100.00 L25 $0.45 .475 .46 .46 .49 .476 .426 .46 i0.50 .475 .476 .475 .515 .50 .475 • .475 Through freight: Engines of 21-mch cylin- ders or,over. ^ Engines of 2(>-inch cylin- ders. Engmes of less than 20- inch cylinders. Local freight: Locals71, 72, 88,and89... All other locals Mine runs Work, wreck, circus tralns,etc. Helpers: Columbus-Am lin (one wa7). 100 miles or less. do do 10 hours or less. do do 10 hours or less, 100 mileS or less. Overtime af- ter 5 hours. . - do do. do. do. lOhoursorless, 100 miles or less. do. do. do. Coming - New Lexington (both ways). Switching, Overtime af- ter 6 hours. 10 hours or less. Hoyr Month.. ...do ...do .40 .41 lOhoursorless. MMmum'guaranty in through freight service during light business continuing 30 days: Regular engineers Extra engineers Allowance for yard serv/oe when force reduced to a min- imum. ^ Miuimuni rato. > Through freight rates. EAILROAD LABOR AEBITEATIOH'S. 235 TOLEDO, ST. LOTTIS & WESTERN RAILROAD CO. I Passenger engineers employed by this railroad had their rates of ay advanced 45 cents a day by the arbitration award. Through reight and ballast train engineers were advanced 5 cents a day, and local and work train engineers and engineers in helper service 40 cents a day. The advances made to yard engineers i;anged frorh 10 to 40 cents a day, according to the location of the yard in which they were em- ployed. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. Class of service. Rata per day. 1911 1912 Increase. Amount. Per cent. Througla freight Local freight Work and helper Ballast, gravel, circus trains, etc. Yard: Madison and East St. Louis; Toledo Another yards $3.80 4.70 4.60 4.35 ■ 4.70 4.00 3.90 3.70 34.25 ,4.75 5.00 4.75 4.75 4.10 4.10 4.10 80.45 ,05 .40 .40 .05. .10 11.8 1.1 8.7 9.2 1.1 2.5 5.1 10.8 Rates of pay of locomotive engineers. Class of service. Eate per day. Overtime per hour. Basis of day's work. 1911 1912 1911 1912 1911 1912 $3.80 4.70 4.60 4.35 4.70 4.00 3.90 3.70 $4.26 4.75 5.00 4.75 4.75 14.10 14.10 14.10 SO. 38 .47 .46 .435 .47 .40 .39 .37 Jib. 70 .475 .60 .475 .475 1.41 1.41 1.41 100 miles or less... do do do do 10 hours or less do do 100 miles or less. Through freight 100 miles or less; 10 hours or less. 100 miles or less. Work and helper do. Ballast, gravel, circus trains, etc Yard- Madison and East St. Louis do. 10 hours or leas, do. Another do. 1 All switchine serrio*. 236 KAILEOAD LABOR ABBITEATIONS. WHEELING & LAKE ERIE RAILROAD CO., WABASH-PITTSBUEGH TER- MINAL RAILWAY CO., WEST SIDE BELT RAILROAD CO. No increases in rates of pay to engineers in regularl3?; assigned gassenger service on*this railroad were made by the arbitration board. In a mileage basis passenger engineers had their rates of pajr ad- vanced 11.8 per cent. The standard minimum rate per mile in through freight service was also increased 5.6 per cent by the award of the arbitration board, 25 cents per 100 niiles or less being added to through freight rates in 1912, for local freight service. In yard service, the rates paid per hour were in some instances in- creased 1 cent, and in others 3 cents. ^ Rates of pay 3/ locomotive engineers. Rate per— 1910 1912 Basis of a day's work. Overtime. 1910 1912 1910 1912 Mile.... Month . Mile.... ...do... 2 $0,038 132. 50 .045 .047 80.0425 132. 50 .0475 100 miles or less. 100 miles or less. 3$0.45 s$0.5D Regularly, assigned passen- ger. Through freight: < Standard minimum rate. Engines with cylinders; 20 by 26 inches or over. . 100 miles or less. do 100 miles or less, 10 hours or less. '.045 S.047 5.046 S.048 6.044 S.40 ».38 5.0475 5.25 m W .41 .41 .46 4.75 100 miles or less, 10 hours or less. do do do ■10 hours or less. do 5.0525 compound engines. Local freight: _ Mile.... ...do... ...do... Horn'... ...do:., do .046 .048 .044 .40 * .38 .40 4.25 100 miles or less. do .....do. 10 hours or less. ...do {•) {') (') 5.41 J. 41 Bngmes with cylinders 21 hy 30 or oyer. Mine, work and helper Yard: Toledo, Huron, Cleve- land, Canton, Mingo, Columbia, Brewster, and Rool-. AU other yards Breaking in engines Day 10 hours or less. 10 hours or less. 3. 0475 1 Overtime on speed basis of 20 miles per hour. ' For freight engines with cylinders 2l by 30 or larger, 4 cents a mile. 8 Per hour. < Overtime on speed basis of 10 miles per hour, actual minutes counted. All over 100 miles, pro rata. 5 Per mile. « 25 cents per 100 miles or less added for local freight service to through freight rates, according to class of engines. Miles over 100 paid for pro rata. 7 Through freight rates apply on all work, wrSftk, pusher or helper, mine runs or roustabout, circus trains, and to trains established torlhe exclusive purpose of handling milk; all according to class of engines. Overtmie computed on minute basis. i Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration, effective May 1, 1912. '■ Class of service. Rate per— 1910 1912 Increase. Amount. Per cent. . Passenger Mile Month.... Mile Hour ...do 1 SO. 038 132.50 .045 .40 .38 JO. 0425 132.60 .0475 .41 .41 $0.0045 .00 .0025 .01 .03 11.8 .0 Through freight: « Rfandard miTiiTTinni ratft. 6.6* Yard: Toledo, Huron, Cleveland, Canton, Mmgo, Co- lumbia, .Brewster, and Rook. 2:6 .■ :' 1-^ 7.9 » For freight engines with cylinders 21 by 30 or larger, 4 cents a mile. > 25 cents tier 100 miles or less added for local freight service, to through freight rates, in 1912, accordihg to class of engine. EAILEOAD LABOR AKBITEATIONS. 237 EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON INDIVIDUAL RAILROADS. No uniform basis for the payment of locomotive engineers has up to the present time been adopted in the territory east of the Ohio and north of the Potomac rivers. Some raiboads classify their rates of pay according to the size of cylinders, others according to weight on drivers, still others according to the number of wheels and according to the trade name of the engines. Not until the year 1913 were the rates of pay to locomotive firemen in the eastern territory standardized according to weight on drive wheels, and the same basis of payment both to engineers and firemen in the West was not adopted until the year 1915. As a consequence it was impossible, with the printed working schedules as a basis, to make any comparative study as to how rates of pay to engineers and firemen were affected by awards of arbitration boards. Methods of wage payment were fre- quently changed by the application of the decision of arbitration boards. Under these conditions it was decided to use as a basis of com- parison of rates of pay the classification of locomotives required by the Interstate Commerce Commission. Up to the fiscal year 1915 this classification was uniformly used by the railroads in reporting to the commission. In the following comparisons the figures relative to the number of locomotives and their average weight on drivers (tons), prior to the fiscal year 1915, are based on infbrmation secured from pages 103 to 107 of the annual reports of the carriers to the Interstate Commerce Commission. In the form of annual report adopted for use in 1915 there were considerable changes made through- out' and locomotive classification was furnished in a different manner by the carriers. Because of this variation it was necessary to request the railroad companies to furnish data on locomotive equipment that would be comparable with prior years. Aftei; the information as to number and weight of locomotives in the various classifications was secured from the annual reports of the railroads to the Interstate Commerce Commission, printed forms were mailed to the companies to be filled out. Each sheet was divided into three similar sections, providing for single expansion, four-cylinder compound, and two-cylinder compound or cross-com- pound locomotives. The information requested from the carriers was as follows: (ffl) Class of service in which each locomotive was engaged. (&) Number of locomotives of each class. . (c) Rates of pay per day of 100 miles or 10 hours or less to (1) engineers, (2) firemen. Because of the change in the 1915 reports, mentioned above, a special sheet for this year was prepared and sent to the railroad com- panies requesting, in addition to the other inquiries listed, the average weight on drivers (tons) of locomotives. The printed forms sent to tijfi railroads' were for the fiscal years prior and subsequent to any arbitration proceedings they were involved in, either with their engineers or firemen. In the following derivative tables, rates of pay to locomotive en- gineers are shown prior and subsequent to the award of the arbitra- tion board in eastern territory of November 2, 1913. 238 RAILROAD LABOR ARBITRATIONS. Rates pwUlto locomotive engineers before and dfter the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines. BALTIMOEE & OHIO E. B. Class. Number. 1912 1914 Average weight on drivers (tons). 1912 1914 Eate per day of 100 miles or 10 hours or 1912 1914 Increase, Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class 42, 00>..... SwitoMag: rirst-olass yards Second-class yards Class. A3, 000>..... Switching:'' First-class yards Second-class yards Class A4, 0000> Switching: First-class yards , Second-class yards Class B3, OOOo> Freight Class B4, O000o> Freight: 173,000 and less than 274,000 pounds. 140,000 to 173,000 pounds on drivers . . All other engines. Class C2,00oo> Passenger Class C3, 00 poo> |c 24 138 26 46 1,183' 186 '284' 277 Freight- ClassE4, oOOOOo>. Freight Class F2,o00oo>... Passenger Class F3,oOOOoo>.. Passenger 161 "52 "75' 322 ■■52' 'ios' FOXJE-CYLINDEE COMPOUND LOCOMOTIVES. Class A6, 000000> : Freight Class 0000-0000> Freight Class 0000-00000 Switching , TWO-CYLINDER COMPOUND OR CROSS-COM-- POUND LOCOMOTIVES. Class C3, OOOoo> 36 90 109 "si' "si' 167 '23i' 'iss' 65 40 111 "68' "hi 167 S4.1S 4.00 $4.15 4.10 4.15 4.00 4.15 4.10 4.15 4.00 4.15 4.10 4.85 4.70 4.60 4.85 4.75 4.75 4.00 4.00 4.10 4.25 4.85 5.00 ■i.'io' 4.'25' 5.00 4.' 26' 4.25' 5.40 6.'66' i'so' 6.40 ^66' 5.'^46' :.85 10.00 .10 .30 .25 BESSEMER & LAKE EEIE R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A.3. 000 > 13 13 69 69 S4.47 34.47 $0.00 0.0 25 25 62 62 4.47 5.00 5.00 4.47 5.00 6.25 4.26 4.60 .00 .00 .25 0.0 0.0 5.0 Class B 4 OOOOo>.... 109 119 86 87 4.47 6.00 S.00 6.35 4.47 5.00 5.25 S.35 .00 .00 .25 .00 6."o 0.0 5.0 >0.0 Class C2"o6oo> 15 10 37 44 Reeular ■Dasaeneer , 4.20 4.25 4.60 .05 1.2 Excursion Classes OOOoo^ .. ... 7 7 47 47 S'wlicliiiig. ; 4.47 4.20 4.47 4.25 4.60 5.00 5.25 .00 .05 tf.O 1.2 Freight: 5.00 5.00 .00 .25_ 0.0 Local 6.0 Glass F3 oOOOoo'> 4 72 4.25 4.60 RAILROAD LABOR ARBITRATIONS. 239 Rates paid to locomotive engineers before and after the arbitration ofl91S- and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . BOSTON & MAINE E. K. Class. Number; Average weight on drivers (tons). Hate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 00> 37 20 35 36 k Switching $4.00 $4.10 $0.10 2 5 Class A3, 000> '191 201 57 57 Switching 4; 00 4.10 .10 2 5 Class B3, OOt)o> 176 173 60 60 . Freight: Through 4.3a 4.30 4.75 5.0O .45 .70 10 5 Class B4, 0000b> 152 222 78 76 4.70 4.70 4.75 5.00 .05 .30 Local freight 6 4 Class C2, OOoo> 336 304 36, 34 Passenger 4.66 4.25 .25 6 3 Class C3, 000oo> 137 _ 140 50 50 Passenger 4.00 4.30 4.30 4.25 4.75 5.00 .25 .45 .70 6 3' 10.5 Class C4, 0000oo> 18 18 64 64 4.70 4.70 4.75 5.00 .05 .30 1.1 Local freight 6 4 37 36 44 44 4.10 4.25 .15 3.7 Class F3, o000oo> 52 71 73 73 4.10 4.25 .15 3.7 Class G2, ooOO> 3 1 33 33 4.00 4.25 .25 6.3 Class H3,oo000o>.., 7 7 45 45 4.00 4.25 .25 6.3 5 5 100 100 4.70 4.70 \ 4.75 4.75 .05 .05 1.1 Frei^t '.... 1.1 TWO-CyUNDER COMPOUND OB CROSS-COM- Class B4, OOOOo> 7 6 75 75 Through freight 4.70 4.70 4.75 5.00 .05 .30 1.1 6.4 Classes OOOoo'> 14 4 52 52 Passenger . . 4.00 4.30 4.30 4.25 4.75 5.00 .25 .45 .70 6.3 10.5 Local freigit ...... 16.3 BUFFALO, EOCHESTER & PITTSBURGH EY. ,. ' SINGLE-EXPANSION LOCOMOTIVES. 7 6 63 67 $4.00 $4.10 $0.10 2.5 dins'! "RT OOOo^ 2 2 44 44 4.00 4.10 .10 2.5 (3lfls<4 "^14 OOOOn^ 177 186 77 77 4.00 4.75 4.10 4.75 .10 .00 2.5 Freight .0 8 8 122 i22 4.95 5.00 .06 1.0 6 5 34 35 4.00 4.25 .25 6.3 15 15 51 52 4.00 4.75 4.00 4.26 4.76 4.10 .25 .00 .10 6.3 Freight ■• - - .0 2.5 '50 34 66 67 4.75 4.00 4.75 4.75 .00 .75 .0 18.8 7 28 109 109 Freight 4.75 5.00 .25 5.3 15 15 49 51 4.00 4.25 .25 6.3 3 7 82 83 4.00 4^ .25 6.3 240 EAILEOAD LABOR AIIBITEATIONS. Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by me arbitration board according to class of engines — Continued. ' BUFFALO & SUSQUEHANNA R. R. Class. Number. Average weight on drivers (tons). Eate per day oflOO miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo> 32 32 76 78 $4.83 4.72 4.00 $5.25 4.98 4.10 $0.42 .26 .10 8.7 Switching .... * 2 5 3 3 37 37 4.20 4.46 .26 Class C4, 0000oo> 4 4 48 48 4.83 4.72 4.00 5.25 4.98 4.10 .42 .26 .10 2.5 5 6 45 45 4.20 4.46 .26 6.2 CENTRAL NEW ENGLAND EY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 0> 6 6 60 60 Switching $4.10 $4.10 $0.00 Class A4, 0000> 3 101 4.10 4.10 .00 Class B3, OOOo> 7 7 64 54 Freight 4.75 4.75 .00 Class B4, OOOOo> 30 43 63 74 Through freight- Standard engine 4.75 4.75 4.75 5.00 5.25 .00 .25 5.3 Local freight, railroad classification F5 engine Class C2, 00oo> 14 11 31 32 4.15 4.25 .10 Class C3,OOOoo> 7 7 52 62 Passenger ' ... 4.15 4.25 .10 2 4 Class F2, o00oo> 1 1 31 31 4.15 4.25 .10 2.4 CHICAGO, INDIANAPOLIS & LOUISVILLE EY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> '. 19 16 60 62 ■ ■ Switching: $4.10' 4.10 $4.10 4.10 $0.00 .00 0.0 0.0 Class A4, 0000> 1 68 Switch in g . , , ^ 4.10 Class B3, O00o> ; 1 1 36 36 RwitPhing 4.10 4.10 .00 0.0 Class B4, OOOOo> 34 27 74 80 Freight: , Through 4.75 5.00 4.75 5.00 .00 .00 Local 1 ^ Class C2, OOoo> 11 8 33 34 4.25 4.26 .00 0.D Class C3,OOOoo> 22 22 46 45 4.26 4.75 4.25 4.75 .00 .00 Freight Class C4, 0000oo> 22 22 74 74 Fr&ht: Through 4.75 6.00 4.75 6.00 ..00 .00 Local Class E4,oOOOOo> 9 25 108 107 Freight 5.00 6.00 .00 '&0 Class F2, o00oo> 2 2 47 ■47 4.25 4.25 .00 0:0 Class F3, oOOOo> ■ 16 .19 63 67 Passenger 4.25 4.25 .00 < ,0;q; ^ » BAILEOAD LABOB AEBITEATIONS. 241 Roto paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CINCINNATI, HAMILTON & DAYTON EY. Class. Number. Average weight (HI drivers (tons). Bate per day oflOO miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 52 SO 49 49 • ' Switching: r-inpiTiTiat.i jrards . . $3.71 3.65 $4.10 4.10 $0.39 .55 10 5 . Another yards Class B3, 000o> 13 13 43 ■43 „ Fi:eight 4.60 4.75 .15 3 3 Class B4,OOOOo> 55 65 82 82 , Freight 4.60 4.76 .15 3 3 Glass 02, OOoO.v 40 28 27 28 Passenger 3.80 4.25 .45 11 8 Classes, 000oo> , 81 81 60 50 Passenger 3.80 4.60 4.25 4.75 .45 .15 11 8 Freight 3 3 Glass F3, b000oo> 5 6 69 69 3.80 4.25 .45 CINCINNATI NOBTHEEN E. E SINGLE-EXPANSION LOCOMOTIVES. Class B3,-O00o> 7 7 39 39 Freight, local— Between Van Wert and Hudson and $4.35 4.15 3.50 $5.00 4.75 4.10 $0.65 .60 .60 14.9 Between Lewisburg and Franklin Hnd Hudson and ,iW*l^son 14 5 17.1 Class B4, 0000o> 5 10 85 84 Through freight 4.65 4.75 .10 2.2 Class C2, 00oo> 10 8 37 27 3.75 4.25 .50 13.2 Class 03, OOdoo> 10 10 50 50 Local freight between Van Wert and Lewisburg and Van Wert and Hudson. '4.35 5.00 .65 14.9 ^ COAL & COKE EY. SINGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo> 20 24 69 71 $4.15 4.15 $5.66 4.75 $0.85 .60 20.6 Switching 14.5 Glass 02 00oo> 7 7 27 27 Passenger , .■, , . - 4.60 4.50 .00 ' .0 CHICAGO, TEEEE HAUTE & SOUTHEASTEEN EY. SINGLE-EXPANSION LOCOMOTIVES. Class A4 OOOO"^ 2 82 $4.10 12 12 56 56 $3.50 4.10 $0.60 17.1 15 25 93 99 Freielit 4.65 4.75 .10 2.2 12 10 40 41 3.65 4.25 .60 16.4 24 24 49 49 4.25 4.75 .50 11.8 51393°— S. Doc. 493, 64-1 ^16 242 EAILEOAD LABOR ARBITRATIONS. Rates paid to locomotive engineers before and after the arbitration of 191^ and amount and per cent of increase in rates awarded by me arbitration board according to elms of engines — Continued. CHICAGO, INDIANA & SOUTHERN E. E. Class. Number. Average weight on drivers (tons)-. Eate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOqTiTgS. Class A3, 000> , : 33 33 71 71 Switching $4.16 S4.i6 SO. 00 0.0 Class A5, 00000> .' 2 2 135 135 Switclimg 4.10 4.10 .00 ".'6 Class B4, OOOOo> 76 76 103 103 Freight 4.85 , 4.85 .66 .0 Class C2, 00oo> ; 8 7 28 29 Passenger 4.25 4.25 4.75 4.75 ■ .00 .00 .0 .0 Freight Classes, 000oo> 25 27 57 57 Freight 4.85 4.8.'i .00 .0 TWO-CYLINDEK COMPOTJND OE CKOSS^OM- POUND LOCOMOTIVES. Classes, OOOoo> 2 56 Freight 4.85 CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS BY . SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 1 31 31 $4.10 $4.10 $0.00 0.0 Class A3, 000>' 164 182 64 66 4.10 4.10 .00 .0 Class A5, 00000> 2 2 70 70 Pwit-nhTTi^. 4.10 4.10 .00 .0 Class B3, 005o> ■ 45 31 43 43 4.25 4.75 Freight 4.75 4.10 .00 .0 Switching Class B4, 0000o> ; 321 320 100 98 Freight 4.75 4.75 .00 .0 Class C2, OOoo> 565 67 32 32 4.25 4.25 .00 .0 Classes, 00doo> 100 115 58 56 4.25 4.75 4.10 4.25 4.75 4.10 .00 .00 .00 .0 .0 .0 Freight . . . '. Class E4, oOOOOo> 42 104 Freight... 4.75 Class F2, oOO(to> 60 60 51 51 Passenger 4.25 4.25 .00 .0 Class F3, oOOOoo> 45 46 73 73 .Passenger 4.25 4.25 .00 . .0 DAYTON & UNION E. E. SINGLE-EXPANSION LOCOMOTIVEa Class C2, OOoo> 5 6 27 27 , $3.00 $4.26 $1.25 41.7 Class C3, OOOoo> 1 1 64 54 Local freight..., ^ 4.30 5.00 .70 16.3 BAILROAD LABOB ARBITBATIONS. 243 Kates paid to locomoiive engineers before and after the arbitration of 191? arid amount and per cent of increase in rates awarded by me arbitration board according to class of engines — Continued . DELAWARE & HUDSON CO. Class. Number. Average weight on drivers ^tons). Rate per day oflOO miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 31 Switching J4.00 Class A3, 000> 41 44 75 64 4.00 U.IO JO. 10 2.5 Class B3, OOOo> 32 27 60 60 4.25 4.75 .50 11.5 Class B4, OOOOo> 266 286 86 87 Freight— 164,000 pounds on drivers 4.65 4.80 4.85 4.86 .20 .06 4.3 .. 1.0 Class C2, 00oo> , 55 51 43 43 3.90 4.26 .36 9.0 Classes, 000oo> 38 44 67 67 Passenger 3.90 4.26 .35 9.0 Class HI, ooOo> i 1 16 16 Passenger 3.90 4.26 .35 9.0 FOUE-CTLINDEB COMPOCND LOCOMOTIVES. Class A8, 00000000> (Mallet) 10 13 227 229 Freight...'. 6.50 6.50 .00 0.0 DELAWARE, LACKAWANNA & WESTERN R. R. SDTGLE-EXPANSION LOCOMOTIVES. Clflsa A2 OO'^ ...... . . . 1 2 35 40 S4.00 S4.10 $0.10 2.5 Class A3 00'&"^ . . 126 133 65 65 Switchinff 4.00 4.10 .10 '2.5 9 21 103 102 ■ ■ Switchiag 4.50 4.50 .00 .0 ClassBS O0"bo"> 138 119 61 63 4.50 4.76 4.75 5.00 .25 .26 5.6 - Way freight or pick-up 5.3 260 259 82 82 4.80 4.90 4.80 6.05 .00 .16 .0 3.1 Class C2 OOoo'> 112 101 48 46 4.00 4.26 .25 6.3 65 57 67 72 4.10 4.25 .15 3.7 20 20 79 79 Through freight .'. 4.80 4.90 4.80 6.05 .00 .15 .0 3.1 27 118 4.95 6.20 2 21 86 92 4.10 4.25 4.80 5.05 .15 3.7 1 19 4.25 ; DETROIT, TOLEDO & IRONTON R . R. SINGLE-EXPANSION LOCOJIOTIVES. 1 1 26 26 $4.10 $4.10 $0.00 0.0 r,lftia« A^ OOO"^' 3 3 SO 50 4.10 4.10 .00 .0 C1a. 39 35 132 82 Switching K.IO 5.00 4.75 $4.10 5.00 4.75 10.66 .00 .00 0.0 .0 Through freight .0 Class C2, OOoo> 8 9 28 28 Passenger . .< 4.25 4.25 .00 .0 Class C3, 00(io> 13 9 50 54 Switching 4.10 5.00 4.10 5.00 .00 .00 iO' .0 DUNKIRK, ALLEGHENY VALLEY & PITTSBURGH BY. SINGLE-EXPANSION LOCOMOTIVES. Class B3, OOOo> '. 2 2 46 49 $4.25 4.75 $4.25 4.75 $0.00 .00 ':? Freight Class C3, OOOoo> 9 9 48 48 Passenger 4.25 4.75 4.25 4.75 .00 .00 .0 .0 £Iivl£j K. x\i. SINGLE-EXPANSION LOCOMOTrVES. Class A3, 0OO> 150 128 64 65 Switching- $4.06 3.90 $4.10 4.10 $0.05 .20 1.2 5.1 Less than 150,000 pounds on drivers. . Class B3, 00 Oo> 19 20 47 47 Suburban passenger 4.15 4.00 4.55 3.90 4.25 4.25 4.75 4.10 .10 .25 .20 .20 2.4 6.3 4.4 5.1 Freight 7. Switching ; Class B4, OOOOo> 755 618 80 80 Passenger 4.25 4.75 4.75 4.10 4.10 Freidil^ Over 150,000 pounds on drivers 4.70 4.55 4.05 3.90 .05 .20 .05 .20 1.1 4.4 1.2 5.1 Less than 150,000 pounds on drivers. . Switching- Over 150,000 pounds on drivers Less than 150,000 pounds on drivers.. Class B5, OOOOOo 6 6 87 87 Switching 4.06 4.10 .05 1.2 Class C2, OOoo> .- 82 74 38 38 Suburban passenger ■4.15 4.00 4.25 4.25 4.75 4.10 .10 .25 2.4 6.3 All other passenger Freight Switching. 3.90 , .20 5.1 Class C3, 000oo> 198 170 69 59 Suburban passenger 4.16 4.00 4.56 3.fl0 4.25 4.25 4.75 4.10 .10 .25 .20 ;20 2.4 6.3 4.4 5.1 All other passenger Freight Switching Class E4, oOOOOo> 35 155 118 118 Freight 4^70 5.15 .45 9.6 Class F2, o00oo> 55 67 42 42 Suburban passenger 4.15 4.00 4.25 4.25 4.75 .10 .25 2.4 3.6 All other passenger.. Freight RAILROAD LABOE AKBITBATIONS. 245 Rates paid to locomotive engineers before and after the arbitration of 191^ and amount and j^er cent of increase in rates awarded by the arbitration board according to class of engines — Continued . ERIE B. R.— Continued. Class. * Number. ' Average weight on drivers (tons). Rate per day of 100 miles or 10 hours.or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— OOntd. Class F3, o000oo> 59 81 75 82 Passenger .- $4.10 $4.25 4.75 $0.15 3.7 Freight: Class H2, oo00o> 1 33 ' Switching j 3.90 ■ -•• ^ •* Class Fl, oOoo> 1 1 9 9 Inspection engine 4.00 4.25 .25 FOUB-CYLINDEB COMPOUND LOCOMOTIVES. Class 02, 00oo> 1 1 39 39 Suburban passenger .- . . . 4.,15 4.00 4.25' 4.25 4.75 4.10 .'io' .25 2 4 ' All other passenger Freight......!:! 3.90 .20 CbssCS, 000oo>.. 10 10 77 77 Suburban passenger 4.15 4.00 .4.55 3.90 4.25 4.25 4.75 4.10 -.10 .26 .20 .20 ^J other passenger 6 3 Freight Switching 5 1 Class F2, o00oo> 3 1 57 57 Rnhnrban pa.'SRfmwAr 4.15 4.00 4.25 4.25 4.75 .10 .25 2 4 All other passenger Freight. Class A8, 00000O00> 3 3 205 205 Pusher •. 6.00 6.00 .00 Class B7i OOOOOOOo> 1 1 167 167 Pusher.'. 5.50 5.50 .00 GRAND RAPIDS & INDIANA BY. SINGLE-EXPANSION LOCbMOTIVES. Class A3, 000> 3 8 72 72 Switching: , First-class yards $4.00 3.90 $4.10 4.10 $0.10 .20 2 5 5.1 Class B3, OOOo> 6 6 72 72 Local freight 4.60 4.88 5.05 4.60 4.60 Through-freight: Grand Rapids to Cadillac; Grand 4.88 5.05 S.13 5.30 .00 .00 .53 .70 .0 Cadillac to Mackinaw City; Traverse City to Walton Junction .0 LooaHreight: Grand Rapids to Cadillac; Grand Rapids to Muskegon 11.5 Cadillac to Mackinaw City, Traverse . City to Walton Junction 15.2 Class B4, OOOOo> 46 46 62^ 68 Switching: 4.00 3.90 4.88 5.05 4.60 4.60 4.60 4.10 4.10 4.88 5.05 5.13 5.30 .10 .20 .00 .00 .63 .70 2.5 5.1 Grand Rapids to Cadillac, Grand 'Rapids to jluskegon .0 CaMac to Mackinaw City, Traverse .0 ' Localfreieht: GrandTRapida to Cadillac, Grand 11.5 Cadinac to Mackinaw City, Traverse 15.2 Class C2. OOoo-> . 11 11 30 31 Fassenger 4.00 4,25 .25 6.3 246 RAILROAD LABOB AEBIIEATIONS. Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . GRAND RAPIDS & INDIANA BY.— Continued. Class. Number. Average weight on drivers ^ (tons). Rate per day oflOO miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— contd. Class CilOOOoo^ ... 26 26 56 56 $4.00 4.88 5.05 4'. 60 4.60 4.60 J4.25 4.88 5.05 5.13 5.30 $0.25 .00 .00 .53 .70 6.3 Through freight; Grand Rapids to Cadillac, Grand Rapid^to Muslcegon ', .0 Cadillac to Mackinaw City, Traverse .0 Local freight: Grand Rapids to Cadillac, Grand 11.5 Cadillac to Mackinaw City, Traverse 15.2 HOCKING VALLEY RY. SINGLE-EXPANSION LOCOMOTIVES. 34 34 60 60 54.00 $4.10 $0.10 2.5 1 48 4.60 Class B4 OOOOo^ . . - 93 92 79 79 Switching 4.00 4.75 4.60 4.10 4.75 4.75 .10 .00 .15 -2.5 Freight: Engines over 20-incli cylinders .0 3.3 15 12 45 45 3.65 4.25 .60 • 16.4 3 7 71 71 3.65 4.25 .60 16.4 Class E4 oOOOOO 11 122 4.10 4.75 INDIANA HARBOR BELT R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3. 000> 9 24 61 84 $4.10 $4.10 SO. 00 0.0 Class B3, OOOo> 5 5 65 65 4.10 4.75 .65 15.9 INDIANAPOLIS UNION RY. SINGLE-EXPANSION LOCOMOTIVES. ClassA3 000> 21 21 70 70 Switching $3.85 $4.50 $0.65 16.9 BAILEOAD LABOR ABBITBATIONS. 247 Rates paid to locomotive engineers before and after the arbitration ofl91S and amount and ■per cent of increase in rates awarded by me arbitration board according to class of engines — Oontinued . KANAWHA & MICHIGAN EY. Class. Number. Average weight on drivers (tons). Rate per day oflOO miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 00 > 8 8 62 62 Switdning.. -. $4.00 S4.10 $0.10 2.5 Class B3, OOOo> U 2 45 46 Freight 4.60 4.75 .15 3.3 Class B4, OOOOo> 36 46 75 73 Freiglit:' 100,000 to 170,000 pounds on drivers. . 4.60 4.75 4.75 4.75 .15 .00 3.^ .0 Class 02, OOoo>^-- . - 8 10 ■ 39 43 3.65 4.25 .60, 16.4 Class E4, o0000o> 3 5 85 83 4.75 5.25 .50 10.5 LAKE ERIE & WESTERN R. E. SINGLE-EXPANSION LOCOMOTIVES. Class A3 000"> 21 26 58 61 ' Switching: Over 140 000 pounds on drivers $4.10 4.10 $4.10 4.10 SO. 00 .00 0.0 .0 40 39 46 46 Freiglit 4.75 4.75 .00 .0 45 45 87 86 Freight 4.75 4.75 .00 .0 27 26 40 - 41 4.25 4.25 .00 .0 CIa.. Freight 19 $4.85 LEHIGH VALLEY R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2,00> Switching Class A3, 000>.... Switching Class A4, 0000>.. Switching Class B3, OOOo>... Freight . Switching Class B4, OOOOo>. Freight Switching Class 02, OOoo>.... Freight - Switching 03, OOOoo>. Freight. Switching.. 261 "72 56 281 $3.50 I'M 4.'66' $4.10 4.'i6' 4.'i6' 4.50 4.00 4.75 4.00 4.00 4.50 4.00 4.10 4.65 4.00 4.75 4.10 4.75 4.10 4.25 4.75 4.10 4.25 4.75 4.10 $0.60 248 EAILEOAD LABOR AEBITKATiOITS. Rates paid to locomotive engineers before and after the arbitration of 191S and amount and per cent of increase in rates awarded by'' the arbitration board according to class of engines — Continued . LEHIGH VALLEY R. R.— Continued. Glass. Number. Average weight on drivers * (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— continued. Class C4, 0000oo> 34 13 47 52 Freight $4,50 4.00 $4.75 4.10 to. 25 .10 RwitnhiTip' 2 5 Class E3, o050o> 1 69 Passenger . . 4.10 » Class E4, o0000o> 47 114 89 104 Freight: 4.75 4.75 5.00 .00 Over 17'7,610 pounds on drivers ■ Cllass F2, o00oo> 39 39 47 47 'Passenger ■. 4.00 4.25 4.75 4.10 .25 6.3 Freight Switching Class F3, o000oo> 17 26 77 78 4.10 4.25 .15 Class, ooOoo> 1 1 13 13 Passenger 4.00 4.25 .25 6 3 LAKE SHORE & MICHIGAN SOUTHERN RY. SINSIE-EXPASrSION LOCOMOTIVES. Class A3, 000> 258 235 69 72 Switching: First-lass yards S4.10 4.10 4.10 $4.10 4.10 4.10 10.00 .00 .00 Second-class yards Q Class A4,0000> 20 120 1 1 4.10 Class A5, 00000> 8 8 135 135 ~ Rwlt/lhing all yftrrts 4.i6 4.10 .00 .0 Class B4, OOtiOoi. 421 376 94 93 Freight, through, oylraders 20 inches and over :. ._. 4.85 5.10 5.00 4.85 5.10 5.00 .00 .00 .00 .0 Local freight, cylinders 20 inches and over. Switch runs, cylinders 20 inches and over .0 Class C2, Ooo> 14 13 35 35 Passenger...' 4.25 4.26 .00 .0 Class C3, OOOoo> 99 75 48 51 Passenger 4.25 4.85 4.75 5.10 .5 00 4.25 4.85 4.75 5.10 5.00 5.00 .00 .00 .00 .00 .00 .00 .0 Through freight: Over 20-ineh cylinders 7. Under 20-inch cylinders .0 Local freight: Over 20-inch cylinders Under 2&-inGh cylinders Switch runs 5.00 ' .0 Class E3, o000o> 73 77 73 75 Passenger 4.25 4.25 .00 .0 Class E4, o0000o> 69 116 . Through freight 4.85 5.10 Local freight Class F2, oOOoo> 10 10 46 47 Passenger •. 4.25 4.25 .00 Class F3, o000oo> 105 110 85 85 Passenger 4.25 4.25 .00 FOTJK-CyLINDER COMPOUND LOCOMOTIVES. Class 000-0000> 3 233 Switching 6.00 . EAILEOAD LABOR AEBITEATIONS. 249 Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ' LONG ISLAND R. E. Class. > Number. Average weight on drivers (tons) Bate per day of 100 miles or 10 hours or less Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES.- Class A3, 000> 28 30 54 65 Switcliing ' ... . 84.10 S4.10 5.00 SO. 00 0.0 Freight ClaSs B4. OOOOo> - 16 , 16 61 60 5.00 4.75 S.00 .00 .0 Work 92 88 54 S5 4.25 6.00 4.75 4.26 5.00 4.75 .00 .00 .00 '.'6 Ireieht .0 Work .0 Cfcs C3, 000do> 40 43 60 61 Passenger 4.25 5.00 4.76 4.25 5.00 ~^.75 .00 .00 .OOi .0 .0 Worlc - -.0 Class F2 o00oo> i 4 47 47 ■4.25 6.00 4.25 .00 .0 Freight Class G2, ooOO> .-. 1 1 20 20 Switching 3.10 3.20 .10 3.2 MAINE CENTRAL R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000>.., Switching Class B3, OOOo> , " Through freight: 100 miles or less Over 100 miles andjess than 120 miles. Local freight: 100 miles or less Oyer 100 miles and less than 120 miles Switching Class B4,0000o> Through freight: 100 miles or less Over 100 miles and less than 120 miles Local freight: , 100 nmes or less Over 100 miles and less Ulan 120 miles Class C2, OOoo> , Swltehmg Through freight: 100 miles or less Over 100 miles and less than 120 miles -.Local freight: - 100 miles or less Over 100 miles and less than 120 miles Classes, 000oo> Passenger Switchmg Through freight: 100 miles or less Over 100 miles and less than 120 miles Local freight: lOO'miles or less Over 100 miles and less than 120 miles. Class ES, o000o> Switching Class E4, o0000o> Through freight Local freight "■ rF3, oOOOoo> Class G2,ooOO>., Switching 10 28 51 16 86 64 42 70 31 65 42 'i67' 71 31 S3. 80 4.00 4.25 4.60 4.60 4.85 4.00 4.60 4.75 4.85 5.10 4.00 4.00 4.25 4.60 4.60 4.85 4.00 4.00 4.26 4.50 4.60 4.86 4.00 s.ho $4.10 4.25 4.75 4.75 5.00 5.00 4.10 4.76 4.75 5.00 5.10 4.25 4.10 4.75 4.75 5.00 5.00 4.26 4.10 4.75 4.75 5.00 5.00 4.10 4.75 5.00 4.25 i'io' SO. 30 .25 .50 .25 .40 .15 .10 .30 250 BAILBOAD LABOR AEBITBATIOlirS. Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines— Gontiaued. MAINE CBNTBAL R. R.— Continued. Class. Number. Average weight on , dnvers- (tons) Rate per day oflOO miles or 10 hours or less Increase. 1912 1914 1912 1914 1912 1914 Amotmt. Per cent. rOUB-CYLINDEK COMPOUND LOCOMOTIVES. Class B3 OOOo"> 1 - \ 1 55 65 Through freight: $4.25 4.50 4.60 4.85 $4.75 4.75 5.00 5.00 $0.50 .25 .40 .15 / 11.8 Over 100 miles and less than 120 miles . 5.6 Local Ireieht: ' 8.7 Over 100 miles and less than 120 miles. 3.1 Class E6, oOOOOOOo> Mallet 4 4 131 131 Freight: 4.50 4.85 6.75 6.00 1.25 1.15 27.8 - Local 23.7 MICHIGAN CENTRAL R. R. SESTGLE-EXPANSION LOCOMOTrVES. Class A2,00> 10 30 S-witohing: First-class yards $4.10 4.00 3.90 Class A3, 000> 159 206 65 68 Switching: First-class yards 4.10 4.00 3.90 '4.' 65' $4.10 4.10 4.10 'i'io' $0.00 .10 .20 ■"■■■'io' 0.0 Second-class yards 2: 5 5.1 Class A5, 00000> 3 4 137 136 2.5 Class B3, 00(5o> 27 27 56 56 Through freight: Under 19 by 24 inch cylinders 4.75 4.85 6.35 5.45 4.75 .00 0.0 Over 19 by 24 inch cylinders - Local freight: Under 19 by 24 inch cylinders 5.35 .00 0.0 Over 19 by 24 inch cylinders Class B4, OOOOo> 86 101 106 106 Through freight 4.85 5.45 4.85 6.45, .00 .00 0.0 Local Ireight 0.0 Class C2, 00oo> 66 46 29 29 Passenger 4.15 4.75 5.35 4.25 4.75 5.35 .10 .00 .00 2.4 Through freight 0.0 Local freight 0.0 Class C3,000oo> 126 125 54 54 Passtoger 4.15 4.75 4.85 5.35 5.45 4.25 4.75 4.85 5.35 5.45 .10 .00 .00 .00 .00 2.4 Through freight: Under 19 by 24 inch cylinders 0.0 Over 19 by 24 inch cylinders 0.0 Local freight: Under 19 by 24 inch cvlinders 0.0 Over 19 by 24 inch cylinders 0.0 Class E4, o0000o> 36 122 Through freight.: 4.85 5.45 Local ireight Class F2, o00oo> 28 28 48 48 Passenger 4.15 4.25 .10 2.4 Class F3, oOOOoo> 60 78 76 77 Passenger 4.15 4.26 .10 2.4 TWO-CTLINDEH COMPOUND OR CEOSS- COMPOUNB LOCOMOTIVES. Class B4, OOOOo> 99 99 85 85 4.85 5.45 4.85 5.45 .00 .00 0.0 Local tteight 0.0 RAILROAD LABOR ARBITRATIONS. 251 Rates paid to locomotive engineers before and after the arbitration of 191Z and amount and per cent of inerisase in rates awarded by the arbitration board according to class, of engines — Oontmued. NEW YOEK CENTRAL & HUDSON RIVER R. E. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SDTGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 3 35 Switching j .- 14.10 Class A3, 000 > 376S 439 72 76 Switching 4.10 14.10 $0.00 0.0 Class A5, 00000> 5 4 134 136 4.10 4.10 .00 .0 Class B3, OOOo> ... 322 300 58 68 Freight 4.75 4.76 .00 .0 Class B4, 00006> ... 561 390 94 92 Freight 4.85 4.10 4.86 4.10 .00 .00 .0 .0 Class CI, Ooo> 4 4 12 12 4.15 4.25 .10 2.4 Class C2, OOoo> 178 165 39 39 4.16 4.75 4.26 4.76 .10 .00 2.4 Freight .0 Class C3, 00 Ooo> 184 186 76 75 Passenger 4.12 4.86 4.25 4.85 .13 .00 3.2 Freight .0 Class C4, 0000oo> 43 16 84 61 Freiriit^ G2, G3, G4, andU5 engines 4.85 4.76 4.76 .00 .0 Class E3, oOOOo> 8 83 Freight 4.75 Class E4, o0000o> 263 107 . Freight 4.85 222 222 63 53 Passenger ' 4.16 4.25 .10 2.4 Class F3, o000oo> 332 443 83 85 Passenger 4.16 4.75 4.25 4.85 . .10 > .10 2.4 Freight 2.1 Class H2, oo00o> 8 11 30 31 Passenger 4.15 4.25 .10 2.4 Class K3 oooOOOo> 18 18 68 68 Passenger 4.18 4.25 .07 1-7 FOUE-CYUNDEB COMPOUND LOCOMOTIVES. Class F2 o00oo> 2 55 ^ 4.15 Class E6 oOOO-OOOn'v 26 30 150 150 Freight 6.85 5.85 .00 .0 1 181 6.85 TWO-CYLINDER COMPOUND OR CEOSS-COM- POUND LOCOMOTIVES. 3 59 Switching 4.11 43 43 83 88 Freiffht 4.85 4.85 .00 .0 NEW YORK, CHICAGO & ST. LOUIS R. R. SINGLE-EXPANSION LOCOMOTIVES. 49 66 62 64 13.87 $4.10 $0.23 5.9 19 17 43 43 4.81 4.87' .06 1.2 54 60 72 73 4.gi 4.87 .06 1.2 21 19 32 33 4.10 4.25 .15 3.7 Classes, OQ6oo>l'.y.V.\V. 105 107 48 50 4.81 4.10 4.87 4.26 .06 .15 1.2 3.7 252 EAILEOAD LABOR AEBITRATIONS. Rates paid to locomotiveengineers before and after the arbitration of 191$ and amoimt and per cent of increase in rates awarded by the arbitration board according to class, of engines — Continued. NEW YORK, NEW HAVEN & HARTFORD R. R. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. 20 16 35 35 Passenger ., . . S4.10 $4.25 10.15 3.7 Class A3, 000> 168 i99 58 61 Switcliing'. 10-hour yards 4.10 3. SO 4.10 3.50 .00 .00 0.0 0.0 Class B3, OOOo> 357 349 60 60 4.65 4.65 5.00 4.75 .35 .10 7.5 Through freight 2.2 Class B4, 0000o> 39 35 66 69 4.65 4.65 5.00 4.75 .35 .10 7.5 Through freight 2.2 Class 02, 00oo> 418 390 33 34 4.10 4.25 .15 3.7 Class C3, OOOdo> 104 106 51 50 Passenger 4.10 4.65 4.65 4.25 4.75 5.00 .15 .10 .35 37 2.2 Local freight. ... . . 7 5 Class r2, o00oo> 12 12 53 53 Passenger 4.10 4.25 .15 3.7 Class PS, o000oo> 32 88 71 75 4.10 4.25 .15 3.7 Class G2, ooOO> 7 3 34 36 4.10 4.25 .15 3.7 FOUB-CTLINDEE COMPOXJND LOCOMOTIVES. 2 60 4.10 TWO-CTLINDER COMPOUND OR CKOSS-COM- POUND LOCOMOTIVES. < Class A3, 000> 17 6 68 68 Switching: 4.10 3.50 4.10 3.60 .00 .00 0.0 8-hour yards NEW YORK, PHILADELPHIA & NORFOLK R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 5 5 68 68 Switching: 110,785 pounds on drivers- Port Norfolk $4.25 4.10 4.25 4.10 4.25 4.35 $4.35 4.10 4.35 4.10 4.35 4.35 $0.10 .00 .10 .00 .10 .00 2 4 Cape Charles 135,820 pounds on drivers- Port Norfolk , 2 4 Cape Charles 0.0 144,100 pounds on drivers- Port Norfolk 2 4 0.0 Class B4, 0000o> 4 6 90 82 Freight 5.33 5.33 .00 0.0 Class 02, OOoo> 3 2 29 30 Passenger 4.72 4.72 .00 0.0 Class 03, 000oo> 20 20 53 54 Freight 5.33 5.33 .66 0.0 Class P2, o00oo> 6 7 48 45 Passenger 4.72 4.72 .00 0.0 RAILROAD LABOR ARBITRATIONS. 253 Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. , NEW YOBK, SUSQUEHANNA & WESTERN B. E. Class. Number. Average, weight on drivers > (tons). Rate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTrTEa. Class A3, 0GO> 3 71 Switching .' $4.10 19 20 49 55 Freight 14.00 3.45 4.75 4.10 10.75 .55 18.8 15 9 Class B4, 0000o> ;. ■ 30 38 65 65 Freight 4.00 3.45 4.75 4.10 .75 .65 18 8 18.8 Class C2, 00oo> 13 14 40 39 Passenger ,' 3.90 4.25 .35 9.0 4 10 56 57 3.90 4.25 .35 9.0 1 NEW JERSEY & NEW YORK R. R. SINGLE-EXPANSION LOCOMOTIVES. Class B4. OOOOo> . . 2 2 76 66 S4.55 $4.75 $0.20 4.4 12 10 58 59 4.00 4.25 .25 6.3 3 2 39 39 4.00 4.25 .25 6.3 NEW YORK, ONTARIO & WESTERN RY. SINGLE-EXPANSION LOCOMOTIVES. Class A.^ 000'> 7 7 75 74 $4.00 $4.10 $6.10 2.5 79 77 64 64 4.06 4.00 4.60 4.25 4.10 4.76 .20 .10 .25 4.9 Switchinff 2.6 Freight 5.6 CAjiSR 1^4 nOOOn*^ 100 99 73 73 Freight: 4.60 4.65 4.00 4.76. 4.75 4.10 .25 .10 .10 5.6 2.2 2.5 Clns*! C9 OOnn'^ 24 24 39 39 4.06 4.26 .20 4.9 4 4 67 67 4.05 4.25 .20 4.9 PENNSYLVANIA CO. ,SINGLE-EXPANSION LOCOMOTIVES. 6 4 35 38 $4.10 $4.10 $0.00 0.0 188 195 61 66 4.10 4.10 .00 .0 riacB Aj n-non^ 10 8 63 53 4.10 4.10 .00 .0 780 937 82 87 4.85 4.85 .00 .0 67 58 32 32 4.25 4.25 .00 .0 89 86 63 64 4.85 4.85 .00 .0 1 1 84 84 Passeneer 4.25 4.25 .66 .6 254 RAILROAD LABOR AEBITEATIONS. Rates paid to locomotive engineers before and after the arbitration of 191$ and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. PENNSYLVANIA CO.— Continued. Class. Number. Average weight on drivers . (tons). Bate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COntd. Class r 2 oOOoo> . 70 70 58 58 $4.25 $4.29 $0.00 .0 Class F 3 o000oo> ; 56 73 91 94 4.25 4.25 .00- .6 FOTJE-CYLINDEE COMPOUND LOCOMOTIVES. 2 2 57 56 Passenger 4.25 4.25 .00 .0 PENNSYLVANIA E. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 107 113 47 61 Switching S4.10 $4.10 $0.00 0.0 Class A3, 000>.. 339 365 65 70 Switching: 144,100 pounds on drivers 4.10 4.36 4.10 4.35 .00 .00 .0 Under 144 100 pounds on drivers .0 210 204 68 68 Freight 4.85 4.85 .00 .0 Class B4, OOOOo> 2204 2383 82 88 Freight 4.85 4.85 .00 .0 Class C2, OOoo> 362 307 45 46 Passenger 4.15 4.25 .10 2.4 Class C3, OOOoo> 10 10 70 70 Passenger 4.15 4.25 .10 2.4 Class E3, oO OOo> -'. 1 1 83 84 4.15 4.25 ;10 2.4 Class E4, oOOOOo> 1 118 Freight 4.85 ~ Class F2, oOOoo> 247 285 69 60 Passenger 4.15 4.25 .10 2.4 Class r3, o000oo> 112 137 90 91 Passenger 4.15 4.25 .10 2.4 Class Mallet, oOOOO— OOOOo> 1 1 219 219 Freight 4.85 5.16 .30 6.2 FOCB-CTLINXIEK COMPOUND LOCOMOTIVES. Class F2, oOOoo> 3 2 64 59 4.16 4.25 .10 2.4 Class CCls, 0000oooo> , 1 193 Freight 5.85 PERE MARQUETTE R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2,00> 9 3 31 28 $3.80 $4.10 $0.30 7 9 Class A3, 000> 67 57 57 60 3.80 4.10 . .30 7.9 Class A4,000b> 1 1 65 65 Switching 3.80 4.10 .30 7.9 Class B3, OOOo> 63 52 51 66 Freight: Cylinders 19 h v 26 inches or over 4.66 4.45 4.75 4.76 .10 .30 2.2 Cylinders less than 19 by 26 inches . . . 6.7 Class B4, OOOOo> 166 166 84 84 Freight 4.66 4.75 .10 2 2 Class C2, 00oo> 82 60 26 27 Passenger 3.8S 4.26 .40 10.4 KAILBOAD LABOE AEBITRATIONS. 255 Rates paid to locomotive engineers before and after the arbitration of 1912 and amount and ' per cent of increase in rates awarded by the arbitration board according to class of engirpes — Continued. PERE MARQUETTE E. R.— Continued. Class. Number. Average weight on drivers (tons). Rate per day ol 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COntd. Class C3, 000oo> 51 50 60 50 Freight: $4.65 4.45 3.95 $4.75 4.75 4.25 SO. 10 .30 .30 2.2 Cylinders less than 19 by 26 inches 6 7 7 6 1 1 31 31 Passenger 3.85 4.25 ......... 10 4 Class E4, o0060o> io 108^ Freight 4.75 Class F2, oOOoo> 23 23 45 45 Passenger 3.85 4.25 .40 10.4 Class F3. o000oo> 10 15 70 72 3.95 4.25 .30 7.6 ■ PHILADELPHIA & READING RY. SINGLE-EXPANSION LOCOMOTIVES. ClassA2 00> 77 75 46 49 Switching: First-class yards S4.05 3.95 $4.10 4.10 $0.05 .15 1.2 3.8 Class A3, 000>. 61 63 63 71 Switching: 4.05 3.95 4.10 4.10 .05 .15 1.2 3.8 Class A4 0000> 20 15 ; 67 76 Switching: 4.05 3.95 4.10 4.10 .05 .15 1.2 Second-class yards 3.8 Class B3, OOOo> 4 2 45 45 _ Switching: First-class yards - 4.05 3.95 4.75 4.85 4.10 4.10 .05 .15 1.2 3.8 'Freight: Between Newberry Junction and Tamaqua, St. Clair, and Port Kich- mond, via Tamagua, and between Clafl(!'R4 nOOOn^i. 484 507 71 77 Switching: First-class yards 4.05 3.95 4.75 4.85 4.10 4.10 4.75 .05 .15 .00 1.2 3.8 Freight: .0 Between Newberry -Junction and Tamaqua, St. Clair, and Port Rich- mond, via Tamaqua, and between 135 142 41 45 4.90 7.20 7.60 148 133 53 68 4.25 7.20 7.60 4.05 3.95 4.75 4.85 Switching: 4.10 4.10 4.75 .05 .15 .00 1.2 - 3.8 Freight: .0 Between Newberry Junction and Tamaqua, St. Clair, and Port Rich- mond, • via Tamaqua: between Rutherford and Forf Rlcbmond.... 256 EAILEOAD LABOR AEBITEATIONS. Rates paid to hcomotive engineers before and after the arbitration of 1912 and amount and per cent 0/ increase in rates awarded by the arbitration board acca/rding to class of engines — Continued . PHILADELPHIA & BEADING BY.— Continued. Class. Number. Average weight on drivers (tons). Bateper day oflOO miles or 10 hours or less. Increase!, 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— OOntd. Class E4. oOOOQo> 7 12s Freight $4.75 Class" F2, oOQoo> •....■.■■.. 60 SI SO S4 4.2s $7.20 7.60 , 10 10 60 62 Passenger 4.90 4.90 $0.00 .0 PITTSBURGH & LAKE EBIB E. B. STNOLE-EXPANSION LOCOMOTrVE. Class A3, 000> 98 103 70 76 Switching .' $4.10 $4.10 $6.66 Class B4, OOOOo> 112 115 79 80 Prnight 4.60 4.75 .15 3.3 Class C2, QOoo> 19 18 48 48 4.30 4.30 .00 .0 Class C3, 000oo> 10 15 78 79 Passenger 4.30 4.30 .00 Class F2, o00oo> S 6 48 48 4.30 4.30 .00 TOLEDO & OHIO CENTRAL BY. SINGLE-EXP.\NSION LOCOMOTIVES. Class A3, 000> 28 28 57 57 Switching $4.00 $4.10 $0.10 Class A4, 0000> 3^ 120 4.10 Class B4, OOOOo> 62 60 77 78 Freight— 4.75 4.60 4.75 4. 75 .00 .15 20-inch cylinders 3 3 Class C2, 00oo> 18 15 38 41 Passenger 3.65 4.25 .60 16 4 Class C3, 00 Ooo> 23 23 46 ■ 46 Local freight, Nos. 71, 72, 88, and 89 4.90 4.75 4.50 4.25 5.00 5.15 4.75 4.75 .10 .40 .25 .50 2 Other local freight 8 4 Through freight ,.,,: 5 6 Class F3, o000oo> 4 67 Passenger 4.25 EAILKOAD LABOE AEBITKATIONS. 257 Rates paid to locomotive engineers before and after the arbitration of 191% and amount and per cent, of increase in rates awarded by the arbitration board according to class of engines — Continued . TOLEDO, ST. LOUIS & WESTERN K. K. Class. Number. Average weight on drivers (tons) Rate per dav of 100 miles or 10 hours or Jess. Increase. 1912 1914 1912 1914 1912 1914 Amount. .Per cent. SINGLE-EXPANSION LOCOMOTIVES.' Class A3, 000> 10 10 61 61 V S3. So ?4.10 $0.25 Class B3,OOOo> 9 9 50 60 Freight- Through 4,70 4.60 4.7S 6.00 .05 .40 1 1 8 7 Class B4, OOOOo> 34 39 81 SI ' Freight.... 4.70 4.75 .06 1 1 Class C2, OOoo> : 8 8 31 - 31 3.80 4.25 .45 11 S Class C3, Ooo> 31 31 51 51 3.80 4.70 4.25 4.75 .45 .05 11,8 Class r2, od6oo> . . , 2 2 44 44 Passenger 3.E0 4.26 .45 11.8 VANDALIA H. E. SINGLE-EXPANSION LpCOMOTIVES. Class A2, 00 > 1 1 40 40 ■- SwitcMng 34.00 $4.10 SO. 10 2 5 Class A3, 000> - - 32 32 70 70 4.00 4.10 .10 Class B 3 OOOo> . ... 83 83 71 71 Jf reight 4.85 4,00 4.86 4.10 .00 .10 0.0 Switching 2 5 Class B 4 000bo> - . - 56 56 71 71 Freight 4.86 4.85 .00 0.0 Class C2 00oo> 29 25 34 36 4.16 4.26 .10 2.4 24 24 46 46 4.16 4.86 4.25 4.86 .10 .00 2.4 0.0 Class F2 oOOoo"> 19 19 62 52 4.i5 4.26 .10 2.4 8 i2 93 ■83 4.15 4.25 .10 2.4 WABASH-PITTSBURGH TERMINAL RY. SINGLE-EXPANSION LOCOMOTIVES. 1 42 34.00 12 12 100 100 4.20 4.70 34.20 4.76 30.00 .05 0.0 Freight " 1,1 2 2 33 33 3.80 4.25 .46 11.8 2 2 36 36 4.00 4.70 4.10 4.75 .10 .05 2.5 1.1 1 Passenger service 5 hours or less. 51393°-^S. Doc. 493, 64-1 n 258 EAILROAD LABOR AEBITBATIONS. Rates paid to locomotive engineers before and aftef the arbitration of 1912 and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ■WEST SIDE BELT K. B. Class. Number. Average weight on drivers (tons). Kate per day of 100 miles or 10 hours or less. Increase. 1912 1914 1912 1914 1912 1914 Amount. Per cent. aiNGLE-EXPANSION LOCOMOTIVES. Class A2, 00> J- 1 1 37 37 $4.66 J4.10 $0.10 2 5 2 2 80 80 Switching. 4.00 4.70 4.20 4.75 .20 .05 5 Freight 1.1 1 1 33 33 Passen^'er 3.80 4.25 .45 11 8 Class C3, Ooo> 1 1 40 40 4.00 4.10 .10 2.5 WHEEUNG & LAKE ERIE E. E. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 5 5 43 43 - Switching $3 80 $4.10 $0.30 7.9 Class A3, 000> 29 29 52 52^ Switching— 140,000 pounds ori drivers 4.00 4.00 4.10 4.10 .10 .10 2 5 Over 140,000 pounds on drivers 2 5 Class B3, OOOo> 7 S 43 41 Freight, between 80,000 and 100,000 pounds ... ... 4.50 4.75 .25 5.6 Class B4, 0000o> 79 99 87 93 Freight- Between 170,000 and 200,000 pounds. . 4.70 4.70 4.75 4.85 .05 .15 1 1 Between 200,000 and 250,000 pounds. . Class C2, 00oo> : 16 16 34 35 Pa. 50 48 40 , 39 Freight 4.50 4.75 .25 Class F2, oOOoo> 6 6 50 50 3.85 4.25 .45 ZANESVILLE & WESTEEN EY. SINGLE-EXPANSION LOCOMOTIVES. Class B3, OOOo> 4 4 43 43 $4.50 4.50 4.25 $5.00 4.75 4.75 $0.60 .25 .50 Through freight , 5 G Work, wreck, eircns, and mine runs. . 11 8 Class B4, OOOOo> 7 9 61 63 Freight 4.60 4.75 . -15 3 S Class 02, OOoo> 3 6 29 29 Passenger ., 3.73 4.25 .52 13 9 Class 03, 000oo> 4 1 39 39 Local freight 4.50 4.50 4.25 S.OO 4.75 .4.75 .60 .25 .50 11 1 Through freight 5 6 Work, wreck, circus, and mine runs ..... 11 8 XV. RAIIROADS IN EASTERU TERRITORY AND BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN; 1913. Matters in dispute between the Brotherhood of Locomotive Fire- men and Engiaemen and the eastern railroads, which finally cul- minated in arbitration proceedings, had their beginning in certain demands presented to the railroads by the employees in June, 1912. The proposals presented by the Brotherhood of Locomotive Firemen and Enginemen, through its duly accredited officers, in support of the demands of the firemen and hostlers employed on the railroads named was for an increase ia w^.ges and for sundry changes in the rules controUing working conditions. As early as July 1, 1912, a meeting was had between a committee representing the firemen and the conference committee of managers of the railroads, in the city of New York. Subsequent to that date a number of similar meetings were held and much correspondence passed. The firemen were represented in these conferences by W. S. Carter, president, and other officers of the brotherhood, and the railroads were represented by Elisha Lee, chairman of the conference committee of managers. After numerous conferences and the exchange of proposals the parties to the controversy were unable to s.gree and jointly asked Martin A. Knapp, presiding judge of the United States Commerce Court, and Ch'<«rles P. NeOl, Commissioner of Labor, to mediate the differences between the firemen and the railroads, in pursuance of the provisions of the act of Congress commonly known as the Erdman Act. These mediators, however, were unable to settle the differences. Soon thereafter the correspondence covering the negotiations between the brotherhood and the raUroads, together with a historical state- ment, was published over the signatures of the officers of the brother- hood, and the question of a strike was submitted to the firemen employed throughout the territory covered by the raihoads. The total number of votes cast were reported as 33,916, of which 32,918, or 96.5 per cent were in favor of a strike. Immediately following the counting of this strike vote, further conferences were held between the conference committee of managers and the brotherhood representatives but they were still unable to agree upon a settlement, and again the assistance of Martin A. KijApp, presiding judge of the United States Commerce Court, and G. W. W. Hanger, Acting Commissioner of Labor, in pursuance of the provisions of the Erdman Act, was invoked to mediate the differ- ences between the firemen and the railroads. Their efforts at media- tion did not accomphsh a settlement of the controversy, but resulted in an agreement to adjust the differences by arbitration. ARTICLES OF ARBITRATION AGREEMENT. The articles of agreement of arbitration were made and entered into by the respective parties oh the 18th day of February, 1913, and it was'agreed that the questions to be submitted to arbitration would 259 260 EAILEOAD LABOR ARBITRATIONS. be the requests of the employees as set forth in the "Second Amended Proposition of Locomotive Firemen in Eastern Concerted Wage Movement, 1912," dated December 18, 1912, which was as follows: Article 1. A day's work: Ten hours or less, or 100 miles or less, will constitute a day's work in all classes of service, except as otherwise specified. The time for which a fireman will be paid will begin at the time he is required to report for duty and end when engine is delivered at point designated by the company. Art. 2. Rates of wages: The following rates of wages per day will be the minimum rates paid in all classes of service on all railroads parties to this agreement: (a) Passenger and through freight: Weights of locomotives, in pounds on drivers. All classes of passen- ger service. Through freight. One fire- man. TvrolJro- men. Lass than 80,000 80,000 and less than 100,000. 100,000 and less than 140,000. 140 000 and less than 170,000 170 000 and less than 200 000 200,000 and less than 260,000 250 000 and less than 300,000. 300 000 and less than 3,^0,000 .360 000 and less than 40p.000. 400 000 and less than 4cO 000 450 000 and less than £00 000 500,000 and over 12.55 2.65 2.80 3.00 3.20 3.40 3. CO 3.80 4.00 4.00 4.00 4.00 $2.90 3.00 3.20 3.35 3.50 $3.35 3.35 3.50 3.60 3.60 3.50 3.50 3.60 3.60 3.60 3.60 3.50 3.60 3.50 Except as otherwise provided, on all engines weighing 200,000 pounds or more on drivers, when used in through freight service, two firemen will be employed. (fe) Switching service: Switch engine firemen on engines weighing less than 140,000 pounds on drivers, per day of 10 hours or less, $2.60. Switch engine firemen on 'engines weighiflg 140,000 pounds or over on drivers, per day of 10 hours or less, $2.80. (c) Eoad hostlers, road hostlers' firemen, and ho.stlers (other than road hostlers). The following wages per day will be paid to road hostlers, road hostlers' firemen, and "hostlers (other than road hostlers): Road hostlers, per day of 10 hours or less, $3.75. Road hostlers' firemen, per day of 10 hours or less, $2.50. Hostlers (other than road hostlers), per day of 10 hours or less, $2.50. The term "Road hostlers" will be understood to mean such hostlers as are employed in handling engines between passenger stations and roundhouses or yards, or on main tracks. The term "Road hostlers' firemen" will be understood to mean such men as are em- ployed to assist the road hostlers and to fire such engines as may be in charge of the road hostlers. The term " Hostlers (other than road hostlers) " will be understood to mean such men as are employed in handling engines in and about the roundhouses, ash pit, or storage tracks. (d) Electric locomotive firemen: The following rates of wages will be paid to electric locomotive firemen, according to class of service in which they are used: All classes of passenger, per day of 10 hours or less, 100 miles or less, $3. All classes of through freight, per day of 10 hours or less, 100 miles or less, $3.25. ■ All classes of switching, per day of 10 hours or less, $2.80. The term " Klectric locomotive firemen " will be understood to mean the second man on electric locomotives.- AU working conditions applicable to steam locomotive firemen in steam service will apply to electric locomotive firemen in electric service. (c) Pusher and helper service ; In pusher and helper service on engines weighing Jess than 250,000 pounds on drivers, firemen -ffill be-paid through freight rates accord- EAILBOAD LABOR AEBITEATIONS, 261 ing to weight on drivers. On engines -weighing 250,000 pounds or over on drivers when used in pusher or helper service firemen will be paid $3 per day of 60 miles or less, 6 hoTjis or less. On grades or divisions of more than 10 miles in length relief fire- men will he f urni^ed and no ,flreman will be required to fire for more than 6 hours or ' 60 miles in any 24-hour period. Should a lighter engine be substituted for an engine of 250,000 pounds or more on drivers after one trip or vice versa, the miles, hours, rates of pay as applied to the heavier engine will prevail. (/) Local freight, way freight, pick-up, and set-out service: Firemen on all runs that load or unload freight, and firemen on all runs that set-out or pick-up cars, or do switching at four or more points between their initial and-final terminals^ will be con- sidered as in local freight, way freight, pick-up, or set-out service and will be paid 25 cents a day in addition to through freight rates specified herein according to weight on drivers of engine used, provided, that on local freight, way freight, pick-up and set- out trains, when locioinotives weighing 200,000 pounds or more on drivers are used, and -wrhen at no time during the trip the tonnage of the train exceeds 60 per cent of the regular rating of the same class of locomotive in through freight service, there will be but one fireman employed at the following rates per day: On locomotives weighing 200,000 pounds on drivers and less than 300,000 pounds on drivers the rate of wages for the one fireman will be $8.90 per day, and on locomotives weighing 300,000 pounds or more on drivers the rate of wages will be $4.25 per day. After having started on a trip with one fireman on engines weighing 200,000 pounds or more on drivers the ton- nage of the train will not be increased at any time during the trip beyond 60 per cent of the regular rating of the same class of locomotive when used in through freight service. {g) Rates of wages to apply to all classes of service not specified: In all classes of service not specified firemen will be paid through freight rates according to weight oik, drivers, and two firemen will be used as in through freight service, except that in wreck train and work train service one fireman will be employed at the following rates: On locomotives weighing less than 200,000 pounds on drivers through freight rates will be paid ; on locomotives weighing 200,000 pounds on drivers and less than 300,000 pounds on drivers the rate of wages will be $3.65 per day; on locomotives weighing 300,000 pounds and over on drivers the rate of wages will be $4 per day, it being understood that in ballast, filling and gravel train service through freight rates will be paid and two firemen will be employed as in through freight service. (h) Official record of weights on drivers :xFor the piirpose of recording weights on drivers of locomotives each railroad, party to this agreement, will permanently post bulletins at all terminals showing accurately such weights for all locomotives in service. Akt. 3. Overtime: (a) General rule: Overtime will be paid pro rata in all classes of service, except passenger service, on a basis of 1 mile for each 6 minutes. Except as otherwise specified, the basis from which overtime in all classes of service will be computed will be 10 hours or 100 miles. Miles and hours will not be counted together, but where miles exceed hours, miles will be allowed, and where hours exceed miles, hours will be allowed. (6) Overtime in passenger service: Overtime in passenger service (except suburban service) will be paid at the rate of 35 cents per hour and on a basis of 20 miles per hour, five hours or less, 100 miles or less, to constitute a day's work. Overtime in suburban service will be paid at the rate of 35 cents per hour and on a basis of 10 miles an hour continuous service from time reporting for duty until relieved from duty. Ten hours or less, 100 miles or less, to constitute a day. All overtime in passenger service will be paid on a minute basis. In all passenger service hours or miles will be paid which- ever are the greater. M Overtime in pusher or helper service: Overtime m pusher and helper service on engines weighing less than 250,000 pounds on drivers will be paid for at pro rata rates for all over 10 hours or 100 miles. Overtime in pusher and helper ser\ice on engines weighing 250,000 pounds or more on drivers will be paid for at pro rata rate, 50 cents per hour or 5 cents per mile, for all over 6 hours or 60 miles. It is understood that firemen in pusher and helper service on engines weighing 250,000 pounds or more on drivers will not be worked more than 6 hours or GO miles, except m cases of extreme necessity. , , , . • • i , j 4. ' Art 4 Terminal delay: (a) When the actual departure of any tram is delayed to ex- ceed one' hour alter a fireman is required to report for duty, or when a tram has reached its final terminal limits and is then delayed from any cause so that the firema,n is not reheved from duty within 30 minutes after having reached the final ternunal Umits, the flremkn will be paid an additional compensation for all such delays over one hour at the initial terminal and for all such delays over 30 minutes at the final terminal. In computing this additional compensation each six minutes of delay will be consid- ered as 1 mile. Initial and final delay will be paid for in addition to overtime if any overtime is made. 262 EAILEOAD LABOE AEBITEATIONS. Art. 5. Held away from home terminal: Firemen held at other than home terminal (including rest period) will be paid continuous time for all time so held after the expi- ration of 15 hours from time relieved from previous duty at the rate per hour paid him for the last service performed; less than one hour not to be paid for. Art. 6. Assistance for passenger and freight firemen: On all engines in through freight service where but one fireman is employed, and on all engines in passenger service, coal will be kept where it can be reached by the fireman from all decks of all engines. Art. 7 . Work not required of firemen; Firemen will not be required to clean engines, tanks, flues, nor to clean fires at terminals, nor to scour brass, paint stacks, smoke arches, or front ends, nor to place tools and supplies on engines or to remove same, nor to fill lubricators, headlights, markers, or lamps. However, firemen will be held responsible for knowing that the necessary supplies and proper tools for firing ^,re placed on engines before leaving the terminal. Art. 8. Tie-up between terminals: When from any cause firemen are "tied-up'' or relieved from service between terminals, they shall receive not less than a full day's pay for the class of service and engine for the period employed from leaving initial terminal to point of ' ' tie-up " or relieved from service, and shall receive not less than a full day's pay from point of tie-up after again being called for service to the final terminal, when they will be relieved from further duty, and be again called for service in their turn. If more than 100 miles or more than 10 hours are made on either portion of the trip, overtime shall be paid for each portion separately. Art. 9. Limitations and avoidance of this agreement: Rates of wages that are higher and conditions of employment that are better than specified in tms agreement will remain in effect, and matters not covered or changed by this agreement will be main- tained, but will be subject to change through negotiations by committees representing firemen on each individual line as in the past. Conditions and practices now in effect on any railroad' party to this agreement will not be changed for the purpose of off- setting increases in wages and improved working conditions seciyed by this agreement. Art. 10. Date of agreement: Any increases m wages or working conditions of fire- men secured through this agreement will be effective as of July 1, 1912. SCOPE OF THE AKBITEATION. The railroads which were parties to the arbitration agreement were as follows: Baltimore & Ohio. Baltimore & Ohio Southwestern. Bessemer & Lake Erie. Boston & Albany. Boston & Maine. Buffalo, Rochester & Pittsburgh. Central New England. Central Railroad of New Jersey. Chicago, Indiana & Southern. Chicago, Terre Haute & Southeastern. Cincinnati, Hamilton & Dayton. Cincinnati, Lebanon & Northern. Cincinnafi Northern. Cleveland, Cincinnati, Chicago & St. Louis. Dayton & Union. Delaware & Hudson. Delaware, Lackawanna & Western. Detroit, 'Toledo & Ironton. Detroit, Toledo & Milwaukee. Dunkirk, Allegheny Valley & Pittsburgh. Erie. Grand Rapids & Indiana. Hocking Valley. Indiana Harbor Belt. Indianapolis Union. Kanawha & Michigan. Lake- Erie, Alliance & Wheeling, Lake Erie & Western. Lake Shore and Michigan Southern. Lehigh Valley. Long Island. Maine Central. Michigan Central. Monongahela. New Jersey & New York. New York Central & Hudson River. New York, Chicago & St. Louis. New York, New Haven & Hartford. New York, Philadelphia & Norfolk. New York, Susquehanna & Western. Pennsylvania lines east. Pennsylvania Unes west. Philadelphia & Reading. Rutland. Toledo & Ohio Central. Toledo, Peoria & Western. Toledo, St. Louis & Western, Vandalia. Wabash-Pittsburgh Terminal. Western Maryland. West Side Belt. Wheeling & Lake Erie. Wilkes-Barre & Eastern, Zanesville & Western, EAILROAD LABOE AEBITBATIONS, 263 OEGANIZATION OF THE ARBITRATION BOARD. The above named railroads served practically all that part of the United States east of the Mississippi and north of the Ohio and Potomac rivers. The trackage of these companies Was approxi- mately 70,000- miles of main une, being something more than one- fourth of the entire trackage of the United States. They represented 40 per cent of the total capitaUzation of all railroads in the United States, and they transported about 47 per cent of the ton miles and about 43 per cent of the passenger miles of all the railroads* in the United States. The firemen employed on these railroads numbered about 31,000 for the year 1912 and the wage payments of the same year were approximately $29,000,000. The railroads appointed as their arbitrator William W. Atter- bm-y, of Pliiladelphia, Pa.,- and the brotherhood appointed as its arbitrator Albert PhiUips, of Sacramento, Cal. The two arbi- trators thus chosen, having failed within five, days after their first meeting for that purpose to appoint a neutral arbitrator, requested the presiding judge of the United States Commerce Court, Wilham A. Knapp, and the Acting United States Commissioner of Labor, G. W. W. Hangerj to appoint a third arbitrator. WiUiam L. Cham- bers, of Washington, D. C, was selected for this position on the 3d day of March, 1913. ' ' The board of arbitrators appointed as above, held its first meeting at the Waldorf-Astoria Hotel, in the city of New York, on Monday, March 10, 1913. WiUiam L. Chambers was elected chairman of the board and H. S. Milstead was appointed secretary. There were pubhc hearings daily, with the exception of Sundays, from March 10 to and including April 5, 1913. From the latter date executive sessions of the board were held to consider tha testimony, arguments, and exhibits to and including April 23, 1913, on which date the board announced its award. This was the first case in which ela^^ orate statistical arguments and briefs were presented by each slue. Employees from many difi'erent fines of railroads throughout the territory covered were called to testify on behalf of the firemen and in connection with the testimony given on the stand some 50 printed exhibits were sub- mitted by W. S. Carter, president of the Brotherhood of Loco- motive Firemen and Enginemen, who conducted this case on behalf of the employees. The raihoads called perhaps an equal number of witnesses and filed a large number of exhibits. The evidence taken on the stand comprised more than 2,000 printed pages, and the four volumes of printed exhibits included as many more pages in the aggregate. THE TESTIMONY AND ARGUMENT OF THE EMPLOYEES. The^employees held that the two important questions to be decided by the board of arbitration were : i i i, • (1) The i-equest of the locomotive firemen and hostlers that uni- form rates of wages and uniform rules of employment be placed m effect on all raihoads participating in the arbitration, except that rates that were higher or rules that were more desirable akeady m effect, should be maintained. 264 KAILEOAD LABOR AEBITEATIONS, (2) The request of the locomotive firemen and hostlers that an. increase in rates of wages and changes in certain rales of employ- ment be placed in effect on aU railroads praticipating in the arbitra- tion, except pn' such railroads as were already paying higher rates of wages or had already granted rules that were more desirable than those the locomotive firemen and hostlers requested. • The locomotive firemen and hostlers contended that in view of the fact that they had not asked, in some instances, as high rates of wages or as advantageous rules of "employment as were already in effect on some of the railroads in eastern territory was evidence of the conservatism of these requests. Standardization. On the question of uniform rates and rules the employees claimed , that rates of wages and rules of emplojmaent should be made uniform on aU railroads participating in the arbitration. In support of this they advanced the following argument: ^ (1) Uniformity in rates and rules were necessaj-y for the purpose of comparison in future arbitrations as evidenced by the inability of the present board of arbitration to determine what had been the increases or changes on any one railroad during past years. (2) Uniformity was necessary' and desirable in other industries as evidenced by the peace, contentment, and profit that prevailed in the mining industry where uniform rates and rules were in effect in the same competitive districts as compared with the instability of prices, the discriminations and abuses, and the continuous utirest of employees where uniformity did not prevail. (3) Uniformity in freight and passenger rates was a privilege of the railroads guaranteed by Federal legislation and official rulings as evidenced by the Federal law requiring uniform passenger and freight rates to be charged by all raifroads and to all patrons, thus eliminating discrimination and favoritism. (4) Uniiormity in cost of materials and equipment purchased by railroads was an economic law as evidenced by the fact that favors in special prices were not charged to certain railroads by locomotive builders and the fact that all railroads pay the same price for steel rails, oils, and other materials and supplies in the same market. (5) Uniformity in rates and rules should not be influenced by rela- tive wealth of railroads, because in no other trade or industry did the wealth of the employer fix the wage of the employee. The less prosperous railroads profit as greatly by the labors of the locomotive firemen or hostlers 'as the wealthiest of railway corporations. (6) The further claim was made that the request for uniformity in rates arid rules was not a "standardization , that the employees had carefully graduated rates of wages in their request in accordance with the service rendered, the labor performed, and the productive efficiency of the firemen, and that they had requested a lesser rate on locomotives where the fireman produced a smaller profit for the railroads. eaileoad laboe arbitrations. 265 The Basis of a Day's- Work. As to article 1, providing the basis of a day's work, the firemen qontended that the adoption of this rule would be beneficial mbre for reasons of uniformity than for any other purpose, because — ■ (1) Thirty-eight , of the fifty-four railroads participating in the arbitration had the rule in effect of " 10 hourg. or less, 100 miles or less" a day's work. (2) Thirteen of the fifty-four railroads had rules fixing the time for which a fireman would be paid as beginning when he reported for ' duty. - (3) Had the eastern rafiroads not adopted such a rule it should be placed in effect, because — (a) Considering the arduous duties of the firemen they should not be required to work longer than 10 hours or more than 100 miles a da'y without additional compensation. (&) On some railroads 9-hour and 8-hour days had been estab- lished. (c) A fireman should not be required to report for duty until his services were required, and he should not be required to render service without compensation therefor. Weight on Drivers as a Wage Basis. As to weight on drivers as a basis of wage payments the firemeii contended that this was a proper method for fixing rates of wages, because — ■ (1) It was the basis demanded by western railroads, as demon- strated by the attitude of the conference committee of managers. (2) It was the basis advocated by the conference committee of managers of the eastern railroads in the engineers' case of 1912. (3) It was proposed by the conference committee of managers of the eastern railroads participating in this arbitration during the negotiations preceding this arbitration. (4) It was the most practical basis for fixing wages in proportion to power developed by the locomotive, and, therefore^ in proportion to the service and productive efficiency of the fireman. (5) It would make possible the fiking of a rate of wages that would equalize the difference between the excessive labor and pro- ductive efficiency of a fireman on a heavily loaded train and the lesser labor and productive efficiency of a fireman on a lighter train. Two Firemen Required on Large Engines. As to the need of two firemen on the large locomotives the position of the firemen was in substance as follows: (1) To oppose the introduction of the modern large locomotives it was acknowledged would be unsound economy because the larger and more powerful the locomotive the greater the tonnage of trains and the earnings of the railroads. (2) So far as they were physically able the firemen also realized they should fire these large locomotives. 266 EAILEOAD LABOK AEBITEATIONS. (3) The present request for two firemen on locomotives weighing 200,000 pounds or more on drivers included less than half the loco- . motives on which assistance should be furnished. (4) With two firemen employed on the larger locomotives the efficiency of such locomotives would- be greatly mcfeased; the labor being shared by two firemen, the tonnage might be increased or the time reduced ; an additional car on the train because of an additional fireman would produce revenue more than sufficient to pay wages of entire train crew; a reduction of two hours in overtime on each trip would save the expense more than equal to the cost ofiihe second fireman; expense of tie-ups under the Federal law would often be avoided at a great saving to the railroads. (5) The labor of one fireman on a large locomotive had passed hurnan endurance, making it necessary for him to lay off a large portion of his time for purpose of recuperation, thus reducing his earnings. (6) Mechanical stokers had so far proved impracticable because of the great expense to the railroads of maintenance, the necessity for coal of certain size and quality, faulty construction, and inability to ■properly fire the locomotive. The cost of maintaining mechanical stokers and interest on investment probably would result in greater expense, it was declared, than the wages of a second fireman. (7) With two firemen on a locomotive there would be greater opportunity for one of the firemen to assist the engineer in watching block signals, looking out for unexpected flags, obstructions, mis- placed switches, etc. , (8) Relieving firemen in the middle of a division would not be practicable. HiGHEE Rates of Pat. As to rates of pay, the firemen claimed that the advances requested were just and reasonable for the following reasons: (1) Wages of locomotive firemen on eastern railroads had never been commensurate with their labors, as compared with wages of firemen on other railroads. (2) The increases in wages of firemen , during the past 10 years claimed to have been made by eastern r^ailroads only emphasized the unfairness of the basic rate, when comparisons were made between present rates on eastern railroads and rates on other railroads. (3) The requests made, it was declared, were less than the average wages paid locomotive firemen by eastern railroads, and very much less than the wages paid on a majority of western railroads. (4) Increase in tonnage of trains had greatly increased the labors of firemen. The firemen contended also that the rates of wages requested for switching service should be placed in effect because — (1) Wages of switch-engine firemen were much lower than those of any other employees in yard service; their interests usually had been neglected by firemen's committees in negotiations of wage schedules; only on a few railroads had they been granted proper recognition. (2) Wljile the work of firing a switch engine was not so laborious as firing in road service, the fireman was required constantly to watch for signals and obstructions, and was held responsible therefor. BAILEOAD LABOE AEBITfeATIONS. 267 (3) The higher rate requested on the larger engine was justified by the claim that the larger engines were usually maintained in the most important and congested yards, where responsibility was greatest, and were also usually used in transfer service, for which most western railroads paid a higher rate than for regular switching service. The position of the employees relative to rates of wages for road hostlers, road hostlers' firemen, and hostlers (other than road hostlers) was as follows: (1) The rates requested were equitable. (2) Taken in connection with the definitions that were a part of the rule, they made it possible for the railroads to designate a compara- tively few hostlers to act as road hostlers," thus escaping the necessity of paying the higher rate except to road hostlers. (3) Road hostlers were usually graduated firemen, but in some instances were disqualified engineers because of physical injury or ail- ment. As they were required to possess aU the quahfications of engi- neers they^should be paid a rate of wages commensurate to their duties and the services they perform. (4) Hostlers (other than road hostlers) being required to operate locomotives in their care, and being held responsible for the condition and custody of locomotives, should be compensated in accordance with these duties. (5) Road hostlers, firemen, being not only firemen in the usual sense of the word, but also flagmen and switch tenders in the move- ment of the locomotive upon which they -were engaged, should be en- titled to the rate of pay requested. ^ As to the rates of wages requested for electric locomotive fire- men, the contention of the firemen was briefly, as f oUows : ■ (1) The electric question was an economic one; a question as to what was to become of steam railroad employees as electric locomo- tives were 'substituted for steam locomotives; a question as to per- mitting the genius of the inventor and the avarice of the employer depressing the American standard of living. (2) The absence of physical labor had been considered when the request was made for one rate of wages for the electric locomotive firemen in each class of service, regardless of the size of the electric locomotive; the rate requested was slightly more than the minimum steam rates because it was not considered just that the advent of elfec- tric locomotives should drive aU firemen down to the lowest steam rates. (3) Aside from the handling of coal the electric locomotive fireman assumed all the duties and responsibihties of other firemen — the same rules were to be learned and observed, and signals, switches and ob- structions were to be watched. As to the rates of pay requested in pusher and helper service, the arguments put forward by the firemen were, as follows : (1) On locomotives weighing less than 200,000 pounds on drivers, through freight rates, with but one fireman, were a proper compensa- tion for a 10-hour day. (2) The work of a pusher or helper fireman was usually at isolated points; seldom were home conveniences present; usually it was necessary to maintain families at terminals and these together with other undesirable conditions made this request equitable. 268 EAILKOAD LABOR ARBITRATIONS. (3) The work was exceedingly laborious, and the heat from the fire- box more intense because of the slow movement of the locomotives. (4) The pusher and helper fireman was required also to perform the duties of flagman and brakeman, as no conductor, flagman or brake- man was assigned to a helper or pusher locomotive. As evidence of the justice of their requests for raltes of pay in local and way freight, pick-up and set-out service, the following arguments were presented by the employees : (1) The justness and fairness of a differential for these branches of the service have been recognized on a majority of railroads and some railroads paid a higher differential than was requested. (2) The railroads' exhibits showed tha,t in this class of service that although the average length of a trip was shorter than in slow freight the average time on the trip was much longer. (3) Only in exceptional cases did firemen prefer this service, and then only because they were wUling to accept less wages for the pur- pose of securing day work, or for the purpose of being with their fami- lies alternate nights and Sundays. i In support 01 their requests for the payment of through freight rates in all classes. of service unspecified, the firemen submitted the two reasons below: (1) The elimination of the innumerable . rates and diversity of rules then in effect on railroads was desirable. (2) Practically all railroads already paid through freight rates in some miscellineous classes of service, which was evidence that in each class of service the equity of payment of through freight rates had aheady been recognized. ' As to article 2 Qi) official record (5f weights on drivers, the employees contended that the adoption of this request was essential in the event that the arbitration board should decide that the weight on drivers of locomotives was a proper basis of firemen's wages, because frank and open dealings required the greatest publicity as to what rate of wages was due on each and every locomotive in the service'. Overtime, As to article 3 (a), overtime — general rule — the firemen claimed that there should be no question as to the adoption of this rule, because — (1) Thirty-eight of the fifty-four railroads participating in the arbitration had a similar 10 hours per day rule, and practically all were paying firemen on the basis ol^ a 10 hours or less 100 miles or less day. (2) Twenty-six of the fifty-four railroads participating in this arbi- tration were now paying on the "minute basis." (3) The "minute basis" of paying overtime was usually desired, it was stated, by both the railroads and the firemen becaxise it re- moved any incentive toward unfairness by either the subordinate officials of the railroads or the individual fireman. As to article 3 (6), overtime in passenger service, the firemen main- tained' that this request was equitable and should be granted be- cause — (1) The lower rates of wages in passenger service wese fixed with the understanding that 100 miles should be made in a comparatively short time. RAILROAD LABOR ARBITRATIONS. 269 (2) Hour for hour in passenger service the physical strain on the larger locomotives was even greater than in average freight service, and the mental strain, because of rapidity with which signals were passed and observed, was greater than in freight service. (3) The special rate of 35 cents per hour for overtime in passenger service requested was less than pro rata on a 5-hour day and other raihoads had already recognized the justice of paying a higher rate per hour. (4) The overtime rule requested in suburban service was not only equitable but already in effect on several railroads. Suburbant service was made up of a series of short trips and, therefore, time for which firemen were paid shotild be computed from time they were required' to report for duty, and overtime should begin at the expira- tion of 10 hours after they were required to report for duty. The firemen contended further that no class of men working under wage agreements received as little consideration in rates and rules relative to overtime as railroad employees in engine and traui service; that not only was the hod carrier and building laborer paid much higher rates per hour than the locomotive fireman, but they were paid time and one-hah and double time for all hours worked after an 8-hour day. It was also asserted that the complaints of the rail- roads against so-caUed "constructive mileage" should not be taken seriously, for the reason that within recent years firemen in aU classes of service except passenger service usually worked on the "hourly basis," instead of the "mileage basis," owing to the excessive amount of time on the rc5ad. Terminal Delay. As to article- 4, terminal delay, the firemen's case in this matter may be summed up as follows: (1) It was intended that the rule should be pimitive in its apph- cation ; that when subordinate officials of railroads were held respon- sible for the payment of "double" rate for terminal delays such delays would not occur; as excessive rates of overtime had limited the day's work in other industries, this rule would limit the time a fireman was required to report for duty and limit the time he was held on duty after he had completed his trip. (2) Firemen contended for opportunity for rest, as much as for additional compensation for the work they performed when their trip was finished; they hoped by the adoption of this rule to secure opportunity to" recuperate" between trips and not be required' to report for duty until needed. (3) If firemen were to be denied the rehef sought by this rule because of exigencies of service they claimed that the raihoads were better able to bear the burden of expense than the firemen were able to bear the burden of detention, 270 eailkoad labok asbiteations. Held Away From Home Terminal. As to article 5, held away from home terminal, the firemen con- tended that this request was not only fair, but necessary, if burdens of modern raUway practice were to be shared by the railroads, because — (1) It was not unusual for employers to defray expenses of em- ployees when sent from their homes in the penormance of their duties. (2) The holding of firemen off duty at other than home terminals ad'ded to their expenses and decreased their earnings, thus working a double hardship upon the firemen whe might have families at their home terminal to support. (3) This request when adopted would permit the railroads to hold a fireman at a terminal away from his home terminal for 15 hours and 59 minutes without compensation, and then pay him only for the hours held after the expiration of 15 hours. Assistance Required and Extra Work to be Eliminated. As to article 6, assistance for passenger and freight firemen, the firemen declared that this request should be granted by the board, because — (1) , Since the introduction of larger tenders on practically aU loco- motives, so much coal was placed on the tender that not much more than half of it could be reached by the fireman from the deck of the locomotive, making it necessary for the fireman to handle a large part of the coal twice, thus greatly adding to his labors. (2) Firemen in making this request understood that each raHroad might comply with it in a manner preferred by that road; where coaling stations were at frequeiit intervals the tender might again be filled ; where the practice was to have special employees assist the fireman such practice might be continued ; where mechanical devices had been or might be established for the purpose of keeping coal within reach of firemen, this method was acceptable. As to article 7, work not required of firemen, the firemen con- tended that the adoption of this rule would' be fair and should be placed in effect, because — (1) It was a gross injustice to require a fireman to perform any labor for which no compensation was paid. (2) Firemen on western rafiroads were relieved of the cleaning and painting of any part of a locomotive by an agreement reached between a conference committee of managers of western railroads and a fire- men's committee in 1907. (3) Where rules requiring firemen to do cleaning remained, they were sometimes used in a discriminating manner, resulting in the suspension or dismissal of one fireman, disliked by a subordinate official, while other firemen w«re not required to observe the rule; on some occasions the noncompliance with the cleaning rule by the fireman was used as an excuse by subordinate officials for non- compliance with other portions of the rules. - (4) Just as merchants no longer "required their clerks to remain after closing hours to scrub fioors, or to come before opening to sweep floors, railroads should relieve firemen from cleaning locomotives. EAILEOAD LABOR ABBITEATIONS. 271 (5) No other class of railway employees were required to do such work, in addition to other and distinct duties, and no other class of eitiployees had more other and distinct duties to perform than the locomotive fireman. (6) If firemen were specially compensated for this work they would still prefer it be done by a boy usually employed at a lesser expense by the railroads. (7) Removing tools, filling lubricators, filling headhghts, markers, and other lamps should not be done by firemen, as such work might and should be done while the locomotive was in charge of the round- house force Delay Between Terminals. As to article 8, tied up between terminals, the firemen asserted that this rule shoidd be put into the schedules for the following reasons : (1) In a vast majority of tie-ups under the Federal 16-hour law, the direct cause was the overloadmg of locomotives resulting in the inability of trains to get over the division within the 16-hour period; the overloading of locomotives by heavy tonnage trains being exceed- ingly profitable to the railroads, they could afford to. be liberal. (2) Usually at tie-up points firemen were in an exhausted condi- tion, after from 14 to 16 hours strenuous labor, and found only poor accommodations for rest and food; 10 hours of broken rest, perhaps on the locomotive or in the train caboose, after 16 hours of excessive labor, leaves them, it was stated, in no physical condition to resume the trip 26 hours after leaving the home terminal; upon reaching the end of the trip after tie-up, firemen were in no condition to again begin a trip without extra rest, but they often found that other mem- bers of their crews had been able to begin another trip, and as a con- sequence, made more mileage than firemen. (3) Under such conditions a fireman should receive not less than a full day's pay for the work performed after resumption of trip from tie-up point, making it possible for him to take sufficient rest without loss of earning power. Conditions of Arbitration Agreement. As to' article 9, limitations and avoidance of this agreement, the firemen contended that this was a fair rule and should be granted: (1) No better evidence of the conservatism of the firemen's present requests could be presented, it was claimed, than this rule, showing that some railroads participating in this arbitration were already pajring rates that were higher and had in effect conditions of em- ployment that were better. (2) If disputes should arise as to the intents of the award reached by the arbitration board, such disputed matters should not be arbitrarily decided by the railroads or by the fhemen, but an effort should be made to adjust equitably such differences of opinion: failing to reach an agreement as to the intent of any provision of the arbitration award both the railroads and the firemen should request a decision from the arbitration board, which decision should be accepted by both the railroads and the firemen as final and binding. 272 EAILEOAD LABOE AEBITEATI05rS. As to article 10 — date of agreement — the firemen contended that this request should be placed in effect, because — (1) Negotiations were adjourned on July 2, 1912, at request of railroads; negotiations were agaia adjourned on August 28, 1912, at request of railroads. (2) The conservatism of firemen had resulted in an entire year passing since requests were first presented to railroads. (3) If the award should not be made retroactive a premium would be placed upon vexatious delays, resulting ta great expense to firemen; and if railroads should be allowed to profit by such delays there wodld be no end to wage negotiations. Increased Pkoduotive Efficiency of Employees and Revenue Gains of the Railroads. As to the ability of the railroads engaged in the proceedings to pay increased compensation to their locomotive firemen and hostlers the testimony and argument of the employees was briefly as follows: Judged by their progress in operating performance during the past decade, the onus of wjiich had fallen upon locomotive firemen in the form of an increased consumption of coal for each locomotive- mile traveled, aU the railroads engaged in the proceedings were able to pay advances in compensation to their firemen. Each trans- portation company showed operating revenue in 1912, as compared with 1902, sufficient to meet aU advances in costs of operations and increases in interest charges on new capital actually invested in roadbed and equipment. Succinctly stated, the exhaustive study of the increase in the productive efficiency of locomotive firemen during the period 1902-1912, based upon the annual reports to the Interstate Commerce Commission of 44 respresentative railroads engaged in the arbitration proceedings, estabhshed the following conclusions: (1) The total value of freight traffic transported by the 44 repre- sentative raUroads studied was 40,221,623,889 ton miles greater in 1912 than in 1902, representing an increase of 62.90 per cent. (2) In 1912, as compared with 1902, passenger traffic increased to the extent of 4,097,928,324 passenger-mdes, or 49.16 per cent. (3) The traffic power of all single expansion locomotives in serviQe on these 44 railroads increased during the past 11 years 337,501,616 pounds, or 120.69 per cent. (4) The average revenue freight train load was 135.43 tons or 35.13 per cent greater in 1912 than in 1902. (5) In face of this extraordinary expansion of traffic, however, the number of freight train miles, because of larger locomotives and cars and heavier trainloads, increased during the period of 1902-1912, only 19.36 per cent, and the increase in the number of passenger train miles during the 11 years 1902-1912 was only 26.37 per cent. The increase in the total number of train miles was only 13.29 per cent. (6) As a combined result, therefore, t)f the large increase in tractive power of locomotives, and in froight train and passenger train loads, the large expansion in passenger and freight traffic during the period 1902-1912 was transported with a comparatively small increase in the number of firemen. Only 26.32 per cent more freight .train tire- EAILEOAD LABOR AEBITBATIOWS. 273 men and only 27.80 per cent more passenger train firemen were em- ployed by these 44 ra,ilroads in 1912 as compared with 1902. (7) Tlie number of transportation units handled per fireman, there- fore, was much greater in 1912 than in 1902. The ton-miles per freight-train fireman were 1,773,985, or 28.50 per cent greater in 1912 than in 1902, and passenger-miles per passenger-train fireman were 159,085, or 16.88 per qent more in 1912 than in 1902. The firemen's fundamental claim was that, as the result of these improvements, which had made possible the transportation of a larger quantity of freight and passengers per train, the fireman had been corapeUed to undergo g, constant increase in the amount of work re- quired of him, which was well exemplified by the larger quantity of coal which he had' to handle. In other words, the improvements in transportation which had made it possible to handle the increasing volume of freight with fewer train miles had added greatly to the arduousness of work or physical exertion required of locomotive fire- men. Their hours of work had also been lengthened and their earn- ing ability, even at higher rates of remuneration, had been curtailed. The entire cost of the operation of the 44 representative railroads studied was 4.3 cents more per revenue train mUe in 1912 than in 1902, but the increase in revenue from operation during this same period was 56 cents per revenue train mile, leaving a net gain in rev- enue over and above increases in expenses of operation of 13 cents per revenue train mile. A grant of a 25 per cent advance in com- pensation to locomotive firemen wotdd cost the railroads only .10.014 )er revenue train mile, which deducted from the net gain in revenue or the fiscal year 1912 wotdd stUl leave $0,048 per revenue train mile available for the benefit of stockholders. By reference to Exhibits 50 and 51, presented by the Brotherhood of Locomotive Firemen and Enginemen, it was pointed out that an increase of 20 per cent to firemen, equivalent in dollars and cents to $4,936,108, would have absorbed only four hundred and fifty-eight thousandths of 1 per cent of the operating revenues of 1912 of the railroads engaged m this arbitration. The extent to which the trans- portation companies added to their gross and net earnings during the last half of the calendar year 1912, as compared with the last ■ six months of the calendar year 1911, showed a greatly advanced in- crease as against the revenues set forth in the tables, compiled by the employees which extended only to July 1, 1912. All the' railroads engaged in the present proceedings, when the actual amount of capital invested in roadbed, structures, and equip- ment was considered, without reference to watered capitalization or financial investments, had sufficient operating revenues, it was as- serted, to cover all operating expenses, including a liberal advance in wages to firemen and all legitimate capital charges. THE TESTIMONY AND ARGUMENT OF THE RAILROADS. The position taken by the railroads was put forward under six general heads, as follows : 1. The railroads contended that a comparison of the amount ot work performed by firemen in 1902 and in 1912, and the amount of wages paid a fireman in 1902 and 1912 showed that a fireman's pay had increased dufmg that period more than the amount of his work. 51393°— S. Doc. 493, 64r-l 18 .1 274 EAILKOAD LABOE AEBITRATIONS. They further claimed that nothing had taken place since the adjust- ment of 1910 to necessitate any further increase or the establishment of a minimum day's pay in the eastern territory. 2. The railroads declared further that the fact that the wages .of firemen in the eastern district were lower than those in the western district was not conclusive on the question of their sufficiency, since wages in the eastern district had always been on a lower basis than in the western district and in the case of the fitremen were nearer the basis of wages in the West than in the case of industrial employees. 3. It was argued that the weights on drivers was not a governing factor in itself of the work required of firenjen, and therefore the question of a second man should not be decided on this basis alone. 4. 'If uniform wages and working conditions were desirable they should be made uniform as a whole, and not made uniform by only bringing up the low spots and bettering the less favorable working conditions. 5. The rates and working conditions applying to firemen in the steam service were not applicable to firemen or helpers on electric locomotives. 6. A company in poor financial condition should be permitted to pay wages that would obtain men of whatever grade they might require. Increased Earnings, Taking up the first of these general subjects — that of increase in work and pay of firemen — the railroads presented several exhibits showing comparisons for 1902 and 1912. For example, they showed that the annual earnings by firemen's Exhibit 12 and railroads' Exhibit 1 for 1902 were $648, and for 1912, 1925.69, an increase of $277.69, or 42.9 per cent. In this cojmection, reference was made by the railroads to the ques- tion of the relative amount of overtime which firemen worked as com- pared with 1902, and attention was called to the frequent reference to this question in argument of counsel for the firemen; that it had been stated repeatedly, when increased daily compensation and in- creased annual compensation were brought out either from the em- ployees' witnesses or fromthe railroads' witnesses, that overtime was probably due to an increase in the number of hours on the road. There is, however, no evidence introduced in behalf of the firemen on this question, and their position was sustained only by statements of counsel. From the testimony and exhibits of the railroads it was, however, clear that there has been no increase in the amount of time on the road since 1902, but rather a substantial decrease. Not the least attempt was made to challenge the fact plainly established by railroads' exhibits that the average time on duty per trip had de- creased. Minimum Day's Wage. Considering the question of a minimum day's pay,, the railroads rested their case on this question largely on the decision in the east- ern engineers^ arbitration and quoted at length from that part of that award in their argument. In the engineers case, it was pointed out, the board simply estabhshed certain minimum rates, but failed to define how such minima should be applied, leaving the question open EAILBOAD LABOB ABBITEATIONS. 275 to serious misunderstandings. The railroads contended that the prin- ciple of a niinimum day's wage refers to the calendar, or rather to a 24-hour -period day, and that the principle of a minimum wage a day never contemplated the payment of two minima per day without giving service approximating the wages paid. The railroads insisted that payments for service in excess of the minimum day's wage or in excess of the mileage and also in excess of specified trips should, in fairness to them, be paid for on the basis of miles or hours ^-whichever was the greater, and asserted further that this method would produce liberal compensation for the service so rendered. Uniform Rates and Rules. The railroads deemed that the eastern district should have the same rates of pay as those in effect in the western district. They attempted to show by statistics that in reality there was but a very slight differ- ential between th6 earnings per 100 miles run of the nremen in the two districts. Uniform rates and working rules, the railroads claimed, could only be established where uniform conditions existed, and further, that operating conditions were not uniform, nor could they be made so, even if it was desired, and, therefore, any attempt at uniformity must of necessity be made on some arbitrary basis, which to the railroads did not seem proper. Financial Ability to Pat. The position of the railroads to the effect that the financial con- dition of a railroad should have some bearing on the rate of wages paid was fully set forth in Exhibit 1, Sub-Exhibit 11, which showed that some roads were financially unable to stand any additional expense, a^d others actually showed a deficit. In addition to this the railroads claimed that any abnormal increasein rates granted fire- men was certain to bring about other collateral increases, thus adding to the burden wfiich the weaker railroads were now carrying. Aegttment as to Specified Requests. As to the detailed requests of the firemen, the opposing argument of the railroads has been summarized and set forth in the following pages. Article 1. A day's work: The railroads stated that because of the fact that this was the general practice on the railroads m the eastern district, they believed that the general terms of this article should be granted, llie awards however, when made should specifically set forth what should be done with the numerous specified runs now pay- ing higher than the basic rates, of which the time limits were, generally speaking, also higher, but in a few instances lower than justified by the mileage on a 10-mile per hour basis. To reduce these time limits without at; the same time reducing the specified trip rate to the basis of mileage, with a minimum of 100 miles, would be equivalent to granting a substantial increase in pay on specified runs already paying a muchnigher rate than the mileage times the basic rate. 276 EAILBOAD LABOE ARBITRATIONS. Article 2. Rates of wages — passenger: The railroads stated that the firemen's original demands as applied to passenger service called for an increased outlay of $336,475 per annum, or 5.7 per c&nt, while their second amended d.emands called for an increased outlay of $1,842,- 413.22 per annum, or 32.3 per cent. By reference to the minutes of meetings of the conference committee of managers with the firemen it would be seen that the firemen's committee apparently did not under- stand that their amended request was nearly six times the increase called for in their original request, so far as passenger service was concerned, thus indicating that their requests were perhaps not as carefully considered, even by themselves, as the gravity and impor- tance 01 the case demanded. The opportunities in the passenger service, it was claimed, to make large mileage within a very short time were such as to justify a very much lower rate than in the freight service. In the freight service the speed basis was fixed at 10 miles equals one hour, while in through passenger service the speed basis was fixed at 20 miles as the equivalent of an hour. If, therefore, the question of the proper relation in the basic rate for the two services was to be determmed by the opportunities or ability to make mileage, it would appear that the passenger rates petitioned for were entirely too high. Firemen must be considered, the railroads declared, from the stand- point of serving an apprenticeship, during which time they were receiving journeymen's pay, which was not the case in other appren- ticeship service. In addition, firemen in all classes of service were assured of their promotion to engineers within a reasonable number of years in service, because of the fact that generally speaking, there was but one fireman to one engineer and a railroad's engineers are almost always obtained exclusively from among its firemen. The average service of firemen in the eastern district was slightly more than six years, until their promotion to engineers. This was fuUy shown, it was claimed by railroads' Exhibit 1, Sub-Exhibit 2. Another very important development affecting the question was, the railroads argued, the fact that most roads using the Jarger engines in passenger service were, as rapidly as possible, equipping such engines with superheaters and brick arches, and some railroads were installing mechanical stokers, thereby reducing the coal consumption and at the same time making the work" of the fireman much lighter. It was uniformly admitted by the firemen who testified in behalf of the employees as well as those who testified in behalf of the railroads that engines equipped with superheaters would do the same or greater amount of work as saturated steam engines with a substantially less amount of fuel. Based on the rate of $4.25 recently granted passenger engineers it would be observed, the railroads stated, that the firemen were asking a much higher ratio of the engineers' rate, except on the smaller engines below 80,000 pounds on drivers. In connection with article 2, rates of wages, through freight, the railroads stated that the fixing of rates for railroad train and engine employees was the most intricate of any class of service with which the railroads had to contend. In almost any other occupation it was possible to arrive at an approximately equitable basis by the fixing of compensation more or less upon an hourly basis. To do so, how- ever, in the train and engine service would not be satisfactory to EAILEOAD LABOK AEBITEATIONS. 277 either the men or the' .railroads, for the reason that it would take away the incentive or opportunity to earn a full day's' wage in less. than the established time in hours', which increased the earning power of employees per month above the calendar days in the month, while a method of wage payment based on hours would retard the movement of traffic and deprive the railroads of the most economic, use of their power and equipment. The railroads were willing, there- fore, that the rates, as a general proposition, should be based on two general principles — "miles" and "time" — and the relation of these two factors should be considered in connection with the character of the service in fixing rates of pay. ^ The rates of the firemen showed, it was claimed, that for a number - of years, both in the eastern district as well as for the United States as a whole, the relation they bore to the engineers' rates had been gradually" advancing from 56.63 per cent in 1900 to 61.15 per cent m 1911. Exhibit 1, Sub-Exhibit 34 (railroads), showed the average tractive power for the year 1912 as compared with 1900, while Exhibit 1, Sub-Exhibit 22, showed the average trainload for the same period, and from these statements it was seen that the average trac- tive power in the period, named underwent an increase of 52.2 per cent, while the average trainload showed a gain of only 36.5' per cent. It was therefore clear, that the railroads had not received the full benefit of the increased tractive power of locomotives in heavier _ trainloads. Exhibit 1, Sub-Exhibit 33, sheet 2, set forth the fuel consumption in freight service per 100 locomotive miles, from which it would be observed, the railroads claimed, that during the period 1902 to 1912 the coal consumed per 100 locomotive miles had in- creased 46.8 per cent, while the wages paid to the firemen per loco- motive mile in that period had increased 59 per cent. This proved, it was asserted, that on the basis of coal consumption the firemen had been more than compensated for any increase in coal handled. With reference to that part of the proposal calHng for two firemen the railroads stated that the question of two firemen, considered from the standpoint of equity as between the firemen and the railroads, IS or should be in reality a demand for any one of several forms of relief. The railroads believed that the question of two firemen was one that was absolutely of a local character, and should be solved in each instance by a consideration of all conditions surrounding a run or set of rvms. It was contended -on the part of the railroads that the arbitrary demand for a second fireman on all locomotives in through freight service weighing 200,000 pounds or more on drivers was unreasonable and not justified by local conditions at all points, nor was it justified by local conditions at all times on the same division. This was the opinion, it was pointed out, expressed by several witnesses for the raihoads. Approximately 20 per cent of the through freight busi- ness in t)ie eastern district was what was known as fast or preference freight, on which the trainload represents considerably less than full' rating, and in some instances only half the full tonnage rating. It was therefore quite clear, from th« railroads' standpoint, that while it might be proper to furnish assistance to slow freight men hauling full tonnage over certain divisions, or portions of a division, it would be entirely improper to require this same assistance on the light tonnage trains, known as fast or preference freight. Again, the grades of the 278 EAILEOAD LABOE ARBITEATIONS. division might be such, it was stated, as to- require assistance only over a portion of the division, instead of over the whole, and as a consequence the arbitrary demand' of the firemen for two men could not be justified under such conditions. The answer of the railroads to article 2, rates of wages in switching service, as requested by the firemen, was that in many respects switch- ing service, particularly in the larger yards, was a preferred service, inasmuch as the day consisted of regular hours of duty, the men on the service not being subject to calls at irregular hours except per- haps in cases of emergency. Furthermore, from the very character of the service this work was light, as far as firing the locomotive was concerned, which fact might be corroborated by reference to Exhibit 1, Sub-Exhibits 34 and 36, which showed that for the year 1912 the average consumption per mile in freight service was 204.3 pounds, as against 108.8 in shiftirig service, indicating that the fuel handled by firemen in shifting service is approximately one-half of that handled by firemen in freight road service. A careful comparison of the rates paid in the eastern district indi- cated, the railroads asserted, that the nninimum rates asked for by the firemen were the maximum rates for the class of engine paid in the district, and it was the contention of the railroads that local condi- tions did not warrant such a high minimum at all points; neither could they see the justice of a different rate for the larger engines in switching service. As to hostlers, the railroads pointed out that their Exhibit 2, Sub- Exhibit 033, showed that only 8 of the 50 roads involved in the arbi- tration proceedings had rules or regulations containing provisions for rates for hostlers. Because of this fact it would appear that there was no proper basis for these demands in this proceeding. The num- ber of hostlers applying to the first two definitions as given by the firemen was small, very few of the roads permitted any one but pro- moted men to handle engines over main tracks, even between engine houses and yards or stations. With reference to the third definition — "Hostlers other than road hostlers," — it was the contention of the railroads that the nature and character of their work more nearly cori"esponded to that of roundhouse or engine house employees, and therefore could not consistently be classed with firemen. As to the demand for the same rates of pay in electric service as in steam service, the statement advanced was that it was not the con- tention of the railroads that the actual earning capacity of the helper on the electric locomotive should be reduced below that of a fireman on a steam locomotive, but they did claim that for a day's work they shoidd be permitted to get an additional output in the way of in- creased mileage, because in this service the railroads really paid the man for time rather than labor. The fireman or helper on an electric locomotive was practically relieved of all physical labor and pro- tected against extremes in weather conditions; he was merely an attendant placed in the locomotive to guard against accidents in case the engineer from any cause should become disabled. His primary duty was to observe signals and perform such other minor auties as was required of him by the engineer. The position required no special skill or training, as was clear from the testimony of the road foremen of electric engines on the New York Central and Pennsyl- vania railroads. KAILEOAD LABOR AEBITKATIONS. 279 The railroads contended that the rates and working conditions in effect were more than fair and equitable for the service in question and presented arguments and a number of reasons for this conclusion. Article 2. liates of wages, pusher and helper service: The objec- tions of the railroads to the granting of this proposal were : (1) The fact that the demands fixed the day for engines weighing 250,000 pounds or over on drivers at 60 miles or .6 hours, which in itself represents a decrease of 40 'per cent in miles or hours, as com- pared with the usual 100-mile or 10-hour a day proposition. (2) Because the demand for a 6-hour day was further added to by their request for a relief fireman on grades or divisions of more than 10 miles in length, practically meant two firemen on this class -of engines, for it so happened that in a great majority of cases pusher and helper service on the roads in the eastern district covered a distance of more than 10 miles in length, so that in^ reality these demands meant :^ (a) Double the outlay in the number of men em- ployed, and (6) 40 per cent less output in mileage per fireman engaged m. this service. It was a well known fact, it was asserted, that the firemen engaged in pusher and helper service were engaged in actual firing for only very short periods. Testimony was offered showing -tihat the work of a fireman in pusher service was less arduous than in through freight service, and so far as the employment of a relief fireman was con- cerned the argument made and testimony offered covering through freight service applied, it was claimed, to this article with equal force. The 6-hour day requested would be positively impracticable, because of the extremely snort day demanded which permitted of no excep- tions under any circumstances. In many instances so much of the six hours would have elapsed before the actual push began that it would be necessary to relieve the first man called and bring a new man into the service, because the first man could not complete the push within the 6-hour limit. Article 2. Rates of wages, local freight: The answer of the railroads to this request was that the differential as between rates paid in through freight service and local freight service originally applied only to the train crew and was primarily intended as compensation for the additional labors required of the train crew in loading and unloading freight at the several stations between terminals. Notwithstanding the award in the engineers' case, which granted .the engineers in local freight service 25 cents additional per 100 miles over that in through freight service, the railroads contended that the conditions surround- ing firemen engaged in local freight service as against those engaged in through freight service did not justify any differential in the rates. In the case of the engineers there was some ground for a differential by reason of the numerous stops and the necessary physical labor on the part of the engineers due to the frequent stops. This argument could not apply to firemen, however, because the trains were almost always light. The stipulation that runs which set out and picked up cars and did switching at four or more points between their initial and final termi- nals would, it was claimed, add very greatly to the number of trains and crews that would hereafter be considered as coming withia local freight rates and conditions. In the case of the Philadelphia & Reading Railway it was shown by testimony that under the rule 280 EAILEOAD LABOR AEBITEATIONS. requested practically every freight train on the road would be a local freight train. The demands of the firemen were declared to be excessively high both as to rates and to the definition placed on what trains shall be considered in the local freight class. They could not be justified by conditions surrounding the service, and, therefore, should be denied. Article 2. Rates of wages, nonspecified service: The railroads stated that they had no objection* to having through freight rates applied to service not otherwise specified. They did seriously object, however, to the rates and condition's demanded in the article covering through freight service. In the matter of mechanical stokers, the railroads asserted that from the testimony given by their witnesses it was clear that engines equipped with mechanical stokers, even when the stoker did not give perfect service, required very much less physical labor on the part of the fireman, regardless of the size of the locomotive, and this reduc- tion of work would be further lessened with the development of the stoker. There could be, therefore, no possible reasons, it was claimed, for paying the firemen on locomotives equipped with mechanical stokers on the basis of weight on drivers, or, for that matter, on any other basis that would provide for a differential in the rates as be- tween large and small engines. In fact, from the testimony it would seem only just and proper that a lower rate should be paid when mec^hanical stokers were used. Article 2. Weights of locomotives: The answer of the railroads to this proposal was that they had no objection to furnishing in any proper manner information affecting rates of pay for firemen. Article 3. Overtime: The answer of the railroads to this proposal, briefly stated, was as follows: To the first paragraph of this article, by reason of th« general practice in effect in the territory, they did not make any serious objection, provided it was clearly understood that overtime in aU classes of service, except passenger, should be based on 1 mile for each six minutes, or, as more commonly stated, 10 miles per hour or 100 miles per day. The railroads stated that their under- standing of this article was that on runs of 100 miles or less overtime would begin after the expiration of 10 hours, and that the time after which overtime began would be automatically increased according to the mileage of the run, or, in other words, on a run of 110 miles overtime would begin after 11 hours and on runs of 120 miles over- tim would begin, after 12 hours. The railroads directed specisil attention to the fact that the fire- men's demands called for overtime in aU passenger service except suburban service, to be paid for on the basis of 20 miles per hour, which demands would place aU of the short "turn-around" runs, not considered in the suburban service, on a 20-mile per hour basis. In many instances it would put men in this service, it was claimed, on overtime before the run was half completed, by reason of long lay-over periods between trips. Overtime payments were, perliaps, as much the result of the men as of the railroads, it was declared, and it would be a very dangerous precedent to establish a higher rate for dead or nonremunerative time than the rates prevailing for working or running time, because the premium thus granted would be an incentive to make overtime rather than to avoid it, and in this way not only the railroads but also the EAILEOAD LABOR AEBITBATIONS. 281 public would sufTer by reason thereof. While the railroads and the different organizations generally recognize pro rata ratbs for overtime, the position of the railroads w,as that from the standpoint of equity and justice a somewhat lower rate for overtime should apply, which in itself would remove any incentive to make overtime on the part of the employees. In suburban service employees, fixed the minimum day at 10 hours, but inasmuch as engineers, conductors, and trainmen on practically all railroads in the, eastern territory had an 8 and 12 hour rule, it was believed that less comphcations would result and a more equitable arrangement wiU be arrived at by adopting this rule for the firemen. It should be understood, howevei-, that the time limits of 8 and 12 hours apply to the minimum rate and 100 miles, ar.d any excess rate paid over the basic rate should operate to increase these time limits accordingly. Likewise mileage in excess of 100 miles should give pro rata increases in the time Umits. As to overtime m pusher and helper service, the posit' oi taken by the railroads was that the work of the firemen on these large locomo- tives should not be adjusted by the rate or by the reduction in the number of hours or mileage constituting a day, but, on the contrary, such assistance should be given as might be determined upon after making a thorough investigation of the conditions surrounding the service. For these reasons the railroads objected to not only the rate per hour asked for as apphed to overtime, but also the 6-hour basis, or 60 miles, after which overtime should be computed. Article 4. Terminal delay: Briefly stated the answer to this pro- posal by the railroads was as follows: The appUcation of this article to the operating conditions of the railroads would be very comphcated and, in addition to the actual increase paid to the firemen, in reahty would represent double pay for the same service. The generally , recognized method of payment of trainmen, including firemen, not only in the eastern district but also in others, was largely made a mileage basis. It was clear, therefore, that the general principle underlying the payment of such service was based on two essentials, namely, "time" and "mileage," and if the men exceeded either one or the other of these essentials, additional payments were made for such service. As regards initial terminal delay the railroads stated that the reasons assigned for declining to allow initial terminal delay by the board in the engineers' case was sound, and in the judgment of the railroads, applied with equal force to final terminal delay, and the board was requested to give weight to the decision in that case on this question. The railroads were a unit on the proposition that an employee's time should begin Bs soon as he was required to report for duty and shotild continue until he was reUeved from duty, without the intro- duction of any side issues. The demands of the firemen, it was claimed, contained in this article should be refused. Article 5. Held away from home terminal: The railroads asserted in their reply to this proposal that the Federal 16-hour law required road crews to be given 8 or 10 hours rest (the latter in case of 16 consecutive hours previous duty), during which period the men were not subject to call. Taking the rest period into consideration, which the railroads were bound to observe, the demands of the fire- men left only 7 hours under the one case and 5 hours under the other 282 EAILEOAD LABOR AEBITEATIONS. in which the railroads must be prepared to return crews to what is ki.own as their home terminal, under penalty of full pay if not so returned. The pubUc guaranteed no traffic, much less were the railroads assured of traffic at regular intervals. _ Fluctuations in business were beyond the railroads' control. This demand was there- fore unreasonable, and particularly so when consideration was given to the fact that practically all of the r"&,ilroads had at a very large expense provided the employees -mih resthouses and wash rooms, which privileges were being rapidly extended. Article 6. Assistance to passenger and freight firemen: The rail- roads' objections to this proposal were threefold : (1 ) This demand would in many instances, when appMed to through passenger runs without stops, require a second man to accompany the engine over the entire run. (2) The handling of coal had always been considered part of the fireman's work, and no . serious testimony was introduced by the firemen to show any reason why they should be reheved of it. (3) On many railroads included in the eastern district arrange- ments were in force on the harder service runs for keeping coal within reach of the firemen from the decks of engines, and since cases of this kind were so largely local in character it was thought that the question should be left with the individual roads and their men for settlement. Article 7. Work not required of firemen: This article practically relieved the fireman, the railroads claimed, from cleaning of locomo- tives at all and was so sweeping in its character that they doubted the propriety of favorable consideration, from a sanitary standpoint alone. Reference was ' made to exhibits oflFered by the railroads showing that most of the roads parties to the arbitration agreement required very little cleaning work now to be done by firemen other than the inside of the cab and the windows. On a number of the branch lines and on yard engines and work train engines, where the service was comparatively li^t, the firemen were stifl required to do a certain amount of cleaning and wiping of the locomotives, but such cleaning was no hardship and should not be disturbed by any general rule which entirely eliminated the responsibihty of the fireman so far as cleaning his engine was concerned. On engines running in pool service and laying over at terminals where engine house employees were located, tne cleaning was now being largely taken care of by such forces. With reference to the firemen being relieved from placing tools and other supplies on locomotives, the railroad stated that this prepara- tory work was now being largely performed by the fireman while the engineer was inspecting nis engine and doing other necessary work. If the fireman should be relieved of this work it would naturally follow that their reporting time would not need be the same as that of the engineer. In other words their time on duty would be reduced and consequently their earnings, .in case of overtime, would be relatively lower. Article 8. Tied up between terminals: The reply of the railroads to this proposal may be summarily stated as follows: (1) The rules in effect, covering practically the entire eastern district, provided that if crews were tied up between terminals they should again be considered oh duty and under pay immediately upon RAILROAD LABOR ARBITRATIONS. 283 the expiration of the minimum period allowed for rest on the basis of miles or hours, whichever was the greater, from tie-up points to the next tie-up point or terminal, which certainly insured liberal compensation for services which bring no return to the railroads. (2) In compensating employees for hours on duty the rule need only provide for allowing time, from time reporting for duty until final relief, less rest period provided by law, and since regulations in effect on the railroads did fuUy compensate employees for all time given to the service, and in many instances special allowances were in effect, there would seem to be no good reason for changing present practices. Article 9. Limitations and avoidance of agreement: This article the railroads considered one of the most important subjects sub- mitted for arbitration, and should, they thought, be decided upon its merits, rather than upon precedents established in other awards . either through mediation or arbitration. The firemen contended that any advantages in high rates or favor- able working conditions enjoyed by them should not be disturbed. Likewise the railroads insisted that advantages enjoyed by the several lines should not be removed. High spots in rates and favorable working conditions, as a rule, were the result of settlements made on the individual roads, through the "give-and-take method," and since the standardization of rates and the establishment of a minimmn day's pay was the result of petition on the part of employees there could be no justice in retaining "high spots unless this board also allowed the "low spots" to remain. The firemen were deahng for the firemen as a whole, it was stated, and should the board rule that present "high spots" should not be disturbed the railroads requested, upon a basis of equity to the railroads, that at the same time -lower rates should not be advanced. Article 10. Date of agreement: The answer of the railroads to this proposal was that they desired that the question of the effective date of the award, like all other questions in regard to this arbitration, be determined in strict compliance with the ^Irdman Act. The law in accordance with the terms of which both parties had unreservedly agreed to settle their difficulties fixed with absolute certainty the date upon which the award of the board should become operative. Section 4 of this act provided that the award having been so filed — shall go into practical operation and judgment shall be entered thereon accordingly at the expiration of 10 days from such filing, unless within such 10 days either party shall file exceptions thereto for matter of law apparent on the record, in which said award shall go into practical operation and judgment be entered accordingly when such exceptions shall have been finally disposed of either by said circuit court or on appeal therefrom. A careful consideration of this and subsequent sections of this act, the railroads believed, would settle this question, and since this was the effect of the law, the request of the firemen that the award should be retroactive, the railroads claimed, must be considered to have been impliedly stricken out. In summarizing the evidence, the railroads first called attention to the fact that there was no consistent theory underlying the demands of the filremen. In the majority of instances the railroads claimed that the firemen appeared to take the position that they should be given certain rates because those rates were paid in the West. In switching service, the railroads declared that the firemen, on the 284 EAILEOAD LABOR AKBITKATIONS. other hand, were not content to ask for western rates, but sought to secure uniform rates as high as the highest in effect in the East. In electric service, the railroads claimed that the firemen abandoned both of these positions and frankly admitted that their demands were based on the theory that as an economic proposition the intro- duction of an improved machine should not result m any decrease in the earnings of the operators. The railroads declared that the fire- men were not consistent in their position, for they went so far as to ask that they be paid, not the minimum rates in effect in the same class of steam service, but in some cases medium rates and in others maximum rates. In the requests bearing upon working conditions, the railroads declared that the firemen were generally asking for the most favorable that could be found on any particular road and not in effect in any ■ territory as a whole, and the combination of these exorbitant rates and maximum working conditions, with the existing higher rates and better working conditions now in existence on some individual roads in the eastern territory, would force the compensation paid firemen, and therefore the cost to the railroads, in the eastern territory to a plane much higher than in any other territory in the United States. The granting of the demands of the firemen would cost the railroads of the eastern district, it was asserted, the sum of $10,363,430 per annum, or an increase of 35.5 per cent in the w.ages paid this class of employees, and would be equivalent to placing a prior lien upon the railroads in this district ahead of all other obligations equal to the enormous sum of $259,085,753 calculated upon a 4 per cent basis. The, railroads contended that no such increase was justifiable, and pointed to the liberal treatment granted the firemen during the past decade, as fully set forth in their Exhibit 1, Sub-Exhibits 3, 4, and 5, showing the increases in rates of pay secured since the year 1900. Tlie railroads claimed, in conclusion, to have shown that specific rates, rules, and regulations were not susceptible of standardization in the East as a whole other than upon some arbitrary basis, and since 4his method could only be used at the expense of, or rather, in lieu of equity and justice, standardization should not be granted or further extended. COMPARISON OF REQUESTS OF EMPLOYEES AND THE AWARD OF THE BOARD. In the following pages a comparison is made of the requests of the employees which constituted the basis of the arbitration proceed- ings and the -award of the board of arbitration. Both the requests and the award have been digested and placed in parallel columns, so that they may be quickly compared. Requests op Kmploybes and Award op Board op Arbitration Compared. bequests. award. Article 1. Ten hours or lesa, 100 miles Article 1. Ten hours or less, 100 miles or lesa to constitute a day'^s work in all or less to constitute a day's work in all classes of service, except as otherwise classes of service, except as otherwise specified. Time for which firemen be specified. Time for which firemen will paid will begin at time required to report be paid will begin at time required to re- fer duty and end when engine is delivered ]Dort for duty and end when engine is de- at point designated by company. livered at point designated. EAILKOAD LABOR AEBITEATIONS. 285 Abt. 2. Rates of wages. — (a) Passenger and through freight: ^ . Passenger service: Less than 80,000 pounds on drivers, $2.55; 100,000 and les3 than 140,000, $2.80; 80,000 and less than 100,000, $2.65; 140,000 and less than 170,000, $3; 170,000 and less than 200,000, $3.20; 200,000 and less than 250,000, $3.40; 250,000 and less than 300,000, §3.60; 300,000 and less than 350,000, $3.80; 350,000 and less than 400,000, $4; 400,000 to 500,000 and over, $4. Through freight: Less than 80,000 pounds on drivers, $2.90; 80,000 and less than 100,000, $3; 100,000 and less than 140,000, $3.20; 140,000 and less than '170,000, $3.35; 170,000 and less than 200,000, $3.50; 200,000 and less than 250,000, $3.35; 250,000 and less than 300,000, $3.50; 300,000 to 500,000 and over, $3.50. All engines 200,000 pounds and over on drivers to have 2 firemen at rates above on these weights. (6) Switching service: Switch-engine firemen on engines weighing less than 140,000 pounds, on drivers, per day of 10 hours or less, $2.60; 140,000 pounds or over, on drivers, $2.80. (c) Road hostlers, per day, 10 hours or less, $3.75; road hostlers, firemen, per day, 10 hours or less, $2.50; hostlers (other than road hostlers), per day of 10 hours or less, $2.50. (rf) Electric locomotive firemen: All classes of pasgenger service per day of 10 hours or less, 100 miles or less, $3; through freight per day of 10' hours or less, 100 miles or less, $3.25; switching service per day, 10 hours or less, $2.80. All working conditions applicable to steam locomotive firemen in steam service will apply to electric locomotive firemen in electric (e) Pusher and helper service: In pusher and helper service on engines weighing less than 250,000 pounds on drivers, firemen will be paid through freight rates according to weight on driv- ers. On engines weighing 250,000 pounds or over on drivers, when used in this serv- ice, firemen will be paid $3 per day of 60 miles or less, 6 hours or less. On grades or divisions of more than 10 miles tci length reUef firemen will be furnished and no fireman be required to fire for more than 6 hours or 60 miles in any 24- hour period. Should lighter engine be substituted for engine of 250,000 pounds Art. 2. Rates of wages. — (a) Passenger and through freight: Passenger service: Less than 80,000 pounds on drivers, $2.45; 100,000 and less than 140,000, $2.60; 80,000 to 100,000, $2.50; 140,000 to 170,000, $2.70; 170,000 to 200,000, $2.85; 200,000 to 250,000, $3; 250,000 to 300,000, $3.20; '300,000 to 350,000, $3.40; over 350,000 pounds on drivers, $3.60; Mallet engines, regardless weight on drivers, $4. Through freight: Less than 80,000 pounds ondrivers, $2.75; 80,000 to 100,000, $2.85; 100,000 to 140,000, $3; 140,000 to 170,000, $3.10; 170,000 to 200,000, $3.20; 200,000 to 250,000, $3.30; 250,000 to 300,000, $3.55; all engines over 300,000, $4; Mallet engines, regardless weight on drivers, $4. Where 2 firemen are em- ployed on a locomotive as a result of the application of article 6 hereinafter, the rates of pay to each fireman shall be: 100,000 to 250,000, $2.75; over 250,000 pounds on drivers, $3. ' (6) Switching service: Switch-engine firemen on locomotives weighing less than 140,000 pounds, on drivers, per day of 10 hours or less, $2.50; 140,000 pounds or over, on drivers (excluding Mallets, $4), $2.60. (c) Hostlers, per day of 10 hours or less, $2.40. If hostlers are employed in han- dling engines between passenger stations and roundhouses or yards, or on main tracks, they will be paid, per day, 10 hours or less, $3.25. Ifmenare employed to as- sist hostlers in handling engines between places above named, they will be paid per day, 10 hours or less, $2.50. (d) Helper on electric locomotive: Term "helper" understood to mean sec- ond man employed on electric locomo- tives, shall receive per day, 10 hours or less, 100 miles or less, $2.50, passenger service; through freight, per day, 10 hours or less, 100 miles or less, $2.80; switchiijg service, per day, 10 hours or less, $2.50. 'AH working conditions applicable to steam locomotive firemen in steam serv- ice will apply to helpers in electric service. (e) Pusher and helper service: Firemen on locomotives in pusher and helper serv- ice, mine Tuns, work, wreck, belt line, and transfer service, and all other un- classified service will be paid through freight rates according to the class of engine. 286 EAILEOAD LABOB AEBITRATIONS. or more on drivers after one trip, or vice versa, the miles, hoursj rates of pay as applied to the heavier engine will prevail. (/) Local freight, way freight, pick-up and set-out service: Firemen on all freight runs that load or unload freight, and firemen on all freight runs that set out or pick up cars or do switching at four or more points between initial and final ter- minals will be considered as in local freight, way freight, pick-up or set-out service, and will be paid 25 cents per day in addition to through freight rates speci- fied herein according to weight on drivers of engine used, provided that on local freight, way freight, pick-up and set-out trains when locomotives weighing 200,000 pounds on drivers are used and when at no time during the trip the tonnage of the train exceeds 60 per cent of the regular rating of the same class of engine in through freight service, there will be but one fireman employed at the following rates per day: 200,000 pounds and less than 300,000 pounds on drivers, one fire- man, $3.90; 300,000 pounds and over, $4.25 per day. After having started on trip with one fireman on engines weighing 200,000 pounds or more on drivers, ton- nage of train will not be increased at any time during trip beyond 60 per cent of the regular rating of the same class of locomotive when used in through freight service. (g) Rates of wages to apply to all classes of service not specified: In all classes of service not specified^ firemen will be paid through freight rates according to weight on drivers, and two firemen will be used as in through freight service, except that in work train and wreck train service one -■fireman will be employed at following rates: Less than 200,000 pounds on driv- ers, through freight rates; 200,000 and less than 300,000 pounds oil drivers, $3.65; 300,000 pounds and over, $4, it being understood that in ballast, filling, and gravel train service through freight rates will be paid, and two firemen will be em- ployed as in through freight service. <^h) For purpose of recording weights on drivers of locomotives, each railroad, party to this agreement, will permanently post bulletins at all terminals showing accu- rately such weights for all locomotives in the service. Art. 3. Overtime. — (o) General rule: Overtime will be paid pro rata in all classes of service, except passeri^er, on the basis of 1 mile for each 6 minutes. Except as otherwise specified, the basis from which overtime in .all classes of service will be computed will be 10 hours or 100 miles. Miles and hours will not be counted together; where miles exceed hours miles will be allowed; where hours exceed miles hours will be allowed. (/) Firemen in local freight service will be paid 15 cents in addition to through freight rates, according to class of engitie. -(g) Award on this item covered in award on item (e). (h) For the purpose of officially claasifi- fying the locomotive, each railroad, party , to this arbitration, will keep bulletms at all terminals showing accuratelj^ the weight on drivers of all engines in its service. Art. 3. Overtime. — (o) Overtime in all classes of service, except passenger, will be paid for pro rata on the minute basis. Except as otherwise specified, 10 hours or 100 ttdles will be the basis for comput- ing overtime.. Miles and hours will not be counted together; when miles exceed hours' miles will be allowed, and when hours exceed miles hours will be allowed. BAILEOAD LABOR AEBITEATIONS. 287 (b) Overtime in passenger service (ex- cept suburban service) will be paid at the rate of 35 cents per hour on a basis of 20 miles per hour, 5 hours or less, 100 miles or less to constitute a day's work. Overtime in suburban service will be paid at the rate of 35 cents per hour on a basis of 10 miles an hour continuous serv- ice from time reporting for duty until relieved from duty, 10 hours or less, 100 miles or less, to constitute a day. All overtime in passenger service will be paid on minute basis. In all passenger service, hours ormiles will be paid,which- ever is the greater. (c) Overtime in pusher and helper service on engines weighing less than 250,000 pounds on drivers will be paid at pro rata rates for all over 10 hours or 100 miles. Overtime in pusher and helper service on engines weighing 250,000 pounds or more on drivers will be paid for at pro rata rate, 50 cents per hour or 5 cents per mile for all over 6 hours or. 60 miles. It is understood that fire- men in pusher and helper service on engines weighing 250,000 pounds or more on drivers will not be worked more than 6 hours or 60 miles except in cases of extreme necessity. Art, 4. Terminal delay. — When the actual departure of any train is delayed to exceed 1 hour after a fireman is re- quired to report for duty, or when a train has reached its final terminal limits and is then delayed from any cause so that the fireman is not relieved from duty within 30 minutes after having reached thB final terminal limits, the fireman will be paid an additional compensation for all such delays over 1 hour at the initial terminal and for all such delays over 30 minutes at the final terminal. In com- puting this additional compensation each 6 minutes of delay will be considered as 1 mile. Initial and final' delay will be paid for in addition to overtime if any overtime is made. . Art. 5. Held away from home terminal. — Firemen held at other than home ter- minal (including rest period) will be paid continuous time for all time so held after the expiration' of 15 hours from time re- lieved from previous duty at the rate per hour paid him for the last service per- formed; less than 1 hour not to be paid for. (6) Overtime in passenger service (ex- cept suburban service) will be paid at the rate of 30 cents per hour on the basis of 20 miles an hour, compute^ on the minute basis, 5 hours or less, 10(7 miles or less to constitute a day's work. (r) On short turn-around runs, no sin- gle one of which exceeds 80 miles, in- cluding suburban service, overtime shall be paid tor all time actually on duty or held for duty in excess of 8 hours (com- puted on each run from the time required to report for duty to end of that run) within -12 consecutive hours; and also for all time in excess of 12 consecutive hours, computed continuously from the time first required to report to tie final release at the end of last run. Time shall be counted as continuous service in all cases where the interval of release from duty at any point does not exceed 1 hour. Art. 4. Terminal delay. — No initial terminal delay is allowed beyond that involved in the rule that pay shall begin . in all cases at the time fireman is required to report for duty, but final terminal de- lay after the lapse of 1 hour will be paid tor at the end of the trip at the overtime rate, according to class of engine, on the minute basis. For freight service final terminal delay shall be computed from the time the engine reaches the desig- nated main-track switch connecting with the yard track. For passenger service final terminal delay shall be computed from the time the train reaches the termi- nal station. If road overtime has com- menced terminal overtime shall not apply, and road overtime shall be com- puted to the point of final release. Art. 5. Held away from home terminal.— Firemen in pool freight and in unas- signed service held at other than home terminal will be paid continuous time for all time so held after the expiration of 18 hours from time relieved from previous duty, at the rate per hour paid him for the last service performed. If held 14 hours after the expiration of the first 28- hour period he will be paid continuous time for the next succeeding 10 hours, or until the end of the 24-hour period, and similarly for each 24-hour period there- after. Should a fireman be called for duty after pay begins his time will be computed continuously. 288 BAILEOAD LABOR AEBITKATIONS. Aht. 6. Assistance for passenger and freightfiremen. — -On all engines in through- freight service, where but one fireman is employetL and on all engines in jjasSenger service, coal will be kept where it can be reached by the fireman from all decks of all engines. Aet. 7. Work not required of firemen. — Firemen will not be required to clean en- gines, tanks, flues, nor to clean fires at terminals, nor to scour brass, paint stacks, .smoke arches, or front ends, nor to place tools and supplies on engines, or to re- move same, nor to fill lubricators, head- lights, markers, or other lamps. How- ever, firemen will be held responsible for knowing that'the necessary supplies and proper tools for firing are placed on en- gines before leaving the terminal. Aet. 8. Tied up between terminals. — When, from any cause, firemen are "tied up " or relieved from service between ter- minals, they shall receive' not less than a full day 's pay for the class of service and engine for the period employed from leaving initial terminal to point of tie up or relieved from service, and shall receive not less than a full day's pa;/ from point of tie up, after again being called for serv- ice, to the final terminal, when they will be relieved from further duty, and be again called for service in their turn. If more than 100 miles or more than 10 houis are made on either portion of the trip, overtime shall be paid for each por- tion separately. Art. 9. Limitation and avoidance of this agreement. — Rates of wages that are higher and conditions of employment that are better than specified in this agreement will remain in effect, and mat- ters not covered or changed by this agree- ment will be maintained, but will be subject to change through negotiations by committees representing firemen on each individual line as in the past. Con- ditions and practices now in effect on any Aet. 6. Assistance for passenger and freightfiremen. — When a second fireman is deemed necessary on any engine where one fireman is employed, or assistance is deemed necessary, the matter will be taken up with the proper officials by the firemen's committee. Failing to reach a settlement, the matter shall be referred to an adjustment commission, to be com- posed of five persons, two of whom are to be chosen by the railroad company, two by the firemen's committee, and one to be selected by the four thu8 chosen, who shall be the chairman of the commission. Should the four fail to agree upon the fifth, then three days after the last of the four is selected the fifth man shall be named by the presiding judge of the United States Commerce Court. If for any reason the selection of the fifth man can not be made by the presiding judge of said court, he shall be named by the United States dis- trict judge of the district in which the con- troversy may have arisen. All expenses incurred in connection with the settle- ment of such matters shall be borne equally by the two parties to the contro- versy. Art. 7. Work not required of firemen.^ Firemen will be relieved of cleaning en- gines. Lubricators will be filled, .head- lights, markers, and other lamps cared for (including filling, but not lighting); and all supplies placed on engines at points where roundhouse or shop force are maintained. The fireman shall not be relieved of responsibility of knowing that engines for which thejr a e called are properly equipped for service. Art. 8. Tied up between terminals. — Firemen tied up between terminals on account of the hours-of-service law will be paid continuous time from initial point to tied-up point. When they re- sume duty on a continuous trip they will be paid from tied-up point to terminal on the following basis: For 50 miles or'less or 5 hours or less, 50 miles' pay; for more than 50 miles up to 100 miles, or over 5 hours and up to 10 hours, 100 miles' pay; over 100 miles or over 10 hours, at sched- ule rates. This provision does not per- mit the running of firemen through ter- minal or around other firemen at termi- nals, unless such practice is permitted under the pay schedule. Art. 9. Limitation and avoidance of this agreement. — -The earnings of firemen in any class of service shall not be dimin-> ished by the provisions of this award; and if the rates that were higher or the conditions that were better antecedent to this award are necessary to guarantee this requirement they shall be main-i tained. Neither shall the earnings of the firemen in any class of service be in- creased above what the higher rates of EAILEOAD LABOK ABBITEATIONS. 289 lnl'T/'.i?l':f^L*? *^^' agreement will pay and the conditiona that were better not be changed for the purpose of oft- antecedent hereto guaranteed him by a setting increases m wages and improved combination of the rates herein estab- working conditions secured through this lished with the conditions of service an- agreement. tecedent hereto, or vice versa. It ie not ^ intended that any of the terms or provi- sions of this award shall debar committees from taking up for adjustment with the management of the respective railroads any questions or matters not specifically covered herein. Aet. 10. Date of agreement.— Any in- Art. 10. Date of agreement.— Tbia award (jreases in wages or working conditions of shall take effect at the time and in the firemen secured through this" agreement manner provided by the act of Congress will be effective as of July 1, 1912. entitled "An act concerning carriers en- gaged in interstate commerce and, their employees," approved June 1, 1898. EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON IN- DIVIDUAL RAILROADS. No uniform basis for the payment of locomotive engineers has up to the present time been adopted in the territory east of the Ohio' and north of the Potomac rivers. Some railroads classify their rates of pay according to the size of cylinders ; others, according to weight on drivers; still others, according to the number of Wheels, and ac- cording to the trade name of the engines.' Not until the year l6l3 were the rates of pay to locomotive firemen in the eastern territory standardized according to weight on drive wheels, and the same basis of payment both to engineers and firemen in the West was not adopted untilthe year 1915. As a consequence, it was impossible, with the printed working schedules as a basis, to make any comparative study as to how rates of pay to engineers and firemen were affected by awards of arbitration boards. Methods of wage payment were fre- quently changed by the apphcation of the decision of arbitration boards. Under these conditions, it was decided to use as a basis of com- parison of rates of pay the classification of locomotives required by the Interstate Commerce Commission. Up to the fiscal year 1915 this classification was uniformly used by the railroads in reporting to the commission. In the following comparisons the figures relative to the number of locomotives and their average weight on drivers (tons), prior to the fiscal year 1915, are based on information secured from pages 103 to 107 of the annual reports of the carriers to the In- terstate Commerce Commission. In the form of annual report adopted for use in 1915 there were considerable changes made through- out, and locomotive classification was furnished in a different manner by the carriers. Because of this variation it was necessary to request the railroad companies to furnish data on locomotive equipment that would be comparable with prior years. After the information as to number and weight of locomotives in the various classifications was secured from the annual reports of the railroads to the Interstate Commerce Commission, printed forms were mailed to the companies to be fiUed out. Each sheet was divided into three similar sections, providing for single-expansion, four- cylinder compound, and two-cylinder compound or cross-compoimd 51393°— S. Doc. 493, 64-1 19 290 RAILROAD LABOE ARBITRATIONS. locomotives. The information requested from the carriers was as follows : (a) Class of service. in which each locomotive was engaged. (6) Number of locomotives of each class. (c) Rates of pay per day of 100 miles or 10 hours or less to (1) engineers, (2) firemen. Because of the change in the 1915 reports, mentioned above, a special sheet for this year was prepared and sent to the railroad com- panies requesting, in addition to the other inquiries listed, the aver- age weight on drivers (tons) of locomotives. The printed forms sent to the railroads were for the fiscal years prior and subsequent to any arbitration proceedings they were involved in, either with their engi- neers or firemen. In the following derivative tables, rates of pay to locomotive fire- men and hostlers are shown prior and subsequent to the award of the arbitration board in eastern territory of April 23, 1913. Rates paid to locomotive firemen before and after the arbitration of 191S, and amount and "* per cent of increase in rates awarded by the arbitration board according to class of engines. BESSEMER & LAKE ERIE R. R. aass. Number. Average weight on drivers (tons). Rate per day of ICO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3. 000>. ^' . . 13 13 69 69 $2.75 $2.75 $0.00 Class B3, OOOo> 25 25 62 62 Through freight 3.00 3.00 2.75 3.00 3.15 •2.75 2.62 2.75 .00 .15 .00 5 Regular passenger - Class B4. OOOOo> 109 119 86 87 Engines 74 to 82 tons on drivers: 3.00 3.00 3.00 3.00 3.00 3. 35 2.75 3.10 3.25 3.20 3.25 3.35 3.45 2.75 .10 .25 .20 .25 .35 .10 .00 3 3 Local 8 3 Engines 89 and 91 tons on drivers: 6.7 Local 8 3 Engines 112 to 114 tons on drivers: 11.7 Switching Class C2,00oo> 15 10 37 44 2.62 2.62 2.75 .66 Classes, OOOoO 7 7 47 47 Switching 2.75 2.62 2.75 2.62 2.75 3.00 .00 .00 0.0 Excursion. ..« ^ Freight 3.00 .00 Class F3, oOOOoo> 4 72 Regular passenger 2.70 2.75 EAILEOAD LABOE AEBITEATIONS. 291 Bates paid to locomotive firemen before and after the arbitration of 1913, and amount and ■per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. BALTIMORE & OHIO R. R. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 20 24 36 40 Switching: $2.65 2.55 2.50 S2.65 2.55 2,50 SO. 00 .00 .00 0.0 All other yards Class A3, 000> 138 136 54' 54 Switching: First-clfiss yards 2.65 2.56 2.50 2.65 2.65 2.50 .00 .00 .00 Second-class yards All other yards Q Class A4, 0000> 26 « 90 68 Switching: 2.65 2.55 2.50 2.65 2.60 2.65 .00 .05 .05 Second-class yards 2 2 Class B3 000o> '. 52 46 49 49 Freight 2.75 2.85 .10 3 6 Class B4 OOOOo"> 1,169 1,183 83 83 . Freight: 173,000 pounds and less than 274,000 3.00 2.95 2.76 3.20 3.00 2.85 .20 .05 .10 6.7 Between 140,000 pounds and 173,000 1.7 An other engines ■>■ 3.6 Class C2 OOoo^ 186 169 35 35 2.30 2.45 .15 6.5 Classes OOOoo'> 284 277 53 54 Passenger: ■ 80 000 to 100 000 pounds on drivers 2.30 2.30 2.40 2.40 2.50 2.60 2.85 3.00 .20 .30 .45 .60 8.7 13.0 IMghf: 18.8 25.0 'Class E'4 ofc>OObo"> 101 322 100 111 ';-i, Freight., 3.10 3.30 .20 6.5 •Class F2 oOOoo"> 52 52 58 58 2.40, 2.60 .20 8.3 75 105 81 81 . . Passenger: 140 000 to 170 000 nounds on drivers 2.50 2.50 2.70 2.85 .20 .35 8.0 14.0 TOTJIWJTlSlNDER COMPOUND LOCOMOTIVES. Class Afi OOOOOO"^ 1 1 167 167 Freight 3.35 4.00 .65 19.4 doR'i oono-oooo^ 20 30 231 232 4.00 4.00 .00 .0 1 1 155 155 2.75 4.00 1.25 45.3 TWO-OYLIIIDER COMPOUND OR CROSS-COM- POUND LOCOMOTIVES. 9 65 3.00 BOSTON & MAINE E. R. SINGLE-EXPANSION LOCOMOTIVES. 37 20 35 36 $2.35 S2.50 $0.15 6.4 191 201 57 57 Switching: 2.35 2.35 2.60 2.50 .25 .15 10.9 6.4 176 173 60 60 Through freight: 2.75 2.75 2.75 2.85 3.00 3.00 .10 .25 .25 .40 3.6 9.1 Local freight: , 9.1 100,000 to 140,000 pounds on drivers . . '.'.'.'.'.'...:... 2.75 1 3.15 14.5 292 EAILEOAD LABOR AEBIXRATIONS. Bates paid to locomotive firemen before and after the arbitration of 1913, and arnount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . BOSTON & MAINE E. R.— Continued. Gloss. Number. Average weight on drivers (tons). Rate per day oflOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. S'NGLE-EXP « NSION LOCOMOTIVES— COntd. Class B4, OOOOo> 153 222 78 76 Tlirqugh freight: 140,000 to 170 000 pounds on drivers . . J2.90 2.90 2.90 2.90 J3.10 3.20 3.25 3.35 SO. 20 .30 .35 .46 6 9 Local freight: 140,000 to 170,000 pounds on drivers . . 170!000 to 200!000 pounds on drivers. . . 15 5 Class C2, 00oo> 336 304 36 34 Passenger: , Less than 80,000 pounds on drivers . . 2.40 2.40 2.45 2.50 .05 .10 2 1 80,000 to 100,000 pounds on drivers. ... Class 03, 000oo> 137 140 50 60 Passenger; 2.60 2.60 2.60 2.75 2.76 2.76 2.75 2.75 2.75 2.60 2.60 2,. 60 2.75 2.85 3.00 2.90 3.00 3.15 .00 .00 .00 .00 .10 .25 .15 .25 .40 80,000 to 100,000 pounds on drivers 100,000 to 140,000 pounds on drivers. . Q Freight, through: Less than 80,000 pounds on drivers . . . Q 80,000 to 100,000 pounds on drivers.... 100,000 tb 140,000 pounds on drivers . . 9 1 Ldcalfreight: 80,000 to 100,000 pounds on drivers.... 9 1 106,000 to 14b,00tf pounds on drivers. . 14 5 Class C4, 0000oo> 18 18 64 64 Through freight: 100,000 to 140,000 pounds on drivers. . 2.90 2.90 2.90 2.90 2.90 2.90 3.00 3.10 3.20 3.15 3.25 3.35 .10 .20 .30 .25 .35 .45 , 140,000 to 170,000 pounds on drivers . . 170,000 to 200,000 pounds on drivers . . 10 3 Local freight: 100,000 to 140,000 pounds on drivers . . 8 6 140,000 to 170,000 pounds on drivers . . 12 '1 170,000 to 200,000 pounds on drivers . . Class r2, oOOoo> 37 36 44 44 Passenger..... 2.75 2.76 .00 Class FS, o000oo> 62 71 73 73 Passenger 2.75 2.75 "' .66 Class G2, ooOO> ■. 3 1 33 33 Passenger 2.40 2.45 .05 Class H3, oo000o> 7 7 45 45 Passenger 2.40 2.60 .10 4 2 Class electric, oOOOOo> 6 5 100 100 Passenger 2.90 2.90 2.90 2:90 .00 .00 Freight.. TWO-CYLINDEE COMPOUND OR CROSS-COM- rOXrSD LOCOMOTIVES. Class B4, OOOOo> 7 6 75 75 Through freight: 140,000 to 170,000 pounds on drivers. . . 2.90 2.90 2.90 2.90 3.10 3.20 3.25 3.35 .20 .30 .36 .46 170,000 to 200,000 pounds on drivers . . 10 3 Local freight: 140,000 to 170,000 pounds on drivers . . 170,000 to 200,000 poimds on drivers . . 15 5 Class 03, 000oo> 14 4 52 52 Passenger: Less than 80,000 pounds on drivers .. . 2.60 2.60 2.60 2.75- 2.75 2.75 2.76 2.75 2.76 2.60 2.60 2.60 2.75 2.86 3.00 2.90 3.00 3.15 .00 .'0« .00 .00 .10 .25 .15 .25 .40 .0 80,000 to 100,000 pounds on drivers.... 100,000 to 140,000 pounds on drivers. . tO Through freight: Less than 80,000 pounds on drivers . . . .0 80,000 to 100,000 pounds on drivers.... 100,000 to 140,000 pounds on drivers. . 9 1 Local freight: Less than 80,000 pounds on drivers. . . 80,000 to 100,000 pounds on drivers . . . 9 I 100,000 to 140,000 pounds on drivers EAILBOAD LABOE AEBITBATIONS. 293 Rates paid to locomotive firemen before and after the arbitration, of 191S, and amount and per cent qf increase in rates awarded by the arbitration board according to class of engines — Continued . BUFFALO, BOCHESTEE & PITTSBUEGH EY. Class. Number. Average weight on drivers (tons). Eate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amoun1>. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 7 6 63 67 Switching t2.40 $2.50 SO. 10 Class B3, 000o> 2 2 44 44 2.40 2.50 .10 Class B4, OOOOo : 177 186 77 77 Switching 2.40 2.85 2.50 2.85 .10 .00 Freight Class BS, OOOOOo> , 8 8 122 122 . Freight 2.95 3.00 .05 Class C2, 00oo> •. 6 5 34 35 2.40 2.45 .05 2 1 Classes, 000oo> 15 15 51 52 2.40 2.85 2.40 2.60 2.86 2.50 .10 .00 .10 4.2 Freight : .0 2.1 Classes, OOOOoo> 50 34 66 67 Freight 2.85 2.40 2.86 2.85 .00 .45 .0 Switching 18.8 Class E4, oOO'OOo 7 28 109 109 Freight , . .. 2.85 3.00 .15 6.3 Class F2, o00oo> ^ 15 15 49 61 Passenger 2.40 2.70 .30 12.5 Class F3, o000oo> 3 7 82 83 Passenger 2.40 2.70 .30 12.8 CENTRAL NEW ENGLAND EY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 6 6 60 60 Switching , . . S2.40 S2.50 10.10 4.2 Class A4, 0000> 3 101 Switching 2.50 Class B3, OOOo>... 7 7 64 64 Through freight . . . . 2.65 2.65 3.00 3.16 .35 .50 13.2 18.9 Class B4, 0000o> 30 43 63 . 74 Through freight— 2.65 2.65 2.65 2.65 3. op 3.20 3.15 3.35 .35 .55 .50 .70 13.2 20.8 Local freighl^ 80,000 and less than 100,000 pounds on 18.9 100,000 and less than 140,000 pounds 26.4 14 11 31 32 Passenger^ - . . . 2.40 2.46 .05 2.1 7 7 52 52 Passenger. 2.40 2.46 .05 2.1 1 1 31 31 2.40 2.45 .05 2.1 CENTEAL RAILEOAD CO. OF NEW JERSEY. SINGLE-EXPANSION LOCOMOTIVES. 93 101 64 66 $2.65 S2.6S $0.00 0.0 10 115 3.30 18 17 51 52 Freight: 2.80 2.80 3.00 2.85 .20 .05 7.1 93,500 pounds on ^irivers ...>.. L8 294 EAILROAD LABOB ABBITRATIONS. Rates paid to locomotive firemen before and after the arbitration, of 1913, and amount and •per cent of increase in rates awarded by the .arbitration board according to class of engines — Continued . CENTRAL EAILEOAD CO. OF NEW JERSEY— Continued. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. . 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COntd. Class B4 0000o> 106 106 63 63 rreight: $2.80 3.25 2.80 3.25 (3.00 3.25 2.85 3.30 to. 20 .00 .05 .05 7.1 127 200 to 197 000 pounds on drivers 0.0 1.8 201 500 pounds on drivers 1.5 60 58 38 39 Passenger: Runs exceeding 150 miles,per 100 miles . 2.40 2.50 2.60 2.60 « .20 .10 8.3 Lessthan 150 miles.per 100 miles or less. 4.0 116 131 61 66 Passenger: Runs exceeding 150 miles.per 100 miles. •Less than 150 miles,per 100 miles or less. 2.40 2.50 2.80 ,2.80 2.80 3.25 2.60 2.60 2.80 3.10 3.00 3.25 .20 .10 .00 .30 .20 .00 8.3 4.0 Freight: 68,330 and 71^008 pounds on drivers... 0.0 10.7 n6,825, 132,000, and 134,000 pounds on 7.1 158,S0O pounds on drivers 0.0 Class C4, 0000oo> 51 51 80 80 Freight 3.25 3.25 .00 0.0 25 25 66 66 Passenger: » 2.40 2.50 2.60 2.60 .20 .10 8.3 Less than 150 miles,per 100 miles or less . ■4.0 Class F2, o00oo> " . 20 23 *8 51 2.40 2.50 2.60 2.60 .20 .10 8.3 Less than 150 miles, per ido miles or less . . 4.0 CHICAGO, INDIANA & SOUTHERN R. R. ^ SINGLE-EXPANSION LOCOMOTIVES. Class A3. 000> 33 33 71 71 Switching: S2.20 2.20 $2.60 2.50 $0.40 .30 , 18.2 Less tiian 140 000 pounds on drivers . 13.6 Class A5, 00000> 2 2 135 135 Switching 2.20 2.60 .40 18.2 Class B4 OOOOo>' 76 76 103 103 Freight 2.95 3.30 .35 ii.9 Class C2 OOoo> 8 7 28 29 Passenger. 2.30 2.65 2.45 2.75 .15 .10 6.5 3.8 25 27 57 57 Fre4ht: 2.85 3.00 100,000 to 140,000' pounds on drivers ' 2.65 2.95 20-inch cylinders or over . . TWO-CTLINDEE COMPOUND OB CBOSS- COMPOUND LOCOMOTIVES. 2 56 Freight 2.95 1 EAILEOAD LABOE ARBITEATIONS, 295 Rates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, TERRE HAUTE & SOUTHEASTERN RY. Class. Number. Average weight on drivers (tons). Rateper day oflOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES. Class A4,0000> 2 82 12.60 Class B3, OOOo> .' 12 12 56 66 Switching J2.25 2.50 $0.26 11 1 Class B4, OOt)Oo> 1 15 25 93 99 Freight . .* 3.00 3.30 .30 10.0 Class C2, 6oo> 12 10 40 41 2.30 2.50 .20 8.'? Class C3, 000oo>. 24 24 49 49 Freight 2.60 3.00 .40 15.4 CINCINNATI, HAMILTON &' DAYTON' KY. SINGLE-EXPANSION LOCOMOTIVES. Glass A3, 000> - 52 50 49 49 Switching: $2.40 2.34 $2.50 2.50 $0.10 .16 Second-class yards 6 8 Glass B3, OOOo> 13 13 43 43 Freight: .2.75. 2.75 2.75 2.85 .00 .10 ■ 80,000 and less than 100,000 pounds Glass B4, 0000o> 55 55 82 82 Freight: 600 class engines , 3.00 2.95 400 class engines weighing over— 140,000 pounds on drivers 80,000 to 100,000 pounds on drivers 2.85 3.10 3.20 140,000- to 170,000 pounds on drivers 170,000 to 200,000 pounds on divers 40 28 27 28 'Passenger: 2.40 2.40 2.40 2.34 2.10 2.10 2.45 2.45 2.45 2.45 2.45 2.45 .06 .05 .05 .11 .35 .35 2.1 Indianapolis division 2.1 2.1 Springfield division 4.7 16.7 - ' -Fort Wayne division 16.7 Classes OOOoo> 81 81 60 50 t Passenger. 2.40 2.95 2.75 2.60 .20 8.3 Freight: Less than 140 000 pounds on drivers 2.75 2.85 3.00 80 000 to 100 000 pounds on drivers 5 5 69 69 Passenger 2.40 2.60 .20 8.3 CINCINNATI, LEBANON & NORTHERN EY. SINGLE-EXPANSION lOCOMOTIVES. 3 4 62 59 Switching: $2.50 2.50 $2.60 2.50 80.10 -.00 4.0 .0 2 4 65 63 2.58 2.60. .02 .8 7 8 52 62 Freight: 2.85 2.85 3.00 3.15 .16 .30 5.3 10.5 CIn 7 7 39 39 Local freight: Between Lewisburg and Franklin and Hudson and Jackson $2.45v 2.60 2.63 2.20 J2.85 3.00 $0.40 .40 16.3 Between Van Wert and Lewisburg 15.4 Extra freight 2.60 .30 13.6 Class B4, OOd6o> 5 10 85 84 Through freight: Engines with 20-inch cylinders and over 2.90 2.63 3.35 3.20 .45 .57 16.5 All other engines ;,. 21 7 Class C2, 00oo> ; 10 8 37 27 Passenger 2.18 2.45 .27 12.4 Classes, OOOoo> ,.... 10 10 60 50 Local freight: Between Lewisburg and FranHin and Hudson and Jackson . . .... 2.45 2.60 2.63 2.85 3.00 .40 .40 16 3 Between Van Wert and Lewisburg and Van Wert and Hudson .v. 15.4 Extra or through freight CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS EY. SINGLE-EXPANSION LOCOMOTIVES. Class A2. 00> 1 1 31 31 $2.25 $2.60 $0.25 11 1 Class A3, 000> 164 182 64 66 Switching: 140 000 pounds or over on drivers 2.26 2.25 2.60 2.60 .35 .26 15.6 11.1 Class A5. 00000> 2 2 70 70 2.25 2.60 .35 15.6 46 31 43 43 Freight 2.70 2.25 2.85 .15 5,6 Passenger 2.50 Class B4 OOOOo> . . 321 320 100 98 Freight: 100,000 to 140,000 pounds on drivers. . 2.95 2.95 2.95 2.95 3.00 3.10 3.20 3.30 .05 .15 .25 .35 1.7 5.1 170,000 to 200,000 pounds on drivers. . 8.5 200^000 to 250,000 pounds on drivers 11.9 66J 67 32 32 Passenger: 2.30 2.30 2.46 2.60 .15 .20 6.5 8.7 Classes OOOoo> 100 115 58 56 2.30 2.70 2.25 2.60 3.00 2.50 .30 .30 .25 13.0 Freight n. 1 11.1 42 104 I^eight 3.30 60 80 51 51 2.40 2.60 .20 8.3 46 46 73 73 Passenger 2.40 2.70 .30 12.6 EAILBOAD LABOR AEBITEATIONS. 297 Botes paid to locomotive firemen before and after the arbitration of 1913. and amount and per cent of increase m rates awarded by the arbitration board according to class of engines — Continued. DAYTON & UNION R. R. Class. Number. Average weight on drivers (tons). Rateper day oflOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class C2, Ooo> 7.. 5 * 5 27 27 »1.75 S2.45 $0.70 40.0 Class C3, 000oo> 1 1 64 54 2.50 3.15 .65 26.0 DELAWARE & HUDSON CO. * SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 ' 31 Switching , , 12.60 Class A3, 000> r.... ,41 44 75 64 Switching 2.60 $2.50 $0.00 0.0 Class B3, 000o> 32 27 ■60 50 i^eight 2.60 3.00 .40 16.4 Class B4, 0000o> 265 286 86 87 Freight— 140,000 to 170,000 pounds on drivers . . 2.85 3.00 3.00 3.10 3.20 3.30 .25 .20 .30 8.8 6.7 10.0 170,000 to 200,000 pounds on drivers . . Class C2, Ooo> 55 51 43 43 2.60 2.60 "".'66" 0.0 Classes, 00doo> 38 44 67 67 2.50 2.70 .20 8.0 Class HI, ooOo> 1 1 16 16 2.50 2.50 .00 rOUB-CYLINDEE COMPOUND LOCOMOTIVES. Class A8, OOOdoOOOXMallet) 10 13 227 229 Freight 3.00 3.00 .00 DELAWARE, LACKAWANNA & WESTERN R. R. SINGLE-EXPANSION LOCOMOTIVES. dass A2. 00> 1 2 36 40 r 12.40 $2.50 SO. 10 4 2 Class^A3. 000> 126 133 65 66 2.40 2.50 .10 4 2 Clas 65 67 67 72 2.60 2.60 .10 4.0 20 20 79 79 2.90 2.90 3.10 3.25 .20 .36 6.9 12.1 27 118 ' ^Through freigtit. 3. .TO 3.46 Way freight or pick-up ....„ "'ii' "'S6 "'92' 2.60 2.86 3.20 3.35 .35 14.0 1 19 2.45 298 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . DETEOIT, TOLEDO & lEONTON E. R. Class. V Number. Average weight on drivers (tons). Eate per day oflOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 1 26 26 Switching $2.50 K.50 JO. 00 0.0 Class A3, 000> 3 3 50 50 Switching 2.50 2.50 .00 .0 Class B3, OOOo> : 20 7 61 53 Switching 2.50 3.15 2.50 3.15 .66 .00 Q Local freight .0 Class B4, 0000o> 39 35 132 _ 82 Switching 2.50 3.15 3.10 3.20 2.50 3.15 3.10 3.20 .00 .00 .00 .00 Freight: 140,000 to 170,000 pounds on drivers . . .0 .0 170,000 to 200,000 pounds on drivers . , Class C2, 00oo> 8 9 28 28 Passenger 2.45. 2.45- .00 .0 Class C3, 000oo> 13 9 50 54 2.50 3.15 2.50 3.15 .00 .00 .0 .0 JjOcal freight DUNKIRK, ALLEGHENY VALLEY & PITTSBURGH E. K. SINGLE-EXPANSION LOCOMOTIVES. Class B3, 0,00o> 2 2 46 49 Passenger— Per round trip $3.60 100.000 to 140,000 pounds on drivers. . $2.60 2.50 3.00 2.85 80,000 to 100,000 pounds on drivers. . . Freight— 100,000 to 140,000 pounds on drivers. . 2.55 2.55 JO. 45 .30 17.6 11.8 Class C3, 000oo> 9 9. 48 48 Passenger— 100,000 to 140,000 pounds on drivers. . 2.60 2.50 80,000 to 100,000 pounds on drivers . . . Per round trip 3.60 2.55 2.55 Freight— 100,000 to 140,000 pounds on drivers. . 3.00 2.85 .45 .30 17.6 11.8 80,000 to 100,000 pounds on drivers . . . EEIE.R. E. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 150 128 64 65 Switching— 150,000 pounds or over on drivers $2.50 2.35 S2.60 2.50 $0.10 .15 4.0 6.4 Less than 150,000 pounds on drivers. Class B3,000o> 19 20 47 47 Passenger- Subtirban 2.40 2.30 2.60 2.35 2.35 2.60 2.60 3.00 2.50 2.60 .20 .30 .40 .15 .26 8.3 13.0 15.4 Other Freight Switching- Less than 140,000 pounds on drivers . . Over 140,000 pounds on drivers 10.6 Class B4,OOOOo> 756 618 80 80 Passenger— 80,000 to 100,000 pounds on drivers. . . 2.50 2.60 2.70 2.85 2.85 3.00 3.10 3.20 2.50 2.60 100,000 to 140,000 pounds on drivers. . 140,000 to 170,000 pounds on drivers. . 170,000 to 200)000 pounds on drivers. . Freights 80,000 to 100,000 pounds on drivers. . . 2.60 2.60 2.95 2.95 2.35 2.50 .25 .40 .15 .25 .15 .10 9.6 15.4 100,000 to 140,000 pounds on drivers. ; 140,000 to 170,000 pounds on drivers. . 170,000 to 200,000 pounds on drivers. . 8.6 6.4 4.0 Switchmg— Less than 140,000 pounds on drivers. . Over 150,000 pounds on drivers SAILBOAD LABOB ARBITRATIONS. 299 Rates paid to locemotive firemen before and after the arbitration of 1913, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ERIE R. R.— Continued. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES— COntd. Class B5, OOOOOo> 6 6 87 87 $2.50 S2.60 SO. 10 Class C2, 00oo> 82 74 38 38 2.40 2.30 2.50 2.60 2.86 2.50 2.60 .10 .20 8 7 Switching- - Over 140.000 pounds on drivers. .'. 198 170 59 59 Suburban oasseiiser 2.40 2.30 1 Passenger— ?..50 2.60 2.70 2.85 3.00 3.10 2.50 2.60 1 100 000 to 140,000 poimds on drivers . . 1 2.60 2.60 2.60 2.35 2.35 .25 .40 .60 .16 .25 9.6 ioo boo to 140,000' pounds on drivers. . 15.4 19.2 :SwitGhmg— 6.4 Over 140,000 pounds on drivers ..i». 10.6 35 155 118 118 ^ iPreielit 3.25 3.30 ■ .05 1.6 1 1 9 9 2.30 2.45 .15 6.5 •55 67 42 42 2.40 2.30 2.60 2.60 3.00 .20 .30 8.3 All other passenger 13.0 ■Freiffht 69 81 75 82 • • Passenger— 2.40 2.40 2.70 2.85 3.10 3.20 .30 .45 12.5 170 000 to 200 000 pounds on drivers 18.8 Freight— , , . 170 000 to 200 000 pounds on drivers . 1 33 2.36 POUR-CYLINDER COMPOUND LOCOMOTIVES. 1 1 39 39 2.40 2.30 2.60 2.60 2.50 2.60 .10 .20 4.2 8.7 Switchings . 10 10 77 77 2.40 2.30 Passenger— ... 2.50 2.00 2.70 2. 85 3.00 3.10 2.50 2.60 Freigh^- sn nnn to lOO ooo nounds on drivers . . 2.60 2.60 2.60 2.35 2.35 .26 .40 .50 .15 .25 9.6 15.4 19.2 Switching— 6.4 10.6 3 1 57 67 2.40 2.30 2.60 2.60 3.00 .20 .30 8.3 13.0 3 3 205 205 2.70 2.70 .00 .0 1 1 167 167 3.95 1 4.00 .05 1.3 1. 300 EAILBOAD LABOR AEBITEATIONS. Bates paid to locomotive firemen before and after the arbitration of 1913, and amount and per cent of increase in rates awarded by the arbitration board according' to class of enqines — Continued. GEANIUIAPIDS & INDIANA RY. Class. Number. ' Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to firemen. Increase' to firemen. 1912' 1914 1913 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES. 3 8 72 72 ■ J2.30 S2.60 $0.30 13.0 nafw "R^ OOOn"> ^ 6 6 72 72 Throueh freieht 2.95 2. ,75 3.10 3.25 .15 .50 5.1 18.2 46 46 62 68 2.75 2.95 Through freight; 3.00 3.10 3.20 3.15 3.25 3.35 2.60 2.50 140 000 to 170 000 Dounds on drivers . . 1 Local freight: 100 000 to 140 000 pounds on drivers . . Switching: 2.30 2.30 .30 .20 13. D 8.7 Class C2 OOoo> 11 11 30 31 2.40 2.45 .05 2.1 26 26 56 56 2.40 2.75 2.95 2.60 3.15 3.00 .20 .40 .05 8.3 14.5 Thrnngh freiglflt 1.7 HOCKING VALLEY EY. SINGLE-EXPANSION LOCOMOTIYBS. ClassA3,000> 34 34 60 60 Switching: S2.40 2.40 12.60 2.50 i0.20 .10 8.3 .. 4.2 Class B3 OOOo> 1 48 Freight 2.90 93 92 79 79 Switching: 2.40 2.40 2.95 2.90 2.60 2.50 .20 .10 8.3 ^ 4.2 Freight: Engines over 20-inch cylinders 100,000 to 140,000 pounds on drivers . . 3.00 3.30 Class C2, 00oo> 15 12 45 45 2.35 2.50 .15 6.4 Class C3, 000oo> 3 7 71 71 Passenger . . 2.35 2.70 .35 14.9 Class E4, o0000o> 11 122 Switching 2.60 3.30 , INDIANA HARBOR BELT B. R. SINGLE-EXPANSION L0COMOTIVE3. Class A3. 000>. . . . 9 24 61 84' S2.30 $2.60 $0.30 13.0 Class B3, OOOo> 6 6 35 65 2.65 3.30 .65 24.5 EAILEOAD LABOR AEBITKATIONS. 301 Rates paid to locomotive firemen be/ore and after the arbitration of WIS, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — ^Continued. INDIANAPOLIS UNION EY. Class. Number. Average weight on drivers (tons). Rate per davoflOO miles or 10 hours orless to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE.EXPANSION LOCOMOTIVES. Ciass.\3, 000> 21 21 70 70 ' SO. 60' 26.7 KANAWHA & MICHIGAN EY. SINGLE-EXPAKSION LOCOMOTIVES. Class A3, 000> 8 8 62 62 $2.40 12.60 SO. 10 4.2 Class B3, 000o> 11 2 45 ' 46 Freight 2.76 2.85 .09 3.3 Class B4, OOTOOO 36 46 75 73 Freight: 100,000 to 140,000 pounds on drivers . . . 2.76 2.76 Z.96 3.00 3.10 3.30 .24 .34 .35 8.7 12.3 11 9 140,000 to 170,000 pounds on drivers. . . 170,000 to 200,000 pounds on drivers. . . Class C2, 00oo> 8 10 39 43 2.19 2.60 .31 14.2 Class E4, o0o6bo> 3 5 85 83 3.05 3.50 .45 LAKE ERIE, ALLIANCE & WHEELING EY. SrNGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo>. Fteight 19 S2.76 LAKE SHOEE & MICHIGAN SOUTHERN R. E. SINGLE-EXPANSION LOCOMOTIVES. Claiss A3, 000> Switching, less than 140,000 pounds: First-class yards Second-class yards '. All other yards Switching, over 140,000 pounds; First-class yards Second-class yards All other yards Class A4, 0000> • Switcliing -. Class A5,00000> Switching: First-class yards Second-class yards All other yards Class B4, 0000o> Through freight: 140,000 to 170,000 pounds on drivers. - 200,000 to 250,000 pounds on drivers. Local freight— main hne: 140,000 to 170,000 pounds on drivers. 200,000 to 250,000 pounds on drivers. 6witch runs: 140,000 to 170,000 pounds on drivers . 200,000 to 250,000 pounds on drivers . Local freight— all other divisions: 140,000 to 170,000 pounds on drivers . 200,000 to 250,000 pounds on drivers . Class C2, OOoo> Less^han 80,000 pounds on drivers. 80,000 to 100,000 pounds on drivers. . 258 14 376 35 72 120 "iss 93 35 S2.30 2.20 2.10 2.30 2.20 2.10 12.50 2.50 2.50 2.60 2.60 2.60 2.30 2.20 2.10 2.95 2.95 3.00 3.00 2.95 2.96 2.70 2.70 2.60 2.60 2.60 3.10 3.30 3.25 3.45 3.10 3.30 3.25 3.45 2. 40 2. 45 2. 40 2. 50 $0.20 .30 .40 .40 .50 302 RAILROAD LABOR ABBITEATIOlirS. Rates paid to locomotive firemen before avd after Ike arbitration of 191S, and amount and •per cent of increase in rates awarded by the arbitration board according to class of engines — Con tinued . LAKE SHORE & MICHIGAN SOUTHERN B. R.— Continued. Class. Number. Arerage weight on drivers (tons). Eateper day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES— COntd. .99 75- 48 51 Passenger: 12.40 2.40 3.00 3.00 2.70 2.70 3.00 3.00 2.70 2.70 S2.50 2.60 3.00 3.00 2.85 3.00 3.00 3.15 3.00 3.15 2.85 3.00 80.10 .20 .00 .00 .15 .30 .00 .15 .30 .45 4.2 100,000 to 14b,000' pounds on drivers 8.3 Througli freight— Main line, Franklin division and Grand Rapids Branch: 80,000 to 100,000 pounds on drivers .0 .0 All other divisions: 80,000 to 100,000 pounds on drivers , 5.6 11.1 Local freight— Main line, Franklin divi- sion and Grand Rapids Branch: , .0 10b,000 to 140,000' pounds on drivers. . . 6.0 All other divisions: 11.1 100,000 to 140,000 pounds on drivers. . . 16.7 Switch runs: 100,000 to 140,000 pounds on drivers . . , Class E3, o000o> 73 77 73 75 Passenger: 100,000 to 140,000 pounds on drivers . . . 2.40 2.40 2.40 2.60 2.70 2.85 .20 .30 .45 8.3 12.5 18.8 Class E4. obOOOo>-.--t 69 116 Through freight, 200,000 to 250,000 3.30 3.45 Local freight, 200,000 to 250,000 pounds Class F2, oOOoo> io 10 46 47 Passenger 2.40 2.50 .'16" 4.2 Class F3, o000oo> 105 110 85 85 Passenger: 140,000 to 170,000 pounds on drivers. . . 2.40 2.40 2.70 2.85 .30 .45 12.5 170,000 to 200,000 pounds on drivers . . . 18.8 FOUR-CTIJNDER COMPOUND LOCOMOTIVEa. Class 000-0000> 3 233 Switching 4.00 LAKE ERIE & WESTERN R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A3, OO0> _ 21 26 58 , 61 Switching— 140,000 pounds and over on drivers . . . $2.20 2.20 S2.60 2..'i0 to. 40 .30 18 2 Less than 140,000 pounds on drivers. . 13.6 Class B3, 000o> 40 39 46 46 Freight 2.65 2.85 .20 7.5 Class B4, 0000o> 45 45 87 86 Freight— 140,000 to 170,000 poiinds on drivers.. 2.95 2.95 2.95 3.10 3.20 3.30 .15 .25 .35 5.1 170,000 to 200,000 pounds on drivers.. 8.5 200,000 to 260,000 pounds on drivers. . 11.9 Class C2, 00oo> 27 26 40 41 Passenger- Less than 80,000 pounds on drivers. . . 2.20 2.20 2.45 2.60 .26 .30 11.4 80,000 to 100,000 pounds on drivers... 13.6 Class C3, OOOoo> ; 12 14 42 46 Passenger— 80,000 to 100,000 pounds on drivers... 2.20 2.20 2..m 2.60 .30 .40 13.6 100,000 to 140,008 pounds on drivers.. 18.2 EAILBOAD LABOR ARBITBATIONS. 303 Rates paid to locomotive Jiremen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . I LEHIGH VALLEY B. R. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours orless to firemen. Increase to firemen. ■ 1912 1914 1912 1914 1912 1914 Amount Per cent. SINPLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 1 48 *i Switching $2.50 SI 50 ■ SO. 00 Class A3, 000> 69 67 47 50 Switching 2.50 2,50 .00 Class A4,0000> 54 69 83 S3 -, Switching 2.60 2.60 .00 Q Class B3, 000o> 19 11 58 69 Freight 2.75 2.50 3.66 2. ,50 .26 .00 9 1 Switching. : Claf!sB4, OOOOo>...: 261 269 77 79 Freight , 2.95 2.50 3.20 2.50 .25 .00 Switching Class 02, OOoo> 72 56 36 36 Passenger 2.45 2.75 2.50 2.50 2.85 2.50 .05 .10 .00 2 Freight..' ,... 3 6 Classes, 000oo> 298 281 64 65 2.45 2.85 2.50 2.70 3.10 2.50 .2.5 .26 .00 10 2 Freight 8 8 Switching .0 Class C4, 0000oo> 34 13 47 52 Freight.. 2.76 2.50 2.85 2. .50 .16 .00 3 6 Class E3, oOOOo> 1 69 2.45 Class E4, o0000o> 47 114 89 104 Freight- 2.95 3.20 3.30 .25 8.5 Over 177,610 pounds on drivers 39 39 47 47 - Passenger 2.45 2.50 2.85 2.50 .05 2 Freight ,. Switching ; 17 26 77 78 2.45 2.70 .25 10.2 Class ooOoo> 1 1 13 13 2.45 2.60 .05 2.0 LONG ISLAND R. R. SWQLE-EXPAIISION LOCOMOTIVES. Class A3, doo> 28 30 54 55 Switching .' $2.60. S2.50 3.00 SO. 00 0.0 Freight , Class B4, OOOOo> 16 16 6i 60 Freight 3.00 2.75 3.15 .15 5.0 Work.. Class C2, 00oo> 92 88 54 55 2.60 3.00 2.75 2.60 3.00 2.75 .00 .00 .00 .0 Freight .0 Work.. . .0 40 43 60 61 Passenger . . 2.50 '3.00 2.76 2.60 3.16 2.85 .10 .15 .10 4.0 Freight . ... 5.0 Work.. 3.6 4 4 47 47 2.60 3.00 2.50 .00 .0 Frei'ht. ;.. 304 EAILROAD LABOE AEBITRATIONS. Hates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — ^Oontinued . MAINE CBNTEAL E. E. , Class. Numher. Average weight on drivers (tons). Eate per day of 100 miles or 10 Increase to firemen. hours or less to firemen. 1912 1914 1912 1914 1912 1914 Amount . Percent. SDTGLE-EXPAHSION LOCOMOTIVES. Class A2,00> . 17 17 54 54 - - . _ Switching— First-class yards .$2.20 2.16 12.50 2.50 to. 30 .35 13.6 16.3 Class B3, OOOo> 48 43 53 54 Passenger. 2.46 2.65 2.85 2.90 3.05 2.20 2.15 2.60 3.00 3.00 3.15 3.15 2.50 2.50 .20 .35 .15 .25 ■ .10 .30 .35 8.3 13.2 5.3 13.6 16.3 Through freight— 100 miles or less 100 miles and less than 120 miles Local freight— 100 miles or less 100 miles and less than 120 miles. . . . Switching — First-class yards Second-class yards ClaSs B4, 0000o> 16 28 85 86 Through freight— • 140,000 to 170,000 pounds on drivers . . 2.80 3.00 3.05 3.20 3.10 3.20 3.25 3.35 .30 .20 .20 .15 10.7 6.7 6.6 4.7 170,000 to 200,000 pounds on drivers . . Local freight— 140,000 to 170,000 pounds on drivers . . 170,000 to 200,000 pounds on drivers. . Class C2,oboo>.... : 62 51 34 35 Passengers- Less than 80,000 pounds on drivers. . . 2.40 2.40 2.20 2.15 2.65 2.85 2.90 3.05 2.45 2.50 2.60 2.50 2.75 2.85 2.90 3.05 .05 .10 .30 .35 .10 .00 .00 .00 2.1 4.2 13.6 16.3 3.8 .0 80,000 to 100,000 pounds on drivers. . . . Switching- First-class yards Second-class yards Through freight- Less than 80,000 pounds on drivers. . . 80,000 to 100,000 pounds on drivers . . . Local freight- Less than 80,000 pounds on drivers. . . 80,000 to 100,000 pounds on drivers- . . .0 Class C3, 000oo> 58 56- 64 65 Passenger- Less than 80,000 pounds on drivers . . . 2.40 2.40 2.40 2.65 2.85 2.«0 3.05 3.05 2.45 2.50 2.60 2.75 2.85 2.90 3.05 3.15 2.50 .05 .10 .20 .10 .00 .00 .00 .10 2 1 100,000 to 140,000 pounds on drivers . . 140,000 to 170,000 pounds on drivers. . . . 8 3 Through freight- Less than 80,000 pounds on drivers . . . 3.8 80,000 to 100,000 pounds on drivers- . . Local freight- Less than 80,000 pounds on drivers . . Q 80,000 to 100,000 pounds on drivers. . . 100,000 to 140,000 pounds on drivers. . . 3 3 Switching .. . Class E», oOOOo> 1 1 42 42 Switching- First-class yards 2.20 2.15 2.50 2.50 .30 .35 13.6 Second-class yards Class E4, oOOOOo> 3 107 Through freight 3.30 3.45 Localfreight Class F3, o000oo> 10 16 70 71 Passenger— 100,000 to 140,000 pounds on drivers. . 2.40 2.40 2.60 2.70 .20 .30 170,000 to 200,000 pounds on drivers. . 12 5 Class G2, ooOO> 1 1 31 31 Switching- First-class yards 2.20 2.15 2.50 2.50 .30 .35 13.6 16.3 Second-class yards 4-CTI.INDEB COMPOUND LOCOMOTIVES. Class B3, 000o> 1 1 55 55 Through freight— 100 miles or less 2.65 2.85 2.90 3.05 3.00 3.00 3.15 3.15 .35 .15 .25 .10 13.2 5.3 8.6 3.3 100 miles and less than 120 miles Local freight— 100 miles or less 100 miles and less than 120 miles Class E6,o000000o> 4 4 131 131 . Through freight 2.80 3.05 3.00 3.15 :t§ 7.1 3.3 , Local freight EAILEOAD LABOR AEBITEATIONS. 305 Rates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of enaines — Continued . ^ " MICHIGAN CENTRAL E. R. Class. Number. Average weight on drivers (tons). Rate per day oilOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES. 10 3D Switching: S2.30 2.20 2.10 ■fV1o *, 3 ' 4 137 136 2.20 2.60 .40 IS. 2 PlaoH "R^ OOOo'"** 27 27 56 56 Through freight: 2.65 2.80 2.95 2.80 2.80 2.95 3.05 3.20 3.35 3.20 3.20 3.35 2.85 3.00 3.10 .05 .20 .15 l.S 7.1 14.(1 'non to 170 000 nounds on drivers 5.1 Local freight: 3.20 3.20 3.35 .00 .00 .00 0.0 0.0 0.0 86 101 106 106 2.95 3.35 3.30 3.45 .35 .10 11.9 3.0 66 46 29 29 2.40 2.65 2.80 3.20 3.05 2.45 2.75 .05 .10 2.1 Through freight: ' 3.8 Local freight: 3.20 .00 0.0 126 125 54 54 2.40 2.40 2.65 2.80 2.95 3.05 3.20 3.35 3.06 3.20 3.35 2.50 2.60 2.85 .10 .20 .20 4.3 8.3 Through freight: 7.5 Mackinaw division 3.00 .05 1.7 Local fceleM: 3.05 3.20 3.35 's-'so' .00 .00 .00 0.0 0.0 0.0 Class E4, o0000o> Through freight 35 122 . Localfreight Class F2, o00oo> Passenger 1 ■"28' "28' "'48' "'48' 'i'.m 'i'.m .'io' 4.'2 Class F3, o000oo> 60 78 'i'io' '2.' 70' .30 12.5 CROSS-COMPOUND LOCOMOTIVES. 99 99 8S 85 3.35 2.95 2.95 3.35 3.10 3.20 .00 .15 .25 0.0 Through freight: 5.1 8.5 51393°— S. Doc. 493, 64^-1- -20 306 BAILROAD LABOR ARBITRATIONS. Rates paid to locomotive firemen before and after the arbitration of 191S, and amownt and per cent 0/ increase in rates awarded by the arbitration board according to class of engines — Continued . MONONGAHELA EY. Class. Number. Average weight on drivers (tons). Bate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo> 21 33 83 83 Freight 83.30 2.81 13.30 2.81 to. 00 .00 0.0 Class C2, 00oo> S 5 42 42 2.76 2.76 .00 0,0 NEW YORK CENTRAL & HUDSON RIVER R. R. SraGLE-EXPANSION LOCOMOTPVES. Class A2, 00 3 36 S2.35 Class A3, 000 > 3765 439 72 76 Switching: First-class yards 2.60 2.35 «2.6D 2.60 80.10 .16 4.0 6.4 Class A5, 00000> 5 4 134 135 2.60 2.60 .10 Class B3, 000o> 322 300 68 58 Freight: 100,000 to 140,000 pounds on drivers 2.70 2.70 3.00 3.10 .30 .40 11 1 Class B4, 00000 661 390 94 92 Freight 3.00 2.36 3.30 2.60 .30 .16 6.4 Class CI, Ooo> 4 4 12 12 Passenger , 2.40 2.45 .05 2 1 Class C2, 0oo> 178 165 39 39 Passenger 2.40 2.70 2.45 2.85 .05 .16 2.1 Freight .... 5 6 Class 03, 000oo> 184 186 76 75 2.40 3.00 2.60 3.10 .10 .10 4.2 3.3 Freight 1 Class C4, OOOOoO 43 16 84 61 Freight: 62, G3, G4, G5, and G6 engines 3.00 2.70 3.00 3; 00 .00 .30 fl anrt G1 ATigtnftS 11 1 Class E3, o000o> 8 83 Freight 2.86 Class E4, oOOOOo> 263 107 Freight 3.30 Class F2, cOOoo> 222 222 53 53 Passenger 2.40 2.50 .10 4 2 Class F3, o000oo> 332 443 83 86 Passenger 2.40 2.70 2.60 3.20 .20 .■60 S 3 Freight. ; 18 5 Class H2, ooOOo> 8 " 30 31 Passenger 2.40 2.46 .05 2 1 Class K3, ooo000o> 18 18 68 68 2.40 2.60 .20 ■"■""■"s's rOUB-C-JLINDEB COMPOtJND LOCOMOTIVES. Class E6, oOOOOOOO 26 30 150 160 Freight 3.20 4.00 .80 26.0 Class F2,oOOoo> 2 65 Passenger 2 40 Class 000000> 1 181 * ■ V Switching 4.00 TWO-CVXINDEB COMPOUND OR CE0S3- Class A3, 000> 3 177 Switching: First-class yards 2.60 2.35 Second-class yards Class B4, 0000o> 43 43 83 88 Freight 3.00 3.10 .10 3.3 ... BAILEOAD LABOR AEBITEATIONS. 307 Rates paid to locomotive firemen lefore and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of -Continued. NEW YORK, CHICAGO & ST. LOUIS E. B. Class. Number. 1912 1914 Average weight on drivers (tons). 1912 1914 Bate_per •day OIIOO miles or 10 hours or less to firemen. 1912 1914 Increase to firemen. Amount. Percent. SINGLE-EXPANSION LOCOMOTIVEa. Class A3, 000> Switching: Less than 140,000 pounds on drivers. 140,000 pounds or more on drivers. . . Class B3, OOOo> , rreight: Less than 80,000 pounds on drivers.. 80,000 to 100,000 pounds on drivers.. 100,000 to 140,000 pounds on drivers . 140,000 to 180,000 pounds on drivers . Class B4,0000o> Freight: . Less than 80,000 pounds on drivers. . 80,000 to 100,000 pounds on drivers. . . 100,OQO to 140,000 pounds on driTjrs.. 140,000 to 180,000 pounds on drivers.. Glass C2, OObo> Less than 80,000 pounds on drivers . . 80,000 to 100,000 pounds on drivers . .. 100,000 to 140,000 pounds on drivers.. 140,000 to 180,000 pounds on drivers. . 1SSC3, 000oo> Passenger: Less than 80,000 pounds on drivers .. 80,000 to 100,000 pounds on drivers .. 100,000 to 140,000 pounds on drivers . 140,000 to 180,000 pounds on drivers . Freight: Less than 80,000 pounds on drivers. . . 80,000 to 100,000 pounds on drivers. . . 100,000 to 140,000 pounds on drivers. . ' 140,000 to 180,000 pounds on drivers. . 55 52 54 43 43 60 21 19 32 105 107 48 $2.39 2:39 S2.50 2.60 2.66 2.66 2.66 2.66 2.75 ■2.85 3.00 3.10 2.66 2.66 2.66 2.66 2.75 2.85 3.00 3.10 2.35 2.35 2.35 2.35 2.45 2.50 2.60 2.70 2.35 2.35 2.35 2.35 2.66 2.66 2.45 2.50 2.60 2.70 2.75 2.85 3.00 3.10 10.11 .21 NEW YORK, NEW HAVEN & HARTFORD R . R. • SINGLE-EXPANSION LOCOMOTIVES. 20 16 35 35 $2.45 $2.45 $0.00 0.0 Clafis A^ OOO'^ 168 199 58 61 Switching: 2.40 2.00 2.50 2.00 .10 .00 4.2 0.0 Class B3 OOOo'> 357 349 60 60 Freight: Over 150,000 pounds on drivers- 2.80 2.80 2.60 2.60 3.00 3.15 3.00 3.15 .20 .35 .40 .55 7.1 Local 12.5 Less than 150,000 pounds on drivers— 15.4 Local 21.2 Clft.«!^"R4 OOOOn'^ 39 35 66 69 2.80 2.80 '3.10 3.25 .3J .45 10.7 1 1 16.1 418 390 33 34 Passenger: 2.45 2.45 2.45 2.50 .00 .05 0.0 2.0 104 106 51 50 Passenger: 2.45 2.45 2.80 2.60 2. SO 2.60 2.45 2.50 3.15 3.15 3.00 3.00 .00 .05 .35 .55 .20 .40 0.0 2.0 Local freight,: 12.5 21.2 Through freis:ht: - 7.1 Less than 150,000 pounds on drivers. . 15.4 308 EAILEOAD LABOR ABBITEATIONS. Rales paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . NEW YOEK, NEW HAVEN & HAETFORD E. E.— Continued. Class. Number. Average weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOM6tIVE3— COntd. Class F2, o00oo> 12 12 53 53 Passenger S2.45 $2.60 jo.ir 6.1 Class F3, oOOOoo> . 32 88 71 75 2.45 2.70 .25- 10.2 7 , 3 34 36 2.45 2.45 .66 FOUE-CYLIITOEB COMPOUND LOCOMOTIVES. Class C3, 00 Ooo> 2 60 2.45 TWO-CYUNDEK COMPOUND OK CROSS- COMPOUND LOCOMOTIVES. Class A3, Oo6> 17 6 68 68 Switching: 10-hour yards 2.40 2.00 2.60 2.00 .10 .00 4.2 0.0 NEW JEESEY & NEW YOEK E. R. SINGLE-EXPANSION LOCOMOTIVES. Class B4, OOOOo> ." 2 2 76 66 Freight $2.60 $3.00 $0.40 15.4 Class G3 000oo>. 12 10 58 59 2.40 2.60 .20 8.3 Class F2, oOOoo> 3 2 39 39 2.40 2.60 .20 8.3 1 1 NEW YORK, SUSQUEHANNA & WESTERN R. R. SOTQLE-EXPANSION LOCOMOTIVES. Class A3, 000> 3 71 PwitC^'i'"£ $2.50 Class B3, OOt)o> 19 20 49 56 Freieht $2.50 2.20 3.00 2.50 $0.50 .30 20 13.6 30 38 66 65 Freight 2.50 2.20 3.00 2.50 .50 .30 20.0 13.5 Class C2, OOco> ... 13 14 40 39 2.35 2.50 .15 6.4 4 10 66 57 2.35 2.50 .15 6.4 PENNSYLVANIA R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 107 113 47 51 $2.60 $2.60 $0.00 0.0 Clas8A3,00^> 339 365 65 70 Switching: 144Jfln pmiTifl.q rni flriyAffl 2.81 2.60 2.81 2.60 .00 .00 0.0 0.0 Class B3, OOOo> 210 204 68 68 Freight: 3.00 2.85 3.10 3.00 .10 .15 3.3 Under f63,000 pounds on drivers 5.3 RAILROAD LABOR ARBITRATIONS. 309 Rates paid to locomotive firemen before and after' the arbitration of 1913, and amount and • per cent of increase in yites awarded by the arbitration board according to class of -Continued. PENNSYLVANIA E. R.— Continued. Class. Number. Average weijlit on drivers (tons). Bate per day oflOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGtE-EXPANSION LOCOMOTIVES— COntd. 2,204 2,383 82 88 Freight : $2.85 3.00 3.00 3.00 J3.00 10.15 5.3 140 000 to 170,000 pounds on drivers. . 3.20 3.30 .20 .30 6.7 200 000 to 250,000 pounds on drivers. . 10.0 Clfif^ C2 OOoO 362 307 45 46 Passenger: 2.40 2.40 2.45 2.50 .05 .10 2.1 80,000 to 100,000 pounds on drivers • 4.2 Classes OOOoO. 10 10 70 70 ' Passenger 2.50 2.70 .20 8.0 1 1 83 84 Passenger 2.50 2.70 .20 8.0 1 118 Freight 3.30 Class F2 oOOoo"^ 247 285 59 60 2.60 2.60 .10 4.0 ClaBa F3 oOOOoo'> 112 137 90 91 2.60 2.85 .25 9.6 Mallet oOOOO-OOOOo'> 1 1 219 219 Freight 3.00 4.00 1.00 33.3 POUR-CYLINDEa COMPOUND LOCOMOTIVES. Class F2 oOOoo^ 3 2 54 59 Passenger . . , 2.50 2.60 0.10 4.0 L 193 Freight 4.00 PENNSYLVANIA 00. SINGLE-EXPANSION LOCOMOTIVES. Class A2 OO 6 i 35 38 Switching: First-class yards . $2.60 2.50 S2.60 2..'>0 10.00 .00 0.0 Second-class yards 0.0 183 195 61 65 Swirehing: 2.60 2.50 2.60 2.50 .00 .00 0.0 Second-class ya^'ds . 0.0 Class A4 d000> 10 8 53 63 Switching: 2.60 2.50 2.60 2.50 .00 .00 0.0 0.0 CAas% B4 OOOOo^ 780 937 82 . 87 Local freight: 3.00 3.00 3.00 3.00 3.0O 3.00 3.00 3.10 3.20 3. .TO .00 .00 .10 .20 .30 0.0 100 000 to 140 000 TJounds on drivers . 0.0 3.3 1 70 000 to 200 000 Dounds on drivers 6.7 10.0 67 .W 32 32 2.40 2.45 .05 2.1 89 86 63 ■ 64 Through freights: 3.00 3.00 3.00 3.00 .00 .00 0.0 0.0 r,lHS 77 75 46 49 Switching: First-class yards S2 S5 $2 S5 SO. 00 .00 2.65 2.P5 2.65, 0.0 Class A3, 000> 61 63 63 71 Switcliing: 2.85 .BO .00 Second-class yards 2.65 2.65 Class A4, 0000> 20 15 67 76 Switching: First-class yards 2.86 2_SS .00 .00 2.65 : 2.65 0.0 Class 153, OOOo>.. 4 2 45 45 Switching: 2.85 ! 2.S5 2.65 2.65 .00 .00 0.0 Second-class yards -0 Freight: 3.26 Less than 144,150 pounds on drivers. . 2.70 Class B4, OOOOo> , 484 .507 71. 77 Switching: First-class yards 2.85 f. 8.1 .00 .00 2.66 • 2.65 3.25 ..:... 0.0 Freight: 144.1,'>n pounds and over on drivers. . . Less than 144,150 pounds on drivers. . 2.70 Through - 3.10 3.25 Local Class 02, 00oo> 135 142 41 45 , Passenger: Local train, first year 3.75 Express train— ^ Second year..,! 4.40 4.20 Succeeding years Standard rate , 2.50 Classes, 000oo> : 148 133 53 58 Passeiigcr: Local train, first year 3.75 Express train, first year 4.10 Standard rate " 2.70 2.85 2.65 Switching: First-class yards. 2.85 2.65 3.25 .00 .00 0.0 Second-Class yards 0.0 Freight: 1 144,150 pounds and over on drivers... Less than 144,160 pounds on drivers. . 2.70 140,000 to 170,000 pounds on drivers- Through 3.10 3.25 Local Class E4, o0000o> 7- 125 Freight 3.30 Class r2, o00oo> 50 51 50 54 Passenger: Local train, first year 3.75 4.10 4.20 Ejtpross train- Second year Succeeding years 80,000 to 100,000 Dounds on drivers . . . 2.50 2.60 100,000 to 140,000 potmds on drivers. . CJass H3, oo000o> 10 10 60 62 Passenger: First year 2.45 2.60 Second and subsequent vears 100,000 to 110,000 pounds on drivers . . 2.60 BAILKOAD LABOR AEBITEATIONS. 311 Bates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued . RUTLAND E. b!. Class. Number. Average weight on drivers (tons). Rate per day oflOO miles or 10 hours cr less to firemen. Increase to firemen. * 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOC0M0TIVE3. Class A2,00> 1 1 32 32 ii.ib 2.00 }2.50 2.50 SO. 40 .50 19.0 25.0 All other yards Class A3, 000> S 6 68 60 Rutland .- 2.10 2.00 2.50 2.50 .40 .50 19 Class B3, OOOo> 18 16 49 50 Switohmg— • Rutland 2.10 2.00 2.80 2.70 i.90 2.50 2.50 2.80 2.85 3.00 .40 .50 .00 .15 .10 19 20 or 21 inch cylinders Freight-- Under 20-inch cylinders 5.6 3.4 Class B4, OOOOo> 15 21 88 90 Freight— 2.80 2.80 3.00 3.20 .20 .40 7 1 21-inch cylinders or under 14.3 Class C2, 00oo> ^ 18 17 32 33 Passenger— 2.35 2.35 2.45 2.50 .10 .15 4.3 80,000 to 100,000 pounds on drivers 6.4 Classes, 000oo> 29 35 59 63 Freight— 80,000 to 100,000 pounds on drivers.... 2.70 2.80 2.40 2.45 2.85 3.00 2.60 2.70 .15 .20 .20 .25 6.6 100,000 to 140,000 pounds on drivers. . . 7.1 100,000 to 140,000 pou ds on drivers. . 8.3 10.2 TOLEDO & OHIO CENTRAL RY. - SINGLE-EXPANSION LOCOMOTIVES. Class A3', 000> 28 28 67 57 Switching S2.40 J2.50 SO. 10 4.2 Class A4,0000> 3 120 Switching 2.60 Class B4, 0Ot)Oo> 62 60 ' 77 78 Freights 21-inch cylinders or over 2.95 2.90 Engines weighing 140,700, 141,660, and 3.10 3.30 Class C2i OT)oo> 18 15 38 4i Passenger- 17-inch cylinders 2.25 2.35 Engines 59,400 pounds on drivers . 2.45 2.50 Engines 82,000. '87,000, and 92,600 , Classes O00oo> ' 23 23 46 46 ■ liocals 71, 72, 88, and 89 2.94 2.85 2.80 2.70 2.55 3.09 3.00 .15 .15 5.1 5.3 2.86 .15 5.6 4 67 2.60 312 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to- class of engine — Continued. TOLEDO, PEOEIA & WESTEEN EY. Class. Number. Average weight on drivers (tons). Eateper day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Percent. SINGLE-EXPANSION LOCOMOTIVES. Class B4, 0000o> .V 14 16 69 71 Passenger S2.00 2.65 2.75 *2. 70 3.10 3.10 $0.70 .55 .35 36.0 Freight— 21.6 21 hy 28 inch cylinders 16.4 7 7 26 25 Passenger . . 2.00 2.65 2.46 3.00 .45 .45 22 S Freight '. 17.6 10 10 54 54 Passenger 2.00 2.65 2.60 3.00 .60 .45 30.0 Freight . ; 17.6 TOLEDO, ST. LOUIS & WESTEEN E. E. SINGLE-EXPANSION LOCOMOTIVES. ' Class A3, 000> . 10 10 61 61 $2.20 $2.50 $0.30 13.6 9 9 50 50 Freight— Throueh 2.60 2.75 2.76 3.15 .15 .40 5.8 14.6 Class B4 0000o> 34 39 81 81 Freight - 2.875 3.10 .225 7.8 ClassC2 OOoo> . .- 8 8 31 31 2.225 2.45 * .225 10.1 31 31 61 61 2.225 2.876 2.50 3.00 .275 .126 12.4 Freight 4.4 Class F2 o00oo> 2 2 44 44 2.225 2.60 .275 12.4 VANDALIA E. E. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> 1 1 40 40 SwitnhiTig $2.50 $2.50 $0.00 0.0 Class A3, 000> 32 32 70 70 Switching 2.50 2.50 .00 .0 Class B3, 00'&o> 83 83 71 71 Freight 2.85 2.50 3.10 2.60 .26 .10 8.8 4.0 Class B4, 0000o> 66 66 71 71 3.00 3.10 .10 3.3 Class C2, OOoo> 29 25 34 35 2.40 2.45 .05 2.1 Class C3, 000oo> 24 24 46 46 2.40 2.85 2.60 2.85 .20 .„00 8.3 Freight .0 Class F2 oOOoo> 19 19 62 52 80,000 to 100,000 pounds on drivers 2.,™ 2.50 2.60 2.60 .00 .10 .0 4.0 8 12 93 83 2.60 2.70 .10 3.8 KAILBOAD LABOR ARBITEATIONS. 313 Rates paid to locomotive firemen before and after the arbitration of 1913, and amount and ■per cent of increase in rates awarded by the arbitration board according to class of enOines — Continued. WEST SIDE BELT R. R. Class. Number. Average weight on drivers (tons). Rate per day orlOO miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINQLE-EXPA.N3I0N LOCOMOTIVES. Class A2, 00> 1 1 37 37 $2.40 $2.60 $0.10 4.2 Class B4, 00(50> 2 2 80 80 Switching , •2.40 2.90 2.60 3.10 .20 .20 8.3 Freight ."..... 6.9 Class 02, OOoo> 1 1 33 33 2.32 2.45 .13 5 5 Class C3, 000oo> 1 1 40 40 Switching ... 2.40 2.50 .10 4 2 POUK-CTLINpEE COMPOUND LOCOMOTIVES. Class 000— 000 Mallet 2 2 162 162 Freight 3.00 4.00 1.00 33 3 WABASH-PITTSBURGH TERMINAL RY. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 00 > 1 42 $2.40 Class B4 OOt)Oo> 12 12 100 100 2.40 2.90 $2.60 3.30 $0.20 .40 8.3 Freight 13 8 2 2 33 33 PaFSsenger - . . . . - 2.32 2.45 .13 5.8 Class 03 000oo"> 2 2 36 36 2.40 2.70 2.50 2.75 .10 .05 4.2 Freight 1.9 WHEELING & LAKE ERIE R. R. SINGLE-EXPANSION LOCOMOTIVES. Class A2, 00> Switching Class A3, 00»> Switching: 140,000 pounds on drivers Over 140,000 pounds on drivers Class B3, OOOo> Freight, between 80,000 and 100,000 ' pounds Class B4,0000o> Freight: Less than 150,000 pounds on drivers. . . 150,000 pounds or over on drivers Class C2, OOoo> Lras than 80,000 pounds on drivers 80,000 pounds to 100,000 pounds on drivers Classes, 00 Ooo> . Freight: Less than 80,000 pounds on drivers — 80,000 pounds to 100,000 pounds on drivers Class r2, o00oo> . .■- / Passenger, 100,000 to 140,000 pounds on drivers 29 60 16 6. 34 40 60 39 $2.30 $2.50 2.40 2.40 2.70 2.90 2.32 2.32 2.70 2.70 2.32 2.50 2.60 2.85 3.20 3.30 2.45 2.50 2.75 2.85 $0.20 .28 314 RA.ILEOAD LABOB ABBITBATIONS. Rates paid to locomotive firemen before and after the arbitration of 1913, -and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Oontinued. • ZANESVILLE & WESTEEN EY. Class. Number. Average weight on drivers (tons). Bate per day of 100 miles or 10 hours or less to firemen. Increase to firemen. 1912 1914 1912 1914 1912 1914 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class" B3, Oo> 4 4 43 43 Local freight . J2.76 2.70 2.55 $3.00 2.85 2.85 to. 30 .15 .30 11 1 5.6 Work, wreck, circus, and mine runs 11.8 nUfV^'a R4j OOOOn"^ 7 9 61 63 2.76 2.76 3.10 3.25 .34 .49 12.3 Local freight 17.8 Class C2 OOoo> . 3 6 29 29 2.23 2.45 .22 9.9 Classes, 000oo> 4 1 39 39 2.70 2.70 2.55 3.00 2.85 2.85 .30 .15 .30 11.1 5.6 11.8 XVI. EAILROADS IN EASTERIT TEEEITOEY AND OEDEE OF EAII- WAY CONDTJCTOES, BEOTHEEHOOD OF EAIIEOAD TEAIN- MEN: 1913. (Submitted to arbitration by an agreement dated July 26, 1913. Award rendered ' November 10, 1913.) Adjustment of requests for higher rates of pay and improvements in working conditions, as has been pointed out, had been made by ar- bitration for locomotive engineers in eastern territory in November, 1912, and for locomotive firemen in April, 1913. This cycle of wage adjustments, so far as employees engaged in train movements was concerned, was completed by the arbitration in the latter half of 1913 of certain requests of conductors and trainmen in the territory east of the Mississippi and north ofthe Ohio-and Potomac rivers. About 20,1)00 conductors and. 80,000 trainmen and 42 of the leading eastern railroads were involved in these proceedings. This arbitration was the first held under the auspices of the so- called Newlands law which superseded the Erdman Act, and created the United States Board of Mediation and Conciliation. The arbitra- tion board selected to hear the case consisted of six member^, divided into three groups of two each, representative of the railroads, the employees, and the public. The latter group was composed of the Setn Low, president of the National Civic Federation and for- merly president of Columbia University, and Dr. John H. Finley, president of the University of the State of New York. The railroads were represented by W. W. Atterbury, vice president of the Pennsyl- vania Railroad, and A. H. Smith, vice president of the New York Central lines. L. E. Sheppard, vice president of the Order of Rail- road Conductors, and D. L. Cease, vice president of the Brotherhood of Railroad Trainmen, represented the employees. The hearings of the arbitration board were held in New York City during the period September 11 to October 10, 1913. The award, of the board was handed down on November 10, 1913. SUMMARY OF THE BOARD's DKOISION. The award of the arbitration board, so far as the main issues and principles involved in the proceedings are concerned, may be briefly siunmarized as follows: 1. Data or time were not available for a complete study of the ques- tion of the standardization of rates of pay and working conditions. No attempt was therefore made to standardize rates and conditions between the East and West, but the effort was made to standardize rates between the East and South, because of similarity in working conditions and because of the fact that rates of pay for other skilled 315 316 EAILEOAD LABOB AEBITEATIONS. workers were practically uniform in these sections. The recom- mendation was made that Congress should authorize some public body- to make an independent inquiry as to whether there was any scientific ground for maintaining a wage differential between the East and the West. 2. As a result of its own inquiries the board came to the conclusion that the cost of living to workers in the East with an income ranging between $800 and 11,200 had advanced 7 per cent during the period 1910-1912. They considered this the basic factor in making their award. They therefore granted a corresponding money increase to conductors and trainmen amounting according to their estimate to approximately $6,000,000. This amount, as a general rule, they en- deavored to distribute in advances in rates of pay, other factors, however, being taken into consideration, such as increased work or responsibilities, or the difference between eastern and southern terri- tory in the case of certain classes of service. 3. Upon the basis of exhibits submitted by the employees, the board reached the conclusion that the element of hazard or risk for trainmen had tended to decrease instead of increase. No added com- pensation, therefore, in its opinion, could be gjven to offset this factor. They considered risks to have been reduced by the substitution of steel for wooden cars and by the installation of safety devices by the railroads. 4. As a general proposition the board declared that conductors and trainmen, however, should receive a higher rate of compensation as compared with other skilled labor because of the greater element of hazard in their occupations. 5. The board held further that there had been no additional respon- sibihty imposed upon brakemen because of heavier and longer trains; but, on the other hand, the responsibilities of conductors had been increased. 6. The increased productivity of the transportation industry, the board thought, had been due to added capital investments and to mechanical appliances and inventions and not to the working forces. They noted one exception, mine runs, to this general finding and gave substantial recognition in the form of higher rates to engineers and firemen in this class of service. 7. The board held that there was no working relation between freight and passenger rates and rates of pay to employees. 8. The percentage of increase in rates of pay granted in the pas- senger service was not large. Larger advances were allowed in freight service because of the longer hours of work. An action of the board, which was of general interest and which should be specially mentioned, consisted in the recommendation that Congress should authorize some public authority to make an inde- pendent inquiry for the following purposes: 1. To ascertain whether there was any reason for maintaining a wage differential between the East and West. 2. To study existing wage scales, and to recommend "a scientific basis for the payment of railway employees who operate trains." The former Commission on Industrial Kelations had just been established, and the arbitration board suggested that it undertake this investigation. KAILEOAD LABOR ARBITEATIONS. 317 • - REVIEW OF ARGUMENT. Conductors and trainmen asked for western rates of pay on the following general grounds : 1. Standardization. 2. Cost of living. 3. Because of increased risk, labor, and responsibility. 4. Because of the increased productivity of the work of the train crews. 5. Because profits of railroads had increased out of proportion to wages. The men submitted testimony to show that railroading is worth just as much in one section of the country as another, with the ex- ception of the so-called mountainous district of the West. The essen- tial conditions aifecting the lives of the men in all three territories they claimed were the same. It was pointed out further that the operating rules for railways have been largely standardized by the American Railway Association, which embraces all railroads in the United States, and that the Car Builders' Association was stand- ardizing in the construction of cars. Figures from the Bureau of Labor Statistics were also submitted to show that wages in other trades were practically identical in all sections of the country. Evi- dence was also presented to prove that railroads traversing the same territory and operating under identical conditions, in one case, car- ried eastern rates of pay to conductors and trainmen and, in the other, western rates. The railroads made reply to the argument of the employees by the statement that there is no such thing as standardization of rates and rules because the relation between working rules and rates of pay C3,n not be disassociated; that rules and rates differ in the same territory and between different territories. They acknowledged that rates were higher in the West and South than in the eastern territory, but conditions of employment and working conditions, they asserted, were easier in the East because of better equipment and roadway and working rules. Lighter and less dangerous work, the railroads also claimed, offset the comparatively lower earnings of the men in the East. The railroads argued further that receipts per ton and passenger mile were higher m the South and West than in the East, and, despite this fact, conductors and trainmen received a greater pro- portion of the receipts per train mile in the East than in the other two sections. This was due, they declared, to the short runs in the East (less than 155 and 100 miles per day), which were paid for as a full day. Finally, the railroads declared that the justice of the higher wage scales in the South and West had not been established, and without a justification of these scales rates in the East should not be raised to their level. Southern and western schedules, they stated, were not entitled to consideration as standard scales. The finding of the board was that standardization of rates of pay between eastern and western territory was then impossible, and that it was uncertain whether conductors and trainmen in the West wi&hed this to be done. They also found that rates of 'pay in other organized trades were higher in the West than in the East. They 318 EAILEOAD LABOR AEBITKATIONS. came to the final conclusion that rules and rates were already par- tially standardized between the East and vSouth, and endeavored further to standardize them so that all rates would be uniform in the territory east of the Mississippi River. The board peinted out that rates in other occupations than railroading were largely the same in these two sections. In attempting to standardize rates as far as practicable between the East and South the following detailed awards were made: 1. Rates asked for by conductors in passenger service in eastern territory, which were the same as those obtaining in the South, were allowed. 2. In local freight service small advances werie made, but they were the same rates as then paid in the South for conductors and brakemen. In through freight service the rates awarded also approximated those in the South. Increases granted were largest in freight service, because the board stated men have to work abnormal hour§ in the East, longer than in the other two territories. In yard service first-class yards in the East were placed upon the Chicago basis. In its opinion, the board also declares that rates should ultimately be standardized between all sections, but found itself without sufficient data or time to work this out, and recommended a congressional inquiry as to this question. The board stated further that there was no working relation, in its opinion, -between freight and passenger rates and rates of pay in different sections. As to cost of Uvmg, the men submitted data showing the increased cost of food during the 10 years preceding the arbitration. The railroads, on the other hand, contended that the arbitration board should accept as a basing or starting point for its decision the wage adjustments with trainmen and conductors in 1910; that there had been no increase in cost of living since that date, and hence no increase in wages on that ground. The railro'ads, however, did not submit any testimony to establish this claim. The board in its award assumed that increases in cost of living had been adequately cared for prior to 1910 by the adjustments of 1910 between the conductors and trainmen and the railroads. On its own exanaination, however, of Bulletin 132 of the United States Bureau of Labor Statistics, the board came to the conclusion that there had been a substantial increase in the cost of hving during the period of 1910-1912 for men having incomes from $800 to $1,200 fier annum, amounting to at least 7 per cent. They considered this actor as basic, and aimed to award a corresponding wage increase to the employees, amounting in the aggregate, according to their estimate, to approximately $6,00P,000. As to the general claim of increased risk, labor, and responsibiUty, the. men argued that their labors and responsibilities had been increased by the lengthening of trains and use of larger equipment, and furthermore, that larger risks had to be taken and greater hazards incurred. The railroads answered by the argument that although length of trains had been increased, additional labor, risks, and responsibilities had been offset by the installation of labor saving and safety devices. In this connection, the findings of the board were: 1. Risks and accidents to trainmen and conductors had declined instead of increased. EAILEOAD LABOE ARBITEATIONS. 319 2. There had been no increased labor to trainmen since 1910 for handling larger trains because of the wider use of the air brake. 3. Responsibilities of conductors had become greater because of heavier trains. Substantial recognition to this finding was given in some instances by larger increases in rates to conductors than to brakemen, baggagemen, and flagmen. As to increased productivity of train crews, the men claimed that their output had been greatly increased by lengthening of trains, or the increase in the nunaber of cars handled by a train crew. Against this argument the railroads contended that any increased productivity of employees had been met by the wage adjustment of 1910, and submitted evidence for the purpose of proving that the einployees received more per traffic unit than formerly. The finding of the board was that increased productivity was due to new capital investments and not to labor, except in the case of mine runs. An increase in rates was granted to cover the increased productive efiiciency of conductors and trainmen in this branch of the service. In connection with profits and wages, the men claimed that profits of the railroads were increasing, while the railroads ignored this argument except to show that fixed charges had advanced. The board stated in its award that there was' no relation between wages and profits, and that the argument of the men was without; any significance in view of the fact that the railroads did not claim inabihty to pay increased wages. As to the comparison of the pay of conductors and trainmen and other skilled labor, the railroads claimed that the pay of conductors and trainmen was greater than other skilled labor, while the men replied that they deserved higher rates of pay because of greater responsibiHties and hazards. In its findings, the board sustained the contention of the men. ' The railroads put forward the claim that wages of brakemen should be reduced because of full crew biUs and similar legislation. The employees declared that such legislation had been passed in 20 States, only. 5 of which were in the East, and no discrimination had been made in rates of pay in the other States. The board held that it was not within its purview to pass upon legislation of the States. As to overtime payments of tirde and one-half, the board stated that hours of work were unreasonably long and should be reduced. It refused, however, to accept punitive measures to remedy this situation, because they beheved a considerable amount of overtime was beyond the control of railroad managements. The hope was expressed that some other remedy for longer hours could be devised. The board earnestly called the attention of the country to the fact that any failure to modernize the raihoads with safety devices and steel equipment resulted in greater hazard or death and injury to fiassengers and employees, and decreased efficiency of operation, t considered any policy which fails to give sufficient rates to the railroads for this purpose a "misfortune." 320 EAILEOAD LABOE ABBITBATIONS. THE AWARD IN DETAIL. The detailed requests of the employees as compare(^ with the find- ings of the board of arbitration are shown below. The requests of the employees were put forward in the form of articles designated by letters from A to Q, inclusive. In the comparison of the award of the arbitration board with these requests, the articles of the requests and the awards are shown in parallel columns. Requests of Employees and Award of Board Compared. Article A. REQUESTS OF CONDUCTORS AND , AWARD OF THE BOARD OF ARBI- TRAINMEN. Passenger service, steam and electric: Per mile, cents. Conductors 2.90 Baggagemen 1. 87 Flagmen or rear brakemen 1. 80 Brakemen 1. 74 TRATION. Passenger service, steam and electric: Per mile, cents. Conductors 2.90 Assistant conductors or ticket col- lectors 2. 30 Baggagemen 1. 65 Flagmen, rear brakemen, and brakemen 1. 60 Minimum day of 155 miles. Minimum day of 155 miles. Article B. Passenger service, runs of less than 155 miles — urates: Conductors - Flagmen or rear brakemen . Brakemen $4.50 2.90 2.80 2.70 Passenger service, runs of less than 155 miles — urates: Conductors $4. 50 Assistant conductors or ticket col- lectors 3. 57 Baggagemen 2. 73 Flagmen and rear brakemen 2.60 Brakemen 2. 55 Assistant conductors and ticket col- lectors not to be created. Rates awarded only applicable where these designations are already made in schedules. Rate's of pay to flagmen and rear brake- men to apply to all employees performing these services regardless of whether they are known by these titles. Article C. Overtime on short turn-around runs, no single trip of which exceeds 80 miles, to be paid for all time actually on duty beyond 8 hours and within 10 consecu- tive h6urs, and also for all time in excess of 10 consecutive hours, computed from time required to report for d\ity, at the following rates per hour: Cents. Conductors 45. Assistant conductors and ticket col- lectors Baggagemen 29. Flagmen or rear brakemen 28. Brakemen 27.0 Overtime allowed after 8 hours within 12 consecutive hours, and after 12 hours time to be counted as continuous where release from actual duty does not exceed 1 hour, at the following rates: Cents. Conductors 45. Assistant conductors and ticket col- lectors 35. 7 Baggagemen 27. 5 Flagmen or rear brakemen 26. Brakemen 25. 5 EAILEOAD LABOB ARBITEATIONS. 321 All other passenger trainmen shall be paid overtime on the speed basis of 25 miles per hour. Regularly assigned passenger trainmen available for duty the entire month shall receive the following rates per month: Conductors $135.00 TBaggagemen 87. 00 Flagmen or rear brakemen 84. 00 Brakemen 81. 00 When regular men lay off, extra men shall receive 'the same rates as the reg- ular men, the sum total equaling the above monthly guaranty. All other passenger trainmen shall be paid on a speed basis of 25 miles per hour. Regularly assigned passenger trainmen available for duty the entire month shall receive the following rates per month: Conductors |135. 00 Baggagemen 82. 50 Flagmen or rear brakemen 78. 00 Brakemen T 76. 50 When regular men lay oft, extra men shall receive the same rates as the regular men, the sum total equaling the above monthly guaranty. Article D. Reductions in crews or increases in mileage from assignments in passenger service in effect November 1, 1912, shall not be made for the purpose of offsetting benefits of award. This request allowed #ith reservation that railroads might change suburban and short run assignments and mileage, so as to avoid excessive overtime claims, pro- vided no changes in earnings of men, or no crews taken off and reduced. Article E. Increases requested to apply to all spe- cial or incidental rates not specified. For all special and incidental service in passenger and freight service not spe- cifically covered by this award -a percent- age of increase is hereby granted as fol- lows: Per cent. Passenger conductors 8. 2 Baggagemen 6. 4 Passenger fiagmen or rear brake- men 1 4. 9 Passenger brakemen 6. 7 Through freight conductors 10. 1 Through freight flagmen 5.7 Through freight brakemen 10.3 Local freight conductors 13. 2 Local freight tiagmen 7. 1 Local freight brakemen 11. 1 It is not the intention of this article to reclassify any service within existing schedules except as reclassified by this award, nor to increase special allowances based on the standard mileage, hourly, or daily rates. , The board finds itself unable from the evidence before it to make uniform rule's for multiple unit electric service, but it is awarded that where standard rates now obtain the standard rates fixed by this award shall apply, and where special rates exist, that such special rates shall , take the percentage of increase given by this article; provided that in no case shall the rates so increased be carried above the standard rates fixed by this award. Where on any road lower rates than the standard or prevailing rates were estab- lished by the Clark-Morrissey award in 1910, the same percentage of wage differ- entials will obtain under this award, but 51393°— S. Doc. 493, 64-1 21 322 KAILBOAD LABOR AEBITEATIONS. all other conditions except rates will be superseded by this award. It is intended that in no case shall the rates so increased be carried above the standard rates fixed by this award. This board is uninformed as to the pre- cise range of effect of the Olark-Morrissey award. This board does not intend to* open up any question as to standardizar tion of rates not directly connected with the Clark-Morrisaey award. Any dispute arising out of this exception may be snb- mitted to this board or a subcommittee thereof for final decision. . Such sub- mission shall be in writing. A statement should be agreed upon, and if not agreed upon, then the differences should be re- cited in detail. Article F. Through and irregular freight service Through and irregular freight work, to be paid as follows, per mile: construction, snowplow, circus, or wreck train service, to be' paid as follows, per • mile: Cents. Cents. Conductors 4.18 Conductors 4.00 Flagmen 2.88 Flagmen 2.67 Brakemen 2.78 Brakemen 2.67 Runs of iOO miles or less, either straight- Runs of 100 miles or lesis, either straight- away or turn around, to be paid for as 100 away or turn around, to be paid for as 100 miles. miles. Article G. Way, pick-uj), or drop, mine and roust- about, to be paidas follows, per mile: I Cents. Cents. Conductors 4.84 Conductors 4.50 Flagmen 3.31 Flagmen 3.00 Brakemen 3.21 Brakemen 3.00 One hundred miles or less to constitute One hundred miles or less to constitute a day. a day. Arwclb H. Work, construction, wreck, circus, and Through and irregular freight service' snowplow train crews to be paid as rates awarded as follows, per mile: follows, per day: , Cents. tJonductors $4. 50 Conductors 4. 00 Flagmen 3.10 Flagmen 2.67 Brakemen 3.00 Brakemen 2.67 Article I. In all classes of service, other than pas- This request was allowed with the ex- senger, 100 miles or 10 hours or less shall ception that overtime should be paid for constitute a day's work. Overtime shall at a speed of 10 miles an hour. Railroads be paid for at the rate of 15 miles an hour, also authorized to run crews in a number of short runs, provided their mileage ia the aggregate does not exceed 100 miles, • or their time on duty does not exceed 10 hours. BAILBOAD LABOR AEBITBATIONS. 323 Article J. Milk, helper, and other classes of serv- This request was practically allowed ice to be given the same rate of increase and included in Article Ej which makes as given in through freight service. provision for increases in incidental and mixed service corresponding to the rates of increase granted in specified services. (See Article E.) Article K. Regularly assigned men shall be guar- This request was granted, with the anteed 100 miles, or 10 hours for each provision also that crews receiving a calendar day in the month. guarantee may be used in other classes of service if there is nothing to do in their own class of service. Article L. Deadheading in freight or passenger Conditions shall be continued on the service to be paid for at rates of service various roads in accordance with existing in which conductors and trainmen are schedules, unless modified by mutual regularly engaged. Trainmen rimning agreement, with light engines or engine and caboose will be paid full through freight rate. Article M. Unassigned freight crews held away Conductors and trainmen in pool freight from home terminals longer than 12 hours and unassigned freight service to receive will be paid at the rate of 10 miles an continuous overtime at the rate of their hour at through freight rates for the time last service after they have been held so held to be computed up to one hour away from their home terminal 18 hours before ~'the departure of the train on from time relieved from previous duty. which t&y resume duty. If held 14 hours after the first 28 hours, they will be paid continuous time for the next 10 hours, and similarly for each 24 hours thereafter. When called for duty after this pay begins, they shall be paid continuous time. Railroads re- quired to designate home terminals for all 'crews. Article N. Time and one-half for crews handling This request was denied, double-headed trains of two engines re- quested. Article 0. Chicago standard of rates requested for Eastern classification of yards to^be yard service— 10-hour day, time and one- maintained. One cent an hour increase half for overtime. granted to yard employees, provided in- creased rates do not exceed Chicago yard rates.. Time and one-hali for overtime denied. Article P. Rates higher or conditions better on Earnings of conductors and trainmen certain roads which are affected by the not to be reduced by the award. Em- requests of the men or award of the board ployees not to be allowed, however, to not to be reduced advance their rates of pay by selecting old conditions and new rates, or vice versa. 324 KAILBOAD LABOE AKBITBATIONS. Article Q. Existing schedules or agreements shall This request was sanctioned by the not be changed except as they are herein board. ' specifically amended. A minority report was filed by L. E. Sheppard and D. L. Cease, ofBcers of the Order of Eailway Conductors and the Brotherhood of Railroad Trainmen, who represented these organizations on the arbitration board. The points of disagreement with the majority report which were put forward by these arbitratore were as follows: 1. They considered that the request of the men for time and one- half for overtime should have been granted, because, they declared, that the men deserved it. They claimed that the railroads could regulate overtime. 2. Conductors and trainmen should have had a participation in the revenue gains from the development of increased train tonnage be- cause of their increased productivity. 3. Failure of the board to consider conditions prior to adjustments of 1910 was unwarranted and limited the scope of its findings. 4. Differentials established by the Clark-Morrissey award of 1910 should have been changed because conditions have changed since this award. 5. There should have been a greater degree of standardization. A dissenting opinion was also filed by W. W. Atterbury, vice presi- dent of tKe Pennsylvania Railroad, and A. H. Smith, vice president of the New York Central lines, who represented the railroads on the board of arbitration. They dissented from the award on the foUowiag general grounds: First. Because "standardization" is chimerical and uneconomic. Second. Such increased cost of hving as has occurred is not sufii- cient to justify the increase granted. Third. Statistics proved that "risk" had decreased; proved that "hours of labor" had decreased; the weight of evidence was that "labor" had not increased; and they could not agree that it had been proven that anything so intangible as "responsibility" had been increased. Fourth. The conductors and trainmen were but one of the many factors in efficient railroad operation, and were n6 more responsible for increa,sed productivity than any other class of railw9.y labor. COMPARISON OP THE RESULT OP THE ARBITRATION BY INDIVIDUAL RAILROADS. In the series of statements which f oUow a comparison is made of the results of the arbitration on individual railroads which were parties to the proceedings. The general method adopted was to compare the official schedules of rates of pay and working conditions which were ia force on each raUroad before and after the award of tbe arbitration board. A comparative statement is shown for each road for which official schedules could be secured. No comprehensive generalization as to the results of these schedule comparisons can be made, for the evident reason that no standard method of wag,e payment prevailed. Each transportation company adapted the award to its own mfethod of fixing the basis of compen- sation. In §ome instances payments are made on a trip basis, and in EAILEOAD LABOR ABBITEATIONS. 325 others on a mileage basis. Almost aU railroads have special methods of payment for special kinds of service or special runs. The detailed comparisons, by raiboads, are given below. The railroads are arranged in alphabetical order. BALTIMORE & OHIO RAILROAD CO. On a standard mileage basis as well as on the basis of a minimum monthly guaranty, passenger conductors on this road as a result of the award of the arbitration board had their rates of pay advanced about 8 per cent. Baggagemen (not handling express) in ordinary service were allowed increase from 6.5 to 10 per cent, and passenger brakemen from 6.7 to 9.3 per cent. Conductors running on through freight, work, and wreck trains secured advances in compensation on a mileage basis of 10.1 per cent; brakemen, 6.2 per cent; flagmen, 5.7 per cent. In local, pick-up, and mixed freight train service, rates of pay to conductors were advanced 13.2 per cent; to brakemen, 11.1 per cent; and to flagmen, 7.1 per cent. Advances m rates of pay for these same classes of service computed on a run or mileage basis were somewhat less in the case of conductors and flagmen than those made on a day- payment basig. Amount and per cent of increase in rates of pay of conductors and trainmen, as a result of the award of the board of arbitration, effective Nov. 10, 1913. Conductors. . ' Class otservioe. Bate. Increase. 1912 1913 Amount. Per cent. Passenger: Standard (1913, 155 miles or over), per mile JO. 0268 .42 2.10 4.20 125.00 .0363 . 03975 120. 45 4.8279 .0363 .37 .38 .40 $0,029 .45 2.25 4.50 135.00 .04 .045 120.45 5.32 .04 .38 .38 .40 $0.0022 .03 .15 .30 10.00 .0037 .00525 .00 .4921 .0037 .01 .00 .00 8.2 Emergency;! One hour or less Over 1 hour and 5 hours or less 7 1 Over 5 hours or less than 10 Regularly assigned passenger trainmen, monthly guaranty, . per month 8 Freight: Through freight, work and wreck train, per mile 10 1 Local, pick-up and mixed, per mile 13 2 Landenburg Branch, per month. . . Circus train (single move) ,2 minimum 10 2 Circus train (terminal), per mile. 10.1 Yard: Average rate tor groups 2, 3, and 4, day and night, per . hour 2 7 Chicago yard: Day,perhour .0 Baggagemen (express). Class of servicei Rate. Increase. 1912 1913 Amount. Per cent. $0.0165 79.00 $0.0175 86.50 $0,001 7.60 6.1 Regularly assigned, passenger trainmen, monthly guaranty, 9.5 ' Service in excess of 100 miles not considered emergency work. > Based on allowance of 133 miles at through freight rate, overtime after 12 hours. 326 EAILROAD LABOE AEBITKATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen, as a result of the award of the board of arbitration, effective Nov. 10, 1913 — Continued. Class of service. Bate. 1912 1913 Increase. Amomit. Percent, Passenger; Standard (1913, 155 miles or oyer), per mile Emergency: 1 One hour or less Over 1 hour and 5 hours or less Over 5 hours or less than 10 Regularly assigned passenger trainmen, monthly guaranty, per month Baltimore and Washington (minimum of 95 trips per month), per trip Pittsburgh and Cumberland, per month Plttsbiurgh and Wheeling, per month JO. 0155 .24 1.20 2.65 75.00 .78 86.00 86.00 $0. 0165 .275 1.375 2.75 82.50 .78 86. 00 ' 86.00 SO. 001 .035 .175 .10 7.50 .00 .00 .00 6.6 14.6 14.6 10.0 .0 .0 .0 Class of service. Brakemen. Bate. 1912 Increase. Amount. Per cent. Passenger: Standard (1913, 155 miles or over), per mile Emergency: ' One hour or less Over 1 hour and 5 hours or less Over 5 hours or less than 10 Begularly assigned passenger trainmen, monthly guaranty, per month ; Baltimore and Washington (minimum of 95 trips per month), per trip ?. Frederick and Washington Junction (all runs), per month Freight: Through freight, work and wreck train, per mile Local, pick-up and mixed, per mile Circus train (single move),^ minimum Circus train (terminal), per mile Yard: Average rate for groups 2, 3, and 4, day and night, per hour » : Chicago yard: Day, per hour , Night, per hour , SO. 015 .24 1.20 2.65 .74 78.75 .0242 .027 3. 2186 .0242 .34 .35 .37 SO. 016 .255 1.275 2.55 76.50 .74 78.75 3.5511 . 0267 .35 .37 SO. 001 .015 .075 .00 6.50 .00 .00 .0025 .003 .3325 .0025 .01 .00 .00 6.7 .0 .0 .0 10.3 U.l 10.3 10.3 2.9 .0 .0 Class of service. Flagmen. Bate. 1912 1913 Increase. Amount. Per cent. Freight; Through freight, work and wreck train, per mile.. Local, pick-up and mixed, per mile Circus train (single move),2 minimum Circus train (terminal), per mile SO. 02525 .028 3.35825 .02525 SO. 0267 3.5511 .0267 SO. 00145 .002 .19285 .00145 5.7 7.1 5.4 6.7 1 Service in excess of 100 miles not considered emergency work. > Based on allowance of 133 miles at tbrougb freight rate, overtime after 12 hoois. BAILEOAD LABOE ABBITEATIONS. Rates of pay of conductors and trainmen. 327 Class of service. Conductors. 1913 Baggagemen (ex- press). 1912 Standard (1913, 155 miles or over), per mile Runs of less than 155 miles, per day Emergency: • One hour or less _ Over 1 hour and 5 hours or less Over 6 hours or less than 10 Regularly assigned passenger trainmen, monthly guaranty, per month '. .' 30. 0268 OVERTIME. Standard (20 miles equal 1 hour), per hour. .42 2.10 4.20 125.00 .42 10. 029 4.60 2.25 4.50 $0.0165 $0. 0175 2.90 79.00 86.50 .45 Class of service. 1912 1913 Flagmen. 1912 1913 Brakemen. 1912 1913 Standard (1913, 155 miles or over), per mile - Buns of less than 155 miles, per day Emergency: ' One hour or less Over 1 hour and 5 hours or 16ss Over 5 hours or less than 10 Regularly assigned passenger trainmen,- monthly ■ guaranty, per month BStimore and Washington (minimum of 95 trips per month), per trip Frederick and Washington Junction (all runs), per month Pittsburgh and Cumberland, per month Pittsbm-gh and Wheeling, per month OVERTIME. Standard (20 miles equal 1 hour),jper hour. SO. 0166 .24 1.20 2.65 75.00 .78 W.165 2.76 .275 1.375 2.76 82.60 .78 SO. 016 2.60 .26 1.30 2.60 78.00 $0. 016 88.20 86.00 86.20 86.00 .275 .24 1.20 2.56 70.00 .74 78.76 SO. 016 2.55 .265 1.275 2.55 76.50 .74 78.75 .26 .24 5.5 Class of service. Conductors. 1913 Flagmen. 1912 1913 Brakemen. 1912 1913 e Through freight, wort, and wreck train, per mile Local, pick-up, and mixed, per mile Landenberg Branch, per month Circus train " "(single mov^, minimum Circus train, termmal, per mile Through freight, per hour Local, pick-up, and mixed, per hour. Yard service, per hour: GroTOl— Day Night OroiH>2 Day. Night..... Group 3— Day Night;. Group 4 — Day Night ■. $0.0363 .03976 120.46 4.8279 .0363 .363 .3975 $0.04 .045 120.45 5.32 .04 .40 .45 $0.02625 .028 $0.0267 .03 1.0242 .027 .$0.0267 3.35826 .02626 .2626 3. 5611 .0267 .267 .30 .37 .36 .38 .35 .37 .40 .37 1.2186 .0242 .242 .27 .35 .37 .34 .36 .35 .32 .34 3.6611 .0267 .267 .30 .35 .37 .35 .37 .34 .36 .35 1 Service in excess of 100 miles not considered emergency work. • Based on allowance of 133 miles at through freight rates, overtime after 12 hours. 328 EAILEOAD LABOR AEBITBATIONS. BALTIMORE & OHIO SOUTHWESTERN RAILROAD CO. The advances secured by different classes of eriaployees on the Baltimore & Ohio Southwestern Railroad were practically the same, as can be readily seen from the table below, as those which have already been discussed in connection with the showing for the Baltit more & Ohio Railroad. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of . the award of the board of arbitration, effective Nov. 10, 1913. Class of service. Conductors. Rate. 1912 1913 Increase. Amount. Per cent. Passenger, standard, per mile Emergency: One hour or less Over 1 hour and 5 hours or less Over 5 hours or less than 10 hours Regularly assigned passenger trainmen (monthly guaranty), per month Freight and miscellaneous: Through freight, work and wreck train, per mile Local,' pick-up, and mixed, per day; , Circus, single nm, per run Circus, straightaway run from terminal to terminal, per mile. Yard, average rate for groups 1, 2, and 3, day and night, per day . $0. 0268 .42 2.10 4.20 125.00 .0363 3.975 2 4. 8279 .0363 3.70 SO. 029 .45 2.25 4.60 135.00 .04 14.50 S5.32 .04 3.80 to. 0022 .03 .15 .30 10.00 .0037 .526 .4921 .0037 .10 8.2 7.1 7.1 7.1 8.0 10.2 13.2 10.2 10.2 2.7 Class of service. Baggagemen (express). Rate. 1912 . 1913 Increase. Amount. Per cent, . Passenger, standard, per mile Regularly assigned passenger trainmen (monthly guaranty), per month SO. 0165 79.00 $0.0175 86.50 $0,001 7.50 6.1 9.5 Baggagemen. Class of service. Rate. 1912 1913 Increase.- Amount. Per cent. Passenger, standard, per mile Emergency: One hour or less Over 1 hour and 5 hours or less i. Over 5 hours or less than 10 hours Regularly assigned passenger trainmen (monthly guaranty), per month SO. 0155 .24 1.20 2.66 75.00 SO. 0165 .275 1.375 2. 75 82.50 SO. 001 .035 .175 .10 •7.50 6.5 14.6 14.6 3.8 10.0 1 Mileage figures converted into daily figure sbj application of rule that 100 miles or less constitute a day's work. 2 Minimum. EAILBOAD LABOR ARBITRATIONS. 32a Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of afbitration, effective Nov. 10, 1913 — Continued. Class of service. Brakemen. Rate. 1912 Increase. Amount. Per cent. Passenger, standard, per mile Emergency: One hour or less Over 1 hour and 5 hours or less Over 5 hours or less than 10 hours Eegularly assigned passenger trainmen (monthly guaranty), per month , Freight and miscellaneous: Through freight, work and wreck train, per mile Local, pick-up, and mixed, per day Circus, single run, per run Circus, straightaway run from terminal to terminal, per mile. Yard, average rate for groups 1,2, and 3, day and night, j)er day . . $0. 015 .24 1.20 2.65 70.00 .0242 2.70 1 3. 2186 .0242 3.40 $0. 016 .255 1.275 2.65 76.50 .0267 3.00 1 3. 5511 .0267 3.50 $0,001 .015 .075 .00 6.50 .0025 .30 '.3325 .0025 .10 6.7 6.S 6.3 .0 9.3 10. a 11.1 10. s 10.3 2.9 Flagmen. Class of service. Rate. 1912 1913 Increase. Amount. Per cent. Freight and miscellaneous: Through freight, work and wreck train, per mile Local, pick-up, and mixed, per day Circus, single run, per run CirouB, straightaway run from terminal to terminal, per mile. SO. 02525 2.80 '3.35825 .02625 $0. 0267 3.00 1 3. 6511 3. 0267 $0.00145 .20 .19286 .00145 6.7 7.1 5.7 6.7 Rates of pay of conductors and trainmen. Class of service. Conductors. 1912 1913 (express). 1912 1913 ■Passenger: Standard (1913, 155 miles or over) , per mile Runs of less than 156 miles, per day Emergency: ' One hour or less Over 1 hour and 5 hours or less Over 5 hours or less than 10 hours .' Regularly assigned passenger-train men, monthly guaranty, per month Freight and miscellaneous: Through freight, work, and wreck train, per mile Local, pick-up and mixed,' per day Circus, single run, per run Circus, straightaway run from terminal to terminal, per mile. OVERTIME. Passenger, standard", per hour Freight, through freight, work, and wreck train service, per hour $0. 0268 .42 2.10 4.20 125.00 .0363 3.975 ' 4. 8279 .42 .363 $0,029 4.60 .46 2.25 4.60 136. 00 .04 M.50 15.32 .04 .46 .40 $0. 0166 $0. 0175 2.90 79.00 86.50 1 Minimum. ? Service in excess of 100 miles not considered emergency work. ' Overtime pro rata. ' Mileage figures converted into daily figures by application of rule that 100 miles or less fconstitute a day's work. " ^ 330 RAILEOAD LABOE AEBITEATIONS. Rates of pay of conductors and trainmen — Continued. Class of serrlce. Baggagemen. Flagmen. Brakemen. 1912 1S13 1912 1913 1912 1913 Passenger: Standard (1913, 155 miles or over), per $0.0155 $0.0165 2.75 .275 1.375 2.75 82.50 $0,016 2.60 .26 1.30 2.60 78.00 .0267' 3.00 S3. 5511 .0267 .28 .267 $0,015 $0,016 2.55 Emergency: ' .24 1.20 2.65 75.00 .24 1.20 2.65 70.00 .0242 2.70 8 3.2186 .0242 .24 .242 .255 Over 1 hour and 5 hours or less 1.275 2.55 Eegularly assigned passenger-train men, ■76.50 Freight and miscel&neous: Through freight, work, , and wreck SO. 02525 2.80 S3. 35825 .02525 .0267 3.00 Cirnis, S'Tifrle ni", pfir niTi ; > 3. 5511 Circus^ straightaway run from terminal to terminal, per mile .0267 OVERTIME. .25 .275 .255 Freight, through freight, work, and wreck train service, per hour .2525 .267 Yard service. Group 1. Group 2. Group 3. 1912 1913 1912 1913 1912 1913 $3.70 3.90 3.40 3.60 $3.80 4.00 3.50 3.70 $3.60 3.80 3.30 3.50 $3.70 3.90 3.40 3.60 $3.50 3.70 3.20, 3.40 $3.60 Night conductors, per ^y 3.80 3.30 3.50 1 Service in excess of 100 miles not considered emergency work. 2 Overtime pro rata. 8 Minimum. Note.— Increases in 1913 over 1910 for service not specified are shown in article E of the award in terms of percentages. BESSEMER & LAKE ERIE RAILROAD CO. Rates paid conductors on through freight and regular trains on this road were not increased by the arbitration award, but in mine- run service, conductors were advanced 7.1 per cent; and in local and pick-up service, 2.3 per cent. Flagmen in miae-run service were advanced 9.5 per cent by the award; and brakemen, 14.5 per cent. Brakemen on local freight trains had their rates increased 11,1 per cent; and flagmen, 7.1 per cent. EAILROAD LABOR AEBITEATIONS. 331 Amount and per cent' of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S. Conductors. Flagmen. Class of service. Rate. Jncrease. Rate. Increase. 1912 1914 Amount. Per cent. 1912 1914 Amount. Per cent. Excursion and nonrevenue, per J4.60 .04 .04 .042 .044 $4.60 1.04 .04 .045 .045 $0.00 .00 .00 .003 .001 0.0 .0 .0 7.1 2.3 $2.65 $2.65 $0.00 Tlirough freight, per mile Wrecking, per mile .0274 , .028 .03- .03 .0026 .002 Local, pick-up, per mile 7 1 Brakemen. Baggagemen. Class of service. Rati. Increase. Rate. Increase. 1912 1914 Amount. Per cent. 1912 1914 Amount. Per cent. Excursion and nonrevenue, per day $2.55 .026 .026 .0262 .027 $2.55 1.0267 .0267 .03 .03 $0.00 .0007 .0007 .0038 .003 0.0 2.7 2.7 14.5 11.1 $3.00 $3.00 $0.00 Through freight, per mile Wrecking, per mue , ' Local, pick-up, per mile. Foremen. Helpers. Class of service. Rate. Increase. Rate. Increase. 1912 1914 Amount. Per cent. 1912 1914 Amount. Per cent. Yard, average day and night, per $0.38 $0.39 $0.01 .2.6 $0.35, $0.36 $0.01 2.9 1 Includes work, construction, circus, and snowplow service. Rates of pay of conductors and trainmen} Class of service. « Conductors. Flagmen. Brakemen. Baggagemen. 1912 1914 1912 1914 1912 1914 1912 1914 $4.60 4.60 4.00 4.00 4.20 4.40 $1!'60 8 4.00 ■ 4.00 4.50 4.60 135.00 $2.65 3.65 $2.65 $2.55 2.65 2.60 2.60 2.62 2.70 m $2.56 3 2.67 2.67 3.00 3.00 76.50 Excursion and1ionrevenue,per day . . Tlirougli freight, cents per mile $3.00 $3.00 2.74 2.80 3.00 3.00 78.00 Local pick-upj cents per mile .''... Regularly assigned passenger train- 82.50 Yard rates. 1912 1914 Cents. 37 34 39 36 Cents. 38 35 40 Night hfilnfir*! .' 37 Ten hours or less constitute a day; overtime paid pro rata on basis of actual mmutes. 1 Trainmen regularly assigned to excursion service receive a monthly guaranty, per month, of 26 days. « Rates and accompanying conditions in effect prior to award apply to Nos. 9, 10, 11, 14, and south-end passenger runs: rates and accompanying conditions of the award, fixing a rate of 2.9 cents for conductors, 1.66 cents for flagmen, and 1.6 cents for brakemen, per mile, on runs of 156 miles or over, and a minimum day rate of $4.60 for conductors, $2.60 for flagmen, and $2.55 for brakemen. On all passenger runs apply the following pools or sets of runs: Nos. 1 and 2, 12 and 13, Conneaut Branch, Hilliards Branch, and M. C. L. & F. Branch. 8 Includes work, construction, circus, and snowplow service. Note.— Increases in 1913 over 1910 tor services not specified are shown in Article E of the award in terms of percentages. 332 RAILEOAD LABOB AKBITEATIONS. BOSTON & ALBANY EAILEOAD CO. As a result of a decision of the board of arbitration, passenger conductors on this raihoad had their rates of pay advanced approxi- mately 8 per cent; assistant conductors, to 7 per cent; baggagemen, from 6.5 to 10 per cent; flagmen, from 4.9 to 7.6 per cent; and orake- men, from 6.7 to 9.3 per cent. In the through and irregular freight service conductors on a mileage basis secured an increase in rates of compensation of 10.2 per cent, and in local and pick-up freight serv- ice conductors received an increase of 13.2 per cent. Conductors in charge of milk trains bad their daily and monthly minimum guaran- tees advanced 7.1 per cent on a standard mileage basis, on the basis of a minimum and monthly day 8.2 per cent. Brakemen on mUk trains received advances in rates of pay of approximately 11 per cent, and flagmen of 7 per cent. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Class of service. Conductors. Rate. 1910 1913 Increase. Amount. Percent, Standard, per mile Minimum allowance, per day Monthly guaranty, regularly assigned passenger trainmen, per month .• In cases of emergency, regular men called for service, and in addition to their regular runs between trips will be paid following guaranty: One hour or less Over 1 hour and 5 hours or less Over 5 hours -. Freight: Through and irregular,' per mile local, pick-up and drop, per day Milk: Rate per mile Daily, minimum Monthly minimum Yard, average rate for groups 1 and 2, day and night, per hour . . $0. 0268 4.20 125.00 .42 2.10 4.20 .0363 3.975 ,.0268 5.20 109.20 .37 SO. 029 4.60 135. 00 .45 2.25 4.60 2.04 4.50 .029 4.60 117.00 $0. 0022 .30 10.00 .0037 .525 .0022 .30 7.88 .01 8.2 7;l 8.0 7.1 7.1 7.1 10.2 13.2 8.2 7.1 7.1 2.7 Class of service. Assistant conductors. Rate'. 1910 1913 Increase. Amount. Per cent. Passenger: Standard, per mile Minimum allowance, per day Monthly guaranty, regularly assigned passenger trainmen, per month -. In oases of emergency, regular men called for service, and in addition to their regular runs between trips will be paid following guaranty: One hour or less Over 1 hour and 6 hours or less Over 5 hours $0.0215 3.35 100.00 .33 1.65 3.35 10.023 3.57 106.60 .357 1.785 3.67 $0. 0015 .22 .027 .135 .22 7.0 8.6 6.6 8.2 &2 6.6 1 Runs of 100 miles or less not considered emergency. ' Includes work, construction, &owplow, circus, and wreck train service. RAILROAD LABOR ARBITRATIONS. 333 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S -Continued. Class of service. Kate. 1910 1913 Increase. Amount. Percent Standard, per mile Minimum allowance, per day Monthly guaranty, regularly assigned passenger trainmen, per month In cases of emergency, regular men called for service, and In addition to their regular runs between trips will be paid following guaranty: One hom or less ; Over 1 hour and B hours or less Over S hours $0. 0156 2.76 75.00 .27 1.35 2.76 $0. 0166 2.76 82.60 .275 1.375 2.76 $0,001 .00 7.50 .005 .025 .00 6.6 0.0 10.0 1.9 1.9 0.0 Class of senice. Rear trainmen (flagmen). Bate. 1910 1913 Increase. Amount. Per cent. Passenger: Standard, per mile Monthly guaranty, regularly assigned passenger trainmen, per month. . . .^ Freight: Through and irregular,! per milr. Local, pick-up and drop, per day Milk: Rate per mile .'. Daily minimum 1 Monthly minimum to. 01626 72.50 .02525 2.80 .018 2.86 74.10 $0,016 78.00 a. 0267 3.00 .0193 3.05 79.30 $0.00075 6.60 .00145 .20 .0013 .20 5.20 4.9 7.6 5.7 7.1 7.2 7.0 7.0 Brakemen. Class of service. Rate. 1910 1913 Increase. Amoimt. .Per cent. Standard, per mile Minimum allowance, per day Monthly guaranty, regularly assigned passenger trainmen, ■ per month In casfes of emergency, regular men called for service, and in addition to their regular runs between trips vrill be paid tollowing.guaranty: One hour or less Over 1 hour and 5 hours or less Over 5 hours Freight: , Through and irregular,! per mile Local, pick-up and drop, per day. Milk: Rate per mile Daily minimum Monthly minimum Yard, average rate lor groups 1 and 2, day and night, per hour.. $0. 015 2.66 70.00 1.25 2.56 .0242 2.70 .017 2.75 71.60 .34 SO. 016 2.55 76.50 .25 1.26 2.575 S.0267 3.00 3.05 79.30 .35 $0,001 .00 6.60 .00 .00 .025 .0026 .30 _ .0019 .30 7.80 .01 6.7 0.0 0.0 ao 1.0 10.3 11.1 11.2 10.9 10.9 2.9 ' Runs of 100 miles or less, either straightaway or turn around, to be paid for as 100 miles. • Includes work, construction, snowplow, circus, and wreck train service. 334 RAILEOAD LABOE ARBITRATIONS. Rates of pay of conductors and trainmen. Passenger service. Standard rate per mile. Minimum allow- ance per day. Regularly assigned passenger train- men, monthly guaranty. Overtime per hour. 1910 1913 1910 1913 1910 1913 1910 1913 Cents, 2.68 2.15 1.55 1.525 1.50 Cents. 2.9 2.3 1.65 1.6 1.6 S4.20 3.35 2.75 $4.50 3.57 2.75 2.60 2.55 1125.00 100.00 75.00 72.50 70.00 J135.00 106.60 82.50 78.00 76.50 Cents. 42 33 25 24 24 Cents. Assistant conductors. 35.7 Rear trainmerf (flag- men) 26 2.55 25.5 In cases of emergency regular men called for service and in addition to their regular runs between trips paid following guaranty: Passenger service. Conductors. 1910 1913 Assistant con- ductors. 1910 1913 Flagmen. 1913 Bralcemen. 1910 1913 One hour or less Over 1 hour and 5 hours or less Over 5 hours , SO. 42 2.10 4.20 $0.45 2.25 4.50 $0.33 1.65 3.35 $0,357 1.785 3.67 $0.27 1.35 2.75 $0,275 1.375 2.75 $0.26 1.30 2.60 $0.25 1.25 2.55 $0.25 1.255 2.575' Freight service. Tlirough and irreg- ular (per mile). .1910 1 Local freight— piclc- up and drop serv-„ ice (per day). 1910 2 1913 > Conductors. Flagmen Brakemen.. Cents. 3.63 2.525 2.42 Cents. 4.00 2.67 2.67 $3,975 2.80 2.78 $4.50 3. CO 3.00 Milk service. Conductor Flagmen.. Brakemen Rate per mile. Daily minimum. 1910 1913 Cents. 2.68 1.80 1.70 1910 1913 Cejits. 2.90 1.93 1.89 $4.20 2.85 2.75 $4.50 3.05 3.05 Monthly minimum. 1910 1913 $109.20 74.10 71.60 $117.00 79.30 79.30 Yard service. Day conductors Day brakemen Night conductors J.. Night brakemen Group 1. 1910 CerUs. 37 34 39 1913 Cents. 38 35 40 37 Group 2. 1910 CerUs. 35 32 37 34 1913 Cents. 36 33 3S ' Runs of 100 miles or less, either straightaway or turn-around, paid for as 100 miles > Mileage in excess of 100 miles in any day paid for in addition pro rata > Includes work', construction, snowplow, circus, and wreck tram service. In all yards 10 hours or less constitutes a day's work; overtime computed lor each employee on the basis of actual overtmie worked or held for duty pro rata. ,™ v,u »»io m». u BAILKOAD LABOR AEBITKATIONS. 335 BOSTON & MAINE RAILROAD CO. Passenger conduptors working on the basis of a standard day of 155 miles tvere advanced 8.2 per cent as a result of the findings of the board of arbitration, while those working on assigned runs on a monthly guarantee received an increase in rates of pay of 111 per mouth or 9.6 per cent. Through and irregular freight conductors had their rates of pay increased 10.2 per cent; and local or way freight conductors, 13.2 per cent. , Baggagemen on regularly assigned runs were allowed an increase of ,11.6 per cent, or |8 per month, while those working on a mileage basis received an increase of 6.5 per cent. Passenger brakemen on regularly assigned runs had their monthly guarantee increased $6.90,, or 10.7 per cent, and their mileage rate increased 6.7 per cent. Brake- men on through freight trains were advanced 10.3 per cent, and on local or way freight, 11.1 i)er cent. Flagmen in through freight and way freight service had their rates of pay increased 5.7 to 7.1 per cent, respectively. Amourti, and per cent of increase in rates, of pay of conductors and trainmen as a result of 'the award of the board of arbitration, effective Nov. 10, 1913. Class of service. Conductors. Eate. 1912 Increase. Amount. Per cent. Passenger: Standard, per mile Standard, per day Regularly assigned passenger trainmen, montlily guaranty, 28 days Freight: Through and irregular, per mile Way (76 miles or less), per mile Yard, average rate for groups 1, 2, and 3, day and night, per hour. Emergency: One hour or less Over 1 hour, and 5 hours or less..*. Over 6 hours ; SO. 0268 4.20 115. 00 . 03975 .37 .42 2.10 4.20 10. 029 4.50 126.00 .04 .045 .38 .45 2.25 4.50 $0.0022 11.00 .0037 .00525 .01 .03 .15 &2 7.1 10.2 13.2 2.7 7.1 7.1 7.1 Class of service. Assistant conductors. Bate. 1912 1913 Increase. Amount. Per cent.. Standard, per riiile Standard, per day Regularly assigned passenger trainmen, monthly guaranty, 28 days Emergency: One hour or less Over 1 hour, and 5 hours or less Over 5 hours ■ $0. 0215 3.35 92.00 1.65 3.35 SO. 023 3.57 100.00 .357 1.785 3.57 m 0015 .027 .135 .22 7.0 6.6 8.7 8.2 8.2 6.6- 336 BAILEOAD LABOR ARBITEATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a resvlt of' the award of the board of arbitration, effective Nov. 10, y9i#— Continued. Class of service. Rate. 1912 1913 Increase. Amount. Per cent. Passenger: Standard, per mile Standard, per day Regularly assigned passenger trainmen, monthly-guaranty, 28 days : Emergency: One hour or less...' Over 1 hour, and 5 hours or less Over 5 hours $0. 0155 2.75 .27 1.35 2.75, $0. 0165 2.75 77.00 .275 1.375 2.75 $0,001 .00 aoo .005 .025 .00 6.6 0.0 1176 1.9 1.9 0.0 Flagmen or rear brakemen. Class of service. Rate. 1912 1913 Increase. Amount. Per cent. Freight: Through and irregular, per mile. Way (75 miles or less), per mile. SO. 02525 .028 $0.0267 .03 $0.00145 .002 6.7 7.1 Brakemen. Class of service. Rate. 1912 1913 Increase. Amount. Per cent. Passenger; Standard, per mile Standard, per day Regularly assigned passenger trainmen, monthly guaranty, 28 days , Freight: Through and irregular, per mile Way (75 miles or less), per mile , Yard, average rate for groups 1, 2, and 3, day and night, per hour Emergency: One hour or less Over 1 hour, and 5 hours or less Over 5 hours $0. 015 2.55 64.60 .0242 .027 .34 .25 1.2a 2.55 $0,016 2.56 71.40 .0267 .03 .35 .265 1.275 2.55 $0,001 .00 6.90 .0025 .003 .01 .005 .025 .00 6.7 0.0 10.7 10.3 11.1 2.9 2.0 2.0 0.0 Rates of pay of conductors and trainmen. - Rate per day. Mmlmmn monthly (28 passenger service. mile. 1912 1913, day. per hour. days) rates (exclusive of overtime). 1912 1913 Mile- age. Rate. Mile- age. Rale. 1912 1913 1912 1913 1912 1913 $0.0268 .0215 .0155 $0,029 .023 .0165 .016 .016 157 167 177 $4.20 3.36 2.75 155 155 166 162 159 $4.50 3.57 2.75 2.60 2.55 10 10 10 10 10 10 10 10 10 10 $0.42 .33 .27 .25 .25 $0.45 .357 .276 .26 .255 $115.00 92.00 69 00 ■■64.'56 $126.00 100.00 77.00 72i80 71.40 Assistant conductors . . . Fli^gmen or rear brake- .015 170 2.55 ■w: EAILEOAD LABOB AEBITEATIONS. Rates of pay of conductors and trainmen — Continued. 337 Freight service.^ Rate per mile. 1912 1913 Through and irregular: $0.0363 .02525 .0242 / 2.03975 \ ■ 8.048 f 5.028 8.036 S.027 \ 8.0346 10.04 .0267 Bra^emeu , .0267 Way freight:! } .045 } .03 } .03 Yard service (per hour). Group 1. Group 2. Group 3. 1912 1913 1912 1913 1912 1913 80.37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0.37 .34 .39 .36 $0.35 .32 .37 .34 $0.36 .33 .38 .35 Emergency service. One hou T or less. Over 1 hour and 5 hours or less. Over 5 hours. 1912 1913 1912 1913 1912 1913 $0.42 -.33 .27 $0.45 .357 .275 .26 .255 $2.10 1.65 1.35 $2.25 1.785 1.376 1.30 1.275 $4.20 3.35 2.75 $4.50 3.57 2.76 2.60 .25 1.25 2.65 2.55 1 10 hours constitute a day's work (1912). 2 75 miles or less. 3 Rate per additional mil eover 75 miles. BUFFALO, ROCHESTER & PITTSBURGH RAILWAY CO. Passenger conductors, as the result of this arbitration, received increases in rates of pay ranging from 7.1 to 8.2 per cent. In through freight service advances in rates of pay to conductors amounted to 10.2 per cent, in local and pick-up freight service to 13.2 per cent, and in mine-run service to 24 per cent. Passenger flagmen, on a, standard mileage basis, were advanced 5.3 per cent and on the basis of a minimum monthly guaranty 7.6 per cent. On through freight trains they had their rates of pay mcreased 5.7 per cent, on local and pick-up freight trains 7.1 per cent, and in mine-run service 18.8 per cent. Rates to brakemen in passenger service were from 6.3 to 9.3 per cent greater after the award of the arbitration board. Brakemen on through freight trains had their rates of pay advanced 5.7 per cent, in local and pick-up freight train 7.1 per cent, and in mine-run service 24 per cent. 51393°— S. Doc. 493, 64-1 22 338 KAILEOAD LABOE AEBITBATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the^oard of arbitration, effective Nov. 10, 1913. Conductors. Class of service. Rate. Increase. 1910 1913 Amount. Percent. Passenger/ standard runs (1913, 155 miles or oyer), per mile Emergency service: SO. 0268 .42 2.10 4.20 125.00 .0363 .0363 3.975 3.975 $0. 029 .45 2.26 4.60 136.00 .04 .045 ^ 4.50 4.50 $0.0022 .03 .15 .30 10.00 .0037 .0087 .525 .525 8.2 7 1 7,1 7 1 Regularly assigned passenger-train men, monthly guaranty .... Freight, through and irregular, work, construction, and wreck train service ^ (snowplow and circus, 1910), per mile •8.0 10 2 Helvetia,* Iselin, Lucerne, Vintondale, and mine-run trains of similar f^lasR (1910), Tniup p*>rvirp (1913), per miifi 24 Local freight, pick-up, and drop service: Le Koy run, Warsaw run, Rochester, Le Roy, Du Bois, Curwensville, and East Salamanca- FrppTnari riinp, per ^^y 13 2 Through freight crews required to pick up or set off cars, load or unload freight at more than 4 points on any division 13.2 Flagmen. Class of service. Rate. Increase. 1910 1913 Amount. Per cent. Passenger,! standard runs (1913, 16S miles or over), per mile . . . Emergency service: $0.0152 .24 1.20 72.50 .02525 .02525 2.80 2.80 SO. 016 .26 1.30 78.00 .0267 .03 3.00 3.00 $0.0008 .02 .10 5.60 .00145 .00475 .20 .20 5.3 8.3 7.6 5 7 Regularly assigned passenger-train men, monthly guaranty Freight, through and irregular, work, construction, and wreck- train service ^ (snowplow and circus, 1910), per mile Helvetia,* Iselln, Lucerne, Vintondale, and mine-run trains of Local freight, pick-up, and drop service: Le Roy run, Warsaw run, Rochester, Le Roy, Du Bois, Curwensville, and East Salamanca^ Freeman runs, per day 7 1 Through freight crews reqmred to pick up or set off cars, load or unload freight at more than 4 pointsS on any division (local freight rates), per day 7 1 Brakemen. / Class of service. Rate. Increase. 1910 1913 Amovmt. Per cent. Passenger,! standard runs (1913, 155 miles or over), per mile .... Emergency service: 1 hour or less JO. 016 .24 1.20 2.55 70.00 .0242 .0242 2.70 2.70 SO. 016 .255 1.275 2.55 76.50 .0267 .03 3.00 3.00 $0,001 .015 .075 .0025 .0058 .30 .30 6.7 6 3 6.3 Over 5 hours .0 Regularly assigned passenger-train men, monthly guaranty Freight, through and irregular, work, construction, and wreck- train service,^ (snowplow and circus, 1910), per mile 9.3 10 3 Helvetia,' Iselm, Lucerne, Vintondale, and mtae-run trains of similar class (1910), mine service (1913), per mile 24 Local freight, pick-up, and drop service: Le Roy run, Warsaw run, Eochester, Le Roy, Du Bois, Curwensville, and East 11.1 Through freight crews required to pick up or set oft cars, load or unload freight at more than i points on any division (local freight rates), per day 11 1 1 These rates (1913) to obtain whenever the miles made at such rates in a day amount to a greater sum than the minimum day rates awarded. 2 Service in excess of^lOO miles not considerfed as emergency service* > Not speoifloally mentioned in 1913 rate schedule. • Assumed to be mine runs. EAILBOAD LABOR AKBITKATIONS. 339 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, i9/5— Continued. Foremen. Class of service. Rate. Increase. 1910 1913 Amount. Per cent. Yard service: Average rate tor groups 1, 2, and 3, day and night, SO. 37 $0.38 $0.01 - Helpers. Class of service. Eate. Increase. 1910 1913 Amount. Per cent. Yard service: Average rate for groups 1, 2, and 3, day and night, $0.34 $0.35 $0.01 2 9 Rates of pay of conductors and trainmen. Class of service or run. Conductors. Assistant conductors. Baggagemen. Flagmen. Brakemen. 1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Standard (1913, 155 miles or $0.0268 .42 2.10 4.20 4.20 125.00 $0,029 .45 2.25. 4.50 $0.J)23 $0.0165 .275 1.375 2.75 $0.0152 .24 1.20 2.65 2.65 72.60 .24 .24 $0,016 .26 1.30 2.60 .... 78.00 2.60 «.26 .26 $0,015 .24 1.20 2.55 2.66 70.00 .24 .24 $0 016 Emergency service: .255 More than 1 hour and 1.275 2.55 Regularly assigned passen- ger trainmen, monthly guaranty, month , . . . Runs of less than 165 miles. 135.00 4.50 <.45 .45 82.50 2.75 5.275 .275 ' 76.50 3.57 .357 .357 2.55 OVEBTIME RATES. Excess mileage (1913, alter 7 hours 45 minutes), 20 ' miles uer hour .42 .42 '.255 Short-turn runs, not less than 80 miles (overtime after 8 hours) .255 1 These rates (1913) obtain whenever the miles made at such rates In a day amount to a greater sum than ~ the TniTi iTTinTin- day rates awarded. > Service in excess of 100 miles not considered emergency service. » Effective only when amounting to greater sum than at mileage rate. « After 155 miles. ' After 166 miles. • After 162 miles. ' After 169 miles. 340 EAILEOAD LABOR ARBITKATIONS. ' Rates of pay of conductors and trainmen — Continued. Class olrun or service. Conductors. Flagmen. Bra^emen. 1910 1913 1910 1913 1910 1913 Through and irregular work, oonstniotion and wreck train service (snowplow and cir^LiS, 19101), per mile SO. 0363 .0363 3.975 3.975 .363 .363 SO. 04 .045 M.50 4.50 .40 .45 .45" SO. 02525 .02525 2.80 2.80 .2525 .2525' SO. 0267 .03 23.00 3.00 .267 .30 .30 10.0242 .0242 2.70 2.70 .242 .242 $0. 0267 Helvetia, Iselin, Lucerne, Vintondale, and mine-run trams of similar class (1910), mine service (1913), per mile Local freight, pick-up and drop service, Le Boy run, Warsaw run, Rochester, Le Eoy, Dubois, Curwensville, and East Salamanca-Freeman runs^ per day Through freight crews required to pick up or set off cars, load or unload freight of more than four points on any division (local freight rat^), per day .03 2 3.00 3.00 OVERTIME RATES.S Through and irregular, work and construc- tion, and wreck-train service, per hour . . Mine runs (including those marked), per hour - . . . - . .267 .30 Local freight, pick-up and drop, and in- .30 , Yard service. Group 1. Group 2. Group 3. 1910 1913 1910 1913 1910 1913 Diay foremen, per hour . . . Cents. 37 39 34 36 Cents. 38 4 36 37 Cents. 36 38 33 35 CenU. 37 39 34 36 Cents. 35 37 32 34 -Cents. 36 38 Di y helpers, per hour 33 35 In all yards 10 hours or less constitutes a day's work; overtime computed for each employee on basis of actual overtime worked or held for duty, pro rata. 1 Not specifloaUy mentioned in 1913 rate schedule. 2 Figures for 1913, originally given on the mileage basis of pay, have been converted into daily basis by use of accompanying rule that "in all road service, other than passenger service, 100 miles or less constitute a day's work." (Art. 1, 1913-14.) ' Basic rates: Conductors, 4.5 cents per mile; flagmen, 3 cents per mile; brakemen, 3 cents per mile. Figures obtained by application of general rule that overtime is paid after 10 hours at rate of 10 miles per hour. CENTRAL NEW ENGLAND RAILWAY CO. Increases in rates of pay in passenger service from the application of the award of the arbitration board on this railway ranged from 6.5 Ser cent in the case of baggagemen to 8.2 per cent in the case of con- uctors, computed on the basis of a standard day of 155 miles. Pas- senger trainmen in regularly assigned monthly service received no advances in rates of pay which obtained prior to the award. Conductors in through and irregular freight and regular freight service had their rates of compensation increased 10.2 per cent, and on local and pick-up freight trains 13.2 per cent. Yard conductors received an advance of 2.7 per cent. Brakemen employed on through and irregular, work and construc- tion, and freight trains were allowed an increase in rates of pay of 10.3 per cent, and in local and pick-up service 11.1 per cent. Yard brakemen, as in the case of conductors, were given an increase^ of 1 cent an hour, which was equivalent to an advance of 2.9 per cent. BAILKOAD I.ABOE ABBITEATIONS. 341 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Conductors. Baggagemen. Class of service. Rate. Increase. Rate. Increase. • 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger, per mile. . . Regularly assigned passenger trainmen, monthly guaranty, per 28 days 10.0268 115.00 .0363 .03975 .0363 .37 SO. 020 115.00 .04 .045" .04 .38 $0.0022 .00 .0037 .00526 .0037 .01 8.2 .0 10.2 13.2 10.2 2.7' $0.0155 69.00 $0.0165 69.00 $0,001 .00 6.5 "0 TBrough and irregu- lar freigM, per mile. Local and pick-up freight, per mile Work, construction, on wreck train,' per Yard service, average rate for groups 1, 2, and 3, day and night, per hour Flagmen. Brakemen. Class of service. Rate. Increase. Rate. Increase. ; 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passeneer Dermile.. $0,015 64.50 .0242 .027 .0242 .34 $0,016 64.50 .0267 .03 .0267 .35 $0,001 .00 .0025 .003 .0025 .01 6.7 Regularly assigned passenger traiumen, monthly guaranty, Der 28 days .0 Through and irregu- larfreight, per mile . Local and pick-up freight, per mile Work, construction, on wreck train,! per 10.02525 .028 .02525 $0.0267 .03 .0267 $0.00145 .002 .00145 5.7 7.1 5.7 10.3 . 11.1 10.3 Yard service, average rate for groups 1, 2, and 3, day and . 2.9 1 Includes snowplow service, 1910. Rates of pay of conductors and trainmen. Conductors. Baggagemen. Flagmen. • Brakemen. Class of service. 1910 ' 1913 1910 1913 1910 1913 1910 1913 $0.0268 1115.00 .0363 .03975 .0363 $0,029 115.00 ;04 .045 .04 $0.0155 2 69.00 $0.0165 69.00 $0,016 64.50 .0267 .03 .0267 $0,015 3 64.50 .0242 .027 .0242 $0,016 Regularly assigned passenger trainmen, monthly guar- 64.50 Through and irregular freight, 80.02525 .028 .02525 .0267 Local and pick-up freight, per .03 Work, construction, or wreck train,* per mile .0267 1 Mileage allowance per day, 157. « Mileage allowance per day, 177. 8 Mileage allowance per day, 170. * Includes snowplow service, 1910. 342 RAILROAD LABOR ARBIOTKATIONS. Rates of pay of conductors and trainmen — Continued. Class ot service. Conductors. Baggagemen. Flagmen. Brakemen. 1910 1913 1910 1913 1910 1913 1910 1913 OVEKTIME. Passenger, per hour SO. 42 .363 .3975 .37 .39 .36 .38 .35 .37 $0.45 .40 .45 .38 .40 .37 .39 .36 .38 $0.27 $0,275 $0.26 .267 .30 $0.25 .242 ' .27 .34 .36 .33 .35. .32 .34 SO 255 Freight: Through, per hour SO. 2526 .28 .267 .30 YABD SERVICE (10 HOUES). Group 1: ^ lJay,perhour .35 Night, pei' hour .37 Groijp 2: Day, perhour .34 .36 Group 3: Day perhour .33 .35 Note.— Increases in 1913 over 1910 for services not specified are shown in Article E of the award, in terms of percentages. GHICAGO, INDIANAPOLIS & LOUISVILLE RAILWAY CO. The application of the award of the arbitration board to this railway resulted in the usual increase of 8' per cent to passenger conductors and 10.2 per cent to conductors employed on through and irregular freight, work, construction, and wreck trains. Passenger brakemen working on a monthly guaranty secured an advance of 9.3 per cent and those working on a mileage basis were allowed 6.7 per cent. Brakemen in freight service obtained an increase in rates of pay of 10.3 per cent as the result of the arbitration award. Amount and per cent of increase in rates of pay of conductors and trainmen as a remit of the award of the hoard of arbitration, effective Nov. 10, 1913. Conductors. Baggagemen. Class of service. Eate. Increase. Rate. Increase. 1911 1913 Amount. Per cent. 1911 1913 Amount. Per cent, Passenger: Standard, per mile $0.0268 125.00 .0363 .375 $0,029 135.00 .04 .385 $0.0022 10.00 .0037 .01 8.2 8.0 10.2 2.7 $0.0155 $0.0165 .$0,001 6.5 Regularly as- signed train- men; monthly guaranty Through or irregular freight, work, con- struction, wreck, or circus train serv- ice, per milei Yard service, average rate for CToups 1 and 2, day and night, per hour 1 Runs ot 100 miles or less, either straightaway or tum-around, paid as 100 miles. BAILROAD LABOB AEBITKAnONS. 343 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 1913. Flagmen or rear brakemen. Brakemen. Class of service. Bate. Increase. Rate. Increase. 1911 1913 Amount. Per cent. 1911 . 1913 Amount. Per cent. Passenger: Standard, per mile $0,015 70.00 $0,016 78.00 $0,001 8.00 6.7 11.4 $0,015 70.00 .0242 .345 $0,016 76.50 .0267 .355 $0,001 6.50 .0025 .01 6 7 Kegularly as- ■ signed train- men; monthly guaranty Through or irregular Ireight, work, con- struction, wreck, or circus train serv- g.3 10.3 Yard service, average rate for groups 1 and 2, day and night per hour * 2.9 1 Euns of 100 miles or less, either straightaway or turn-around, paid as 100 miles. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. Rates of pay of conductors and trainmen. ' Class of service. • Rate (per mile). Runs of less than 155 miles, minimum rate (per dayj. Regularly as- signed trainmen (monthly guar- antee). Overtime (per hour). . 1911 1913 1913 1911 1913- 1911 1913 Passenger: SO. 0268 SO. 029 .023 .0165 .0160 0160 S4.60 3.57 2.75 2.60 2.55 S125.0D S135. 00 Cents. 42 Cents. 45 Assistant conductors or col- 35.7 .0155 .0150 .,0150 82.50 78.00 76.50 25 27.5 Flagmen or rear bratemen. 70.66 70.00 26 24 25.5 - Kate (p*r mile). Local freight. 1911 ' 1913 1911 (per dayj. 1913 (per mUe). Through or irregular freight^ worl train service: 1 t, construe tion, wreel , or circus $0. 0363 SO. 04 .0267 .0267 $3,975 2.80 2.70 SO. 046 .03 .0242 .03 1 Group 1 (per hour). Group 2 (per hour). 1911 1913 1911 1913 Yard service: 2 $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0.37 .34 .39 .36 1 Buns of 100 miles or less, either straightaway or turn ajound, paid as 106 miles. , . . • SiS yards 10 hours or 1^ constitutes a day's work. O vertmie paid pro rata, actual mmutes counted. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. 344 RAILROAD LABOR ARBITRATIONS. CHICAGO, INDIANA & SOUTHERN RAILROAD CO. The increase in rates of pay as the outcome of the arbitration award amounted, in the case of this road, to approximately 8 per cent for passenger conductors, 10 per cent for conductors on through freight, 13 per cent for conductors on way freight, and 2.6 to 2.7 per cent for yard conductors. Baggagemen employed on the basis of a monthly guaranty had their monthly rate increased 10 per cent, while those on a mileage basis secured an advance of 6.5 per cent. Brakemen in passenger service were allowed an increase in rates of pay ranging"from 6.7 to 9.3 per cent. In through freight service the advances granted to brakemen were 10.3 per cent and in way freight 11.1 per cent. Yard brakemen received an advance of 1 cent an hour, or 2.9 per cent. Amount and per cent of increase in rates of pay of mnductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 1913. Conductors. Baggagemen. Class of service. Bate. Increase. Bate. Increase. 1911 1913 Amount. Per cent. 1911 1913 Amount. Per cent. Passenger: Standard, per mile $0.0268 125.00 .0363 2.0384 .03975 .38 .37 SO. 029 135.00 1.04 .04 .045 .39 .38 SO. 0022 10.00 .0037 .0016 .00525 .01 .01 8.2 8.0 10.2 4.2 13.2 2.6 2.7 $0.0155 75.00 $0.0165 82.50 $0,001 7.60 6.5 Eegul a r 1 y a s- signed passen- ger trainmen, monthly guar- 10.0 TlirouEh freight, standard, per mile.. Work or construction, standard, per mile. . Way freight, stan- dard, per mile Yardmen, average rate, day and night; Kankalcee yard, per hour Streator and North Judson yard, per hour. . Brakemen. Flagmen. Class of service. Rate. Increase. Rate. Increase. 1911 1913 Amount. Per cent 1911 1913 Amount. Per cent. Passenger: Standard, per $0,015 70.00 .0242 '.0264 .027 .35 .34 SO. 016 76.50 .0267 .0267 .03 .36 .35 $0,001 6.50 .0025 .0013 .003 .01 .01 6.7 9.3 10.3 5.1 11.1 2.9 2.9 • • Regularly as- signed passen- ger (rammen, monthly guar- Through freight. - Work or construction, standard, per mile.. Way freight, stan- dard, per mile « SO. 0254 $0.0267 $0.0013 6.1 Yardmen, average rate, day and night: Kankakee yard, per hour Streator and North Judson yard, per hour. . 1 Same rates apply to construction and work trains. > Through freight rates with $3.84 and $2,54 as daily minimum. BAILBOAD LABOR AUBITBATIONS. Rates of pay of conductors and trainmen. 345 Class of service. Standard rates per mile. Regularly assigned passenger train- men, monthly guaranty. Special Sunday rates between Streator and South Bend. Hourly over- time rates. Hours per day, 1911-19J3. 1911 1913 1911 1913 1911 1913 1911 1913 Passenger: Conductors. . JO. 0268 .0155 .015 ?0.029 .023 .0165 .016 .016 $125.00 $135.00 $8.00 $0.42 $0.45 .367 .275 .255 .260 20 miles per hour. Do conductors. Baggagemen. BraEemen. . . 75.00 70.00 82.50 7t(.50 78.00 "'4.'25' .26 .24 Do. Do. Do Class of se rvice. Standard rates per mile. Hours per day, 1911 ^iQia 1911 1913 Through freight: Conductors.. Baggagemen Brakemen $0.0363 '$0,04 miles per hour. Do. .0242 .0267 .0267 .04 .0267 .045 .03 Do Work or construction: '.0384 2.0264 3.03975 S.027 Do. Brakemen and flaffme a Do. Way freight: Conductors.. Brakemen Do. Do. Class of se 'vice. Kankakee yard, per hour. Streator and North Judson yard, per hour. 1911 1913 1911 1913 Yardmen: Day conduct Day hrakeme Night conduc Night braken 3rs $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0.37 .34 tors .39 .36 1 Same rates apply to construction and work trains. ' Through freight rates with $3.84 and $2.64 as daily minimum. • Per day or 100 miles. CINCINNATI, HAMILTON & DAYTON RAILWAY CO. On the Cincinnati, Hamilton & Dayton Railway the increases in rates of pay in passenger and yard service approximated the general advance granted by the board of arbitration. In through and irregular freight and construction service the rates of pay to conductors and brakemen were slightly more than 10 per cent higher after the arbitra- tion award than they were before. On specified runs advances ia rates as a result of the arbitration were made to conductors, baggage- men, and trainmen, ranging from 4.8 to 10.3 per cent. 546 BAILEOAD LABOE AEBITEATIONS. Ainount and per cent of increase in rates of pay_ of (xmductors and trainrnen as a result of the award of the hoard of arbitration, effective Nov. 10, 191S. Conductors. Baggagemen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger, standard, per mile SO. 0268 .0363 .03975 .0363 .025 .025 4.15 4.20 105.00 SO. 029 1.04 .045 .04 .0275 .0275 4.49 4.50 113.61 SO. 0022 .0037 .00525 .0037 .0025 .0025 .34 .30 8.61 8.2 10.2 13.2 10.2 10.0 10.0 8.2 7.1 8.2 $0.0155 $0.0165 $0.0010 6.6 Freight: Through and irregular and construction service, per mile Local freight, per mile . . Specified runs: Ironton and Wellston (mixed), per mile Dayton and Mandale Junction (passenger), .025 .0145 .0145 2.80 .027 .0154 .0154 2.98 .002 .0009 .0009 .18 8.0- 8.2 Ohio River branch (pas- senger), per mile Flndlay branch (mixed) 6.2 6.4 Middletown branch (mixed), per day Bowling Green branch (mixed), per month . . 70.00 74.48 4.48 6.4 Brakemen. Flagmen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger, standard, per mile. J'reight: Through and irregular and construction serv- sol 015 .0242 .0270 .0242 .014 .014 2.70 2.55 67.00 .22 $0,016 1.0267 .03 .0267 .0149 .0149 2.83 2.81 70.28 .24 $0,001 .0025 .0030 .0025 .0009 .0009 .13 .26 3.28 .02 6.7 10.3 11.1 10.3 6.4 6.4 4.8 10.2 4.9 9.1 Looal freight, per mile fipecifled runs: Ironton and Wellston SO. 0280 $0.03 $0.0020 7.1 Dayton and Mandale Junction (passenger), per mile.. Ohio River branch (pas- senger), per mile Tlndlay branch (mixed). Middletown branch Bowling ' '(jreen branch (mixed), per month iConnersville helper, per hour • Foremen. Helpers. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Percent. Iteight: Average rate for groups 1 and 2, day and night, per hour 10.3776 $0,385 . $0.0075 2.0 $0.3475 $0,366 $0.0075 2.2 > Rates given for 1913 also apply to work, snowplow, circus, and vieck train service. BAILEOAD LABOB ABBITEATI0N8. Rates of pay of ponductora and trainmen. 347 Class ot service. Standard rate per mile. 1910 1913 Huns of less than 155 miles; minimum rate per day. 1913 Regularly assigned trainmen; monthly guaranty. 1913 Overtime per / hour. 1910 1913 Through and irregular freight and constniotion: Conductors > Flagmen... BraEemen Iiocal freight: Conductors Flagmea Brakemen Passenger service: Conductors , Baggagemen '. Brakemen , Assistant conductors ' ' Flagmen or rear brakerden 1 SO. 0363 1.0242 '.03975 3.0280 '.0270 .0268 .0155 .0150 '$0.04 1.0267 1,2.0267 1.045 1.03 1.03 .029 .0165 .016 .023 .016 (') (') (.') (') S4.50 2.75 2.65 3.57 2.60 S135. 00 82.60 76.50 SO. 42 .25 .24 78.00 SO. 45 .275 .'255 .367 Rates of pay per hour.* Group 1. 1910 6 1913 Group 2. 1910 1913 Yard service: Day foremen.. Night foremen f Day helper . . . Night helper.. SO. 375 .395 .345 .365 $0.38 .40 .36 .37 $0.36 .3? •80.37 .39 .34 Specified runs. Conductors. 1910 1913 1910 1913 Brakemen. 1910 1913 Overtime. 1910 1913 Ironton and Wellston (mixed), per mile. Dayton and Mandale Junc- tion (passenger) , per mile. Ohio Eiver branch (passen- |;er), per mile. Fmdla^ branch (mixed), per day. Mi ddletown branch (mixed), per day. Bowling Green branch (mixed), per month. Connersville helper, per hour. $0. 0363 .025 .025 4.15 4.20 105.00 .33 30.04 .0275 .0275 4.49 4.50 113.61 $0,025 .0145 .0146 2.80 70.00 $0,027 .0154 .0164 2.98 2.81 74.48 $0. 0242 .0140 .014 2.70 2.65 67.00 SO. 0267 . 0149 .0149 2.83 2.81 70.28 .24 After 12 hours. After 13 hours. Art. 1. Do. Do. 1 Buns of 100 miles or less, either straightaway or turn-around, paid as 100 miles. ' Bates given for 1913 also apply to work, snowplow, circus, and wreck-train service. ' Mileage In excess of 100 miles paid for in addition pro rata. * 10 hours or less constitute a day's work. Overtime computed on actual time worked or held for duty, pro rata. ' Average rate. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. Note.— Increases In 1913 over 1910 for services not specified are shown In article £ of the award in terms of percentages. 348 EAILKOAD LABOR AEBITEATIONS. CINCINNATI NORTHERN RAILROAD CO. Conductors and brakemen in through freight service on this rail- road secured advances of approximately 10 per cent in rates of pay per mile. In local freight service the increase in rates of pay per day as the result of the arbitration was as follows : Class of employees. Amount. Per cent. Cents. - ' 50 28 • 28 '3.3 Bralf emen . 11 2 10.8 In work or construction train service the conductors and brakemen received approximately a 10 per cent advance in rates of pay, and on wreck trains conductors were increased 10 per cent and brakemen 15.6 per cent on a mileage basis of payment. The increases in yard rates per hour as the result of the arbitration were approximately 3 per cent. In passenger service conductors' rates of pay were 8.1 per cent higher after the award of the arbitration board and brakemen 6.9 per cent higher. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Conductors. Brakemen. Class of service. Rate. Increase. Rate. 1910-11 1914 Amount. Per cent. 1910-11 1914 Passenger service on runs not otherwise » $0.0248 .035 3.75 3.75 3.65 3.65 .035 .035 <.33 SO. 0268 .0385 4.25 4.25 4.13 4.13 .0385 .0385 -.34 • $0,002 .0035 .50. .50 .48 .48 .0035 .0035 .01 8.1 10.0 13.3 13.3 13.2 13.2 10.0 10.0 3.0 s $0.0145 .0235 2.50 2.50 2.45 2.45 .0235 .0224 :.30 $0.0155 Freight: Through, per mile... .0259 Local heiween — Van Wert and Hudson, per day... Van Wert and Lewisburg, per day, Lewishurg and Franklin, 'per day . Jackson and Hudson, > per day Work or construction per mile 2.78 2.78 2.72 2.72 0259 .0259 Yard average', Say and night, per hour -.31 Brakemen. Foremen. Class of service. Increase. RMe. Increase. Amount. Per cent. ' 1910-11 1914 Amount. Per cent. Passenger service on runs not otherwise specined, per mile $0.0010 .0024 .28 .28 .27 .27 .0024 .0035 .01 6.9 10.2 11.2 11.2 11.0 11.0 10.2 15.6 3.3 Freight: Through, per mile Local between— Van Wert and Hudson, per day Van Wert and Lewisburg, per day. Ijewisburg and Franklin, per day >. Jackson and Hudson, per day ' Work or construction, per mile . $2.60 2.60 2.55 2.55 $2.88 2.88 2.82 2.82 $0.28 .28 .27 .27 10.8 10.8 10.6 10.6 ' With the following exceptions in 1910: (a) Clarks Lake run, 3 round trips daily between Hudson and Jackson S120 per month; (6) Celina and Paulding run, S85 per month. 2 With the following exceptions in 1910: (o) Clarks I.iake run, 3 roimd trips between Hudson and Jackson daily, $75 per month; (6) Celina and Paulding run, $60 per month. • Round trip. noiO. '1913. EAILEOAD LABOE AEBITBATIONS, Rates of pay of conductors and trainmen. 349 Class ot service or run. Coijductors. Baggage- men. Flag- men or rear brake- men. Brakemen. Foremen. 1910-11 1914 1910-11 1914 1910-11 1914 1910-11 19i4 PASSENGEK. Service or runs not otherwise specified: ISO. 0248 $0.0268 $0.0155 a $0.0145 $0.01'S5 Per montb 2 $42. 50 Huns of less than 155 miles (1914), mini- 4.15 124.50 .0385 4.25 4.25 4.13 4.13 .0386 .0385 2.51 75.30 .0259 2.46 73.80 .Q?69 2.78 2.78 2.72 2.72 .0269 .0259 Begularly assfgned pas- senger trainmen, monthly guaranty . . FREIGHT. Through, per mile Local: Between Van Wert and Hudson, per day .035 3.75 3.75 3.65 3.65 .035 '•.0335 «.335 .35 .0235 2.50 2.60 2.45 2.45 .0235 <.0224 1.224 .20 $2.60 2.60 2.66 2.56 $2.88 Between Van Wert and Lewishurg, 2.88 Between , Lewis- burg and Frank- lin,' per day Between Jackson and Hudson,^ per day 2.82 2.82 Work or oonstruotion, per mile.. Wreck trains: Per mile OVEHTIMB PAT. standard passenger. .38 .21 .21 Class of employees. Rate per hour. 1910 1913 $0.32 .29 .34 .31 $0.33 -Day brakenifin .30 .36 .32 1 With the following exceptions in 1910: (a) Clarks Lake run, three round trips daily between Hudson and Jackson, $120 per month, no overtime; (6) Celina and Paulding run, $86 per month. s With the following exceptions in 1910: (a) Clarks Lake run, three round trips between Hudson and Jackson dally, $75 per month; (fi) Celina and Paulding run, $60 per month. • Hound trip. ' 1910 schedule: Mileage rates to and from wreck, hourly rates for time at wreck. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RAILWAY CO. Rates paid to passenger conductors in all branches of passenger service on this road were increased approximately 8 per cent by the award of the arbitration board. On through freight trains the ad- vance in rates of pay to conductors was 10.2 per cent; and in local freight service, 13.2 per cent. On a mileage basis baggagemen had their rates of pay advanced 6.5 per cent, and on the basis of a monthly guaranty they secured an increase of $7.50 a month, or 10 per cent. 350 EAILEOAD LABOR ARBITEATIONS. Passenger brakemen working on a monthly guaranty were advanced $6.50, or 9.3 per cent, while those on a mileage basis had their rates increased 6.7 per cent. On thr6ugh freight, work, construction, and wreck trains brakemen had their rates of pay in'creased 10.3 per cent, and on local freight 11.1 per cent. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S. Conductors. Baggagemen. Class of service. Bate. Increase. Bate. Increase. 1911 1913 Amount. Per cent. 1911 1913 Amount. Per cent. Passenger: Runs not otherwise specified, per mile. . Regularly assigned trainmen, monthly SO. 0268 125.00 .0363 3.975 .375 4.20 100.00 100.00 4.20 110.00 100.00" 5 110. 00 100.00 115.00 100.00 110.00 100.00 105.00 1 $0,029 135.00 .04 4.50 .385 4.50 108.00 108.00 4.50 118.80 108.00 118.80 108.00 124.20 110.10 121. 10 110.10 115.60 80.0022 10.00 .0037 .525 .01 ,30 8.00 8.00 .30 8.80 8.00 8.80 8.00 .9.20 10.10 11.10 10.10 10.60 8.2 ao 10.2 13.2 2.7 V.l 8.0 8.0 7.1 8.0 8.0 8.0 8.0 8.0 10.1 10.1 10.1 10.1 $0.0155 75.00 $0. 0165 82.50 $0.0010 7.50 6.5 10.0 Through freight, work, construction, wreck and circus train service, per mile 2 .... Local freight, per day — Yards, average rate for groups 1 and 2, day and Passenger, specified runs: Sharon - Cincinnati and Middletown- Cinoinnati, per day. Mount Gilead Short Line, per month... Aurora - Cincinnati lines, Nos. 232-233, 2.75 2.75 .00 0.0 Aurora - Cincinnati, run, Nos. 231-230, including switching at North Bend, per day , 2,75 2.75 .00 0.0 Kuns between Law- renceburg Junction and Aurora, includ- ing switching at Lawrenceburg and Aurora, per month. Columbus, Indianap- olis, an4 Greens- burg runs (brake- men handle bag- gage), per month. . . Alton Flyer (brake- men handle bag- gage), per month. . . Alton plug run, per month TJrbanarPeoria ac- commodation, per month Through freight, specified runs: Findlay branch, per month F. F. & M. branch, Vracennes branch, ftin between Vin- cennes and St. Francesville, per month .■ Mount Carmel-Vin- cennes run, per 1 These rates to obtain whenever the miles made at these rates in a day amount to a greater suih than the minimum day rates of $4.50 for conductors, $2.75 (or baggagemen, and $2.55 for brakemen, awarded In passenger service. ' Buns of 100 miles or less either straightaway or turn around, paid as 100 miles. > Two round trips per day between Alton and East St. Louis. BAILROAD LABOR AEBITBATIONS. 351 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S — Continued. Brakemen. Foremen. Class of service. Rate. Increase. Rate. Increase. 1911 1913 Amount. Per cent. 1911 1913 Amount. Per cent. Passsager: .- , Buns not otherwise speci&ed, per mUe. . SO. 015 70.00 .0242 2.70 .346 2.65 60.00 2.55 70.00 60.00 66.00 65.00 63.00 7a 00 60.00 63.00 saoi6 76.50 .0267 3.00 .355 2.60 65.57 2.60 76.50 66.86 72.42 72.42 69.50 77.20 66.18 69.50 SO. 001 6.50 .0025 .30 .01 .05 6.57 .05 6.50 6. 86 7.42 7.42 6.50 7.20 6.18 6.50 6.7 9.3 las 11.1 2.9 2.0 9.3 2.0 9.3 11.4 11.4 11.4 ia3 10.3 ia3 las Eegularly assigned trainmen, monthly guaranty Through freight, work, eonstruction,wr6Ck and circus train service, per milal .Local freight!} per day Yard, average rate for groups 1 and 2, day and night, per hour Passenger, specified runs: ' Sharon - Cincinnati and Middletown- Cincinnati, per day. Aurora - Cincinnati lines, Nos. 232-233, $2.80 S3. 00 SO. 20 7.1 Aurora - Cincinnati run, Nos. 231-230^ , including switching atNorth Bend, per :•, Runs between Law- renceburg Junction aiid Aurora, includ- ing switching at Lawrenceburg and . Aurora, per month . Columbus, Indianap- olis and Greansburg runs (brakemen handle baggage), / Alton riyer (brake- , men handle bag- gage) , per month. . . Urbana-Peoria ac-- oommodation, per ' Through freight, specified runs: Findlay branch, per . . . ? P. P. & M. branch. Vinoemies branch run between Vin- . oennes and St. Prancesville, per Mount Carmel-Vin- cennes run, per I Kuns of 100 miles or less, either straightaway or turn around, paid as 100- miles 352 EAILROAD LABOE ABBITRATIONS. Rates of 'pay of conductors and trainTnen. Class of employees. Buns not other- wisespeoified (per mile). Euns of less than 155 miles minimum rate (per dayf. Overtima (per hour). Regularly assigned trainmen, month- ly guaranty. 1911 1913 1913 1911 1913 .1911 1913 Passenger: Conductors . ... SO. 0268 .0155 .0150 .0363 .0242 1 $0.0290 1.0165 1 0. 160 .04 .0267 .0267 •4.50 <3.00 •3.00 S4.50 2.75 2.55 $0.42 .25 .24 JO. 45 .275 .255 $125.00 75.00 70.00 5135.00 Baggagemen 82.50 Brakemen . ... 76.50 Through freight, work, construc- tion, wreck, and circus train: ' Brakemen - Flagmen 1 localtreight:" Conductors 1 3. 975 <2.70 <2.80 « Brakemen Class of employees. Group 1 (per hour). Group 2 (per hour). 1911 1913 1911 1913 Yardmen: »0..37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0.37 Day brakemen .34 .39 .36 Class of service. Conductors. Baggagemen. Brakemen. 1911 1913 1911 1913 1911 1913 Passenger service, specified runs: Sharon-Cincinnati and Middle- town-Cincinnati runs Mount Gilead short line p.d.'$4.20 p.m.'lOO.OO p.m.noo.oo p.d.s 4.20 p.m.'llO.OO p.m.noo.oo p.m.uilO.OO p.m.'noo.oo p.d.«S4.60 p.m.«108.00 p.m.» 108.00 p.d.»4.50 p.m.»118.S0 p.m.nos.oo p.m.niS.SO p.m.sins.nn p.d.6S2.75 p.d.6$2.75 p.d.6$2.55 p.d.« $2.60 Aurora-Cincinnati lines Nos. 232,233 Auror^-Cinciimati runs Nos. 231-230, including switching at North Bend Runs between Lawrenceburg .Tunction and Aurora, in- cluding switching at Law- renceburg and Aurora Columbus, Ind.. and Greens- burg runs (brakemen handle baggMie) Alton Flyer, brakemen (handle baggage) p.d.s2.75 p.d.«2.75 p.m. ' 60. 00 p.d.8 2.55 p.m.970.00 p.m.'60.00 p.m.'65.00 p.m.' 65.57 p.d.i2.60 p.m.1076.50 p.m.! 66. 86 p.m.«72.42 (13) Urbana-Peoria accommodat on p.m.811 5.00 p.m. 124.20 P- m.«65.00 p.m.' 72. 42 1 These rates obtain whenever the miles made at these rates in a day amount to a greater sum than the minimum day rates of $4.50 tor cofiductors, $2.75 for baggagemen, and $2.55 for brakemen, awarded in pa.ssenger service. ' Rrms of 100 miles or less, either straightaway or turn around, paid as 100 miles. ' 100 miles or less, 10 hours or less, constitute a day's work. I Per day. ' Overtime after 14 hours. ' Overtime as per article C. ' No overtime. • Overtime after 13 hours and 30 minutes. ' Extra pay for construction work at hourly rate. i" Extra pay for construction work at hourly rate. . _ >i Two round trips per day between Alton and East St. Louis. " Overtime after 12 hours except on Sunday. No overtime allowance. 13 Brakemen are Included with Alton yardmen and paid as such. No overtime. Overtime as per article C of award. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. EAILEOAD LABOR AEBITRATIONS. Rates of pay of conductors and trainmen — Continued. 353 Class of service. Conductors. Brakemen. Train baggagemen. 1911 1913 1911 1913 1911 1913 Through freight, specified runs: Findlay brancli,per month 1*100.00 "110.00 « 100.00 * 106. 00 .03 > $110. 10 2 121.10 ! 110. 10 2 115.60 .033 i$63.00 >70.00 <60.00 <63.00 .021 «$69.50 2 77.20 <66.18 4 69.50 .023 F. F. & M. branch, per Vihcennes branch, run between Vincennes and St. Francesville, per Mount Carmel-Vincennes Traveling over the road on company business, per mile. f 0.021 $0,023 - 1 Overtime after 14 hours and 30 minutes. 2 Overtime as per article 1 of award at through freight rates. » Overtime after 13 hours. * Overtime after 11 hours. DELAWARE & HUDSON CO. On the Delaware & Hudson Railroad, as can be seen from the fol- lowing table, the increase of rates of pay to passenger and freight conductors as the result of the application of the arbitration award ranged, according to the basis of payment, from 7.1 to 10.2 per cent. The advances to baggagemen were only 3.8 per cent in branch-line service, 6.5 per cent on standard runs, and 10 per cent in the case of minimum monthly guaranties. Passenger flagmen or rear trainmen on a standard basis obtained an increase of slightly less than 5 per cent, but in milk-train service the })ercentage of increase was 10.4, and for minimum monthly guaranties 7.6 per cent. Freight flag- men's rates of pay were 5.7 per cent higher as the result of the arbi- tration. Regular passenger brakemen received a somewhat larger advance for a standard day and for minimum monthly guaranties. Freight brakemen, with the exception of those on branch lines, were granted increases of slightly more than 10 per cent. Ticket collectors were advanced 82 cents a day, or 29.8 per cent. The increases allowed in the yard service were comparatively small, ranging from a percentage of 2.7 to 2.9. 51393°— S. Doc. 493, 64-1 ^23 354 BAILKOAD LABOB ABBITEATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 1913. Conductors. Baggagemen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger: Standard (155 miles or over) SO. 0268 4.20 125.00 4.69 4.05 .0363 .0363 SO. 029 4.50 135.00 5.16 4.38 .04 .04 $0.0022 .30 10.00 .47 .33 .0037 .0037 8.2 "7.1 8.0 10.0 8.1 10.2 10.2 $0.0155 2.75 75.00 SO. 0165 2.75 83.50 $0,001 .00 7.50 6.5 Mmimum rates (less than 155 miles), per day 0.0 Minimum ra^,per month.. 10.0 2.65 2.75 .10 3.8 Through or irregular freight, "WorkjConstruction, and wreck, Rear trainmen. Brakemen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger: Standard (155 miles or over), JO. 01525 2.585 72.60 2.70 $0. 016 2.60 78.00 2.98 $0.00075 .015 5.50 .28 4.9 0.6 7.6 10.4 SO. 015 2.55 70.00 2.70 2.60 .0242 .0242 SO. 016 2.55 76.50 2.98 2.55 .0267 .0267 $0,001 .00 6.50 .28- ,■ .05 ' .0025 .'0025 6 7 Mmimum rates (less than 155 miles) per day 0.0 Minimum rates, per month. 9.3 10.4 Branch runs, per day 2 Through or irregular freight, per mile 10.3 Work, C9nstruction, and wreck, 10.3 Flagmen. Messengers. Class of service. Rate. Increase. • Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger:, Milk service, per day $2.85 $3.14 $0.29 10. J Through or irregular freight, $0.02526 .02525 $0.0267 .0267 JO. 00145 .00145 5.7 6.7 Work, construction, and wreck, Ticket collectors. Foremen. Helpers. Rate. Increase. Rate. Increase. Rate. Increase. o s M S 4 § s o OS CO s a S 1 s o s Passenger: Standard (155 miles or over), per day. . . J2.75 $3.57 S 0.82 29,8 Yard: Average 'rate for groups 1, 2, and 3, day and $0.37 $0.38 $0 ni 2.7 $0.34 $0.35 2,S EAILKOAD LABOR AEBITEATIONS. Rates of pay of conductors and trainmen. 355 Class of employees. Standard rate per mile (155 mfies or over). Minimum rate per day (less than 165 miles). Minimum rate per month. Overtime rate, per hour. ' 1910 1913 1910 1913 1910 1913 1910 1913 Passenger: Conductors $0.0268 .0156 . 01525 .016 12.75 .363 .02625 .0242 13.975 12.80 12.70 .0363 . 02525 .0242 SO. 029 . 0165 .016 .016 3.57 .04 .0267 .0267 .OiS .03 .03 .04 .0267 .0267 $4.20 2.75 2.885 2.55 $4.50 2.76 2.60 2.65 $125.00 76.00 72.50 70.00 $135.00 82.50 78.00 76.50 $0.42 .25 .24 .24 SO. 45 .275 .26 .255 Eear trainmen, Ticket collectors Through or irregular frei^t: Conductors .Flagmen - Brakemen T-ncal freight: Conductors.. Flagmen Brakemen ■Work, construction, and wreck: Conductors. Flagmen Brakemen Class of emplo yeesv Branch runs per day. Milk service per day. Regularly assigned passenger train- men, monthly guaranty. 1910 1913 1910 1913 1910' 1913 Passenger: $4.06 2.66 $4.38 2.75 2.60 2.65 $4.69 $5.16 $131.49 82 60 Baggagemen ^ 2.70 2.70 2.85 2.98 2.98 3.14 2.50 76 59 e. Rates per hour. Yard servic Group 1. Group 2. Group 3. 1910 1913 1910 1913 1910 1913 Day foremen $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0r37 .34 .39 ..36 $0.35 .32 .37 ..34 $0.36 Day brakemen . . . .33 .38 Night brakemen .3.1 1 Per day or 100 miles. DELAWARE, LACKAWANNA & WESTERN RAILROAD CO. In the case of a standard day of 155 miles, and for monthly guaran- ties, the passenger conductors on this road received an advance of about 8 per cent after the application of the award of the arbitration board, while in through-freight, construction, work, and milk-train service the increase allowed was about 10 per cent. Conductors on local freight trains were advanced 13 per cent. Passenger brakemen were advanced 6.7 to 9.3 per cent; freight brakemen from 10.3 to 11.1 per cent. Baggagemen on passenger received higher rates, ranging from 6.5 to 10 per cent. Kear trainmen in standard passenger service 356 RAILROAD LABOR ARBITRATIONS. were advanced 4.9 per cent, and in through-freight, construction, and work-train service 5.7 per cent. In the case of monthly guaranties in passenger service, milk-train, and in local freight service some- what greater advances were received by flagmen. In yard service in Hoboken the increases secured by foremen and helpers ranged from 2.6 to 2.9 per cent; in Paterson, from 5.6 to 6.1 per cent. Amowiit and per cent of increase in rales of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 1913. Conductors. Assistant conductors. Class o! service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent 1910 1913 Amount. Per cent. Passenger: Standard, per mile ' Minimum allowance, per 10.0268 4.20 125. 00 .0363 3.976 .021 .0165 SO. 029 4.60 136.00 .04 4.60 .0231 .0165 $0.0022 .30 10.00 .0037 .626 .0021 .001 8.2 7.1 8.0 10.2 13.2 10.0 6.5 $0.0215 3.35 $0,023 3.57 $0.0016 .22 7.0 6.6 Regularly assigned train- men, montmy guar- anty Freight: Through freight; work, construction, and wiedk train service. Local freight; piok-up or drop, mine and roust- about service, per day . . Milk service: Binghamton and Rich- field Springs, per milesn Main-line service, train- men only, per mile - Baggagemen. Rear trainmen (dagmen). Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger; Standard, per mile i Minimupi allowance, per day 2 to. 0155 2.75 76.00 W.0165 2.75 82.50 SO. 001 .00 7.50 6.5 .0 10.0 W. 01525 (0.016 $0.00075 4.9 Regularly assigned train- men, monthly guar- 72.50 .02525 2.80 76.00 78.00 .0267 3.00 82.50 5.60 .00145 .20 7.50 7.6 Treight: Through freight; work, construction, and wreck train service, per milo 3 4 6 7 Local freight; pick-up, or drop, mine, and roust- about service, per day .. 7 1 Milk service: Main-line service, train- 10.0 1 Runs of 155 miles or over (1913). ' Runs of less than 166 miles (1913). > Including fllliug and ballast service (1910). ' Including snowplow and circus-train service (1913). < Same rates apply between Blngbamtoa and Utloa and Binghamton and Syraouse. ' 1 day off in a lor trainmen. KAILEOAD LABOE ABBirEATIQNS. 35Y Amount and per cent of increase in fates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S — Continued. Brakemen. Trainmen. Class of service. Bate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger; Standard, per mile ' «0.015 2.55 70.00 .0242 2.70 $0,016 2.55 76.50 .0267 3.00 SO. 001 .00 6.50 .0025 .30 6.7 .0 9.3 10.3 11.1 Minimum allowance, per day* Begularly assigned train- men, montnly guar- Frefeht: Througli frelent; work, construction, and wreck-train service, per miles* Local freight; pick-up or drop, mme and rousta- ,bout service, per day. . . Milk service: Blnghamton and Eioh- fleld Springs, per month Main-line service, train- men onlv. ner dav $75.00 2.75 $82. 75 2.75 $7.75 .00 10 3 .0 - Foremen. Helpers. Class of service. Rate. Increase. Kate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Yard service: Average, day and night— Hoboken; Seoausus, and N ewark, per hour Paterson, per hour $0.38 .36 $0.39 .38 $0.01 .02 2.6 6.6 $0.35 .33 $0.36 .35 $0.01 .02 2.9 6.1 358 RAILROAD LABOR AEBITRATIONS. Rates of pay of conductors and trainmen. Class of employees. Standard rate per mile. Minimum allow- ances per day. Regularly assigned trainmen, monthly guar- anty. Overtime. 1910 19131 1910 1913 > 1910 1913 1910 1913 Passenger service: Conductors $0. 0268 .0215 .0155 .01525 .015 $0,029 .023 .0165 .016 .016 $4.20 3.35 2.75 $4.50 3.57 2,75 2.60 2.55 $125.00 100.00 76.00 72.60 70.00 $135.00 $0.42 .33 .25 .24 .24 $0.45 Assistant con- .357 Baggagemen 82.50 78.00 76.50 .275 Rear trainmen (flag- .26 Brakemen 2.65 .265 Class of employees. Through freight, work, cottstruo- tlon, and wreck train service, per mile. Local freight, pick- up or drop, mine, and roustabout service, per day. Overtime. 1910' 1913 < 1910 1913 Freight service: Conductors so: 0363 .02525 .0242 $0.04 .0267 .0267 $3. 975 2.80 2.70 $4.50 3.00 3.00 On runs of 100 miles or less overtime paid for time in excess of 10 hours, and on runs of 'over 100 miles overtime paid in excess of the time necessary Br^emen to complete the trip at an average speed of 10 miles an hour. Class of employees. Binghamton and Richfield Springs. Mairi line service, trainmen only. Bingham- ton and Strouds- burg, 1913. Strouds- burg and Hoboken, 1913. 1910 " 1913 5 1910 1913 Milk service: Condurtors Trainmen Flagmen $0,021 pef mile $75 per month $0.0231 pet mile. $82.75 per month. $82.75 per month. $0.0155 mile $2.75 per day $75 per month. . $0.0165 mile. . $2.75perday. $82.50 per month. $0.0231 per mile. $82.75 per month. $82.75 per month. $0.0231 per mile. $0,016 per mile. $0,016 per mile. 3 Class oJ employees. loboken , Secausus, and Newark. Paterson. 1910 1913 1910 1913 Yard service: ' $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.35 .32 .37 .34 $0.37 .34 Night foremen , .39 .36 ' Rims of 155 miles or over. 3 Rims of less than 165 miles. 8 IncludlQg ballast and filling service. * Including snowplow and circus train service, • Same rates apply between Binghamton and Utioa; Binghamton and Syracuse, trainmen. One day off In five for ' Note.— Increases in 1913 over 1910 for services not specified 'are shown in article E of the award in terms (< percentages. KAILEOAD LABOR AEBITBATIONS. 359 DAYTON & UNION RAILROAD CO. The comparison of rates of pay for conductors and trainmen before and after the arbitration in the case of the Dayton & Union Raih-oad is shown by weighted averages per day of 100 miles. By referring to the following table it will be seen that the per cent of increases in rates of pay on this basis as the result of the arbitration was, by classes of service and occupations, as follows: Class o£ employees. Class of service. Passenger increase. Freight increase. Conductors Per cent. 41.5 65.0 24.0 Per cent. 18.4 9.1 Amount and 'per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Conductors. Baggagemen. Brakemen. Class of service. 'Rata per ■ 100 miles. Increase. •Rate per 100 miles. Increase. 1 Rate per 100 miles. Increase. i 1 low and Hanger, per mile Work train with excavator, per mile Yard: Average rate for groups 1, 2, Brakemen. Flagmen. Class o£ service. Eate. Increase. Eate. Increase. 1910 1913 Amount Per cent. 1910 1913 -imount. Per cent. Passenger: Fort Wayne-Grand Eapids, s.t., per day $2.40 2.17 70.00 65.00 .031 .0302 .336 $2.55 2.32 78.00 69.36 .031 .0302 .35 $0.15 .15 8.00 4.36 .00 .00 .014 6.3 6.9 11.4 6.7 .0 .0 .4.2 Fort Wayne- Wolcottville, r. t., per day Eegularly assigned trainmen, per month Fort Wayne-Wolcottville, mini- mum, per month Snowplow and flanger, per mile Work train with excavator, per mile. Yard: Average rate Tor groups 1, 2, and 3, day and night, per hour $0,032 .0315 SO. 032 .0315 $0.00 .00 0.0 .0 BAILEOAD LABOR ARBITKATIONS. Rates of pay of conductors and trainman. 363 Buns. Conductors. 1910 1913 Baggagemen. 1910 1913 Brakemen. 1910 . 1913 Mile- ;enger: Jort Wayne-Grand Bapids, s. t Port 'Wayne-Wolcottville, r. t Overtime per hour Hegiilarly assigned passenger trainmen, monthly guaranty Minimum, Fort Wayne-Woloottville.-. . . $4.60 3.33 .43 125.00 100.00 J4.60 3.60 .45 135.00 10S.20 S2.60 2.17 .26 76.00 66.00 12.75 2.31 .275 82.50 69.16 $2.40 2; 17 .25 70.00 65.00 $2.55 2.32 .255 78.00 69.36 142 74 Class of employees. Snowploi^r and danger service, per mile. 1910 1913 Work train with excavator, per mile. 1910 1913 Conductors ■ Brakemen. Flagmen... SO. 0425 .031 .032 $0.0425 .031 .032 $0.0427 .0302 .0315 $0.0427 .0302 .0315 Class of employees. Group I, per hour. 1910 1913 Group 2, per hour. 1910 1913 Group 3, per hour. 1910 Yard service: Day conductors.. Day brakemen... Night conductors Night brakemen. $0.37 .34 ' .39 $0.38 .36 .40 .37 $0.35 .32 .37 .34 $0.37 .34 .39 $0.35 .32 .37 $0.36 .38 .35 GRAND RAPIDS & INDIANA RAILWAY CO., NORTHERN DIVISION. On the northern division of this raih-oad the changes in rates of pay as the result of the arbitration were practically the same, with the exception of the average rates a day for certain trips- and in yard service, where the increases were somewhat smaller than for the southern division. A detailed comparison of rates on the northern division before and after the arbitration, together with the amount and per cent of increases in rates of pay to conductors and trainmen, is shown in the table following: 364 KAILKOAD LABOB ABBITEATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as the result of the award of the board of arbitration, effective Nov. 10, 1913. Conductors. Baggagemen. Class of service. Bate. Increase. Bate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Average rate per specified trip. $5.61 110.00 .0425 .0427 .37 $5.64 119.02 .0425 .0427 .38 $0.03 9.02 .00 .00 .01 0.6 8.2 .0 .0 2.7 $3.13 65.00 $3.16 69.16 $0.03 4.16 1.0 6 4 Traverse City branch, regularly assigned trainmen, miTilmum per month Snow plow and Sanger, per mile.. Work train, with excavator, per mile Yard, average rate lor groups 1, 2, and 3, day and night, per Brakemen. Flagmen. Class ot service. Rate. Increase. Bate. Increase. 1910 1913 Aniount. Per cent. 1910 1913 Amount. Per cent. Average rate per specified trip, per day $2.93 $3.00 69.36 .031 .<0302 .35 $0.07 4.36 .00 .00 .01 2.4 6.7 .0 .0 2.9 Traverse City branch, regularly as- signed trammen, minimum per month 65.00 Snow plow and fianger, per mile Worktrain, with excavator, per mile. Yard, average rate for groups 1, 2, and .031 .0302 .34 $0,032 .0315 $0,032 .0315 $6.66 .00 0.0 .0 Rates of pay of conductors and trainmen. Class or service. Conductors. Baggagemen. Brakemen. Flagmen. Mile- 1910 1913 1910 1913 1910 1913 1910 1913 age. Passenger runs: Grand Bapids-Macklnaw City, single trip Grand Eapids-Mackinaw City via Harbor Springs, single trip $6.89 7.08 $6.89 7.08 $3.85 4.01 2.72 1.91 65.00 .26 $3.85 4.01 2.75 2.03 69.16 .27 $3.39 3.54 2.86 1.91 65.00 .25 .031 .0302 $3.62 3.78 2.56 .2.04 69.36 226 236 Grand Baplds-Muske- 160 Traverse City-Walton Junction, 2 round trips 3.60 110.00 .43 .0425 .0427 3.90 119.02 .45 .0425 .0427 104 Traverse City branch, mnnthly TninlmnTn rf*g- ular service vwtime, per hour Snow plow and fianger serv- .031 .0302 $0,032 .0315 $0,032 .0315 Work train with excavator, per mile Class of employees. Group 1. Group 2. Group 3. 1910 1913 1910 1913 1910 1913 Yard service: Day conductors $0.37 .34 .30 .36 $0.38 .35 .40 .37 $0.36 .33 .38 35 $0.37 .34 .39 .36 $0.35 .32 .37 $0.36 33 Day brakemen Night conductors 38 EAILROAD LABOE ARBITRATIONS. HOCKING VALLEY RAILWAY CO. 365 Considerable advances in rates of pay for mine-run service came, as can be seen from the following table, to train crews on the Hock- ing Valley Kailway as the result of the award. The increases in rates per day, by occupations, were as foUows: Class of employees. Amount. rer cent. Conductors Cents. 80 60 45 21 6 Brakemen... Flagmen 17 6 In local freight service the rates of pay of conductors were 12.5 per cent higher after the award; brakemen, 11.1 per cent; and flag- men, 7.1 per cent. Conductors in through freight, work, wreck, and circus train service were advanced 9.6 per cent; brakemen, '9 per cent; and flagmen, 4.7 per cent. The increase in rates per mile for a standard day to passenger conductors was 8.2 per cent, and to baggagemen and braKemen 6.5 and 6.7 per cent, respectively. Amount and per cent of increase in rates of pay of conductors and trainmen as the result of the award of the board of arbitration, effective Not). 10, WIS. Conductors. Baggagemen. Class of service. Eate. Increase. Eate. Increase. 1910 1913 Amouiit. Per cent. 1910 1913 Amount. Per cent. Passenger: Stiuidaid rate, pei Electric trains, pe Througli freiglit, per r Local freight, per day tni'le $0.0268 .2333 .0365 4.00 3.70 3.65 $0,029 .252 .04 4.50 4.50 4.00 $0.0022 .0187 ' .0035 .50 .80 .35 8.2 8.0 9.6 12.5 21.6 9.6 $0.0165 $0.0166 $0,001 6.5 oile Wort, wreck, and circus trains. Brakemen. Flagmen. List men. Class of service. Eate. ■ Increase. Eate. Increase. Eate. Increase. t-< i 1 I 1 i 1 1 1 rH 4^ 1 1 Passenger, standard rate, per mile Through freight, per $0,015 .0245 2.70 2.50 2.45 $0,016 .0267 3.00 3.00 $0,001 .0022 .30 .50 6.7 9.0 11.1 20.0 9.0 $0.0255 2.80 2.55 2.55 $0.0267 3.00 3.00 2.67 80.0012 .20 .45 .12 4.7 7.1 17.6 4.7 Local freight, per day, nine runs, per day. . . Work, wreck, and cir- cus trains, per day. $2.90 $3.00 $0.10 3.4 _ 366 KAILEOAD LABOE AEBITEATIONS. Rates of pay of conductors and trainmen. Class of .service or run. Conductors. Baggagemen. Brakemen. Flagmen. Listmen. 1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Passenger: Standard i per mile Runs of less than 165 miles, $0.0268 $0,029 4.50 .252 136.00 .04 2 4.60 2 4.50 24.00 .46 .40 .46 • .40 .46 $0.0155 10.0165 2.^75 $0,015 $0,016 2.55 $0,016 2.60 Electric trams, per hour Regularly assigned train- men, monthly guaranty. . .2333 82.60 .0245 2.70. 2.50 2.46 .23 .24 .27 .24 .25 76,50 .0267 2 3.00 2 3,00 2 2.67 .255 .267 .30 .267 .300 $0.0255 2.80 2.55 2.55 78.00 .0267 2 3.00 2 3.00 2 2.67 Freight: .0385 4.00 3.70 3.66 .42 .36 .40 .36 .37 $2.90 223 nn Mi"e ^ITTJ per flay Work, wreck, and circus Overtime: Passenger (after 2 hotu*s late on schedule, 1910; ar- ticle C of award, 1913), per hour .26 .275 Through f reightjper hour . . Local and walbridge- Columbus pick-up Work, wreck, and circus .25 .28 .25 .26 .267 .30 .267 .300 1 1910, through service; rvms of 155 miles or over, 1913. 2 Minimum, 100 miles. Note. — Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms Of percentage. KANAWHA & MICHIGAN RAILWAY CO. On the Kanawha & Michigan Railway passenger conductors' rates of pay were about 8 per cent higher after the award of the arbitration board. Rates to baggagemen were from 4.4 to 6.1 per cent greater, and to passenger brakemen from 6.7 to 9.3 more than they were before the decision of the board. Yardmen received, as the result of the arbitration, 1 cent an hour increase in rates of pay, which was equivalent to increases of approxi- mately 3 per cent. In through freight service rates of pay to conductors were increased 9.6 per cent, to brakemen 9 per cent, and to flagmen 4.7 per cent. Conductors in local freight service were allowed by the arbitration board advances of 12.5 per cent, brakemen 11.1 per cent, and flag- men 7.1 per cent. Amount and per cent of increase in rates of pay of conductors and trainman as a result of ' the award of the board of arbitration, effective Nov. 10, 1913. Conductors. Baggagemen handling express. Rate. Increase, Rate. Increase. Class of service. 1910 1913 ! 4^ i 1910 1913 1 1 Passenger: Runs of 155 miles or over, per mile $0.0268 125.00 .0366 .D4« .36 . $0,029 ,135.00 .04 .045, .37 $0.0022 10.00 .0035 .005 .01 8.2 8.0 ■ 9.8 12.6 2.8 $0.0185 79.00 $0.0175 82.50 $0.0010 3.60 6.1 Monthly guaranty, minimum Freight: Through and irregular, per mile 4.4 Local and piok-up, per mile . . Yard: Hobson and Charleston, average rate, day and night. KAILEOAD LABOE ARBITKATIONS. 367 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, i9.za— Continued. Brakemen. Flagmen. Class oJ service. • Rate. Increase. Rate. Increase. ' 1910 1913 , J 1 1910 1913 1 1 Passenger; Runs of 155 miles or over , per mile. JO. 015 70.00 .0245 / .027 \i.029 .33 JO. 016 76.50 .0267 .03 .031 .34 $0,001 6.60 .0022 .003 .002 .01 6.7 9.3 9.0 11.1 6.9 3.0 Monthly guaranty, minimum Freight: Through and irregular, per mile. . Local and pick-up , per mile $0.0255 .028 SO. 0267 .03 $0.0012 .002 4.7 7.1 Yard: Hobson and Charleston, aver- age rate, day and night, per hour ' 1 Brakeman handling list. Rates of pay of conductors and trainmen. Passenger service. Conductors. 1910 1913 handling ex- 1910 1913 Brakemen. 1910 1913 Baggagemen. 1910 1913 Flagmen. 1910 1913 Buns ol 155 miles or over, per mile' Monthly minimum guaranty > , Overtime, per hour $0. 0268 125.00 8.42 SO. 029 135.00 *.45 $0. 0165 79.00 25 $0. 0176 82.50 <.275 $0,015 70.00 3.23 $0,016 76.60 <.255 $0. 0165 82.60 <.275 $0. 016 78.00 '.255 Freight service. Cohductors. 1910 1913 Flagmen. 1910 1913 Brakemen. 1910 1913 Through and irregular, per mile.. Local and pick-up, per mile , $0.0365 e.04 6 $0.04 6.045 $0. 0255 e.028 6 SO. 0267 6.03 $0. 0245 6.027 '.029 6 SO. 0267 6.030 6.031 Runs. Freight mileage allowed: Hohson to Columbus via H. V. Ry Hobson tc West Columbus via H. V. Ry Hobson to West Columbus via T. Through a , freight, a snowploi mile. ■\ ad irregular instruction, V, etc., per Local freight service. 1911 1913 1911 1913 3$0.0363 3 SO. 04 3.0267 3.0267 Per day. $3,975 Per mile. < SO. 045 Flagmen 3.03 3.0242 2.70 2.80 3.03 Foremen .. . Foremen and conductors. Switchmen. Yards.6 1911 1913 1911 1913 • Day. Night. Day. Night. Day. Night. Day. Night. $0.38 .37 .36 $0.40 .39 .38 SO. 38 .38 .37 80.40 .40 .39 $0.35 .34 .33 $0.37 .36 .35 SO. 35 .35 .34 SO. 37 Lima T^ipton, and Muncie .37 AH other Vards .36 1 Overtime does not accrue until 7 hours and 45 minutes from time of first reporting for duty. 2 Runs of 155 miles per day or over. 8 Runs of 100 miles or less, either straightaway or turn around, paid for as 100 miles. ' 100 miles or less constitute a day's work. ' Overtime after 10 hours.. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. 51393°— S. Doc. 493, 64r-l-' 24 370 EAILEOAD LABOE AEBITBATIONS. Rates of pay of conductors and trainmen — Continued. 1911 1913 Overtime after. Conduc- tors. Fore- men. Brake- men. Conduc- tors. Fore- men. Brake- men. 1911 1913 Through freight service, special runs: Minster 'branch i $90.00 95.00 s/ea 100.00 ■■i2.'52' 163.00 •65.00 2.42 65.00 $101.90 107. 65 4.00 110.00 $70.00 72.20 2.67 71.70 Hours. 11 11 10 None. Hours. 10 10 Nobesvllle switch run ' Delphos and Akron, mixed runsi 10 10 ' Bates per month of calendar working days. * Kates, per day, as specified. Daily rates of employees called as witnesses in suits in which company is interested. 1911 1913 $3.50 2.50 $3.85 ■Rra,ife"ieTi and Rwitn^TTie" , 2 75 NoiE.— A day's work (1911 and 1913), 100 miles or 10 hours. LAKE SHORE & MICHIGAN SOUTHERN RAILWAY CO. On the Lake Shore & Michigan Southern Eailway the award of the arbitration board, as can be seen from the following table, gave increases in rates of pay to passenger conductors in main-hne service of approximately 8 per cent and on branch-line trains of 7.1 per cent. On short turn-around trips rates to conductors were advanced slightly more than 13 per cent. To conductors in through and irregular freight services mcreases were given of 10.2 per cent and in local and pick-up freight service of 13.2 per cent. Baggagemen and expressmen, passenger brakemen, and collectors in Chicago suburban passenger service had their rates of pay advanced by the arbitration award from 6.1 to 6.7 per cent. On short turn- around runs brakemen received increases in rates of pay of 11.1 per cent. Brakemen in through and irregular freight-train service received advances of 10.3 per cent and in local and pick-up freight service 11.1 per cent. BAILBOAD LABOR AKBITKATIONS. 371 Amount and per cent of increase in rates of pay of conSuctors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 1913. < Conductors; Baggagemen. Class of service. Hate. Increase. Bate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount Per cent. Passenger: (* Standard, per mile , MiTiimnm monthly rate. Branch lines, per day 2. FlBiritfe. :.• Through and irregular, work, construction, snowplow, circus, or wreoK train service, ' ' ■ per mile $0. 0268 155.00 ' 4.20 .0363 .03975 .0363 .0397 95.00 90.00 1 $0,029 136.00 4.50 1.04 1.045 1.0411 .045 107.54 101. 88 $0.0022 10.00 .30 .0037 .00525 .0048 .0053 12.54 11.88 ' 8.2 8.0 7.1 10.2 13.2 ■ 13.2 13.4 13.2 13.2 $0.0155 75.00 2.75 I $0.0165 82.50 2.75 $0,001 7.50 .00 6. 5;; 10. » .(B ■Way freight, local, pjofc-up, and drop. •■•>• — Adrian and Fayette, etc:, divisions, per mile' IQscellaaeous short turn- around trips: Sharon branch, per mile Hillsdale, Jonesville, etc., per month Ostego switch run, per month Joint baggage and expressmen. Brakemen. Class of service. Rate. Increase. Bate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. -J?assenger: Standard, per mile Minimum monthly rate. Branch lines , per day 2 . $0.0165 79.00 1 $0. 0175 86.50 $0,001 7.50 6.1 9.5 $0,015 70.00 2.55 .027 64.00 59.00 1 $0,016 76.50 2.55 .03 71.10 65.55 $0,001 6.50 .00 .003 7.10 6.55 6.r 9.S Miscellaneous short turn- around trips: Sharon branch, per ■ ■-' mile 11 1 Hillsdale, Jonesville, ' etc. , per month 11. 1 Ostego switch rijn, per n.t , Collectors in Chicago suburban service. Flagmen or brakemen. Class of service. Bate. Increase. Bate. Increase.. 1910 1913 Amount. Per. cent. 1910 1913 Amount. Per cent. Passenger: Minimum monthly rate Freight: Through and irregular, work, construction, snowplow, circus, or wreck train service. $75. 00 $79. 95 $4.95 6.6 SO. 0242 .027 .0242 I SO. 0267 1.03 1 .0269 30. 0025 .003 .0027 10.* Way freight, local, piclt-up, and drop. ILI Adrian and Payette, etc., divisions, per mile 1L2 "I 1 1 155 miles a day or over. • Except Addison, Adrian, and Dundee run and Alliance division, m 1913, where rates were lower.. 372 BAILBOAD LABOE AEBITBATIONS. Rates of pay of conductors and trainmen. Class o( employees. Standard rate per mile. 1910 1913 1 Mini- mum rate •per day. 1913 2 Regularly as- signed passen- ger trammen, montlily guar- anty. 1910 1913 Overtime, per hour. 1910 1913 Branch lines, per day. 1910 1913 > Passenger service: Conductors Baggagemen Joint baggage and ex- pressmen Brakemen Collectors in Chicago sub- urban service Flagmen or rear brake- men. $0. 0268 0165 .0165 .015 $0,029 .0165 .0175 .016 'Joint baggagemen and expressmen (Lansing division) t4. 50 2.75 2.88 2.55 2.93 2.60 tl25. 00 75.00 79.00 70.00 75.00 $135. 00 82.50 86.50 76.50 79.95 78.00 82.50 $0.42 r25 $0.45 .275 $4.20 2.75 $4.50 2.75 .255 .357 2.55 2.55 Class of employees. Through and ir- regufitr freight, vrork, construc- tion, snowplow, circus, or vpreck train service. 1910 19131 Way freight, local, pick-up and drop servlco. 1910 1913' Adrian and Fay- ette, etc., divi- sions. 1910 1913' Freight service; Conductors, per mile Flagmen or brakemen, per mile. $0. 0363 .0242 $0.04 .0267 $0. 03975 .027 $0,045 .03 $0.0363 .0242 $0.0411 Class of employees. 1910 Miscellaneous short tum-around trips: Sharon branch- Conductors, per mile Brakemen, per mile Hillsdale, Jonesville, etc.— Conductors, per month Brakemen, per month , Ostego switch run- Conductors, per month Brakemen, per month $0.0397 .027 95.00 64.00 90.00 59.00 $0,045 107 54 71.10 101.88 65.55 1 155 miles a day, or over. ' Less tlian 155 miles a day. » Except Addison, Adrian, and Dundee run, and Alliance division in 1913, where rates were lower. MAINE CENTRAL RAILROAD CO. On this railroad passenger conductors, on a mileage basis for a standard day of 155 miles through the arbitration award, received an increase of 8.2 per cent in rates of pay and assistant conductors, baggagemen, and brakemen secured advances ranging from 6.5 to 7 per cent. Passenger conductors working under the conditions of a monthly guaranty nad their minimum increased 8 per cent and baggagemen and brakemen 2.7 and 2 per cent, respectively. In through-freight service the rates of pay 61 conductors were advanced 10.2 per cent by the arbitration award, brakemen 10.3 per cemt,, and flagmen 5.7 per cent. In local freight service the MLcreases. in rates of pay to conductors were 13.2 per cent, to brake- EAItROAD LABOR ARBITKATIONS. 373 men 11. -1 per cent and to flagmen 7.1 per cent. Yard crews secured an addition of 1 cent an hour to their rates, which was equivalent to a 2.7 per cent increase to conductors and 2.9 per cent to brakemen. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Conductors. Assistant conductors. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount Per cent. 1910 1913 Amount. Per cent. Passenger: Standard, ner mile $0.0268 125.00 .0363 .03975 .37 $0,029 126.00 .04 .045 .38 $0.0022 1.00 .0037 8.2 8 $0. 0216 100 00 $0,023 100.00 $0.0016 .00 ■ 7.0 Eegularly assigned passen- ger trainmen, monthly guaranty Through and irregular, per in 2 Local freight, per mile ' .00525! 13.2 Yard, average rate (or groups 1, 2, and 3, day and night, per hour .01 2.7 Baggagemen. Brakemen. ' Flagmen. Class of service. / ■ Rate. Increase. Kate. Increase. Rate. Increase. 1 •H ■ a 1 o S CO s +3 a < o !. +3 , 1 Passenger: Standard, per mile... Begularly ass igned pasehger trainmen, monthly $0.0155 75.00 $0.0165 77.00 $0,001 2.00 6.5 2.7 $0,015 70.00 .024! .027 .34 $0,016 71.40 ! .0267 .03 .35 80.001 1.40 .0025 .003 .01 6.7 2.0 10.3 11.1 2.9 Freight: Through and irreg- ular, per TtlilBl $0.02525 .028 $0.0267 .03 $0.00146 .002 S.7 Local freight, per mile' 7.1 Yard, average rate for groups l,2,and3,day and night, per hour ' Runs of 100 miles or less, either straightaway or turn-around, paid for as 100 miles. S14: EAILBOAD LABOK ARBITRATIONS. Rates of pay of conductors and trainmen. Class of employees. Hate per mile. Regularly assigned passenger train- men, monthly guaranty. Passenger mile- age allowance for each day used not less than— Overtime, per hour. 1910 1913 19101 1913 1910 1913 1910! 1913 • Passenger: Conductors. Assistant con Baggagemen ! i0.0268 .0215 .0155 .0160 $0,029 .023 .0165 .016 .016 $126.00 100.00 76.00 70.00 $126.00 100.00 77.00 71.40 72.80 Miles. - 167 167 177 170 MiUa. 155 155 166 169 162 $0.42 .33 .27 .26 $0.45 ductors. 1 .357 .275 . . .255 Flagmen or rear brake .26 1 'Class of' em- ployees. Through and Irregular, per mile. Local freight, per mile. "Work, snow- plow, or relief, per mile. Freight overtime, per hour. 1910 8 1913' 1910 » 1913' 1910 1913 1910 1913 Through. Local. Through. Local. :»reiglit: Conductors.. Plagmen Brakemen . . $0.03663 .02525 .0^42 $0.04 ..0267 .0267 $0.03976 .028 .027 $0,045 .03 .03 $0.0363 .02525 .0242 $0,363 .2525 .242 $0. 3976 .28 .27 $0.40 .267 .267 $0.45 .30 .30 Class of employees. ■Yard:* Day conductors, per hour . . Day brakemen, per hour. . . !Night conductOTS, per hour Night brakemen, per hour . Group 1. 1910 1913 $0.37 .34 $0.38 .35 .40 .37 Group 2. 1910 $0.36 .33 .35 $0.37 .34 Group 3. 1910 1913 $0.36 .32 .37 .34 $0.36 .33 .38 .35 ' Overtime does not count in guaranty except such time in excess of 10 hours as is made In regular assign- sment, -2 10 hours or less constitute a day's work. Overtime paid for on minute basis. "? Euns of 100 miles or less, either straightaway or turn-around, paid for as 100 miles. < Overtime: Over 10 hours paid at established rates per hour, provided employees do not work more than 3.2 hours and 30 minutes, otherwise they are paid on minute basis. MICHIGAN CENTRAL RAILROAD CO. On the Michigan Central Railroad there is a general increase in urates of pay for passenger conductors shown as the result of the arbi- stration of about 8 per cent. The only exception is to be found in the liourly rates for switching at certain points, which were advanced from 36.3 cents to 45 cents, or 24 per cent. Baggagemen and pas- senger brakemen on a mileage basis were advanced 6.5 and 6.7 per •cent, respectively, and on the basis of monthly guaranties from 8 to 10 per cent. For switchiag service at various poiuts, baggagemen liourly rates were advanced from 24.2 to 27.5 cents, or 13.6 per cent. Conductors and brakemen in through freight service when working -on a mileage basis had their rates increased as the result of the award .lof the arbitration board slightly more than 10 per cent. On local EAILROAD LABOR AKBITE.ATIONS. 375 freight trains conductors received advances in rates of pay per mUe of 13.2 per cent and brakemen 11.1 per cent. Yardmen had their rates of pay increased 1 cent an hour, or from 2.6 to 2.9 per cent. On the Canada division conductors working on a monthly guaranty were advanced 13.2 per cent and baggagenien and brakemen 11.1 per cent. Amount and per cent of increase in rates of pay_ of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, WIS. Conductors. Baggagemen. Class of service. Rate. Increase. Rate. 1910 1913 Amount. Percent, ■1910 1913 Passenger: Standard, per mile $0.0268 125.00 4.20 115.00 .363 100.00 100.00 .363 100.00 . 100.00 .363 125.00 115.00 .0363 .03975 115.00 .37 .38 90.00 90.00 90.00 $0,029 135.00 4.545 124.20 .45 108.00 108.00 .45 108.00 108.00 .45 125.00 124.20 .04 ~ .045 135.00 .38 .39 101.88 101.88 101.88 $0.0022 10.00 .345 - 9.20 .087 8.00 8.00 .087 8.00 8.00 .087 .00 9.20 .0037 .00525 20.00 .01 .01 11.88 11.88 11.88 8.2 8.0 8.2 8.0 24.0 8.0 8.0 24.0 8.0 8.0 24.0 .0 8.0 10.2 13.2 17.4 2.7. 2.6 13.2 13.2 13.2 $0.0155 75.00 2.75 70.00 $0. ores Minimum monthly guaranty Exceptions- No. 1, Battle Creek divis- ion, per day. . 82.50 2.928 No. 2, South Haven, South Bend, S. B. & N. W. division, Welland and Niagara Falls, Joliet, Air Line, Benton, Har- bor, east division trains 25 and 26; rates for the calendar worldng days of the month, per month . S. B. & N. W. division for switch- ing at Pinoonning and Gladvpin, 75.60 Bridge division, Niagara division, St. Clair division, Michigan Mid- land division, per month. . . 65.00 67.75 .242 65.00 «5.00 .242 75.00 75.00 70.20 North Midland division, per 73.17 For s-vvitohing at Midland, per hour :276 'CnTinhrfni(th,porTnnTith 70.20 London Division, per month . For switching at London, per hour. ■ entrains Nos. 156, 157, 168, 159, on Mackinaw division— four crews 70.20 .275 75.00 Welland-Niagara Falls, mixed. 81.00 Freight; Yard, average rate, day and night, per Canada division: Amhersthurg division, one 65.00 65.00 67.50 72.21 Petrolia division, one crew and brakemen when wanted, per 72.21 Leamington division, one 75.00 376 RAILROAD LABOR ARBITRATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the hoard of . arbitration, effective Nov. 10, 1913 — Continued. Class of service. Increase. Amount. Per cent Brakemen. Bate. 1910 1913 Increase. Amount. Percent, Standard, per mile ..<. Minimum monthly guaranty Exceptions- No. 1, Battle Creek division, per day No. 2, South Haven, South Bend, S. B. & N. W, divis- ion, Welland and Niagaira Falls, Joliet, Air Line, Ben- ton Hartor, east division trains 26 and 26— rates for . the calendar working days of the month, per month S. B. & N. W. division for switching at Piuconning and Gladwin, per hour SO. 001 7.50 .176 5.60 Bridge division, Niagara division, St. Clair division, Michigan Midland division, per month North Midland division, per month For switching at MidlandT, per hour Cano branch, per month Loudon division, per month For switchittg at Loudon, per hour On trains Nos. 156, 157, 168, 159, on Mackinaw division — four crews, per month Welland-Niagara Falls, mixed, per month ■ Freight: Through, per mile Way, local, etc. , per mile Monthly guaranty Ypsilanti crews, per hour ■Kard, average rate, day and night, per hour ; Canada division; Amherstburg division, one crew, per month Petrolia division, one crew, and brakemen when wanted, per month Leamlugton division, one crew, per month 5.20 5.42 .033 5.20 5.20 .033 .00 7.21 7.50 6.5 10.0 8.0 8.0 13.6 8.0 8.0 13.6 11.1 11.1 $0,015 70.00 2.65 60.00 60.00 .242 60.00 60.00 .242 70.00 .0242 .027 1.00 .34 .35 60.00 60.00 JO. 016 76.50 70.20 .26 64.80 64.80 .26 64.80 64.80 .26 $0,001 6.50 .178 5.20 .018 .018 4.80 4.80 .018 .00 .0267 .03 92.60 .35 .36 66.66 66.66 .0025 .003 12.50 .01 .01 6.66 6.66 6.7 9.3 7.0 8.0 7.4 8.0 8.0 7.4 8.0 8.0 7.4 10.3 11.1 15.6 2.9 2.9 U.l 11.1 Rates of pay of conductors and trainmen. Class of service. Conductors. 1910 1913 Brakemen. 1910 1913 Freight: Through freight, per mile Way freight, local, etc., per mile Monthly guaranty Ypsilanti crews, per hour $0. 0363 .03975 116. 00 .37 $0.04 .045 136.00 .38 $0.0242 .027 180.00 .34 $0.0267 .03 192.50 1 Pool freight service. BAILEOAD LABOR AEBITEATIONS, Rates of pay of conductors and trainmen — Continued. 377 Class of service. Conductors. 1910 1913 Baggagemen. 1910 1913 Brakemen. 1910 1913 Passenger: J Standard, per mile Wertlme, per hour ^ Do.s Regularly assigned trainmen, monthly ' guaranty Exomtions— Battle Creek division, per day . South Haven, South Bend, South Bend & Northwest- ern division Welland & Niagara Falls, Joliet, Air Line, Benton Harbor, east division trains 25 and 26, rates for the calendar work- ing days of the month. .. ^ .. . Bouui Bend & Northwestern division, for switching at Pinoonning and Gladwin, perhour Bridge division, Nia^a divi- sion, St. Clair division, Michigan Midland division, monthly North Midland division, monthly * For switching at Midland, per hour Caro Branch, per month < London division, per month . . For switching at London, per hour On trains Nos. 156, 157, 158, 159, on Mackinaw division, 4 crews, per month WeUand-Niagara Falls, mixed. $0. 0268 .42 .35 125. 00 4.20 115. 00 .3630 100. 00 100. 00 .363 100. 00 100.00 .363 126.00 115.00 > $0,029 ■/ .45 .45 135.00 4.545 424. 20 108. 00 108.00 .45 108.00 108.00 SO. 0155 .25 .24 75.00 2.75 70.00 1 $0. t)165 .275 .275 82.50 2.926 75.60 .46 126.00 124. 20 65.00 67.75 .242 65.00 65.00 75.00 75.00 .275 70. 20 - 73.17 .275 70.20 70.20 .275 75.00 81.00 $0. 015 .24 .23 70.00 2.55 65.00 60.00 60.00 .242 60.00 60.00 .242 70.00 ' $0. 016 .255 .255 76.60 2.728 70.20 64.80 64.80 .26 64.80 64.80 .26 70.00 Day conduc- tors. 1913 Day brake- men. 1910 1913 Night conduc- tors. 1910 1913 Night brake- men. 1910 1913 Yard service, all yards. SO. 37 SO. 38 $0.34 SO. 35 SO. 39 SO. 40 $0.37 Yard service. Conductors. 1910 1913 1910 1913 Brakemen. 1910 1913 Canada division: Anbherst division, one crew, per month - Petrolia division, one crew and brake- men when wanted, per month Leamington division, one crew, per month $90.00 90.00 90.00 $101.88 101.88 101.88 $65.00 65.00 67.50 $72.21 72.21 75.00 $60. 00 60.00 $66. 66 66.66 1 Rate for runs of 155 miles per day and over. Runs of less than 155 miles: Conductors, $4.50 per dayj bagragemen, S2.7S per day; brakemen, $2.55 per day. > For crews where conductors earn more than $125 per month. 3 For crews where conductors earn less than $125 per month. * One day off each week exclusive of Sunday. 378 EAILEOAD LABOR ARBITEATIONS. NEW YORK CENTRAL & HUDSON RIVER RAILROAD CO. As the result of the award of the arbitration board, conductors in main and branch line passenger service and on mUk trains had their rates of pay advanced about 8 per cent. In through and irregular freight service increases to conductors on a mileage basis amounted to 10.2 per cent; and in local and pick-up freight service, to 13.2, per cent. Assistant conductor^ had , their rates of pay advanced about 7 per cent. Baggagemen employed on the basis of a standard day of 155 miles received an increase in rates of pay of 6.5 per cent, whUe in branch- line service on the basis of a monthly guaranty, they secured an increase of approximately 10 per cent as me result of the arbitration award. The rates paid to passenger brakemen were from 6.7 to 11.4 per cent higher with the exception of. one run at a rate 24 per cent higher after the award of the arbitration board. In through-freight service brakemen secured an advance in rates of pay of 10.3 per cent; in work and construction service, 6.8 per cent; and on local and pick-up freight, 11.1 per cent. Yardmen had their rates advanced 1 cent an hour, which is equivalent to an increase of 2.7 to 2.9 per cent. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S. Conductors. Assistant conductors. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger: $0.0268 4.20 125.00 .024 105.00 122.00 106.00 110.00 115.00 115.00 115.00 120.00 115.00 116.00 105.00 $0,029 4.60 135.00 .026 113.40 131.76 113.40 118.80 124.20 124.20 124.20 129.00 124.20 124.20 113.40 $0.0022 .30 10.00 .002 8.40 9.76 8.40 8.80 9.20 9.20 9.20 9.00 9.20 9.20 8.40 8.2 7.1 8.0 S.3 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 ■ $0.0215 3.35 100.00 $0,023 3.57 106.57 ■ ib.oofe ■ .22;;" . 6.57 ■^ 7.0 6.6 6 6 Minimum allowance, per day....'. Monthly guaranty Pay on trains between New York and Buffalo or Weehawken and Suspen- ision Bridge and Buflalo, per mile Branch passenger: Clienango branch, Syracuse crew, per month Chenango branch, Earlville crew, per month Hudson division; Thirtieth Street and Spuyten- l)uyTil branch, per month Harlem dirision, Mehopac branch, pM month Wellsboro branch, per Morris Run branch, per month • Walkill Valley branch- Kingston and Mont- gomery crew, 'per month Kingston & Campbell crew, per month Cape Vincent branch, per month PenuYanbranch.permonth. Rossiter branch, per month. RAILROAD LABOR ARBITRATIONS. 379 Amount and per cent of increase in rates of pay of conductors and trainmen as' a result of the award of the board of arbitration, effective Nov. 10, 1913 — Continued. ( Conductors. Assistant conductors. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Milk trains: Mohawk division, per mile . $0.0268 4.60 .0268 4.60 .0363 .0363 .03975 .37 $0,029 4.98 0.29 4.98 .04 .04 .045 .38 $0.0022 .38 .0022 .38 .0037 .0037 .00525 .01 8.2 8.3 8.2 8.3 10.2 10.2 13.2 2.7 Mobawk division, mini- mum wage per day 8t. Lawrence and Ontario division, per mile St. Lawrence and Ontario division, minimum wage, per day Freight: Through and irregular, per Work, construction, and wreck train serv- ice.per mile^ Local freight, pick-up and drop service, per miles Yard, average rate tor groups 1, 2, andS, day.andnight, per hour .'. Baggagemen. Flagmen. Class oJ service. Rate. Increase. Rate. Increase. . 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger: — - Standard, per mile 10.0155 2.75 75.00 .0139 62.00 70.00 60.00 66.00 69.09 $0.0165 2.75 82.60 .0149 68.'20 77.00 66.00 72.50 75.90 $0,001 .00 7.60 .001 6.20 7.00 6.00 6.50 6.81 6.5 .0 10.0 7.2 10.0 10.0 10.0 9.8 9.9 $0.01525 $0,016 $0.00075 4.9 Minimum allowance, per day Monthly guaranty 72.50 .0137 78.66 .0146 5.50 .0009 7.6 Pay on trains between New York and Buffalo, or Weehaukeu and Suspen- sion Bridge and Buflalo, 6.6 Branch passenger: Chenango branch, Syracuse Chenango branch, Earlville Hudson division; Thirtieth Street and S p u y t e n - '. Duyvil branch, per month HSrlem division, Mehopac branch, per month Wellsboro branch, per montl Morris Eun branch, per , Walkill Valley Branch- Kingston and Montgom- ery crew, per month.. Kingston and Campbell crew, per month Cape Vincent Branch, per 69.00 69.00 69.00 69.00 75.90 75.90 75.90 75.90 6.90 6.90 6.90 6.90 10.0 10.0 10.0 10.0 , PennYan branch,per month Freight: Through and irregular, per .02525 .02525 .028 .0267 .0267 .03 .00146 .00145 .002 5.7 Work, construction, and wreck train service, per 5.7 Local freight, pick-up and 7.1 380 BAILEOAD LABOE ARBITRATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S — Continued. Brakemen. Milk messengers, baggagemen, and trainmen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger: SO. 015 2.55 70.00 .0134 62.00 70.00 60.00 62.00 1.0242 1.0242 69.00 69.00 66.00 69.00 $0,016 2.55 76.60 .0143 69.08 78.00 66.85 69.08 1.0267 1.03 76.88 76.88 72.43 76.88 $0,001 .00 6.50 .0009 7.08 8.00 6.86 7.08 .0025 .0058 7.88 7.88 7.43 7.88 6.7 .0 9.3 6.7 11.4 11.4 11.4 11.4 10.3 24.0 11.4 11.4 11.4 11.4 ' Mmimum allowance, per day. Pay on trains between New York and Buffalo or Wee- hawken and Suspension Bridge and Buflalo, per mile Branch passenger: Chenango branch, Syracuse Chenango branch, Earlville crew, per montli Hudson division; Thirtieth Street and Spuyten-Duyvil Harlem division, Mahopac branch, per month Morris Eun branch, per month Walkjll Valley branch- Kingston and Montgom- ery crew, per month Kingston and Campbell Cape Vincent branch, per Milk train: $0.0156 2.76 .0165 2.75 $0.0165 2.93 .0165 2.93 $0,001 .18 .001 .18 6.5 Mohawk division, minimum 6.5 St. Lawrence and Ontario division, per mile 6.5 St. Lawrence and Ontario division, minimum wage per day 6 5 Freight: Through and irregular, per mile .0242 .025 .027 .34 .0267 .0267 .03 .36 .0026 ..0017 .003 .01 10.3 6.8 11.1 2.9 Work, construction, and wreck train service, per rnilftS Local freight, pick-up and drop service, per mile ' Yard, average rate for groups 1, 2, and 3, day and night, per 1 Per mile. > Including "ballast and filling" service in 1910; and snowplow and circus train service in 1913. • Including "mine" service in 1913. BAILEOAD LABOB AEBITEATIONS. Rates of pay of conductors and trainman. 381 Class of employ- ees. Standard rate per mile. Minimum al- lowance per day. Eegularly as- signed pas- senger train- men, month- ly guaranty. Overtime per hour. Pay on trains be- tween New Yori and Buffalo or Weehawken and Suspension Bridge and Buf- falo, permlle. 1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Passenger serv- ice: Conductors . Assistant Cents. 2.68 2.15 1.55 1.525 1.50 CenU. 2.90 2.30 1.65 1.60 1.60 $4.20 3.35 2.75 $4.50 3.57 2.75 2.60 2.55 $125.00 100.00 75.00 72.50 70.00 $135.00 106.57 82.50 78.00 76.50 CkMs 4S 33 2S 24 24 Cents. 45. 35.7 27.5 26.0 25.5 Cents. 2.40. Cents. 2.60 Baggagemen Flagmen Brakemen .. 1.39 1.37 1.34 1.49 1.46 1.43 Class of employees. Chenango branch, Syracuse orew. Chenango branch, Earlville crew. Hudson division, Thirtieth Street and Spuyten Duyvil branch. 1910 1913 1910 1913 1910 1913 Branch passenger: Conductors, per moni Baggagemen, per moi Brakemen, per montl ■b. $105.00 62.00 62.00 $113.40 68.20 69.08 $122.00 70.00 70.00 $131.76 77.00 78.00 $105.00 60.00 60.00 8113. 40 ith 66.00 1 66.85 Class of employees. Harlem division, Mahopac branch. Wellsboro branch. Morris Run branch. 1910 1913 1910 1913 1910 1913 Branch passenger: Conductors, per mon Baggagemen, per mo Brakemen, per mont th $110.00 66.00 62.00 $118.80 72.50 69.08 $115.00 69.09 $124.20 76.90 $115.00 $124.20 ath.. li Kear trainmen $78 per month. Note.— Increases in 1913 over 1910 for services not specified are shown in article E of the award in terms of percentages. EAILBOAD LABOR AEBITEATIONS, 39a WESTERN MARYLAND RAILWAY CO. The table for the road next submitted shows no variation from the usual increases resulting from the award of the arbitration board,, and consequently requires no comment. Amount and per cent of increase in rates of /pay _ of conductors and trainmen as a result of the award of the board of arbitration, elective Nov. 10, 191$. Conductors. Baggagemen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger, regularly assigned trainmen, monthly guaranty^ $125. 00 115. 00 .42 2.10 4.20 .0363 .035 3.975 3.85 .37 $135. 00 135. 00 .45 2.25 4.50 .04 .04 4.50 4.60 .38 S10.00 20.00 .03 .15 .30 .0037 .005 .625 .65 .01 8.0 17.4 7.1 7.1 7.1 10.2 14.3 13.2 16.9 2.7 $75. 00 69.00 • .24 1.20 2.65 $82.50 82.50 .275 1.38 2.75 $7.50 13.50 .035 .18 .10 10 0- ClassB> Regularly assigned trainmen called to service in addition to regular runs: 2 Over 1 hour and 5 hours or less Over 6 hours or less than 10 15.0 Freight, through and irregular, work, construction, or wrecking train service: Class A, per mile Class B, per mile ^ Local, pick-up, or drop service: Class A, per day Class B per day ^ Yard, average rates for groups 1, ' Z, and 3, day and night, per hour . Brakemen. Flagmen. Class of service. Rate. Increase. Rate. Increase. 1910 1913 Amount. Per cent. 1910 1913 Amount. Per cent. Passenger, regularly assigned $70.00 64.00 .24 1.20 2.55 .0242 .0235 2.70 2.60 .34 $76. 50 76.50 .255 1.28 2.55 .0267 .0267 3.00 3.00 .35 $6.50 12.50 .015 .08 .00 .0025 .0032 .30 .40 .01 9.3 19.5 6.3 6.7 .0 10.3 13.6 11.1 15.4 3.0 Class B 1 Regularly assigned trainmen called to service in addition to regular runs: 2 Over 1 hour and 5 hours or less Over 5 hours or less than 10 Freight, through and Irregular, work, construction, or wrecking ■ .train service: $0.02525 .0245 2.80 2.70 $0.0267 .0267 3.00 3.00 $0.00145 .0022 .20 .30 5.7 9. a Local, pick-up, or drop service: Class A ner dav 7.1 11.1 Yard, average rates for groups 1, 2, and 3, day and night, per hour . 1 Rates shown for Class B obtain until completion of connection between Western Maryland Ry. and the Pittsburgh & Lake Erie R. R., after which Class A rate will obtain. 2 Service in excess of 100 miles not considered emergency work as in the meaning of this rule. 394 BAILEOAD LABOR ARBITRATIONS. Rates of pay of conductors and trainmen. 1910 1913 Regularly assigned trainmen; monthly guarantee. Overtime (per hour). Class of employees. Per mUe. Buns of 165 miles or over mSe). Runs of less than 155 miles, mini- mum rate (per day). 1910 1913 1910 1913 Class A. Class B' Class A. Class Bi Class A. Class Bi Passenger; Conductors Baggagemen (milk) Baggagemen Brakemen Assistant con- $0. 0268 .016 .0155 .015 SO. 025 .015 .0145 .014 $0,029 S4.50 $125.00 80.00 75.00 70.00 $115.00 73.00 69.00 64.00 $135.00 "82." so' 76.60 80.42 .26 .25 .24 $0.41 .25 . .24 .24 SO. 45 .31 .0165 .016 ;023 .016 2.75 2.65 3.57 2.60 .275 .255 .357 Flagmen or rear 78.00 .26 Regularly assigned passenger trainmen called to service in addition to regular run. Class of employees. 1910 1913 1 hour or less. Over 1 hour and 5 hours or less. Over 5 hours or less than 10 hours. 1 hour or less. Overlhour and 5 hours or less. Overs hours or less than 10 hours. Passenger: ^ $0.42 .24 .24 S2.10 1.20 1.20 $4.20 2.65 2.55 $0.45 .275 .255 $2.25 1.38 1.28 $4.50 Baggagemen 2.7S 2.66 1 Through and irregular freight, work, construction, or wrecking train service, per mile. Local freight; pick-up or drop serv- ice per day. Class of service. 1910 1913 1910 1913 Class A. Class B.i Class A. Class B.i SO. 0363 .02525 .0242 $0,035 .0245 .0236 $0.04 .0267 .0267 $3,975 2.80 2.70 $3.85 2.70 2.60 $4. SO Flagmen 3.00 3.00 Yard service. 1910S Group 1. Group 2. Group 3. 1913 < Group 1. Group 2. Group 3. Day conductors. . . Day brakemen.-. , . Night conductors. Night brakemen . . 80.37 .34 .39 SO. 36 .33 .35 $0.35 .32 .37 .34 $0.38 .35 .40 .37 $0.37 .34 .39 .36 SO. 36 ' Rates shown for Class B obtain until completion of oonneotjpn between Western Maryland By. and the Pittsburgh & Lake Erie R. R., after which Class A rate obtams. ' Service in excess of 100 miles not considered emergency work. ' 10 hours or less constitute a day's work, overtime not commencing until after the expiration of 30 minutes in addition thereto, the 30 minutes reckoned as 1 hour. ' 10 hours or less constitute a day's work. Overtime paid pro rata on basis of actual minutes worked or held for duty. Note.— Increases in 1913 over 1910 for services not specified are shown In Article E of the award in terms of percentages. VANDALIA RAILROAD OO. On all divisions of this railroad the advance in minimum daily rates of pay to passenger conductors as the result of the arbitration award was 7.1 per cent. Freight conductors in irregular freight EAILEOAD LABOE AEBITBATIONS. 395 service received an increase of 10.2 per cent. In the case of work and ■wreck train service, neither conductors nor brakemen secured any advances in rates of pay. On the 3t. Louis, Vincennes, Michigan, and Peoria divisions, brake- men in irregular freight service had their rates of pay increased slightly more than 10 per cent. The rates of pay in work and wreck train serv- ice were unchanged by the arbitration award. The increases in rates of pay allowed to yardmen ranged from 1.6 to 2.9 per cent. The trip rate for mixed trains between Decatur and Peoria was made 10 per cent higher for conductors and 10.3 per cent more for baggagemen and brakemen. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the hoard of arbitration effective Nov. 10, 1913. Class of service. Conductors. Bate. 1910 1913 Increase. Amount. Per cent. Rate. 1910 1913 Increase. Amount. Per cent. St. Louis diTision: Passenger; minimum allow- ance, per day Freight — Through and irregular, per mile Piloting train, per hour. Work and wreck trains, per hour Yard; average rates for groups 1, 2, 3, 4, and 6, day and night, per hour. . Vinceimes division and Indian- apolis Terminal division; I $4. 20 2 . 0363 .50 Minimum allowance, per day Irregular runs , per mile . Indianapolis and Vin- cennes, per round trip Freight— bregularruns, per mile . Piloting trams, per hour Work and wreck trains, per hour Yard; average rates tor groups 1, 2, and 3, day and night, per hour Michigan division; Passenger; minimum allow- ance, per day Freight- Through and irregular, per mile.. Pilotlug trains, per hour Work and wreck service, per hour Yard service; average rates tor groups 1 and 2, day and night, per hour Peoria division: Passenger; minimum allow- ance, per day .Freight- Through and irregular, per mile Piloting trains, per hour Work and wreck trains, per hour Decatur and Peoria(mixed) per round trip Yards; average rates, day and night— Decatur yard, per hour. Paris yard, per hour. .45 .382 14.20 .0268 7.42 .0363 .60 .45 .3767 14.20 S.0363 .50 .45 14.20 2 . 0363 .50 .45 5.38 .37 .37 14.50 .04 .50 .45 4.50 .029 7.42 .04 .50 .45 .3833 4.50 .04 .50 .45 .39 S4.50 .04 .50 .45 5.92 .38 .38 SO. 30 .0037 .00 .006 .30 .0022 .00 .0037 .00 .00 .0066 .30 .0037 .00 .00 .01 .30 .0037 .00 .00 .54 .01 .01 7.1 10.2 .0 .0 7.1 8.2 rO 10.2 .0 .0 7.1 10.2 .0 .0 2.6 7.1 10.2 .0 .0 10.0 2.7 2.7 S2.75 82.75 $0.00 0.0 '2.75 .0155 4.20 2.76 .0165 4.20 .00 .001 .0 6.5 2.75 2.75 .00 12.75 5 2.75 .00 1.02 3.33 .31 10.3 I Irregular service. " Irregular freight service, 1910. = Passenger runs of less than 155 miles per day. 396 RAILROAD LABOR ARBITRATIONS. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration effective Nov. 10, 191S — Continued. Class of service. Brakemen. Kate. 1910 1913 Increase. Per cent. Flagmen. Rate. 1910 1913 Increase. Amount. Per cent. St. Louis division: Passenger; minimum allow- ance, per day Freigli1>— Through and irregular, per mile Piloting trains, per hour Work and wreck trains, per hour Yard; average rates tor groups 1, 2, 3, 4, and 5, day and night, per hour. . Vincennes division and Indian- apolis Terminal division: Passenger- Minimum allowance, per day Irregular runs, per mile . Indianapolis and Vin- cenneSjper round trip. Freight- Irregular runs, per mile . Piloting trains, per hour Work and wreck trains, per hour Yard; average rates for groups 1, 2, and 3, day and night, per hour Michigan division: Passenger ; minimum allow- ance, per day Freight- Through and irregular, per mile Piloting trains, per hour Work and wreck service, per hour Yard service; average rates for groups 1 and 2, day and night, per hour Peoria division: Passenger; minimum allow- ance, per day Freight- Through and irregular, per mile Piloting trains, per hour Work and wreck trains, per hour Decat;ir and PeoriaCmixed), per round trip Yards; average rates, day and night — Decatur yard, per hour Paris yard, per hour.. . 1 $2. 65 2.0242 .60 .285 .352 '2.55 .015 3.96 .0242 .60 .285 .3467 '2.55 2.0242 .50 .285 .35 '2.55 2.0242 .50 .285 2.82 .34 .34 $2.56 .0267 .50 .285 .368 2.55 .016 .0267 .50 .285 .3633 2.55 .0267 .60 .285 .36 '2.55 .0267 .50 .285 3.11 .35 .35 SO. 00 .0025 .00 .00 .006 .00 .001 .00 .0025 .00 .00 .0066 .00 ■ .0025 .00 .00 .01 .00 .0025 .00 .00 .29 .01 .01 0.0 10.3 .0 .0 1.7 .0 6.7 .0 10.3 .0 .0 10.3 .0 .0 2.9 .0 10.3 .0 .0 10.3 2.9 2.9 SO. 0263 .285 $0.0267 $0.0014 .285 .00 ' Irregular service. 2 irregular freight service, 1910. ' Passenger rnns of less than 155 miles per day. EAILEOAD LABOR AEBITEATIONS. 397 MICHIGAN DIVISION. Rates of pay of conductors and trainmen. Class of employees. Passenger over- time (per hour). Passenger service, minimum daily allowance (irreg- ular runs). 1910 1913 19101 1913 2 Passenger: $0.45 .275 .26 80.45 .275 .255 S4.20 2.75 2.55 S4.50 2.75 2.55 Class of employees. Irreg- ular service mite). Through and ir- regular service (per mile). Piloting trains (per hour). Work and wreck service (per hour). Mine service (per mile). Local freight (per mile). ■ 1910 ' 1913 1910 1913 1910 1913 1910 1913 1910 1913 Freight and mis- cellaaieous: SO. 0363 .0242 SO. 04 .0267 ■ SO. 50 .50 SO. 50 .50 SO. 45 .285 SO. 45 .285 SO. 045 .03 t^ $0,045 .03 Class of employees. Group 1. Group 2. 1910 1913 1910 1913 Yard service: ^ Day conductor Day brakemen Night conduct Night brakemf SO. 37 .34 .39 .36 SO. 38 .35 .40 .37 SO. 37 .34 .39 .36 $0.38 .35 .40 .37 1 On regular passenger runs, 1910, rates of pay of conductors, S3.15 to S5.30 per trip; baggagemen, S1.80 to 82.90 per trip; brakemen, $1.74 to $2.79 per trip. 2 Bates of pay for passenger conductors, baggagemen, and brakemen on runs of 155 miles per day or over, 2.9 cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made at such rates in a day amount to a greater sum than the minimum day rates. s On throu^ freight runs, 1910, rates of pay, conductors, S3.63 to $5.60 per trip; brakemen, S2.42 to $3.82 ^ ^E^tes of pay local freight service, 1910, conductors, S4.40 to 86.23 per trip; brakemen, $2.97 to 84.31 per trip, t Actual time, minimum 10 hours. 398 EAILROAD LABOH AEBITEATIONS. PEORIA DIVISION. Rates of pay of conductors and trainmen. Mixed service. Overtime rates, passenger serv- ice (per hour). Decatur & Peoria, round trip. Irregular freight runs (per mile).' Local freight (per mile). Piloting trams (per hour). Work and wreck trains (per hour). 1910 1913_ 1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Conductors Baggagemen Brakemen $0.45 .275 .255 SO. 45 ,275 '.255 S5.38 3.02 2.82 S5.92 3.33 3.11 $0.0363 SO. 04 P) SO. 045 SO. 50 SO. 50 SO. 45 $0.45 .0242 .0267 m .045 .60 .50 .285 .285 Mixed service. Minimum daily allowance.' Irregular passen- ger runs. Passen- ger runs of less than 155 miles per day. 1910 1913 Conductors ^ S4.20 2.75 2 « 14 50 Yard service. Decatur yard. 1910 1913 Paris yard. 1910 1913 Day conductors *.. Day brakemen &... Night conductors ' Night brakemen * . $0.36 .33 .38 .35 SO. 37 .34 50.36 SO. 37 > Bates for 1913 cover through freight runs also.' Rates of pay conductors, through freight service, 1910, $3.63 to S6.47 per trip; brakemen, $2.42 to S4.31 per trip. 2 Local freight runs, 1910, conductors, S4.40 to $6.23 per trip; brakemen, $2.97 to $4.31 per trip. 3 Rear brakemen, 26 cents per hour. « Rates of pay passenger conductors, baggagemen, and brakemen, 1913, on runs of 155 miles per day or over, 2.9 cents, 1.65, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made at such rates in a day amoimt to a greater sum than the Tninimnm day rates. Rates of pay of conductors on regular passenger runs, 1910, S2.68 to $5.33 per trip; baggagemen, $1.55 to $3. 15 per trip; brakemen, $1.50 to $3.07 per trip. Regular passenger runs, 1910, rates of pay , conductors, $2.68 to $5.33 per trip; baggagemen, $1.55 to S3.02 per trij); brakemen, S1.50 to $3.07 per trip. ' Actual time; TniTiimnmj 10 hours. EAILEOAD LABOR AEBITKATIONS. 399 ST. LOUIS DIVISION. Rates of pay of conductors and trainmen. Irregular service. Class of employees. Overtime, per hour. Minimum allowance per day. Minimum day rates. 1910 ■ 1913 1910 19131 Passenger: Conductors . . . $0.46 .275 .26 $0.45 .275 .255 $4.20 2.73 2.i5 14 50 2.75 Braketnen 2 55 Class of employees. Irreg- ular freight service nule). Through and ir- regular freight service (per mile). Piloting trains (per hour). Work and wreck trains (per hour). Mine service (per mile). Local freight service (per mile.) «1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Freight and mis- cellaneous: Conductors Brakemen $0. 0363 .0242 10.04 .0267 $0.50 .50 $0.50 .50 $0.45 .285 $0.45 .285 $0,045 .03 S $0,045 .03 Class of employees. Group 1. Group 2. Group 3. Group 4. Group 5. 1910 1913 1910 1913 1910 1913 1910 1913 1910 1913 Yard service: * Day conduotors . Day brakemen.. Night conduct- ors .. 10.37 .34 .39 SO. 38 .35 .40 .37 $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.36 .33 .38 .35 $0.37 .34 .39 .36 $0.38 .35 .40 .37 $0.38 .35 .40 $0.38 .35 .40 $0.38 .35 .40 Night brakemen. .» 6 .37 i7 .37 1 Bates of pay for passenger conduotors, baggagemen, and brakemen on runs of 155 miles or over, 2.9 cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates obtaining whenever the miles made at such rates in a day amount to a greater sum than the minimum day rates. Passenger service, 1910, rates of pay: Conductors, $2.68 to $6.62 per trip; baggagemen, $1.55 to $3.83 per trip; and brakemen, $1.50 to $3.70 per trip. 2 Through freight runs in 1910: Indianapolis and Terre Haute carried rates of $3.63 and $2.42; Indianapolis and Effingham, $5.16 and $3.43; Terre Haute and East St. Louis, $6.20 and $4.25; Terre Haute and Effing- ham, $3.63 and $2.42; Effingham and East St. Louis, $3.73 and $2.45; Indianapolis and East St. Louis, preferred, $7.80 and $5.20 per trip, respectively, for conductors and brakemen. » Local freight runs, 1910, rates for conduotors, $4 to $6.30 per trip; brakemen, $2.70 to $4.31 per trip. • Actual time: Minimum 10 hours (all yards). 400 KAILKOAD LABOE AKBITEATIONS. VINCENNES DIVISION AND INDIANAPOLIS TERMINAL DIVISION. Rates of pay of conductors and trainmen. Passenger service. Class of employees. •Passenger over- time rates (per hour). Irregular runs; minimum daily allow- ance. Minimum day rates. Irregular passen- ger runs (per mile). Round trip be- tween Indianapo- lis and Vin- cennes (per round trip). 1910 1913 1910 ■1913 1910 1913 1910 1913 Passenger: Conductors Baggagemen Brakemen $0.45 .275 .255 SO. 45 .275 .26 $4.20 2.75 2.55 $4.50 2.75 2.65 $0.0268 .0155 .015 $0,029 .0166 .016 $7.42 4.20 3.96 $7.42 4.20 3.96 ■Class ot employees. Irregular freight runs (per mile). Piloting trains (per hour). Work and wreck trains (per hour). Local freight (per mile). 1910 M913 1910 1913 1910 1913 1910 1913 Freight and miscel- laneous: Conductors Flagmen $0. 0363 .0253 .0242 $0.04 .0267 .0267 $0.50 .60 .50 $0.50 $0.46 .285 .285 $0.46 .286 .285 (?) $0,045 Brakemen .50 {») ' .03 Class of employees. Group 1 (rate per hour). Group 2 (rate per hour). Group 3 (rate per hour). 1910 1913 1910 1913 1910 1913 Yard service: < $0.36 .33 .38 .35 SO. 37 .34 .39 .36 $0.36 .33 .38 .35 $0.37 .34 .39 .36 SO. 38 .35 .40 .37 $0.38 35 Day brakemen Night conductors 40 1 On runs of 155 miles per day or over the pay of passenger conductors, baggagemen, and brakemen: 2.9 cents, 1.65 cents, and 1.6 cents per mile, respectively, these rates to obtain whenever the miles made .At such rates in a day amount to a greater sum than ttie minimum day rates. Rates of pay passenger service, 1910: Conductors, $2.68 to $6.62 per trip; baggagemen, $1.55 to $3.83 per trip; brakemen, $1.50 to $3.70 per trip. n2 Rates given for 1913 also apjily to through freight. Through freight runs in 1910 Indianapolis and Vinoennes, carried rates per trip of $4.43, $2.95, and $3.08; Indianapolis and Bushrod, $3.63, $2.42, and 32.53; Indianapolis and Bicknell, $3.86, $2.67, and $2.68, respectively, for conductors, brakemen, and >fiagmen. 8 Rates ofpay local freight service, 1910: Conductors, $4.40; brakemen, $2.97; and flagmen, $3.08 per trip. ' Actual tune, minimum, 10 hours. RAILROAD LABOR ARBITRATIONS. 401 WHEELING & LAKE ERIE RAILROAD CO., WABASH-PITTSBUEGH TERMINAL RAILWAY CO., WEST SIDE BELT RAILROAD CO. The comparison of rates of pay as set forth in the following table shows practically the same increases as those mentioned in the award of the arbitration board for the differeijt classes of service. The comparatively larger increase in mine-run service, amounting to 16 per cent, was allowed by the board on the ground of increased productivity of trainmen engaged in this branch of work. Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration, effective Nov. 10, 191S. Conductors. Brakemen. Class ol service. Rate. Increase. Rate. Increase. , 1911 1913 Amount. Per cent. 1911 1913 Amount. ■Per cent. Passenger: Standard, per mile i Regularly assigned train- men monthly guaran- SO. 0268 125.00. 4.20 .0363 .03975 .0388 .0363 SO. 029 135.00 4.50 .04 .045 .045 .04 SO. 0022 10.00 .30 .0037 .00525 .0062 .0037 8.2 8.0 7.1 10.2 13.2 16.0 10.2 $0,015 70.00 2.65 .0242 .027 .0257 .0242 SO. 016 76.50 2.55 .0267 .03 .03 .0267 SO. 001 6.50 .00 .0025 .003 .0043 .0025 6.7 9 3 AU runs of less than 155 miles per day, mini- mum allowance for each ; _ day used, per day .. Through and irregular, .0^ 10 3 Way freight, piok-up or drop, per mile ^ Mine run, per mile 2 Work train, wreck and helping, per mile 11.1 16.7 10.3 Foremen. Helpers. Class of service. Rate. Increase. Rate. Increase. 1911 1913 Amount. Per cent. 1911 1913 Amount. Per cent. Yard: Average rates for Groups 1 and 2, day and night, per hour 80.375 SO. 385 $0.01 2.7 $0,345 $0,355 $0.01 2.9 1 Buns of 155 miles or over a day. 2 Runs of 100 miles or less, either straightaway or turn-around, paid as 100 miles (1913). 51393°— S. Doc. 493, 64r-l 26 402 EAILROAD LABOR ARBITRATIONS. Rates of pay of cdndudtors and trainmen. Class of employees. Standard rate (per mile).' Begularly~assigned passenger train- men, monthly guaranty. Overtime (per hour) . All runs of less than 155 mite per day, minimtun. allow- ance for each day passenger J,rain- men are used. 1911 1913 1911 1913 - 1911 1913 1911 1913 Passenger: Conductors Brakemen in SO. 0268 .0155 .015 $0,029 $125.00 75.00 70.00 S135.00 80.42 .27 .25 $0.46 $4.20 2.75 2.65 $4.50 Brafcemen Assistant conduc- tors and ticket .016 .023 .0165 .016 76.50 .265 .357 ,275 .26 2.55 3 57 82.50 78.00 2.75 riagmen or rear- 2.60 Class of employees. Through and irreg- ular freight (per mUe).! Way freight, pick- up or drop serv- ice (per mile). Mine service (per mile). Work train, wreck, and helping serv- ice (per mile). 1911 1913 1911 s 1913 2 1911 1913 2 1911 1913 2 Freight: Conductors $0.0363 SO. 04 .0267 .0267 $0.03975 1.028 .027 SO. 045 .03 .03 $0.0388 SO. 045 .03 .03 $0.0363 $0.04 .0267 - Brakemen .0242 .0257 .0242 .0267 Class of employees. 1911 (per hour). 1913 (per hour). Group 1. Group 2. Group 1. Group 2. $0.37 .34 .39 .36 SO. 38 .35 .40 37 $0.36 .33 .38 .36 SO. 37 34 .39 Night helper ' '36 1 Runs of 155 miles or over a day. ' Euns of 100 miles or less, either Straightaway or turn-around, paid as 100 miles. B Mileage in excess of 100 miles in any day paid for pro rata. < Foremen. . ^ ' 10 hours or less constitutes a day's work; overtime on basis of actual minutes worked. Note.— Increases in 1913 over 1910 for services not speoifled are shown in article E of the award in terms Of percentages. EAILROAD LABOE AEBITEATIONS. 403 ZANESVILLE & WESTERN RAILWAY CO. Passenger conductors on this road had their rates of pay increased from .5 to 6.4 per cent by the award of the board of arbitration. In through freight service conductors secured an advance of 9.6 per cent in w(Jrk and wreck train service of 8.1 per cent, in mine-run service of 21.6 per cent, and on local or way freight of 13.2 per cent. Advances made to brakemen were from 6.2 to 10.1 per cent in passenger service, 9 per cent in through freight service, 6.8 per cent in work and wreck train service, 20 per cent on mine and switch runs, and 11.1 per cent for local way freight service. Yardmen on this road received the usual increase of 1 per cent per hour for both day and night service, which was equivalent to mcreases in rates of pay ranging from 2.7 to 3.3 per cent. Rates of pay of conductors and trainmen. Class of service or run. Thurston & ZanesvlUe, per dayi Shawnee & Zanesville, per day' Overtime, per hour Rate- Conductors. 1910 J4.25 4.75 .42 1913 , 2 S4. 524 2 4. 988 $2.50 2.65 .25 1913 2 S2. 574 2 2.838 .275 Brakemen. 1910 $2.35 2.60 .24 1913 2 $2. 496 2 2. 752 ■ .25 Class of service or run. Conductors. 1910 1913 Flagmen. 1910 1913 Brakemen. 1910 1913 Listmen. 1910 1913 Freight: Through, per mile Locals, per day Mine run and Zanesville switch run, per day Wort, wreck, and ou-ous trains, per day Overtime: Through, per hour , Locals, per hour . . Mine run and Zanesville switch run, per hour . . . Work, wreck, and circus trains, per hour JO. 0365 3.975 3.70 3.70 .36 .40 .37 .37 $0.04 4.50 4.50 4.00 .40 .45 .45 .40 $0. 0255 2.70 2.50 2.50 .25 .27 .25 .25 $0. 0267 00 3.00 2.67 .267 .30 .30 .267 $0. 0245 2.70 2.50 2.50 .24 .27 .25 80.0267 3.00 . 3.00 2.67 .267 .30 .30 .267 $2.60 $3.10 .28 .31 Class of employees. Yard: Day. conductors, per hour . . . Night conductors, per hoiu'.. Day brakemen, per hour — Night brakemen, per hour . . Fultonham. 1910 1913 $0.35 .36 .30 .31 80.36 .37 .31 .32 Drakes. 1910 1913 SO. 36 .37 .32 $0.37 .38 .33 .34 » Two round trips. ' Figures obtained by conversion of mileage into daily rates. 404 EAILKOAD LABOE AEBITEAXIONS. Amount a^d per cent of increase in rates of pay of conductors and trainmen as a result of the aiuardofihe board of arbitration, effective Nov. 10, 19 IS. Conductors. Baggagemen. Class ol service. Rate. A Increase. Rate. ' Increase. 1910 1913 mount. Per cent. 1910 1913 Amotmt. Per cent. Passenger: Thurston and Zane Shawnee and Zancv Freight; » Through, per mile. Locals, per day... sville, per day ' ville, per day i. $4.25. 4.75 .0365 3.975 3.70 3.70 .355 .365 2 $4. 624 2 4.988 .04 4.50 4.60 4.00 .365 $0,274 , .238 .0035 .525 .80 .30 .01 6.4 5.0 9.6 13.2 21.6 8.1 2.8 2.7 $2.'50 2.65 2S2.574 2 2.838 10.074 .188 3.: 7.1 Mine ran and Zanesville switch nm, per day Work, wreck, and circus trains, per day Yard, average rates, da Fultonham, per ho Drakes, per hour.. y and night: ur .375 .01 Braken len. Flagmen. Listmen. Class of service. Rate. Increase. Rate. Increase. Rate. Increase. o 3 s 1 g OS OS 4J < 1 CO g ! PL, Passenger: Thurston and Zanesville, per day 1 $2.35 2.50 .0245 2.70 2.59 2.50' .305 .325 2 $2. 498 2 2. 752 .0267 3.00 3.60 2.67 / .315 .335 $0,146 .252 .0022 .30 .50 .17 .01 .01 6.2 10.1 9.0 11.1 20.0 6.8 3.3 3.1 -Shawnee and Zanesville, per dayi. Freight: Through, per mile. $0.0255 2.70 2.50 2.50 $0.0267 3.00 3.00 2.67 $0. 0012 .30 1 .50 .17 4.7 11.1 20.0 6.8 Locals, per day.... Mine run and Zanesville switoh run, per day S2.S0 $3.10 $0.30 10.7 Work, wreck, and circus trains, per day Yard, average rates, day and night: Fultonham, per hour,> ' Drakes, per hour. . > Two round trips. 2 Figures obtained by conversion ol mileage into daily rates. XVII. CHICAG.0 & WESTERN INDIAITA RAILROAD AND BELT RAIL- WAY CO. OF CHICAGO AND BROTHERHOOD OF LOCOMOTIVE ENGINEERS, BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN, AND BROTHERgOOD OF RAILROAD TRAIN- MEN: 1913. This arbitration was the result of a controversy which developed in 1913 between the Chicago & Western Indiana and the Chicago Belt Railroads and the engineers, firemen, and trainmen respecting changes requested in the rates of pay and working conditions of locomotive engineers employed by the two railroads. An agreement to submit the controversy to arbitration was entered into August 6, 1913, and was followed by arbitration hearings held in the Federal Building at Chicago, beginning September 2, 1913. The arbitration award was rendered September 17. ^ The board of arbitration in this case was composed of E. S. Hus- ton, chairman, W. S. Jackson, general manager of the Chicago & East- em Ilhnois Railroad, and F. A. Burgess, assistant grand chief of the Brotherhood of Locomotive Engineers. DEMANDS OF THE EMPLOYEES. The proposed changes in the wage scale and working conditions submitted to arbitration were set forth in a series of articles numbered from 1 to 7, inclusive. Stated in summary form, the employee^ requested in articles 1 and 2 that the rates of pay per day of engineers- be increased from $4.50 in switching service and $4.25 in transfer service to a rate of $5 on engines with cylinders 20 inches or over in diameter, and $4.50 on engmes with cyUnders under 20 inches in diameter, with proportional increases in the pay for overtime. Article 3 embodied the proposed rule that engineers' time shotild begin' when required to report for duty and end when returning to pomt at which they started to work. In article 4 it was requested that engineers in regular suburban service be paid $5.27 per day, overtime pro rata, all light-running and additional service to be paid for at the rate of 50 cents per hour. Article 5 proposed that engineers be reheved from rendering assist- ance in coaling engines or cleaning fires at any point where men were maintained for that purpose, and that engineers when required in emergency at any other point to assist in such work to receive pay for the same at overtime rate with a minimum allowance of one hour, this not to be deducted from other overtime in computing time for trip. Article 6 stipulated that engineers should not be required to back up trains except in case of emergency. Article 7, that engineers should be placed on engine doing work at Eighty-third Street and Fifty-first Street roundhouse. 406 EAILEOAD LABOK AEBITEATIONS. FINDINGS OF THE BOAKD OF AKBITRATION. In response to the issiies presented in articles 1 and 2, the board of arbitration ordered an increase in the rates of pay of engineers employed in work-train service in the Chicago Terminal district from $4.15 to $4.40, with a proportional increase for overtime. In denying the increases requested in articles 1 and 2 as to transfer and switching service, the board pointed out that the defendant companies were owned and operated by 12 railroads running into Chicago and that the prevailing rate in the Chicago district for both switching and transfer service on these roads was $4.25 per day as compared with rates of $4.50 ppr day for transfer service and $4.25 per day for switching service on the defendant railroads. It was further pointed out that each of the 12 roads referred to paid a flat rate for both transfer and switching service, without regard to size or diameter of cylinders. Under article 3 the employees were granted the specific rule requested. In response to the issue presented in article 4, the board declined to award an increase in the_ rates paid for suburban service, stating that the proposed rate of $5.27 per day w.as the rate in force at the time of the award. For all light running and for aU additional service required of suburban engineers the board directed that each raihoad pay pro rata according to the class of service, but not to exceed 50 cents per hour, as specified in the request. Under article 5 tne board awarded that engineers should not be required to assist in coaling engines or cleaning fires at any point where men were maintained for that purpose, but if required to clean fires on completion of the day's work snould be paid for one hour at overtime rate. With respect to the issue presented in article 6, the award stipu- lated that engineers in transfer service should not be required to back up with trains when it was practicable to turn their engines. In response to the issue presented in article 7, the board found that no evidence had been introduced on this item and declined to make an award upon it. A dissenting opinion was filed by arbitrator F. A. Burgess to the findings of the board with respect to each issue submitted to arbi- tration, with the exception of the rule awarded under article 3. It was held by Mr. Burgess that the evidence established the fact that other properties performing like service in the Chicago district, including three roads, lessees of the properties having part in the arbitration, were paying a high rate, either by the rate itseU or through more favorable working conditions. This rate, Mr. Burgess pointed out, was to a very large extent the result of the action of the board of arbitration, which practically gave six months' study and consider- ation to the question. No good reason, according to Mr. Burgess, had been advanced why all engineers performing a similar service and over the same rails in the Chicago district- should not receive therefor the highest rate of compensation for such service. BAILEOAD LABOE ABBITKATIONS. 407 APPLICATION OF THE AWAKD. A comparison of the printed schedule of rules and rates of pay in effect on the Chicago & Western Indiana and Chicago Belt EaUroads before and after the arbitration shows that the rates of pay of engi- neers in work-train service were increased as a result of tne award from $4.15 to $4.40 per day, err 6 per cent. In suburban service engineers were awarded compensation pro rata,- not to exceed 50 cents per hour, for light running and additional service, which to some extent, as indicated by the record, had been performed before the arbitration without extra compensation. In the case of the rules established by the award respectmg the beginning and ending of a day's work, coaling engines and cleaning fires, andT)ackuig up trains, stipulations respecting the conditions of employment involved in these rules are shown for the first time in the schedule adopted after the award. The extent of the advantage, if any, which accrued to the engineers by the adoption of these rules can 'not be shown, there- fore, by a comparison of the printed schedules. It wiU be noted, however, that the award established the specific rule requested by the employees as to. the beginning and ending of a day's work. XVIII. THE CHICAGO, BTJRLINGTON & QTJINCY RAILROAD AlTD ORDER OF RAILWAY CONDUCTORS AND BROTHERHOOD OF RAIL- ROAD TRAINMEN: 1913. Arbitration for the settlement of differences which arose between the Chicago, .Burhngton & Quincy Kaikoad Co. and the conductors and trainmen in 1913 was resorted to after the United States Board of Mediation ' and Concihation had unsuccessfully endeavored to have them settled by mediation. The case developed from the demands made in December, 1912, by the conductors and trainmen, including brakemen, baggagemen, and flagmen, that the, schedule of rules and wages that had been in effect since 1902 should be com- pletely revised'. The conductors and trainmen, were practically all unionized, and presented their demands jointly through the Order of Railway Conductors and the Brotherhood of Railroad Trainmen. The proposition submitted to the company by the employees was embodied m a table of 150 rules relating both to working conditions and to rates of pay. Beginning April 7, 1913, and until August 12, 1913, these proposals' were considered in conferences between repre- se;ntatives of the conductors and trainmen and officers of the Chicago, Burhngton & Quincy Railroad Co. These conferences resulted in the adoption of 111 of the rules, but no agreenaent could be reached with regard to the other 39. In an effort to effect an agreement both parties to the controversy made application to the United States Board of Mediation and Con- cihation to settle their differences by mediation. Mediation con- ferences begtm on August 21, 1913, however, proved unsuccessful, but through the efforts of the United States Commissioner of Media- tion and Concihation the company and the Order of Railway Con- ductors, and the Brotherhood of Railroad Trainmen signed an agreement on August 27, 1913, to submit the remaining 39 rules to arbiti^ation under the provisions of the Newlands Act. A board to consist of six arbitrators was agreed on, as provided for in the act. Two arbitrators were named by the company and two by the employees. As these four arbitrators could not agree on the selection oi the other two, they were appointed under the law by the United States Board of Mediation and Concihation. The arbitrators named by the company were Patrick H. Morrissey, assistant to the vice president oi the Chicago, Burhngton & Quincy Railroad Co., and Fairfax Harrison, president of the Chicago, Indianapolis & Louisville Railway. On December 1, 1913, Mr. Harrison resigned and Pierce , Butler, an attorney, was appointed on December 3 by the company as his successor. The employees- were represented by Edward P. Curtis, vice president of the Order of Railway Conductors, and Emmett L. Harrigan, general chairman of the grievance committee of the Northern Pacific 408 EAILEOAD LABOE AEBITEATIONS. 409 Railwiay Co. The neutral arbitrators named by the Board of Media- tion and Conciliation were Henry S. Boutell, of Washington, D. C, and G^rrit J. Diekema, of Holland, Mich. This board met and organized on November 3, electing Mr. Boutell as chairman. Hearings were begun on November 6, 1913, and the following three months were consumed with the hearings and the examination of nearly 10,000 typewritten pages of evidence and hundreds of exhibits, schedules, maps, and profile blue prints. The award was announced on February 19, 191*4. • PROPOSALS AND AWARD. In view of the great mass of data making up the evidence in this case, a direct comparison of proposals and award under each of the 39 questions involved in the arbitration is considered the clearest and most simple way of presenting the essential .facts involved. This method of presentation is followed below by showing the pro- posals and awards under each question in parallel columns. QUESTION 1. -Proposal. If for any reason a trainman is not called and thereby loses a trip through no fault of his, he will be paid for the trip. Award. If through the fault of the company or any of its employees a. trainman is not called and thereby loses a trip through no fault of his, he will be paid for the time lost, but may be used extra in his class of service if permitted to resume his run or car without -being absent from it more than two trips. It is understood that a freight trainman may be used in passenger service, but 'a passenger train- man will not be used in freight service. This rule will not apply to brakemen with less than six months' experience, nor to pool crews run around, pay for which is ' provided in rule 63 (b). This rule shall not be deemed to relate to a failure prop- erly to assign a trainman under the pro- visions of this schedule relating to seniority.' QUESTION 2. The word "terminal" is held to mean the regular recognized point on each di- vision where crews usually are started from or laid up. Terminals are the points where runs begin or end. The turning point on a turn-around run shall be considered as an intermediate point on a continuous run. When the company ties up train crews in road service between usual ,terniinals, they will be paid the mileage of the schedule to the tie-up point, and nothing will be allowed for the time tied up until after the expiration of 24 hours from the time called for the trip on which tied up. For the whole or any portion of the first 10 hours of each following 24-hour period during which Ihey are tied up, they will be paid 10 miles per hour. 1 This is a new rule, there heing nothing similar to it in the schedule in effect prior to this arbitration. 410 EAILBOAD LABOB AEBITEATIONS. Proposal. QUESTION 2— Continued. Award. Allowance for time held will not be com- puted independent of any trip time, nor will any terminal time be allowed at such tie-up place. This provision shall not apply to work train, wrecking and snowplow service. Interpretation: Under this rule a mini- mum of 100 miles will be allowed for. the run hoTjfL initial point to tie-up point. In case crew is held at tie-up point 24 hours or more from time called for trip on which tied up, time of succeeding trip will begin at the expiration of 24 hours from time crew was called to leave initial terminal, and a minimum of 100 miles will be allowed fron tie-up point to terminal.' QUESTION 3. Terminal liftiits at which road time ceases and terminal time begins, or vice' versa, will be the first 'switch used for yard purposes approaching terminal, or if a semaphore is used governing the en- trance to yard,- semaphore will be the limit. Trains detained by trains ahead at these points will come under this rule and will be paid terminal overtime from time stopped. Terminal time for outgoing trains will cease and road time will begin when the train clears the track on which it is made up. On inbound trains road time will cease and terminal time will begin when the train stops on the receiving track, or is stopped in the yard, or at the sema- phore governing the entrance to the yard. Following are the exceptions to the above rule: Clyde, 111. On inbound trains, road time ceases and terminal time begins when engine arrives at Clyde tower, or is stopped by the home signal governing the entrance to the yard. If the towerman stops a train at the tower signal when there is no obstruction on the main line between such outer signal and the entrance to the yard, road time will cease and terminal time will begin when engine is stopped. On outbound trains, terminal time ceases and road time begins when engine passes the pot signal about 500 feet west of Clyde tower. Galesburg, 111. On inbound trains, road time ceases and terminal time begins on arrival of engine at Prospect Street or Portal. On outbound trains, terminal time ceases and road time begins when train passes Prospect Street or Portal, except that on eastbound trains which pick up at the ice house or ice cars, terminal time continues until they leave the ice house. If a train or a part of a train is pulled around the hump, as, for example, No. 74 from Quincy or Ottumwa going to the ice » The rule covering this point in the schedule in effect prior to this arbitration was rule 15, and was as follows: " Terminals are the points where runs begin or end. The turning point on a tum-aroxuid run shall be considered as an intermediate point on a continuous run.'? EAILKOAD LABOE AEBITEATIONS. 411 QUESTION 3— Continued. Peoposal. Award. house, or No. 79 from Chicago, pulling into the west sorting yard, actual time with a minimum of 30 minutes will be allowed. On trains from Aurora or Savanna, which pull around the hump, the con- ductor will be relieved at Prospect Street and only the brakeman will be paid ter- minal time for pulling train around the hump. On trains from Peoria which pull around the hump, the conductor will accompany the train and the entire crew will be allowed a minimum of 30 minutes.' Daytons Bluff, Minn. On outbound trains, terminal time ceases and road time begins when the train leaves the yard track on which it is made up, unless train is stopped and held at Oakland by the block or some other cause over which the trainmen have no control, in which case termin'al time con- tinues until train leaves Oakland. On inbound trains, road time ceases and terminal time begins when the train passes Oakland. Grand Crossing, Wis. On southbound trains, terminal time' ceases and road time begins when train clears the track upon which it is made up, except when stopped at the crossing on account of same being blocked, in which case terminal time ceases and road time begins when crossing is clear and train again starts. Savanna, 111. On northbound trains, terminal time ceases and road time begins when train clears the track upon which it is made up, except when stopped at the crossing on account of same being blocked, in which case terminal time ceases and road time begins when crossing is clear and train again starts. Ottumwa, Iowa. On eastbound trains into Ottumwa which are stopped west of the Chicago, Milwaukee & St. Paul crossing (which is inside the yard limit board) on account of tiie yard being unable to receive them, road time will cease and terminal time will begin at time so stopped. On westbound trains, leaving Ottumwa, which are stopped after clearing the track on which made up before passing the passenger station, terminal time will cease and road time will begin when the train passes the passenger depot, except when caxised by the apival of a westbound passenger train, which is to have pre- cedence over the freight train. > Trains goinj into the new yard will be paid tlie same as if they liad pulled into the hump receiving yards. 412 EAILEOAD LABOR AKBITKATIONS. QUESTION 3— Continued. Proposal. Award. East St. Louis, 111. (Hannibal and Beardstown diviBion trains}: On outbound trains terminal time ceases and road time begins when -the train leaves Bridge Junction. On inbound trains road time ceases and terminal time begins when train arrives at Bridge Junction., Beardstown, 111.: On southbound trains into Beardstown, if stoj)ped by the semaphore north of the IlHnois River bridge, road time will cease and terminal time will begin from time 60 stopped.' Northbound trains into Beardstown: If a train should be held out of the yard south of the crossover because there is a train occupying the main line between, this crossover and the entrance to the northbound yard, terminal overtime will be paid. Hannibal, Mo.: On inbound Brookfield .division trains road time ceases and terminal time begins when train arrives at Missouri, Kansas & Texas crossing. Main Street. On outbound Brookfield division trains terminal time ceases and road time begins when train passes Main Street crossing. The present practice of paying terminal delay to southbound trains at Ilasco or to northbound trains at end of double track or gravel digger switch will be continued. Quincy, 111.: On inbound Brookfield division trains road time ceases and terminal time begins when train arrives at the semaphore south of the wye. On outbound Brookfield division trains terminal time ceases and road time begins when train passes the semaphore near the iron works. Kansas City, Mo.: On outbound St. Joseph division trains terminal time ceases and road time begins when train passes Twelfth Street. Oh inbound St. Joseph division trains road time ceases and termina,l time begins when train arrives at crossover switch, Unign Depot yards. On outbotmd Brookfield division trains terminal time ceases and road time begins when train passes Twelfth Street sema- phore, south end of the Union Depot yards. On inbound Brookfield division trains road time ceases and terminal time begins when train arrives at crossover switch, Wabash tower. St. Joseph, Mo.: On outbound Brookfield division^trains terminal time ceases and road time begins when train passes Florence crossing. 1 This will not apply where a train is held at the semaphore to let a northhound train out of the yard. KAILEOAD LABOR AEBITBATIONS. 413 QUESTION 3— Continued. Proposal. Award. On inbound Brookfield division trains road time ceases and terminal time begins when train arrives at switch leading to Florence yards, north of Florence crossing. On northbound St. Joseph and Wymore division trains terminal time ceases and road time begins when train passes Cedar Street. On southbound St. Joseph and Wymore division trains road time will cease and terminal time will begin when train passes Francis Street. Lincoln, Nebr.: On outbound Lincoln division trains terminal time ceases and road time begins when train leaves Cushman. On inbound Lincoln division trains road time ceases and terminal time begins when train arrives at Cushman. When head brakeman cuts off engine, brings it back, and picks up way car, taking it to the way-car tracks, overtime is allowed until relieved from duty, pro- vided more than 30 minutes is consumed. Denver, Colo.: When outbound trains pass the en- trance at the east end of the Thirty-first Street yard, terminal time shall cease and road time shall begin. When inbound trains arrive in the Thirty-first Street yard, or are delayed by others at the entrance thereto, road time.~sliall cease and terminal time shall begin. Sterling, Colo.: On outbound trains, terminal time will cease and road time will begin when train leaves the Union Pacific Depot.' QUESTION 4. Trains leaving division terminal hav- So far as practicable short cars shkll be ing cars to be sit out on trip shall have placed on. the head end of trams out of saieplacedonheadendoftrainiBstation te^J.-^^^'board: Trains will °^"®'"- not be started out of division terminals, where there is no switch engine, with cars mixed, with the intention of having the switching done at intermediate sta- tions in order to avoid paying for switch- ing at terminals. QUESTION 5. Road crews shall be given all work out- This proposed rule is denied, side of yard limits. Yard crews will not be run outside of yard limits except m case main line is blocked and there are no trainmen available. .This is a uew rule, there being nothing similes to it in the schedule in efleot prior to this arbitration. 414 EAILROAD LABOR AEBITEATIONS. QUESTION 6. Proposal. Award. Trainmen running" to Union Stock Yards at Chicago will handle only stock from Hawthorne Yard to the United States yards and em.pty stock ears back to Hawthorne Yard, and will be paid actual time at their overtime rates on the basis of 15 miles per hour from the time train arrives at Clyde, or stopped at home semaphore approaching Clyde, until way car is put on way-car track on return trip. This time to be paid for and in addition to and independent of all other time earned on road trip. Road crewa will take only what stock they have into Hawthorne Yard to the United States yards. Road crews who have no stock into Hawthorne Yard will not go to, the United States yards. QUESTION 7. Trainmen running to the Union Stock Yards at Chicago will be paid through freight rates with a minimum of three hours from the time train arrives at Clyde, or is stopped at the home semaphore ap-" proaching Clyde, until way car is put on way-car track on return trip. This is to be in addition to the road trip.' Trainmen will not be required to take train orders over the telephone. A train- man will not be required to desert his train to get or receive the block over the telephone. In every instance dispatchers will en- deavor to plan train movements to enable them to issue orders to train crews through open offices. Trainmen will not be required to take orders over the telephone except in cases of necessity to avoid unreasonable delays that could not be anticipated by the dispatcher. Trainmen will not be required to dead- head to blind sidings to secure block for their trains. This will be left optional with the crew.^ QUESTION 8. The minimum rates of pay of passenger trainmen shall be as follows: Conductors, $134.20 per month; baggagemen, $80.85 per month; brakemen and flagmen, $74.90 per month. For the runs hereinafter specified, trainmen shall be paid as follows: Rates of pay, trainmen, passenger service: (a) Trainmen in passenger, mail, milk, and express service shall be paid as fol- lows on all runs of 4,000 miles or less per month: Conductors, $140 per month; baggagemen, $82 per month; brakemen and flagmen, $75 per month. (b) On all runs of over 4,000 miles and not exceeding 5,500 miles per month: Conductors, $165 per month; baggage- men, $96.75 per month; brakemen and flagmen, $87.50 per month. (c) All mileage in excess of 5,500 miles ger month will be paid for as follows: pnductors, 3 cents per mile; baggage- men, 1.75 cents per mile; brakemen and flagmen, 1.5 cents per mile. (d) Baggagemen and brakemen re- quired to operate dynamos or serve as train electricians will receive $15 per month in addition to their regular rate. (c) Overtime rates: Conductors, 50 cents per hour; baggagemen, 35 cents per 1 The rule in eflieot prior to this arbitration covering this point provided for payment of 2i hours' arbitrary to crews who go through to the Union Stock Yards. 2 This is a new rale, there being nothing similar to It in the schedule in efleot prior to this arbitration; on the contrary, the statement is made that the employer required more service of Its trainmen of this character than any other western road. ' Con- duc- tor. Baggage- man. Brake- man and flag- man. Aurora-Rocktord 3146. 30 134.20 134. 20 134. 20 146.30 154.00 146. 30 146.30 165.00 165.00 165.00 165.00 $74.90 Eocktord-Rochelle 74.90 Clinton-Mendota 74 90 74.90 Streator- Aurora- Wal- 74.90 Chicago-Mendota Mendota-Chicago J81.95 74.90 74.90 Chicago-Galesburg Chicago-Quinoy . . . •. Chicago-Burlington Chicago-Savanna 88.55 88.55 88.65 88.55 74.90 74.90 74.90 74.90 Proposal. hour; brakemen and flagmen, 30 cents per hour. EAILRCJAD LABOB AEBITEATIONS. QUESTION 8— Continued. 415 Award. Con- duc- tor. Baggage- man. Brake- man and flag- man. Galesbui-g-Quincy-. Galesburg-PeoriarBur - lington Galesburg-Budington, via Galva 1165. 00 146. 30 150. JO 1.50. 00 134.20 150.00 165.00 165.00 134. 20 134.20 134. 20 148.00 134.20 134.20 134.20 143.00 165.00 165. 00 165.00 134.20 143.00 S74 90 74 9{> 75 OO Buda^Rushville i$80. 85 75. 00 74.90 Galesburg-Eushviile. . . Minneapolis-Saranna. . St. Paul-Savanna Burlington-Quincy QuincyrBurlington 74.90 88.55 8S.55 ■80.85 74.90 74.90 OttumwarDes Moines . . Des Moines-Albia BurliiKton-Osltaloosa . . Winfleld - Washington- '80.85 180.85 '80.85 74.90 74.90 74.90' 74.90 Burlington-Ottumwa. . B iirlington-Creston Burlington-Omaha , Burlington-OmaharPar cific Junction Chariton-Indianola Des Itoines-Cains ille- Mount Ayr-Osceola. . ' 80. 85 74.90' 74. 90' 88.56 88.55 '80.85 74.90 74.90 74.99 74.90 Des Moines-Cains'ille. . '80.85 •80.85 ' 84. 53 '80.85 80.85 /' 287.19 t' 280.85 85.25 Creston-Cumherland . . . Creston-St. Joseph Burlington-Carrollton . . Keokuk - Shenandoah- Centerville-Van Wert Eook Island-St. Louis. . 148.60 134.20 158.00 |l58. 79 165.00 134.20 165.00 165. 00 165.' OO 165.00 152.90 134.20 148.00 165.00 165. 00 165.00 74.90 74.90 75.00 \ 77. 66 75; 00 74.90 St. Louis-St. Joseph — Do ' 90. 30 74.90 ( 3 74. 90 t '80.85 74.90 74.90- Burlington-St. Louis... Kansas Clty-St. Louis. (While Kansas City- St. Louis runs are m joint pools with Chicago & Alton brakemen and flagmen will be paid $79.31.) Hannibal - Burlington (Nos. 3 and 10 only).. Haimibal - Palmyra Junction-Quincy Cameron Junction-St. Joseph-Kansas City . . Brookfield - Hannibal- St Joseph '96.33 '80.85 '80.85 74.90' 74.90 75.00' I 91. 70 '80.85 / '81.95 \ 1591.88 '80.85 74.90 Brookfleld-Kansas City Quincy-Kansas City.... (No. 5 men pooled act as baggagemen and flag- men.) Klansas City-Cameron 74.90 i74.90 <80.85 St. Joseph-Omaha Kansas City-Omaha... . St. Joseph-Kansas City (trains 44, 13,41,112). St. Joseph-Kgpsas City (trains 46, 45) St. Joseph-Villisca St. Joseph-Chariton St. Joseph-Omaha- Kansas City 152.90 165.00 140.25 140.26 150.00 140.25 74.90 '96.08 74.90 74.90 74.90 '85.00 75.00 74.90 174.93 Chariton-Kansas City- St. Joseph '80.85 • Includes amount paid by express company. •Two men; 3.30 Sunday, > Biakeman. ' Flagman. 'Three men. 416 EAILROAD LABOB AEBITBATIONS. QUESTION 8— Continued. Proposal. AWAED. Con- duc- tor. Baggage- man. Brake- man and flag, man. Lincoln-Omaha $137.50 152.90 137.50 134.20 140.00 165.00 145.00 134.20 $74.90 Lincoln-Paoiflo Junc- tion (trains 23, 24) ... . Lineoln-Sioux CJity Sioux City-0 '.Neill 74.90 74.90 74.90 Schuyler-Omaha 74.90 Lincoln-Ravenna 80.00 Sargent-Aurora 75.00 Buxw«ll-Palmer Burwell-Aurora 75.00 Columbus-Lincoln 134.20 134. 20 134.20 134.20 137.50 145.00 137.50 134.20 140.00 134.20 134.20 134.20 134.20 134.20 134.20 134.20 145.00 134.20 74.90 Stromshnrg-Alma 74.90 Keamey-Aurora 74.90 Wymore-L i n c o 1 n- 74.90 Lincoln-Wymore (Sun- day only) . . , 74.90 Lincoln-Concordia 74.90 Holdredge-Edgar 74.90 Chester-McCool Junc- tion 74.90 Nebraska City-Edgar. . . 74.90 Nebraska City-Lincoln. Falls City-Nebraska City : 74.90 74.90 Atchison-Rulo . .- Bed Cloud-Hastings 74.90 Eepublican-Oberlin Orleans-St. Francis 74.90 74.90 Denver-Lyons (one 74.90 f5.00 Kavenna-Seneca 78.65 All other passenger runs to be paid in accordance with the rates in effect Febru- ary 1, 1914. Special allowances, relief trips, and other conditions affecting passenger train- men in effect February 1, 1914, shall continue. The overtime rates shall be 38.5 cents per hour for conductors and 25.3 cents per hour for baggagemen, flagmen, and brakemen. Baggagemen and brakemen required to operate djmamos will be paid at the rate of $15 per month in addition to their regular rates for the number of trips on the runs on which they are requiTed to operate dynamos. New runs hereafter established shall be paid the equivalent of rates paid for similar runs on the division, but train- men thereon shall be paid at least the minimum rates named above. The minimum rates specified herein will include amounts paid by the express company on runs where such payments have been heretofore made, but should the amounts paid by the express com- pany be withdrawn the minimum rates will be continued. EAILKOAD LABOR ARBITRATIONS. 417 Proposal. QUESTION 9. Award. Passenger crews will not be required to handle freight cars in passenger trains except in case of emergency. If it is necessary to handle freight cars in pas- senger trains, conductors will receive 1.5 cents 'per mile and baggageman and brakeman and flagman will receive 1.25 cents per mile for the distance such freight cars are handled in addition to their regular monthly pay. If the baggageman is not required to assist in the work of handling freight cars, he will not be paid extra. If it is necessary to handle freight cars in a passenger train, conductor will re- ceive 1 .25 cents per mile and baggageman, brakeman, and flagman will receive 1 cent per mile for the distance such freight cars are handled in addition to their regular monthly pay. If baggageman is not required to assist in the work of handling freight cars, he will not be paid extra. This rule shall apply to passenger serv- ice only and will not apply to mixed trains nor t3 $112.80 137.00 112.80 160.00 137.00 $85.00 96.00 85.00 110.00 Chicago to Aurora to Downers Grove (1 round 3 96,00 > This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. ' Pooled. EAILEOAD LABOR ARBITBATIONS. 419 QUESTION 15— Continued. Proposal. Award. Kuns from— Miles ' run. Num- ber crews. Rate per mmth. Con- duc- tors. Chicago to Downers Grove (3 round trips per day, calendar working days per month) Chicago to Aurora (1 round trip per day, calendar working days 127.2 74.8 149.6 117.2 97.0 134.0 74.8 4 2 1 1 1 1 1 8137.00 112.80 Chicago to Aurora (2 round trips per day, calendar working days 160.00 Chicago to Aurora and Downers Grove (1 round trip per day, dalendjir working days 137.00 Downers Grove to Chica- go, Chicago to River- side, Riverside to Chi- 119. 90 Chioago to Aurora, Auro- ra to Downers Grove, Shabbona to Chicago and return (1 round trip per day, calendar working days per 171. 45 Aurora to Chicago (milk run, 1 round trip per day, calendar working days per month) (''-) Rate per month. Joint express, bag- Runs from— Collec- tors. Brake- men. gage, and brake- men. Chicago to Riverside (4 round trips per day, calendar working days per month) $85.00 85.00 96.00 85.00 110.00 96.00 t70.00 70.00 76.00 70.00 m 76.00 J77. 45 Chicago to Downers Grove{2round trips per day, calendar working days per month) Chicago to Downers Grove{3 round trips per day, calendar working - days per month) Chicago to Aurora (1 round trip per day, calendar working days 77.45 90.00 80.00 Chicago to Aurora (2 round trips per day. 105.00 Chicago to Aurora and Downers Grove (1 round trip per day, calendar working days per month) 90.00 Joint ex- Run. Brakemen. press, bag-, gage, and brakemen. Chicago toDowners Grove (2 round trips daily) Chicago to Downers Grove $72.00 $77.45 (3 round trips daily) 76.00 90.00 Chicago to Aurosa (1 round trip daily) 72.00 80.00 Chicago to Aurora (2 105.00 Chicago to Aurora to Downers Grove (1 round trip daily) 76.00 90.00 When vacancies occur in conductor- ships on suburban trains, the said vacan- cies are to be filled by appointment of men as follows: Three_ freight conductors; one collector; continuing in that way; all such suburban men to be eligible to pro- motion to through ruBS. All collectors in suburban service who are extra conduc- tors as of December 1, 1912, will be handled under this rule. After these men are assigned to regular places as conduc- tors, the rule to be void and promotion to be governed by general seniority rules; provided, however, that all trainmen en- gaged in suburban service will be placed on Aurora seniority list from date of en- tering service. Rule 42 (a) shall not ap- ply and the rates above specified include compensation for all work connected with and incidental to the suburban service. 1 Includes amount paid by express company. s Includes $11 paid by railroad company Tor handling milk at platform, Chicago. 5 3 crews pooled. 420 RAILROAD LABOR ARBITRATIONS. QUESTION 15— Continued. Proposal. Award, Rate per month. Joint express, bag- Runs from— Collec- tors. Brake- men. gage, and brake- men. Downers Grove to Chica- go, Chicago to Eiver- side, Eiverside to Chi- cago S89. 93 1110.00 110.00 S75. 19 Chicago to Aurora, Auro- ra to Downers Grove, Shabbona to Chicago and return (1 round trip per day, calendar working days per f2S92.70 t 87.20 3 85.00 Aurora to Chicago (milk run, 1 round trip per day, calendar working days per mjuth) 2 Flagmen. Includes 16.50 for handling express and baggage, Shabbona-Aurora. ' Baggagemen's helper from Aurora to Chicago and return. When vacancies occur in conductor- ships on surburban trains, the said va- cancies are to be filled by appointment of men as follows: Three freight con- ductors, one collector, continuing in that way, all such surburban to be eligible to promotion to through runs. All collect- ors in surburban service who are extra conductors as of December 1, 1912, will be handled under the foregoing rule: After these men are assigned to regular places as conductors the rule to be void and promotion to be governed by general seniority rules, provided, however, that all trainmen engaged in surburban service will be placed on Aurora seniority list from date entering service. Unless otherwise provided, passenger rules will govern all special allowances incidental to surburban service. QUESTION 16. Mixed train service: A combination of passenger and freight service in one train will be classed as mixed trains and con- ductors paid 4.25 cents per mile and brakemen 2.83 cents per mile, 100 miles or less, 10 hours or less, to constitute a day, overtime pro rata. Where a trainman handles baggage or express, he will re- ceive $15 per month in addition to his regular pay. It is understood under the above rule if the crew handles local merchandise or does station switching they will be con- sidered a way freight train and receive a way freight rate, except as follows: Mixed Train Service and Miscella- NEOiis Runs. AURORA DIVISION. Forreston, Oregon, and Rochelle run, two round trips per day, calendar work- ing days per month; conductors, $117.98; brakemen, $76.23. Brakemen allowed one and one-half hours at the rate ^t 32.5 cents per hour for switching at Forreston. Conductors paid 47 .5 cents per hour and brakemen paid 32.5 cents per hour for switching at Oregon. EAILEOAD LABOR AKBITEATIONS. 421 Proposal. QUESTION 16-^Continued. Award. AURORA DIVISION. Forreston and Oregon run to be paid as shown on page 25 of old schedule and footnote. '* LA 0ROS8B DIVISION. Winona and East Winona: Day con- ductors $110" and brakemen $75 per month, 10 hours to' constitute a day, overtime pro rata. Winona and East Winona: Night con- ductors . $110 and brakemen $75 per month, 10 hours to constitute a day, overtime pro rata. Dubuque and East Dubuque: Day con- ductors $110 and brakemen $75 per month, 10 hours to constitute a day, overtime pro rata. Dubuque and East Dubuque: Night conductors $110 and brakemen $75 per month, 10 hours to constitute a day, overtime pro rata. Galena and Galena Junction: Day con- ductors $110 and brakemen $75 per month, 10 hours to constitute a day, overtime pro rata. Galena and Galena Junction: Night conductors $110 and brakemen $75 per month, 10 hours to constitute a day, overtime pro rata. BURLINGTON DIVISION. Tracey and Oskaloosa run, two round trips on passenger, one round trip on freight; calendar working days per month. Conductors $120.50, brakemen $72.50 per month. If crew is required to do extra work or make extra trip, they will be paid extra at established rates for such work performed. SHABBONA MILE RtlN, 134 MILES. For calendar working days per month': Cond'uctor $171.45, flagman $87.20— $5.50 additional for handling express and bag- gage Shabbona-Aurora. Baggagemen $109.20 — Aurora to Chicago. Includes amount paid by express company and $11 pa,id by railroad company for handling milk at platform Chicago, Baggageman's helper $81.45 — Aurora to Chicago and return, one round trip -per day. LA CROSSE DIVISION. Winona and East Winona: Day con- ductors $110 and brakemen $72.50 per calendar month. Twelve hours consti- tute a day's work. Time for lunch al- lowed. Winona and East Winona: Niglit con- ductors $110 and brakemen $72.50 per calendar month. Twelve hour's consti- tute a day's work. Time for lunch allowed. Ni^ht brakemen to be paid extra for coaling engine as at present. Dubuque and East Dubuque: Day conductors $110 and brakemen $72.50 per calendar month. Twelve hours consti- tute a day's work. Time for lunch al- lowed. Dubuque and East Dubuque: Night conductors $110 and brakemen $72.50 per calendar month. Twelve hours consti- tute a day's work. Time for lunch al- lowed. Galena and Galena Junction: Day con- ductors ^ $110 and brakemen $72.50 per calendar month. Twelve hours consti- tute a day's work. Time for lunch al- lowed. Galena and Galena Junction: Night ^ conductors $110 and brakemen * $72.50 per calendar month. Twelve hours con- stitute a day's work. Time for lunch al- lowed. EURLINGJON DIVISION. Tracey and Oskaloosa run: Two rovmd trips on passenger, one round trip on freight; calendar working days per month. Conductors $120.50, brakemen $72.50 per month. 1 Brakemen allowed li hours at rate of 31.9 cents per hour for switching at Forreston. Conductors paid 47.3 cents per houi' and brakemen paid 31.9 cents per hour for switching at Oregon. 2 On page 25 of thesoheduleof rules and rates of pay for trainmen, of Sept. 1,1902, and amended to DeCi 29, 1910, the Forreston to Oregon run (2 round trips per day, calendar working days per month) is entered: "72 miles run; number of crews, 1; conductors, $117.98 per month; brakemen, S76.23 per iuonth." ' Includes amount paid by express company. ' Night brakemen on Galena branch run shall also act as night operator at Galena. 422 RAILROAD LABOR ARBITRATIONS. QUESTION 16— Continued. Proposal. Award. CENTERVILLE DIVISION. Oenterville, Carrollton, and return. Sunday only. Conductors $6.60 per day and brakemen $3.85 per day. Clarinda and Shenandoah, 5 cents per mile for conductors and 3.45 cents per mile for brakemen, including switching at Clarinda and Shenandoah, 100 miles or less, 10 hours or less to constitute a day. HANNIBAL DIVISION. Hannibal and Louisiana run: Conduc- tors $118.58 and brakemen $76.23 per month, including' switching during day, 10 hours or less, 100 miles or less, to con- stitute a day. - Old Monroe, Francis, and return, Mori- days, Wednesdays, and Fridays. Con- ductors, $88 per month; brakemen, $58.66 per month; to be paid extra for making up train at both ends of run at overtime rates for way freights. OENTERVILLE DIVISION. Centerville, Carrollton, and return, Sunday only. Conductors $6.60 per day, brakemen $3.85 per day. HANNIBAL DIVISION. Hannibal, Louisiana, and return: Con- ductors $118.58 and brakemen $76.23 per calendar working day month, intluding switching and work service during the day. Old Monroe, Francis, and return, Mon- days, Wednesdays, and Fridays. Con- ductors $88 and' brakemen $58.66 per month. Paid extra for making up trains at both ends of run. ST. JOSEPH DIVISION. Leavenworth stub: Conductors, $110 per month; baggagemen and brakemen $75.00 per month; extra pay for switching at Armour and Leavenworth, overtime after 10 hours pro rata. Atchison stub: Conductors, $110 per month; baggagemen and brakemen, _$75 per month. Extra pay for switching at Armour and Leavenworth, overtime after 10 hours pro rata. Station switching at 'Villisca by St. Joseph division crews will be paid "for at 50 cents per hour for conductors and 34.5 cents for brakemen. ST. JOSEPH DIVISION. Leavenworth stub: Conductors, $110 per month; baggagemen ' and brakemen, $72.50 per calendar month. Paid extra for switching at turn-around points at $0,385 for conductor and $0,253 for trainmen per hour. •Atchison stub, for day crews: Con- ductor, $110 per calendar month; baggage- man ' and brakeman, $72.50 per calendar month. If required to do switching will be paid for at rate of 38.5 cents per hour for conductor and 25.3 cents per hour for brakeman. LINCOLN DIVISION. Greely Center and Erickson, daily except Sunday. Conductors, $4.25 per day; brakemen, $2.83 per day, minimum of 100 miles or less, 10 hours or less to con- stitute a day; overtime pro rata. ' Includes amount paid by express company. BAILEOAD LABOR ABBITBATIONS. 423 Proposal. QUESTION 16— Continued. Award. For night crews: Conductors $110 per calendar month, baggagemen ' and brakemen $72.50 per calendar month. Extra pay for switching at Armour and unloading merchandise at Armour and Winthrop at rates for conductors of 38.5 cents per hour and for baggagemen and brakemen 25.3 cents per hour. Station switching at Villisca by St. Joseph division crews will be paid for at 47.5 cents per hour for conductors and 32,5 cents per hour for brakemen. LINCOLN DIVISION. Greeley Center-Erickson, daily except Sunday: Conductors ^ $4.5375, brake- men $3,146 per day. No extra compensa- tion for switching. Pay for extra trips or construction service. WTMOHB DIVISION. Nebraska City and Payne: Conductors $115, brakemen (yardmen) bridge run. Table Rock and Lincoln: Conductors 4.25 cenlis per mile and brakemen 2.83 cents per mile, allowing one hour's switch- ing on No. 119 at Table Rock. Superior and Edgar, two round trips: Conductors $121 per month, brakemen $81.07 per month. Pay for all switching at Superior and Edgar except work of making up their train, overtime pro rata after 11 hours and 20 minutes; above rate on basis of 26 days per month. WYMORB DIVISION. Nebraska City and Payne, bridge run: Conductors $115.; brakemen (yardmen). Month of 26 working days. Table Rock and Lincoln, trains Nos. 119 and 120, round trip: Conductors $127.05 and brakemen $87.73 per month. Allow one hour switching on No. 119 at Table Rock. Month of 26 working days. Superior and Edgar, two round trips: Conductors $121, and brakemen $81.07 per month of 26 working days. Extra pay for switching at initial and tum-aroimd points. ALLIANCE DIVISION. Hot Springs and Minnekahta mixed run: Conductors $125.24 per month, brakemen $84.70 per month; pro rata extra trips. Minimum of 100 miles for all trips; all assigned territory at through freight rates. ALLIANCE DIVISION. Minnekahta and Hot Springs: Conduc- tor $125.24, and brakeman $84.70 per month. Brakeman acts as express and baggage man. Actual mileage at through freight rates to be paid for extra trips on assigned territory, and actual miles or hours at through freight rates when off assigned territory. SHERIDAN DIVISION. Frannie and Cody, two round trips daily except Sunday: Conductors $154, head brakemen $90,15, rear brakemen $103.07 per month. One hour's switch- ing allowed at Cody. SHERIDAN DIVISION. Frannie and Cody; two round trips daily except Sunday. Conductors $154 and brakemen $90.15 per month. One hour switching allowed at Cody at way freight rates. The compensation, basis of payment and allowances of the following runs are determined as indicated below: Aurora-West Chicago-West Batavia, un- changed. Shabbona-Serena, unchanged. Rockford-Shabbona, unchanged. Ster- ling-Bock Island-Barstow, for month of calendar working days: Conductor $145; 1 Includes amount paid by express company, s Conductors paid }5 per monlh extra for handling express. 424 HAILEOAD LABOE AEBITKATIONS. QUESTION 16— Conti^iued. Proposal. Award. baggagemen $85, including amount paid by express company; brakeman $77.50. Galesburg-West Havana, unchanged. Quincy - Louisiana, unchanged. Canton switch run, unchanged. Hannibal- Ilasco, unchanged. Hanmbal - Ilasco - Shaleton, unchanged. Keokuk - Mount Pleasant, unchanged. Ottumwa-Fort Madison, un- changed. Burlington-Washington, un- changed. Oskaloosa-Winfield, unchanged. Smoky Hollow Coal Mine run, per day of 10 hours, overtime pro rata: Conductor $4.40, brakeman $3.10. Sidney- Carson: Conductor $145; baggageman $94, includes amount paid by express company; brake- man $91. Red Oak-Griswold: Conduc- tor $142.50; baggageman $85.01, includes amount paid by express company; brake- man $77.50. Brookfield-Carrollton and re- turn, unchanged. Napier -Villisca, un- changed. Pacific Junction-Council Bluffs, unchanged. Falls City- Nebraska City- Table Rock, unchanged. Fairmont-Ches- ter, unchanged. Fairmont-Endicott, un- changed. McOook-Imperial, unchanged. Republican-OberUn rates changed to $4.40 for conductor and $3.10 for brakeman. Orleans-St. Francis, rates changedto $4.40 for conductor and $3.10 for brakeman. Lincoln-Omaha-Pacific Junction: Brake- man's rate changed to $78. Daytons Bluff and Minneapolis transfer: Conductor 45.5 cents per hour; brakeman 31.5 cents per hour. Ten hours one day. Overtime pro rata. - Clarinda- Villisca, Villisca - B i g e 1 o w , Bigelow-Clarinda (trains 47, Ex. 56-49), 1 crew. Conductor $137, brakeman $77.26.' Clarinda - Bigelow, ^ Bigelow- Villisca, Villisca-CIarinda (trains 50, 48, 55, 89), 1 crew. Conductor $148.50, brakeman $87.46.' Trains 50, 55, 56, 49; baggageman $86.' Kirby-Casper — Through freight rates. Where overtime rates are now specified as $0,473 and .$0,319 for conductors and trainmen, respectively, they shall be changed to $0,475 and $0,325, respec- tively. It is the intention that these runs shall be tabulated, and except as above indi- cated the rates of pay, overtime basis and other allowances and conditions as of Feb- ruary 1, 1914, shall continue.^ ' Includes amount paid by express company. ! Switching at Clarmda will be paid for at 47.6 cents per hour for conductors and 32.5 cents per hour fpr bralcemen. ' When change is made in the schedule time of any train referred to or tabulated under this rule (52), the overtime basis of which is related to the schedule time of train, the pay wlU be readjusted on a fair basis. When new runs are established or existing runs 'changed, the rates of pay will be adjusted on a' fair basis after conference between the general manager and the central committee representing the con- ductors and trainmen. KAILEOAD LABOR ARBITBATIONS. 425 QUESTION 17. Proposal. Award. Bates of pay. Mountain service, Edgemont and Deadwood, through freight: Conductor 4.96 cents per mile, brakeman 3.43 cents per mile; way freight conductor 5.55 cents per mile, and brake- man 3.78 cents per mile; 100 miles or less, 10 hours or less to constitute a day, over- time pro rata. Deadwood to Spearflsh, mixed run: Conductor 5 cents per mile, brakeman 3.55 cents per mile; 100 miles or less, 10 hours or less to constitute a day's run; overtime pro rata. Mine runs in Black Hills district: Con- ductor 4.84 cents per mile, brakeman 3.63 cents per mile; 100 miles or less, 10 hours or leas to constitute a day; overtime pro rata. Deadwood and Lead Electric service: Conductor $4.07 per day; overtime pro rata after 10 hours. Denver and Lyons branch, through freight: Conductor 4.96 cents per mile, brakeman 3.43 cents per mile; way freight, conductor 5.55 cents per mile, brakeman 3.78 cents per mile; 100 miles or less, 10 hours or less to constitute a day; overtime pro rata. On the tabulated runs and in mountain service, unless otherwise provided, the niles for overtime or special allowance will govern in the different classes of service. • ALLIANCE DIVISION AND BLACK HILLS DIS- TRICT. Through freight, Edgemont and Engle- wood, 98.5 miles, allow 115 miles. Crews do necessary switching at EUll City with- out pay. Time allowed for switching at Englewood after one hour. Road over- time to be paid for at through freight overtime rates after 10 hours. Through freight, Edgemont to Dead- wood, 106.9 miles, allow 125 miles. Crews do necessary switching at Hill City with- out pay. Time allowed for switching at Englewood after one hour. Road over- time to be paid for at through freight overtime rates after 10 hours and 40 min- utes. Deadwood and Spearfish, 79 miles: Con- ductors ?125.24, and brakemen $90.15 per month of 26 days. Brakeman acts as express and baggageman. Month's com- pensation includes switching. Road over- time paid for at way-freight overtime rates after schedule time of train has been ex- ceeded^one hour, Black Hills and Fort Pierre R. R.— Deadwood and Ruby Basin runs. Con- ductors $4.84 and brakemen $3.63 per day. Ten hours constitutes a day's work. Overtime pro rata. Edgemont and Englewood, way freight: Conductors $0.0475 and brakemen $0.0325 per mile. Overtime at regular way- freight rates after one hour to be paid on basis of allowed mileage taken at an aver- age speed of 11 miles per hour — 98.5 miles, allow 115 miles. Crews do nec- essary switching at Hill City without pay. Time allowed for switching at Englewood after one hour. Edgemont and Deadwood, way freight: Conductors $0.0475 and brakemen $0.0325 per mile. Overtime at regular way- freight rates after one hour to be paid on basis of allowed mileage taken at an aver- age speed of 11 miles per hour — 106.9 miles, allow 125 miles. Crews do neces- sary switching at Hill City without pay. Time allowed for switching at Englewood after one hour. Deadwood and Lead electric service: Conductors, $122.10 per month; overtime pro rata after 10 hours per day. Edgemont ^nd Hill City, round trip, 120.8 miles, allow 140 miles; Crews do necessary switching at Hill City without pay; overtime at through- freight rates. on basis of 10 miles per hour on actual miles run. Deadwood and Hill City, round trip, 93 miles, allow 125 miles: Crews do neces- sary switching without extra pay; over- time after 10 hours at through-freight rate. 426 RAILROAD LABOR ARBITRATIONS, QUESTION 17— Continued. Proposal. Award. Hill City and Keystone, side trip, 19.1 miles round trip, allow 25 miles: Crewa do necessary switching at Hill City without extra pay.' QUESTION 18. LOCAL, THROUGH, AND IRREGULAR FREIGHT SERVICE. Trainmen in local-freight service will be paid, for conductors 5 cents per mile and brakemen 3.45 cents per mile, 100 miles or less, 10 hours or less, to constitute a day; overtime pro rata. Trainmen in local-freight service will be paid as follows: Conductors 4.75 cents per mile and brakemen 3.25 cents per mile, 100 miles or less, 10 hours or less to constitute a day; overtime pro rata. The following way-freight runs are to be tabu- lateci at their present basis of pay, over- time, and other allowances and condi- tions; Aurora to Streator. Mendota to Denrock. Galesburg to Peoria. Burlington to Ottumwa. Albia to Creston. Galesburg to Burlington. Creston to Pacific Junction. Brookfield to Centerville. Lincoln to Aurora. Aurora to Burwell. Wymore to Napier. Wymore to Red Cloud. Chester to Fairmont. .Wymore to Lincoln. Burlington to Centerville. Keokuk to Centerville. Beardstown to Reo. Hannibal to Burlington. Brookfield to Hannibal. Brookfield to St. Joseph. Kansas City to Cameron Junction. Lincoln to Plattsmouth. Sutton to Alma. Aurora to Ravenna. Table Rock to Lincoln. Edgar to Holdrege. Endicott to Fairmont. QUESTION 19. Local-freight trains are trains that are run for the purpose of doing all way freight between designated terminals. Way-freight work consists of handling short cars, doing station switching, load- ing and unloading freight. This proposed rule is denied. 1 The conditions specified in the remarlt s and under the tabulations on pages 68 and 59 of the schedule of Dec. 29, 1910, to be continued except as in this rule specifically changed. BAILROAD LABOR ARBITRATIONS. 427 Proposal. QUESTION 20. Award. Crews delayed 30 minutes or more at terminals from time ordered to report for duty until train is clear of established terminal limits will be paid for the full delay at overtime rates. In case no terminal tipie is earned on outgoing trains, road time will begin at time crew is ordered to report for duty. Crews de- layed 30 minutes or more after arrival at established terminal limits will be paid for the full delay at overtime rates. In case no terminal time is earned on in- coming trains, road time will continue until crew is relieved. Through-freight crews and way-freight crews paid on mileage basis delayed one hour or more in starting from or after arriving at a terminal will be paid for the full delay. Time at starting terminal to be com- puted from time crew is ordered to leave.' QUESTION 21. Way freight crews paid mileage rates, delayed one hour or more in starting from or after arriving at a terminal will be paid for the full delay. In computing over- time, time allowed under this rule will be deducted to prevent duplicate pay- ment. This proposed rule is denied. QUESTION 22. Proposed by company: Way freight crews, paid monthly rates, will be allowed full overtime at 47.3 and 31.9 cents per hour, respectively, for conductors and brakemen, including terminal delays, when schedule time is exceeded one hour. Way freight crews paid monthly rates will be allowed full overtime at 47.5 and 32.5 cents per hour for conductors and brakemen, respectively, including ter- minal delays, when schedule time is exceeded one hour. QUEiSTION 23. Proposed by <;ompany: When way freights are annulled and through freighte are required to do way freight work, such as unloading freight at stations and doing station switching other than picking up and setting out cars they will be paid way freight rates for the whole or that portion of the trip for which the way freight train "has been annulled. If for any reason other than annulment of a way freight train, way freight work is done by a through freight train, the actual time used in doing such way freiight work 'shall be paid for at hourly rates. In computing overtime, time allowed under this rule will be deducted to pre- vent duplicate payments. When way freights are annulled and through freights are required to do way freight work, such as loading or unloading freight at stations or doing station switch- ing other than picking up and setting out ears, they will be paid way freight rates for the whole or that portion of the trip for which the way freight train has been annulled. If for any reason other than the annulment of a way freight train, way freight work is done by a through freight train, the actual miles run or time used in such work shall be paid for at way freight rates. In computing overtime, time allowed under this rule will be deducted to pre- vent duplicate payments.^ • The rule in the schedule in effect prior to this arbitration covering this point is rule 20, under " Through- freight service, " and reads: "Crews delayed one hour or more in starting from or after arriving at a terminal will he paid for the full delay." ' The rule in effect In the schedule prior to this arbitration covering this point is rule 45 under " Way freight runs" and reads: "When way freights are annulled and through freights are required to do way freight work, such as unloading freight at stations and domg station switching other than picking up and setting out oars, they will be paid way freight rates for the whole or that portion of the trip for which the way freight train has been annulled. If for any reason other than annulment of a way freight tram, way freight work is done by a through freight train, the actual time in doing »uch way freight work shall be paid for at liourly rates. " 428 EAILKOAD LABOK ARBITBATIONS. QUESTION 24. Proposal. Award. Proposed by company: Freight crews required to do switching or other work at terminals will be paid full time, pro- viding the time exceeds 30 minutes, except when pay is arranged to suit such service. Freight crews required to do switching or other work at terminals will be paid full time, providing the time exceeds 15 minutes. This rule is interpreted to mean that tabulated runs that heretofore, paid extra for terminal switching shall continue to pay on the same basis, otherwise this rule will not apply to the tabulated runs.' QUESTION 25. This proposed rule is denied. A crew required to do switching or other work at terminals will be paid full time for such service as per rule 14, as agreed to June 27, 1913. QUESTION 26. On turn-around trips, if the time con- This proposed rule is denied. Bumed at the turning point is two hours or more, crew will be paid for all time at the turning point in addition to all other time earned. QUESTION 27. Overtime pro rata will be paid for all This proposed rule is denied, time used to complete a trip in excess of a rate of speed of 10 miles per hour, time to be computed as per rule 14. QUESTION 28. In freight service overtime pro rata will be paid for all time used to complete a trip in excess of a rate of speed of 10 miles per hour, time to be computed from the time crew is ordered to leave initial terminal until relieved at destination. In freight service, except as otherwise provided in tabulated runs, overtime pro r^ta will be paid for all time used to com- plete a trip in excess 'of a rate of speed of 10 miles per hour, time to be computed from the time crew is ordered to leave initial terminal point until relieved at destination.^ QUESTION 29. Crews in through and irregular freight service, required to load or unload mer- chandise, or to do station switching, or place cars for other trains, or to set out cars on more than one track, or to load or unload stock or material, or to rebrass,ice, or weigh cars, or to replace derailed cars, or chain up cars set out by other trains, will be paid for such work at regular overtime rates. Time consurned in performing one or more of the above-mentioned classes of service at or between different points to be cumulative. Crews required to clean or sand stock cars, or to load or unload Crews in through and irregular freight service required to clean or sand stock cars, or to rebrass, chain up. or replace de- railed cars set out or derailed by other trains, or to put up coal at any point will be paid at their overtime rate for the actual time consumed. Switching inci- dental to work paid for imder this rule will be included in the time of such work.^ ' The rule in effect in the schedule prior to this arbitration covering this point is rule 36 under " Through freight service," and reads: "A crew required to do switching or other work at terminals will he paid full time, providing the time exceeds 30 minutes, except when pay is arranged to include such service.' ! The rule i4i effect in the schedule prior to this arbitration covering this point is rule 29 under ';Through freight ser.ice,' and reads; "Overtime prorata will he paid tor all time used to complete a trip in excess of a rate of speed of 10 miles per hour, time to be computed from the time crew is ordered to leave initial terminal until relieved at destination." ' This is a new rule, there being nothing similar to it in the schedule in effect prior I o this arbitration. EAILROAD LABOR ABBITEATIONS, 429 QUESTION 29— Continued. Proposal. Award. stock at intermediate points or terminals, will be paid for actual time consumed, at their overtime rates in addition to trip. QUESTION 30. Crews in through and irregular freight This proposed rule is denied, service, consuming two hours or more pick- ing up or setting out cars between ,the ter- minals of their runs, will be paid local freight rates for such trips, the only time to be counted under this article is that necessarily required in doing the work. It is understood that short cars will be handled on way freight trains, however, if through and irregular freights aj-e re- required to handle short cars, they will be paid for actual time doing such work, if less than two hours, at their regular over- time rates. Stock and perishable freight excepted. QUESTION 31. Pool crews will be guaranteed 3,000 When traffic becomes so light that pool miles per month or paid therefor, ter- crews can not make 3,000 miles per month minal delay a,nd overtime not to be com- the number will be reduced This rule puted to make up the above mileage, not to operate to prevent pool crews from 1 his rule not to operate to prevent pool making more than 3,000 miles per crews frorn making more than 3,000 miles month.' ' per month. QUESTION 32. Pool crews held at their away-from- Pool crews will be paid 100 miles for the home terminal 24 hours or more from time first 30 hours held at other than their of arrival wall be paid 10 hours' pay for home terminals and 100 miles for each each 24 hours so held. complete 24 hours so held thereafter, " except in cases of snow blockades, wash- outs, or serious wrecks preventing the operation of trains.^ QUESTION 33. Assigned crews ready for work will re- Assigned crews ready for work will re- ceive a full month's pay, it being under- ceive a full month's pay, it being under- stood that no time will be deducted on stood that no time will be deducted on account of train being annulled for any account of trains being annulled except cause. on account of snow blockades, washouts, or serious wrecks preventing the operation of trains or on account of the following holidays: New Year's, Fourth of July, Thanksgiving, and Christmas. Crews may also be used in any other service to complete guaranty when for any reason regular assignment is discon- tinued, but such service shall be'paid for at the schedule rates, unless the earnings from such rates would be less per day than would have been earned in regular assign- ment.^ 1 The rule in theschedule in effect prior to this arhitration covering this point is rule 35 under "Through frei'ghtservice," and reads: " Whentrafflc becomessoli^htthat reasonahle monthly wages can not he made, . the number of crews will be reduced. Other things being equal, the men youngest in point of service will be laid 'off, the superintendent to be the judge as to qualifications. "It is the intention to so apportion pool crews that they may make not less than approximately 3,000 miles per month." 2 This is a new rule, there being nothing similar to it in the schedule in eflect prior to this arbitration. 430 RAILROAD EMPLOYEES. QUESTION 34. Proposal. AWABD. When trainmen are required to shovel coal on to engine or to coal them by means of hand or air hoist, they will be paid for such work at their overtime rates with a minimum of one hour. Tliis in addition to all other time earned on trip. Train- men will not be required to shovel down coal on tender of engine. When trainmen are required to shovel coal on to engines or coal them by means of hand hoist they will be paid for such work at their overtime rates. This in addition to aU other time earned on trip. Trainmen not actually doing such work will not be paid hereunder. Trainmen will not be required to shovel down coal on tender of engine.' QUESTION 35. On all local freight trains, the train crew will consist of not less than one con- ductor and three brakemen. Three brakemen will be continued on way freight runs as per the agreement effective December 29, 1910. QUESTION 36. Trainmen in regular work-train service will be paid as follows: Conductors $115.70 and brakemen $76.96 per calendar working day month, 10 hours or less to constitute a day, overtime pro rata, actual minutes to be counted. When the total mileage made on any day amounts to more than the hours, the crew will be paid on a mileage basis at through freight rates. Crews to be allowed time to eat meals duritig working hours without loss of time. Trainmen in regular work-train service will be paid as follows: Conductors $113.85 and brakemen $75.90 per calendar working day month, 10 hours or less to constitute a day, overtime pro rata, actual minutes to be counted. When the total mileage made on any day amounts to more than the hours, the crew will be paid on a mileage basis at through freight rates. QUESTION 37. Where conductors act as foremen or tele- graph or telephone operator, or both, or brakemen act as telegraph or telephone operator, $16.90 per month extra will be allowed. If a conductor is required to oversee any part of the work pertaining to the Maintenance Department, he will be considered a foreman. Where a trainman is required to act as foreman, or telegraph or telephone oper- ator, or both foreman and operator, pay- ment will be allowed at the rate of $16.50 per month extra. Foreman is interpreted to mean a train- man required to oversee and direct main- tenance men (other than cable men and workmen opening and closing car doors in connection with unloading trains and other similar work) working without a foreman.* QUESTION 38. If a work-train crew is used in revenue service, they will be paid not less than a minimum of 100 miles at through-freight rates, in addition to a minimum day in work-train service. If a regular work-train crew is used to pick up or haul other than company freight or work-train cars they will be paid for actual mileage at through-freight rates if such payment would exceed work-train time while so engaged, but shall not be paid a combination of mileage and work- train time while so engaged.' I This is a new rule, there being nothing similar to it in the schedule in effect prior to this arbitration. • The rule in the schedule in effect prior to this arbitration covering this point is a part of rule 39 under the heading "Regular work trains" and reads; "Where.conductor acts as foreman or operator, or both, or brakeman acts as operator, tl6.50 per month extra will be allowed." The rule in the schedule in effect prior to this arbitration covering this point is a part of rule 40 under the heading "Regular work trains " and reads: "If used to pick up or haul other than company freight or work-train cars, they will be paid for the actual mileage at through-freight rates." KAILEOAD LABOR AEBITEATIONS. 431 Peoposal. QUESTION 39. Award. The practice of double-heading freight trains of over 30 care, exclusive of way car, will be discontinued, except as follows: (o) Two engines of Class ' A " type may be used on trains on all divisions, with a maximum tonnage of 1,200 tons in one train. (6) Helping engines may be used to as- sist trains (way-freight trains excepted) between the following points: Aurora to Scraper Works. Wyanet to Neponset. Savanna Yard to Daggetts. Browning to Baders. Walnut Hill, both ways, on Zearing Line. Daytons Bluff to Minneapolis. La Salle to Ticona. Garden Plain Hill (both ways). Quincy to Ewbanks. East Alton to Brighton. Burlington to West Burlington. Ottumwa to Agency. Burlington to Latty. Lacona to Chariton. Fontanelle to Greenfield. Troy to Whitebreast. Fort Madison to Sawyer. Amazonia to Savanna. Rosendale to Savanna. Conway to Creston. Chariton to New Cambria. North River to Palmyra Junction. Bigelow to Maitland. St. Louis to Spanish Lake. Keokuk to Modar. Murray to Kansas City. Plattsmouth and Pacific Junction. Crawford and Belmont. Lincoln and' Seward, via Milford. Wyola and Sheridan. Brush to Akron. Oxford to Holdrege. All over Black Hills lines. Gibson and South Omaha. Malcolm and Tamora. Wymore and Table Rock (with not to exceed 1,500 gross tons). Sheridan and Clearmont (with pusher from Sheridan to point 3 miles east). (c) No double-headers will be fun ex- cept as hereinbefore specified and under the following conditions: In case of storms, accidents, moving engines to and from shops or from one division to an- other; to expedite stock or perishable freight; but in all cases under this rule the tonnage will not exceed the rating of the largest engine attached. (d) When by reason of acquirement of additional line or change of grade it be- comes necessary, helper service may be established where tne conditions are The practice of double-heading freight trains of over 30 cars, exclusive of way cars, will be discontinued, except as fol- lows: (a) Two engines of Class " A " type may be used on trains on all divisions, with a maximum tonnage of 1,200 tons in one train. (b) Helping engines may be used to as- sist trains between the following points : Aurora to Scraper Works. Wyanet to Neponset. Savanna Yard to Daggetts. Walnut Hill, both ways, on Zearing Line. La Salle to Ticona. Garden Plain Hill (both ways). Quincy to Ewbanks. Daytons Bluff to Minneapolis. Browning to Baders. East Alton-to Brighton. Burlington to Latty. Fort Madison to Sawyer. Burlington to West Burlington. Ottumwa to Agency. Laco'na to Chariton, Troy to Whitebreast. Fontanelle to Greenfield. Amazonia to Savanna. Rosendale to Savanna. Conway to Creston. St. Loui^ to Spanish Lake. Keokuk to Mooar. Callao to New Cambria. North River to Palmyra Junction. Bigelow to Maitland. Murray and Kansas City. Plattsmouth and Pacific Junction. Gibson and South Omaha. Lincoln and Seward, via Milford. Malcolm and Tamora. Wymore and Table Rock (with not to exceed 1,500 gross tons). Brush to Akron. Oxford to Holdrege. Crawford and Belmont. All over Black Hills lines. Wyola and Sheridan. Sheridan and Clearmont (with pusher from Sheridan to point 3 miles east). Deer Grove and Van Orin. Alpha and Lynn. Creston to Lenox. Aronzville to Concord. Lafayette to Semper. Wray to Akron. Edgemont to Provo. Ardmore to Orella. Marsland and Girard. Ionia and Sheridan. Corinth and Hardin. Arvada and Sparta. Alliance to Angora. Bridgeport to Angora. 432 EAILROAD LABOR AEBITRATIONS. QUEISTION 39— Continued. Proposal. Award. similar to those covered by helper limits as provided above, and if the company desires to establish helper service on acquired lines, or where grade has been changed, shall take the matter up with the officers of the general committee of the Order Railway Conductors and Brother- hood Ra(ilroad Trainmen, and no helper district will be established until it is agreed to by the representatives of the Order Railway Conductors and Brother- hood Railroad Trainmen. (e) Double-header or helper engines will not be used on way freight trains. (/) If regular helper engines are not established on helper districts named in the foregoing rules, the tonnage of trains will be limited to the rating of the engine handling the train without doubling. (g) Under no circumstances will a train propelled by a Mallet engine be double- headed or helped with over 30 cars except from Sheridan, Wyo., to point 3 miles ea^t. (h) In case of an accident to any engine, consolidation may be effected with an- other train and the consolidated train brought into terminal as double-header. (i) All helper or pusher engines will be accompanied by a conductor, who will be paid $90 per month, calendar working days to constitute a month, 10 hours or less to constitute a day; overtime pro rata. Bridgeport to Dalton. Sterling to Peetz. Sidney to Lorenzo. Sidney and Marlowe. East Bridger and Warren Summitt. Kane and Warren Summitt. Minnscola and Boyson. Booneville to Armihto. Guernsey to 2 miles west to east end of first tunnel Bona to Cassa both ways into Glendo. Additional, helper districts may be established by the company to take over any single grade the tonnage which any single engine handling the train may bring to the foot of that grade (by the foot of the grade is meant a convenient station near the foot of the grade at which the helper engine may be taken care of), but only after 30 days' notice by the company to the general committee of,the Order Railway Conductors and Brother- hood Railroad Trainmen and an oppor- tunity for a conference between the gen- eral manager of the company and the organizations for the purpose of consid- ering the matter. (c) No double-headers will be run ex- cept as hereinbefore specified and under the following conditions: In cases of storms, accidents, to avoid running en- gines light, moving engines to and from shops, or from one division to another; to expedite stock or perishable freight; but in all cases under this rule the tonnage will not exceed the rating of the largest engine attached. (d) No way freight trains will be double-headed except where there is but one freight train each way daily, and then only under restrictions hereinbefore stated.' APPLICATION OF AWARD. In order to show the practical results of the arbitration, a com- parison of the rates of pay of conductors^ and trainmen on the Chi- cago, Burlington & Quincy Railroad, before and after the award, is presented in the following table : Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration. ^ Conductors. Increase. Brakemen. Increase. Class of service. 1910 1914 Amount. Per cent. 1910 1914 ■Amount. Per cent. Cents. 4.18 Centt. 4.18 Cents. 0.00 O-'OO Cents. 2.783 Cents'. 2.783. Cents. 0.00 nnn ' Nothing in the above rules in regard to limiting tonnage or length of train to be handled by double- headers or otherwise shall be construed so as in any way to limit or establish a precedent as to the proper or safe length of train to be handled by one engine. RAILROAD LABOR ARBITRATIONS. 433 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration. leverage rate per montli for specified runs. Conductors. 1910 Increase. Amount. Per cent. Baggagemen. 1910 1914 Increase. Amount. Per cent. Au- Passenger service:' Illinois district rora division Illinois district, Gales- burg division Iowa district, Burling- ton division .'. Iowa district, Ottum- wadi^^ision Iowa district, Creston division Iowa district, Center- ville division Missouri district, Beardstowu division. Missouri district, Han- nibal division Mis.souri district, Brookfield divisidn... Missouri district, St. Joseph division . Nebraska district, Omaba division Nebraska district, Lin- coln division Nebraska district, Wy- more division Nebraska district, Mc- Cook division Wyoming district, Ste ling division . Wyoming district, Al- liance division S149. 90 146. 30 126. 83 149, 78 149. 23 155. 84 148. 50 161. 97 150. 26 147. 00 141. 62 136. 18 138. lb 138. 83 143. 50 158. 75 156. 75 119. 90 132.00 132. 00 125. 79 101. 75 96.25 103. 40 115.50 103. 40 103.40 137.50 3."80 137.50 137.50 4.18 4.18 $153. 30 148. 82 134. 20 152.53 149. 23 158. 39 154. 73 161.97 155. 44 148. 79 144.52 144.54 141.49 142. 37 152.83 157. 30 160. 00 124 90 136. 40 137. 00 125. 79 110. 00 110.00 110.00 120. 50 110. 00 110. 00 145. 00 4.40 145.00 142.50 4.40 4.40 64.19 63.10 81.95 72.50 72.50 88.97 8.31 9.40 Wyoming district, Sheridan dlrision Subm'V an service: Chicago to Downer's Grove Chicago to Aurora Chicago to Aurora and Downer's Grove Way frei,;ht : 2 Mixed train service — Winona to East Winona Dubuque to East Dubuque Galena to Galena Junction .-. . . Tracy to Oskaloosa. Leavenworth stub Atchison stub Sterling, Rock Is- . land, and Bar- stow Smoky Hollow Coal Mine run, per day Sidney to Carson and return Red Oak^o Gris- wold Republican and Oberlin, per day. Orleans and St. Francis. per day.. 'Under rates fixed in 1913, the minimum rates of pay of passenger trainmen are as follows: Conductors $134 20 per month , baggagemen $80.85 per month, and brakemen and flagmen $74.90 per month. ' Full overtime was allowed under 1910 rules at the rate of 47.3 cents per hour for conductors and 31.9 cents per hour for brakemen. Under 1914 rules, as a result of the arbitration, conductors were granted 4.75 cents and brakemen 3.25 cents per mile, 100 miles or less, 10 hours or less; while monthly paid way freights (full overtime) were raised to 47.5 cents per hour for conductors and 32.o cents per hour for brakemen on overtime. 51393°— S. Doc. 493, 64-1 ^28 $3.40 2.52 7.37 2.75 .00 2.55 6.23 .00 5.18 1.79 2.90 8.36 3.39 3.54 4.33 .55 3.25 5.00 4.40 5.00 .00 8.25 13.75 6.60 5.00 6.80 6.60 7.50 .60 7.50 5.00 .22 .22 2.3 1.7 5.8 1.8 .0 1.6 4.2 .0 3.4 1.2 2.0 6.1 2.5 2.5 2.9 .4 2.0 4.2 3.3 $87. 23 83.44 73.54 85.25 91.63 79.86 87.20 $87. 23 83.98 80.85 83.41 82.69 82.96 8.5.25 92.16 84.60 89.50 3.8 .0 8.1 14.3 6.4 4.3 6.4 6.4 5.5 45.8 5.5 3.6 6.3 5.3 $0.00 .54 7.31 2.73 1.31 2.64 .00 .53 4.74 2.30 434 RAILROAD LABOR ARBITRATIONS. Amount and percent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration — Continued. Average rate per month for specified runs. Conductors. Increase. Baggagemen. Increase. 1910 1914 Amount. Per cent. 1910 1914 Amount. Per cent. Way freight— Continued. Mixed train service- Continued. Dayton's Bluff and Minneapolis Transfer, per day . Clarinda to Villis- oa, Villisca to Bigelow, Bigelow to Clarinda .. R24 132.00 .046375 f4.55 137.00 .0475 f0.31 5.00 .002125 7.3 3.8 4.7 Edgemont and Englewood, Edgemont and Deadwood, per mile . . i 1 Average rate per month for specified runs. Brakemen. Increase. / Flagmen. Increase. 1910 1914 Amount. Per cent. 1910 1914 Amount. Per cent. Passenger service: » Illinois district, Au- ^ rora division S71.60 72.46 64.21 68.97 71.77 73.20 72.87 74.38 72.82 69.61 71.74 72.52 76.14 76.45 79.38 80. 3.0 80.85 70.68 73.70 $75. 75 74.95- 74.90 74.90 74.90 76.33 75.95 74.90 74.92 75.76 75.88 70.90 76.22 77.45 81.50 80.30 82.93 74.00 70.00 $4.15 2.49 10.69 5.93 3.13 ■ 3. 13 3.08 .52 2.10 6.15 4.14 4.38 .08 1.00 2.12 .00 2.08 3.32 2.30 5.8 3.4 16.6 8.6 4.4 4.3 4.2 .7 2.9 8.8 5.8 6.0 .1 1.3 2.7 •.0 2.6 4.7 3.1 $75.66 74.80 $75.75 74.90 10.09 .10 0.1 Illinois district, Gales- .1 Iowa district, Burling- lowa district, Ottnm- wa division . 74.80 80.85 74.90 80.85 .10 .00 • .1 Iowa district, Creston division , .0 Iowa district, Center- Missouri district, Beaidstown division. Missouri district, Han- nibal division Missouri district, BrooMeld division... Missouri district, St. Joseph division Nebraska district, Omaha di'"ision Nebraska district, Lin- coln division 74.80 80.85 80.85 77.82 77.82 79.75 80.85 80.85 75.00 80.85 80.85 77.87 77.87- 80.85 80.85 80.85 .20 .00 .00 .05 .05 1.10 .00 .00 .3 .0 .0 .1 .1 1.4 Nebraska district, Wy- more division Nebraska district, Mc- Cook division Wyoming district, Sterling division. . . .0 .0 Wyoming district, Al- liance division Wyoming district, Sheridan dii'ision Suburban service: Chicago to Downer's 84.15 84.15 _ / .00 .0 Chicago to Aurora and Dowiier's Grove 1 Under rates fixed in 1913, the minjmum rates of pay of passenger trainmen are as follows: Conductors S134.20 per month, baggagemen $80.85 per month, and brakemen and Qagmeu $74.90 per month. RAILROAD LABOR ARBITRATIONS. 435 Amount and per cent of increase in rates of pay of conductors and trainmen as a result of the award of the board of arbitration — Continued. Average rate per month tor specified, runs. Brakemen. Increase. Flagmen. Increase. 1910 1914 Amount. Per cent. 1910 . 1914 Amount. Per cent. Way trei?ht:i J86.54 70.40 70.40 70.40 66.00 62.70 62:70 74.80 2.53 85.97 73.15 2.94 2.94 , 74. 80 2.90 74.26 .03146 $86.54 72.50 72.50 72.50 72.50 72.50 T2.60 77.50 3.10 91.00 77.50 3.10 3.10 78.00 3.15 77.26 .0325 $0.00 . 2. 10 2.10 2.10 6.60 9.80 9.80 2.70 .67 5.03 4.35 .16 .16 3.20 .25 3.00 - .00104 0.0 ; Mixed train service— Winona to East Winona 3.0 3.0 3.0 9.8 15.6 Dubuque to East Dubuque Galena to Galena 1 Tracy to Oslcaloosa . I Leavenworth stub, 15.6 3.6 22.5 Sterling, Rook Is- land and Bar- Smofcy Hollow Coal Mine Run, Sidney to Garson • and return 5.9 5.9 Eed Oak to Gris- wold . Eepublican and Oberlin, per day. . Orleans and St. Francis, per day . . Lincoln, Omaha, Pacific Junction 5.4 6.4 4.3 8.6 4.0 3.3 Daytgn'sBiaffand Minneapolis Trausler,perday. Clarinda to Villis- ea,,Villisca to Bigelow, Bigelow Edgemont and Englewood , Edgemont and Dead wood, per Average rate per month Collectors. Increase. Joint express, baggage, and brakemen. Increase. 1910 1914 Amount. Per cent. 1910 1914 Amount. Per cent. Suburban service: Chicago to Downer's $86.90 92.95 92.95 $90. 50 97.60 96.00 $3.60 4.55 3.05 4.1 4.9 3.3 $80.86 86.90 86.90 S83.73 92.50 90.00 $2.88 5.60 3.10 3.6 Chicago to Aurora Chicago to Aurora and Downer's Grove 6.4 3.6 > Full overtime was allowed under 1910 rules at the rate of 47.3 cents per'hour for conductors and 31.9 cents per hour for brakemen. Under 1914 rules, as a result 3f the arbitration, conductors were granted 4 75 cents and brakemsn 3.25 cents per mile, 100 miles or less, 10 hours or less; while monthly paid way freights (full overtime) were raised to 47.5 cents per hour for conductors and 32.5 cents per hour tor brakemen on overtime. t 436 EAILROAD LABOR AEBITEATIONS. A study of the preceding table shows that increases in rates of pay, based on- the average rate per month for specified runs, were gained by conductors and trainmen in certain important services on the Chi- cago, Burhngton & Quincy Railroad." The exceptions were in the through and way freight services, where no increases were granted. In the passenger service conductors gained small increases on 15 out of 17 divisions. Brakemen received increases on 16 divisions in this service. On 8 out of 10 divisions on which baggagemen were employed in the passenger service increases in rates of pay were f ranted. Very small increases were gained by flagmen, no change eing made on 6 out of 13 divisions. Conductors in the suburban service gained from 3.3 per cent to 4.2 per cent in rates of pay, while brakemen, collectors, and joint express baggage and brakemen were granted increases in very nearly the same proportions. The conductors, brakemen, and baggagemen employed in the mixed- train service received relatively higher percentages of increases in rates of pay than was granted in any of the other services. Conductors, for instance, were given increases ranging from 3.6 per cent to 15.8' per cent. The increases granted baggagemen ranged from 3.7 per cent to 14.9 per cent. The brakemen received increases of from 3 per cent to 22.5 per cent. XIX. WHEELING & lAKE ERIE, WABASH-PITTSBXJRGH TERMIITAL, AND WEST SIDE BELT RAILROADS AND TELEGRAPHERS, TEL;EPH0NERS, station agents, and SIGNALMEN: 1913. The movement which resulted in the arbitration proceedings re- viewed in the following pages represented an effort of apprqxi- mately 191 telegraphers in the employ of the Wheeling & Lake Erie, Wabash-Pittsburgh Terminal, and the West Side Belt Railroads to secure a revision of the rules governing working conditions and a general increase in rates of pay. Stipulations for arbitration were agreed to November 7, 1913, and provided that the board of arbitration should consist of six members; that hearings should _be held in Cleveland, Ohio; that the award should be made within 30 days from the beginning of hearings and should become effect- ive as of December 1, 1913. Acting under this agreement the em- ployees selected as arbitrators, S. J. Kohenkamp, international president of the Commercial Telegraphers Union of America, and D. G. Ramsay, an attorney. The railroads selected D. R. Webner, trainmaster of the Wheehng & Lake Erie, and H. B. Chapman, also an attorney, and the membership of the board was completed by the appointment, as neutral inembers, of attorneys Alexander Hadden and James R. Garfield. The board was organized on December 29 with Mr. Hadden as chairman. Pubhc hearings were held December 29 to 31, inclusive, and the arbitration award was announced January 13, 1914. DEMANDS OF THE EMPLOYEES. The stipulations respecting conditions of employment proposed by the employees involved practically the entire structure of rules and rate of pay in effect on the three railroads, and were presented to the board of arbitration in a series of articles designated by the numbers 1 to 17, inclusive. Article 1 embodied a proposed definition of the word telegrapher; articles 2 to 4, 7 to 9, 11 to 12, and 14 to 16, inclusive, related to working conditions, and articles 5, 6, and 10 to rates of pay for certain special duties and for work performed after the expiration of the regular hours of service. Article 13 em- bodied a request for the estabhshment of a minimum wage scale for telegraphers of $65 per month, and in article 17 the employees re- quested a general increase in rates of pay of 15 per cent. The testimony submitted to the board of arbitration included in addition to oral statements and depositions a series of 20 exhibits presented by the railroads and 17 exhibits mtroduced by the em- ployees. Following the presc^ntation of testimony oral arguments were made by representatives of the railroads and the telegraphers. 43*7 438 BAILEOAD LABOE AEBITKATIONS. FINDINGS OF THE BOAED OF AEBITEATION. The findings of the board of arbitration concerning the proposed changes in the wage scale were set forth in the concluding section of the award and, as pointed out. in greater detail below, involved an average increase ia the rates of pay of the employees concerned in the movement of $4.46, or 6.4 per cent, as compared with their request for a general increase of 15 per cent. With respect to the rules governing working conditions, compensation for special dnties, overtime and minimum rates of pay, the findings of the board, as a whole, were also favorable to the employees, the proposed rules, with modifications in certain details, being granted by the award. The detailed requests of the employees as compared with the award of the board of arbitration are shown below, the articles of the requests, and the award with respect to each article being shown in parallel columns. PROPOSALS OF EMPLOYEES. AWARD. Article I. Employees required to perform tele- graph service of any character or dura- tion, agent-telegraphers, telephoners, agent-telephoners, whose duties include the handling of train orders or the blocking of trains by telephone, and any other employees included in the schedule of wages will be considered telegraphers within the meaning of this agreement, irrespective of title by which designated or character of ser,vice per- formed. All telegraphers, agent - telegraphers, telephoners, agent-telephoners, and all employees of similar or lower- grades re- quired to perform telegraph or telephpne service, whose duties include the han- dUng of train orders or the blocking of trains, and any other employees in- cluded in the schedule of wages will be considered telegraphers within the mean- ing of this agreement, irrespective of title by which designated or character of serv- ice performed. Article II. (a) In three or more trick offices 8 consecutive bom's shall constitute a day's work. (6) In two-trick offices where the serv- ice is directly in connection with the movement of trains 9 consecutive hours shall constitute a day's work. (c) In one- trick offices, and also in two- trick offices not connected with the move- ment of trains, 10 hours, exclusive of meal hour, shall constitute a day's work. (d) In these offices hours shall begin between 6 and 8 a. m. or 6 and 8 p. m.. and the meal hour shall commence be- tween 11 a. m. and 12.30 p. m., or be- tween 11 p. m. and 12.30 a. m. (e) Employees not released for meals within the time limits named will be allowed 1 hour overtime on that account and 30 minutes for meals at the first opportunity. If) Except as relieved for meals the 10 hours shall be consecutive. Article III was entitled "Promotion rights" and contained 13 paragraphs, designated by the letters of the alphabet (o) to (m), inclusive. Of the various proposals presented in this article the (a) In three or more trick offices 8 consecutive homs shall constitute a day's work. (6) In two-trick offices where the serv- ice is directly in connection with the movement of trains 9 consecutive hours shall constitute a day's work. (c) In one-trick office^, and also in two- trick offices not connected with the movement of trains, 10 hours, exclusive of meal hour, shall constitute a day's work. • (d) The meal hour shall commence between 11 a. m. and 12.30 p. m., or between 11 p. m. and 12.30 a. m. (e) Employees not released for meals within the time limits named will be allowed 1 hour overtime on that account and 30 minutes for meals at the first opportunity. (/) Except as relieved for meals the 10 hours shall be consecutive. KAILBOAD LABOR ARBITRATIONS. 439 stipulations contained in paragraphs (&), (d), (e), and (/") differed in no material respect from, preexisting rules governing promotion and were continued by the arbitration award without controversy. A review of the record also shows that the rules proposed by the em- ployees under paragraphs (a) and {g) to (Z), inclusive, were conceded by the railroad company dm-ing the negotiations which preceded the arbitration, and that a unanimous award was made with respect to the stipulations contained in these paragraphs. The controversy under this article was thus confined to paragraphs (c) and (m), as follows : PROPOSAL OF EMPLOYEES. Article III. (c) When vacancies occur or new po- sitions are created, they, will be adver- tised within 15 days for a period of 7 days and will be filled within 15 days thereafter. (?ra)''Men for appointive agencies will be chosen from official seniority list of telegraphers. (c) When vacancies occur or new po- sitions are created, they will be adver- tised within 15 days for a period of 7 days and will be filled within 15 days thereafter. (m) Men, for appBintive agencies will be chosen from official seniority list of telegraphers, so far as practicable to do so. Article IV. A seniority list, including all employ- ees who hold rights as telegraphers, will be kept on file in office of the superin- tendent, will be corrected on January 1 and July 1 of each year and will be open to inspection by telegraphers interested. The local chairman will be furnished copies. A seniority list, including all employ- ees who hold rights as telegraphers, will be kept on file in office of the superin- tendent, will ,be corrected on January 1 and July 1 of each year and will be open to inspection by telegraphers interested. The local chairman will be furnished copies. Article V. (o) Telegraphers required to remain on duty after the expiration of regular hours for any service whatsoever will be paid overtime at the rate of 35 cents per hour, except when regular rate exceeds the over,time rate, in which case overtime rate will be paid pro rata. (6) In computing overtime 30 minutes and less than 60 minutes shall be counted 1 hour; less than 30 minutes shall not be counted. (c) Telegraphers summoned for duty outside of assigned hours will be allowed 50 cents for the Jrst hour or fraction thereof and 35 cents per hour thereafter. (a) Telegraphers required to remain on duty after the expiration of regular hours for any service whatever will be paid overtime at the rate of 30 cents per hour for the first hour and after that 35 cents per hour, except where regular rate ex- ceeds overtime rate; in which case over- time rate will be paid pro rata. , As amended, Garfield, Hadden, Konenkamp, Eamsay, 4 votes favorable; Chapman, Webner, 2 votes opposed. (6) In computing overtime 30 minutes and less than 60 minutes shall be counted 1 hour; less than 30 minutes shall not be counted. (c) Telegraphers summoned for duty outside of assigned hours will be allowed 50 cents for the first horn- or fraction thereof and 35 cents per hour thereafter. Article VI. Telegraphers performing service at wrecks, washouts, or other similar emer- gency offices will receive a qiinimum of $3.50 per day of 10 hours or less, and over- time at the same rate, time to be com- puted from the time called for at the reg- ular place of employment until the return thereto. Telegraphers performing service at wrecks, washouts, or other similar emer- gency offices will receive a minimum of 53 per day of 10 hours or less, and over- lime at the same rate, time to be com- puted from the time called for at the reg- ular place of employment until the return thereto. As amended, vote unanimous. 440 EAILEOAD LABOK AEBITRATIONS. PROPOSAL OP EMPLOYEES. AWARD. Article VII. When employees covered by this sched- ule are transferred or accept a bulletined position they will be furnished free trans- portation for themselves wholly depend- ent members of their families, and efiects, and will be allowed pay while making transfer, rate of pay to be based on posi- tion from which transfer is made. When telegraphers regularly employed and covered by this schedule are trans- ferred or accept a bulletined position they will be furnished free transportation for themselves, wholly dependent members of their families, and all effects when legally permissible, and will be allowed pay for time necessary to make transfer, rate of pay to, be based on position from which transfer is made. Article VIII. Telegraphers attending court or in- quests by instructions of the company will be paid full salary for the time lost and reasonable expenses if away from home. If no time is lost, actual time at overtime rates will be allowed while so Telegraphers attending court or in- quests by instruction of the company will be paid full salary for the time lost and reasonable expenses if away from home. If no time is lost, actual .time at overtime rates will be allowed while so engaged. The company shall receive the witness fees. Article IX. Telegraphers will not be suspended, remoyed, or dismissed froin the service of the company without just cause; in case of a suspension, removal, or discharge, or being held out of a position entitled to, he may, if he so desires, have a thorough in- vestigation by the proper officer. Such desire shall be signified in writing within 10 days of the date of suspension, removal, or discharge, or being held out of a posi- tion entitled to, and the investigation shall begin as soon as possible, but within 10 days of date of such notice, and proceed with as little delay as possible until com- pleted. The telegrapher shall have full opportunity to present his case and offer testimony and may be accompanied by a fellow employee. If the suspension, dis- missal, or being held out of position enti- tled to is found to have been without just cause, the employee shall be reinstated and paid for time lost. Telegraphers shall have the right to appeal any caae to the higher officials in their regular order up to and including the general manager. Telegraphers will not be suspended, removed, or dismissed from the service of the company without just cause. In case of suspension, removal, or discharge of a telegrapher he may, if he desires, have a thorough investigation by the proper officer. Such desire shall be signified in writing within 10 days of the date of sus- pension, removal, or discharge, and the investigation will be begun as soon as possible, but within 10 days of the date of such notice, and proceed with as little interruption as possible until completed. The telegrapher shall have full oppor- tunity to present his case and ofier testi- mony and may be accompanied by a fellow employee. If the suspension, re- moval , or dismissal is found to have been without just cause, the employee shall be reinstated and paid for time lost. Telegraiphers will have the right to appeal any case to the higher officials in their regular order up to and including the general manager. Article X. Telegraphers will not be required to scrub waiting rooms, offices, or outbuild- ings, and where telegraphers are required to attend one, or not to exceed two, switch lamps, or handle switches, crossing tar- gets or crossing gates operated outside of offices, will be allowed |5 per month extra compensation. Where telegraphers are Required to handle over two switch lamps they will be paid $1 per month for each additional lamp. Telegraphers will not be required to scrub waiting rooms, offices, or outbuild- ings, and where telegraphers are required to attend one, or not to exceed two, switch lamps, or handle switches, crossing tar- gets, or crossing gates operated outside of offices, will be allowed |5 per month extra compensation. Where telegraphers are required to handle over two switch lamps they will be paid $1 per month for , each additional lamp. BAILROAD LABOR ARBITRATIONS. 441 PROPOSAL or EMPLOYEES. AWARD. Article XI, Telegraphers who have been in the Telegraphers shall have annual vaca- service of the company 2 years or more tions with pay as follows: Those who have shall have 15 days' annual vacation with been in the service of the company more pay or in lieu thereof 15 days' pay. than 1 year, and less than 2 years, 7 Vacation periods will be advertised days; and those over 2 years, 12 days, or during the first quarter of each year and in lieu thereof pay for those respective will be granted according to seniority. periods when required by the company to Vacations to start May 1 of each year. forego such vacations. Vacation periods shall be requested during January of each year, and will be granted according to seniority. Vacations are to start April 1 of each year. Article XII.' Telegraphers will not be required to Telegraphers will not be required to teach telegraphy or receive students into teach telegraphy or receive students into their offices, nor will they be permitted to their offices, nor will they be permitted receive students into their offices without to receivestudents into their offices with- permission from the superintendent. out permission from the superintendent. Article XIII. MinimurS rate of pay for telegraphers Minimum rate of pay for telegraphers will be $65 per month. will be $65 per month. Article XIV. Telegraphers who are not agents but are Telegraphers who are not agents but required to give bond will not be required are required to give bond will not be to pay premium on such bond. required to pay premium on such bond. Article XV. Telegraphers at Homestead, Norwalk Telegraphers at Homestead, Norwalk Y?ird, Lodi, Harmon, Brewster, Sherrods- Yard, Lodi, Harmon, Brewster, Sherrods- ville, Adena, Pine Valley, Hopedale, ville, Adena, Pine Valley, Hopedale, Rook, Coal Docks, Canton, and Run Rook, Coal Docks, Canton, and Run Junction will not be required to take care Junction, and all other offices where there of batteries. are more than eight cells, will not be required to take care of batteries. Article XVI. Annual system passes will be furnished Annual system passes will be furnished telegraphers who have been in the service telegraphers who have been in the service one year or more ; their wives shall receive one year or more . an annual system pass after any teleg- rapher has been in the service three years or more. Article XVII contained a request of the employees for a general increase of 15 per cent m rates of pay. The finding of the board of arbitration in response to this request is presented in the award in the form of a statement of the various positions embraced in the so- called telegraphers' schedule, accompanied by a statement of rates of pay established by the board for the employees filling the respective 1 This article was identical with preexisting rule and was oMtinue 1 by the arbitration award with- out controversy. 442 RAILROAD LABOE' AEBITEATIONS. positions. The wage scale established as a result of the award under this article involved an increase in rates of pay for approximately 86 per cent of the employees of $5 per month, these increases ranging on a percentage basis from 4.8 to 7.7 per cent. In addition to these increases, an advance in rates of pay of $2.50 per month was secured by approximately 7 per cent of the employees, these advances ranging from 2.9 to 3.8 per cent. APPLICATION OF THE AWAED. (a) Rates of pay. — The findrng of the board of arbitration involved, in addition to, the increase in the wage scale awarded under Article XVII of the arbitration agreement, an increase in the rates of pay for work performed by telegraphers after the expiration of the regular liours of service, an increase in rates of pay for certain special services and special duties, and an increase in the minimum wage scale. As a result of the award of the board of arbitration under Article V, the rate of pay for services performed after the expiration of the regu- lar hours of duty was increased from 25 cents per hour to a rate of 30 cents for the first hour and 35 cents per hour thereafter, an increase of 5 cents, or 20 per cent, and 10 cents, or 40 per cent, per hour, respec- tively, as compared with the rates in effect before the arbitration. In the case of telegraphers summoned for duty outside of assigned hours the rate of 35 cents for each hour after the first hour awarded by the •board of arbitration represents an increase of 10 cents per hour, or 40 per cent, as compared with the rate in effect before the award. A comparison of the rates of pay in effect before and after the arbitration in the case of telegraphers performing service at wrecks, washouts, or other similar emergency offices shows an increase in the rates of compensation allowed for such services from $2.50 to $3 per day, or 20 per cent, with a proportionate increase in the overtime rate. Under the rule in effect before the arbitration the payment of com- pensation for so-called special duties was confined to an allowance of $5 per month in the case of telegraphers required to attend one or more switch lamps. This rule, as indicated above, was changed by the award so as to require the payment of the extra compensation of $5 in the case of telegraphers required to attend one, or not to exceed two, switch lamps, or handle switches, crossing targets, or crossing gates operated outside of offices, with a stipulation for the payment of 11 per month for each additional lamp in the case of telegraphers required to handle over two switch lamps. in addition to the increases in rates of pay for special and overtime work involved in the award of the board of arbitration, as noted above, a minimum wage scale of $65 per month was established by the award as compared with $60 per month before the arbitration, an increase of $5 per month, or 8.3 per cent. The following statement shows the number of employees earning each specified rate of pay in effect before and after the award of the board of arbitration and the amount and per cent of increase in rates of compensation secured by such employees as a result of the award of the board under Article XVII. KAILEOAD LABOR ARBITRATIONS. 443 Amount and per cent of increase in rates of pay of railroad telegraphers as a result of the award of the hoard of arbitration. Number of em- ployees earning each' specified rate. Per cent each specified number is ot total number ol em- ployees. Rate per month. Increase. Before arbitra- tion. After arbitra- tion. Amount. Per cent. ■ 6 3 66 3 1 5 67 3 1 1 6 'I S 1 3 1 1 3.16 1.57 34.66 1.67 ' .62 2.62 36.08 1.57 .52 .52 3.15 8.91 .52 2.62 .62 ■ 1.57 .,'j2 .52 $65.00 65.00 66.00 67.60 70.00 70.00 70.00 72. 50 72.50 75.00 75.00 75.00 80.00- 80.00 86. 00 85. 00 95.00 105.00 565. 00 67.50 70.00 72.50 70.00 70.00 76.00 76.00 77.50 76.00 77.60 80.00 82.60 85.00 87.50 90.00 ioo.no HO. 00 SO. CO 2.50 6.00 6.00 .00 .00 6.00 2.60 5.00 .00 2.60 5.00 2.60 5.00 2.60 6.00 .5.00 6.00 0.0 3.8 7.7 7.4 .0 .0 7.1 3.4 6.9 .0 3.3 6.7 3.1 6.3 2.9 6.9 6.3 4.8 191 100. 00 Average rate per month. Increase. Before arbitra- tion. After arbitra- tion. . Amount. Per cent. S69.62 69.73 $74. 08 74.53 $4.46 4. SO Froin this statement it will be seen that the rates of pay of 66 employees were increased from $65 per month before the award to $70 per month under the wage scale subsequently adopted, an in- crease of $5 per month, or 7.7 per cent. The rates of compensation of 67 -employees, who were earning $70 per month before the award, were increased to a rate of $75 per month, an advance of 7.1 per cent. Increases of 6.7 per cent were received by 17 employees, whose rates of pay were advanced from $75 to $80 per month. From a compari- son of the schedules of rates of pay in effect before and after the award it also appears that no change in rates of pay was made in the case of 6 employees earning $65 and 5 who earned $70 per month. Considered in the aggregate the average increase in rates of pay of all ernployees, weighted according to the number earning each speci- fied rate, was from an average monthly rate of '$69.62 before the award to an average rate of $74.08 under the wage scale subsequently adopted, an average increase of $4.46 per month, or 6.4 per cent. Eliminating from the comparison the employees who according to the schedules available for this analysis received no increases or decreases in salary, the average increase was from $69.73 to $74.53, an increase of $4.80, or 7 per cent. (b) Working conditions. — A comparison of the official schedule of rules of emplojrment in effect before and after the arbitration shows 444 EAILEOAD LABOK AKBITBATIONS. that the arbitration award resulted in material changes in the rules foverning working conditions, these changes involving the basis of a , ay's work, care of batteries, promotion rights, vacations, passes, and other special duties and privileges. Under the rule in effect before the arbitration, the basis of a day's work in telegraph offices operated as day or night -offices only was fixed at 12 consecutive hours, inclusive of meal hour, and in offices Qperated continuously at 9 hours. The rule awarded by the board of arbitration as shown above stipulates that in one-trick offices, and also in two-trick offices not conri,ected with the movement of trains, 10 hours, exclusive of meal hour; in two-trick offices where the service is directly in connection with the movement of trains, 9 consecutive hours; and in three or more trick offices, 8 consecutive hours shall constitute a day's work. In connection with the reduction in hours of service awarded by the board under this article, the award stipulates that the meal hour of telegraphers in 10-hour offices shall commence between 1 1 a. m.- and 12.30 p. m., or between 11 p. m. and 12.30 a. m., as compared with a meal hour cpmmencing between 11 o'clock and 1 o'clock, day or night, for telegraphers whose hours of duty exceeded 9 hours per day, under the rule in effect before the award. As a further result of the arbitration, the rule in effect prior to the award requiring vacancies or new positions to be advertised within 15 days for a period of 7 days, and filled thereafter as soon as possible, was changed so as to require such vacancies to-be fiUed within 15 days after being so advertised. The award also provides, among other new rules with respect to promotion, that men for appointive agencies will be chosen from official seniority list (rf telegraphers, as far as practicable to do so. The stipulation embodied in the arbitration award with respect to annual vacations with pay also represented a concession of material ad- vantage to the employees, the privilege of vacation with pay under the rule in effect before the arbitration having been confined to telegraphers who had been in,the service of the company for one year or more, filling 12-hour positions with telegraph duties, and the vacation period hav- ing been limited to 7 days. 'The rule awarded by the board of arbi- tration extends the vacation privileges to all employees included within the definition of the word telegrapher, and the vacation period is increased after the secoad year of service from 7 to 12 days. The findings of .the board of arbitration further involved a modifi- cation of the rule in effect before the award respecting the couditions under which employees should be furnished anntial system passes, this rule having limited the granting of such passes to regular teleg- raphers who had been in the service two years or more and had^a clear record for the previous year. As a result of the award the rule was so amended as to provide thait annual system passes should be furnished telegraphers after one year of service, irrespective of the former stipulation concerning the em- ployee's record. In addition to the foregoing, the stipulations contained in the arbi- tration award exempting telegraphers at the stations designated in Article XV from taking care of batteries, represented a specific con- cession made to the employees in the form of improved working conditions, as a result of the arbitration. XX. SOUTHEEN RAILWAY AND MAINTENANCE-OF-WAY EMPLOYEES : 1913. Arbitration in the case under review concerned requests for increased rates of pay presented to the Southern Railway Co. by a joint protective board representing approximately 2,784 main- tenance-of-way employees in the service of the railroad. DEMANDS OF EMPLOYEES. The following wage increases were requested: All foremen, S4 per month; bridgemen, carpenters, -masons, painters, pile-driver engi- neers, 7i per cent; section and extra gang apprentices, 10 cents per day. Arbitration was agreed to November 13, 1913, and hearings were conducted and a decision rendered by the board of arbitration in Washington, D. C, December 17. The board was composed of H. A. Herbert, lawyer; D. W. Eum, a maintenance-of-way engineer of the Southern Railway; and T. H. Gerry, general chairman of the organization of maintenance-of-way employees. In support of the requests of the employees it was urged in brief that the wage advances which they had previously received had not been commensurate with the increase in the cost of living, nor with wage increases secured by laborers in other occupations.' It was also contended that the rates of pay of the employees involved in the arbitration were relatively low compared with the wage scale pre- vaihng in other employments. FINDINGS OF THE BOARD OF ARBITRATION. As a result of the award of the board of arbitration extra gang foremen received a wage increase of $4 per month and the rates of pay of apprentices were increased 10 cents per day. The wage mcreases proposed for other classes of maintenance-of-way employees were disallowed, arbitrators H. A. Herbert and D. W. Lum con- curring in the award, and arbitrator T. H. Gerry dissenting. In rendering its decision reference was made by the board to the railroad's plea of financial inability to increase the wages of main- tenance-of-way employees ; to the increase in the cost of living during the period January, 1910, to July, 1913, as compared with wage increases granted the employees during the same period; and to the rates of pay received by foremen employed by the Southern Railway as compared with the wage rates of foremen employed on other rail- roads in the same territory. 445 446 EAILEOAD LABOR AEBITEATIONS. After declaring that the responsibility of railroad employees and the risks which they incurred should be considered, thes, board de- clared that — Considering the present financial straits of the railway cotnpany, we do not feel at liberty to award to the employees the highest rates being paid in the same territory for similar services, but only such rates as shall seem to be fair averages when com- pared with rates being paid for like services on near-by roads. With respect to the increased cost of hving, the board in its de- cision recited that the employees had received wage increases on May 1, 1911, and on May 1, 1912, and that these increases, in the aggregate, had exceeded the increase in the cost of living during the period January, 1910, to July, 1913. Comparing the rates of pay of section foremen employed on the various railroads in southern territory, the board found that 6 raiboads paid their section foremen somewhat higher rates than were paid on the Southern Railway, and that 5 paid the same rate or less, and that the Southern paid a higher rate per mile for supervision than was paid by any other of 14 railroads considered, with the exception of the Louisville & Nashville. In the case of yard foremen, the board found that the rates paid by the Southern were higher than the rates paid such employees on 6 out of 11 railroads considered. Comparing the rates of pay of extra gang forenaen on 10 raihoads, the board pointed out that the average rates of pay of such employees were higher on 6 of these railroads than the rates paid by the Southern Railway. In connection with the wage increase awarded apprentices, the board reviewed briefly the status of these employees, stating that they were selected because of their capacity to become foremen, that in numbers as compared to foremen they were about as 1 to 4, and that as foremen, according to the evidence, did not often voluntarily vacate their places, promotion for apprentices was neces- sarily slow. APPLICATION OF THE AWARD. The wage increases awarded by the board of arbitration, as noted above, were confined to an increase of $4 per month in the rates of pay of extra gang foremen, and an increase of 10 cents per day in the wages of apprentices. In a review of the monthly earnings of extra gang foremen on various raihoads in southern, territory, the board of arbitration, in its findings, stated that the average earnings of such employees on the Southern Railway were $70.11 per month. On this basis, the average increase in the rates of pay oi these em- ployees as a result of the arbitration, stated in the form of a per- centage, was 5.7 per cent. In the case of apprentices, the increase was from an average rate of $1.50 per day before the award to an average rate after the award of $1.60, an increase of 6,7 per cent. XXI. NEW YORK, CHICAGO & ST. LOUIS RAILROAD AND TELEG- RAPHERS, STATION AGENTS, AND SIGNALMEN: 1914. The employees involved in this arbitration included approx- imately 260 telegraphers, station agents, and signalmen, who were represented in the arbitration proceedings by the Order of Eailroad Telegraphers. Stipulations for the arbitration were signed February 5, 1914, and' embraced a series of articles presented to the railroad company by the employees, requesting a wage increase and certain changes in working conditions. The board of arbitration was com- posed of Julian W. Mack, judge of the United States District Court of the Northern District of Illinois, as chairman; J. A. Gordon, gen- eral superintendent of the Chicago Great Western Eailroad Co., selected by the employer; and D. G. Ramsay, a lawyer of Chicago, 111., selected by the employees. The first hearing was held by the board at Chicago, May 25, 1914, and the arbitration award was an- nounced June 13, 1914. DEMANDS OF THE EMPLOYEES. The demands of the employees were presented to the board of arbi- tration in a series of seven articles, three of which related to the rate of pay for regular and overtime work, and four to working conditions. The proposed changes in rates of pay involved a wage increase of 15 per cent, the payment of 15 per cent commission on Western Union Telegraph business, and an increase in the rate of pay for over- time work from 30 to 40 cents per hour. Stipulations respecting conditions of employment involved the adoption of rufes requiring all vacancies in agency positions to be bulletined to aU offices at time such vacancies occurred, without restriction, overtime pay for all Sunday work; in one-man positions 10 consecutive hours, including meal hour, and in positions employ- ing two or more men, 8 hours, respectively, to constitute a day's work, and an allowance of $1 per day for expenses to regularly as- signed telegraphers when used at other than their regular offices. The following item was submitted to the board as a grievance: The management agrees to take up with the connecting lines at Green Springs Junc- tion and McComb for the vacation allowances for the years 1912 and 1913, but refuses to take up with the Vahdalia, at Hibbard, claiming that this road will not participate in the allowance for vacation. FINDINGS OF THE BOARD OF ARBITRATION. In response to the request for an increase of 15 per cent in wages the board declined to award a flat percentage increase of any amount, but found that the employees, on account of the character of their services were entitled to a minimum wage scale of 165 per month and ■ 447 448 RAILROAD LABOR ARBITRATIONS. awarded that such minimum wage scale should be adopted. For overtime work the board awarded a rate of 30 cents per hour for the first two hours and 35 cents per hour thereafter. The board pointed out that Western Union or commercial telegraph business was per- formed within the regular hours of service and fell within the scope of the duties of the employees and declined to a"ward a commission on such business. With respect to the posting of vacancies, the board ordered the adoption of a rule requiring such vacancies to be bulletined for 7 days at the time of their occurrence, applications to be made within 10 days, and the position to be filled within 20 days after the date of bulletin. The basis of a day's work in one-man positions was fixed at 11 consecutive hours, including meal hour; in two-trick ofl&ces at 9 consecutive hours, including meal hour; and in three or more trick offices at 8 consecutive hours, without any meal hour. Respecting the request for an expense allowance of. $1 per day for regularly assigned telegraphers when used at other than their regular offices, the board stipulated that |1 per day expense money should not be paid in case of a transfer to another office within the same city or town, but awarded a rule requiring the company to pay any addi- tional expense actually and reasonably incurred by such employee not exceeding $l.per day in case of such transfer. In lieu of the rule requested by the employees providing for over- time pay for work performed on Sunday, the board directed that over- time be allowed for all Sunday work performed in excess of 6 con- secutive hours. With respect to the grievances specified by the employees the board found that the vacation allowances at Green Springs Junction and McComb for 1913 and for the future had been adjusted. The board recommended that the company insist upon the Vandalia Eailroad paying the claim for the vacation allowance for the years 1912 and 1913 and for the future. In a memoranda of dissent from the findings of the board of arbi- tration with respect to the minimum wage scale arbitrator J. A. Gordon stated that his signature was attached to the award as testify- ing that it was the findings of the majority, but not as an expression of his own convictions on the wage increase. Objection was also expressed by Mr. Gordon to the award of the board with respect to the basis of a day's work for service performed on Sunday. Arbitrator D. G. Ramsay in a memoranda of dissent expressed the belief that the board should have granted a commission of 15 per cent on Western Union business, and a further wage increase of 15 per cent especially to the employees not benefited by the award of the minimum wage scale of $65. Mr. Ramsay also expressed the belief that the telegraphers should have been granted the request for over- time for all work performed on Sunday. APPLICATION OF THE AWARD. (a) Rates of pay. — The table presented below gives the number of telegraphers in the service of the railroad at the time of the arbi- tration, the number and per cent receiving an increase in wages as a result of the arbitration award establishing a minimum wage scale of per month, and the minimum, maximum, and average amount EAILKOAD LABOR AEBITKATIONS. 449 and per cent of increase. The basis of the statistical presentation consists of the printed schedules issued by the railroad company- showing the rules and rates of pay in effect immediately before and after the award. It will be noted from the table that 98 employees, or 26.5 per cent, received an increase in wages, these increases ranging from a minimum of $1.25, or 2 per cent, to a maximum of $14, or 27.5 per cent per month. The weighted average rate of pay for aU employees earning less than $65 per month before the arbitration was $61.19, and the weighted average increase was $3.81, or 6.2 per cent. 1 Employees. Kate per month te- tore arbitration of employees receiving wage increases. Increase. Amount. Per cent. Total numljer „ 260 Numl>er receiving increase 98 'tSl.OO 2 63. 75 >61.ia $14.00 1.2.5 3.81 27.5 2 6.2 > Minimum. ' Maximum. ' Weighted average. In addition to the wage increases noted above, the rates of pay of all telegraphers for overtime work after the second hour were in- creased as a result of the arbitration award from 30 to 35 cents per hour, or 16.7 per cent. (6) Working conditions. — Changes in working conditions as a result of the arbitration award included a reduction in the regular hours of service per day in one-man positions from 12 to 11 consecutive hours, including meal hour, and a stipulation for the payment of overtime after 6 hours service on Sunday as compared with overtime payments for Sunday work on the same basis as week-day overtime prior to the award.. The employees also gained the advantage of a rule requiring the company to bulletin all vacancies in agency positions at the time such vacancies occur, as contrasted with the former rule under which the company bulletined only such positions as in its judgment could not in the interest of the company be filled by the employees occupying schedule positions. The rule awarded by the board of arbitr^,tion relative to the expense allowance of regularly assigned telegraphers transferred to work extra in another office in the same town or city provided for the payment by the company of the necessary expenses of such telegraphers not to exceed $l,per day. The rule in force prior to the award provided for an expense allowance of $1 per day in the case of regularly assigned telegraphers transferred from their regular positions to work extra, but did not expressly stipulate that such allowance should be paid in case of a transfer to another office within the same town or city. 51393°— S. Doc. 493, 64-1 2d XXII. GEORGIA & FLORIDA RAILROAD AND BROTHERHOOD OF LOCOMOTIVE ENGINEERS AND BROTHERHOOD OF LOCO- MOTIVE FIREMEN AND ENGINEMEN: 1914. The arbitration case reviewed in this section , involved approxi- mately 58 engineers, firemen, and hostlers in the service of the Georgia & Florida Eailway, and was the result of a joini^movementby those employees to secure certain changes in working conditions and an increase in rates of pay. Stipulations for arbitration wei*e signed by the parties, March 21, 1914, the employees being represented by officials of the Brotherhood of Locomotive Engineers and Brother- ■ hood of Locomotive Firemen and Enginemen. The arbitration board was composed as follows: Stanton J. Peele, judge, United States Court of Claims, appointed by the United States Board of Mediation and Conciliation. A. W. Anderson, general manager Charleston & Western Carolina Railway, selected by employer. L. S. Davis, general chairman Brotherhood of Locomotive Engineers selected by employees. The board was organized with Judge Peele as chairman, and held its first session at Augusta, Ga., April 28, 1914.' The arbitration award was rendered May 9, and was made retroactive so as to take .effect March 1, 1914. DEMANDS OF EMPLOYEES. The wage scale proposed by the employees involved increases in the rate of pay of locomotive engineers in the various branches of service, ranging from 11 per cent in local freight to 16.7 per cent in passenger service, and in the case of overtime, increases of from 13 per cent in branch service to 25 per cent in passenger, freight, and mixed train service. The -wage scale proposed for firemen involved a slightly greater percentage of increase over existing rates than was requested for engineers, rates of pay equivalent to 55 per cent of engineers' rates being requested for firemen as compared with 50 per cent under the existing wage scale. In the case of hostlers an increase of approximately 8 per cent in rates of pay for work performed during the regular hours of service and 20 per cent in the rates of pay for overtime work was requested. In connection with the proposed wage scale submitted to arbitra- tion the requests of ,the employees contained stipulations involving an increase in the rates of pay allowed engineers and firemen for. attending court as witnesses to give evidence for the company, and a stipulation for the payment of compensation at oVertime rates to these employees when neld for 28 hours or over at other than home terminals without performing service. The proposed rules governing working conditions included stipulations relating to rest at terminals, changes in runs, etc. 450 KAILEOAD LABOR AEBITBATIONS. 451 FINDINGS OF THE BOARD OF ARBITRATION. The conclusions presented in the arbitration award concerning the testimony submitted during the proceedings related on the one hand to the financial condition of the Georgia & Florida Railroad, and on the other to comparative rates of pay and conditions of service on this and other railroads operating -in the southeastern States. In view of the showing made as to the financial status of the com- pany, and its conceded inability to earn its operating expenses, arbitrator Anderson contended that no wage increase should be granted and dissented from the conclusion of the majority members of the board that the requests of the employees for an increase in rates of pay should be determined by the rates paid by other roads in the, same section of the country for like services. As reviewed by arbi- trators Peele and Davis the evidence showed that the average basic rate per 100 miles for engineers, firemen, ai^d hostlers on over 20 railroads operating in the southeast section was 15 per cent higher, than the rate paid by the Georgia & Florida Railroad to such ,ein- ployees. With respect to character of service, size of engines in cylinders, tonnage of trains, and the various conditions confonting the employees in the operation of trains, it was further held that there was no material difference between such conditions on the other railroads and on the Georgia & Florida, except that on thcr latter there was less tonnage in freight service. Because of the conditions so found to exist, the board of arbitra- tion, Mr. Anderson dissenting, awarded increases in the rates of pay of engineers and firemen, ranging in passenger, fjpeight, mixed, and work train service from 10 to 13.3 per cent.. In switching service an increase of approximately 8 per cent was awarded, a slightly greater increase being granted in the rates of pay of hostlers. With modifications in certain details, the several rules proposed by the employees, respecting working conditions, compensation for at- tending court, etc., with one exception were granted by the board of of arbitration by a unanimous vote. EXCEPTIONS TO THE ARBITRATION AWARD. Upon the filing of the arbitration award in the clerk's office of the, district in which the controversy arose, as required by law, the findings of the board of arbitration with respect to the proposed wage mcrease were made the subject of judicial review as authorized' by section 1 1 of the arbitration act, the railroad compaiiy within the time prescribed interposing certain exceptions to the legahty of the"- award. Under these exceptions it was urged that the fact that other rail- roads in the same territory were paying better wages for similar services was not sufficient of itself to authorize an increase in the wages of the employees in question, and that there was no evidence, that such an increase was otherwise proper. It was further urged that there was no evidence showing what wages were being paid to the same class of employees by aU the other roads in the same terri- tory nor the average of such wages. It was admitted that there, was "some evidence" as to what wages were paid by some of the other, roads in the same territory, but the . 452 RAILROAD LABOR ARBITRATIONS. evidence showed, it was insisted, that there was a marked difJerence in the different roads, especially between the smaller and the larger roads. It was also urged that the award failed to show that there was an existing prevaiHng wage on such roads which was adopted by the arbitrplors, and that it showed affirmatively that they considered the average of only a limited number of roads and failed to show that th^ considered in this average the wages on the shorter roads. The exceptions presented by the railroad were heard in the United States District Coiu"t for the Northeastern Division of the Southern Division of Georgia, and on the 18th day of July, 1914, by order of the court, were overruled and a motion for judgment upon the award was ordered granted. Upon appeal by the railroad to the United States circuit court of appeals the judgment of the district court was aflBrmed the appellate court in its opinion reciting that "the arbitrators are called to find and make an award, and are not called to give reasons or arguments on either law or the facts." THE AWARD IN DETAIL. The various rules governing working conditions, special duties, etc., proposed by the employees as compared with the findings of the board of arbitration are shown below, the requests of the employees and the award being shown in parallel columns. BEQUESTS OF ENGINEERS, FIREMEN, AND ■HOStLERS. 1. Kngineers and firemen attending court as witnesses, or appearing before proper persons to give legal evidence for the company shall be paid as follows: All roads and work train engineers will be paid $8 per day; all road and work train firemen will be paid $5 per day;* switch engineers will be paid $7 per day; and switch firemen $4 per day for each day lost on this account. These rates to apply on lay-over days when engineers or fire- men are required to go away from home on this account. When attending court during their lay-over at home, engineers will be paid $5 per day, and firemen will be paid $2.75 per day. The company will furnish necessary transportation, and will be entitled to the certificate for wit- ness fees in all cases. 2. When held at other than designated home terminals, without performing serv- ice 28 hours, engineers and firemen will be paid overtime rates, 10 hours to be the minimum for the first 28 hours so held, and minimum of 10 hours for each 24 hours so held thereafter, except in casts of men assigned to regular runs or when the laws prohibit the running of trains on Sunday interferes, or for days when the line is broken through an act of Providence. AWARD OF THE BOARD OF ARBrTRATION. 1. Engineers and firemen attending court or appearing before proper parties to give evidence for the company will be paid the amount they would have earned had they remained on their engines plus $2 per day for expenses when required to go away from home terminals. Ei^neers and firemen required to attend court dur- ing their lay-over will be allowed a mini- mum day's pay for the class of service in which engaged. Extra engineers and firemen w'll be allowed a minimum day's pay for the class of service in which en- gaged plus $2 per day for expenses when required to go away from hom-i terminals. All engineers and firemen will be fur- nished transportation and the company will be entitled to witness certificates in all cases. 2. Engineers and firemen in unassigned service held more than 28 hours at other than designated home terminals without performing service are to be paid over- time rates as follows: Ten hours for the first 28 hours. Ten hours for the first 24 hours after the lapse of 28 hours, and 10 hours additional time for each complete 24 hours so held thereafter, provided that this regulation does not apply to engineers delayed by reason of compliance with the law or obstruction of the line through an act 01 Providence. EAILEOAD LABOR AEBITKATIONS. 453 BEQUESTS OF ENGINEERS, HOSTLERS. FIREMEN, AND AWARD OF THE BOARD OF ARBITRATION. 3. Through freight or mixed trains that pick uj) or set off cars other than at junc- tion points will be paid for at local freight rates for the entire trip. This does not apply to picking up or setting ofl cars loaded with perishable freight, but does apply to melon cars. When trains in through freight or mixed service are re- quired to stop at any one station between terminals in excess of 45 minutes for the purpose of switching, engineers and fire- men will be paid a minimum of 1 hour at overtime rates. This will not he deducted from road overtime. 4. Engineers and firemen will be en- titled to 10 hours rest when they come in off their runs, provided they ask for it. Rest to be counted from the time they register in imtil they are called. 5. A change of time-table does not create a vacancy or change conditions unless there is 20 miles or more added to, or taken from, the mileage of the run or terminals, or lay-over runs changed; in such case the engineers will be allowed preference of runs in accordance with their seniority. Engineers or firemen in passenger service will not be required to run over 200 miles in one day, or one trip, imless in case of emergency. En- gineers or fiU'emen run around through no fault of their own, except to protect wreck trains, will be paid for time lost. Engineers and firemen on schedule straightaway runs, if turned around be- fore reaching terminals, will be paid 100 miles in each direction. 6. In passenger service engineers will be paid for 100 miles or less $3.50. 7. Engineers in through freight or mixed will be paid for 100 miles or less, $4.25. 8. Engineers in local freight service will be paid for 100 miles or less, $5. 9. In work train service engineers will be paid 10 hours or less, $4.25. 10. In switching service engineers will be paid 10 hours or less, $3.75. 11. In. branch service engineers will be paid on Broston branch, 12 hours or less, $4; Millen branch, 12 hours or less, $4.75; Moultrie branch, 12 hours or less, $4.75. 4. Engineers and firemen may claim 10 hours rest after they have been on duty 12 hours and completed their run; pro- vided they ask for it. Rest time to be computed from the time they register until they are relieved. 5. A change of time-table does not create a vacancy or change conditions unless there is 20 miles added to or taken from the mileage of the run or terminal or lay-over of such run 'changed; in such cases engineers will be allowed preference of runs in accordance with their seniority. Engineers and firemen run around through no fault of their own" except to protect wreck trains, will be paid for time lost. 6. Passenger service: Rate per mile, aU engines, 3.40 cents; overtime, 50 cents per hour. A minimum of $4 will be paid engineers in passenger service and $2 for fhemen in passenger service when miles allowed at the prescribed rate per mile for passenger service does not exceed the minimum. 7. Through freightand mixed: Rate per mile, all engines, 4.15 cents; overtime, 50 cents per hour. A minimum of 100 miles will be allowed. 8. Local-freight service: Rate per mile, all engines, 4.95 cents; overtime, 50 cents per hour. A minimum of 100 miles will be allowed. , 9. Work train service: Rate per day, 12 hours or less, |4.15; overtime, 40 cents per hour. 10. Switching service (exclusive of meal hoius), 10 hours or less, $3.50; overtime, 35 cents per hour. 11. Branch line service: Broxton branch, per day, 12 hours or less, $3.85j overtime, 45 cents per hour. Millen branch, per day, 12 hours or less, $4.65; overtime, 45 454 EAILKOAD LABOR ARBITRATIONS. BEQUESTS OP ENGINBBKS, FIREMEN, AND HOSTLERS. 12. In passenger service engineers shall be paid overtime 50 cents per hour; in through freight and mixed service, 50 (Jents per hour; in local freight service, 50 cents per hour; in branch service, 45 cents per hour; in work train service, 42 J cents per hour; in switching service, 37J cents per hour. 13 ~ All firemen shall be paid 55 per cent of engineers' rates, including over- time. 14. Hostlers shall be paid 12 hours or less, $3; overtime, 30 cents per hour. AWARD OF THE BOARD OF ARBITRATION. cents per hour. Moultrie branch, per day, 12 hours or less, $4.65; overtime, 45 cents per hour. 13. The rate for firemen we fix and award at 50 per cent of the rates awarded to the -engineers. 14. Hostlers, 12 hours or lessi $3; over- time, 25 cents per hour. APPLICATION OF THE AWARD. (a) Rates of pay. — In the statements which follow a comparison is made of the rates of pay of locomotive engineers, firemen, and hostlers, as shown by the official schedules of rules and rates of pay in effect on the railroad before and after the award of the board of arbitration. In the case of locomotive engineers, as shown by the table below, increases in rates of pay were made as a result of the award, ranging from 7.7 per cent in switching to 13.3 per cent in passenger service, and from 10 per cent in local freight to 10.7 per cent in through freight, mixed, and work train service. In branch Hne service the rates of pay of engineers were increased by amounts ranging from 9.4 to 10 per cent of the preexisting rates. In connec- tion With the wage increase granted in switching service, the basis of a day's work in this branch of service was reduced from 12 hours or less to 10 hours or less per day. The table also shows the changes made in rates of pay for work performed after the expiration or the regular hours of service, the increases in overtime rates per hour ranging from 7.7 per cent in switching to 25 per cent in passenger, freight, and mixed train service. Amount and per cent of increase in rates of pay of locomotive engineers as a result of the award of the board of arbitration. Class of service. Bate. Increase.. Overtime, per hour. Increase. 1^2 1914 Amount. Per cent. 1912 1914 Amount. Per cent. SO. 0300 .0375 .0450 3.76 3.25 3.50 4.25 ' 4.25 'SO. 0340 .0416 .0495 4.15 3.50 3.85 4.65 4.65 $0,004 .004 .0045 .40 .25 .35 .40 .40 13.3 10.7 10.0 10.7 7.7 10.0 9.4 9.4 $0.40 .40 .40 .35 .325 .40 .40 .40 SO. 50 .50 .60 .40 .35 .45 .45 .45 S0.|10 .10 .10 .05 .025 .05 .05 .05 25.0 Througn ireight and mixed, 25.0 Local freight, per mile 25.0 14.3 Switching, oer dav ^ 7.7 Branch line: Broxton branch, per day. Mellen branch, per dav. . . ■ Moultrie branch, per day. , 12.5 12.5 12.6 1 A minimum of S4 paid engineers in passenger service when miles allowed at the prescribed rate per mile for passenger service does not exceed the nunimum. 2 Under the wage E^ale adopted as a result of the arbitration award, the basis of a day's work in switch- ing service is fixed at 10 hours or less per day, as compared with a day of 12 hours or less before the award. BAILEOAD LABOE ARBITRATIONS. 455^ The percentages of increase in rates of pay received by locomotive firemen as a result of tlie award correspond to the increases received by the engineers, the rates of pay of firemen amounting to 50 per cent CI engineers' rates, both before and after the award. The rates of pay of hostlers, as shown by the table following, were increased by the award from $2.75 to $3 per day, an increase of 25 cents per day, or 8.3 per cent, with an increase of 25 per cent in the rates of pay for overtime work. Amount and per cent of increase in rates of pay of locomotive firemen and hostlers as a result of the award of the hoard of arbitration. Class of service. Bate. 1912 1914 Increase. Amount. Per cent. 0ve^t^n^6 per hour. 1912 1914 Increase. Amount. Per cent. Passenger, per mile Through freight and mixed, per mile , Local freight, per mile Work train, per day Switching, per day " Branch line: Broxton branch, per day Mellen branch, per day ' Moultree branch, per day. . . , Hostlers, per day $0,015 . 01875 .0?25 1.875 1.625 1.75 2.125 2.125 2.75 'J0.017 .02075 .02475 2.075 1.75 1.925 2.325 2.325 3.00 30.002 .002 .00225 .20 .125 .175 .20 .20 .25 ' 13.3 10.7 10.0 10.7 7.7 10.0 9.4 9.4 $0.20 .20 .20 .175 .1625 .20 .20 .20 .20 30.25 .25 .25 .20 .175 .225 .225 .225 .25 30.05 .05 .05 .025 .0125 .025 .025 .025 .05 25.0 25.0 25.0 14.3 7.7 12.5 12.5 12.5 25.0 1 A minimum of $2 for firemen, in passenger service when miles allowed at the prescribed rate per mile for passenger service does not exceed the minimum. ' 2 Under the wage scale adopted as a result of the arbitration award, the basis of a day's work in switch- ing service is fixed at 10 hours or less per day as compared with a day of 12 hours or less before the award. (6) WorMng conditions.— As a residt of the arbitration award engineers and firemen in unassigned service secured the incorporation in the official schedule of the stipulation noted under article 2 of the award, providing for the payment of compensation at overtime rates to such employees when held for more thai;! 28 hours at other than designated home terminals without performing service. The rules awarded by the board of arbitration under article 4, respecting changes in time-tables and loss of time through protecting wreck trains, also cover conditions of employment concerning which no agreement had been included in the official schedule in effect before the award. The rule awarded by the board of arbitration under article 3, stipu- lating that engineers and firemen may claim 8 hours rest after they had been on duty 12, hours and completed their run, superseded the preexisting rule which provided that engineers could claim 8 hours rest after they had been on duty 10 hours and completed their run. The provisions concerning attendance at court incorporated in the official schedule as a result of the award displaced the preexisting rules which provided that road engineers and switch engineers should receive $6 and $5 per day, respectively, for time lost in attend- ing court, and that firemen should be paid $2 per day wages and $2 per day expenses, free transportation to be furnished and the com- pany to receive the witness fees. XXIII. I^AIIROADS m WESTERN TERRITORY AND BROTHERHOOD OF LOCOMOTIVE ENGINEERS AND BROTHERHOOD OF LOCOMO- TIVE FIREMEN AND ENGINEMEN: 1914-15. ' WESTERN ARBITRATION OP 1914-15. During December, 1914, and the period January 1 to April 30, 1915, there was an arbitration in Chicago of a controversy as to wages and working conditions between the Brotherhood of Locomotive Engineers and the Brotherhood of Locomotive Firemen and Engine- men and the following Western railroads : Atchison, Topeka & Santa Fe Railway, eastern lines. Atchison, Topeka & Santa Fe Railway, western lines. Southern Kansas Railway of Texas. Pecos & Northern Texas Railway. Pecos River Railroad. Rio Grande & El Paso Railroad. Atchison, Topeka & Santa Pe, coast lines. Grand Canyon Railway. Atchison, Topeka & Santa Fe, Santa Fe, Prescott, and Phpenix lines. Gulf, Colorado & Santa Fe Railway. Texas & Gulf Railway. Gulf & Interstate Railway of Texas. Concho, San Saba & Llapo Valley Railroad. Baltimore & Ohio Chicago Terminal Railroad. Belt Railway of Chicago (firemen only). Canadian Northern Railway. Duluth, Winnipeg & Pacific Railway. Canadian Pacific Railway, Unes west of Fort WiUiam. Chicago & Alton Railroad. Chicago & Northwestern Railway. Pierre & Fort Pierre Bridge Railway. Pierre, Rapid City & Northwestern Railroad. Wyoming & Northwestern Railway. Chicago'& Western Indiana Railroad (firemen only). Chicago, Biu-Ungton & Quincy Railroad. Chicago Great Western Railroad. Chicago Junction Railway. Chicago, Milwaukee & St. Paul Railway, eastern Unes. Chicago, Milwaukee & St. Paul Railway, Puget Sound lines. Bellingham & Northern Railroad. Tacoma Eastern Railroad. Chicago, Rock Island & Pacific Railway. Chicago, Rock Island & Gulf Railway. Chicago, St. Paul, Minneapolis & Omaha Railway. Colorado & Southern Railway. Davenport, Rock Island & Northwestern Railway. Denver & Rio Grande Railroad. Duluth, South Shore & Atlantic Railway. ' Mineral Range Railroad. El Paso & Southwestern Railway. Fort Worth Belt Railway. Fort Worth & Denver City Railway. Wichita Valley Railway. Great Northern Railway System. 456 KAILBOAD tABOB ABBIIKATIONS. 457 Illinois Central Railroad. Yazoo & Mississippi Valley Railway. International & Great Northern Railway. Kansas City, Clinton & Springfield Railway. Kansas City Southern Railway. Texarkana & Fort Smith Railway. Kansas City Terminal Railway. Louisiana & Arkansas Railway. Minneapolis, St. Paul & Saulte.Ste. Matie Railway. Missouri & North Arkansas Railroad. Missouri, Kansas & Texas Railway. Missouri, Kansas & Texas Railway of Texaa. , Beaumont & Great Northern Railroad. Texas Central Railroad. Wichita Palls Lines 1 Missouri, Oklahoma & Gulf Railway. Missouri Pacific Railway and St. Louis, Iron Mountain & Southern Railway. New Orleans, Texas & Mexico Railroad. Oregon & Northwestern Railroad. Beaumont, Sour Lake & Western Railway. Northern Pacific Railway. Oregon Short Line Railroad. Oregon-Washington Railroad & Navigation Co. St. Louis & San Francisco Railroad (except hostlers). St. Louis, Brownsville & Mexico Railway. St. Louis, San Francisco & Texas Railway. > Fort Worth & Rio Grande Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway of Texaa. ; San Antonio & Aransas Pass Railway. San Pedro, Los Angeles & Salt Lake Railroad. Southern Pacific Company, Pacific system. Spokane, Portland & Seattle Railway. Oregon Trunk Railway. Sunset Central Lines. Galveston, Harrisburg & San Antonio Railway, Houston & Texas Central Railroad. Houston East & West Texas Railway. Houston & Shreveport Railroad. Texas & New Orleans Railroad. Morgan's Louisiana & Texas Railroad & Steamship Co. Louisiana Western Railroad. Terminal Railroad Association of St. Louis. St. Louis Merchants Bridge Terminal Railway. Texas & Pacific Railway. Dennison & Pacific Suburban Railway. Weatherford, Mineral Wells & Northwestern Railway. Trinity & Brazos Valley Railway. Union Pacific Railroad. Union Railway, Memphis. Union Stock Yards of Omaha. Wabash Railroad, lines west of Detroit and Toledo. "~ Western Pacific Railway. Wiggins Ferry Co. HISTORY. On October 10, 1913, the Brotherhood of Locomotive Engineers and Brotherhood of Locomotive Firemen and Enginemen, through their duly accredited ofl&cers, in support of the demands of the engi- neers, firemen, and hostlers, presented a request on behalf of aU such employees of the railroads named above for an increase in wages and for sundry improvements of the rules controlhng conditions of service. Meetings were held between the committee representing the em- 458 RAILROAD LABOR ARBITRATIONS. ployees and the coliference committee of managers representing the railroads in Chicago, Dl., and negotiations were carried on and a strike vote was taken. The committee representing the employees and the conference committee of managers having thus failed to adjust the controversy, the parties at interest invoked the provisions of the act of July 15, 1913, byvcalling on the United States Board of Mediation and Conciliation to undertake to settle the controversy by mediation. Commissioner William L. Chambers, Judge Martin A. Knapp, and Assistant Commissioner G, W. W. Hanger, of the United States Board of Mediation and Conciliation, conferred with the parties at Chicago for several days, but were unable to settle the controversy by mediation. On August 3, 1914, the matter was submitted to arbitration by agreement. The parties agreed that the matters in controversy should be sub- mitted to an arbitration board composed of six members, two to be appointed by the brotherhoods, two oy the railroads, and two neutral members. The brotherhoods named as their representatives on the board, F. A. Burgess, of Cleveland, Ohio, assistant grand chief. Bro- therhood of Locomotive Engineers, and Timothy Shea, of Peoria, lU., assistant president. Brotherhood of Locomotive Firemen and Enginemen. The railroads selected as their representatives H. E. Byram, of Chicago, lU., vice president, Chicago, Burlington & Quincy Railroad, and W. L. Park, of Chicago, El., vice president, Blinois Central Railroad. The four members of the board thus chosen, not being able to agree upon the two neutral arbitrators within the time prescribed by law, so notified-the board of mediation and concihation, and on November 21, 1914, the United States Board of Mediation and Concihation notified the four arbitrators chosen by the parties that under the provisions of the act of July 15, 1913, the board had named as the remaining arbitrators Jeter C. Pritchard, of AsheviUe, N. C., judge of the United States circuit court, and Charles Nagel of St. Louis, Mo., former Secretary of Commerce and Labor. The date for the beginning of the hearings was set for November 30, 1914. The Doard of arbitration, appointed as above, held its first meeting, in the Federal Building, Chicago, Dl., on Monday, November 30, 1914. ■ Judge Jeter C. Pritchard, of AsheviUe, N. C, was elected chairman of the Doard; H. S. Milstead, of Washington, D. C, was appointed secretary; WiUiain A. Britt, of AsheviUe, N. C, was appointed assist- ant secretary. Public hearings were held from November 30, 1914, to and includ- ing March 18, 1915. On March 29, 1915, briefs were submitted by both sides and arguments were had from March 29, 1915, to and in- cluding April 2, 1915. Testimony was taken from November 30, 1914 (including arguments), to and including April 2, 1915. This testimony covers 7,828 printed pages. Exhibits were presented by the employees, numbered 1 to 89, and exhibits were presented by the railroads, numbered 1 to 50, inclusive. The board was in execu- tive session from April 3, 1915, to and including April 30, 1915, and on the last named date announced and filed its award. EAILEOAD LABOR ARBITRATIONS. 459 PROPOSITIONS SUBMITTED TO ARBITRATION. The articles finally submitted to arbitration by mutual agreement, which were in reality the requests made by the brotherhoods, were as follows : Article 1. passenger service. One hundred miles or less, five hours or less, will constitute a day's work in all classes of passenger service. All mileage in excess of lOO.miles shall be paid for pro rata. ALL OTHER SERVICE EXCEPT SWrTCHING. One hundred miles or less, 10 hours or less, will constitute a day's work in all classes of service except passenger and switching service. All mileage in excess of 100 miles shall be paid for pro rata. Ten miles run will be the equivalent of one hour's service performed, or vice versa. OVERTIME IN ROAD SERVICE. Passenger service. — Overtime in passenger service will be computed and paid for on a basis of 20 miles per hour, at rate for each class of engine used. All other road service. — Overtime in all other service except passenger and switching service will be computed on a basis of 10 miles per hour, and paid for at the rate of 15 miles per hoiir, at rate for each class of engine used. All overtime will be computed on the minute basis. Article 2. — Rates op Pat. passenger service. The rate in passenger service on locomotives other than the Mallet type weighing less than — Engineers. Firemen. 80,000 pounds on drivers shall be $4. 50 $2. 90 80,000 pounds and less than 100,000 pounds on drivers. 4. 60 3. 00 100,000 pounds and less than 140,000 pounds on drivers 4. 80 3. 15 140,000 pounds and less than 170,000 pounds on drivers 5. 00 3. 25 170,000 pounds and less than 200,000 pounds on drivers-. . , 5. 15 3. 40 200,000 pounds and less than 225,000 pounds on drivers 5.35 3.50 225,000 pounds and less than 250,000 pounds on drivers 5. 50 3. 65 250,000 pounds and over on drivers 5. 60 3. 75 In all classes of service . except passenger and switching service on locomotives other than Mallet type weighing less than. — ■ ' Engineers. Firemep. 80,000 pounds on drivers shall be $5. 00 $3. 25 80,000 pounds and less than 100,000 pounds on drivers 5. 20 3. 40 100,000 pounds and less than 140,000 pounds on drivers 5. 40 3. 50 140,000 pounds and less than 170,000 pounds on drivers 5. 60 3. 65 170,000 pounds and less than 200,000 pounds on drivers 5. 80 3. 75 200,000 pounds and less than 225,000 pounds on drivers 6. 10 4. 00 225,000 pounds and less than 250,000 pounds on drivers : . 6. 40 4. 25 250,000 pounds and over on drivers - - 6. 70 4. 50 Mallet type engines, all classes of service, except switching service, weighing less Engineers. Firemen. 250,000 pounds on drivers • $7. 50 $4. 90 250,000 pounds and less than 300,000 pounds on drivers 7. 75 5. 10 • 300,000 pounds and less than 400,000 pounds on drivers 8. 00 5. 25 400,000 pounds and over on drivers 8. 25 5. 50 PUSHER, HELPER, MINE RUNS, WORK, WRECK, BELT LINE, TRANSFER, AND ALL OTHER UNCLASSIFIED SERVICE. Engineers and firemen on locomotives in pusher and helper service, mine runs, work wreck, belt line and transfer service, and all other unclassified service, will be paid through freight rates according to the class of engine. 460 EAIiLROAD LABOB AEBITEATIONS, DIVISIONS WHERE GRADE IS 1.8 PER CENT. ,pn all divisions where grade is 1.8 per cent or over an increase of 10 per cent over valley rates will be paid. NARROW GAUGE LOCOMOTIVES. On roads where narrow gauge locomotives are in service, a 5 per cent increase over present rates in effect shall be granted. ELECTRIC LOCOMOTIVES, ELECTRIC, EITHER MUI/TIPLE UNIT OR SINGLE, GAgOLINE, OR OTHER SERVICE. Where electric, multiple unit, gasoline, or other service is installed as a substitute for steam, or is now in operation on any railroad parties to this agreement or on any of the tracks operated or controlled by any of them as part of their system, the loco- motive engineers and foemen shall have the right to the position of motorman and helper, respectively. The term "helper" will be understood to mean the second man employed on electric locomotives or other power. SENIORITY RIGHTS — RULES, HOURS OP SERVICE AND MILEAGE. Seniority rights to be interchangeable. Steam rules, hours of service, and mileage to apply with the following rates of pay: Motorman. Helper. PASaENGER 3EKVICE. 20,000 pounds tractive power and less Over 20,000 pounds tractive power and less than 25,000 pounds Over 25,000 pounds tractive power and less tlian 30,000 pounds Over 30,000 pounds tractive power and less thaa' 35,000 pounds Over 35,000 pounds tractive power and less than 40,000 pounds Over 40,000 pounds tractive power and less than 45,000 pounds 'Over 45,000 pounds tractive power and less than 50,000 pounds Over 50,000 pounds tractive power and less than 55,000 pounds Over 55,000 poimds tractive power and less than 60,000 pounds 60,000 pounds tractive power and over , ALL OTHEE SERVICE EXCEPT PASSENGER ANB SWITCHING. 20,000 pounds tractive power and less Over 20,000 pounds tractive power and less than 25,000 pounds Over 25,000 pounds tractive power and less than 30,000 pounds Over 30,000 pounds tractive power and less than 35,000 pounds Over 35,000 pounds tractive power and less than 40,000 pounds Over 40,000 pounds tractive power and less than 45,000 pounds Over 45,000 pounds tractive power and less than 50,000 pounds ; Over 50,000 pounds tractive power and less than 55,000 pounds Over 55,000 pounds tractive power and less than 60,000 pounds Over 60,000 pounds tractive power and less than 65,000 pounds Over 65,000 pounds tractive power and less than 70,000 pounds 70,000 pounds tractive power and over SWITCHING SERVICE. 20,000 pounds tractive power and less Over 20,000 pounds tractive power and less than 40,000 pounds Over 40,000 pounds tractive power and less than 60,000 pounds 60,000 pounds tractive power and over 4.50 S3. 35 4.60 3.35 4.70 3.35 4. SO 3.35 4.90 3.35 5.(H) 3.35 b. 15 3.35 5..S5 3.35 S.-W 3.35 5.60 3.35 .■i.Ofl 3.75 .5.20 3.75 5.30 3.75 6.40 3.75 5.60 3.75 .5.Kfl 3.75 6.00 3.75 6.20 3.75 6.40 3.75 6.60 3.75 6.K0 3.75 7.00 3.75 4.75 3.10 ,5.00 3.10 n.m 3.10 6.00 3.10 Article 3. — Local or Way Freight Service. Local trains are way freight or mixed trains whose work is the loading or unloading of freight or doing station switching en route. Engineers and firemen on such trains will be paid 10 per cent increase over through freight rates. ADDITIONAL PAY. Through or irregular freight trains doing work such as loading or unloading freight, stock, or company material, switching at stations, spurs, mines, mills, or required to pick up or set out cars, unless cars to be picked up are first out or cars to be set out are .switched together at terminals, or doing any other similar work, shall be paid for same at overtime rates in addition to time or mileage made on trip. BAILROAD LABOR AKBITKATIONS.. 461 Article 4. — Switching Service. Rates of pay. Firemen. Engines weighing less than 140,000 pounds on drivers. Engines weighing 140,000 pounds and over on drivers . Mfmet type engines S3. 10 3.25 4.00 Engineers and firemen required to begin service other than between the hours of 6 a. m. and 8 a. m. will be paid 2 cents per hour, in addition to above rate. DAY S WOEK. Ten hours or less will constitute a day's work in switching service. Time to be computed continuously, all over 10 hours to be computed and paid for at rate of time a,nd one-half. All overtime to be computed on minute basis. Switch engineers and firemen will not be required to work longer than 6 consecu- tive hours without being allowed 30 minutes undisturbed for meals. IIOAD ENGINES USED. When road engines are used in yard service, road rates will apply. Article 5. — Preparatory Time. Engineers and firemen in all classes of service will be allowed 30 minutes as prefia- ratory time in addition to all other time or mileage made on the trip or day, at the pro'rata rate corre,8ponding-with class of locomotive and service, provided, that on lines of railroad where rules or schedules require them to be on duty more than 30 minutes before time ordered to leave roundhouse or other point, they will be allowed 1 hour's time, and when required to be on duty more than 1 hour, actual time will be allowed. Preparatory time will be the time engineers and firemen are required to be on their locomotives prior to time ordered to leave roundhouse or other point. Article 6. — ^Terminal Delay, passenger sbbvick. Initial terminal delay for passenger engineers and firemen shall begin at the time they are called to leave roundhouse or other point and shall end upon departure of trains from passenger depot. Final terminal delay for engineers' and firemen in passenger service shall begin at the time they arrive at passenger depot and will end when relieved from duty. FREIGHT SERVICE. Initial terminal delay in freight service shall begin at the time engineers and fire- men are called to leave roundhouse or other point and shall end when train has passed from yard track or lead to main line, and actually departs from the terminal. Pinal terminal delay in freight service shall begin when train, arrives at switch leading from main line into yard and shall end when engineer and firernan are relieved from iity, provided, that if from any cause trains are held out of yard, final terminal delay shall begin. ' MINUTE BASIS. ♦ Engineers and firemen shall be paid on a minute basis for all terminal delays at the pro rata rate for the class of engine used, this in addition to all time or mileage made on the trip. Article 7. — Automatic Release and Tie-Up. Engineers and firemen arriving at terminal or end of run are automatically released; When used again they begin a new day. 462 RAILROAD LABOR ARBITRATIONS. CONTINUOUS TIME. . 1 Engineers and firemen tied up between their terminals will be paid continuous time; no deductions will be made for time tied up. Article 8. — Held Away from Home Terminals. Engineers and firemen held at other than home. terminals (including rest period) will bei paid continuous time for all time so held, after the expiration of 15 hours from time relieved from previous duty, at the rate per hour paid for the last service performed; less than 1 hour not to be paid for. Article 9. — Deadheading. Engineers and firemen deadheading on company business shall be paid the same fate and on the same basis as the engineer and fireman on the train on which dead- heading. Rules in individual schedules governing minimum day and other con- ditions to apply. Article 10. — Hostlers. At points where an average of six or more locomotives are handled within 12 hours, day or night, hostlers shall be maintained. ■ positions, how filled. Hostling positions shall be filled from the ranks of the firemen, and they shall be paid .|3.35 per day of 10 hours or less, provided, that where hostlers are required to make main-line movements they shall be paid $4.75 per day of 10 hours or less, over- time in each case to be computed on the minute basis and paid for at the rate of time and one-half. When such main-line or road hostlers are paid the same rate as engineers in switch- ing service, such position shall be filled from the ranks of the engineers. meal hour. Hostlers shall be allowed 1 hour for meals between the hours of 11.30 and 1.30 day or night. Hostlers will be assigned regular meal hour between the hours named or after being on duty 5 hours. Should hostlers be required to remain on duty after designated meal hour, 1 hour will be allowed, as overtime. No. hostler will be required to remain on duty longer than 6 hours without having 1 full hour for meals. Article 11. — Surprise Tests. That the practice of conducting surprise tests by turning switch lights and placing red lights, or flags, unaccompanied by torpedoes, beside track, or wiring down auto- matic signals to proceed position, be eliminated. Article 12. — Assistance for Firemen. On all locomotives in freight service where but one fireman is employed, and on all, locomotives in passenger service, coal will be kept where it can be reached by the fireman from the deck of the locomotive. Coal of the proper size for firing purposes will be placed on alj tenders. Article 13. — Two Firemen. On coal burning locomotives weighing 185,000 pounds or more on drivers, when used in freight service, two firemen will be employed. Article 14. — Miscellaneous. cleaning of locomotives. > On railroads where firemen are required to clean locomotives, they shall be relieved of such service. setting up wedges, filling grease cups, and cleaning headlights. When engineers and firemen are required to set up wedges, fill grease cups, or clean headlights, they shall be relieved of such service at all points where roundhouse or fihop force, or an engine watchman is employed. BAILEOAD LABOR AKBITEATIONS. 463 PLACING OF SUPPLIES ON LOCOMOTIVES. Where engineers stnd firemen are required to place on or remove tools or supplies from locomotives, fill lubricators, flaiige oilers, headlights, markers, or other lamps, they shall be relieved of such service at all points ^fhere roundhouse, shop force, or an engine waj;chman is employed . , Article 15. — Official Rbcokd of Weights on Drivers. For the purpose of reclroning weights on drivers, estcih railroad, parties to this agree- nient, will permanently post bulletins at all terminals showing accurate service weights of all locomotives. Article- 16. — Throwing Switches and Flagging. Engineers and firemen will not be required to throw switches, flag through blocks, or fill water cars. ARGUMENT AND TESTIMONY OF EMPLOYEES; The first general argument put forward by the employees was in support of a standardization of rates of pay and workmg conditions. The claim was naade that the minimum rates of wages, rules guaran- teeing the minimum compensatory benefits, and rules limiting maxi- mum hours of employment for a day's work should be standardized or made uniform on all western railroads. The reasons submitted in behalf of this contention were:, (1) In equity railroads should not be permitted to perpetuate discriminatory rates and rules that adversely affect the earnings and working conditions of engineers, firemen, and hostlers.. (2) The standardization of rates of wages and hours of employ- ment for like service has been recognized as equitable and an economic necessity in many leading industries. (3) The "saving clause" agreed to by the committees representing the railroads and the engineers, firemen, and hostlers, which saving clause was made a part of the written agreement upon which this arbitration was based, was iiot prejudicial to uniformity of minimum rates of wages and rules of employment. (4) In the fixing of wage scales in other industries it is only the mini- mum rate of wages that is standardized, thus recognizing the equity of exceptional higher rates, and in fixing the basis of a day's work it is only the maximum period of time that is standardized, thus recog- nizing the equity of exceptional shorter periods of service for which a day's wage may be paid. (5) The uniformity of rates and rules affecting the compensation of engineers, firemen, and hostlers should not be affected by the relative financial resources of railroad corporations. (6) The railroads now seek and profit by uniformity of national legislation affecting their financial management and physical opera- tion and oppose variant State legislation affecting the same matters, and are privileged to purchase materials for construction, mainte- nance, and operation in a market where prices are uniform. It is, therefore, inconsistent on their part to oppose standardization of rates of pay and working conditions within the transportation industry.. ,,11,. (7) The institution of uniform rates and rules would make it possible t6 calculate labor costs and^wage requests accurately. 464 KAILKOAD LABOR ARBITEATIONS. (8) The further claim was made that by the adoption of concerted action on the part of certain groups of raikoads and. their employees and the abandonment of wage negotiations on the several railroads,, engineers, firemen, and hostlers had been deprived of other means of securing uniformity of wages and working conditions. (9) In conclusion, the argument was made that no great diversity in wages and rates existed in western territory, and standardization in accordance with the requests of engineers and firemen could be put into effect at small expense. The cost of what was termed "arbitrary rules," it was asserted, might also be avoided by standard- ization. As to the request for a 5-h6ur day in passenger service and a 10-hour day in freight service, the declaration was made by the engine- men that these requests should be granted for the following reasons: (1) The high speed of passenger trains and the nervous and physical strain incident thereto made the 5-hour day equitable in passenger service. (2) The rates of wages for engineers and firemen were less per day and per hundred miles in passenger service than in other road service. (3) The 5-hour day for passenger service was already in eflFect upon a majority of the raUroads in the United States and Canada, and as many of the western railroads had such rule, it should now" be made the standard nile. (4) The request for a- 10-hour day in freight service was conserva- tive, in that practically all raiboads had as favorable or a more favorable rule. (5) The clause m this rule provided that all mileage in excess of 100 miles should be paid for pro rata reheved raOroads from paying the overtime rate where the speed of the train was equal to or exceeded 10 miles per hour, and thus established for the railroads a more favorable rule than in other industries, where the overtime rate arbitrarily began at the end of the "day." (6) As to overtime in road service the men contended that this rule should be awarded because: (a) The rate for overtime in passenger service should be at least as high as the rate for regular hours worked. (&) The rate for overtime in freight service should be at the rate - of 15 miles per hour, on a speed basis of 10 miles for the hour^ This rule was more elastic and less expensive to the railroads than the overtime rule was to the employers in other industries, where the . overtime rate began at the expiration of 8 hours. The rule here re- quested relieved the railroads of paying any overtime so long as the average speed of the freight train between terminals equaled or exceeded 10 miles per hour, and in any event road overtime rates would -not begin until the expiration of 10 hours. (c) It was unquestionably shown by the evidence submitted and statements of prominent railroad officials that the heavy loading of freight trains was the direct cause of decrease in speed. "When a freight train was overloaded the sole purpose was to increase the earnings of the railroads from that train, and this purpose was ac- complished usually by exacting longer and more arduous service from the engineer and fireman. KAILBOAD LABOR AEBITEATIONS, 465 (7) The minute basis of paying for overtime in all classes of loco- motive service^ was equitable. Where the 30-minute basis was enforced, an injustice was done when engineers and firemen received no compensation for 29 minutes of overtime. Where railroads were required to pay a full hour's overtime for 31 (minutes, it was not fair to them. The minute basis was exact and fair to both employer and employee. In support of the requests as to rates of pay and the basis for wage payments, it was contended that the rates requested should be based on weights on drivers of locomotives, because: (1) Weight on drivers was the most practical basis for standard- ization of wages for engineers and firemen, because: (a) It partially compensated engineers and firemen for their in- creased productive efficiency for the reason that as the size and power of the engine increased so did the tonnage of the trains and also the revenues to the railroads. (b) It partially compensated engineers and firemen for increased labors and responsibilities resulting from larger engines and heavier trains. (c) It was the basis of wages for engineers demanded by the rail- roads in the eastern territory and was the basis of wages for firemen proposed by the railroads in the eastern territory, and if wages were to be standardized no basis was more equitable to the railroads and their engineers and firemen than weight on drivers. (2) As to the rates of pay in the requests submitted, it was claimed that th.ey were less than would have been requested if all other compen- satory featm-es were not awarded by the board. - Wages of engineers and firemen, it was stated, had never been commensurate with their labors, responsibilities, and hazard of occupation, and their wage ad- vances in the past had not kept pace with their increased responsi- . bihties, productive efficiency, or cost of living. Measured by the wages paid in other industries, engineers, firemen, and hostlers, it was dedared, were several years behind the wage progress of other .American and Canadian workingmen. •(3) Attention was directed to the claim that the higher rates of wages paid by railroads to engineers and firemen employed on the larger locomotives, as they have been introduced into the service, coiSd not be termed "increases" in wages." The slightly higher rates conceded on the larger engines, as they had been placed in service, had not been commensurate with the increased responsibilities and labors of engineers and firemen resulting from the introduction of such large engines. (4) A higher rate of wages should be paid engineers and firemen on Mallet engines than on other engines, for the reason that for the same weight on drivers greater responsibility, labors, and dangers con- fronted engineers and firemen on MaUet engines. A Mallet engine is in fact two engines coupled together in a manner that snakes it pos- sible for railroads to operate them with one engineer and one fireman, thus saving the expense of one engine crew. (5) The present differential of 15 cents less per day for firemen on oil burning engines should be eliminated, it was argued, and the rates requested should be awarded on aU locomotives. In other industries, it was pointed out, a differential in wages per day had not been es- 51393°— S. Doc. 493, 64-1 30 466 RAILROAD LABOR ARBITRATIONS. tablished, and lower wages had not been paid because of the intro- duction of devices that reduced physical labor. Where oil had been substituted for coal as fuel, marine and stationary firemen had suf- fered no loss in wages per day and no differential had " been- estab- lished between their rates of wages. Instead of wage reductions there had been repeated wage increases in practically all industries where physical labors of workingmen had been relieved by the intro- duction of labor saving devices. (6) Although a graduated wage for firemen, by weight on drivers or size of engines, where oil is used as fuel had never been insisted upon for firemen, yet it had been a well recognized principle that the ability of the employee to produce earnings for his employer was a fair basis for the graduation of wage rates. Through freight rates, the employees claimed, should be paid on pusher, helper, inine runs, and other unclassified service in the mterest of standardization, and because a majority of railroads had already adopted this policy in some branches of unclassified service. The differential requested on mountain divisions, as compared with valley territory, should be awarded, the enginemen argued, becaiise the mountain work was more arduous, carried greater responsibilities, and because the railroads received higher freight and passenger rates in mountainous territory. In view of the further fact that the engine crews by custom have always received higher rates of pay in narrow gauge service, the employees contended that in equity their rights should be recognized by allowing them a 5 per cent advance in wages, at least, to offset the rise in the cost of Hving. As to electric locomotives, electric, either multiple unit or single, gasohne, or other service, it was claimed by the employees that the rates asked for should be granted because: (1) Employees should be privileged to share in the productivity and economic advantages resulting from the introduction of labor saving and profit producing machines that could be operated at a comparatively low cost. As wonderful printing inventions had brought to the employer prosperity, to the masses of the people cheaper books and newspapers, and to the employees in the printing trades better wages and improved conditions, the engineers and firemen should also share with the railroad employer and the public the profits and bene- fits arising out of the introduction of electric locomotives. (2) The engineers and helpers had just as great responsibilities and . must possess the same knowledge of train rules and operation as in steam service. (3) The railroads should not deprive their engineers and firemen of the right to employment in electric service they now possess in steam service. (4) Only experienced engineers and firemen should be permitted to operate trains propelled by electric locomotives. As a chain is no stronger than its weakest lirik, an inexperienced engineer in charge of an electric locomotive might cause disaster to himself and others, although every other engineer in the same service and on the same track might be thoroughly competent. (5) The wage cost per ton mile to the railroads of engineers and firemen employed on electric locomotives and electric trains was much less than with steam locomotives at the same wage rate per day. EAILROAD LABOR AEBITEATIONS. 467 As to higher rates of pay requested, in local and way freight service, it was contended by the employees that they should be awarded because the station-switching and. other work peculiar to local freight service resulted in a decrease in the average speed of such trains be- tween terminals, thereby greatly decreasing on a mileage basis the earning opportunity of engineers and firemen for the same period of service. When local freight work was required of engineers and fire- men in through freight service, additional compensation should also be paid. As to switching service, it was claimed by the enginemen that their requests shbuld be allowed for the following reasons: (1) Engkieers and firemen in switching service had never possessed the numerical strength to bargain effectively for rates of wages com- mensurate with their responsibilities and duties. A.low;er rate of compensation per hour for them than for employees pf similar impor- tance in other industries was the outcome. The rates of wages per hour requested in this rule for engineers and firemen were less than wages paid by employers in many other industries for skilled workmen. (2) If the percentage of increase in rates of wages requested for engineers and firemen in switching service exceeded the percentage in requests for other service it was because the present rates were so low, and not because the requested rates were excessive. (3) Rates of wages of engineers and firemen in switching service were lower, proportionately, than wages of other employees in the same service. (4) The higher rates requested on the larger engines in switching service were equitable because: {a) The larger engines were maintained where the heaviest work was required of engineers and firemen. The smaller engines were usually in service at the less important switching yards or assign- ments. Thus, the theory of increased rates of wages for increased responsibilities and labors and increased productive efficiency was maintained for switching service. (&) Some railroads had insisted on paying a lower rate of wages to engineers and firemen in what had been designated as "second-class" yards upon the theory that the work was not so arduous. By the gradation of rates of wages by weights on drivers, as in this rule, railroads were privileged to pay a lower rate -w^here work was less important by the assignment of a small engine to such'work. In support of their contention for preparatory time it was argued by the employees that this .request should be granted because the preparation of a locomotive for service was an essential feature of the duties of both engineers and firemen. An engineer, it was pointed out, was required to inspect a locomotive and assume responsibility for aU undiscovered defects, to attend and adjust all lubricating attachments and assume responsibfiity for their perfect workiag, to assume responsibihty for the perfect working of the air brakes and, other mechanical devices that wake up important adjuncts to the operation of a perfect locomotive; to inspect train registers for the purpose of ascertaining the arrival and departure of trains that in any manner affect the safe operation of the train he was to puU; to inspect bulletin boards for the purpose of observing rules and orders posted for his guidance since his last trip; to compare his watch with the official timepiece of the raikoa'd by wbich he was employed. After 468 EAILEOAD LABOR AEBITHATIONS. all these duties had been performed he was ready to receive his running orders and begin the work for which raih-oads were willing to pay. A fireman was required to assist the engineer in such duties as might be assigned him. - This preparatory time, it was claimed, should be paid for in addi- tion to all other time made on the trip or day because, this being a distinct and separate service upon which a safe and successful trip depended, it was vmfair that raUroads should decline to compensate engineers and firemen for it. Terminal delay, it was the. contention of the employees, should be paid for: (1) To prevent railroads requiring engineers and firemen to report Jot duty before their services were needed. (2) Payment for terminal delay should be in addition to all time or mileage. Unless the payment was arbitrary or independent of pay for road service there would be no incentive for railroads to abandon the practice of detaining engineers and firemen at terminals when the road trip could be or had been made at a speed that would avoid overtime. As to the automatic release and tie-up request, it was claimed by the employees that this rule should be granted because: (1) So long as railroads availed themselves, of the low rates of wages peculiar to the mileage basis they should not be permitted to deprive engineers and firemen of the premium or bonus feature of the mileage basis of wage payments. (2) The automatic release and tie-up was necessary if an equitable distribution of work between engineers and firemen was to.be main- tained. (3) In a vast majority of tie-ups of engineers and firemen between terminals in the application of the Federal hours-of -service act it was contended that the cause was the loading of the train, and this was done because the heavy loading of freight trains was the most effective method of increasing revenues of railroads and, at the same time, reducing labor cost of product, and it was therefore proper that rail- roads should pay engineers and, firemen continuous time from ter- minal to teVminal in this revenue-producing operation. As to article 8, requesting pay for being held away from home ter- minals, the employees contended that tms rule should be awarded, because: (1) Engineers and firemen were required to incur extra living expenses when away from home. (2) When engineers and firemen were held at other than home ter- minals their expenses not only contiaued, but their earning power ceased. (3) The purpose of the railroads in holding engiaeers and firemen at distant terminals being to await full toimage for trains the profits of this practice made it possible for^e railroads to comply with, the rule without financial loss. (4) The burden of decreased trafl&c should nOt be borne entirely by engineers and firemen. The argument advanced in support of article 9, providing for pay- ment for deadheading on company business, was that if the exigencies of a railroad's business required that 'engineers and fitremen be sent EAILEOAD LABOE AEBITEATIONS. 469 from one point to ' another for ^he purpose of performing certain assigned duties the burden of expense for such movements should be borne by the raih-oad instead of by the engineer and firenian. Already on many railroads this principle had been recognized. In connection with the rates of pay and working conditions re- quested for hostlers, the following arguments were advanced: (1) Engineers and firemen while performing road service should not be required to act as hostlers. The duties of road service for engineers and firemen were extremely arduous, and railroads should not require additional service of them. (2) Hosthng positions should be filled from the ranks of the fire- men, except when making main-line movements, when only expe- rienced engineers should be employed. (3) The advance in rates of wages r,equested in the proposition for hostlers should in no manner deprive them of the opportunity to eat- one meal during each day's service, and this time for eating should be available at a reasonable hour. (4) Where railroads disregard this rule they should be required to Eay for one hour's work not performed, which might result in the rule emg apphed. (5) No hostler should be required to remain op duty longer than six hours without having one full hour for meals. (6) The rate requested, it was claimed, was equitable. The rate fier hour of 33 J cents was much less than was paid in other industries or labor less skilled and work less important. No engineer should be paid less than $4.75 for 10 hoiu^ work, and none but men quali- fied as -engineers should be permitted to serve as road hostlers! (7) Time-and-a-half request for overtime, it was asserted, was a penalizing request. Hostlers should not be required to work more than 10 hpurs per day, for it was as practical and less expensive for a railroad to relieve a hostler from work at the end of 10 hours as it was for the same railroad to relieve a shop mechanic at the end of 8 hours, which was the rule ; and the only practical method of limiting a day's work was the usual' method of paying time and a half for overtime. (8) In the case of hostlers, as for all railway employees, aU over- time should be paid on the minute basis. Existing methods of making surprise tests should be forbidden, it was claimed, for the following reasons: (1) The nervous shock incidental to some of the so-called efl&- ciency tests or surprise tests experienced by engineers and firemen subjected to such tests were dangerous to the traveling public, highly injurious to the mentality of the engineers and firemen, and an economic loss to the railroads. (2) Men in charge of the operation of locomotives should have complete command of their mental faculties if trains were to be transported safely. Men whose judgment hacj been warped by ex- Eosure to unreal but threatened danger, whose sense of caution had een dulled by the cry of wolf oft repeated, were hot safe men to operate trains, and if the travehng public knew the facts, it was asserted, laws would be enacted to prohibit the practices against which complaint was made. (3) When an engineer and fireman were confronted by a seeming disaster — a misplaced switch or a coUision — "they live a lifetime in a minutQ," as had been aptly stated iii this arbitration. 470 KAILROAD LABOR AEBITEATIOSTS. As to the request of the 'firemen for assistance in shoveling coal forward from the tender, it was claimed that this assistance should be granted, because: (1) With the growth in the size of locomotives, the greater ton- nage of freight trains, and the increased weight and speed of passenger trains, tenders of greater capacity had been placed in service, with the result that much of the coal burned in a locomotive was handled twice by the fireman. (2) On many railroads loiig before the large tenders of to-day were built rules were conceded tb firemen that coal would be broken to proper size for firing, and on some railroads these rules were enforced. Seldom had the fireman the time to properly break coal, and it was well known, to railway officials that the expense of breaking coal to proper size for firing was saved in the more economic combustion of that fuel. As to article 13 of the employees' requests, which provide for the employment of two firemen on locomotives weighing more than 185,000 pounds on drivers, it was contended that this rule should be awarded because : I (1) The physical requirements for properly firing a large locomo- tive were beyond .the capacity of one man was conceded by prac- tically aU whose personal observation had given them a knowledge of the subject. (2) By the increased efficiency of the locomotive when two~ firemen were employed the expense of the second fireman would be more tlian offset, _as official tests had demonstrated that the cost" to the railroads for firemen per ton mile was less with two firemen than with one fireman or with a mechanical stoker. At a freight rate of 1 cent per to-n per mile one 40-ton car of freight added to a train where a second fireman was employed would produce additiona,l revenue for the rail- road sufficient to pay three times the entire wages of the engineer and both firemen. The greater efficiency of a locomotive fired by two firemen would, it was also claimed, probably increase the speed of the train sufficient to avoid payment of^overtime to the entire engine and train crew to the extent on'many trips of offsetting the wages of the second fireman. (3) Firemen and engineers agree that to oppose the introductioh of larger locomotives would be improper from an economic viewpoint. They appreciate the fact that the larger the locomotive the greater the tonnage of the train and earnings of the railroads. The assertion was therefore made that railroads should not withhold the assistance of a second fireman when by so doing the exhausted condition of the one fireman necessitated his laying off for recuperation, and thereby losing his earnings of a day or trip. (4) The theory advanced by the railroads that the introduction of superheating devices was ^ factor in the fixing of wage rates for firie- men was not practical. While it was conceded that the perfect- working superheater reduces the amount of coal burned in transport- ing the same tonnage, in practice the tonnage was increased instead of the coal saved. , (6) In no other steam plant had the employer required one fireman to perform the work, regardless of the power generated. As the size of the steam vessel increased so does the number of the firemen and engineers employed. EAILEOAD LABOE AEBITEATIONS. 471 (6) Upon the presumption that the substance of this rule would be awarded the board of arbitration was urged not to refer to another board of arbitration the question of when the award of this arbitration should be applied, as was done on a former occasion. As to article 14 of the requests, providing that engineers and firemen should not be required to clean locomotives, setup wedges, fiU grease cups, clean headhghts, or place supplies on locomotives, it was argued: (1) The cleaning of engines was not a fireman's work. Railroads never paid firemen for cleaning engines, and they have insisted upon their performing this work only because firemen could be coerced mto cleanmg engines without compensation therefor. (2)- The setting up of wedges was a machinist's work and should be done by a machinist. Filling grease cups and cleaning headlights should be done by roundhouse employees while engineers and firemen were securing rest from their previous trip or day's work. In fact, many railroads had abandoned the practice of compelling engineers and firemen to do this work. In support of their demand to be relieved from the duties of throw- ing switcnes and flagging, argument was submitted by the engineers and firemen as follows: (1) It was unfair that brakemen and switchmen should be displaced by raiboads for economic reasons and then require ehgineers and fire- men toperform their work. (2) There should be a sufficient number of brakemen and switchmen employed to throw switches and fiag through blocks, for firemen were required by- the rules of aU railroads to assist the engineer in engine duties and to watch carefuUy for signals. This could not be done with the fireman off the engine performing brakemen's and switch- men's duties. (3) firemen were clothed especially for the hot work of firing locomotives and usually their clothing was saturated with perspira- tion. To require firemen in this condition to go out in zero weather to do brakemen's and switchmen's work should be prohibited by this award. (4) Attention was directed in this connection to the testimony of railroads' witness (Record, p. 3318), where it was said, "The practice of not requiring engineers and firemen to throw switches or flag through blocks is established." As to earning possibUities under existing rates and rules, a summary of the argument and testimony of the employees on this proposition was, briefly, as foUows: The claim was made that the position taken by the railroads was based upon the earning possibilities of a few of the engineers and firemen rather than upon these classes of employees as a whole. They asserted that the railroads presented statistical statementsand testimony of witnesses which demonstrated conclusively that it was possible for engineers and firemen, by working from 12 to 16 hours per day, to eamfar more in a month or year than employees in other industries can earn for the same period of time when working only 8 hours per day and on only the usual working days^ excluding Sundays and holidays. The employees conceded in their early testimony and documentary evidence, it was pointed out, that under the piecework and seniority systems, long in effect, a comparatively few of their feUrw workmen could, by great physical effort and continuous em- 472 BAILROAD LABOR AEBITKATIONS. ployment, add to their earnings in a marked degree. They claimed that the real effort naade by the railroads has been to show that the exceptionally high earnings at a given time are typical of the earnings of all the Engineers and firemen under the existing rates of wages and compensatory rules, and in denial that the earnings of a few are typical of the earnings of all, or that the earnings for October, 1913, were typical of the earnings for aU other months, the following statement was put forward: (1) Under the piecework system, combined with the seniority sys- tem, the engineers and firemen longest in service were enabled to earn in a given month or year far more thsCn. their feUow workers who were juniors in the service. (2) Wages of locomotive engineers and firemen employed in road service were based upon certain rates per hundred miles traveled by the locomotive they operate. Consequently, the higher the speed of the train the greater the opportunity to add to earnings in a given time. There being no limitation, to the number of hours worked in a given time, or in one trip or a series of trips, so long as the ' 'sixteen- hour law" was not violated, those with the greatest physical capacity were able to make many miles, or complete many "pieces," under this piecework system within one month's time, and the earnings of these few was one of the principal supports on which the railroads rest their case. (3) In all .piecework systems of~compensating workers, after a rate per piece is estabhshed, more work per piece was exacted, and a contest continued between the worker, who seeks to increase the com- pensation per piece, and the employer, who exacted more and more service per piece. So it has been with engineers and firemen a con- stant struggle to have rates per mile keep pace with work exacted per mile. Trains in freight service formerly were operated at compara- tively high speed, under the theory of railroads then popular, that Crompt service brought business. Since then managerial efiiciency ad proceeded upon me theory that speed was a negUgible factor, and that the greater number of tons of freight that could be transported by one engineer and fireman the larger was the net revenue gain. To compensate in some degree for this loss of earning power per 100 miles, existing rules provide on 10-hour railroads that when the speed of a train fell below an average of 10 miles per hour the engineers and firemen would receive the same compensation for 6 minutes of time on duty as was paid for 1 mile traveled. Thus, engineers and firemen on such railroads received a day's pay for "100 miles or less, 10 hours or less." , (4) To support their alleged object of demonstrating that the present rates of pay and compensatory rules were full, and adequate, the men claim the railroads had based their computations and esti- mates of expense of complying with the requests of the men upon the pay rolls of engineers and firemen for the month of October, 1913, the month in which the railroads' business was the greatest in the railroads' history. If it could be shown that a majority of engineers and fire- men received comparatively large pay checks in October, 1913, the railroads presumed their contentions to have been sustained. . That each of a majority of these engineers and firemen did two men's work and thereby earned two men's pay in October, 1913, many of whom earned less than half as much in other months of the same fiscal year, EAILROAD LABOR AEBITEATIONS. 473 was overlooked in the statements of the railroads until attention was caUed to these facts. The fact that in October, 1913, the business of the railroads was so great that a majority of the men were required to work a greater number of hours than in any other month m the history of railroads was no reason why the rates of wages per hour for engineers and firemen, it was contended, should be exceedingly low. (5) Compared with the average rates of wages of employees in other industries, locomotive engineers in freight service rank below 15 leading trades. Engineers in switching service in the city of Chi- cago work for 42^ cents per hour, where hod carriers were paid 48 cents per hour and skillea workers in other trades were paid from 65 cents to 75 cents an hour. In a statement of average wages per hour in 17 western cities for the year 1913, for 46 trades the wages of loco- motive firemen in freight service ranked thirty-eighth — lower than helpers and laborers in some industries. In the city of Chicago a locomotive fireman in switching service received 25 cents per hour; while the hod carrier in the same city was paid 48 cents per hour. Locomotive hostlers employed by one of the most important and prosperous of western railroads were required to work 12 hours per day at 25 cents per hbiu-. Stress was laid upon the increased cost of hving by the employees, as a justification for advances in existing rates of pay. The argu- ments put forward in this connection, briefly stated, were as follows : (1) Approximately 10 per cent increase in wages, in the aggregate, was secured by engineers and firemen in the wage adjustments of 1910. During the four-year period ending with 1913 a special investigation demonstrated that the cost of hvjng of engineers and firemen and hostlers had increased not much less than $100 a year since their last ^ wage increase in 1910. In reaching this estimate prices of articles during the winter of 1913-14 were the last investigated and no part of the period included in the present European war was considered. (2) The purchasing power of a day's wage was of far greater economic importance to the worker in any industry than the rate of pay. Engineers and firemen had learned from years of experience that when wage increases had been conceded by railroads such ad- vances in compensation had already been absorbed by the increases , in the prices of meat, groceries, rent, cost of meals, and rooms p,way from home, and other items of living expenses. /In no other industry, it was pointed out further, were employees required to. possess the extraordinary quahfications demanded by railroads of engineers and firemen. This was an important factor, it was claimed, that shoiJd be considered in the fiLxing of their wage rates, for the following reasons : (1) AppMcations of engineers and firemen for employment were extraordinary in forbi and detail and the examination conducted in connection therewith was most exacting. (2) The physical examinations of firemen upon which their em- ployment was dependent was more rigid than that conducted by the Federal Government in the enlistment of soldiers, more extensive and particular than required of applicants for large insurance policies by insurance companies, and were carried to an extreme unknown in any other form of physical examination. (3) The repeated visual and aural tests to which engineers and fcemen were subjected, while maintaining the highest degree of. 'physical efficiency, constantly endangered their employment. 474 RAILROAD LABOR ARBITRATIONS. (4) Eepeated mechanical investigations of the technical knowledge acquired by firemen and the high standard of technical quahfications required by firemen made highly skilled men of them, often years before their promotion to the position of engineer. (5) Engineers before promotion and while yet serving as firemen were required by thorough and exhaustive examinations and tests to demonstrate their technical qualifications to serve as engineers. (6) Engineers and firemen who had successfully survived these ordeals were in constant danger of being debarred from employment by any railroad because of injuries or other ailments, many of which were truly occupational. As to the occupational hazard of locomotive engineers and firemen, a summary of the testimony and argument of the employees on this point briefly was as follows : (1) Almost one-half of all deaths of members of the Brotherhood of Locomotive Firemen and Enginemen were the direct result of rail- way accidents. Of 1,224 members who became physically disabled during the 10 years ending December 31, 1913, 544 of such disabilities were amputations of hands or feet. In no other occupation would the hazard of employment be shown so great. (2) Scientific investigations Uad reported the occupational hazard of the locomotive engineer to be far greater than in many other industries. (3) Insurance of engineers and firemen by many old -fine companies and fraternal societies was prohibited, and where not prohibited the rates were usually far in advance of normal rates. The underlying fundamental argument for better wages and work- ing conditions advanced by the employees was based on the increased work and productive efficiency of locomotive engineers and firemen. A summary of the testimony and argument of the employees on this point follows : (1) It was claimed that there had been a marked increase in their labors and responsibilities. The fireman has had more arduous phys- ical work to perform because of the necessity on coal burning railroads of handUng more fuel for each locomotive mile traveled. Measured by this standard, the sworn annual statements of western raUroads to the Interstate Commerce Commission showed that the work of firemen on coal burning locomotives increased from 52 to 162 per cent, accord- ing to raHroads, during the period from 1890 to 1913 and from 34 to 118 per cent during the period 1900 to 1913! The engineer, on the other hand, had found it necessary to operate a larger and more com- plicated mechanism and has had .his duties increased by the responsi- bility of looking after a much heavier train. (2) The productive efiiciency of engineers and firemen, or, in other words, the volume of traffic handled per engipeer and fireman, had been greatly increased. This was apparent from the number of ton mUes or traffic units transported by engine crews at the present time as compared with former years. Measured on the basis of each $1 ,000 compensation paid engineers and firemen, the freight engineers on 24 representative western railroads, considered as one system, in 1913 handled 92 per cent more ton miles than in 1890, and the freight fire- men for each $1,000 paid them transported 83 per cent more freight traffic in 1913 than in the year 1890. Considering both freight and passenger traffic together, the engineers and firemen employed by EAILROAD LABOR ARBITRATIONS. 475 these representative western railroads on a very conservative basis of calculation for each $1,000 paid in wages hauled a volume of combined freight and'passenger traffic from 40 to 50 per cent greater in 1913 than in 1890. (3) This increased productivity, it was contended, had been at- tended by a decrease in costs to the railroads in terms of wage pay^ ments to engineers and firemen for each imit of traffic handled, or, in other words, it had cost the railroads less in outlaj^ to engineers and firemen to transport ton miles and passenger miles. During the period 1890 to 1913 the ratio of the cost of engineers and firenfen to total operating expenses for 24 representative western railroads, con- sidered!^ as one system, declined from 9.89 to 8.06, 'while the proportion of operating revenues absorbed by wage payments to locomotive engi- neers and firemen fell from 3.94 per cent in 1890 to 3.30 per cent in 1913. During this same period the outlay in terms of wages to engi- neers and firemen for each 1,000 ton miles handled was 33.1 cents less on these same roads-in 1913 than in 1890. (4) As the introduction of engines of greater tractive power which were able to haul a larger amount of traffic than those which they superseded had increased, the field of employment of engineers and firemen had been curtailed and the opportunities for promotion had been restricted. (5) In their annual reports to stockholders during recent years rail- road executives had commented in detail upon the development of greater freight train loads, the handling of a larger volume of traffic with fewer locomotive and train miles, and the decrease in labor and general operating expenses which had been thus secured.. Their state- ments, it was asserted, fully corroborated the claims of the locomotive engineers and firemen, as set forth in the arbitration proceedings. (6) It was clear, also, it was claimed, that the development in the productive efficiency of locomotive engineers and firemen employed on western railroads had not reached its maximum. A series of inter- views with railroad presidents, which were pubhshed in the Kailway Age Gazette in its issue of April 10, 1914, was used to corroborate this contention. With one exception, they all stated that they believed there would be greater increases in the weight of freight train loads. The reahzation of this prospect, it was pointed out, would obviously mean more work and responsibihties 'for Engineers and firemen and further increases in their productivity. (7) An analysis of the operating and financial performance of 43 representative western railroads, considered as one system, during the period 1909 to 1913, showed that after the payment of ah increases in costs of operation, and after allowing interest at 4 per cent per annum for expenditures for additional capital investment during the ■ same period, th.ere was a balance remaining to compensate the increased productive efficiency of locomotive engineers and firemen and other labor of $50,541,129. If 5 p«r cent be allowed to added capital mvestment during this period, including the additions made from income, it was claimed by the employees that there would stiQ rernain $34,629,574 available for the compensation of increased pro- ductive efficiency on the part of locomotive engineers and firemen and other labor. These gains, it was asserted, were now contained in the accumulated surplus and other assets of the railroads, and loco- motive engineers and firemen were entitled to a further participation 476 EAILBOAD LABOR ABBITBATIONS. in these gains because of their increased work, duties, and respon- sibilities. (8) Enginemen, it was argued further, had no control of operating or managerial efficiency and should not be expected to bear the burden of operating inefficiency or financial mismanagement. The .determination as to the degree of participation in revenues to be accorded them should, it was asserted, be based on locomotive or train- mile costs and revenue galas. On this basis, locomotive engineers and firemen had an opportunity to demonstrate their increased. wor!k and productivity. Bj this standard it was at once evident from the testimony submitted, it was declared, that the labors and responsi- bilities of enginemen had increased, that their productivity, in terms of units of transportation, had rapidly advanced, and that their cost to the railroads in terms of units of transportation had decliaed,* leaving large revenue gains available for increased compensation. As the iiext step in their argument the employees undertook to prove the financial ability of western railroads to pay increased wages to their, locomotive engineers, firemen, and hostlers. A sum- mary of the testimony and argmnent on this point is set forth below: (1) In the first place, it was shown that the combined accumulated surplus of 43 leading western railroads, which were parties to the arbitration proceedings, amounted, on June 30, 1914, to $625,895,415. (2) The actual cash on hand or in bank reported by western rail- roads engaged in the arbitration proceedings amounted, on June 30, 1914, to $208,278,196. (3) Thirteen independent railroads practically owned or controlled the other western railroads. These L3 proprietary companies on June 30, 1914, had an accumulated surplus of $440,812,500, and cash on hand amounting to $109,101,107. .- (4) Larger dividends were disbursed by western railroads in 1914 than in 1913 or 1910. There were no dividend or interest curtail- ments by western railroads in 1914 the finances of which had been ^ properly and conservatively managed in the past. (6) A nmnber of railroads in the West in 1914, showed a deficit in current income after the payment of operating expenses and capital charges. Eliminating those railroads which have been weakened by financial mismanagement and those which were subsidiaries of pros- perous systems, it was shown that less than 1 per cent of the total mileage of western railroads engaged in the arbitration proceedings were operated in 1914 at a deficit, after the payment of fixed charges. (6) Fifty-three western railroads during the fiscal year 1913, the last year of which time, was available to make the computation, earned 7.78 per cent on their total capital stock outstanding, whether it had been issued with or without consideration in property or earning values; 10 of the leading companies of the West, during the same year, earned 9.66 per cent on their total outstanding capital stock. (7) Hidden assets of immense value, it was claimed, were in the Eossession of certain western railroads but did not appear on their ooks at, their real value, such as the timber, oil and mineral lands of the Southern Pacific Co., which were estimated to have a market value of $700,000,000, and which were reported with a book value of only slightly more than $40,000,000; also the timber holdings of the Northern Pacific and Santa Pe EaUroads, -which were worth EAILEOAD LABOE AEBITBATIONS. 477 between $50,000,000 and $100,000,000, but which were not reported among the assets of these companies. (8) So far as any western railroads find themselves ia a weakened financial condition now as compared with past years, it was asserted that this condition could almost invariably be traced to the inevitable result of past mismanagement of their finances. No western railroad, that had been properly managed and operated, or that had been Srojected with true economic judgment and foresight, was insolvent uriag the past fiscal year. In conclusion, the employees contended that the depression in busiaess and industry which had followed the outbreak of the European war would soon disappear and that the outlook for the future was very encouraging. The data advanced ia support of this point were as follows: (1) There had been a favorable change in the attitude of the Fed- eral Government, State regulatory authorities, and of the public toward the, question of increased freight and passenger rates as well as toward the entire railroad situation. (2) There had been a marked recovery from the crisis precipitated by the breaking out of the European war, as evidenced by the great expansion of the coutitry's foreign trade which, in a large measure. Was the underlying basis of prosperity. (3) A rapid improvement in business conditions in the United States in 1915 was predicted by men in close touch with the financial and industrial life of the country. (4) Statements put out by railroad ofiicials, summarizing the results of operations since the close of the fiscal year 1914, indicated that western railroads were already feeling the effects of returning prosperity. (5) A resumption of industrial activity and the restoration of !)rosperity was indicated, it was claimed, by the expansion in the umber industry in the Southwest and in the Pacific Coast States; in the increased output of copper mines in Michigan, Arizona, ani Montana; in the resumption of cotton exports on a large scale; and in the primary movement of grain to Chicago and other centers of distribution. (6) There had been a rapid and steady improvement in the invest- ment market. (7) The monthly reports of the western railroads as to earnings and trafiic clearly indicated, it was asserted, a constant upward movement toward normal conditions. A few railroads showed higher revenues now than for the corresponding period last year; the others ranged from 3 to 10 per cent below normal as compared with the year before. Practically 'all indicated, however, a steady progress during the recent months in recovering from the depressed conditions of the late summer and autumn. ARGUMENT AND TESTIMONY OF THE EAILEOADS. On the part' of the railroads the issues made and the arguments presented are set forth briefly in the following paragraphs. The first point considered by the railroads was the general issues presented in the case. They contended that substantially all the proposals offered by the engineers and firemen were designed to 478 KAILROAD LABOE ARBITRATIONS. bring about greater compensation, not merely through requested increases in the rates of pay, but through arbitrary payments in addi- ,tion to the miles of, the trip or the hours on duty, as well as through changing the basis of computing so-caUed overtune; the demands, it was claimed, were coordinated m such a manner as to make cumu- lative the additions to compensation. The railroad companies con- ceded that the wage scale of engineers and firemen has been fixed by considerations which were peculiar to and inherent in the nature of their occupation, and that their line of work involved not only labor, but also care and responsibility, so that if and when the progress of the art of railroading brought about changes whereby there was imposed upon the engmeers and firemen added labor or added respon- sibihty any tangible increase in such burden should be reasonably reflected in their compensation. They stated that the employees having declined to submit to arbi- tration the question of eliminating from the schedule any rate or rule, no matter how inequitable or arbitrary, and having insisted that the starting point of the questions arbitrated must be the existing schedules on the several roads, it would seem apparent that the pre- liminary question to be answered by the arbitrators before any con- sideration of the detailed propositions could be given must be: What changes, if any, had been made in the labor or responsibilities of the engineers and firemen since the last concerted wage movement, con- cluded as to the firemen on June 4, 1910, and as to the engineers on December 24, 1910. This the railroads claim clearly stated the issues involved. ' As to the argument of increased work and productive efficiency, the railroads made denial of the claims set forth hj the engineers and firemen and stated that the position of the employees as to this increase was not borne out or sustained even by their own witnesses. They declared that while an interesting problem in economics might conceivably be presented in a case wherein there was an increased Eroductivity within a certain period, brought about through the com- • ined contributions of labor, capital, and managerial efficiency, and the proper allocation of their respective shares to capital, to man- ■ agerial efficiency, and to the several classes of labor contributing to the general result was the issue in the present case, a discussion of any such problem seemed unnecessary in view of the fact that if the theory advanced by one of the employees' witnesses was sound and his formulas were left unquestioned that he had demonstrated himself that during the period since the last wage adjustments the combined efforts of capital, labor, and managerial efficiency had not brought about any increase in so-called "productive efficiency." Denial was also made concerning the unit of productivity of engineers and firemen, and the statement was advanced by the railroads that engineers and firemen had nothing to do with revenue. They were employed to run engines and produce engine miles, which were units of expense to the company and units of compensation to the engineers and firemen. Employees do not produce revenue miles or ton-miles, and as' to the question whether their engines hauled a large or a small number of tons, or produced a large or a small amount of revenue, enginemen had no control and no opportunity to afl^ect results. The number of tons of freight per loaded car, or the number of cars or tons per train, could, it was ass,erted, in no manner be affected by any duties per-' RAILROAD LABOR ARBITRATIONS. 479 formed by the engineers' or firemen. The raUroads provided the ec(uipmeri,t; traffic officials endeavored to provide traffic; operating officials brought about better car and tram loading; and constant effort was made to reduce empty-car movement. All of these efforts aimed to bring about greater efficiency and economy, and to these endeavors the engineers and firemen could make no contribution. Their duties and responsibilities had no relation to whether cars were loaded or empty, whether revenue or nonrevenue; and obviously they could make no contribution to efficient car loading or train loading or to the revenue produced thereby. The railroads distinctly disclaimed that any logical reasoning could justify the measurement of "productive efficiency" of engineers and firemen either in terms of ton miles or revenue train miles. Nevertheless they asserted that it was clearly established by official information that in the period from ' 1909 to 1.913 there had. been no substantial gain in "productive efficiency," even when arbitrarily measured in terms of "ton miles" and no gain whatever if measured in terms of "revenue train miles." The railroads next entered a denial to the argument that the labors or responsibilities of engineers and firemen had increased since 1910. Treating "labor" ana "responsibility" as two separate items, itwas pointed out that the only clami of increased labor since 1910 had been made on behalf of the firemen. It was not claimed by any witness, according to the railroads, that the physical labor of engineers had •been in any manner increased. As to the firemen, the reply of the railroads was that, generally speaking, it was true that larger engines burn more coal; but likewise generally speaking, while it was also true that such larger engines take higher rates of pay, it js also true that the differences in rates of pay between the larger and smaller engines was greater than the difference in the work on such engines, and therefore the firemen working on such larger engines received more pay per ton of coal handled than does the man on the smaller engine, and by virtue of the rates of pay being based on the size of engines the practical effect upon a fireman who transferred from a small to a large engine was not merely to increase absolutely his rate of pay, but also to make such rate higher per ton of coal shoveled. The employees, it was pointed out, had produced elaborate statistics to show that there'had been an increase in the fuel consumed per loco- . motive-mile. They abo introduced statistics showing aggregate ijajrments to firemen during similar periods. But inasmuch as arger locomotives generally take higher rates of pay than do the smaller ones, the raUroads contended that the real question was: Does the installation of the larger power on these rafiroads cause firemen to shovel more coal for 'the same money, or does the installa- tion of such heavier power in fact reduce the amount of physical labor necessary to be exerted to earn a dollar? Taking the period of comparison used by the employees concerned in this case, 1909 to 1913, it was found by the rafiroads that the aver- age coal consumed per locomotive mile increased from 150.09 pounds in 1909. to 163.91 pounds in 1913. The average compensation to firemen per locomotive mile on these roads was 3.195 cents in 1909 and 3.698 cents in 1913. In other words, while the fuel consumed per locomotive mile showed an increase, the statistics compiled on the part of the employees showed also a moje than proportionate increase in compensation per locomotive mile, so that for each mUe run by 480 EAILROAD LABOR ARBITEATIONS. I firemen, the amount of coal handled by them for each dollar of com- pensation actually decreased 5.7 per cent. As to increased responsibilities, the answer of the railroads was that as in the case of the showing that larger engines burn more coal the weakness in probative yalue of the facts adduced was that no con- sideration was given to the fact that these larger engines were given a higher rate of pay, and no information, data, or statistics were pre- sented from which the board of arbitration could form any conclu- sion on the question whether these higher rates measured up to or even beyond the added responsibilities which were assumed by the engineer and fireman in handling the larger engines. From the data presented by the employees as to coal consumption, it was fairly demonstrable, the railroads contended, that on the larger engines the firemen shoveled less coal per doUar of compensation than on the smaller engines; but, it being admitted that an engineer and fireman who made a run on a light engine one day would, under present schedules, receive a higher rate of pay if they returned over the same division on a larger engine, the record was left without any proof whatever as to whether this higher rate on the return trip measured up to or even beyond any added responsibility which arose from the. use of the heavier engine. Did proof that there are now ia use more large engines than in 1910 prove anything, the raihoads . questioned, except that more engineers and firemen were now getting the higher rates established for the larger engines ? Granting, for ' the sake of argument, everything that had been suggested by the employees as to the added duties and responsibilities on the large engine, from what fact in evidence, or suggestion in argument, could this board of arbitration say whether the change from a $4.95 rate to a $5.45 rate, made contemporaneously with the change in duties and responsibilities, adequately compensated for the change in duties ? As to the claim advanced by the employees, that the earning ■ capacity of engineers and firemen, even at the higher rates agreed upon in -1910, had declined, the position taken by the railroads was that the only way in which this proposition could be established would be by proving that engineers and firemen were unable to make as many miles as they did formerly. To meet the question squarely whether, in 1913, the raihoads involved, treated as one operating system, kept the engineers and firemen longer on the road than in 1910, it was pointed out that railroads' Exhibit 10 was compiled, which made comparison between the operations of October, 1910, and October, 1913. This Exhibit 10 showed that in October, 1910, on the basis of number of trains operated, 76.26 per cent accomplished their nm at a speed greater than iO miles per hour, while in October, 1913, this percentage had increased to 77.09; on' the basis of train mileage, in 1910, 76.40 per cent accomplished their run at a speed greater than 10 miles per hour, while in October, 1913, this percentage had in- creased to 77.76. In other words, facts and figures, it was claiined, proved precisely the reverse of the argument advanced by the em- ployees as one of the reasons for the proposed increase in rates. As to increased cost of living, the railroads asserted that it was very questionable whether in a concerted movement which asked an award applicable alike to the apprentice and to the engineer on an assigned run which pays over $3,000 a year, the cost of Uvmg could RAILROAD LABOR ARBITRATIONS. 481 be made relevant or aMlicable to the issues. There was no issue here of a living wage. What persuasive value was the cost of food in determining whether there should be a change in the wage scales of the numerous engineers shown in railroads' Exhibit 41 as earning above $2,200 per year and as high as $3,725.20, or of the large niunber of firemen .shown in railroad's Exhibit 42 as earning more than $1,300 per year and as high as $2,061.63? Take the case of the fireman who formerly fired an engine which took a $3.10 rate, and who then fired a larger engine which took a $3.75 rate. His earnings had increased more than the cost of living and the cost of living argument had relevancy only on the question of earnings. If any consideration could be given in this movement to the question of increased cost of Hving, it would seem that if, on the one hand, there was to be considered the increased cost applicable to the class as a whole, there must be considered as against this the increased earnings applicable to the class as a whole. Railroads' Exhibit 20 showed, it was claimed, that the installation of the heavier power, and therefore, the making more generally appHcable the higher rates of pay, had been progressive throughout the period since the last award, and, as demonstrated by railroads' Exhibit 10, the installation of the larger engines meant the installation of a higher rate of pay earned on an average in the territory as a whole in just as few a nmnber of hours. Objections to article 1 proposed by the employees as to the basis of a day's work and overtime in road service were made as follows: Paragraphs 1 and 3 of this article created, it was pointed out, an absolute 5-hour day in passenger service, and provided for payment , of overtime on a speed basis actually in excess of the scheduled speed of several hundred passenger trains in western territon^. Railroads' Exhibit 1, page 5, showed that the rule generally in effect in western territory provides that 100 miles or less, 10 hom-s or less, constituted a day's work in all classes of passenger service, and that mileage in excess of 100 miles, or hours in excess of 10, were paid for pro rata; 46.33 per cent of the mileage represented provided for a day of 10 hotu-s or less, 100 miles or less; and 42.69 per cent, or the mileage represented, simply provided 100 miles or less constituted a day's work. Pages 48 and 49 of raihoads' Exhibit 1 showed that 68.3 per cent of the mileage in western territory paid overtime at the rate of 10 miles per hour; that 12.7 per cent allowed a flat rate per hour for overtime; and that 97 per cent allowed less than 20 miles per hour as overtime in passenger service. . There seemed to be no schedule that had a rule identical with the one proposed. Attention was called to the award in the eastern engineers' case which fixed the minimum passenger rate for engineers at $4.25 for 100 miles or less, miles made in excess of 100 pro rata and for overtime in through passenger service to be computed on the basis of 20 miles per hour, and also to the fact that neither in the award nor in the interpretation afterwards made of it is there any "5-hour day." Also to the award in the eastern firemen's case which provided for a 5-hour day in pas- senger service other than turn around and suburban service, and which estabhshed a flat rate of 30 cents per hour for overtime in all pas- senger service. It should also be borne in mind, the raihoads stated, that there existed on the 139,411 miles of raihoad represented in this movement far greater diversity of operating conditions than is found on the 66,876 miles involved in the eastern engineers' arbitration, 51393°— S. Doc. 493, 64-1 ^31 482 EAILBOAD LABOR AEBITRATIONS. wherein the award above cited fixed a speed basis of 20 miles per hour and gave only a spread of 12 hours in turn-around service. The speed depends of course upon the topography of the country as well as upon the character of roadbed and equipment, and from exhibits introduced both by the railroads and by the employees it is shown that the rule adopted in eastern territory would require several hundred passenger trains in the vast western territory to oe on overtime basis, although encountering no delays en route and making the time at which scheduled between termmals. So, also, in this great western territory a rule of universal application to short turn-around runs must necessarily be more elastic than in the smaller eastern territory where turn-around runs can be arranged to meet conditions which do not obtain in western territory. Table 3 of railroads' Exhibit 16 showed that the- population per mile of line in eastern territory is 662.1, as against 243.2 in western territory. Raihoads' Exhibit By. sheet 2, showed further that if paragraphs 1 and 3 had been in effect during the month in which this proposal was made, such provisions would have required additional payment to the engineers and firemen for a single month in the sum of $75,298.85, or over $800,000 per year. Paragraph 4 seeks to establish in lieu of the principle of paying pro rata for hours over 10, the principle of premium or punitive payments, which had always been considered both impracticable and inequitable in transportation service. Attention was called to the arbitration under the Newlands Act between the eastern railroads and the Order of Railway Conductors and the Brotherhood of RaOroad Trainmen, wherein a proposal similar to the one here made was denied. Atten- tion was also invited to the testimony of Messrs. Keefe, Higgins, and Trenholm, wherein they testified to the impracticability as well as the inequity of the proposed punitive rule, and gave as their judgment as practical operatmgvmen that the tendency of any such rule would be demoralizing, because of furnishing conflicting incentives to operating officials and to men upon the road, whereas under present conditions they had the same incentive — to accompHsh the nm as speedily as possible. As to the requests for increased rates of pay, the raUroads stated that the great majority of schedules in western territory classified engines on the basis of size of cylinders. By the award in the firemen's case of June 4, 1910, a uniform rate was fixed for "simple engines having a cylinder 24 inches, or over in diameter and on compoimd engines weighing 215,000 pounds or more on drivers"; and by the agreement with the engineers, dated December 24, 1910, a uniform in- crease was provided for "engineers in through freight or passenger service on engines (other than MaUet type) weighing 215,000 pounds and over on drivers." In western territory, therefore, the only uniform "weight on driver" basis in schedules of both engineers and firemen pertained to engines weighing more than 215,000 pounds on drivers. Below that weight classifications were both on a cylinder ai»d weight on driver basis, depending upon the maimer in which indi- vidual schedules had been built up. It had been estabhshed by the testimony, it was claimed, that there was a fairly well-fixed ratio between tractive effort and size of cylinders, and inasmuch as size of cylinder was one of the important factors in determining what a locomotive would do, the size of cylinder was a more satisfactory basis than weight on drivers, inasmuch as EAILROAD LABOR ARBITRATIONS. 483 there was never any difficulty in ascertaining exactly the diameter of the cylinder. The railroads objected to the paragraph relating to pusher, helper, and mine runs, on the ground that it sought to throw into a single group different classes of service which varied to fit conditions pecuhar to individual roads. Rates appearing" in the various schedules had been adjusted, it was stated, to measure iip to the varying service performed under diverse conditions in different localities, and no reason was offered by any witness on behaK of the employees in sup- port of the claim that all other unclassified service should be computed on the through freight rates. Concerning the proposal for higher rates of pay on divisions where the grade was 1.8 per cent, the railroads stated that the evident in- tent and purpose of the proposal furnished ample reason why it should be refused; and, aside from the absurdity of this pyramiding one differential upon another, the testimony developed that in Illiaois and Missouri as well as at numerous places in supposedly prairie territory there were grades of more than 1.8 per cent. Also that it was proven by the testimony that all freight trains coming from western territory going east to St. Paul passed over a grade of 1.8 per cent or greater. Concerning the proposal for increase in rates on locomotives in narrow gauge service, the railroads stated that the only narrow gauge service described by any witness on behalf of the employees was that on the Denver & Rio Grande between Sahda and Gunnison and Sahda and Alamosa. Testimony showed that the tonnage in this service had increased from 35 to 60 tons in the last year, although the size of the power had been the same since 1903, and the witness giving this testimony stated that rates of pay on narrow gauge engines were increased from $2.78 to $3.05 in freight and $2.71 to $2.95 in passenger service on April 1, 1912. As to the proposal regarding electric locomotives, electric either multiple unit or single, gasohne or other service, the railroads asserted that the only electric service in western territory described by any witness on behalf of the employees was that in the Great Northern tunnel at Tye. In this service an employee witness testified that he earned about $1,900 a year as motorman, although his earnings had been as high as $220 per month. There was not a syllable of evidence in the record, it was claimed, which had any tendency to show that rates now paid in the electric service, as it exists, were not full, fair, and adequate, and the real purpose of the proposal was to have estabhshed for aU time in a service which was stDl in an experimental stage the proposition that "steam rules, hours of service, and mileage will apply." The position of the railroads was that it was only proper and right for a road that has engineers and firemen, when they changed to some other motive power than steam, to give its engineers and firemen the opportunity to handle the new style of power, but that in as much as the duties are not as hazardous or exactmg and the responsibUities could be no greater, the question of rules and rates suitable to the service should be left open so as to make such rules and rates fit the changed character of service which came about with the change in motive power. As to the proposal of the employees relative to local and way freight service, the railroads stated their position had always been 484 EAILROAD LABOR ARBITRATIONS. that local or way freight trains differed so widely in make-up and character of service that it was impracticable to make a definition applicable to all localities ia a territory so vast as the one involved in the arbitration proceedings. As to the proposal for mixed trains, the railroads contended that this article proposed to give to mixed trains a rate 10 per cent higher than through freight trains. Railroads' Exhibit 1 (p. 116) showed, it was stated, that to cover this mixed train service schedules of the various roads contained provisions apphcable to the pecuhar service on different lines or even on different parts of the same line. These varying provisions were manifestly adapted to meet the varying character of the service performed on the different railroads and on different branches of the same system, and it was worthy of note that no witness was introduced on behalf of the employees to testify that in any kind of mixed service the rates of pay provided in existing schedules was not adequate or to offer any suggestion why any such mixed service should be put upon a uniform basis whereby it would bear a fixed percentage relationship to the rates in through freight service. As to the proposal for 10 per cent differential the railroads stated that the second paragraph of article 3 sought to change the different tial established for both engineers and firemen in 1910; and this notwithstanding the fact that the differential existing in western territory was the same as the differential estabHshed in the eastern engineers' award and higher than the differential esllabHshed in the western firemen's award made April 23, 1913. The objections made by the railroads to the proposal for rates of pay in switching service were as follows : (1) Railroads' Exhibit 1 (p. 188) showed that practically all the roads in western territory were paying a minimum rate of $4.25 in first-class yards, and that the rate thus paid was higher than in the East, where a minimum rate of $4.10 was awarded. (2) The award of April 23, 1913, in the eastern firemen's case fixed a rate of $2.50 on locomotives weighing less than 140,000 pounds on drivers and $2.60 on engines weighing 140,000 pounds or more on drivers. , ' , Concerning the request for a time and a half for overtime in yard service the raiboads called attention to the fact that the board of arbitration in the eastern trainmen's case specifically passed upon yard service, and asked that this decision be appUed m this case. Attention was also called to the fact that on the New York, New Haven & Hartford that the daily rate in 8-hour yards was $3.50 for engineers and $2 for firemen, while the same road pays in 10-hour yards to engineers $4.10 and to firemen $2.50. Concerning the proposal that when road engines were used in yard service road rates should apply, the railroads claimed that no practical reason had been advanced why a road engine used in switching service should receive higher rates of pay than any other engine used in the same service. As to the requests for preparatory time and for terminal delay, the railroads treated these as interrelated subjects. Requests for preparatory time, it was stated, as well as initial and final terminal delay were contained in the propositions submitted to the board which decided the eastern engineers' controversy on November 2, RA.ILBOAD LABOK AKBITEATIONS. 485 1912, and were also contained in the propositions decided by the arbi- tration board in the eastern firemen's case on April 23, 1913, and the awa,rd of the board in the engineers' case negatived this proposition when they decided that "In all classes of road service an engineer's time will commence at the time he is required to report for duty and will conclude at the time the engine is placed on the designated track or relieved by hostler at terminal," and on the question of initial termmal delay that board held "Compensation for initial terminal delay is not allowed beyond that involved in the rule that pay shall begui in all cases at the time an engineer is required to report for duty," and on "final terminal delay" the board held "For freight service final terminal delay shall be computed from. the time the engine reaches designated main track switch connection with the yard track. For passenger service, final terminal delay shall be computed from time train reaches terminal station." The board held further "Final terminal delay after the lapse of 1 hour wiU be paid for at the end of the trip at the overtime rate according to class of engine on the minute basis." The decision in the firemen's case referred to was along the same lines as that quoted in the engineers' case. Objections by the railroads to the proposal for "automatic release and tie-up" were made on the ground that the principle of engineers and firemen being released each time they arrived at terminal or end of run, regardless of miles run or service performed, was susceptible of requiring payments of two, three, or more 100-mile allowances for a continuous service, even though such service might be less than 100 miles in the aggregate. The application of this proposal to runs regularly fixed under present schedules would lead, it was claimed, to such absurd conclusions that the employees cotild not seriously 'insist in argument upon any such rule. As to the proposal under article 7 for continuous time, the railroads' objections to this were that tie-ups between terminals were rare and exceptional in present railroad operation. Ordinarily they were due to occurrences which the company can not foresee and provide against, and in all cases serve to mterrupt the trafiic and to make the equipment idle and unproductive. While certain employees testi- fied to occasional long hom-s on the road, yet when the whole picture is presented, employees' Exhibit 41 showed that the cases of con- tinuous service in excess of 16 hours brings an average of but one such occurrence per man over an 18-month period, and railroads' E:!diibit 12 showed that in the year ending December 31, 1913, only six-tenths of 1 per cent of the trains run were tied up between termi- nals on account of the 16-hour law. It was therefore not deemed necessary that such proposal should be awarded by the board. Objections made on the part of the railroads to the proposal in article 8, "held away from home terminals," were: (1) The testimony of the employees themselves did not warrant the granting of this request. I (2) That the only cases in which any legitimate ground for com- plamt could arise concerning length of time away from home terminal was in pool or imassigned freight service. Inasmuch as the only rule estabhshed on this subject in western territory in an arbitration proceeding provided for payment at the end of the first 30 hom-s and for each 24 hours thereafter, and inas- 486 BAILBOAD LABOR AKBITEATIONS. much as the rule thus awarded by arbitration was in effect as to its trainmen on one of the roads parties to this proceeding, it was claimed that in no event should a rule on this subject be considered by the board which laid down for the whole territory a rule any more rigid and elastic than the one awarded in the recent Burlington arbitration case. As to the proposal contained in article 9 for deadheading, the rail- roads stated that practically every railroad involved in this pro- ceeding now specifically covered the matter of deadhead service and deadhead pay by schedule provision, and this substantially was all that was proved on behalf of the employees in this proceedmg. The only emjnoyees' witnesses who testified on the subject of dead- heading simply pointed out the provisions of various schedules and said nothing as to any changes in labors, responsibility, or nature or character of this service as compared with the time when present schedules were agreed upon. Because of the proposal being inher- ently imreasonable, and because no testimony had been offered to show either changed conditions or any inadequacy of compensation under existing rules, the railroads claimed that the board should give it no consideration. Objection to article 10, relating to hostlers, was made by the rail- roads because it sought to take from operating officials all discretion as to the points at which hostlers should be maintained, and to fix a rigid rule which made no allowance for peculiarities of particular roads. Paragraphs 2 and 3 sought to take from operating officials all right to make selection of the employees from whose ranks hostlers might be recruited, and gave to enginemen general jurisdiction over hostlers as a class. The conditions under which hostlers were employed and the service they were required to perform were not. the same at all points in the territory or at aU points on the same line. The duties, labors, and responsibilities varied at different points, and this subject should be treated, as it always had been in the past, as one which was wholly regulated and to be determined by each line according to its particular requirements. As to rates of pay, hours, overtime, and meals for hostlers, the rail- roads stated it was pertinent to point out that the ultimate result of the adoption of the employees' proposal would be, after having stated where hostlers were to be, maintained and from what preferred class of employees they were to be taken, to change the basis of pay on a number of roads from a monthly basis of 12 hours per day to a basis of a per diem wage, with a minimum of 10 hours and overtime thereafter at the rate of time and one-half. In the eastern firemen's case the board, it was pointed out, was not asked to lay down any rule as to points at which hostlers should be maintained or to prescribe specifically that hostlers' positions should be filled from the ranks of firemen. The board was hot asked to fix a meal-hour limitation for hostlers, and but 6.5 per cent of the mileage had meal-hour provision for this class in their schedules. They were, however, asked to accept a definition proposed by the firemen's organization for the term "hostlers, " but no such definition was made, and the award simply fixed the rates of pay. As to the proposal made in article 11 for "surprise tests" being abolished, the railroads stated that, in view of all the talk conoeming endangering of life and limb by surprise tests, it was rather startling, EAILROAD LABOR ABBITBATIONS. 487 upon analysis of the 7,300-page record, to discover that only two witnesses were placed • upon the stand to testify concerning their personal experiences with any so-called surprise tests. .As to the proposal in article 12 for assistance for firemen, the rail- roads stated that they had shown that practically all of the schedules in western territory already provided that coal should be broken to proper size before being placed on tenders, and that only 8.7 per cent of the mileage in eastern territory and but 9.1 per cent of the mileage in southeastern territory had such a provision. Manifestly, runs which were pecuUarly burdensome for the fireman should be left to the indi- vidual roads and their men for adjustment in such manner as would fairly meet the peculiar conditions of such Hne. The position of the railroads on the proposal contained in article 13 for two firemen was that in order that they might have accurate information as to the amount of physical labor required of firemen on the heaviest engines in use on the different roads the railroads caused a number of observations to be made on engines of the heavier type to ascertain whether on the engines on which two firemen were requested the physical labor required of the fireman was beyond the abuity of a single man. The railroads' Exhibit 35, a tabulation of these observations, showed that on the average about 23 per cent of the fireman's time was taken up in actually shovehng coal on these heavier engines. The testimony proved, it was claimed, that on these locomotives where they were asking for two firemen the work was not now beyond the capacity of one man. On the proposal contained in article 14 for cleaning of locomotives the railroads stated that no witness was called on behalf of the em- ployees who testified as to any practice on any western railroad where either the engineer or fireman was called upon to clean engines. Engineers and firemen had been reUeved of practically all duties with reference to engines, and there was some short runs and small engines where the engineer and fireman received a day's pay for possibly three hours work, and that under these conditions it did not seem, it was stated, unreasonable for the railroads to ask the engineer and fireman to perform this work, thereby contributing in part to make up the day for which they were paid under the schedules. As to the proposal contained in article 15 for official record of weights on drivers, the railroads stated that there was no secrecy as to the record of all engines and no objection to furnishing the men this information. As to the request contained in article 16, that of throwing switches and flagging, the railroads claimed that the only part of this proposal concerning which the employees offered any testimony was in connec- tion with the throwing of switches. Three of their emploj^ees testified on this subject, and it did not seem, it was stated, that this testimony could hardly justify an award covering this entire territory, espe- cially when there had been no effort to contradict the figures shown in railroads' Exhibit 3, sheet 2, that this request in a single month, it was claimed, would place an added burden on the railroads of $80,381.98, which burden would fall largely on the railroads which had helper service in which the pay was shown by pay-roll figures to be extremely high. Attention was directed to the position taken by the firemen in the eastern' arbitration in which the brief on their behalf stated as one of the reasons for the rates requested in pusher 488 RAILROAD LABOR ARBITRATIONS. and helper service that the pusher and helper fireman was required to perform also the duties of flagman or brakeman, there being no conductor, flagman, or brakeman with a helper or pusher locomotive. In the general summary of their case the representatives of the rail- roads stated that the information assembled m railroads' Exhibits 26, 27, and 28, being a transcript of the pay rolls for the month in which the demands of the employees were presented (October, 1913), showed that the earnings of engineers and firemen were adequate. To meet the possible claim that the earnings for a single busy month were not fairly representative of the yearly earnings of the men in different classes of service, there was presented by the railroads the actual pay-roU earnings covering the entire year ending June 30, 1914, of certain men in each class of service on each seniority district of the raihoad involved in the movement. These pay-roU figures were presented as railroads' Exhibits 41 and 42. Compared with eastern engineers and firemen it was contended that western rates and rules for engineers and firemen worked out larger compensation to the men than the rates and rules which were established by separate arbitrations in the East. The western roads were paying the higher wage, it was claimed, notwithstanding the fact that the average trainload in eastern territory was 40 per cent greater than in western territory, and notwithstanding the claim advanced by the men that wages should be higher when trainloads are heavier. It must be conceded, therefore, it was argued, that comparison with rates, rules, and working conditions of engineers and firemen in the East can fvtmish no • justification for creating a still wider spread between the East and the West than the one as now shown to exist between the Wabash, which pays western rates, and its Earallel and competing lines — the Grand Trunk, Michigan Central, lake Shore, Erie, Nickle Plate, Pennsylvania, Baltimore & Ohio, Big Four, Vandalia, Clover Leaf, and Pere Marquette — ^which pay eastern rates. Applying the increases in pay requested to the operations for October, 1913, the eflPect of these proposals, the railroads asserted, was to change the engineers and firemen's pay roUs from $7,214,320.93 to $10,890,282.81. By giving to this month's operations only the importance which that month's pay roU bore to the pay roU for the entire year a reasonably accurate estimate of the increased expense, it was pointed out, could be made for the year. By the adoption of this method, it was shown by railroads' Exhibit 3 that the actual pay roll of engineers and firemen for the fiscal year 1914 was $75,- 713,447.20, and one year's operation imder these proposals would mean an added burden to the railroads of $40,886,708.57. THE AWARD OF THE BOARD COMPARED WITH THE REQUESTS OF THE EMPLOYEES. In the following pages a comparative statement has been prepared to show the difference between the rates of pay and working condi- tions requested by the employees which were made the basis of the arbitration agreement, and the rates of pay and working conditions authorized by the arbitration board. This comparison is made pos- sible by printing in parallel columns a digest of the requests of the employees and the award of the board. EAILROAD LABOR AEBITEATIONS. 489 Engineers' and Firemen's Western Arbitration of 1914^15 — Comparative Digest op the Award oe the Board and the Bequests op Employees. requests op employees. award op the arbitration board. Article I. — Basis op a Day's Work. .Passenger service: One hundred miles or less, 5 hours or less, to constitute a day; excess mileage, pro rata. All other service, except switching: One hundred miles or less, 10 hours or less, -to constitute a day's work; excess mileage, pro rata; 10 miles equal to 1 hour, or vice versa. Passenger service: The minimum day's rate of pay shall he $4.30 for engineers and $2.50 for firemen. One hundred miles or less, 6 hours 40 minutes or less, shall constitute a day's work unless otherwise specified. Overtime in excess of 100 miles, pro rata. overtime in road service. Overtime to be computed on a basis of 20 miles an hour, at rate of class of engine used. All other: Overtime in all other classes of service, except passenger and switch- ing, will be computed on basis of 10 miles an hour, and paid for at rate of 15 miles per hour, according to class of engine used. All overtime will be computed on a minute basis. On short turn-around runs, no single trip of which exceeds 80 miles, including suburban service, overtime shall be paid for time on duty exceeding 8 hours within consecutive hours, and also in excess of 12 hours computed consecutively from time required to report for duty until final release. Time to be counted as continuous service except in cases where release from duty exceeds 1 hour. All other passenger overtime to be com- puted at 15 miles per hour; and sepa- rately for each part of a round trip run. Passenger overtime to be paid for on a minute basis at the following rates: En- gineers, 75 cents per hour; firemen, 45 cents per hour. This award does not displace any ex- isting arrangement as to overtime if employee wishes to retain his old basis of employment. Freight service: Minimum day's rate given in detail later under Article II. Basis of a day's work, 100 miles or less, 10 hoiirs or less. Overtime to be computed on a basis of 10 miles an hour and paid pro rata on a minute basis. General: Engineers and firemen re- quired to do different classes of road serv- ice on a single trip will be paid on a basis of time or miles in each class of serv- ice, but not less than a minimum day's pay for the highest class of service per- formed. When engines of different weights on drivers are used on a single trip the high- est rate paid on an engine used will be the rate paid. Article II. Rates for steam locomotives proposed in passenger service and in freight serv- ice, except switching, according to weights on drivers. Special rates on Mallet types. Lower rates allowed. 490 EAILEOAD LABOR ABBITRATIONS. REQUESTS OF EMPLOYEES. AWARD OF THE ARBITRATION BOARD. Pusher, helper, mine runs, work, wreck, and all other unclassified service, through freight rate according to class of engine. On divisions where grade is 1.8 per cent or over, 10 per cent over valley rates requested. On narrow gauge railroads an increase of 5 per cent over rates in effect is re- quested. Wherever electric, multiple unit, or gasoline is substituted for steam, engi- neers and firemen shall have the right to the positions of motormen and helper (this term means second man employed on locomotive). Seniority rights be- tween these services and steam to be interchangeable. Steam rules, hours, and conditions of service to be inter- Allowed as originally requested, except belt line and transfer service. Board held that conditions were so variable in the West in belt line and transfer service that it could not reach any decision and referred the matter back to roads and men with the recommendation that they adjust it. Not allowed. Existing differentials retained. Bequest declined; On installing electric service, or on roads where it is now in effect, engineers and firemen given preference for posi- tions so long as it does not interfere with men aheady holding positions prior to the arbitration. Minimum day's rates in steam service awarded to those in electric service. Board stated that in view of the fact that the electric service was in a state of development and there was no uni- formity in practice it could not establish a system of rates and working conditions. Article III. — Local or Way Freight Service. Engineers and firemen to be paid 10 per , cent increase over through freight rates. Through or irregular freight trains doing switching or other local services to be paid for same at overtime rates in addition to their regular mileage . A mimimum of 30 cents per 100 miles to be added to through or irregular freight rates for local rates according to class of engine. Overtime or excess miles pro rata. Article IV. — Switching Service. Minimum rates of pay requested ac- cording to class of engine: Less than 140,000 pounds 140,000 pounds or over. . . Mallets Fire- men. $3.10 3.25 4.00 Engineers and firemen who are required to report for work other than between 6 a. m. and 8 a. m. to be paid 2 cents ad- ditional per hour. Ten hours or less to constitute a day's work. Overtime at the rate of time and a half, computed on minute basis. Engineers and firemen not to be re- quired to work longer than 6 consecutive hours without an allowance of 30 minutes for meals. Less than 140,000 pounds . 140,000 pounds or over Mallets: 275,000 pounds or less O ver 275,000 pounds . Fire- men. 12.70 2.75 4.00 4.00 Engineers and firemen shall be allowed one hour for meals between 11 30 a. m. and 1 p. m., and between 11.30 p. m. and 1 a. m., but if required to work the meal hour or any part thereof they will be paid for the hour in addition to the minimum day, and be allowed 30 minutes under pay for meals. Allowed. Existing rates of pay that are higher than the above minima are hereby awarded. RAILROAD LABOR ARBITRATIONS. 491 REQUESTS OF EMPLOYEES. AWARD OP THE ARBITRATION BOARD. Article V. — Preparatory Time. Thirty minutes preparatory time in all claoses of service to be allowed in addi- tion to all other time or mileage on trip, at pro rata rate, according to class of en- gine and service; on roads where more than 30 minutes are required to report for duty before leaving roundhouse they will be given 1 hour's preparatory time pay, and where more than an hour is re- quired before leaving, actual time will be allowed. ' Preparatory time is time engi- nbors and firemen are required to be on their locomotive prior to time required to leave roundhouse or other point. In all classes of service an engineer's or fireman's time will commence at the time he is required to report for duty, and end when locomotive is placed on designated track or delivered to hostler at terminal. Article VI. — Terminal Delay. Payment shall be made for all initial and terminal delay on a minute basis, ac- cording to class of service and engine. Method of computing initial and termi- nal delay defined carefully. Initial terminal delay denied except for the rule that time should be paid from time required to report for duty. Final terminal delay to be paid after a lapse of 30 minutes for fuU delay, accord- ing to overtime rate for class of service and locomotive. If road overtime has already begun, to apply to time of final release. Methods described of computing termi- nal delay. Article VII. — Automatic Release and Tee-Up. At the end of a run, engineer and fire- men are automatically released; when' used again,(they begin a new day. Continuous "time to be paid between terminals; no deductions for tie-ups. Denied. Continuous time to be paid to point of tie-up. After that payments to be made on basis of 50 miles and 5-hour periods. Article VIII. — Held Away prom Home Teemikal. To be paid continuous time for all time held away from home terminal after the expiration of 15 hours from time relieved from duty, at the rate per hour for last service performed. In pool freight and unassigned service, continuous time to be paid when held away from home terminal after the expi- ration of 22 hours, from time last relieved from duty, at rate per hour for last service performed. If held 14 hours after the ex- piration of the first 32 hours, contiauous time will be paid for the next 10 honrs, and similarly for each succeeding 24 hours Should an engineer or fireman be called for duty his time will be computed continuously. Article IX. When deadheading on company's busi- ness, engineers and firemen will be paid the same rates as the crew of the engine of the train on which they are deadheading. Specific rates per mile awarded for deadheading on company's business; no deadheading pay allowed while dead- heading on seniority rights — provided that a minimum day will be paid at the rates specified within 24 hours from the time called to deadhead. 492 EAILEOAD LABOR AEBITBATIOITS, REQUESTS OF EMPLOYEES. AWABD OF THE ABBITBATION BOABD. AeTICLE X. — HOSTLEBS. Hostlers to be maintained at points where an average of 6 or more locomotives are handled witMn 12 hours. Hostling positions to be filled by fire- men; pay to be $3.35 per day of 10 hours or less. Hostlers required to make main- line movements to be paid $4.75. When main-line hostlers are paid same rate as switching engineers, vacancies shall be filled by engineers. One hour to be allowed for meals be- tween 11.30 and 1.30, day or night. Hostlers shall be allowed 1 hour for meals in any event, after 5 hours service. When this hour is not granted pay will be given. No hostlers to remain on duty longer than 6 hours without an hour for a meal. Minimum day for hostlers will be $4.20 per day of 12 hours or less; overtime pro rata. Engineers and firemen to have preference for positions of hostlers. All roundhouse employees, except those who have a knowledge of road conditions, who spend 25 per cent of their time in handling engines will receive $3 per day of 12 hours or less. Where firemen's organization have negotiated schedules for hostlers, rights contained in schedules shall not be superseded by this award. Aeticle XI. — Surprise Tests. Certain surprise tests to be eliminated. Surprise or efiiciency tests shall not be conducted under conditions ha^rdoua to einployees. Article XII. — Absistance for Firemen. Coal of proper size to be placed on tenders. Coal shall be kept where it can be reached by the fireman from deck of locomotive. Awarded. Coal to be shoveled forward at specified points, or by man riding on the loconio-. tive for that purpose, so that it can be .reached by firemen from deck of locomo- tive, committees of the men to take up and determine this matter wili ofiicials of the roads. Article XIII. — Two Firemen. On coal-burning locomotives 185,000 pounds or over on drivers, when used in freight service, two firemen will be em- ployed. When a second fireman is deemed necessary on freight locomotives weighing 200,000 pounds or over on drivers, the matter is to be taken up with the officials of a road . Failing to reach an agreement, it is to be adjusted by a' commission of 5 members. When two firemen are so employed they shall each be paid the rate of the engine of the' group below. (Art, II.) Article XIV. — ^Miscellaneous. Firemen to be relieved of the cleaning Awarded, of locomotives on all roads. Firemen and engineers shall be re- Awarded, lieved from setting up wedges, etc., where competent roundhouse force or en- gine watchman is employed. Engine crews shall not be required to Awarded, place on or remove tools, etc., where com- petent roundhouse force or engine watch- men are empjoyed. BAILKOAD LABOE AEBITEATIONS. 493 REQUESTS OF EMPLOYEES. AWASD OF THE ARBITRATION BOARD. Article XV. — Records of Weights on Dhivbbs. Railroads to post at terminals -weighits Awarded, on drivers of locomotives in its service. Article XVI. Engineers or firemen will not be re- Owing to complexities of services on quired to throw switches, flag through different roads board found itself un- blocks, or fill water cars. able to formulate a general rule on this topic. General Regulations. "Saving clause" awarded. Engineers or firemen denied the right to select one rule from the award or rate and couple it with an old rule or rate. MEMORANDUM FILED BY CHAIRMAN PRITCHARD. Chairman Pritchard, in an explanatory statement, said that freight rates and yard rates for engineers and firemen, awarded by the board, not so high as they shotild be; conceived it his duty to sign the award, however, so that the men might secure the other siibstantial benefits which the award gave. STATEMENT BY RAILROAD ARBITRATORS, MESSES. PARK AND BTEAM. The agreement under which the arbitration took place was lop- sided and permitted of standardization upward only. It. could not, therefore, oe called real standardization of dissimilar rules and conditions. As a consequence they signed the award in order that there might be an award and in order to sanction arbitration as a method of settling industrial disputes. STATEMENT OF EMPLOYEES' ARBITRATORS, MESSRS. SHEA AND BURGESS. (1) Increase in cost of living and changes in methods of train operation since 1910 should be recognized. (2) Award indefensibly based on engineers' eastern award, which stated itself that it had to proceed upon inaccurate and fragmentary statistics of Interstate Cfommerce Commission. Eastern award, moreover, not suited to western conditions. (3) Board in its award disregards evidence submitted as to hours, tonnage, and increased work and productive efficiency. (4) Reviews evidence of men. (5) A great opportunity of bringing about industrial peace lost. (6) Monthly earnings are large in some cases, but they are the result of excessive hours of work, not high rates of pay. (7) Minimum rates awarded will in reaUty become maximum rates. (8) Award settles nothing, makes necessary farther demands; will bring chaos and unrest to industrial world. 494 RAILROAD LABOR ARBITRATIONS. EFFECT OF APPLICATION OF AWARD OF ARBITRATION BOARD ON INDI- VIDUAL RAILROADS. No uniform basis for the payment of locomotive engineers has up to the present time been adopted in the territory east of the Ohio and north of the Potomac rivers. Some raikoads classify their rates of pay according to the size of cyhnders; others according to weight on drivers; still others according to the number of wheels and according to the trade name of the engines. Not until the year 1913 were the rates of pay to locomotive firemen in the eastern territory standardized according to weight on drive wheels, and the same basis of payment both to engineers and firemen in the West was not adopted until the year 1915. As a consequence it was impossible, with the printed working schedules as a basis, to make any comparative study as to how rates of pay to enrineers and firemen were affected by awards of arbitration boards. Methods of wage payment were frequently changed by the application of the decision of arbitration boards. Under these conditions it was decided to use as a basis of com- parison of rates of pay the classification of locomotives required by the Interstate Commerce Commission. Up to the fiscal year 1915 this classification was uniformlv used by the railroads in reporting to the commission. In the following comparisons the figures relar tive to the number of locomotives and their average weight on drivers (tons) prior to the fiscal year 1915 are based on information secured from pages 103 to 107 of the annual reports of the carriers to the Interstate Commerce Commission. In the form of annual report adopted for use in 1915 there were considerable changes made throughout, and locomotive classification was furnished in a different manner by the carriers. Because of this variation it was necessarj to request the rajlroad companies to furnish data on locomotive equipment that would be comparable with prior years. After the information as to number and weight of locomotives in the various classifications was secured from the annual reports of the railroads to the Interstate Commerce Com mission printed forms were mailed to the companies to be filled out. Each sheet was divided into three similar sections, providing for single expansion, four-cyhnder compound, and two-cylinder compound or cross-com- pouncf locomotives. The information requested from ihe carriers was as follows: (a) Class of service in which each locomotive was engaged. (&) Number of locomotives of each class. (c) Eates of pay per day of 100 miles or less or 10 hours or less to (1) engineers, (2) firemen. Because of the change in the 1915 reports, mentioned above, a special sheet for this year was prepared and sent to the railroad com- panies requesting, in addition^ to the other inquiries fisted, the average weight (tons) on drivers of locomotives. The printed forms sent to the railroads were for the fiscal years prior and subsequent to any arbitration proceedings they were involved in, either with their engi- neers or firemen. In the following derivative tables, rates of -pay to locomotive engineers and firemen are shown prior and subsequent to the award of the arbitration board in western territory of April 30, 1915. RAILROAD LABOR ARBITRATIONS. 495 ^ I I s. "^ Jj C3 ^ § |-| ^ -B ^ w §^ HDQHflS «00 w ^ « « 'OX) 1^1 EB b W PI ^S - ^1 boS m 2|S g « alls' o a y ?«§ • sit 1.^5 y 53 d^ O sSfs 496 EAILEOAD LABOR ARBITRATIONS. i a. Q 1^ s§ ■s s m P4 o o ax H o ■< 4 ^ 1 SSgS A s o o o CO - oa ISS !i PfO p/o.9„S 1*^ - eu- gort ■S "-^ 3 2 EAILKOAD LABOE AKBITEATIONS. 497 o I >*■ ■< <■ •« Pi Si H N ^ Y Z ci K. -^ ^ o>o Ph ll" o EH h 11 i fi « w o >« < s "o" "a s 5 ■^ 1 Si ft I 1^ ■as Hg HO .a§a 111 ill O CQ •ga" 3.S EAILEOAD LABOE AKBITBATIONS. 501 e4c4c4 . ■§|f fifi as s o?3 • O 5 rr -- life o|nn|'Oosno I I s, § »OoO .§" Mo sm 15 .a §1 50 (1 .. e • as 111 ,? Saf ^Bl « X m 3 "^ .SSliS O ^ eg-S — ■gSizi • -'^C .ads — t3 -(£ 51 a '°, bi d+a .- o .aS^rg^l -.■*-=■ O +J i-J +* fl E 5 o^^ fi • •9, S'S :J-st 502 RAILROAD LABOR ARBITRATIONS. Si b •i s . ^§ o ■fca I 8 2> e J; 1 1 §■3 2^ S'So.g S |s 8 a s bs o n-tJ •— ' a to O o oiU ig oo c4(N 3 O OA 38» as Its BAILBOAD LABOB AEBITEATIONS. 603 1 a S - e oo c5c3 8S OO 8S <^2" OOO QO Ooo . , . .°&g 5 t, ^ o o o o±j S P^ff o o o o o o o I !?: a"! 1^ m ■5 s"^ s Sp,S> R ■§"-;§ a « 4j O o of-, H^' wfcsla'S'B. lis "S^ CO ro ^ fill o jS P ..P 'rtS ■ S 3 3 504 RAILROAD LABOR ARBITRATIONS. I N g -< T 11 s jaxi '-a oo 2*^- S|oS ) P-p o o o o o c:^5 ob° EAILEOAD LABOB ARBITRATIONS, 505 ■00 1 : ^' : o : =5 s . o '< . o '• i ^ s"' ': g ■ : (N : : S : i S : si : S to 00 : ^ : g i ° i . o • i s OOGOOO £> IN « ■ ^ ; i S : i •& is a ,000 o o ■J * OO : OO \ss o o i SS s i I i 9S i ss ■ N 1 : ^ J : == s i ° i ■ g j i S s s • g ; : N : : ^i • H ■ i S i ^ ; i S : : S ■ ss s? 5S COCO ^3 burners- IS-inch cylinders and over and 170,000 to 200,- 000 pounds on drivers ii c ft S o o B-CTLDHIEE COM- ro LOCOMOTIVES. , '2, oOOoo>: Less than IS-inch cylinders and 80,000 pounds on drivers k Less than 18-inoh cylinders and 80,000 and less than 100,000 pounds on drivers k 18-inoh cylinders and over and less than 140,- 000 pounds on drivers ___ 6 n I I K'3 So St S M III 00 O ra>u IS i^is -bO r_rM . o P « •- S-3o> ft 'i •A Is .IP ■§.§2 121 „-§■§ ^^ . 8^§ . . « o o B « -a g.^ Sg*^-r « .So 3^ iQ 3 01 M 3 3-** .0*3 (u>'-=-SS •§ ?»3 2 3aos^gB<3dO «pq •9 ( "So w ® „"aQ n af »OoO 506 BAILEOAD LABOR ABBITEATIONS. f\ '-! >> Pi s ^ t^ ■g < 8 H 1 !zi n ^ g •3 « < fi M W !z; ■O H Ph Z O HI H I) FH -! Ops O M oo oo do ss in T -Til'"""' HiTI'-r^ OTI'-'f-' d S dqS'C .4 — M 'iM2S;S""|il§5^ bo3> EAILKOAD LABOR AEBITBATIONS. 507 oo oo do •a "o'O •St,3o OS'S: ■^ Sgse OJj o ^? O o o o o^ Si3 wgooooooo am . o DO EH aa §g.a »&„- r+a c Moi 3 _-.e3 * ^'■S 3 . d fl" S? « ■S"5 II §■«!«■ §■33 5o«» .a osS3 2 -rt 4 n 2^ s . S9*^'" 5 '92 3 2 a «'^ a"a" -o "a o «+J O +J kr»- -y b- •«Oi— ■ •• i= „ a 3 ,„'.DQ2'0") 3 ,„'a 2'Oo''o.5flPflOflS'^o"o-5flPBO(5flQ gSo^Ss •jia.gPiB -pass's •;; ass's o 508 EAILEOAD LABOR AEBITBATIONS. S ^ b s g (a . il ii i s ra 3 I « I m .g I? I < 2 00 P 1 o Si, <§ (Mallet). Oil 1 1 I A 3 s? ■ go g-r p. ■ssS o ca.a • on® V .aoa ■SZ .ill ro is o^ cS I 1^ -►^" 0.2 »-o "t^-o ills 111 510 RAILROAD LABOR ARBITRATIONS. ■8 I b .-^ ■3 §5 2 ^^ Y i| ^ rV' H l=v , 1 s ?! Jl OQ ■8 i OS S 1 ^s Ir o «-§ a '^ H o •f?e H .^ i? t! se o «. a a. 1 1 a o 1 o i 1 8 •3 & 1 O •4-a g 1 4^ 1 S5 s S3 -> 1 P4 ■J to O) i t-( s oo do oo od o 6 ■s 88 s ■ 88 8 5B SB s !? O oioio Slgg s i £ 1 o o o CO o d 1 8 3 8 U3 s? 2 i >£5 8S i 1?^ ' Average weight on drivers (tons). Oi 03 CD s, ■ S (MM 00 CD s "S OO 3 c^ Sg i ' if t §H o . i ?£ i u 1 A o O o o o -.- 1 c c > c IP c c Ig'Su ml i If Jl KAILK.OAD LABOE" ABBITEAa?IOH"S. 611 oc dc o d o d 88 .8 s o o § CD o d o o o d s 8 8 1? U5 g5 S » 1? i g ^ o o o =5 o d o d OOO j odd 1 °- g 8 8 888 i ■si U3 CO 1? SB? S !?7 g ^ do - - -; 88 !S!88 3 3 o. CO t^ ^ « IN d B o n a O o Q o B tHT3 "111 O n o ft o p OS'S,- S§8i O D.OD o P o p § Is o A o O o o o o . *o" '< m ; ■a ■§.£ i« d p d c n s iz; g 1 a ;z; 09 O* ■§5 I 3 i ■3 ^ 53 2 ll^-F^lcl serf's ■"'S^.a^i'^^gda ssxK-ll^lP^^^^-' |3.s«d^«sl5d35gog MO ( s°lls1 sills -sll'^ a 512 BAILBOAD LABOE ARBITRATIONS. I « J c l<^ ■<§ i^ 'I ' o c tflfi BAILSOAD LABOB AilBITKATIONS. 513 o : •B'S : ; ; : :p,s : : : : : iSTi : : ■; ; ; g ; : ; ; ; So^^ggg g," cog's „.oo-^o -o- o • a o o o o oo^e o o o o o n o o o o og t, o o o o o So'S'S°iS s'SJ=^^-S-SJ=.°SS^S« WagSS, oj-S go, p~S oamG"PiJ-«!30HB-PPDAifiHKm!i,rtf4 J 3 ■S 51393°— S. Doc. 493, 64^1 33 514 EAILEOAD LABOE AEBITKATIONS. o I >^ Eh ■< ■< M w Ph O Z O w u g ^ i 1 ■a a 1 t 1 o o s t I ex CO P. 1 ^ 1 1 ■>! - 5 2j ■3 > ! 1 U 1 OS i i ! *5 OsOO ooci 000 cicicj ; loc I lot 50 I id ; i a < §88 d • • 888 ; '■.%} SS i ?8 ; 5 s S^Sg : ^ 'o ^ id : ■ ;g i ■3 i I 00 00 CD • 00 '• '• : dc3 : : i ^^ : 88 ; ; s O) 5 g M re ; SS : : : .oui : : 83S po»o IOIOU3 Average weight on drivers (tons). £ B ss 1^ to 3 5 S3S ^ ; 532 i 3 si ^ 1 1 1 i^ \i s^ 'u \l i^ ' ! 8 1 3 3 e 5 < 'u u ;o : ;o ; ;o ; ;o ; ;o : 5-0 • is 'Ill ^000 ^ii BAILROAD LABOK ARBITRATIONS. 515 ;g8 oo oo gs o o o o ■^ . OO C)C3 J'^' S cf O O O O Oo 'O 2* oo CO ^ O W ftp a d d o o d d d;^'^ :i 6 6 6 6 jOpppfiftfiS £pfipflfipp^ jopflpfi wS^ « -6 m S fH .g ^1 5 I 1 1 ^ dl o d o d O s s 3 8 i O lis i id ■ g 1 1 o d o ooo Sod a a 8 9, 8 S8S - 3 o' cooo oa o ssgs lO O lO lO oioino I 1 1 1 OO do 1 < 88 JO s •01(0 ^ s id Average weight on drivers (tons). Oi wSo to :§■ 1^ iH •-53 - S c 3 rOXJK-CTUNBER C M- POTTND LOCOMOTIVES— continued. Class B4, OOOOO— Con. 170,000 to 215,000 pounds on drivers (west of Albuquer- Ollfil o ft S o n O o 1 (A go <5 'E A o O o o o o is |i C4 o ft s s o n o n A 8 o ? u 1 1? ja CO +3T o p o p c p c p ^ KAILEOAD LABOE AEBITEATIONS. 517 ^Mpji id §1 leiuiitzui 'Si 3 ® -SiS S3 -a o > oo od ooo ■ odd sss Si? §1 ^00 cn^ ••3 o !3 I s" I I ■3 o I 11 »4 I |2i |Z5 ,1 9 i 1-1 SMC 8 ioo-^ 73 S - - * ■^ o Hi o o o?; * ,_• O ■ +J +i t*» -frt ±a • . o a o ^o£^ M aJ 5 03 a > >a op o00o5m oo o'^^q Sa5oOi3"oogoo:go S«iSi^Os-oO 2 g goSS -------§--saa=3 I 518 EAILEOAD LABOE AEBITRATIONS. g .9 ""? 5 1'^ i^ o o « ■? ■gf H .1 [^ rt R S 03 Pi3 > 'Oco ^ fA ^-4 CO < a, t3 ^,<^ CS II o o ^ rO U ai fe « m u H -■! ss ^ ■^ s ■^ Si. 1 M Oi 'Si) o S o s i 1 g o & 1 1 is o § s s ■ i : : • :8 U5 f : : : : ;B 1 ! ! t l f • : : i ;k '■'■'■ '■ 's > 1 ^ 1 o d . . . .p . i : i ;= i <1 g : : : :8 I s o : : ! is ; i 1 ! 1 lo • 1 1 i fHOOOO COOOOO • i-i o o o o • 1 S8888 g • • • ■ Sgggg i 3 sssgs s s S s a s 00 CO 1 s o CO °. s o s to o> OOio Average weight on drivers (tons). i NO) £8 3 ■ W3 g W3 f5S§ ■"*< O) S ■^ 3 FOUR-CTLINDEB COM- POUND LOCOMOTIVES— continued. Class E6', o000-000o> (Mallet): nil 1 1 II SI o > c c e c 5 C if 3 C A o o o 1' i o p o i^ ii s d d d d d o BAILROAD LABOR ABBITEATIONS. 519 COOOOO tHOOOO SS888 oggg cooooo wddoo sssss U3 to w O^^ ceco CO cos oio>otoo ^locodj"*' CO CD ^ <0 CO coco CO 'S8 2 Ajn S- ofc-c -p^^ IS o o o d o d o" -O -o "Midddddddd s = j^^nnppflppflSo fe^pppppppp o > ° o ^ ® |§° jOO o i CQ bO tiM a •i'gs M a S 1^ 2a 3.5 ® s 3 ■WW ii a? « > 2 « W m ^ • ^ S ^ J cm -%^ „„o a£g.g 1° m J^-^ • ® t> Sf-3 "■aw II 1° '^^■o ooSSMopli^io^a --^-^o> Sao P^tJ >■ '^ iS g i-s - ^ i S3 520 EAILEOAD LABOR AEBia?IlATIONS. S < m M O o H o GO •S a «s I ! ; 1 ! ! 1 ! a> ^ Ill' 1 fn i ; : ; 4^ 1 ^ i i ; ; ; S S ; ; ; ; '^ •< ( lO • 1 ! 1 •-( o> s ! I 1 I ■* ; :ss ■§ 5> ■ ;?a ID 1 a> g III; s 1 Ph Pi .g t-:. ►3 g s S ■< i i : ; i > ; i ; i « „ ■3 .III o < i : ! ; 1 -1 •8 : ; i 5 ■U ■■ i m ■ O) • • 1 b ! o o I I ! loo I : ; : 1 : : i®*-^ : : ; \°° \ \ > t 1 ! o O o ^ fe t-i Ph : ; ; : 1 1 1 ; :SS : \ I . o ' ■ ■ : :88 i j : : : : o . .«« . . 1 O 1^ a 3 : :S5 : i \■.^^\ i : :s?M :.: ; ;«« ; i 1 ! 1 1 I ? . ■ e7» • • ■ -CT » • * ■ !soo I ! Immio I ; low 3ffiO ' '• ^ • ■ ^'5 ^ CO ■ ■ ■ «a LO a> • ■ Or- ■^COi-l ■ . I> ■ ! £E " t^' ■ 1 ; wi « « ! ! Icoc 5 (N CO I ; a, ■ -n ee ■* • • (- « •r a • • 1 lo : : I : 3 ■ ■ ■ I ; ; i : : : e Id I : : ; D ; 1 ; ; ; -*-» i I : : : : : 1 "S ■8 : ; : : B i i i i ; J 1 1 1 ; 1 i !*:::: s - ; ; A ■ S^ ' ' s is ; ; ; ; ; ! Is i i 1 A o O o y 11 : i : : :a o E : : : :o § : : ; :o 2 : ; ; ;o 66660 c o ' •' H d d d d ? o o o oO :gsp<^. . eo" ; jSpftORiliononj- (i! md g.-a g (iia §a 1 a'" 300 «c OO EAILROAD LABOR AEBITEATIONS. 521 ecMcoeo r§^ o o o o fiOfifi O o a> loinvnio S5S ■ odddodo pddddddS-^E^ ' ^RRfiRfifig'g.gQnRROO § » I 2 o o o o o o fiRfiHR ■3 I 1^ 3 r a » 9^g Sit ea o " ?^rH si ma Ah O* 3° Is? n M ^ M ? .•.'_• fl *y .22 y« S EPhMS 30025 a 3.S _l ^ n*® mcQOPL,i-^h-3 '•"-""sa 522 EAILBOAD LABOB AKBITEATIONS. I pj •n o m f^ ■< H y <1 M CQ ^ •W « ■< UJ M f H Si O m H h ^; o r/> w o H ■< '^ (O ■* 25 «,coeo« oo eoei IOCS s lOQiOiO to 00 u?CQ comcom * 'H. ^ © to iz;.9 11 52 I §=- OS? (qO :1s p"eQ U3 EQ (3 a RAILROAD LABOR ARBITRATIONS. 523 oooo ssss « ro «' qo Cfl « M* M ooo dm -I oooo dcScScS ssss ■AkQtOUS Ol ^_ O M cieceocc S2sa C4 eoeocQ oooo ssss ssss ;s o-e! S3 coco coco OOOOQ iH OS i-J O 00 eoNepcoM ss ss ooggg i 5 „ :o 'HOOOOOOSOOOOOOQ g-So^RflOflfinnflfi lad nOOO I '3 n S I I 524 EAILEOAD LABOR AUBITBATIONS. f3 1 >h" rt Tt H 3 pq .!d e (P i c (P i c (P b a g d O O el's :a 3 ia 'a 'a si^'^ i 6 o BAILEOAD LABOK AEBITEATIONS. 525 oo Sid - - - - - - 88 g s o 8 CO - CO o CO o - - -: oooo oood 8888 CO CO CO CO CO > SgS2g CO CO CO CO u flf^ rtfH 03 a 11.1 ^llHsl OS nOod ll^lll sills 1^. ^13 526 RAILROAD LABOR ARBITRATIONS. I « ■< Eh Z ■< 111 o H z" O w o Eh H X •o 5'^ 3 "h; ■S •r'^ .3 K « a> 3 J a* <0 . . » I feSl C» J3 o ° ■ 0^ "15 P! 5 O O O o fl ^d ■r§:g|§ 3S;Spo S T a . S? ® •g'S >^ So D) « o2 M a ^•So 1^ .-a^ ■V SS oo,f>"5 .-^ W^ftg'0W:;3g W O^ t* gfto-o T in M 01 3S o 3 OS . ■BSo OB " Bo d b S3?|B 528 EAILROAD LABOK ARBITRATIONS. >^ K ■a 1^ s f^ ■^ -! T ■< p •8 g ■< i4 « O a o m W o H -■i 1 1 ■§ a 1 to .g S o J^ o s s 8 •3 ft, 1 ^ 1 1 § US s i Imco 1 if 1 1 i a s i D ■ 1 ! Pi CO do ■< 88 at S.S 3 c^ 2SS 5g P3? ^ : h 1 o ! 8 3 IO s i s in CO 8 Average weight on drivers (tons). «3 s oooe i CD '• SsS 1^ s : Sg !S i SS as / wo = ■ 5 C 5f • o ;o ;o :o >l )9 - C 3 3 C 3 C 5e 5 O d c ' eg • d c fif 3 d c d d Rfi EAILKOAD LABOE ABBITEATIONS. 629 A S , s O i : U3 - - H g§2 STsrs? cogimM W £p M CO 3 5 cr IT SB eg o o o P o o c o o o c o §§ o o C o o She o c O S S ^ 3 ^ lA cd'U O 40 OMoo g--o r 3*35 ■ """'a •^L^H Sua •a 1 a'iz;'^ ^,°^ ■Co .^ea ~S - llllsip ■ *• " s a a 51393°— S. Doc. 493, 64-1 34 )30 RAILEOAD LABOE AEBITEATIONS. ^2 1 So |i i-l li I.. I a a; ■< Eh ■< 13 2 m .9 a i (u 'i! o.'Z a, (D lO cs M CO M g S m eo S 3 S 3 CO CO 8 3 CO CO CO CO s s its s3>^ BAILKOAD LABOE ARBITEATIONS. 631 S a sag ne6e6^ 3g cog' lag' O O O O O Oc fipfififlpl I d m M 2 co-d poo o-o o-o Ord a CO CO to o> CO COM S' 83 nOuO "OOOOO-OttiflP 'OOOOOO J.fefifififipO B«3 ^qnponfi 14 coco iQ<-( coeocoj? o « o *oooooo ll ll I -a P & O S5l-'0|z;|S„-:5d."§ 532 EAILEOAD LABOB AEBITEATIONS. S.S 1 a w .g JS o s o o 1 « 1 1 M CC I K 1 *- 1 s s i i Average weight on drivers (tons). s i ^u s- s rOTJE-OTLINDEE COM- POUND LOCOMOTIVES— continued. Class E3, oOOOo>— con. Oil humeis— Less than 170,000 pounds on c c p f'^ " as O .-CQ •~?-§a- |l«.§ Sfio^ §111 1 S5 g-g 2 S^ JO "3 M o T t"a 1^ OS a" m-O II MS o o a". ill :^i i=§ "Jef OS eioa»i-9 aSes gT)5g,JlJ d d -S^S o § S d |5-2 _ (6 O CT^ M "i'o-^s -a a llz; 534 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines. * BALTIMORE & OHIO CHICAGO TERMINAL B. E. Num- ber. Aver- weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. ' Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 191S 1914\ 1915 1914 1915 Amount. Per cent. Amount. Per cent. SraGLE-EXPAKSION LOCOMOTIVES. Class A2, O0> 4 4 38 38 Switching $4.25 t4.25 12.50 $2.70 $6.00 0.0 $6.20 8.0 Class A3, 000> 13 13 49 49 i'25 4.25 2.50 2.70 .00 .0 .20 8.0 Class B3, 000o> 16 16 66 82 4.25 4.40 2.50 2.70 .15 3.5 .20 8.0 Class B4j OOOOo> 6 6 84 84 Switching 4.50 4.75 2.75 3.00 .25 5.6 .25 9 1 Class 02, OOoo> 2 2 28 29 4.15 4.30 2.40 2.50 .15 3.6 .10 4.2 Class E4, o0066o> 4 4 60 60 4.25 4.25 2.60 2.70 .00 .0 .20 80 Class 12, oo00oo> 1 1 30 30 4.25 4.25 2.50 2.70 .00 .0 .20 80 BEAUMONT & GREAT NORTHERN R R. BINQLE-IXPANSION LOCO- MOTn'ES. Classes, OOOoo>. Freight 40 40 $4.95 $4.95 $3.10 $3.10 $0.00 ao $0.00 BELLINGHAM & NORTHERN E. R. SnjGLEiEXPANSION loco'motives. Class B3, Oo6o> 1 1 34 34 $4.15 $4.30 $2.45 $2.50 $0.15 3.6 $0.05 2.0 Class B4, OOOOo> 3 3 55 65 3.50 4.50 4.25 4.85 2.25 2.85 2.70 2.85 .75 .35 2i.4 7.8 .45 .00 20.0 .0 Class C2, OOoo> 1 1 28 28 Passenger 4.15 4.30 2.45 2.50 .15 3:6 .05 2.0 Class C3, 000oo> 3 1 58 52 Freight 4.60 4.85 2.85 2.85 .35 7.8 .00 .0 BELT RAILWAY CO. OF CHICAGO. SnfSLE-EXPANSION LOCO- MOTIVES. Class A3, 000>....i 68 68 62 62 Switching- Transfer— 80,000 pounds and less than 10 000 pounds $4.40 4.40 4.40 $4.75 4.75 4.75 $2.75 2.75 2.75 $2.95 3.15 3.15 $0.35 .35 .35 8.0 8.0 8.0 $Cl20 .40 .40 7.8 100,000 pounds and less than 1^0,000 14.5 140,000 pounds and less than 17 0,000 pounds 14.5 BAILEOAD LABOR AEBITBATIOKS. 535 RaUs paid to locomotive engij^eersi and firmniV' before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engiries — Continued. BELT EAILWAY CO. OF CHICAGO— Continued. Num- ber. AvM- wefght on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— continued. Class A3, 000>— Contd. Yard— 80,000 pounds and less than 10 t4.25 425 4.25 $4.25 4.25 4.40 S2.50 2.50 2.50 $2.70 2.70 2.75 SO. 00 .00 .15 0.0 .0 3.5 SO. 20 .20 .25 ao 8,0 100,000 pounds and less than 14 0,000 140,000 pounds and less than 17 0,000 pounds 10 Class A4, 0000> 25 25 102 102 Switching- Transfer— 200,000 and less than 250,000 4. SO 4.75 3.10 3.15 .25 5.6 .05 1.6 Class B4, 000'C)o> '. 4 4 83 83 Switching-^ 140,0«), and less than 170,000 4.50 4; 75 3.10 3.15 .25 5.6 .05 1.8 Class C2, O0oo> 1 1 30 30 Switching- Less than 80,000 pounds on drivers 4.50 4.75 3.10 3.15 .25 5.6 .05 1.6 CHICAGO & ALTON R. R. SINGLE-EXPANSION LOCO- MOTIVES. Class A2 OO^ 3 2 36 37 Switching— First-cAaas vards . . S4.25 4.00 S4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 SO. 20 .30 8.0 Second-cla^ yards. . 12.5 Class A3 000> 51 68 Switching— ' 4.25 4.00 4.40 4.40 2.50 2.40 2.75 2.75 .15 .40 3.5 10.0 .25 ,35 10.0 14.6 Class B3 OOOo'> 68 4.40 4.95 4.25 4.00 's.'i6" 4.40 4.40 2.65 3.20 2.50 2,40 Freight 3.20 2.75 2.75 .15 .15 .40 3.0 3.5 10.0 .00 .25 ,3& .0 Switching— 10.0 ' 14.6 Class B4, OOO0o> . Freight 54 91 5.15 4.25 4.00 5.30 4.40 4.40 3.25 2.50 2.40 3.45 2.75 2.75 .15 .15 .40 2.9 3.5 10.0 '.20 .25 .35 6.2 Switching- 10.0 14.6 45 33 35 38 Passenger- Less than 80,000 pounds on drivers 100,000 and less than 140,000 pounds on drivers Kwieht 4.15 4.15 4.90 4.30 ,4.40 4.90 2.40 2.40 2.87 2.50 2.65 2.87 .15 .25 .00 3.6 6.0 .0' .10 .25 .00 4.2 10.4 ..-■ .... .... .... .0 536 feAlLfeOAl) LABOR AfeBlTfiATlblSfS. Kates paid t6 locomotive engineers and firemen before and aftef the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO & ALTON B. K.— Continued. 1 Num- ber. Aver- wefght on drivers (tons). Rate per day oJ 100 miles or 10 heart or less to— Increase to engineers. Increase to Class. Engineers. Firemen. .V. 19U 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGlE-EXPANsioN BOCO- MjoTiVES— C(|ntinufd. Clashes, 0006o>.... 21 24 W 6i: ' • $4.40. 4.95; 4.25 4.00 $4.40 4.95 4.40 4.40 $2.65 3.20 2.50 2.40 $2.65 ^.20 2.75 2.75 $0.00 .00 .15 .40 6.6 .0 3.5 10.0 $0.00 .00 .25 .35 0.0 ^eiehf ■ ' First-claas yards . . . 10.0 Sec(md%la8s yards 146 50 50 107 107 Freight .i 5.30 5.45 3.75 . i . 3.75 .15 2.8 .00 .0 Class F2 o000o'> 9 9 49 49 4.40 4.95 4.40 2.65 3.20 2.65 .00 .0 .00 .0 Freight Class F3, o006oo> 35 35 78 78 passenger— 170 000 and lelss than 200,000 pounds on drivers 4.40 4.40 4. 95 4.40 4.45 2.65 2.65 3.20 2.70 2.85 .00 .05 .0 1.1 .05 .20 1.9 200,000 and less than . 250,000 pounds on - 7.S Freight.... rOUE-CTLINBEB COMPOTnTO LOCOMOTTVES. Class E6, o6oOOOOo> (Mallet) 2 2 142' 143 Freight 6.05 6.50 4.00 4.25 .45 7.4 .25 6.3 CHICAGO & NOBTH WESTERN RY. SnrOLE-EXFAIISION LOCO- MOTIVES. Class A3, 000> Oil.... .J 7 290 7 290 47 58 47 58 Coal Switching- $4 25 4.00 $4.40 4.25 4.70 $2.50 2.40 $2:75 2.70 2.80 $0.15 .25 3.5 6.3 $0.25 .30 Second-class yards. Deadwood 12 5 Class B3, 000o> 16 16 51 61 Passenger. -....-.. 4.60 4.95 4.60 5.25 4.95 4.60 6.25 2.80 3.10 2.80 3.35 Fielght^ 8i5,0(» pounds on 3.10 2.80 3.40 ;oo .00 .00 .0 .0 .0 .00 .00 .05 44,500 pounds on drivers, narrow '■ gauge -■....- Class B4, OOOOo> Freight 251 251 105 105 5.40 6.45 5.75 3.76 3.75 4.05 .05 .9 .00 .0 Way freight Class C2, 00oo> Oil.. 42 249 42 225 30 32 30 33 Coal Oil- Passenger— ' 19 hy 24 innh cylinders 4.40 4.40 4.20 4.40 4.40 4.30 2.65 2.65 2.65 2.65 2.66 2.66 .00 .00 .10 .0 .0 2.4 .00 .00 .00 18 by 24 Inph .0 17 by 24 inch cylindeis .... .... .... .0 EAILROAD LABOE ARBITEATIONS. 537 Rates paid to locomotive e'ngineers and firemen before and after the arbitration of 1915, and amount and per cent, of increase in rates awarded by the arbitration board according to . class of engines — Continued . CHICAGO & NORTH WESTERN RY.— Continued. Num- ber. Aver- age weight Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. ', ■ 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. BmSlS-EXPANSION LOCO- MOTIVES — continued. Class C2, 00oq>— Oontd. Oil— Continued. r Freight- - . , 17!by 24 inch (4.60 4.60 4.00 4.40 4.40 4.20 4.60 4.60 4.90 4.90 4.00 $4.75 4.75 4.25 4.40 4.40 4.30 4.75 4.75 5.05 5.05 4.26 52.70 2.75 2.40 2.65 2.65 2.65 2.85 2.90 3.10 3.15 2.40 $2.75 2.75 2.70 2.65 2.65 2.65 2.85 2.90 3.15 3.20 2.70 SO. 15 .15 .25 .00 .00 .10 .15 .15 .15 .15 .25 3.3 3.3 6.3 .0 .0 4.4 3.3 3.3 3.1 3.1 6.3 JO. 05 .00 .30 .00 .00 .00 .'00 .00 .05 .05 .30 1.9 18 by 24 inch .0 Way freight— Switching (sec- ond-class 12.5 Coal- Passenger — 19 hy 24 inch .0 18 Dy 24 inch .0 17 by 24 Inch cylinders .0 , Freight— It by 24 inch .0 18 Tay 24 mrh .0 Way freight— 17 by 24 inch 1.6 18 by 24 inch 1.6 Switching (second- class vardsl . 12.5 Class C3, OOOoo> Oil 63 642 636 56 58 56 58 Coal Oil- Passenger— 20 by 26 inch 4.50 4.50 5.20 4.95 4.95 4.95 5.05 5.25 5.25 5.35 4.25 4.50 4.50 4.50 5.20 4.95 4.95 4.95 5.05 5.25 5.25 5.35 4.25 4.50 4.50 4.50 4.50 a05 2.80 S.15 2.95 2; 95 2.95 3.15 3.20 3.20 3.40 2.50 2.80 3.05 3.05 2.80 3. IS 2.95 2.95 2.95 3.15 3.25 3.25 3.45 2.70 2.80 2.80 2.80 3.05 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .00 .05 .05 .05 .20 .00 .0 18 by 24 iQcli .0 Freight- 21 by 26 inch .0 18 by 26 inch .0 19 by .24 inch .0 18 by 24 inch .0 20 by 26 inch .0 Way freight- is by 26 inch 1.6 19 Dy 24 inch 1.6 20 by 26 inch 1.5 ■ - - Switching (second- 8.0 Coal— , • Passenger— 18 V 24 inch .0 19 by 24 inch , . ,18 by 26 inch X 30 by 26 inch 4.60 .00 .0 .00 .0 538 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase, in rates awarded by the arbitration boards according to class of engines^Contimied. CHICAGO & NORTH WESTERN EY.— Continued. Num- ber. Aver- wefght on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES — continued. Class C3, 000oo>— Contd. Coal— Continued. Freight- is by 24 inch 1 f4.95 4.95 4.9S 5.05 S.20 5.25 5.25 5.25 5.35 5.60 4.25 4.00 14.95 4.95 4.95 5.05 5.20 5.25 5.25 5.25 5.35 5.50 4.25 4.25 S3. 10 3.10 3.10 3.30 3.30 3.35 3.35 3.35 3.55 3.55 2.50 2.40 f3.10 3.10 3.10 3.30 3.30 3.40 3.40 3.40 3.60 3.60 2.70 2.70 10.00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .25 0.0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 6.3 10.00 .00 .00 .00 .00 .05 .05 .05 .05 .05 .20 .30 0.0 18 "by 26 inch .0 19 by 24 inch .0 20 by 26 inch .0 21 by 26 inch .0 Way freight- is by 24 inch 1.5 18 % 26 inch 1.5 19 by 24 inch cylinders 1.5 20 lay 26 inch 1.4 21 by 26 inch 1.4 Bwitchmg- FirstKiIass yards Second-class &0 12.5 Class C4, 0000oo> (oil) . . 5 S 27 27 4.95 4.95 4.95 4.95 2.95 2.95 3.10 3.10 .00 .00 .0 .0 .15 .15 5.1 Freight.. 5.1 Class E4, o0000o> 35 60 114 114 Freight 5.65 6.65 3.75 3.76 .00 .0 .00 .0 Class F2, oOOoo>: Oil 6 85 6 85 46 46 46 46 ■ Coal Passenger 4.40 4.40 2.80 2.80 .00 .0 .00 .0 Class F3, o000oo> 139 154 73 73 Passenger— 23 by 28 inch cylin- 4.65 4.65 4.50 5.20 5.50 4.65 4.65 4.50 6.20 3.10 3.10 3.05 3.30 3.55 3.10 3.10 3.05 3.30 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .a 25 by 28 inch cylin- ders ... .0 '22 by 26 inch cylin- ders .0 Freight .0 CHICAGO AND WESTERN INDIANA RAILROAD. SINGLE-EXPANSION LOCOMOTIVES. Class A3, 000> 7 7 71 75 S4.25 S4.40 S2.50 $2.75 10.15 3.5 $0.25 10.0 Class A4,0000> 5 5 107 107 Work train 4.40 5.45 2.70 3.70 1.05 23.9 1.00 37.0 Class B3, OOOo> 12 12 78 78 SvitJ^hiTi^ 4.25 4.40 2.50 2.75 .15 3.5 .25 10 Class E3,o000o> 3 3 66 66 Passenger 5.27 5.27 2.95 2.95 .00 .0 .00 .0 BAIL^OAD LABOR ABBITKA,TIONS. 539 Rates paid to locomotive engineers and fireman before and after the arbitration of 1915, and amount and per cent of increase in rales awqrded by the arbitration board according ' to class of engines^jontinned. CHICAGO, BURLINGTON 15 8 30 30 , Switching- First-lass yards 14.25 4.00 S4.25 4.25 J2.50 2.40 J2.70 2.70 ' $0.00 .25 0.0 6.3 SO. 20 .30 8.0 12.5 Class A3, 000> Oil 1 Goal.... / Switohing— 337/ 1 302 }56 {i 4.25 4.00 4.40 4.25 2.50 2.40 2.75 2.70 .15 ,.25 3.5 6.3 .25 .30 10.0 12.5 Class A5,00000> Switching— 'Tirst-class yards 3 3 75 75 4.25 4.00 4.40 4.40 2.60 2.40 2.75 2.75 .15 .40 3.5 10.0 .25 .35 10.0 14.6 206 200 51 51 '^ Freight- fls engine- Through 4.80 5.10 5.00 5.30 5.15 5.30 5.00 5.30 5.15 5.30 2.95 3.20 3.15 3.40 3.30 3.55 91,500 and 106,- 800 pounds on drivers- Through 3.15 3.45 3.30 3.60 .00 .00 .00 .00 .0 .0 .0 .0 .00 .05 .00 .05 .0 -1.5 111,500 and 121,500ponnds on drivers^— ■ Throuffh .0 LocalT; 1.4 Class Bi, 0000o> Oil 4 110 11 103 90 86 86 86 . Coal . lieight- 101,820 pounds on drivers, coal— Through 5.00 5.30 5.00 5.30 5.15 5.45 5.15 5.45 5.40 5.70 5.40 5.70 5.00 5.30 5.00 5.30 5.15 5.45 5.15 5.45 5.40 5.70 5.40 5.70 3.15 3.40 3.00 3.30 3.30 3.55 3.30 3.55 3.60 3.85 3.60 3.85 3.15 3.45 3.15 3.45 3.30 3.60 3.30 3.55 3.60 3.90 ■ 3.60 3.85 .00 .00 .00 .00 • .00 .00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .00 .05 .15 .15 .00 .05 .00 .00 .00 .05 .00 .00 .0 Local .. . . 1.5 101,820 pounds on 'drivers, oil— 5.0 Local. 4.5 128,800 pounds on -drivers, coal— .0 1.4 128,800 pounds on drivers, oil— Throuffh .0 ' tocal .0 164,400 to 179,200 pounds on driv- ers, coal— .0 Local . .-. 1.3 164,000 to 179,200, pouiids on driv- ers, oil- .0 Local . . .0 179 159 27 27 Passenger— 48,000 to 53,600 pounds on driv- 4.15^ 4.40 4.40 4.30 4.40 4.40 2.40 2.65 2.75 2.50 2.65 2.75 .15 .00 .00 3,6 .0 .0 .10 .00 .00 4.2 64,500 pounds on .0 66,000 jwunds on drivers w... .0 540 RAILBOAD LABOR AEBITEATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, BURLINGTON & QUINCY B, B.— Continued. Num- ber. Aver- weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to , firemen. Class. Engineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- liOTivES— continued. Class C3, 000oo> Oil . . .: 5 121 10 112 59 63 54 54 ' Coal K6 engines, passenger. - 1415 4.40 4.40 4.40' 4.40 4.40 4.40 4.40 $4.40 4.40 4.40 4.40 4.40 4.40 $2.40 2.75 2.65 2.96 2.75 Z75 2.65 2.95 Passenger, coal — 90,200 to 100,700 pounds on driv- $2.76 2.65 2.95 $0.00 .00 .00 0.0 .0 .0 10.00 .00 .00 0.0 87,000 pounds on .0 121,400 to 141,700 pounds on .0 Passenger, oil— 90,200 to 100,700 pounds. on 2.75 2.65 2.96 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 87,000 pounds on .0 121,400 to 141,700 pounds on .0 427 427 73 73 Freight, 110,270pounds on drivers— Tlirough .-.. 5.00 5.30 5.15 6.45 5.40 6.70 5.00 5.30 5.15 5.45 5.40 5.70 3.15 3.«) 3.30 3.56 3.60 3.85 3.16 3.46 3.30 3.60 3.60 3.90 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .05 .00 .05 .00 .05 .0 Local , L5 130,500 and 131,000 pounds on drivers— Through .0 J 1.4 151,000 and 152,000 pounds on drivers- Through - .0 Local 1.3 Class E4, o0000o> 160 160 108 108; Freight— 198,550 pounds on drivers- Through 5.40' 5.70 5.66 5.95 5.40 6.70 5.65 5.96 3.75 4.00 3.75 4.00 3.75 4.05 3.75 4.05 .00 .00 .00 .00 .0 .0 .0 .0 .00 .06 .00 .05 .0 1.3 227,000 pounds on drivers — Through .0 Local 1.3 5 40 151 149 Freights 301,800 pounds on drivers- Through 5:65 5.95 5.75 6.05 5.66 5.96 4.00 4.25 4.00 4.30 4.00 4.30 .10 .10 1.8 1.7 .00 .05 .0 Local 1.2 295,960 pounds on drivers— Through . . Local Class F2. oOOoo> 27 27 46 47 4.40 4.40 2.95 2.95 .00 .0 .00 .0 Class F3, oOOOoo> 120 120 76 76 4.^60 4.60 3.05 3.05 .00 .0 .00 .0 Class B3, OOOo> (narrow 2 2 30 30 Freight 4.60 4.60 3.30 3.30 .00 .0 .00 ,n Class B4, 0000o> (nar- '"sr^"'^ }3 {I }40 f40 \40 bbil Freight 4.60 4.60 3.30 3.30 .00 .0 .00 .0 EAILROAD LABOR AKBITEATIONS. ;41 Rates paid to locorAotive engineers ctnd firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, BURLINGTON & QUINCY E. R.— Continued. Num- ber. Aver- wefght on Rate per day of 100 miles or 10 hoars or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. . / 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amomit.. Per cent. FOUB-CTLINDEB COMPODHB LOCOMOTIVES. Class E6, oOOOOOOo> Oil 2 16 i 14 ise' 158 158 Through freight ........ $6.40 6.40 16.50 6.50 J4.0D 4.25 14.25 4.25 JO. 10 ■ 10, 1.6 1.6 10.25 .00 6.3 .0 rins^ V2 f>OOoo*> 30 30 49 47 4.40 4.40 2.95 2.95 .00 .0 .00 .0 Class E8,oOOOOOOOOo> Throueh. f reicht 1 1 203 203 6.40 6.40 6.50 6.60 i'66 4.26 4.25 4.25 .10 .10 1.6 1.6 .25 .00 6.3 Local f reielit .0 CHICAGO GREAT WESTERN R. R. SINGLE-EXPANSION LOCO- ' MOTIVES. 24 24 60 59 - Switching— K25 4.25 $4.40 4.25 $2.60 2.60 $3.25 3.10 $0.16 .00 3.6 .0 $0.76 .60 30.0 24.0 CAtivi A4 O000'> 11 11 89 90 ■ Switchine .... 4.25 4.40 2.50 3.25 .15 3.6 .75 30.0 29 28 44 44 4.50 4.80 4.25 4.60 4.80 4.25 2.66 3.05 2.50 2.65 3.06 3.10 .00 .00 .00 .0 .0 .0 .00 .00 .60 .0 Freight .^ .0 24.0 Class B4, OOOOo> , Freight- 198,850 poiinds on 47 47 K 97 S.30 B.30 4.26 6.30 5.30 4.40 3.75 3.26 2.60 3.75 3.45 3.25 .00 .00 .15 .0 .0 3.5 .00 .20 .75 .0 198,850 pounds on drivers (super- heated) 6.2 30.0 26 25 33 33 Passenger- Cylinders less than 4.30 4.40 4.60 4.30 4.40 4.75 2.45 2.66 2.8S 2.60 2.65 2.85 • .00 .00 .15 .0 .0 3.3 .05 .00 .00 2.0 Cylinders 18 inches ■0 Freight .0 37 37 63 63 4.60 5.05 4.25 4.50 5.05 4.25 2.80 3.25 2.60 2.80 3.25 3.10 .00 .00 .00 .0 .0 .0 .00 .00 .60 .0 .0 Switching 24.0 Glass E3, oOo6a> 74 73 69 69 4.60 5.10 4.26 4.25 4.50 5.10 4.40 4.25 2.80 3.25 2.50 2.50 2.80 3.26 3.25 3.10 .66 .00 .15 .00 .6 .0 3.6 .0 .66 .00 .75 .60 .0 Freight .0 Switching— 30.0 24.0 Class E4, oOOOOo> Freight 10 10 109 109 5.55 5.55 3.60 3.70 .00 .0 .20 6.7 Class F3, oO'oOoO 23 24 65 66 4.60 4.50 2.80 2.80 .00 .0 .00 .0 POUB-CTLINDEE COMPOUND lOCOMOTIVES. Class E6, oOOOOOOo> 13 13 149 137 rreigh't— 6.05 6.30 6.05 6.60 4.00 4.00 4.00 4.25 .00 .20 .0 3.2 .00 ;25 .0 6.3 542 RAILROAD LABOR ARBITRATIONS, Rates paid to locomotive engineers and firemen before and after the arbitration of WIS, and amount and per cent of increase in rates awarded by the drbUration board according to class o/enp'tJies-^Contiiiued. CHICAGO JUNCTION EY. Num- ber. Aver- wefeht on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. ^ Class. drivers (tons). Engineers. Firemen. 191« 1915 1914 1915 1914 1915 1914 191S Amount. Per cent. Amouilt. Per cent. SINGLE-EXPANaiON LOCO- MOTIVES. Class A3, 000> 66 58 66 66 Switching .-.. ... 14.25 $4.40 $2.65 $2.75 10.15 3.5 $0.10 3.8 Class B4,0000o> 1 109 Switching 4.40 2.75 CHICAGO, MILWAUKEE & ST. PAUL BY. SINGLE-EXPANSION LOCO- MOTIVES. Class A2, 00> 52 48 32 32 Switchiug— First-claas yards.... Second-class yards. Class A3, 000> Oil.. $4.25. 4.00 S4.25 4.26 $2.56 2.60 $2.70 2.70 $0.00 .26 0.0 6.3 $0.15 .20 5.9 13 226 13 226 57 59 60 60 Coal Switching — 4.25 4.00 4.40 4.25 2.56 2.50 2.75 2.70 .15 .25 3.5 6.3 .20 .20 Second-class yards 8 Class B3, 000o> Oil 4 3 4 5 70 37 48 48 Coal Freight, oil burners— 55,800 pounds on drivers 94,300 pounds on 4.60 6.00 5.20 4.60 6.00 5.20 4.60 6.00 6.20 4.60 6.00 6.20 2.75 2.95 3.10 2.80 3.10 3.25 2.75 2.95 3.10 2.80 3.10 3.26 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .0 139,000 pounds on drivers .0 Freight, coal burners— 55,800 pounds on 94,300 pounds on drivers.: .0 .0 139,000 pounds on Class B4, OOOOo> Oil...: 14 186 14 186 78 90 90 90 Coal ;. ^ Freight, oil burners— 156,400 pounds on drivers 5.30 5.30 5.30 5.30 5.30 5.30 5.30 5.30 3.15 3.35 3.30 3.50 3.15 3.35 3.30 3.50 .00 .00 \ .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 .0 .0 .0 186,600 pounds and over on drivers. . . .... Freight, coal burners- 166,400 pounds on 186,600 pounds and Class C2, 00oo> Oil.. 2 347 2 339 22 28 27 27 Coal Oil burners- Passenger 4.40 4.60 4.40 11.60 4.40 4.75 4.40 4.7S 2.50 2.66 2.66 2.80 2.50 2.75 2.65 2.80 .00, .16 .00 .15 .0 3.3 .0 3.S .00 .10 .00 .00 .0 3.8 .0 .a Freight Cgal burners- Freight i... ::::;:;:! BAILEOAD LABOR ARBITBATIONS. 543 Bates paid to locomotive engineers and firemen before and after the arbitration of 1^5, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, MILWAUKEE & ST. PAUL BY.— Continued. Num- ber. Aver- age weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Inoreas fireme 9 to n. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SDTGiE-EXPANSioN LOCO- MOTIVES— Continued. Class C3, 000oo> OU 24 296 23 314 48 51 52 52 Coal Oil burners, passenger S4.70 4.70 5.00 5.20 5.00 5.20 f4.70 4.70 5.00 5.20 6.00 5.20 $2.96 3.10 2.95 3.10 3.10 3.25 12.95 3.10 2.96 3.10 3.10 3.26 $0.00 .00 .00 .00 .00 .00 0.0 .0 .0 ■0, .0 .0 $0.00 .00 .00 .00 .00 .00 .0 Oil burners, freight— 74,000 to 92,100 pounds on drivers Over 140,000 pounds on drivers ^ .0 Coal burners, freight— 74,0(» to 92,100 pounds on drivers Over 100,000 pounds on drivers .0 .0 Qass E3, oOOOo> Oil 70 125 73 122 76 76 Coal 6.20 6.20 6.20 6.20 3.10 3.25 3.10 3.26 .00 .00 .0 .0 .00 .00 .0 Coal burners, freight . . . .0 Class E4, oOOOOo> Oil S 170 -4 196 101 106 108 108 Coal ^ Oil burners, freight— 201,000 pounds on drivers 5.30 5.55 5.30 5.55 6.45 5.55 5.45 5.55 3.60 3.75 3.75 3.76 3.60 3.75 3.75 3-75 .16 .00 .15 .00 2.8 .0 2.8 .0 .00 .00 .00 .00 .0 216,600 pounds on drivers .0 Coal burners, freight— 201,000 pounds on .0 216,900 pounds on drivers .0 Class F3, o000oo> Oil 19 143 20 142 80 79 79 79 Coal Oil burners, passenger— 87,000 pounds on drivers 4.55 4.70 4.65 4.70 4.55 4.70 4.65 4.70 2.80 2.96 2.95 3.10 2.80 2.95 2.95 3.10 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 Over 149,100 pounds on drivers .0 Coal burners, passen- gep- 87,000 pounds on drivers .0 Over 149,100 pounds .0 Class XI- Shav 1 1 50 50 Freight 4.60 4.85 2.80 3.00 .25 5.4 .20 7.1 rODB-CTLINDEB COMPOUND LOCOMOTIVES. Class C^. OOOoo^ 163 145 61 v 58 Coal burners, freight— 108,000 pounds on 5.00 6.20 5.00 6.20 3.J0 3.25 3.10 3.26 .00 .00 .0 .0 .00 .00 .0 Over 123,000 pounds .0 Class E6, oOOOOOOo Mallet: Oil 20 21 21 20 162 167 163 163 6.30 6.30 6.60 6.50 4.00 4.00 4.25 4.25 .20 .20 3.2 3.2 .25 .25 6.3 Coal bumeiB, freight .... .... .... .... • ■•. 6.3 544 EAILEOAD LABOR ABBITEATIONS. Rates paid to locomotive engineers and fireman before and after the arbitration of 1915, .and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, MILWAUKEE & ST. PAUL RY.— Continued. Num- ber. Aver- age weight on Bate per day of 100 miles or 10 hours or less to— Increase to engineersl Increase to firemen. Class. drivers (tons). Engineers. Firemen. 19U 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. POTTE-CyLraDEE COMPOUND LOCOMOTIVES— contd. 63 65 47 47 Pasaenger— 80,000 pounds on S4.40 4.55 }4.40 4.65 S2.75 2.75 $2.75 2.75 $0.00 .00 0.0 .0 $0.00 .00 92,000 to 108,000 pounds on drivers CHICAGO, EOCK ISLAND & GULF RY. SINGLE-EXPANSION LOCO- MOnVES. Class A3,000> 4 4 61 61 , Switching, oil burn- ing- $4.25 4.00 $4.25 4.25 $2.60 2.50 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .20 8.0 Second-class yards. 8.0 Class B4,OOOOo> 36 36 94 94 .0 Freight- Through , , 5.20 5.45 5.30 5.60 3.60 3.85 3.60 3.90 .10 .15 1.9 2.8 .00 .05 .0 1.3 ClassC2, OOoo>, . . 16 16 30 30 Passenger , 4.40 4.40 2.65 2.65 .00 .0 .00 .0 CHICAGO, ROCK ISLAND & PACIFIC RY. SINGLE-EXPANSION LOCO- MOTIVES. Class A2,00> 8 8 32 34 Switching— First-class yards $4.25 4.00 $4.25 4.00 $2.40 2.40 $2.70 2.70 $0.00 .00 0.0 .0 $0.30 .30 12.5 Second^jlass yards. Class A3, 000> Oil 12.5 3 190 4 189 61 64 63 64 Coal Switching- 4.25 4.00 4.25 4.40 2.50 2.40 2.75 2.70 .00 .40 ' .0 10.0 .25 .30 10.0 12.5 Class B3,OOOo> 56 56 45 46 Passenger— Under 18-lnch cyl- 4.15 4.40 5.00 6.25 4.25 4.00 4.40 4.40 5.00 6.30 4.25 4.25 2.85 2.85 3.00 3.25 2.50 2.40 2.85 2.85 3.00 3.30 2.70 2.70 .25 .00 .00 .05 .00 .25 6.0 ,0 .0 ,1.0 .0 6.3 ,00 .00 .00 .05 .20 .30 .0 18-inoh cylinders or .0 Freight- Through..-, .0 Local 1.6 Switching- 8.0 Second-class yards. .... .... .... 12.5 KAILEOAD LABOE AEBITEATIONS. 545 Rates paid to locomotive engimers arid firemen before and after the inrbitration of 1915, and amount and per cent of increase in rates awarded by {he arbitration board according to doss of engines — Continued. CHICAGO, EOCK ISLAND & PACIFIC EY.— Continued. Num- ber. _ Aver- weight on Eate per day of 100 miles or 10 hours or less to— Increase to ei^eers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Class B4,OOOOo> Oil k49 .446 }- (i Coal Freight— Through, consoli- dation, 20 and 21 inch cylinders- Oil S5.20 5.20 5.45 5.45 5.20 5.45 5.20 5.45 4.00 4.25 $5.20 5.20 5.50 5.50 5.45 5.75 5.30 5.60 4.40 4.40 $3.35 3.35 3.60 3.60 3.75 4.00 3.60 3.80 2.50 2.60 S3. 35 3.35 3.60 3.65 3.75 4.S5 3.60 3.90 2.75 2.65 $0.00 .00 .05 .05 .25 .30 .10 .16 .40 i.l5 0.0 .0 .9 .9 4.8 5.5 1.9 2.8 10.0 3.5 $0.00 .00 .00 .05 .00 .05 .00 .10 .26 .05 0.0 Coal .0 Local, consolida- tion, 20 and 21 inch cylinders— Ofl .0 Coal 1.4 Through, consolida- tion, 24-inoh oyl- .0 Looal, consolida- tion, 24-inch cyl- inders and over . . l.S - Other classes — .0 Local 2.6 Switching- First-class yards - . . 10.0 Second-class yards. Class C2,00oo>: Oil 1.9 |287 \280 }31 ^t Coal Passenger— Under 18-inch cyl- 4.15 4.40 4.30 4.40 .15 .00 3.6 .0 IS-inch cylinders or ■ S-wheel,18-inclicyI- 2.65 2.75 2.85 2.85 3.10 3.10 2.90 2.90 3.15 3.15 2.40 2.40 2.65 2.75 2.85 2.85 3.10 3.20 2.90 2.90 3.15 3.15 .00 .00 .00 .00 .00 .10 .00 .00 .00 .00 .0 8-wheel, 19-inch .0 Throughfreight, i8 aiid' ' 19 inch cylinders and under — Oil. . . 4.80 4.80 5.05 5.05 4.80 4.80 5.05 5.05 4.25 4.00 4.80 4.80 5.10 5.10 4.80 4.80 5.10 5.10 .00 .00 .05 .05 .00 .00 .05 .05 .0 .0 LO 1.0 .0 .0 1.0 1.0 .0 Coal . .0 Local freight- Oil 0.0 Coal 3.2 Other classes- Through freight- .0 Coal . .0 Local freight- Oil .0 Coal .0 Switching— .... .... Class C3,OOOoo> ■ Oil.: }348 {34^ }60 (eo ' Coal Passenger— 18 and 19 inch cyl- inders, connect- 4.40 4.40 4.40 4.40 2.85 3.10 2.85 3.10 .00 .0 .00 .00 .0 20 to 24' inch cylin- '•' ders.coimecting.. ,0 51393°— S. Doc. 493, 64^1- -35 546 EAILBOAD LABOE AitBITBATTONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and-amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, ROCK ISLAND & PACIFIC RY.— Continaed. 1 - Num,- ber. AVer- weight on Rate per day of- 100 miles or 10 hours or less to— increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Classes, OOOoO— Contd. Througlifreight, 18 and 19 inch cylinders, con- necting— Oil J5.00 5.00 5.25 5.25 5.10 5.10 5.35 5.35 4.25 4.00 S5.00 5.00 5.30 5.30 S.IO 5.10 5.40 5.40 4.40 4.25 $3. 10 3.10 3.35 3.35 3.30 3.30 3.55 3.55 $3.10 3.10 3.35 3.40 3.30 3.30 3.65 3.60 10.00 .00 .05 .05 .00 .00 .05 .05 .15 .25 0.0 .0 1.0 1.0 .0 .0 .9 .9 3.5 6.3 10.00 .00 .00' .05 .00 .00 .00 .05 0.0 Coal . .0 Local Ireight- Oil .0 Coal l.S Tlirouglifreiglit,20and 21 inch cylinders, connecting- Oil. .0 Coal - .0 T.nreil freight, 20 and 21 inch cylinders, con- necting- Oil ; .0 Coal 1.4 Switching— 18-incti cylinders 2.40 2.50 2.60 2.70 2.70 2.75 .30 .20 .15 13.0 19 and 20 inch cyl- 8.0 21-ineli cylinders 5.8 Class E4,o0000o> Tlirough freight 75 75 120 120 5.45 5.70 6.45 5.75 3.75 4.00 3.75 4.05 .00 .05 .0 .9 .00 .05 .0 Local freight . ..... 1.3 Class F2. o00oo"> .... 22 22 49 52 Passenger 4.40 4.40 2.85 2.85 .00 .0 .00 .0 Class PS, oOOOoo> Passenger— 170,000 pounds and over on drivers . 174 174 78 76 4.40 4.40 4.45' 4.40 3.10 3.10 3.10 3.10 .06 .00 1.1 .0 .00 .00 .0 Less than 170,000 pounds on drivers Class P4, oOOO oo> Passenger .0 2 2 112 112 5.05 5.05 3.56 3.55 .00 .0 ."66" .0 FOTTE-CYLINDEE COMPOUND LOCOMOTIVES. 8 8 53 53 4.40 4.40 2.85 2.86 .00 .0 .00 .0 ■ CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RY. SDieLE-EJCPANSION LOCO- MOTIVES. Class A2.00> 4 1 30 30 J4.2S $4.25 $2.50 $2.70 $0.00 0.0 $0.20 &0 Class A3, 00"t)> 60 60 55 55 Switching— Under IS-inch eyl- 4.25 4.25 4.25 4.25 2.50 2.55 2.70 2.70 .00 .00 .0 .0 .20 .15 8.0 18-inch cyliadors and over 5.9 BAILROAD LABOB ABBITEATIONS. 547 Rates paid to locomotive engimers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RY.— Continued. Num- ber. Aver- weight on Rate per day of 100 miles or 10 hours or less to— .Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. ( ■ Class B4, OOOOo> 11 U 80 80 Freiglit- 2^inch cylinders 95.20 5.40 $5.20 5.45 $3.30 3.75 t3.30 3.75 SO. 00 .05 0.0 .9 10.00 .00 .0 Class 02, OOoo> 107 94 29 30 4.40 4.60 4.60 4.40 4.76 4.75 2.65 2.85 2.90 2.65 2.85 2.90 .00 .15 .16 3.3 3.3 .00 ■ .00 .00 .0 Freight— Jnder 18-inch cyl- 18 to 21 inch cylin- .0 ClassCa, OOOoo> 164 163 62 62 Passenger— 18 to 19 inch oylin- 4.60 4.60 4.60 4.96 5.06 5.20 4.50 4.50 4.95 5.05 5.20 2.80 3.05 2.85 3.10 3.30 3.30 2.80 3.05 .00 .00 .0 .0 .00 .00 .0 20.inch cylinders .0 Freidit- Under 18-inch cyl- inders 18 to 19 inch oylin- 3.10 3.30 3.30 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 .0 21 to 23 inch cylin- . ders .0 Class E4, oOOOOo> 16 16 114 114 Freight 5.65 5.66 3.75 3.75 .00 .0 .00 .0 Class F2, o.00oo> 7 46 46 4.40 4.40 2.80 2.80 .00 .0 .00 .0 'Glass F3, oOO'6oo> . . 31 31 73 73 Passenger— 21 to 23 inch cylin- 4.50 4.66 4.50 4.65 3.05 3.10 3.05 3.10 .00 .00 .0 .0 .00 .00 .0 .0 COLORADO & SOUTHERN RY. braQLE-EXPAUSION LOCOMO- TIVES. Class A3, 000> 23 19 62 64 Less "than 140,000 $4.26 4.25 $4.25 4.40 $2.60 2.50 $2.70 2.75 $0.00 .15 0.0 3.6 $0.20 .25 8.0 Over 140,000 pounds 10.0 14 13 32 33 Passenger (narrow ' gauge) . .. 4.20 4.80 4.20 4.80 2.40 2.90 2.40 2.90 .00 .00 .0 .0 .00 .00 .0 Freight .0 Class B4, OOOOo> Coal 106 }l09 /62 186 }66 Oil 4.94 5.20 5.30 S.S5 4.94 5.20 5.30 6.S5 3.07 3.19 3.55 3.65 3.07 3.19 3.55 3.65 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 18 by 24 inchoylin- .0 21 by 28 inch cylin- .0 22 by 28 inch cylln- deia. .0 548 EAILE.OAD LABOE AKBITBATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. COLORADO & SOUTHEKN EY.— Continued. Num- *ber. Aver- weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Ei^ioeers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. nifl^«! 02 oooD^ - 4 3 30 30 Passenger— 17 by 24 inch cylin- J4.25 4.40 $4.25 4.40 S2.40 2.65 $2.40 2.65 $0.00 .00 0.0 .0 $0.00 .00 18 by 24 inch cylin- .0 ClassCS, 000oo>: 19 4 19 4 62 54 62 54 Oil 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Class E4, o0000o> Freight 6 5 99 99 5.55 5.55 5.60 3.75 3.75 3.80 .00 .0 .00 .0 Class E5, oOOOOOo>: S S s 77 77 4.60 4.60 3.75 3.75 .00 .0 .00 .0 POXTE-CTLINBER COMPOUND LOCOMOTIVES. Class B4, OOOOoXon) ... . Freight— 22 by 28 inch cylin- ders 12 12 89 89 5.55 5.65 S.6S 3.65 .00 .0 .00 .0 DAVENPORT, ROCK ISLAND & NORTH WESTERN RY. SINGLE-EXPANSION LOCO- MOTIVES. 3 2 32 32 $4.00 $4.25 $2.50 $2.70 $0.25 6.3 $0.20 8.0 ClassAS 000> 8 9 38 44 4.00 4.25 2.60 2.70 .25 6.3 .20 8.0 1 1 26 26 "Worktrain 4.20 4 75 2.65 2.75 .55 13.1 .10 3.8 DENVER & RIO GRANDE R. R. SINGLE-EXPANSION LOCO- MOTIVES. ClassAS 000*> 16 16 70 70 $4.25 $4.40 $2.70 $2.75 $0.15 3.5 $0.06 1.9 Class A4, 00"t>0> 9 9 30 31 Switehine 4.25 4.25 2.70 2.70 .00 .0 .00 .0 Class A6, 000000> Switchine .". . 5 7 89 66 4.25 4.25 2.70 2.70 .00 .0 .00 :0 32 32 50 50 Switching 4.25 6.31 4.25 5.31 2.70 3.50 2.70 3.50 .00 .00 .0 .0 .00 .00 .0 .0 Class B4, OOOOo> 340 340 62 62 Freieht- 117,500 pounds on (uivers 5.31 5.54 5.31 5.54 3.60 3.75 3.60 3.75 .00 .00 .0 .0 .00 .00 .0 194,000 pounds or .0 Classes, 000oo> 166 156 S3 63 Passenger- Colorado lines 4.60 4.60 4.60 4.60 3.10 3.00 3.10 3.00 .00 .00 .0 .0 .00 .00 Ut«lllllUB„ .... .... .... .... .0 RAILROAD LABOR ARBITRATIONS. 549 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. DENVER & RIO GRANDE R. R.— Continued. Num- ber. Aver- weight on Rate per day of 100 miles or 10 heurs or less to— Increase to engineers. Increase to firpTfipTi. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Class E4, o0000o> 29 29 78 78 Freight $5.54 S5.54 $3.75 S3. 75 $6.66 0.0 $0.00 0.0 Class F3, o000oo> 6 6 80 80 4.60 460 3.10 3.10 .00 .0 .00 FOim-CTLINDEK COMPOUND LOCOMOTIVES. Glass E6,oOOOOOOo>... 8 8 148 148 6.54 6.54 4.00 4.25 .00 .0 .25 6.3 Class B8, o00000000o> 16 16 197- 197 6.64 6.54 4.00 4.25 .00 .0 .25 DULUTH , SOUTH SHORE & ATLANTIC RY. SINGLE-EXPANSION LOCO- MOTIVES. Class A2,00> 2 29 $4.00 $2.40 Class A3, 000> 5 ■ 4 37 36 Switf^liiTig 4.00 $4.25 2.40 $2.70 $0.25 6.3 $0.30 12 5 Class B3, OOOo> 32 29 40 40 Freight .. . 4.80 4.80 3.00 3.00 .00 1 .0 .66 Class B4, OOOOo> 21 21 79 79 Freight.... 5.30 5.30 3.25 3.25 .00 .0 .00 .0 Class C?, OOoo> 22 21 27 27 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Classes, 000oo> 5 5 50 SO 4.40 4.40 4.25 2.65 2.65 2.70 .00 .0 .00 .0 Switching. . Class F3, oOOOoo> 6 5 59 57 Passenger 4.40 4.40 2.65 2.65 .00 .0 .00 .0 EL PASO & SOUTHWESTERN CO. SIN&LE-EXPANSION LOCO- MOTHTES. Class A3, 000> ..' 17 17 72 77 Switching. $4.67 $4.67 $3.25 $3.25 $0.00 0.0 $0.00 0.0 Class A4, ooftON . . , 1 1 67 67 4.67 4.67 3.25 3.25 .00 .6 .00 .0 1 1 30 30 .IWi-irorl .. 7.07 7.07 4.47 4.47 .00 .0 .00 .0 Class B4,OOOOo>: Oil 2 90 2 90 63 85 62 85 Coal Oil, mixed 5.68 5.33 5.68 4.67 5.68 5.33 5.68 4.67 3.82 3.75 3.82 3.25 3.82 3.75 3.82 3.25 .00 .00 .00 .00 .0 .0 .0 .0 00 .00 .00 .00 .0 Coal- Freight .0 Mixed .0 Pw'tnhiTig .0 Class B5,OOOOOo> Freight 3 3 100 100 5.60 5.60 3.95 3.95 .00 .0 .00 .0 Classes OOOoo"> 14 14 60 60 'Passenger 4.40 5.33 4.40 5.33 3.10 3.75 .3.10 3.75 .00 .00 .0 .0 .00 .00 .0 MiTflrt .0 6 6 69 69 4.40 4.40 3.10 3.10 .66 .0 .00 .0 Class E4, oOOOOo> ^' Freight 5 5 121 121 5.85 5.85 3.75 3.75 .00 .0 .00 .0 Class F3/oOOO«)> Passffvar 16 16 77 77 4.53 4.53 3.10 3.10 .00 .0 .00 .0 550 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen lefore and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. FOET WORTH & DENVER CITY EY. Num- ber. Aver- age weight on Bate per day oJ 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. • 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINQLE-EXPANSIOK LOCO- MOTIVES. 12 12 69 69 Switching- First-class yards $4.25 4.25 S4.40 4.25 $2.50 2.50 $2.75 2.70 $0.15 .00 3.5 .0 $0.25 .20 10. e Second-class yards.. 8.0 Class B3 000o"> 6 6 39 39 Through freight 5.05 5.55 5.05 5.55 3.05 3.25 3.05 3.25 .66 .00 .0 .0 .00 .00 .0 .« Class B4 OOOOo"> 43 43 79 19 by 20 inch cylinders- 5.30 5.80 5.45 5.95 5.30 5.80 5.45 5.95 3.40 3.60 3.60 3.80 3.40 3.70 3.60 3.90 .00 .00 .00 .00 .0 .0 .0 .0 .00 .10 .00 .10 .0 Local freight 2.8 14 by 22 inch cylinders- .0 26 Class C2 OOoo^ " 9 3 30 30 4.40 4.40 2.50 2.50 .00 .0 .00 .0 Class C3 000oo> 13 13 66 66 Passenger , 4.40 4.40 2.70 2.70 .00 .0 .00 .0 10 99 6.45 3.60 ' Class rs, o000oo> Passenger. 5 5 77 77 4.40 4.40 3.75 3.75 .00 .0 .00 .e FORT WORTH & RIO GRANDE R. R. SDTGLE-EXPANSIOK LOCO- MOTIVES. Class B3, OOOo> 9 9 49 50 Freight $5.00 $5.00 $3.10 $3.10 $0.00 0.0 $0.00 00. ( Class C2, OOoo> 4 4 28 28 Passenger— Under 18-inch cyl- 4.15 4.40 4.30 4.40 2.40 2.65 2.50 2.65 .15 .00 3.6 .0 .10 .00 4.2 18-inch cylinders or .e FORT WORTH BELT RY. SINGLE-EXPANaiON LOCO- MOTIVES. Class A2, 00> 4 4 40 40 • $4.25 $4.25 $2.50 $2.70 $0.00 0.0 $0.20 8.0 Class A3, 000> , 3 3 56 56 4.25 4.25 2.50 2.70 .00 .0 .20 8.0 GALVESTON, HARRISBURG & SAN ANTONIO RY. SINQLE-EXPANSION LOCO- MOTIVES. Class A2, 00 >(oil) Switching- First-class yards. -- Second-class yards. 29 $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 0.0 6.3 $0.20 RAILROAD LABOR ARBITRATIONS. 551 Sote« paid to locomotive exigineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. GALVESTON, HAERISBUEG & SAN ANTONIO EY.— Continued. Num- ber. Aver- weight on Eate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Class A3, 000>: on.; 26 3 27 2 63 52 63 45 Coal Oil bumers,switoliing— $4.25 4.00 4.25 4.00 S4.40 4.25 4.25 4.25 f2.50 2.40 2.60 2.40 $2.76 2.70 2.70 2.70 $0.16 .26 .00 .26 3.5 6.3 .0 6.3 $0.25 .30 .20 .30 10.0 12.5 Coal burners, switch- ing — First-class yards ao 12.5 Class B3, OOOo>: Oil 54 1 56 1 64 56 64 56 Coal Freight, class B engines (oil and coal)— Between Valeatine 5.21 5.69 5.13 5.43 5.94 6.35 5.21 5.69 5.13 6.43 5.94 5.36 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 Between Sanderson j^TiH Vtp] H'O Freight, class C engines Valentine and San- Sanderson and Bel Eio Freight, class B (coal burners)— Houston and Glld- 3.03 3.03 3.14 3.24 3.36 3.55 2.88 2.88 2.99 3.09 3.20 3.40 3.01 3; 01 3.12 3.23 3.34 3.55 3.03 3.03 3.14 3.24 3.35 3.65 2.88 2.88 2.99 3.09 3.20 3,40 3.01 3.01 3.12 3.23 3.34 3.55 .00 .00 .00 .00 ■ .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 .0 Del Eio and GBd- .0 El Paso and Valen- tine .0 Valentine and San- .0 Sanderson and Del Eio .0 Freight, class B (oil burners)— Houston and Glid- den .0 .0 Del Eio and Glid- .0 ElPasoandValeu- .0 Valentine and San- .0 Sanderson and Del .0 Freight, class C (oil burners)- Houston and Gild- .0 .(; Del Eio and Glid- .0 El Paso and Valen- .0 Valentine and San- .0 Sanderson and Del Bio ■« 552 BAILBOAD LABOR AEBITEATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and arnount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. GALVESTON, HARRISB0RG & SAN ANTONIO BY. CO.— C!ontinued. Num- ber. Aver- weight on Rate per day of 100 nules or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTITES— continued. Class B4, OOOOo> (oil)... Freight, class C en- gines- Valentine and San- 48 48 94 94 $6.43 5.94 S.35 $5.43 5.94 6.35 $0.00 .00 .00 0.0 .0 .0 Sanderson and Del Freight, class C en- gines- Houston and Glid- $3.01 3.01 3.12 3.23 3.34 3.55 $3.30 3.30 3.30 3.30 3.34 3.65 $0.29 .29 .18 .07 .00 .00 Victoria division 9.6 Del Rio and •San- 5.8 El Paso and Valen- tine 2.2 Valentine and San- Sandeison and Del Rio Class C2, OOoo>: Oil 30 9 30 8 32 26 32 25 Coal Branch, mixed- Clinton Branch 4.65 4.40 4.40 4.40 4.40 4.80 4.80 4.80 4.15 4.40 4.40 4.65 4.40 4.40 4.40 4.40 4.80 4.80 4.80 4.30 4.40 4.40 .00 .00 .00 .00 .00 .00 .00 .00 .15 .00 .00 .0 .0 .0 .0 .0 .0 .0 .0 3.6 .0 .0 ^ Port Lavaca Wharton - Palacios 1 Hawkinsville La Grange Branch BeeviUfi Branch Port Lavaca-Cuero Branch, passenger- Less than 18-inch 2.40 2.65 2.65 2.82 2.96 2.40 2.55 2.48 2.63 2.40 2.65 2.72 2.86 2.60 2.75 2.50 2.65 2.65 2.82 2.96 2.40 2.55 2.48 2.63 2.40 2.55 2.72 2.86 2.60 2.7S .10 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 4.2 IS-jnch cylinders Branch, mixed— Eagle Pass Branch- Oil .0 Coal .0 Gonzales Branch — Oil .0 Coal .0 La Grange on .0 Coal .0 ' Port Lavaca Branch- Oil .(] Coal { Beeville-Vlctorla- Oil ( Coal .t Wharton -Palados Branch- on .( Coal .... .... .'.W... ...... RAlLfeOAD LABOE ABBllEATIONS. 553 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. GALVESTON, HARRISBUBG & SAN ANTONIO EY. CO.— Continued. Num- ber. Aver- weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. snfGLE-EXPANSioN LOCO- MOTIVES— Continued. Class C2, OOoo>— tiontd. Branch, mixed— Contd. Hawkinsville Branch- Oil J2.40 2.55 2.47 2.62 $2.40 2.55 2.47 2.62 SO. 00 .00 .00 .00 0.0 Coal .0 Clinton Branch- Oil .0 Coal .. .. .0 Classes, OOOoo>: Oil 66 26 66 25 51 42 51 42 Branch, freight— La Grange Branch- Oil 54.80 4.80 4. SO 4.80 4.80 4.40 t4;80 4.80- 4.85 4.90 •4.90 4.40 2.60 2.75 2.76 2.65 2.75 2.65 2.85 3.00 2.75 2.85 3.00 2.65 $0.00 .00 .05 .10 .10 .00 0.0 .0 1.0 2.1 2.1 .0 .25 .25 .00 .20 .25 .00 9.6 Coal 9.1 Wharton-Bay City runs .0 Victoria Division, locals- Oil • 7.5 Coal 9.1 Passenger .0 Class E4, oOOOOo> (oU).. Freight- • Sanderson and Del Eio 22 22 105 105 6.94 5.35 5.94 5.45 3.55 3.23 3.55 3.55 .00 .10 .0 1.9 .00 .32 .0 10.0 Class F2, o00oo> (oil) .... Passenger- Less than 110,000 pounds on drivers 110,000 to 140,000 pounds on drivers Class ra, o000oo> (oil)... 1 2 51 53 4.40 4.40 4.40 4.60 2.65 2.65 2.65 2.78 .00 .20 .0 4.5 .00 .13 .0 4.9 12 12 86 86 4.80 4.80 2.90 2.90 .66 .0 .00 .0 rOUB-CTLmBEK COMPOtTND LOCOMOTIVES. Class B3 0O0o*> 9 7 76 75 Freight, class B (oil 5.35 5.35 3.01 3.05 ^ .00 .0 . .\ . . . .04 1.3 Class E6, oOOOOOOo> .. . Freight- El Paso and Valen- tine . . 12 12 149 133 6.10 6.10 6.69 6.10 6.10 9.69 4.00 4.00 4.00 4.00 4.00 4.00 .00 .00 .00 .0 .0 ■0 .00 .00 .00 .0 Valentine and San- .0 Sanderson and Del .0 Class P2, oOO»o> (oil) Passenger- Less than 110,000 pounds on drivers 1X8,000 to 140,000 pounds on drivers 5 5 53 53 4.40 4.60 4.40 4.60 2.65 2.78 2.65 2.78 .00 .00 .0 .0 .00 .00 .0 .0 ■■■■| ' 554 RAILROAD LABOR ARBITRATIONS. Tiales paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. GREAT NORTHERN RY. Num- ber. Aver- age weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1916 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIYES. Class A3, 000>: Oil 8 111 8 111 59 62 62 62 Coal SwitcMng— Oil first-class yards $4.26 4.26 $4.25 4.25 $2.36 2.50- 82.55 2.70 $0.00 .00 0.0 .0 $0.20 .20 8 5 Coal, first-class yards Class A4, <0000>, elec- tric 8 4 4 114 114 4.90 4.90 3.30 3.30 .00 .0 .00 riass B2, 00o>, oil motor 1 1 23 23 Passenger 4.40 4.40 .00 .0 Class B3, 000o>: , Oil 77 99 7 65 11 46 39 39 Coal Freights Coal burners— 74,000 to 112,000 pounds on drivers . . . 5! 05 4.80 5.06 4.25 4.00 4; 25 4.00 4.80 5.05 4.80 5.06 4.26 4.25 4.25 4.25 3.10 3.30 2.96 2.95 2.50 2.40 2.35 2 35 3.10 3.30 2.96 2.95 2.70 2.65 2.55 2.56 .00 .00 .00 .00 .00 .26 .00 .25 .0 .0 .0 .0 .0 6.3 .0 6.3 .00 .00 .00 .00 .20 .16 .20 .20 .0 .0 Oil burners — 74,000 to 112,000 pounds on drivers .0 AH other en- .0 Swltching— First^jlass yards 8.0 6.3 Switching (oil)— 8.5 8.5 Class B4,0000o>; Oil 27 227 27 177 82 82 80 80 Coal Freight- 5.30 5.30 5.30 5.30 3.40 3.55 3.40 3.55 .00 .00 .0 .0 .00 .00 .0 Coal .0 Class C2, OOoo>: Oil 8 139 3 108 28 26 25 25 Coal Passenger — 4.40 4.40 4.80 4.80 4.40 4.40 .4.80 4. 'SO 2.40 2.55 2.80 2.96 2.40 2 56 2.80 2 95 00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 Coal .0 Freight- Oil.. .0 Coal .0 Class C3, 000oo>: Oil.! 41 95 6 26 68 63 56 65 Coal Passenger— 112,000 potinds or less on drivers . . . 4.40 4.65 4.40 4.66 .00 .00 .0 .0 Overll2,000 pounds drivers 2.86 3.06 2.85 3.05 .00 .00 .0 All others .... .... .... .« EAILEOAD LABOR ABBITEATIONS. 555 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. GREAT NOETHEEN EY.-Continued. Num- ber. Aver- weight on drivers (tons). Eate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to Class. Engineers. Firemen. 1914 1915 1914 1915 1914 1916 1914 1916 Amount. Per cent. Amount. Per cent. BiNQLE-EiPiNsioN LOCO- MOTIVES— continued. Class 03, 000oo>— Con. Freight— 112,i00 pounds or / S4.80 6.05 $4.80 5.06 6.10 $0.00 .00 0.0 .0 Over 112,000 pounds on drivers Betweenl40j000and 170,000 pounds on drivers ' 77,000 pounds on $3.10 3.30 3.55 3.75 $3.10 3.30 3.65 3.75 $0.00 .00 .00 .00 85,000, 120,000, and 134,000poundson 130,000 pounds on drivers 155,000 pounds on drivers ■ .0 Class 04, OOOOoo>: Oil.. 14 87 14 86 71 73 73 73 Coal Freidit— - 5.30 5.30 5.30 5.30 3.40 3.55 3.40 3.55 .00 .00 .0 .0 .00 .00 .0 • Coal. ... Class E3, o000o> 136 133 75 76 rreight 5.30 6.30 3.66 3.56 .00 .0 .00 .0 Class E4, oOOOOo>: Oil.. 2 68 5 65 110 110 110 110 Coal Freight 5.55 5.55 3.76 3.75 .00 .0 .00 .0 Class F3, o000oo> 86 86 96 76 4.66 4.65 3.05 3.05 .00 .0 .00 .0 Class F4„ oOOOOoO: Oil 5 10 5 10 110 110 110 110 Coal 5.15 5.15 3.30 3.75 .00 .0 .46 13.6 POnB-CYLIIirDEE COMPOUND LocoMoirvEa. Class B7, 0000-OOOo> (Malletl 36 36 175 175 ' Freight 6.30 6.50 4.00 4.25 .20 3.2 .25 6.3 raassBS, OOOOOOOOo> (MaUet): Oil 8 17 8 17 210 210 210 210 Coal Freight. .. . 6.30 6.50 4.00 4.25 .20 3.2 .25 6.3 Class E6, oOOOOOOo> (Mallet): OU 29 38 19 3 147 128 158 158 Coal Freight* 6.30 6.60 4.66 4.25 .20 3.2 .25 6.3 10 10 50 60 4.65 4.65 3.05 3.05 .00 .0 .00 .0 HOUSTON & TEXAS CENTEAL E. E. SINGLE-EXPANSION LOCOMOTIVES. 1 30 Switching- 1 $4.25 4.00 $2.50 2.40 Secand-dass TaEds„ .■a- ..,- ..-- 556 RAiLfeOAb LABOE AEBITBATIOWS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, . and amount and per cent of increase in rates awarded by the arbitration hoard according to class of engines — Continued. HOUSTON & TEXAS CENTRAL E. E.— Continued. Num- ber. Aver- weight- on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1916 Amount. Per' cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— continued. Class A3, 000>: Oil 17 4 ). % }61 Switching- $4 25 4.00 S4.40 4.25 $2.50 2.40 .?2. 75 2.70 $0.15 .25 3.5 6.3 iO.25 .30 10 Second-class yards. Class B3, 000o>: Oil 6 16 7 12 76 74 76 75 Coal Freidit, oil and coal— Hoiiston to Heame . 4.88 6.31 6.16 6.23 4.98 5.15 4.98 4.98 5.31 5.22 5.27 5.14 5.23 5.23 5.10 5.31 5.16 5.23 6.10 5.15 5.10 5.10 5.31 6.22 5.27 6.14 6.23 6.23 .22 .00 .00 .00 .12 .00 .12 .12 .00 .00 .00 .00 .00 .00 4.5 .0 .0 .0 2.4 .0 2.4 2.4 .0 .0 .0 .0 .0 .0 i Hempstead to Aus- tin Houston and Hemp- Heame and Hemp- Heame and Hock- ley, round trip. . . EnnisandBremond, • Ennis, Corsicana, and Dallas, round trip Ennis and Fort WOTth, round trip Bremond and Waco Hempstead and Ledbetter Turn . . Giddinga, round trip...- Freight- 2.85 3.00 3.05 3.20 .20 .20 7 Coal 6 7 Class B4, OOOOO (oil)... 2 Freight- Houston to Heame . 4.88 6.31 6.16 5.23 4.98 5.15 4.98 5.31 5.22 S.27 6.14 6.23 5.23 5.30 5.31 6.30 5.30 5.30 5.30 5.30 5.31 5.30 5.30 5.30 5.30 6.30 .42 .00 .14 .07 .32 , .15 .32 .00 .08 .03 .16 .07 .07 8.6 0.0 2.7 1.3 6.4 2.9 6.4 0.0 L5 0.6 3.1 L3 1.3 Heame to Ennis . . . Ermia tn DdTiTiiBnn Hempstead to Aus- Austinto Llano Houston and Hemp- stead, round trip. Heame and Hemp- stead, round trip. EnnisandBremond, round trip - Ennis, Corsicana, and Dallas, round trip Ennis and Fort Worth, round trip.... Bremond and Waco Hempstead and Ledbetter Turn. . Hempstead and Qid- dings, round trip. Freigfit'. .... .... .... .... 2.85 3.30 .45 15.8 RAILROAD LABOR ARBITRATIONS. 557 Rates paid to locomotive engineers and firemen before and after the arbitration of ,1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — •Continued. HOUSTON & TEXAS CENTEAL E. E.— Continned. Num- ber. Aver- age weight on Rate per day of 100 mUes or 10 hours or less to— Increase to engineers. Increas flreme etc n. Class. drivws (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. sntGLE-EXPANSioN LOCO- MOTIVES— Continued. Class C2, 00oo>: Oil 14 2 14 3 35 27 35 27 Coal ;... J4.40 4. IS 4.40 4.40 $4.40 4.30 4.40 4.40 J2.65 2.40 2.65 2.65 S2.65 2.50 2.65 2.65 SO. 00 .15 .00 .00 0.0 3.6 .0 .0 10.00 .10 .00 .00 0.0 42 .0 Passenger, oil— Cylmders less than 18 inches Cylinders 18 inches Classes, 00 Ooo>: Oil 32 12 40 8 47 45 47 39 Coal Branch freight, oil— 4.80 4.80 4.80 480 4.90 4.90 4.90 4.90 4.80 4.80 4.80 4.80 4.90 4.90 4.90 4.80 4.80 4.80 4.80 4,90 4.90 4.90 4.90 480 480 480 480 4 90 4 90 4 90 2.75 2.75 2.75 2.75 2.85 2.85 2.85 2.85 2.90 2.90 2.90 2.90 3.00 3.00 3.00 2.75 2.75 2.75 2.75 2.85 2.85 2.85 2.85 2.90 2.90 2.90 2.90 3.00 3.00 3.00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 Waxahaehie short run Heame-Stone City .0 ^"^ Austin branch ■0 .0 Freight, oil Branch freight, coal— .0 .0 .0 Heame-Stone City .0 "Waco branch .0 AnfitiTi branch .0 .0 HOUSTON EAST & WEST TEXAS EY. SmOLE-EXPANSION LOCO- MOTIVES. Class C2, OOoo> (oil). Cylinders under 18 inches In diame- ter Cylinders 18 inches and over in di- ameter , iss C3, OOOoo>: Oil Coal Freight— coaY.'.".!!!".".' $4.16 4.40 4.90 4.90 $4.30 440 490 490 $2.40 2.65 2.77 2.92 $2.50 2.65 2.77 2.92 $0.15 .00 .00 .00 $0.10 .00 .00 .00 558 RAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of WIS, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Cpntinued. ILLINOIS CENTEAL B. R. Num- ber. Aver- weight on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES. 16 15 34 36 Switching- $4.25 4.00 S4.25 4.25 S2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 12.5 189 212 69 65 Switching— 4.25 4.00 4.40, 4.25 2.50 2.40 2.75 2.70 .16 .26 3.5 6.3 .26 .30 10.0 12.5 255 225 52 54 Freight— 5.05 4.90 5.15 5.05 4.90 5.15 3.05 2.95 3.20 3.05 2.95 3.20 .00 .00 ,00 .0 .0 .0 .00 .00 .00 .0 18-inch, cylinders .0 .0 Class B4, OOOOo> Freight— 20 by 24 inch cylin- 353 353 86 86 5.15 5.15 5.15 5.15 5.40 5.30 5.30 5.40 5.40 5.45 3.20 3.20 3.45 3.31 3.75 3.45 3.45 3.45 3.45 3.75 .15 .15 .25 .25 .05 2.9 2.9 4.9 4.9 .9 .25 .26 .00 .14 .00 7.8 21 by 24 inch cylin- 7.8 22 by 26 inch cylin- .0 23 by 30 inch cylin- 4.2 Mikado .0 107 83 41 35 Passenger- Less^ than 18-inch 4.15 4.40 4.30 4.40 2.40 2.70 2.60 2.70 .15 .00 3.6 .0 .10 .00 4.2 18-inch cylinders .0 148 137 57 56 4.40 4.90 5.05 5.15 4.40 4.90 5.05 5.15 2.75 3.05 3.05 3.20 2.75 3.05 3.05 3.20 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 Freight— 19 by 24 inch cylin- .0 19 by 26 inch cylin- .0 20 by 28 inch cylin- .0 ClassC4 0000oo> 91 91 Freight 5.40 5.40 3.31 3.46 .00 .0 .14 4.2 Class E4, o0000o> Freight 200 250 109 109 5.40 5.45 3.75 3.75 .05 .9 .00 .0 26 26 51 51 Passenger— 20 by 28 inch cylln- 4.40 4.40 4.40 4.40 4.40 4.40 4.40 2.80 2.80 2.80 ?.80 Less than 80,000 pound drivers 80,000 to 100,000 pound drivers 100,000 to 140,- 000 pound 2.80 2.80 2.80 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 .0 .0 Class F3, o000oo> Passenget— 20-lnch cylinders . . 109 109 76 75 4.40 4.40 4.40 4.40 2.80 2.85 2.85 2.85 .00 .00 .0 .0 .05 .00 1.8 25 and 22i inch cyl- .0 C]&<;s H2 ooOOo^ 21 21 28 28 Passenger, 16 by 22 inch cylinders — Less than 80,000 pounds on drivers 4.15 4.15 4.30 4.30 2.45 2. 45 2.50 2.70 .15 .15 3.6 3.6 .05 .25 2.0 80,000 to 100,000 poandsoa drivms. .... 10.2 RAILROAD LABOR ARBITRATIONS. 659 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. I ILLINOIS CENTRAL B. B.— Continued. Num- ber. Aver- age weight on drivers (tons). Bate per miles or less to— day of 100 10 hours or Increase to engineers. Increase to firemen. Class. Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Class H3, ooOOOo> Passenger, 18 by 22 inch cylinders- Less than 80,000 6 6 37 43 $4.40 4.40 $4.40 4.40 $2.70 2.70 $2.70 2.80 $0.00 .00 0.0 .0 $0.00 .10 0.0 80,000 to .100,000 3:7 t!]ass![3, oo000oo> 7 7 33 38 Passenger, 18 by 24 inch cylinders- Less than 80,000 4.40 4.40 4.40 4.40 2.70 2.70 2.70 2.70 .00 .00 .0 .0 .00 .00 .0 80,000 to 100,000 .0 . Class K2,oooOOo> , Passenger, 17 by 24 inch cylinders- Less than 80,000 10 10 36 36 4.15 4.15 4.30 4.30 2.45 2.45 2.60 2.70 .16 .15 3.6 3.6 .05 .25 2.0 ' 80,000 to 100,000 10.2 INTEENATIONAL & GREAT NOETHEH N BY. • SINGLE-EXPANSION LOCO- MOTIVES. ClassA3,000>(oU) 1 1 67 67 $4.25 $4.25 $2.50 $2.70 SO. 00 0.0 $0.20 8.0 Class B4; OOOOo> (oil)... Freight— Throueh 23 23 92 92 5.40 5.75 5.40 5.75 3.50 3.60 3.50 3.80 .00 .00 .0 .0 .00 .20 .0 5.6 Class C2, OOoo>: Oil 5 23 5 23 27 31 27 32 Coal Passenger, oil burners- Less than 100,000 pounds on drivers 100,000 and less than 170,000 pounds on 4.15 4.40 4.95 5.30 4.95 5.30 4.25 4.30 4.40 4.95 5.30 4.95 5.30 4.25 2.40 2.65 3.00 3.35 2.85 3.20 2.50 2.50 2.65 3.00 3.35 2.85 3.20 2.70 .15 .00 .00 .00 .00 .00 .00 3.6 .0 .0 .0 .0 .0 .0 .10 , .00 .00 .00 .00 .00 .20 4.2 .0 1 Freight, coal burners- .0 Local .0 Freight, oil burners- ■ ■ Throuffh .0 Local .0 Switctiinff ..... 8.0 Class C3, OOOoo>: Oil 115 17 115 17 57 51 57 61 I Coal Passenger, coal burners Engines 18 and 19 4.40 4.40 4.40 5.05 5.30 4.40 4.40 5.05 5.35 2.65 2.65 2.80 3.00 3.20 2.65 2.80 3.15 3.45 .00 .00 .00 .05 .0 .0 .0 .9 .00 .00 .15 .25 .0 Engines with 20-inch .0 Freight, coal burners— Throneh. . .. 5.0 Local .... f... 7.8 560 RAILROAD LABOR AKBITRATIONS, Rat-es paid to locomotive engineers and firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. INTERNATIONAL & GREAT NORTHERN RY.— Continued. i Num- ber. Aver- . age weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Class 03, OOOoO— Con. Freight, oil humers— Engines 100,000 and less than 140,000 'pounds on driv- ers- 3S.05 5.30 5.05 6.30 5.20 5.65 4.25 $5.06 6.36 5.06 6.36 5.20 6.56 4.26 S3. 00 3.20 2.85 3.20 3.45 2.60 S3. 00 3.30 2.85 3.20 3.20 3.50 2.70 $0.00 .05 .00 .05 .00 .00 .00 0.0 .9 .0 .9 .0 .0 .0 $o.'oo .10 .00 0.0 3.1 Engines 80,000 and less than 100,000 pounds on driv- ers- Through .0 Local :. Engines 140,000 and less than 170,000 pounds on driv- ers- .00 .06 .20 .0 Local 1.4 8.0 KANSAS CITY, CLINTON & SPRINGFIELD RY. SINGLE-EXPANSION LOCO- MOTIVES. Class C2, OOoo>. Passenger Freight $4.15 5.00 $4.30 6.00 $2.40 2.96 $2.50 2.95 $0.15 .00 3.6 .0 $0.10 .00 4.2 .0 KANSAS CITY SOUTHERN RY. SmGLE-EXPANSION LOCO- MOTIVES. Class A3, 000>: Oil 7 29 7 28 69 62 59 65 • Coal Switching — $4.26 4.00 $4.25 4.25 $2.60 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 12.5 Class B3, 000o> 1 .... 60 Through freight 4.80 4.80 3.06 3.15 Class B4, OOOOo>: on 24 58 24 58 90 94 91 94 Coal 4.40 6.65 Throurfi freight 6.65 6.66 .00 .0 . OH burners— 21 by 30 inch cylin- ders— Through freight Local &eight-.. 3.06 3.14 3.06 3.15 3.06 3.14 3.06 3. IS .00 .00 .00 .00 .0 .0 22 by 30 Inch cylin- ders- Through freight Local uTGJsbSa. - .•t... -••»«* .0 KAILBOAD LABOE AEBITRAHONS. 561 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, ; yand amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. KANSAS CITY SOUTHEEN BY.— Continued. ' Num- ber. Aver- age weight on Eate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. • drivers (tons). Engineers. FiremeiL 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— oontmued. Class B4, OOOOo>— Con. Coal burners— 21 by 30 inch cylin- ders— Throughfreight $3.35 3.45 3.40 3.50 3.45 3.S5 t.3.35 3.45 3.40 3.60 JO. 00 .00 .00 .00 22 by 28 inch cylin- ders — Through freight 22by301nchcylin- d«rs— Through freight Class C2, 00oo> (oil) Passenger- Less than IS-inch 7 6 35 36 t4.15 4.40 $4.30 2.40 2.65 2.50 SO. 15 3.6 .10 4.2 18-Jiich cylinders Classes, OOOoo>; Oil 33 13 33 13 65 54 56 54 Passenger- Less than IS-inch 4.15 4.40 4.40 5.05 5.30 6.06 6.30 5.05 5.30 4.15 4.40 2.65 2.65 2:65 2.65 .00 .00 .0 .0 .00 .00 .0 18-ihcli cylinders and over .0 Freight— Coal bumere, 19 by 24 in'(i cylin- ders— Throueh 6.05 5.30 5.05 5.30 5.6b 5.30 3.05 3.15 3.20 3.30 2.90 3.00 3.05 3.15 3.20 3.30 2.90 3.00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .0 LoealT. .0 20 by 26 inch cylin- ders— Throuch .0 Local.. .0 Freight, oil burners— ' .0 Local . ....... .0 Class F3, o000oo> 80 80 5.40 5.40 2.80 2.80 .00 .0 .00 .0 29 29 4.16 4.30 2.40 2.50 .15 3.6 .10 4.2 Class O000o6'-Shay(oii). Switehine 120 120 4.25 4.40 2.50 2.75 .15 3.6 .25 10.0 JOITB-OYUNDEK COMPOUND LOCOUOtlTES. Class A6, OOOOOOXMal- 7 5 8 4 176 176 176 176 Coal 6.40 6.65 6.50 6.65 4.66 4.00 4.25 4.25 .10 .00 1.6 .0 .25 .25 6.3 6.3 61393°— S. Doc. 493, 64-1- 562 BAILROAD LABOE ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 191S, and aTnount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. KANSAS CITY TERMINAL RY. Nrnn- ber. Aver- we^ht on Rate per day of 100 miles or 10 homs or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. • 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTrras. Class A2 00> 1 1 40 40 Switchiner $4.25 $4.25 $2.50 $2.70 $0.00 0.0 $6.20 8 Class A3, 000>: Oil 28 2 28 2 80 41 70 45 Coal Switching— Less thm 140,000 4.25 4.25 4.25 4.40 2.50 2.50 2.70 2.75 .00 .15 .0 3.5 .20 .25 S.0 140,000 pounds and 10.0 Class A4, OOOOXoiI) .- . 2 2 93 85 4.25 4.40 2.50 2.75 .15 3.5 .25 10.0 LOUISIANA & ARKANSAS RY. SINGLE-E3PANSI0N LOCO- MOTIVES. Cbuv! B3 OOOo'> . . 1 42 S5.65 5.10 4.90 $3.10 2.95- 2.85 Class B4, OOOOo> Yard 1 1 57 57 4.20 5.65 5.40 4.90 $4.25 5.65 5.40 4.90 2.60 3.10 3.20 2.85 $2.70 3.50 3.20 3.20 $0.05 .00 .00 .00 1.2 .0 .0 .Q $0.10 .40 .00 .35 3.8 12.9 .0 Work 12.3 Class C2 OOoo^ 8 8 33 33 Passenger- Less than 80,000 pounds on drivers 80,000 to 100,000 pounds on drivers 3.65 3.65 4.30 4.30 2.15 2.15 2.50 2.55 .65 .65 17.8 17.8 .35 .40 16.3 18.6 22 22 61 61 3.65 4.20 5.65 5.40 5.40 4.90 4.90 4.40 4.25 5.66 5.40 5.40 4.90 4.90 2.15 2.60 3.10 3.20 3.20 2.85 2.85 2.60 2.70 3.50 3.20 3.25 3.20 3.25 .75 .05 .00 .00 .00 .00 .00 20.5 1.2 .0 .0 .0 .0 .0 .45 .10 .40 .00 .05 .35 .40 20.9 Yard 3.8 Local fsei^t 12.9 ThronA freldit— Less than 140,000 pounds on drivers 140,000 pounds and .0 1.6 Work- Less than 140,000 pounds on drivers 140,000 pounds and 12.3 14.0 LOUISIANA WESTERN R. R. SINQLE-EXPANSION LOCO- MOTIVES. Class A2, OOXoil) Switching- First-class yards 1 26 $4.25 4.00 $2.50 2.40 ' Second-class y^rds. .... EAILBOAD LABOR ABBITRATIONS. 563 Raies paid to locomotive engineers and firemen before and after the arbitration of WIS, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. LOUISIANA WESTERN E. E.— Continosd. Num- ber. Aver- weight on Eate per day of 100 miles or 10 hours or less to— Increase to Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES — continued. Class A3, 000>: Oil .' 11 2 12 2 66 66 66 66 -^ Coal Oil (switching)— 14.25 4.00 4.25 4.00 $4.40 4.25 4.25 4.25 S2.50 2.40 2.50 2.40 J2.'75 2.70 2.70 2.70 JO. 15 .25 .00 .25 3.5 6.3 .0 6.3 $0.25 .30 .20 .30 10.0 12 5 Second-class yards. Ccaljswitching)— First-class yards 8 Class B3, 000o> (oil) 5 5 76 76 Trfiifxf, 5.35 5.35 3.01 3.05 .00 .0 .04 1.3 Class C2, OOoo>: Oil 8 8 8 8 36 28 36 28 Coal Oil- 4.80 4.40 4.40 4.80 4.80 4.80 4.40 4,40 4.80 4.80 2.65 2.40 2.72 2.80 2.80 2.65 2.50 2.72 2.80 2.80 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .00 .10 .00 .00 .00 Coal, hrandi, mized— Lacassine branch... Eunice-New Iberia Class F2, oOOoo> (oil) ' Passenger 1 1 52 53 4.60 4.60 2.78 2.78 .00 .0 .00 Class F3, o000oo> (oil)... Passenger 3 3 71 71 4.80 4.80 2.90 2.90 .00 .0 .00 MINNEAPOLIS, ST. PAUL & SAULT STE. MAEIE EY. SnjGLE-EXPANSION LOCO- MOnVES. iClass A2. 00'> 9 9 37 32 Switching— $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 " 12.5 Glass A3 OOO"^ 43 43 58 ,60 Switching— Over 140,000 pounds on driv- 4.25 4.00 4.40 4.25 2.50 2.40 2.75 2.70 .15 .25 3.5 6.3 .25 .30 10.0 / Less than. 140,000 pounds on driv- 12.5 35 36 44 56 4.90 4.90 4.90 4.90 5.20 3.10 3.06 3.10 3.10 3.40 .00 .00 .0 •0 .00 .05 n 1.6 Class B4, OOOOo> Through freight- 71 71 89 81 5.05 5.05 5.05 5.05 5.05 5.05 5.40 3.20 3.20 3.20 3.30 3.30 3.30 3.60 .00 .00 .00 .0 .0 .0 .10 .10 .10 3.1 3.1 Superheater en- 3.1 Class B5, 0000 Oo> .'!..'.' 1 95 95 5.55 5.55 5.85 3.45 3.75 4.05 .00 .0 .30 8.7 'Glass C2 OOno"^ 77 77 29 26 4.30 4.30 4.30 4.3a 2.40 2.50 2.60 2.50 .00 .00 .0 .e .10 .00 4.2 AUodSerdiridoas.. -,„ .... .0 564 EAILE.OAD LABOE AEBITEATIOlirS. Rates paid to locomotive engineers and firemen before and after the arbitration (f MIS, and amount and per cent of increase in rates awarded by the arbitration board according, to doss of engines — Continued. MINNEAPOI/IS, ST. PAITL & SAULT STE. MARIE EY.— Contiiraed. Num- ber. Aver- age we^t on ♦ Bate per miles or less to— day of 100 10 hours or Increase to engineers. Increase to Class. drivers (tons). Engineras. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amonnt. Per cent. Amount. Per cent. SINGLE-EXPiN-EION LOCO- MOTIYES— Gontimied. Classes, 000oo> 62 62 56 55 Passenger — $4.50 4.90 14.50 4.90 $2.80 3.10 $2.85 3.10 $0.00 .00 .......... .0 .0 $0.05 .00 1.8 0.0 All otter divisions. . Class B4, oOOOOo> 11 11 106 106 Througli freight— 125,700 pounds on 6.06 5.55 5.05 5.55 6.40 6.86 3.20 3.75 3.30 3.75 3.60 4.05 .00 .00 .0 .0 .10 .00 3.1 .0 290,500 pounds on Local freight— 125,700 pounds on drivers 290,500 pounds on drivers Class r2, oOOoo> 15 15 44 44 4.70 4.80 5.10 2.90 2.90 3.20 .10 2.1 .00 .0 Class F3, o000oo> 56 56 72 71 Passenger — Chicago division- - - 4.50 4.50 4.65 4.50 4.60 4.65 2.66 2.85 3.75 2.85 2.85 3.75 .00 .00 .00 .0 .0 .0 .20 .00 .00 7 All other divisions.. Superheater en- gines TWO-CYLINDER COMPOtTND OB CEOS.S-COMPOUND LOCOMOTIVES. Class B3, OOOo> 65 65 63 56 Through freight- Chicago division. . . 4.90 4.90 5.05 5.05 5.40 3.20 3.20 3.30 3.30 3.60 .15 .15 3.1 3.1 .10 .10 3.1 3.1 Local freight Class B4, OOOOO 78 78 74 81 Through freight- Chicago division 5. SO 5.30 5. SO 5.30 5.30 5.30 5.60 3. SO 3.40 3.75 3.40 3.40 3.75 3.70 4.05 .00 .00 .00 .0 .0 .0 .10 .00 .00 3.0 Superheater en- Local freight Superheater en- gines Classes, 000oo> 5 5 48 65 Passenger- Chicago division. . . 4.50 4.50 4.56 4.55 Z85 2.86 2.85 2.85 .06 .06 1.1 1.1 .00 .00 .0 Class E3,oOOOo> 10 10 65 66 Through freight 6.05 5.05- 5.40 3.20 3.30 3.60 .00 .0 .10 3.1 Local freight MINERAL RANGE B. R. SINGLE-EXPANSION LOCO- MOTIVES. Class A2,00>... 1 31 Switching... $4.00 $2.40 Class A3, 000> 5 5 57 57 4.00 $4.25 2.40 $2.70 $0.25 6.3 $0.30 12.5 Class B3, OOOo> 6 7 38 38 Freight 4.80 4.80 3.00 3.00 .00 .0 .00 .0 Class B4, OOOOo> 10 10 91 91 Freight 5.30 6.30 3.25 3.25 .00 .0 .00 .0 Class C2, 00oo> 4 4 24 24 4.40 4.40 2.65 2.65 .00 .0 .00 Class C3, 000oo>, ,. Switching 1 1 27 26 4.00 4.25 2.40 2.70 .25 6.3 .30 BAILEOAD LABOR ARBITRATIONS. 565 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class o/CTi^inea^Continued. MISSOUKI & NOETH AEKANSAS K. E. Num- ber. Aver^ weight on Eate per day of 100 mfles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES. Class B3, OOOo> 4 i 51 43 Passenger .. ... $4.28 4.13 6.23 4.98 $4.40 4.25 6.28 4.98 $2.60 2.45 3.27 3.02 $2.60 2.70 3.32 3.02 $0.12 .12 .05 .00 2.8 2.9 1.0 .0 $0.00 .25 .06 .00 0.0 Local freight 1 5 Class :^4,OOOOo>i 5 5 84 5.38 5.10 5.40 5.10 4.40 3.54 3.29 3.69 3.29 2.75 .02 .00 0.4 .0 .05 .00 Through freight Class C2, 00oo> 5 5 33 5.23 4.28 5.28 4.30 3.27 2.60 3.32 2.60 .05 .02 1.0 0.5 .05 .00 1.5 Classes, 000oo> 6 6 55 4.28 5.23 4.98 4.40 5.28 4.98 4.25 i'eo 3.27 3.02 2.60 3.32 3.02 2.70 .12 .05 .00 2.8 1.0 .0 .00 .05 .00 Local freight 1 5 Through freight .0 Pwi'tOliiTip Class E4, o06oOo> Work 7 7 81 4.30 6.38 5.10 5.10 5.40 5.10 2.70 3.54 3.29 3.29 3.59 3.29 .80 .02 .00 18.6 .4 .0 .59 .05 .00 21.9 1.4 MISSOUEI, KANSAS & TEXAS LINES. SINQLE-EXPANSION LOCO- MOTIVES. Class A2 00> 1 1 29 29 ' $4.25 $4.25 $2.50 $2.70 $0.00 0.0 $0.20 8.8 Class A3 000> 35 35 71 71 Switching- Less than 140,000 ' pounds on drivers Over 140,000 pounds on drivers Class B3 OOOo'^ 4.25 4.25 4.25 4.40 2.50 2.50 2.70 2.76 .00 .16 .0 3.5 .20 .25 8.0 10.0 323 298 59 Freigh^- 91,400 pounds on 4.96 5.05 S.20 4.95 6.05 5.20 3.10 3.20 2.85 2.85 3.00 .00 .00 .00 .0 .0 .0 68,000 to 100,000 pounds on drivers 100,000 to 136,200 pounds on drivers Engines, 19-inoh cyl- Engines, over 19- Class B4, OOOOo> Freigh^- 108,000 to 137,600 pounds on drivers 143,200 to 157,000 pounds on drivers 195,000 pounds on 99 99 80 5.20 5.40 5.40 5.20 5.40 5.40 3.25 3.25 .00 .00 .00 .0 .0 .0 .00 .0 143,200 pounds on 3.30 3.40 3.55 3.75 3.30 3.40 3.55 3.75 .00 .00 .00 .00 .0 157,000 pounds on .0 195,000 pounds on .0 W^ pounds on .... .... .... ■ ■>■ «■•■•• *•>>■> •■■«*• .a 566 BAILEOAD LABOR AEBITBATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and, per cent of increase in rates awarded by the arbitration board according ^ to class of engines — ^Continued. MISSOURI, KANSAS & TEXAS LINES— Continued. Num- ber. Aver- weight oil Eate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1194 1915 Amount. Per cent. Amount. Per cent. ' SINGLE-EXPANSION LOOO- MOTiTES— oontinued. 40 40 30 30 Passenger- Less than 80,000 pounds on drivers 80,000 to 100,000 pounds on drivers S4.15 4.40 S4.30 4.40 $2.40 2.65 $2.50 2.65 $0.15 .00 3.6 .0 SO. 10 .00 4 2 .0 82 91 56 56 Passenger- Less than 80,000 pounds on drivers 80,000 to 100,000 pounds on drivers 100,000 to 140,000 pounds on drivers 140,000 pounds or 4.30 4.30 4.40 2.65 2.80 2.50 2.56 2.65 ^ 4.40 .00 .0 .00 .0 Class E4, oOOOOo> Freight, 200,000 to 250,000 pounds on 40 70 109 107 5.40 5.45 3.76 3.75 .05 .9 .00 .0 7 7 36 36 Passenger, less than 80,000 pounds on 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Class'F3,oOOOoo>. ...... Passenger, 140,000 to 170,000 pounds on 27 27 72 73 4.40 4.40 2.80 2.80 .00 .0 .00 .0 FOUE-CYLmDER COMPOUND LOCOMOTIVES. 2 61 Passenger, 100,000 to 140,000 pounds on 4.40 2.65 ■ 1 1 MISSOURI PACIFIC RY. SINGLE-EXPANSION LOCO- MOTrVES. nins«! A3 0O0'> 54 53 56 67 ■ Switching— First-olass vards $4.26 4.25 $4.40 4.26 $2.50 2.50 52.75 2.70 $0.16 .00 3.5 .0 $0.25 .20 10.0 Spcond-class yards. 8.0 73 70 40 40 5.05 6.30 6.06 6.35 3.10 3.30 3.10 3.40 .00 .05 .0 .9 .00 .10 .0 S.f) Class B4, 0000o> Through freight- 22 by .30 inch cylin- ders 206 206 80 80 6.30 6.20 5.20 6.30 5.20 5.20 3.65 3.36 3.20 3.55 3.35 3.20 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 19| by 2S-inch cylin- .0 20 by 24 inch cylin- ders .0 EAILEOAD LABOE ABBITKATIONS. 567 Rates paid to locomotive engineers and firemen before artd after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arb^raMon board according to class of engines — Continued. MISSOUEI PACIFIC EY.— Continued. Num- ber. Ave> age on Eate per day of 100 miles or 10 hours or less to— Increase to engineeis. Increase to firemen. Class. drivBis (tons). Engineers. Firemen. / 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. sntGiE-EXPANSioN LOCO- MOTIVES— Continued. Class B4, OOOOo>— Con. Local freight— 22 by 30 inch cylin- ders a t5.55 5.55 5.45 t S5.60 5.55 5.50 $3.75 3.55 3.40 S3.8S 3.65 3.50 $0.05 .00 .05 0.9 .0 .9 $0.10 .10 .10 2.7 2.8 2.9 19i by 28 inch cylin- ders 20 by 24- inch cylin- ders Glass C2, OOoo> 47 47 28 30 19 by 22 inch cylin- ders 4.40 4.40 4.15 4.40 4.40 4.30 2.65 2.65 2.40 2.80 2.65 2.50 .00 .00 .15 .0 .0 3.6 .15 .00 .10 5.7 .0 18 by 24 indi cylin- ders t. 16 by 24 inch oylin- ClassCS, 000oo> 132 132 56 56 Thrraigh freight— 19iby28inchcylin- 5.20 5.20 5.05 5.20 5.20 5.05 5.05 5. 55 5.55 5.35 5.35 4.40 4.40 3.35 3.20 3.10 3.65 3.40 3.30 2.80 2.65 3.35 3.20 3.10 3.10 3.65 3.50 3.40 3.40 2.80 2.65 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 20 by 24 inch cylin- ders...; 19by24inohcylin- ■ ders 18 by 24 inch cylin- ders Local freight— 19} by 28 inch cylin- ders 5.55 5.55 5.30 .00 .00 .05 .0 .0 .9 .00 .10 .10 .0 20 by 24 inch cylin- ders 2.9 19 by 24 inch cylin- ders 3 IS by 24 inch oylin- Passenger— 20 by 24 inch cylin- ders 4.40 4.40 .00 .00 .0 .0 .00 .00 .0 19 by 26 Inch oylin- .0 ClassE4,oOOOOo> 45 45 104 105 . Through freight 5.40 5.65 6.45 5.75 3.60 3.80 3.75 4.05 .05 .10 .9 1.8 .15 .25 4.2 Local freight 6.6 Class r2, oOOoo> 10 10 69 59 Passenger 4.40 4.40 4.40 4.40 2.80 2.80 2.80 2.80 .00 .00 .0 .0 .00 .00 .0 Class F3, oOOOoo>: Passenger .,. as 38 74 76 .0 MORGAN'S LOUISIANA & TEXAS E. E. AND STEAMSHIP CO. SraOLE-EXPANSION LOCO- MOTIVES. Class A2,00> 7 5 29 29 Switching, flrst-class $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 Switching, seoraid-olass 12.5 Class A3, 000>: Oil 15 9 15 9 71 45 71 46 Coal Oil, switching- First-class yards t2S 4.00 4.40 4.25 2.50 2.40 2.75 2.70 .15 .25 3.5 6.3 .25 .30 10.5 Sacand-dass yards. -... 12.0 568 RAILROAD LABOR AEBITRATIOJTS. Bates paid to locomotive engineers and firemeifi before and after tfte axbitraiicm of 1915, and anumnt and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. MOEGAN'S LOUISIANA & TEXAS E. E. AND STEAMSHIP CO.— Continued. Num- ber. Aver- age weight on Eate per day of 100 miles or 10 hoois or less to— Increase to engineers. Increase to firemen. Class. drivera (tons). Engtoeers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. snrcaJS-EXPANSioir loco- motives— continued. Class A3, 000>— Contd. Coal, switching— $4.25 4.00 $4.26 4.25 $2.50 2.40 $2.70 2.70 SO. 00 .25 - 0.0 6.3 $0.20 .30 3.0 12,5 Second-cla^ yards . Oass B3, 000o>: Oil }« {I }73 {^l Coal "^ ^r. 5.35 6.35 5.35 3.01 3.05 3.20 .00 .0 .04 1.3 Coal Qass 02, 00oo>: Oil.: 9 8 9 8 37 28 37 28 'Coal „ Bian^ mixed, oil and coal— Psflt Minn hranph 4.40 4.40 4.82 4.80 4.80 4.80 4.80 4.80 4.80 4.65 4.40 4.40 4.82 4.80 4.80 4.80 4.80 4.80 4.80 4.65 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .0 .0 .0 .0 Lockport branch New Iberia-Mid- St. Martinsville Baton Eouge Cypremort branch. Napoleonville Passenger, oil 2.85 2.40 2.40 2.90 2.65 2.55 2.55 2.80 2.80 2.80 2.80 3.05 3.05 2.8S 2.40 2.40 2.90 2.65 2.55 2.55 ■2.80 2.80 2.80 2.80 3.05 3.05 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 Branch mixed, oil- Salt Mine branch... .0 .0 .0 Mrdlanfi bronph .0 Branch mixed, coal- Salt Mine branch. . . .0 Lockport branch .. . .0 St. Martinsvme .0 Cypremort branch. .0 HonTn?! bniTlch.. , . . .0 branch .0 Baton Eouge brannh . . . .0 .0 Class F2, oOOoo>: (oil) .... 52 53 , 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Classic, o00doo>: (oH).. 3 3 4.80 4.80 2.90 2.90 .00 .0 .00 .0 NORTHERN PACIFIC R. R. SmOLE-EXPANSION LOCO- MOTIVES. Class A2,00> 1 1 29 29 Switching $4.25 $4.25 $2.50 $2.70 $0.00 6.6 $0.20 8.0 Class A3, 00"0>: Oil... 10 160 10 159 75 66 75 67 Coal Oil, switching 4.25 4.25 4.40 4.25 2.50 2.50 2.75 2.70 .15 .00 3.5 .0 .25 .20 10.0 Coal, switching >■-• --.. • •-■ >■■■ 8.0 BAILBOAD LABOR AKBITBATIONS. 569 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. NOETHEEN PACIFIC R. R.— Continued. Num- ber. Aver- wei^t on Eate per day of 100 mfles or 10 hours or less to— Increase to engineers. Increase to firemen. elates. drivers (tons). Engineers. Firemen. ] 9141 915) 9141 915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— continued. 14 14 67 67 ' 14.25 (4.25 (2.50 E2.70 JO. 00 0.0 10.20 8.0 Pinnae "Rl OOOn*i» 86 87 43 43 Frelght- 100,000 pounds or more on drivers . . 5.05 4.90 5.05 4.90 3.30 3.10 3.30 3.10 .00 .00 .0 .0 .00 .00 .0 Less than 100,000 pounds on drivers Class B4, 0000o> .0 78 84 75 76 4.50 5.30 '3.'75' 2.75 3.75 Freight 5.30 .00 .0 .00 .0 Class B5, OOOOOo> Freight 2 2 66 65 5.30 5.30 3.75 3.75 .00 .0 .00 .0 C1n.<;q 02 OOoo^ 60 63 30 30 Passenger- Standard engines, with 18-inm cyl- inders . .... 4.40 4.40 4.40 4.40 2.65 2.55 2.65 2.55 .00 .00 .0 .0 .00 .00 .0 Standard engines, with 17-inoh cyl- .0 Class C3, 000oo>: Oil • • 9 101 9 104 48 49 48 50 Coal OUtinmers, passenger— 100,000 pounds or 4.55 4.40 4.55 4.40 5.05 4.55 4.40 4.55 4.40 5.10 5.05 3.05 2.85 3.05 2.85 3.30 3.06 2.85 3.05 2.85 3.30 3.30 .00 .00 .00 .00 .05 .0 .0 .0 .0 LO .00 .00 .00 .00 .00 .0 Less than 100,000 pounds on drivers Coal oumers, passen- ger— 100,000 pounds or .0 .0 Less than 100,000 pounds on drivers Coal humers, freight— 100,000 pounds on .0 .0 Less than 100,000 pounds on drivers 1 1- 17 17 4.25 4.25 2.60 2.70 .00 .0 .26 8.6 Class E3,o006o> Freight ibi) ■5.' is" 5.' is' "3.'55" 3.55 .00 .0 .00 .0 Class Ei,oC5o6do>; Oil 15 255 15 255 102 106 103 106 Coal '5.' 36' 5.55 5.30 "B.'iB 5.55 5.45 3.76 3.76 '3.' 75' 3.75 3.75 ."is .00 .15 "i'.h' .0 2.8 .00 .00 .09 .0 Coal burners, freight— 215,000 pounds or .0 Less than 215,000 pounds on drivers .... .... .0 CaassF2, o00oo> 4.50 4.60 3.05 3.05 .00 .0 .00 .0 Class F3, oOOOoo>: Oil.. 2 140 3 139 72 71 71 71 Coal ■4.'65' '4.'65' '3.65' '3.' 05 ."66" """."6 .00 .0 POOE-CTUNDEE COMPOUND LOCOMOTIVES. 14 8 90 88 Frmght ■5.I6 "5! 30 3.75 3.75 .66 .6 .66 .6 570 EAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — ^Continued. NORTHEEN PACIFIC E. E.— Continued. Num- ber. Avei^ age weight on Eate per day ol 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. FOUB-CTLINDEK COMPOUND LOCOMOTIVES— continued. Classes 000oo> . ... 35 35 72 72 • Coal burners, freight— 100,000 pounds on 5.05 5.10 3.30 3.30 SO. OS 1.0 to. 00 0.0 Class E6, oOOOOOOo> (Mallet): Oil 9 13 9 13 158 146 158 145 Coal Freight- 275,000 pounds or more on drivers . . 6.30 6.05 6.50 6.05 4.00 4.00 4.25 4.00 .20 .00 3.2 .0 .25 .00 6.3 Less than 275,000 pounds on drivers Class B 8, oOOOO- OOOOo> (Mallet): Oil .0 8 7 8 7 200 202 200 202 Coal 6.30 6.50 4.00 4.25 .20 3.2 .25 6.S rWO-CTUNDEB COMPOirerD OE CEOSS-COMPOUND LO- COMOTIVES. 19 19 54 54 - Freight 5.05 5.05 S.30 3. SO .00 .0 .00 .0 Class B4, 0000o> Freight 26 26 84 84 5.30 5.30 3.75 3.75 .00 .0 .00 .0 Classes, OOOoo>: Oil ! 2 130 2 128 59 67 58 67 Coal 4.55 4.65 S.05 4.55 4.55 5.10 5.05 3.05 3.05 3.30 3.05 3.05 3. SO 3.30 .00 .00 .05 .0 .0 1.0 .00 .00 .00 .0 Coal burners, passen- ger— 100,000 pounds or more on drivers . . .0 Coal burners, freight— 100,000 pounds or more on drivers .. .0 Less than 100,000 pounds on drivers Class C4, 0000oo> 4 4 75 75 Freight 5.30 5.30 3.75 .1-76 .00 .0 .00 .0 1 OEEGON SHOET LINE E. E. SINGLE-EXPANaiON LOCO- MOTIVES. Class A3, 000> 40 45 70 68 Switching— 100,800, 129,700, 140,000 poimds on drivers...* 14.50 4.25 S4.65 4.65 $2.60 2.60 S3. 00 3.00 SO. 15 .40 3.3 9.4 SO. 40 .50 15.4 135,600, 14 5,000, 150,000 pounds on drivers 20.0 Class B3, OOOo>: Oil.. }^ {I }72 f72 {72 Coal Freight )s.05 /6.05 \6.06 }3.26 ?3.25 \3.25 [ .00 .0 .00 Passenger... .0 EAILEOAD LABOR AEBITEATIONS. 571 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, . and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. OREGON SHORT LINE R . E.- Continued. Num- ber. Aver- weight on drivers (tons). Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. Engineers. Firemen. ' 1914 1915 1914 1915 1914 1916 1914 1915 Amount. Per cent. Amount. Per C«Lt. SINGLE-EXPANSION LOCO- MOTIVES— Continued. class B4, OOOOo> 75 80 91 86 - Freight— 154,000 pounds on J5.20 S.40 6.40 4.00 5.00 35.40 5.40 5.40 4.40 5.40 S3. 45 3.45 3.55 2.50 3.20 $3.75 3.75 3.75 2.75 3.75 10.20 .00 .00 .40 .40 3.8 .0 .0 10.0 8.0 SO. 30 .30 .20 .25 .65 8.7 165,300 pounds on 8.7 178,000, 184,000, 187,000 pounds on 5.6 RwitnhiTigr 10.0 Work.-.r 17.1 Class.C2, OOoo> 14 15 34 32 4.40 4.80 4.40 4.40 4.80 2.65 2.95 2.70 2.65 2.95 .00 .00 :S .00 .00 .0 Freight .0 Work Classes, OOOoo>: Oil.. 7 77 7 77 65 60 61 60 Coal.. 89,900' pounds on 4.40 4.65 4.80 4.80 4.65 4.80 5.05 5.05 5.20 5.05 5.05 4.40 4.65 4.65 4.65 4.65 4.65 4.80 4.80 4.65 5.05 5.05 5.05 5.20 S.05 5.05 2.65 2.80 2.90 3.00 3.00 2.95 3.10 3.25 3.25 3.10 3.25 2.70 2.85 3.00 3.00 2.85 2.85 2.90 3.00 3.00 3.10 3.10 3.26 3.25 3.10 3.25 .25 .00 .00 .00 .00 .25 .00 .00 .00 .00 .00 5.7 .0 .0 .0 .0 5.2 .0 .0 .0 .0 .0 .20 .05 .00 .00 .00 .15 .00 .00 .00 .00 .00 7.5 103,400 pounds on\ 1.8 142,900 pounds on .0 159,000 pounds on drivers .0 .0 Freight, coal— 89,900 pounds on 5.1 103,400 pounds on .0 132,000 and 140,000 .0 159,000 pounds on .0 Freight, oil— 103,400 pounds on .0 140,000 pounds on .0 Work train, coal— 88,000 pounds on 103,400 pounds on 132,000 and 140,000 pounds on drivers. '* Class C4,0000oo> Freight 7 7 80 80 5.40 4.00 5.40 3.45 2.50 3.75 .00 .0 .30 8.7 Switphino' eiass E4, o0000o> Freight- 205,400 and 206,200 pounds on drivers 214,000 pounds on drivers 50 SO 104 104 5.40 5.40 5.40 5.40 3.55 3.75 3.55 3.75 .00 .00 .0 .0 .00 .00 .0 .0 12 12 63 53 Passenger 4.65 4.65 5.05 2,80 2.85 3.10 \00 .0 .05 1.8 Glass F3, oOOOoo> Passenger— 141,000 pounds on 29 34 77 79 4.80 5.00 4.80 5.00 3.00 3.75 3.00 3.;i5 .M .so .0 .00 .00 .0 166^ pounds on .• 572 EAILROAD LABOE AEBITEATIONS. Rates paid to locomotive engineers and firemen before- and after the ariitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. OREGON SHOET LINE E. E.— ContinuedL Num- ber. Aver- wefeht on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Kremen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. FOUB-CYLINDEE COMPOUND LOCOMOTIVES. Class B3, OOOo> 1 1 72 72 S5.05 $5.05 $3.25 $3.25 $0.00 0.0 $0.00 Class B4, 0000o> 26 21 86 83 Freight, 165,300 pounds on drivers 5.40 5.40 3.45 3.75 .00 .0 .30 8.7. OEEGON TEUNK LINE EY. SINGLE-EXPANSION LOCO- MOTIVES. Classes, 000oo> 3 3 52 52 $4.65 $4.65 $3.05 $3.05 $6.66 0.0 $0.00 OEEGON-WASHINGTON E. E. & NAVIGATION CO. SINGLE-EXPANSION LOCO- MOTIVES. Caass A3, 000>: on 15 15 17 17 67 68 69 69 Coal Switching — $4.25 ■4.25 $4.40 4.25 $2.50 2.50 $2.75 2.70 $0.15 .00 3.5 .0 $0.25 .20 10.0 8.0 Glass B2 OOo"> 1 1 9 29 Switching 4.25 4.25 2.60 2.70 .00 .0 .20 &0 Class B3, 00"Oo>: Oil. 4 7 3 7 41 46 44 44 Coal Freidit- 4.85 4.85 4.25 4.85 4.85 4.25 3.15 3.30 2.50 3.15 3.30 2.70 .00 .00 .00 .0 .0 .0 .00 .00 .20 .0 .0 8.0 Class B4, OOOOo>: OiL. 5 62 4 53 75 89 87 87 Coal Freight, oil burners— 117,000 pounds on 5.30 5.40 5.30 5.40 5.30 5.40 5.30 5.40 3.20 3.30 3.35 3.45 3.20 3.30 3.35 3.45 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 149,000 to 187,000 .0 Freight, coal burners— 117,000 pounds on .0 149,000 to 187,000 pounds on drivers Class C2, OOoo>: Oil .0 4 22 4 22 23 29 28 28 Coal Passenger— Oif 4.80 4.80 4.80 i.80 4.80 4.80 4.80 4.80 2.80 2.95 2.80 2.95 2.80 2.95 2.80 2.95 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 Coal .0 ^"^t. .0 Coal 1 .0 RAILROAD LABOR ARBITRATIONa 573 Rates paid to heomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent ofmerease in rates awarded by the arbitration board according to class of engines — Continued. OREGON-WASHINGTON R. R. & NAVIGATION CO.— Continued. Num- ber. Aver- age weight on drivers (tons). Hate per day ol lOO miles or 10 hours or less to— Increase to engineers. Increase to Hremen. Class. Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTTVES— oontintifld. Class C3, OOOoo>: OH.! 10 46 10 46 48 63 61 61 Coal Freight, oil burners— 71,000 pounds on $4.85 5.06 4.85 5.05 4.55 4.65 4.25 $4.85 5.05 4.85 5.05 4.55 4.65 4.25 $2.90 3.05 3.05 3.20 2.80 2.95 2.60 $2.90 3.05 3.05 3.20 2.80 2.95 2.7* $0.00 .00 .00 .00 .00 .00 .00 0.0 .0 .0 .0 .0 .0 .0 $0.00 .00 .00 .00 .00 .00 .20 0.0 .0 .0 .0 .0 Q 119,000 to 126,000 pounds on drivers lYeignt, coal burners — 71,000 pounds on ' 119,000 to 126,000 pounds on drivers Passenger— 92,000 pounds on drivers 113,000 pounds on drivers Class E4, oO0OOo> 66 6? 103 103 Freight 5.40 5.45 3.45 3.70 .05 .9 .25 7.2 Class F2, o00oo> (oil) .... 15 15 53 S3 Passenger 4.65 4.65 '2.95 2.95 .00 .0 .00 Q Class F3, oOOOoo>: Oil. J 8 14 8 14 71 77 74 74 Coal Passenger........ 4.65 4.65 2.95 2.95 .00 .0 .00 FOTOa-CnjNDEE COMPOUND LOCOMOTIVES. Class B4, OOOOo>: Oil.. 8 4 8 4 88 86 87 87 FreiEh.t,15*by26by30 iiich cylinders— oa.: 5.40 5.40 5.40 5.40 3.30 3.45 3.30 3.45 .00 .00 .0 .0 .00 .00 .0 Coal .0 Class C3, OOOoo>: Oil 1 5 1 5 69 69 61 61 Coal 4.65 4.65 2.95 2.95 .00 .0 .00 .0 Class E8,oOOOO-OOOOo> Freight 3 3 197 197 6.40 6.50 4.00 4.25 .10 1.6 .25 6.3 Class F3, oOOOoo> (oil).. . 4 4 69 74 4.65 4.65 2.95 2.95 .00 .0 .00 .0 PIEEEE, RAPID CITY & NORTHWESTERN R. R. SINGLE-EXPANSION LOCO- MOTIVES. Class C3, 000oo> (oil).... Passenger 5 6 57 58 ' $4.50 5.05 4.95 $4.50 5.05 $3.05 3.15 2.95 $3.05 3.15 80.00 .00 6.6 .0 $0.00 .00 0.0 •Waylreight .0 Through Irai^t 574 BAILROAD LABOE ABBITEATIONS. Rates paid to locomotive engineers and firemen before and after the arhifration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ST. LOUIS, BROWNSVILLE.* MEXICO EY. Num- ber. Aver- age weight on Bate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SUJQIE-EXPANSION LOCO- MOTIVES. Class A3, 000> (oil) 3 4 60 53 $4.00 S4.25 12.60 $2.70 $0.26 6.3 $6.20 8.0 Class B4, OOOOo (oil). . . 20 77 Through freiglit 6.20 5.60 3.15 3.45 Local freight Class C2,OOoo>: Wood 2 14 1 15 24 29 26 29 Oil.J Passenger- Wood 4.40 4.16 4.40 4.30 2.65 2.40 2.65 2.50 .00 .15 .0 3.6 .00 .10 .0 Oil. 4.2 Class C3, OOOoo> (oil) 37 17 55 53 I^eight— Through- 124,800 pounds on drivers. . 5.10 4.90 6.50 4.40 5.10 4.90 5.50 4.40 3.05 2.95 3.30 2.65 3.05 2.95 3.30 2.66 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 98,000 pounds on drivers.... .0 Local .0 .0 ST. LOUIS, IRON MOUNTAIN & SOUTHERN RT. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> 97 98 70 70 Switching- $4.25 4.25 14.40 4.25 $2.60 2.50 $2.75 2.70 $0.15 .00 3.5 .0 $0.25 .20 10.0 Second-class yards. . 8 Class B4, 0000o> 161 160 Through Ireight— 22 Dy 30 inch cylin- 5.30 5.20 5.20 .5.55 5.65 5.45 5.30 5.20 5.20 5.60 5.55 5.50 3.65 3.35 3.20 3.75 3.55 3.40 3.66 3.35 3.20 3.86 3.65 3.50 .00 .00 .00 .05 .00 .05 .0 .0 .0 .9 .0 .9 .00 .00 .00 .10 .10 .10 .0 19iby28inoh cylin- ders.. 20 by 24 inch cylin- ders Local freight— 22 by 30 inch cylin- ders IBi by 28 inch cylin- ders 2 8 20by24inchcylin- Class C2, 00oo> 38 38 31 Passenger — 19by22inchoylin- 4.40 4.40 4.15 S.40 4.40 4.30 2.66 2.65 2.40 2.80 2.66 2.60 .00 .00 .16 .0 .0 3.6 .15 .00 .10 6.7 18 by 24 inch cylin- ders 16 by 24 inch cylin- ders Class C3, 000oo> 175 175 51 Through freight— 19i by 28inoh cylin- ders 5.20 6.20 6.05 5.20 5.20 5.05 5.05 3.35 3.20 3.10 3.35 3.20 3.10 3.10 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 .0 20 by 24 inch cylin- ders 19 by 24 inch cylin- ders.. 18by24inchcyliu- , das _„.. BAILEOAD LABOR AKBITEATIONS. 575 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and ammint and per cent of increase in rates awarded by the arbitration board according to class of engines—ContiRued. ST. LOUIS, IKON MOUNTAIN & SOUTHERN KY.— Continued. Num- ber. Aver- age weight on Kate per miles or less to— day of 100 10 hours or Increase to engineers. Increas flreme eto n. Class. drivers (tons). Engineers. Firemen. 1914 1916 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. siNQLE-BxPANSioN LOCO- MOTIVES— continued. Class C3, OOOoo> — Contd. Local freight— 19J by 28 inch cylin- ders t5.55 5.55 5.30 $5.55 5.55 5.35 5.35 4.40 4.40 $3.55 3.40 3.30 2.80 2.65 $3.65 3.50 3.40 3.40 2.80 2.65 $0.00 .00 .05 0.0 .0 .9 $0.10 .10 .10 2 8 20 by 24 inch eyUu- 2.9 19 by 24 inch cylin- •ders 3.0 18by24inchcylin- Paasenger- 20by24iaeJieylin- 4.40 4.40 .00 .00 .0 .0 .00 .00 .0 19 by 26 indi oylin- .0 Class C4, 0000oo> 19 86 86 Throueh freight 5.40 5.65 5.40 5.70 3.60 3.80 3.60 3.90 .00 .05 .0 .9 .00 .10 .6 2.6 Class E4, oOOOOo> 35 as 105 105 Through freight 5.40 5.65 5.45 5.75 3.60 3.80 3.75 4.05^ .05 .10 .9 1.8 .15 .25 4.2 Local freight" . . 6.6 Glass F2,o00oo> 30 30 59 59 Passenger 4.40 4.40 2.80 2.80 .00 .0 .00 .0 Class FS, oOOOoo> 22 22 69 70 ' ' Passenger 4.40 4.40 2.80 2.80 .00 .0 .00 .0 Class F4, oOOOOoo> 7 7 104 104 4.40 4.45 2.80 3.00 .05 1.1 .20 7.1 FOTIB-CTLINDEB COMPOUNB LOCOMOTTVES. Class E8, o90000000o> 1 1 207 208 5.25 5.40 4.00 4.00 .15 2.9 .00 .0 ST. LOUIS MERCHANTS' BRIDGE TERMINAL EY.i HNGLE-EXPANSION LOCO- MOTIVES. Class A3 000> 10 10 46 46 ■ Switching $4.50 $4.75 $2.65 ■ $3.00 $0.25 5.6 $0.35 13.2 ' SAN ANTONIO & ARANSAS PASS RY. Wqie-eepansion loco- ■ MOTITES. 4 4 45 45 k. V SwiwJimg— $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 -> Secand-dass yards, class B3 OOOo!> 12.5 39 39 46 48 SwltJjhtag— 4.25 4.00 5.55 4.90 4.90 4.25 4.25 5.55 4.90 4.90 2.50 2.40 3.25 2.85 2.85 2.70 2.70 3.25 2.85 2.85 .00 .25 .00 .00 .00 .0 6.3 .0 .0 .0 .20 .30 .00 .00 .00 8.0 , Second-class yards. L Bates for 191S effective Oct 15, 1915. ■ 'Hirough&ei^islOOmfles, Shoursorless; passenger is IBO miles, 5 hours or less. 576 BAII-EOAD LABOB ABBITBATIOBrS. Rates paid to locomotive engineers and firemea before and after I3ie wrbibraiion of 191S, and amount and per cent of increase in rates awarded bp the arbitration board according to class of engines— Coniiavied. SAN ANTONIO & AEANSAS PASS BY.— Contfaned. Num- ber. 19H 1915 Aver- age weight on drivers (tons). Bats per day of 100 mEes (S 10 boors or Engineers. Firemen. 1914 1915 1914 1915 Amoont. Per cent. firemen. Amount. SIKGLE-EXPAHSION LOCO- MOTIVES— conttnued. Class B4,OOOOo>. Local freiglit Througli freight ' Wortteain Class Ca, OOoo> 24 24 is. 55 4.90 4.90 S5.55 4.90 4.90 $3.25 2.85 2.85 13.25 2.85 2.85 to. 00 .00 .00 0.0 .0 .0 Under 18-ineh cyl- inders! 18-indi cylinders and over i Classes, OOOoo> 4.15 4.40 4.30 4.40 2.40 2.65 2.50 2. 65 .15 Local freight Through frei^t ' . Work train ... 4.40 5.55 4.90 4.90 4.40 5.55 4.90 4.90 2.65 3.25 2.85 2.85 2.65 3.25 2.85 2.85 $0.00 .00 .00 ST. LOUIS & SAN FEANCISCO K. B. SmaLE-EXPANSION LOCO- MOnVES. Class A2,00> 1 1 39 35 $4.00 $4.25 $2.40 $2.70 $0.25 6.3 $0.30 12.5 Class A3, 000> 128 107 56 60 Switching— First-class yards. . . . 4.25 4.00 4.25 4.25 2.50 2.40 2.70 2.70 .00 .25 .0 6.3 .20 .30 8.0 12.5 Seoond-dass yards . Class B3, OOOo> 39 21 41 41 Freight 5.00 5.00 3.10 3.10 .00 .0 .00 .0 Class B4,OOOOo>. 254 238 84 88 Freight 5.40 5.40 4.40 3.20 3.60 2.75 .00 .0 .40 12. S Switehing ■ Class C2,OOoo> 116 85 33 37 Passenger— Under 18-inch cyl- inders 4.15 4.40 4.40 4.40 5.00 2.40 2.65 2.65 2.65 2.95 .25 .00 6.0 .0 .25 .00 10.4 .0 Over 18-inoh cylin- ders Freight . ■' Classes, 000oo> 346 339 58 65 Freight- Under 20-inoh cyl- inders 5.00 5.10 5.10 5.10 4.40 4.25 3.10 3.20 3.20 3.20 2.65 2.70 ..10 .00 2.0 .0 .10 .00 3.2 .0 Over 20-inch cylin- ders ... Switching QassFS, oOOOoo> 60 60 72 75 Passenger- Under 138,000 pounds on drivers 4.40 4.40 4.40 4.40 2.65 2.80 2.80 2.80 .00 .00 .0 .0 .15 .00 5.7 .0 Over 138,000 pounds on drivers POIJE-CTUHBEE COMPOUMD LOCOMOTIVES. Classes, OOOoo> 20 20 69 69 Freight- Under 20-inch cyl- inders 5.30 5.30 5.30 5.30 3.35 3.35 3.35 3.35 .00 .00 .0 .0 .00 .00 .9 .0 Over 20-inch eylin- ders 1 Through freight is 100 miles, 8 hours or less; passenger is 100 miles, 5 hours or less. BAILKOAD LABOB ABBITBATIONS. 577 Rates paid to locomotive engineers and firemen before and after the arbitartUm of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Oontmued. ST. LOUIS & SAN FRANCISCO R. R.— Ganttaned. Num- ber. Aver- •weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Ei^ineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1915 Anjount. Per cent. Amount. Per cent. TOUK-CYLINDEB SoMPOtTND tocoMOTivES— contd. Class E8,oOOOO-OOOOo> (Mallet) 7 7 180 180 16.40 t«.50 J4.C0 S4.25 SO. 10 1.6 K).25 6.3 TOO-CYLnrDEK COMPOXJKD OR CEOSS-COMPOtTND LO- COMOTIVES. Classes, OOOoo> 4 4 63 63 - FreigM- Undter 20-inch cyl- 5.10 S.IO S.IO 5.10 3.20 3.20 3.20 3.20 .00 .00 .0 .0 .00 .00 .0 Over 20-inoh cylin- ders ...... .0 SAN PEDRO, LOS ANGELES & SALT LAKE R. K. SIN&LE-EXPANSION LOCO- MOTIVES. Class A3, 000>: Oil 15 1 15 1 70 70 72 72 Coal Switching — J4.25 4.25 $4.40 4.25 $2.60 2.60 $2.75 2.70 $0.15 .00 3.5 .0 $0.15 .10 5.8 Second-class yards . Class B4,0000o>: Oil 3.8 60 24 60 24 93 92 103 103 Coal Freight— oil burners- West of Otis S.40 S.40 5.40 5.40 5.40 5.40 3.20 3. SO 3.45 3. SO 3. SO S.45 .00 .00 .00 .0 .0 .0 .10 .00 .00 3.1 .0 .0 Class C2,00oo>: Oil 3 11 3 U S3 37 56 56 Coal 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Classes, OOOoo>: Oil 7 1 7 1 57 64 74 74 ■ Coal 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Class E4, oOOOOo> (oQ).. ' Freight 8 8 109 143 5.65 5.65 3.75 3.75 .00 .0 .00 .0 (?lassF2, oOOoo> (oil) ■ Passenger ^ 4 54 84 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Class F3,oOOOoo>: Oil 24 8 24 8 73 70 111 111 Coal Passenger— oil burn- ers- West of Las Vegas . 4.65 4.65 4.65 4. 65 4.65 4.65 2.90 3.00 3.75 2.90 3.00 3.75 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 ".0 .0 Passenger— coal burn- ers. . .0 3 3 63 63 .0 Switching 5.50 5.50 3.05 3.05 .0 51393°— S. Dod. 493, 64r-l- 578 BAILEOAD LABOR AEBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 191B, and amount and per cenf. of increase in rates awarded by the arbitration board according to class of engines — Continued. SOUTHERN PACIFIC CO. Num- Iwr. Aver- weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to Class. drivers (tons). Engineers. Firemen. 1914 19t5 1914 1915 1914 1915 1914 1916 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVKS. Class A3, 6oO>: Oil 178 3 178 3 64 70 73 42 - Coal Switching— J4.25 4.00 t4.25 4.00 S2.60 2.40 $2.50 2.40 10.00 .00 0.0 .0 to. 00 .00 0.0 .0 ■ Second-class vards . Class B3, OOOo>: (oil).... 174 174 68 68 Passenger- Over 140,000 pounds on drivers- Valley....: 4.40 5.12 4.S2 5.35 4.40 5.12 4.52 5.36 2.65 3.13 2.65 3.27 3.90 2.66 3.13 2.65 3.27 3. SO .00 .00 .00 .00 ;o .0 .0 .0 .09 .00 .00 .00 .00 .0 .0 .0 .0 .0 Mountain (8 miles perhour; 18-inch cylinders and over — Valley Mountain (S milesperhour) Between Rose- vi 11 e and Truckee Class 34, OOOOo> (oil).. . . 307 307 92 92 Passenger- Over 140,000 pounds- Valley 4.40 5.12 4.52 5.35 4.40 6.12 4.52 5.35 2.65 3.13 2.65 3.27 2. 65 3.13 2.65 3.27 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 .0 .0 .0 Mountain (8 milesperhour) 18-lncb cvlindersand over- Valley Class C2, OOoo >(oil) 128 128 34 34 Passenger - Under 18-inch cyl- inders- Valley Mn^Titnin. . 4.15 4.90 4.40 5.12 4.15 4.90 4.40 5.12 2.40 3.00 2.65 3.13 2.40 3.00 2.66 3.13 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .0 .0 .0 .0 18-inch cylinders and over — Valley Mnnntain . , Classes, 000oo>: on.. 246 6 246 S 68 44 .58 44 Coal Passenger- IS-inch cylinders and over- Valley 4.40 6.12 4.52 6.35 4.40 5.I2 4.52 5.36 2.65 3.13 2.65 3.27 3.90 2.6^ 3.13 2.65 3.27 3.90 .00 .00 .00 .00 .0 .0 .0 .0 .00 .00 .00 .00 .00 .0 .0 MmmtrtiTi Over 140,000 pounds on drivers— VaUey .0 .0 Between Rose- ville and Truckee aass C4, 0000oo> (oil).. 33 33 64 64 Passeneer— 18-inch cylinders and over- Valley 4.40 6.12 4.40 5.12 2.65 3.13 2 65 nil .0 .0 .00 .00 .0 .0 Uountain 1 ..'.'...'J .... 3! 13 !oo EAILBOAD LABOB ARBITRATIONS. 579 Rates paid to hcomoUve engineers and firemen before and after the arbitration of 1915, 1 mdceimmniamd per cent ofincreasein rates awarded by the arbitration board according to class of engines — Continued. SOUTHERN PACIFIC CO.— Continaed. Num- ber. Aver- weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Eir«men. 1914 1915 1914 1916 1S14 1915 1914 1915 Amount. Per cent. Amount. Per cent. siKGLE-EXPANsiosr LOCO- MOTIVES— continued. Class C4, OOOOoo> (oil)— Continued. Passenger— Continued. Over 140,000 pounds on drivers — Valley J4.62 6.35 14.52 5.35 12.65 3.27 3.90 S2.65 3.27 3.90 to. 00 .00 0.0 .0 SO. 00 .00 .00 0.0 Between Rose- ville and ' Trurkee .0 Class D2, oOO> (oil) 1 .... 11 Passenger- Valley 4.40 5.12 ...... 2.65 3.13 Mountain Class E3, oOOOo> (oil).. . . 1 1 40 40 Passenger- Oakland— Under "IMnch cylinders 5.00 5.15 4.75 4.90 5.00 6.15 4.76 4.90 2.90 2.90 2.90 2.90 Z90 2.90 2.90 2.90 .00 .00 .00 .00 .0 .0 .0 .0 .00 .QO .00 .00 .0 IS-fcch cylin- ders and over. .0 Under 18-inch .0 18-&ich cylin- ders and ovOT. .0 Class E4, oOOOOo> (oil) . . Passenger— fS-inch cylinders and over— y> Valler 63 63 104 103 4.52 5.35 5.36 5.57 6.97 4.62 6.35 6.35 5.57 5.97 2.65 3.27 3.12 3.40 3.65 2.65 3.27 3.12 3.40 3.66 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .0 Mouiitain .0 Fielght- Over 140,000 ponnds on drivers- Valley .0 Mountain (8 miles per .0 Mountain (10 miles per .0 Class M, o00oo> (oil) ^■^^g^ 47 47 52 52 4.40 5.12 4.40 5.12 2.65 3.13 2.65 3.13 .00 .00 .0 .0 .00 . .00 .0 .0 Class F3, oOOOoo> (oil). . ^*^^xr 59 59 72 71 4.52 5.35 4.52 5.36 2.65 3.27 3.90 2.65 3.27 3.90 .00 .00 .0 .0 .00 .00 .00 .0 Mountain (8 miles Between Roseville .0 Class A4,<0000> electric. 1 3 51 60 4.15 4.80 4.15 4.80 .00 .00 .0 .0 .... " TOUB-CYUNDER COMPOUITO LOCOMOTTVES. Class B3, OOOo>: (oil) Frdght- Less than 75,000 pounds on driv- ers- Valley 2 2 72 72 4.80 S.IO 5.50 4.80 5.10 5.50 2.61 2.97 3.22 2.61 2.97 3.22 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 Mountain (8 mllesperhonr) Mountain (10 milasperbom) .0 .0 580 BAILEOAD LABOE AEBITEATIOIfS. Rates paid to 'locomotive engineers and firemen hefare and after the arbitration of 1915^ • and amount and per cent of increase in rates awarded by the arbitration board according to doss o/enjin«»-^-Coiitiiiued. SOUTHERN PACIFIC CO.— Continued. Num- ber. Aver- w^t on Bate per day of 100 miles or 10 hoois or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. POUR-CYLTNDEB COMPOTTND LOOOMOTTVUS— oontd. Class B3, OOOo> (oil)— Continued. Freight— Continued. llOjOOO to 140,000 pounds on driv- ers- Valley $5.12 5.35 5.73 5.35 5.57 5.97 JS.12 5.35 5.73 5.35 5.57 5.97 12.84 3.11 3.36 2.97 3.25 3.50 3.75 4.00 $2.84 3.11 3.36 2.97 3.25 3.50 3.75 4.00 $0.00 .00 .00 .00 .00 .00 0.0 .0 .0 .0 .0 .0 $0.00 .00 .00 .00 .00 .00 .00 .00 Mountain (8 milesperliour) Mountain (10 milespBrhour) Over IfO.OOO pounds on driv- ers- Valley .0 Mountain (8 milesperliora-) Mountain (10 miles perhour) Between Eose- ville and .0 .0 Do .0 Oass C3, OOOooXoil) Freight- Less than 75,000 pounds on drivers- Valley 3 3 71 71 4.80 6.10 6.50 4.90 5.10 6.50 4.80 5.10 5.50 4.90 5.10 6.50. 2.61 2.97 3.22 2.71 2.97 3.22 2.61 2.97 3.22 2.71 2.97 3.22 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .0 Mountain (8 miles per .0 Mountain (10 miles per .0 75,000 to iib,6o6 pounds on drivers- Valley .0 Mountain ■(8 miles per .0 Mountain (10 miles per .0 Class E8,oOOOO-o6dOo> (oil).. 49 49 199 199 Freights VaUey 6.35 6.57 6.97 5.52 6.35 6.36 6.57 6.97 5.52 6.36 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 4.00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .0 Mountain (8 miles per hour) .0 Mountain (10 miles per hour) .0 Passenger- .0 TWniiTTtflip .0 Oass F2, oOOoo> (oil).... 19 19 63 63 ■ Freight- Valley 4.90 5.10 6.60 4.90 6.10 6.50 2.71 2.97 3.22 2.71 2.97 3.22 .00 .00 .00 .6 .0 .0 .00 .00 .00 .0 Mountain (8 miles per hour) . . . .0 Mountain (10 miles perhour) .0 EAILEOAD LABOB AKBITEATIONS. 581 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitrdtion board according to class of engines — Continued. SOUTHEBN PACIFIC CO.— Continued. Clara. Num- ber. Aver- age , weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. (tons). Engineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1916 Amount. Per cent. Amount. Per cent. lOUE-CTLINDER COMPOUND LOCOMOTIVES— oontd. Class ra, oOOO-OOOoo> ' (oil) 12 12 160 160 Freighi^ Valley S6.35 6.57 6>97 5.52 6.35 t6.35 6.57 6.97 6.52 6.36 14.00 4.00 4.00 4.00 4.00 S4.00 4.00 4.00 4.00 4.00 SO. 00 .00 .00 .00 .00 0.0 .0 .0 .0 .0 to. 00 .00 .00 .00 .00 0.0 Mountain (8 miles .0 Mountain (10 miles .0 Passenger- Valley .0 Monntftip .0 TWO-CYUNDEB COMPOUND OR CKOSS-COMPOUND I.O- COMOTI\'ES. Class B4, OOOOo> (oil)... PreigM- 110,000 to 140,000 pounds on drivers — Valley 9 9 87 87 S.12 5.33 5.73 5.35 5.57 5.97 6.12 5.33 5.73 6.35 5.57 5.97 2.84 3.11 3.36 2.97 3.25 3.60 3.75 4.00 2.84 3.11 3.36 2.97 3.25 3.50 3.76 4.00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .00 .00 .0 Mountain (8 miles per .0 Moun tain (10 miles per hour) , . . .0 Over 140,000 pounds on drivers- Valley .0 (8 miles per .0 Mountain (10 miles per hour) .0 Between Rose- ville and .0 .0 Class C4, 0000oo> (oil) . . Freight— 110,000 to 140,000 pounds on driv- ers- Valley 13 13 69 78 6.12 5.33 6.73 5.35 6.57 6.'97 5.12 5.33 6.73 5.35 8.57 5.97 2.84 3.11 3.36 2.97 3.25 3.50 3.75 4.00 2.84 3.11 3.36 2.97 3.25 3.60 3.75 4.00 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 .00 .00 .00 .00 .00 .00 .00 .00 .0 Mountain (8 miles per .0 Mountain (10 miles per hour) .0 Over 140,000 pounds on drivers- Valley .0 iioantaiu (S miles per .0 Mountain (10 miles per hoar) .0 Between Bose- ville and .0 .... .... ... . .0 682 RAILROAD LABOR ABBITBATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 191S, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. SPOKANE, PORTLAND & SEATTLE BY. Num- ber. Aver- w^ht on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. , Increase to firemen. Class. drivws (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> 8 8 70 70 Switohing $4.25 $4.40 $2.50 $2.75 $0.15 $0.25 10 Class B3, OOOo> 1 42 42 4.80 4.80 2.95 2.95 .00 .00. Class B4, OOOOo> 14 14 82 82 PreigM 5.30 5.30 3.40 3.40 .00 .66 Class C2, OOoo> 6 6 28 23 ^ Passenger 4.40 4.40 2.55 2.55 .00 .00 Class C3, OOOoo> 17 17 69 69 4.65 4.65 3.05 3.05 .00 .00 .0 Class E3, o000o> 15 15 75 75 FreigM.. 5.30 5.30 3.40 3.40 .00 .0 ■ :66' .0 POUE-CTLINDEE COMPOXraD LOCOMOTIVES. Class r2, o00oo> 10 10 54 54 4.65 4.65 3.05 3.05 .00 .0 .00 ST. LOUIS SOUTHWESTERN RY. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> 8 7 50 50 Switching— $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 Second-cla^ yards. . 12 5 Class B3, OOOo> 39 39 59 69 Switching- First-class yards . . 4.25 4.00 4.25 4.25 4.40 4.95 5.20 5.30 5.50 2.60 2.40 3.06 3.20 3.30 3.45 2.70 2.70 2.76 3.05 3.20 3.35 3.60 .00 .25 0.0 6.3 .20 .30 8 140,000 pounds and Through freight— 18 by 24-mch cylin- ders '. . 4.95 5.20 5.30 5.45 .00 .00 .00 .05 0.0 0.0 0.0 0.9 .00 .00 .05: .05 19 by 26 inch cylin- ders Local freight— 18 by 24 inch cylin- ders 1 5 19 by 26 inch cylin- ders 1 4 Class B4, O000o> 24 24 91 90 Through freight— 22by28inchcylin- 5.40 5.40 6.40 5.65 5.65 5.65 5.40 5.40 5.40 5.70 5.70 5.70 3.45 3.65 3.75 3.70 3.80 4.00 3.45 3.55 3.75 3.75 3.85 4.05 .00 .00 .00 .06 .05 .06 0.0 0.0 0.0 0.9 0.9 0.9 .00 .00 .00 .05 .05 .05 % by 30 inch cylin- ders 25 by 30 inch cylin- 0.0 Local Ireieht— 22 by 28 inch cylin- 22by30inchcylin- 1 3 25 by 30 inch cylin- ders 1 3 Class C2, OOoo> 24 25 36 36 Passenger— 18-19 by 26 inch cyl- 4.40 4.15 4.95 5.30 4.40 4.30 4.96 2.65 2.40 2.96 3.20 2.65 2.50 2.95 .00 .15 .00 0.0 3.6 0.0 .00 ' .10 ,.00 17by241nchcy]in- Through freight 0.0 Local freight .... .... RAILROAD LABOR ARBITRATIONS. 583 Rates paid to locomotive engineers and firemen before and after the arUtration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. ST. LOUISvSOUTHWBSTEBN BY.— Continued. Num- ber. Aver- age weight on Rate per day of 100 miles or 10 hours or less to— Increase to eiigineers. Increase to Class, drivers (tons). Engineers. Firemen. 1914 1915 1914 191S 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. araai-E-EXPANSION LOCO- MOTIVES. Classes, 000oo>...^ 22 21 68 68 Passenger $4.40 4.95 5.20 5.30 5.30 S.S5 5. 55 U.40 4.95 5.20 5.30 S.30 5. 55 S2.80 2.95 3.25 3.40 3.20 3.50 3.66 12.80 2.95 3.25 3.40 3.20 3.50 to. 00 .00 .00 .00 .00 .00 0.0 0.0 0.0 1 0.0 0.0 0.0 SO. 00 .00 .00 .00 .00 ..00 0.0 0.0 0.0 0.0 0.0 0.0 T)irou3i freight— 17 by 24 inQh cylin- ders 20 by 26 inch cylin- ders 21 by 28 inch cylin- ders Local freight— 17 by 24 inch cylin- ders 20 by 26 inch cylin- ders ,. 21 by 2S inch cylin- ders Class P2, oOOoo> 46 46 ^ Passenger 4.40 4.40 2.65 • 2.65 .00 0.0 .00 0.0 TACOMA EASTERN B. R. SINGLE-EXPANSION LOCO- MOTIVES. Class B4, 0000b> (oil)... 5 4 52 78 Switching S5.30 5.45 5.65 S2.8S 3.35 3.40 Through boiihi Local freight Class 03, 000oo> (oil).... 5 5 58 50 Passenger 4.53 5.25 5.45 4.55 5.30 5.50 $2.95 3.20 3.35 (2.95 3.25 3.40 to. 00 .05 .05 0.0 1.0 .9 JO. 00 .05 .05 Through freight 1 6 Local freight TERMINAL BAILEOAD ASSOCIATION OF ST. LOUIS. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> 109 109 71 71 Switching t4.56 »4.75 $2.65 $3.00 10.25 5.6. $0.35 13 2 Class B3, 000o> 3 3 42 42 Switnhing 4.50 4.75 2.65 3.66 .25 5.6 .35 13 2 — , Note.— Kates for 1915 effective Oct. 15, 1915. TEXAS & NEW OBLEANS B. B. SINGLE-EXPANSION LOCO- MOTIVES. Class A2, 00> (oil) 1 1 26 26 Switching- First-class yards $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 $0.00 .25 0.0 6.3 $0.20 .30 8.0 Second-class yards. ^^'S Class A3, 000>: OU... 20 4 20 4 63 57 63 57 Coal Oil, switching- First-class yards. . . 4.25 4.00 4.25 4.00 4.40 4.25 4.25 4.25 2.50 2.40 2.50 2.40 2.75 2.70 2.70 2.70 .15 .25 .00 .25 3.5 6.3 .0 6.3 .25 .30 .20 .30 10.0 12.5 Coal, switching- 8.0 Second-class yards. .... .... .... 12.5 584 EAILROAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitraUon of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class o/enj/mes— Continued. TEXAS & NEW ORLEANS K. E.-TjContinued. Num- ber. Aver- wMght on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— continued. Class C2, OOoo>: Oil.. 8 1 9 1 35 24 34 24 Coal Oil— Branch mixed— $4.40 $4.40 4.65 4.30 4.40 4.30 4.40 4.65 $2.40 2.40 2.65 2.40 2.65 2.62 $2.40 2.47 2.50 2.65 2.60 2.65 2.62 SO. 00 0.0 $0.00 0.0 mint^n hrannh Oil— Branch passen- L^ thah 18-inoh 4.15 4.40 4.15 4.40 4.65 .15 .00 .15 .00 .00 3.6 .0 3.6 .0 .0 .10 .00 .10 .00 .00 4,2 Cylinders 18 inches and over . . .0 Oil— Passenger- Less than 18-inch ftylinHATT? 4.2 Cylinders 18 inches .0 .0 Class C3, 000oo> 1 .... 44 4.80 2.85 Class F2,o00oo>(oil) Passenger 2 2 53 53 4.40 4.40 2.65 2.65 .00 .0 .00 .0 Class F3, oOOOoo> (oil) . .. Passenger 4 4 71 71 4.80 4.80 2.90 2.90 .00 .0 .00 .0 POUB-CYLINDER COMPOUND LOCOMOTIVES. Class F2,o00oo>(oll) 3 3 55 55 4.60 4.60 2.78 2.78 .00 .0 .00 .0 TEXAS & PACIFIC BY. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000>: Oil.. 3 36 2 37 39 44 44 44 Coal Switcliing- First-class yards $4.25 4.00 14.25 4.00 $2.50 2.40 $2.60 2.40 $0.00 .00 0.0 .0 $0.00 .00 0.0 Second-class yards. .0 Class B3,OOOo>: Oil.. 2 18 2 18 35 35 35 35 Coal Switching- First-class yards.. - 4.25 4.00 4.25 4.00 2.50 2.40 2.60 2.40 .00 .00 .0 .0 .00 .00 .0 .0 Class B4, OOOOo> 10 10 91 91 Through freight 5.40 6.75 5.40 5.75 3.65 3.75 3.65 3.75 :g§. .0 .0 .66 .00 .0 Local freight .0 Class C2, 00oo> 72 69 25 26 Passenger— Under IS-inoh cyl- inders 4.15 4.40 4.95 4.30 4.40 4.95 2.40 2.65 2.60 2.66 .15 .00 .00 3.6 .0 .0 .10 .00 4.2 18-inch cylinders .0 Through freight- All 8-wheel engines 18-inch cylinders or under 3.00 3.00 .00 .0 Local freight- All engines under 20 by 26 inch cyl- 5.30 5.30 .00 .0 18-inch cylinders or under 3.30 3.30 .00 .0 EAILEOAD LABOR AEBITEATIONS. 585 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class 0/ engines— Continued. - TEXAS & PACIFIC RY.— Continued. Num- ber. Aver- age weight on Rate per day of 100 miles or 10 hours or less to— Increase to engineers. Inirease to Class. ' drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES— Continued. Classes, OOOoo> 249 250 56 57 Passenger— Under IS-incli cyl- inders $4.15 4.40 4.55 S4.15 4.40 4.55 $2.40 2.65 2.80 2.90 J2.40 2.65 2.80 2.90 80.00 .00 .00 0.0 .0 .0 $0.00 .00 .00 .00 0.0 .0 .0 Q 18-incli cylinders or imder 20-incli cyl- inders 20-incli cylinders . . . 21-incli cylindera . . . • Through freight— . 19-in chcylinders and under (10- wheel) 5.05 5.20 5.40 5.30 5.55 5.75 5.05 5.20 5.40 5.30 5.55 5.75 .00 .00 .00 .00 .00 .00 .0 .0 .0 .0 .0 .0 Over 19-in(5h cylin- ders 22-inch oylindeiB and over Local freight- Under 20-inch cyl- inders 20-inch cylinders and over. 22-inch cylinders and over 18-inch cylinders or under- Through freight 3.00 3.30 3.15 3.45 3.35 3.65 3.S5 3.75 3.00 3.30 3.15 3.45 3.35 3.65 3.65 3.85 3.65 3.95 1- .00 .00 .00 .00 .00 .00 .00 .10 .0 Local freight... 19-inch cylinders- Through freight .0 • Local freight... 20-inch cylinders- Through freight .0 Local freight... 22-inch cylinders- Through freight .0 Local freight... 2.7 22-inch cylinders (consolidation)— Through freight Class F2,o00oo>.. . 2 2 58 58 Passenger 4.40 4.40 2.80 2.80 .00 .0 .00 .0 TRINITY i BRAZOS VALLEY RY. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> (ofl)' Switching. .1 2 2 69 69 $4.25 $4.25 $2.50 $2.70 $0.00 0.0 $0.20 8.0 Class B3, OOOo>: Oil 2 1 2 1 44 44 44 44 Coal 4.40 5.55 4.40 5.55 2.55 3.45 2.55 3.45 .00 .00 .0 .0 .00 .00 .0 Freight « .0 Class B4, 000bo> Freight .. . 34 34 68, 68 5.55 5.55 k45 3.45 -.00 .0 .66 .0 Class C2, OOoo> (oil) 3 3 30 29 4.40 4.40 2.55 2.55 .00 .0 .00 .0 Class C3, OOdoo> (oil).... Passenger 16 16 61 62 4.40 4.40 5.55 2.65 3.45 2.65 3.45 .00 .00 .0 .0 .00 .00 .0 Freight 5.55 .0 586 RAILROAD LABOR ARBITRATIONS. Rates paid to loco'motive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. UNION PACIFIC R. B. Class. Num- ber. Aver- age weight on drivers (tons). Rate per day of 100 miles or 10 hours or lessto-T Engineers. Firemen. 1915 Increase to engineers. Amount. Per cent. Increase to firemen. Amount. "single-expansion loco- motives. Class A3, 000> Switching- is by 26 inch cylin- ders 19 by 26 inch cylin- ders. . ., Class B3, 00 Oo> Freight — 18 by 26 inch cylin- ders Class B4, 0000o> Freight— 21 by 30 inch cylin- ders , 21 by 28 inch cylin- ders 22 by 30 inch cylin- ders , 20 by 24 inch cylin- ders , Switching—, 21 by 28 inch cylin- ders , Class C2, OOoo> Passenger — 18 by 26 inch cylin- ders. , Freight- is by 26 inch cylin- ders , Classes, 000oo> , Passenger — 18 by 24 inch cylin- ders 19 by 24 inch cylin- ders 20 by 24 inch cylin- ders 20 by 28 inch cylin- ders Freight- is by 24 inch cylin- ders 19 by 24 inch cylin- ders 67 tons on driver^', 20 by 28 inch cyl- inders 20 by 24 inch cylin- ders 73 tons on drivers, 20 by 28 inch cyl- inders Switching- is by 24 inch cyl- inders Class C4. OOOOoo> Freight- 21 by 30 inch cyl-, inders Class E4, oOOOOo> Freight— 23i by 30 inch cyl- inders 26by28inchcylin- 109 109 63 65 S4.2S 4.25 48 216 223 32 131 110 105 105 5.40 5.30 5.40 5.10 4.40 4.75 4.40 4.50 4.50 4.65 4.75 4.90 5.05 4.90 5.05 4.25 5.40 5.40 5.40 S4.25 4.40 t2.60 2.50 J2. 70 2.75 i.OO 5.40 5.30 5.40 5.10 4.40 3.55 3.55 3.55 3.30 3.55 3.55 3.55 3.30 2.75 4.40 4.75 2.65 3.00 2.65 3.00 4.40 4.50 4.50 4.65 4.76 4.90 5.05 4.90 5.05 4.25 2.65 2.80 2.80 2.90 3.00 3.15 3.25 3.15 3.30 2.50 2.65 2.80 2.80 2.90 3.00 3.15 3.25 3.15 3.30 2.70 5.40 3.55 3.55 SO. 00 .15 0.0 3.5 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .00 .0 6.45 6.46 3.55 3.75 3.70 3.75 .05 .05 .00 .00 .9 BAILEOAD LABOR ABBITBATIONS. 587 Rates paid to locomotive engineers and firemen before and after the arbitration Of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. UNION PACIFIC E. E.— Continued. Num- ber. Aver- wMght on Eate per day of 100 miles or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 19X4 1915 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SINGLE-EXPANSION LOCO- MOTIVES — continued. Class E4, oOOOOo>— Con. Passenger— 26 by 28 inch cylin- 15.00 SS.00 13.75 t3.75 $0.00 0.0 10.00 0.0 Class F2, o00oo> 20 20 53 53 Passenger— 20 by 28 inch cylin- ders 4.50 4.60 2.90 2.90 .00 .0 .00 .0 Class F3, oOOOoo> 80 100 70 76 Passenger— 22 by 28 inch cylin- ders 4.65 4.65. 4.65 4.65 3.00 3.00 3. CO 3.00 .00 .00 .0 .0 .00 .00 .0 .0 25 by 28 inch cylin- ders rOCB-CTLnroEB COMPOCWD LOOOMOTTVES. Class B4, OOOOo> 59 55 82 82 Freight- 15^26 by 30 inch 5.40 5.40 5.40 5.40 3.55 3.55 3.55 3.55 .00 .00 .0 .0 .00 .00 17i-28 by 30 inch pyliT>*ifl^^ Q Class C3, OOOoo> 32 23 72 72 Passenger— 154-26 by 28 inch cylinders 4.65 5.05 4.65 5.05 2.90 3.25 2.90 3.25 .00 .00 .0 .0 .00 .00 Freight— 15J-26 by 28 inch cylinders Class F2, oOOdO . '. 15 15 ^55 55 Passenger- 16-27 by 28 inch 4.50 4.50 2.90 2.90 .00 .0 .00 .0 Class E8,oOOOO-OOOOo> 3 3 147 147 Freight— 26-40 by 30 inch 6.40 6.50 4.00 4.25 .10 1.6 .25 6.3 UNION STOCK YAKDS OF OMAHA. SINGLE-EXPANSION LOCO- MOTIVES. Class A3, 000>: Switching 60 $4.25 $4.25 $2.30 $2.70 $0.00 $0.20 WABASH E. E. SINGLE-EXPANSION LOCO- MOTIVES. Class A2,00> 15 14 30 32 Switching— $4.25 4.00 $4.25 4.25 $2.50 2.40 $2.70 2.70 10.00 .25 0.0 6.3 10.20 .30 8.0 SBcond-class yards 12.5 99 99 64 64 Switching- 4.25 4.00 4.40 4.40 2.50 2.40 2.75 2.75 .15 .40 3.5 10.0 .25 .35 mo Second-class yards. . .... .... _ 14.6 588 BAILEOAD LABOR ARBITRATIONS. Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration hoard according to class of engines — Continued. WABASH B. E.— Continued. . Num- ber. Aver- wefght on Kate per day of 100 miles or 10 hours or lessto- Increase to engineers. Docreaseto firemen. Class. drivers (tons). Engineeis. Firemen. 1914 1915 1914 1916 1914 1915 1914 1916 Amount. Per cent. Amount. Per cent. sraaLE-EXPANSioN LOCO- MOTIVES— continued. 119 135 59 59 Freight 15.05 4.25 4.00 $5.05 4.40 4.26 $3.15 2.50 2.40 $3.15 2.75 2.70 $0.00 .15 .25 0.0 3.5 6.3 $0 00 .25 .30 6 6 Switching— 10.0 Second-claas yards . 12.5 4<) 49 90 90 Freight— 119,000 pounds on 5.30 5.30 5.30 5.30 5.30 5.30 3.30 3.30 3.45 3.30 3.30 3.45 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 154 500 pounds on drivers .0 198,600 pounds on drivers ^.... .0 Class 02, OOoo> 72 70 31 31 Passenger— 46,000-61,000 pounds 4.15 4.40 4.90 4.30 4.40 4.90 4.90 2.40 2.65 2.85 2.50 2.65 2.85 2.90 .15 .00 .00 3.6 .0 .0 .10 .00 .00 4.2 79,505 pounds on drivers .0 Freight— 55,000-60,800 pounds on drivers .9 79,505 pounds on Classes, 000oo> 113 112 46 41 4.40 4.40 4.90 5.05 2.65 3.15 2.65 2.90 3.15 .00 .0 .00 .0 Freight— 75,000 pounds on 105,525 - 128,612 pounds on drivers Class E3, oOOOo> 5.05 .00 .0 .00 .0 90 90 75 75 Freight 5.30 5.30 3.30 3.30 .00 .0 . .00 .0 Class E4, oOOOOO Freight 63 63 102 103 5.30 5.45 3.75 3.75 .15 47 .00 .0 Class F2, oOOoo> 33 33 48 4S 4.40 4.40 2.65 2.66 .00 .0 .00 .0 Class r3, o006oo> 16 16 75 75 4.40 4.40 2.80 2.80 .00 .0 .00 .0 TWO-CYUNDER COMPOUHD OE CBOSS.COMPODND LO- COMOnVES. Class B3, 000o> 26 10 64 64 Freight 5.05 6.05 3.15 3.15 .00 .0 .00 .0 Classes, 000oo> 6 S 60 60 Freight 1,05,525-128,512 pounds on drivers . 5.05 S.05 3.15 3.15 .00 .0 .00 WEATHEEFOED, MINERAL WELLS & NOBTHWESTEEN RY. SINGLE-EXPANSION LOCO- MOTIVES. Class 34, OOOOo> 1 1 65 66 Freight $4.33 $5.16 $2.83 $3.30 $0.82 18.9 $6.47 16 6 Class C2, OOoo> 2 2 29 29 Passenger 4.30 4.30 2,50 2.60 .00 .0 .00 Classes, 000oo> 1 1 38 44 Freight 4.33 6.16 2.83 3.30 .82 18.9 .47 16 6 RAILROAD LABOR ARBITRATIONS. 589 Rates paid to locomotive engineers and firemen before and after the arbitration of 1915, ..sand amount and per cent of increase in rates awarded by the arbitration board according to class of engines — Continued. WESTERN PACIFIC EY. Num- ber. Aver- weight on Bate per day of 100 nules or 10 hours or less to— Increase to engineers. Increase to firemen. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1916 1914 1915 1914 1915 Amount. Per cent. Amount. Per cent. SLNGLE-EXPANSION LOCO- MOTIVES. Class A3, 000> 12 12 73 73 Switching- First-class yards- Oil S4.25 4.25 4.00 S4.40 4.40 4.40 $2.50 2.50 2.40 $2.75 2.75 2.75 $0.15 .15 .40 3.5 3.5 10. e $0.25 .26 .35' 10 Coal 10.0 Second-class yards- .... 14 6 Class B4, OOOOo> OH 55 18 54 11 92 93 92 93 Coal Passenger (oil) 4.90 5.40 5.40 4.90 5.40 5.40 3.15 3.40 3.55 3.15 3.40 3.55 .08 .00 .00 .0 .0 .0 .00 .00 .00 .0 Freidit- .0 Coal .0 Class 03, OOOoo> on. 27 11 31 7 66 74 66 68 Coal Passenger- Oil 4.65 4.65 4.90 4.65 4.65 4.90 3.00 3.00 2.85 3.00 3.00 2.85 .00 .00 .00 .0 .0 .0 .00 .00 .00 .0 .0 Freieht foil) .0 WICHITA VALLEY RY. SINGLE-EXPANSION LOCO- MOTIVES. 8 8 46 46 $5.05 5.55 $5.05 5.55 $3.10 3.30 $3.10 3.40 $0.00 .00 0.0 .0 80.00 .10 0.0 Local freight^ 3.0 Gass B4 OOOOo> 2 2 68 58 Through freight 5.15 6.66 5.15 5.65 3.20 3.40 3.20 3.50 .00 .00 .0 .0 .00 .10 .0 Local freight 2.9 Class C2 OO0o> 5 1 25 24 Passenger 4.40 4.40 2.50 2.50 .00 .0 .00 .0 WYOMING & NORTHWESTERN RY. SDJOIE-EXTANSION LOCO- MOTIVES. Class C2,-O0oo>(oil) 1 2 28 28 $4.20 $4.30 $2.65 $2.65 $0.10 2.4 SO. 00 0.0 Class F3, o00.0oo> Freight.. 4 4 55 55 5.20 5.20 3.30 3.30 .00 .0 .00 .0 590 BAILBOAD LABOR AEBITRATIONS. Rates paid to locomotive engineers and firemen be/ore and after the arbitration of 1915, and amount and per cent of increase in rates awarded by the arbitration board according to class of engines — -Continued. YAZOO & MISSISSIPPI VALLEY E. K. Num- ber. Aver- age weight on Rate per miles or less to— day of 100 10 hours or Increase to engineers. Class. drivers (tons). Engineers. Firemen. 1914 1915 1914 1915 1914 1915 1914 1915 Amount. Per cent. SINGLE-EXPANSION LOCOMOTIVES. Class A2.00"> I 1 36 36 8 % $4.00 $4.25 $0.25 6.3 Class A3, 000> .34 31 55 57 Switching- 4.25 4.00 4.40 4.25 8 n .16 .26 3.S 6.3 43 42 52 52 Freight— 5.15 4.90 4.65 5.15 4.90 (') (1) v) .00 .00 .0 Under 18-inch cylinders. . n Branch line Class B4, OOOOo> - ... 16 16 79 79 Freight- 5.15 4.90 4.65 5.15 (') . .00 .0 Under 18-inch cylinders. ClassC2, 00oo> 71 62 26 29 Passenger- 4.15 4.40 4.90 5.15 4.65 4.30 4.40 4.90 5.15 (') m w 8 (■') (') C) .15 .00 .00 .00 3.S .0 Freight— .0 18-inch cylinders or over .0 Classes, OOOoo> 58 .68 42 44 Passenger- Less than 18-inch cylinders. ^ 4.15 4.40 '5.15 4.90 4.65 4.30 4.40 5.15 4.90 (0 1 §1 .15 .00 .00 .00 3.6 .0 Freight— • 18-inch cylinders or over .0 Branch line , > No contract with flremen. xxrv. GEORGIA RAILROAD AITD THE ORDER OF RAILROAD CON- DUCTORS AND BROTHERHOOD OF RAILROAD TRAINMEN. The controversy which resulted in the arbitration proceedings re- viewed in this section wasprecipitated by the discharge of J. T. Pas- chal, a conductor, and A. M. Morgan, a flagman, from the service of the Georgia Railroad Co., in 1912. The offense attributed to Mr. Paschal and made the basis of his dismissal was his alleged violation of rules f)romulgated by the railroad respecting the observance of the law imiting the hours of continuous service of train crews. It was charged against the employee Morgan that he had made an error in an expense account submitted in connection with his attendance upon court in a case involving the company's interests. The reinstatement of these employees was demanded by the Order of Railroad Conduc- tors and Brotherhood of Railroad Trainmen, and the company refus- ing to comply with these requests, the controversy by mutual agree- ment was submitted to arbitration. The members of the board of arbitration selected in this contro- versy were W. L. Chambers, chairman; Charles A. Wickersham, selected by the company; and Frederick A. Burgess, selected by the employees. The proceedings of the board were conducted at Atlanta, Ga., extending from November 7 to November 26, 1912, inclusive. FINDINGS OF THE BOAKD OF AEBITRATION. Upon consideration of the evidence the board of arbitration ordered the reinstatement of the conductor. Paschal, to his former position with seniority rights as of date of his discharge, with pay from that date. With respect to the flagman, Morgan, the board found that a suspension of 10 days would have been adequate discipline for the offense committed by this employee, and ordered that he be rein- stated with a deduction from his pay accordingly. It was shown by the testimony presented to the board that Conduc- tor Paschal at the time of his alleged offense had been in the service of the Georgia Railroad for a period of 19 years and 7 months, approxi- mately 13 years of this service having been in the capacity of con- ductor. On May 18, 1912, while acting as such conductor, Mr. Pas- chal left Conyers, Ga., in charge of the second section of train No. 13 and proceeded westward toward Atlanta. The engineer of Paschal's train, upon leaving Conyers, lacked but 12 minutes of having com- pleted 16 hours of continuous service. In order to reach the next railroad station at Lithonia, Ga., within 12 minutes after leaving Conyers, it was essential that the trip should be made in 2 minutes and 24 seconds less than the time required for the trip at the speed to which the train was limited by schedule. Upon approaching Lithonia Mr. Paschal found the east switch at this station occupied by the first section of train No. 13, a few of the cars extending over the switch upon the main line. When the flrst section had passed the station Mr. Paschal placed his train on the siding, went off duty, and reported 591 592 BAILBOAD LABOE ABBITBATIONS. to the dispatclier, his report being made 10 minutes after the expira- tion of his engineer's time limit under the 16-hour law. Mr. Paschal contended that the run from Conyers to Lithonia would have been completed within 12 minutes but for the delay consequent upon overtaking the first section of the train. The raHroad company contended that the conductor, in starting his train from Lithonia when only 12 minutes remained until his engineer's period of duty would reach 16 hours, had violated a rule issued by the company' in November, 1911, as follows: Engineers and firemen, conductors and trainmen, to comply witli the hours-of- service law, the period of duty should be computed from the time the employee actually goes, on duty to the time he is relieved of his engine or train. If a train be caught without instructions on main line at any point by the expiration of the 16- hour period, the crew will place train in sidetrack, go off duty, and report action to dispatcher. By permission of the board of arbitration the employees intro- duced testimony which 'tended to show conclusively that the speed limit was continuously and habitually disregarded by aU engineers and trainmen, especially in freight service, with the knowledge, consent, and approval of the officials of the road. It was shown oy tJie tes- timony of numerous witnesses that the run between Conyers and Lithonia could be made imder normal conditions within 12 minutes, some of the witnesses testifying that the run could be made in as short a time as 10 minutes. The board in its decision held that the bulletin of November 14, 1911, had been interpreted by the trainmen substantially in accord- ance with the interpretation placed upon it by the officers; of the road and that the language of the bulletin itself was susceptible of such construction. In ordering the reinstatement of Mr. Paschal the board, in the concluding paragraph of the award, states that it is the duty of employees of the company to obey the rules and bulletins in accord- ance with the interpretation given them by the management of the raUroad. The award with respect to Conductor Paschal was concurred in by arbitrators Chambers and Burgess, arbitrator Wickersham dissent- ing. Mr. Wickersham held that the conductor had been guilty of disobedience to instructions involving a violation of the law, the effect of which, Mr. Wickersham pointed out, was to subject the railroad company to a penalty. Mr. Wickersham declared that he ' found it difficult to form a satisfactory opinion as to what would be fair and reasonable in the case, but held that the original penalty was too severe, and expressed the opinion that a suspension of 30 days would have been proper when the management first undertook to deal with the conductor, provided that Mr. Paschal had admitted to the management that he had violated his instructions. In annoimcing its award in the case of the flagman, Morgan, the board of arbitration, after pointing out that the error made by this employee in his expense account had been corrected when his atten- tion was caUed to it, and that the railroad authorities had the right to administer some discipline, expressed the opinion that a suspen- sion of 10 days would have been adequate discipline, the error in question having constituted the employee's first offense, and ordere4 his reinstatement, with a deduction from pay accordingly. The board was unanimous in its decision with respect to this employee. XXV. NOEFOLK & WESTERN RAILROAD AlTD ITS MAIlTrEITAirCE-OF- WAY EMPLOYEES. In 1913 a controversy between the Norfolk & Western Railway Co. and its maintenance-of-way employees relating to requests of these employees for an increase in rates of pay was submitted to arbitra- tion. In this case the controversy involved a class of employees who were not included withia the scope of the Federal statute governing the arbitration of certain classes of railway labor disputes, the act then in force having applied only to employees actually engaged ia the operation of trains. The parties, therefore, proceeded independently of the Federal statute, although adhering m most respects to the pr'ocedure prescribed for controversies faUing within the scope of the act. DEMANBS OF THE EHPLOTEES. A review of the official record of the proceedings shows that rep- resentatives of the employees in 1913 presented to the railway com- pany a scale of wages agreed upon at a meeting of representatives of . maintenance-of-way employees of various roads, in Birmingham, Ala., in January, 1913, for presentation to all of the raihoads in southern territory. Upon examination of the proposed wage scale, the com- pany held that it would involve large increases in actual wages and refused to consider the adoption of such scale, butnotified the men that it would consider a revision of reguliations in regard to this class of labor and some incidental increases in rates of pay which were con- sidered appropriate. A series of conferences was thereupon held between representatives of the company and the employees, resulting in certain mcidental concessions to the employees and an agreement to submit the question of an increase ia wages to arbitration. Stipulations for the arbitration were agreed to May 24, 1910, the railway company selecting as arbitrator Gr. M. Merrell, of Eoanoke, Va., and the employees selecting A. B. Lowe, of Detroit, Mich. By agreement between these arbitrators the appointment of a third member of the board was referred to former United States Com- missioner of Labor, Charles P. NeU, who appointed as such arbitrator W. L. Chambers, of the District of Columbia. The arbitration agreement stipulated in part that the represen- tatives of the maintenance-of-way employees should present to the board of arbitration the wage proposition prepared in Birmingham, Ala., as the basis of their claim for wages and that the raUroaa com- pany should present its existing scale of wages and the concessions previously made in conference as a fair and just settlement of the demands of the employees. 51393°— S. Doc. 493, 64r-l 88 593 594 BAILEOAD LABOE AEBITKATIONS. AWARD OF THE BOARD OF ARBITRATION. The board of arbitration was organized at Roanoke, Va., with Judge Chambers as . chairman. The proceedings commenced on Monday, Jmie 30, 1910, and were brought to a c9nclusion on the following Wednesday, when the board announced its award. As pomted out in detail below, the findings of the arbitration board were productive of a general increase in the rates of pay in effect before the award, this increase in the case of employees paid on a monthly wage basis ranging from $2 to $2.50 per month. In the case of employees paid at hourly rates the prevailing increase in the wage scale was an advance of 1 cent per hour, the equivalent increases on a percentage basis ranging from 2.7 to 6.7 per cent. Concessions were also made to certain classes of employees in the form of increases in rates of extra compensation allowed by the company for work in certain locahties and occupations. APPLICATION OF THE AWARD. In the following series of statements the rates of pay awarded by the arbitration board are compared with the rates in effect before the award. The statements show the highest, lowest, and average rates of pay of the various classes of employees in effect before and after the award and the amount and per cent of the wage increases granted by the board of arbitration. The result of the award in the case of maintenance-of-way foremen paid on a monthly basis, as shown by the table below, was a uniform increase of $2.50 per month, the average increase on a percentage basis amounting to 3 .4 per cent. The rates of pay of maintenance-of- way foremen paid at hourly rates were advanced 1 cent per hour, or 2.7 per cent. Amount and per cent of increase in rates of pay of 'maintenance-of-way foremen as a result of the award of the hoard of arbitration. Rates before award. Rates after award. Increase. Amount. Per cent. Lowest amount received per month , Highest amount received per month . Average amount received per month Average amount received per hour. . $64. 00 93.60 72.86 .37 166.50 96.10 75.36 .38 «2.50 2.50 2.50 .01 2.7 3.4 2.7 The rates of pay of maintenance-of-way engineers and firemen as a result of the award were increased $2 per month, these equivalent increases, on a percentage basis, in the case of engineers, ranmng from 2.7 to 3.6 per cent, with an average of 3.2 per cent. The advance of $2 per month received by firemen amounted to an increase of 4 per cent. EAILEOAD LABOB AEBITRATIONS. Amount and per cent of increase in rates of pay of maintenance-of-way firemen as a result of the award of the board of arbitration. 595 and Bates before award. Bates after award. Increase. Amount. Percent. ENGINEEKS. Lowest amount received per month . . Highest amount received per month. Average amount received per month . FmEMEN. Lowest amount received per month - . Highest amount received per month. Average amount received per month . $55.00 75.00 63.33 60.00 60.00 60.00 157.00 77.00 65.33 52.00 52.00 52.00 S2.00 2.00 2.00 2.00 2.00 2.00 3.6 2.7 3.2 4.0 4.0 4.0 In the following table comparative figures are presented of the rates of pay of maintenance-of-way pumpers before and after the award. The rates of compensation* of these employees were ad- vanced $2 per month, the percentages of increase over the preexisting rates ranging from 3.5 to 4.3 per cent, with an average of 3.7 per cent. Amount and per cent of increase in rates of 'gay of maintenance-of-way pumpers as a result of the award of the board of arbitration. Kates before award. Kates after award. Increase. Amount. Per cent. Lowest amount received per month . Highest amount received per month. Average amount received per month $47.00 67.00 54.00 $49. 00 59.00 66.00 $2.00 2.00 2.00 4.3 3.5 3.r The result of the arbitration award in the case of maintenance-of- way watchmen as shown below was an increase in the rates of pay of these employees ranging from 5 to 10 cents a day, the average increase on a percentage basis amounting to 4.4 per cent. Amount and per cent of increase in rates of pay of mmntemance-of-way watchmen as a result of the award of the board of arbitration. Bates before award. Kates after award. Increase. Amount. Per cent. $1.60 1.70 1.60 $1.60 L75 1.67 $0.10 .05 .07 6.7 2.9 4.4 The result of the arbitration award in the case of maintenance-of- way tinners was an average increase of 1 cent an hour, or 3.3 per cent. 596 EAILROAD LABOE ARBITRATIOTTS. Amount and per cent of increase in rates of pay of maintenance-of-wUy tinnefi as a remit of the award of the hoard of arbitration. Bates before award. Hates after award. Increase, Amount. Percent. Lowest amount received per hour. Highest amount received per hour. Average amount received per hour Cents. 27.5 33.0 30.0 Cmta. 30.0 33.0 31.0 Caiis. 2.5 0.0 1.0 9.1 O.D 3.3 The three tables next submitted show the amount and per cent of increase in the rates of pay of maintenance-of-way masons, carpen- ters, and painters as a result of the arbitration award. The rates of compensation of these employees were advanced 1 cent per hour, which was equivalent to an average increase of 2.8 per cent for masons, 3.6 per cent for carpeinters, and 3.4 per cent for painters. Amount and per cent of increase in rates of pay of maintenance-of-way masons as a result of the award of the board of arbitration. Rates before award. Bates after award. Increase. Amount. Percent, Lowest amount received per hour. Highest amount received per hour. Average amount received per hour Cents. 20.5 36.5 28.5 Cents. 21.5 37.5 29.5 Cents. 1.0 1.0 1.0 4.9 2.7 3.5 Amount and per cent of increase in rates of pay of maintenance-of-way carpenters as a result of the award of the board of arbitration. Lowest amount received per hour. Highest amount received per hour. Average amount received per hour before award. Cents. 21.5 27.6 21.5 Kates after award. Cents. 22.5 28.5 25.5 Increase. Amount. Percent, Cents. 1.0 1.0 1.0 4.7 3.6 4.1 Amount and per cent of increase in rates of pay of maintenance-of-way painters as a remit of the award of the board of arbitration. Rates before award. Bates after award. Increase. Amount. Per cent, Lowest amount received per hour. Highest amount received per hour. Average amount received per hour. Cents. 22 ..0 29.5 26.0 Cents. 23.0 30.5 27.0 Cents, 1.0 1.0 1.0 4.6 3.4 RAILROAD LABOR ARBITRATIONS, 597 The following table shows the change? in rates of pay as a result of the arbitration award of the various classes of unskilled and semiskilled laborers included in the movement. The minimum in- crease in the case of these employees was an advance of one-half a cent an hour as compared with a maximum increase of 1 cent per hour, these increases on a percentage basis ranging from 2.8 to 6.7 per cent. Amount and per cent of increase in rates of pay of maintenanee-of-way laborers as a result of the award of the board of arbitration. Rates ■before award. Rates after award.' Increase. Amount. Per cent. Lowest amount received per hour. Highest amount received per hour. Average amount received per hour Cents. 16.0 18.0 16.8 Cents. 16.0 18.5 17.5 Cents. 1.0 .5 .7 6.7 2.8 4.2 . » Kates of pay for laborers when working overtime and on Sundays or legal holidays fixed at 5 cents per hour in addition to regular pay. In the following table is shown the amount and per cent of increase awarded by the arbitration board in the rates of extra compensation allowed maintenance-of-way employees, of the classes designated, when engaged in certain specified branches of employment. The wage increases shown in this table amounted to an advance of 1 cent an hour, which was equivalent to an increase of 33 J per cent, with one exception in which the increase was 50 per cent. Amount and per cent of increase in rates of extra compensation of maintenxmce-of-way employees as a result of the award of the board of arbitration. Kates before award. Kates after award. Increase. Amount. Per cent. All mason foremen required to work at Durmid, Pepper, Poca- hontas, Dingers, and Coleman tunnels and tunnels on Wide- mnnf.h "Rranr-h Per hour. to. 03 .03 .02 .03 Per hour. $0.04 .04 .03 .04 10.01 .01 .01 .01 , 33.3 Carpenters, carpenter laborers, masons, mason helpers, and laborers while actually engaged in work in Durmid, Pepper, Pocahontas, Dingers, and Coleman tunnels and tunnels on Track laborers while actually engaged in following-named tun- nels: Lynchburg, Durmid, Montgomery, Pepper, Little Tom, Holbrook, Big Bull, Creagan, Keiser, Honaker, Pocahontas, Elkhorn, Hatfield, Dingers, and tunnels 1, 3, 4, 6, and 7 on Big Sandy and the tunnels on Widemouth Branch and. between Vivifi.Ti and .Tafigor iTinliirliTigDry ForkBraT»f>h. 50 Carpenters, when erecting or riveting steel bridge work, on tSpRTiR of 40 fpet or over , . . . , , ... 33 3 XXVI. AMAIGAMATED ASSOCIATION OF THE AMERICAN STREET AND RAILWAY EMPLOYEES OF AMERICA AND THE YOUNGSTOWN & OHIO RIVER RAILROAD CO.: 1911. These proceedings were held under an agreement to arbitrate certain questions in dispute between the Youngstown & Ohio River ■RaUroad Co. an4 division No. 530 of Leetonia, Ohio, of the Amal- gamated Association of the American Street and Railway Employees. This agreement was made on January 17, 1911. W. A. O'Grady was selected by the association as its arbitrator. Martin Ackerman was selected by the railroad company as its arbitrator. These two failing to agree upon a third arbitrator, upon request, the presiding judge of the United States Commerce Court appointed Wimam L. Chambers of Washington, D. C, as the third arbitrator. The question submitted to arbitration was the alleged dismissal of two of the company's employees, A. J. Avery, conductor, and H. C. Martin, motorman, for failure to comply with a certain "Meet and report order, " given to the said Avery and Martin on February 6, 1911. On the same day they were called to the offices of the gen- eral manager of the company, J. D. Dewees, and after a conference with him signed certain resignations which it was claimed on the Eart of Avery and Martin were signed because they were told y Mr. Dewees that they would be discharged if they were not signed; the company claimed that the resignations were a free, voluntary act on the part of the men. The board of arbitrators convened at the Columbia Hotel, Lee- tonia, Ohio, at 10 a. m., March 10, 1911, and organized by the selec- tion of William L. Chambers as chairman of the board. Thie facts, as disclosed by the evidence submitted in the form of depositions, taken in the presence of the arbitrators, was substan- tially as follows: On the morning of February 6, 1911, at 7.45 a. m., a train order was issued by the dispatcher of the Youngstown & Ohio River Railroad Co. to Opnductor Avery and Motorman Martin of train No. 5, then ready to leave the depot at Leetonia for Salem. This order required this train to meet a train coming from Salem to Leetonia at Wash- ingtonville Junction and to report to the dispatcher upon their arrival at Washington- ville Junction. Conductor Avery testified that he did not read that portion of the order which required him to report at Washingtonville Junction, but that he signed the same and admitted that the copy of the order in evidence bears his signature, and that the copy of the order handed to him at the time and which he had in his possession when he made the trip in question required a report to be made at Wash- ingtonville Junction. The reason he gave for iiot reporting at Washingtonville Junction was that he did not know then that the order required him to do ao. Upon his arrival at Salem the dispatcher at Leetonia asked Avery over the telephone why he did not report at Washingtonville Junction, to which he replied that he had no instructions to report there, but on examination of his order he discovered that it did reqiure him to make such report. He immediately reported the matter to General 698 BAILKOAD LABOR AEBITEATIONS. 599 Manager Deweea, who was on the train coming from Salem, who at once told him that the matter was a serious one, and later in the day both Conductor Avery and Motor- man Martin were called into the oflSce ot the general manager, who informed them that their failure to make the report was so serious that it could not be overlooked. A discussion of the subject followed, in which the men were informed that they would have to leave the service of the company, but they were told they would be allowed to resign. The men regarded this as the only alternative of a discharge, and promptly handed in their resignations in writing. Copies of these resignations were introduced in evidence. The board of arbitrators rendered its decision in the case on March 13, 1911, which was as follows: We are ot opinion that the failure to report at Washingtonville Junction was a viola- tion of the rules and a distinct failure to comply with the order and that the manager of the road unquestionably had the right whieji he exercised of administering disci- pUne, and while dismissal from the service was the severest punishment he could impose he had the right to inflict it, and we think it would be a criticism on our part, which we do not feel justified in making, to say that the punishment was unduly severe. There was a heavy responsibility resting upon the manager in the premises but he knew there was a much heavier responsibility resting upon the company whose management was intrusted in his hands. His responsibility to the company was personal. He also owed a moral responsibility of the highest character to the public, but the responsibility of the company was not only moral but legal, and the manager knew that no action of his could relieve his employer, the company, from legal liability. If the retention of these men in the employ of the company should be followed by an accident, in which either property was destroyed or lives lost as a result of the failure on their part to comjily with orders, there could be no possible excuse from public censure and legal liability for damages, aggravated by the action of the company in retaining them in its employ; so that Manager Dewees was justified in the discipline administered equally on the ground of his personal responsibility to the company, his moral responsibility to the public, and as the representative of the company itself, and we do not think we would be justified in requiring the reinstate- ment of the men. So far as this feature of the matter is concerned we are of the opinion that the company should determine its own course, but if the company should -con- clude to reinstate the men, such reinstatement within 60 days from the date of their resignation would not contravene the spirit of this decision. The decision of the board, as above quoted, was signed by arbi- trators William L. Chambers and Martin Ackerman. Arbitrator W. A. O'Grady dissented and filed a dissenting opinion. XXVII. Appendix A. FEDERAI lEGISIATION RELATIVE TO THE MEDIATION AND ABBITBATIOIf OF BAILWAT LABOB DISPUTES. I. [Public— No. 6.] [S. 2517.) AN ACT Providing for mediation, conciliation, and arbitration in controversies between certain employers and their employees. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the provisions of this act shall apply to any common carrier or carriers and their officers, agents, and employees, except masters of vessels and seamen, as defined in section forty-six hundred and twelve, Bevised Statutes of the United States, engaged in the transportation of passengers or property wholly, by railroad, or partly by railroad and partly by water, for a continuous carnage or ship- ment from one State or Territory of the United States or the District of Columbia to any other State or Territory of the United States or the District of Columbia, or from any place in the United States to an adjacent foreign country, or from any place in the United States through a foreign country to any other place in the United States. The term "railroad" as used in this act shall include all bridges and ferries used or operated in connection with any railroad, and also all the road in use by any cor- poration operating a railroad, whether owned or operated under a contract, agreement, or lease; and the term "transportation" shall include all instrumentalities of shipment or carriage. , The term "employees" as used in this act shall include all persons actually engaged in any capacity in train operation or train service of any description, and notwith- standing that the cars upon or in which they are employed may be held and operated by the carrier under lease or other contract: Provided, however. That this act shaU not be held to apply to employees of street railroads and shall apply only to employees engaged in railroad train service. In every such case the earner shall be responsible for the acts and defaults of such employees in the same manner and to the same extent as if said cars were owned by it and said employees directly employed by it, and any provisions to the contrary of any such lease or other contract shall be binding only as between the parties thereto and shall not affect the obligations of said carrier either to the public or to the private parties concerned. A common carrier subject to the provisions of this act is hereinafter referred to as an "employer," and the employees of one or more of such carriers are hereinafter referred to as "employees." Sbc. 2. That whenever a controversy concerning wages, hours of labor, or condi- tions of employment shall arise between an employer or employers and employees subject to this act interrupting or threatening to interrupt the business of said em- ployer or employers to the serious detriment of the public interest, either party to such controversy may apply to the Board of Mediation and Conciliation created by this act and invoke its services for the purpose of bringing about an amicable adjust- ment of the controversy; and upon the request of either party the said board shall with all practicable expedition put itself in communication with the parties to such controversy and shall use its best efiorts, by mediation and conciliation, to bring them to an agreement; and if such efforts to bring about an amicable adjustment tlttough mediation and conciliation shall be unsuccessful, the said board shall at once endeavor to induce the parties to submit their controversy to arbitration in accordance with the provisions of this act. In any case in which an interruption of traffic is imminent and fraught with serious detriment to the public interest, the Board of Mediation and Conciliation may, if in its judgment such action seem desirable, proffer its services to the respective parties to the controversy. In any case in which a controversy arises over the meaning or the application of any agreement reached through mediation under the provisions of this act either party to the said agreement may apply to the Board of Mediation and Conciliation or an expression of opinion from such board as to the meaning or application of such agreement and the said board shall upon receipt of such request give its opinion as soon as may be practicable. 600 . EAILEOAD LABOB ARBITBATIONS. 601 Sbc. 3. That whenever a controversy shall arise between an employer or employers and employees subject to this act, which can not be settled through mediation and conciliation in the manner provided in the preceding section, such controversy may be submitted to the arbitration of a board of six, or, if the parties to the controversy prefer so to stipulate, to a board of three persons, which board shall be chosen in the following manner: In the case of a board of three, the employer or employers and the employees, parties respectively to the agreement to arbitrate, shall each name one arbitrator; and the two arbitrators thus chosen shall select the third arbitrator; but in the event of their failure to name the third arbitrator within five days after their first meeting, such third arbitrator shall be named by the Board of Mediation andr Conciliation. In the case of a board of six, the employer or employers and the em- ployees, parties respectively to the agreement to arbitrate, shall each name two arbitrators, and the four arbitrators thus chosen shall, by a majority vote, select the remaining two arbitrators; but in the event of their failure to name the two arbi- trators within fifteen days after their first meeting the said two arbitrators, or as many of them as have not been named, shall be named by the Board of Mediation and Conciliation. In the event that the employees engaged in any given controversy are not members of a labor organization, such employees may select a committee wMch shall have the right to name the arbitrator, or the arbitrators, who are to be named by the employees as provided above in this section. Sbc. 4. That the agreement to arbitrate — First. Shall be in writing; Second. Shall stipulate that the arbitration is had under the provisions of this act; Third. Shall state whether the board of arbitration is to consist of three or six members; Fourth. Shall be signed by duly accredited representatives of the employer or employers and of the employees; iifth. Shall state .specifically the questions to be submitted to the said board for decision; Sixth. Shall stipulate that a majority of said board shall be competent to make a valid and binding award; Seventh. Shall fix a period from the date of the appointment of the arbitrator or arbitrators necessary to complete the board, as provided for in the agreement, within which the said board shall commence its hearings; Eighth. Shall fix a period from the beginning of the hearings within which the said board shall make and file its award: Provided, That this period shall be thirty days unless a different period be agreed to; Ninth. Shall provide for the date from which the award shall become effective and shall fix the period during which the said award shall continue in force; Tenth. Shall provide that the respective parties to the award will each faithfully execute the same ; ' Eleventh. Shall provide" that the award and the papers and proceedings, including the testimony relating thereto, certified under the hands of the arbitrators, and which shall have the force and effect of a bill of exceptions, shall be filed in the clerk's ofiice of the district court of the United States for the district wherein the controversy arises or the arbitration is entered into, and shall be final and conclusive upon the parties to the agreement unless set aside for error of law apparent on the record; Twelfth. May also provide that any difference arising as to the meaning or the appli- cation of the provisions of an award made by a board of arbitration shall be referred back' to the same board or to a subcommittee of such board for a ruling, which ruUng shall have the same force and effect as the original award; and if any member of the original board is unable or unwilling to serve, another arbitrator shall be named in the same manner as such original member was named. Sec. 5. That for the purposes of this act .the arbitrators herein provided for, or either of tiiem, shall have power to administer oaths and affirmations, sign sub- poenas, require the attendance and testimony of witnesses, and the production, of such books, papers, contracts, agreements, and documents material to a just deter- mination of thaimatters under investigation as may be ordered by the court; and may invoke the aid of the United States courts to compel witnesses to attend and testify and to produce such books, papers, contracts, agreements, and documents to the same extent and under the same conditions and penalties as is provided for in the act to regulate commerce, approved February fourth, eighteen hundred and eighty- seven, and the amendments thereto. Sec. 6. That every agreement of arbitration under this act shall be acknowledged by the parties thereto before a notary public or a clerk of the district or the circuit court of appeals of the United States, or before a member of the Board of Mediation and Conciliation, tie members of which are hereby authorized to take such acknowl- edgments; and when so acknowledged shall be delivered to a member of said board or transmitted to said board to be filed in its office. 602 EAILKOAD LABOR AEBITRATIONS. "When such agreement of arbitration has been filed with the said board, or one of its members, and when the said board, or a member thereof, has been furnished the names of the arbitrators chosen by the respective parties to the controversy, the board, or a member thereof, shall cause a notice in writing to be served upon the said arbitrators, notifying them of their appointment, requesting them to meet promptly to name the remaining arbitrator or arbitrators necessary to complete the board, and advising them of the period within which, as provided in the agreement of arbitration, they are empowered to name such arbitrator or arbitrators. When the arbitrators selected by the respective parties have agreed upon the re- " maining arbitrator or arbitrators, they shall notify the Board of Mediation and Con- ciliation; and in the event of their failure to agree upon any or upon all of the nec- essary arbitrators within the period fixed by this act they shall, at the expiration of such period, notify the Board of Mediation and Conciliation of the arbitrators selected, if any, or of their failure to make or to complete such selection. If the parties to an arbitration desire the reconvening of a board to pass upon any controversy arising over the meaning or application of an award, they shall jointly so notify the Board of Mediatipn and Conciliation, and shall state in such written notice the question or questions to be submitted to such reconvened board. The Board of Mediation and Conciliation shall thereupon promptly communicate with the members of the board of arbitration or a subcommittee of such board appointed for such purpose pursuant to the provisions of the agreement of arbitration, and arrange for the reconvening of said board or subcommittee, and shall notify the respective parties to the controversy of the time and place at which the board will meet for hearings upon the matters in controversy to be submitted to it. Sec. 7. That the board of arbitration shall organize and select its own chairman .and make all necessary rules for conducting its hearings; but in its award or awards the said board shall confine itself to findings or recommendations as to the questions specifically submitted to it or matters directly bearing thereon. All testimony before said board shall be given under oath or affirmation, and any member of the board of arbitration shall have the power to administer oaths or afiirmations. It may employ such assistants as may be necessary in carrying on its work. It shall, whenever practicable, be supplied with suitable quarters in any Federal building located at its place of meeting or at any place where tlie board may adjourn for its deliberations. The board of arbitration shall furnish a certified copy of its awards to the respective parties to the controversy, and shall transmit the original, together with the papers and proceedings and a transcript of the testimony taken at the hearings, certified under the hands of the arbitrators, to the clerk of the district court of the United States for the district wherein the controversy arose or the arbitration is entered into, to be filed in said clerk's office as provided in paragraph eleven of section four of this act. And said board shall also furnish a certified copy of its award, and the papers and pro- ceedings, including the testimony relating thereto, to the Board of Mediation and Conciliation, to be filed in its office. The United States Commerce Court, the Interstate Commerce Commission, and the Bureau of Labor Statistics are hereby authorized to turn over to the Board of Mediation and Concihation upon its request any papers and documents heretofore filed with them and bearing upon mediation or arbitration proceedings held under the provisions of the act approved June first, eighteen hundred and ninety-eight, providing for mediation and arbitration. Sec. 8. That the award, being filed in the clerk's office of a district court of the United States as hereinbefore provided, shall go into practical operation, and judg- ment shall be entered thereon accordingly at the expiration of ten days from such filing, unless within such ten days either party shall file exceptions thereto for matter of law apparent upon the record, in which^ case said award shall go into practical operation, and judgment be entered accordingly, when such exceptions shall have been finally disposed of either by said district court or on appeal therefrom. At the expiration of ten days from the decision of the district court upon excep- tions taken to said award as aforesaid judginent shall be entered in accordance with said decision, unless during- said ten days either party shall appeal therefrom to the circuit court of appeals. In such case only such portion of the record shall be trans- mitted to the appellate court as is necessary to the proper understanding and con- sideration of the questions of law presented by said exceptions and to be decided. The determination of said circuit court of appeals upon said questions shall be final, and, being certified by the clerk thereof to said district court, judgment pursuant thereto shall thereupon be entered by said district court. If exceptions to an award are finally sustained, judgment shall be entered setting aside the award in whole or in part; but in such case the parties may agree upon a judgment to be entered disposing of the subject matter of the controversy, which judgment when entered shall have the same force and effect as judgment entered Upon an award. BAILEOAD LABOa AEBITEATIONS. 603 Nothing in this act contained shall be construed to require an employee to render personal service without his consent, and no injunction or other le^al process shall be issued which shall compel the performance by any employee against his will of a contract for personal labor or service. Sec. 9. That whenever receivers appointed by a Federal court are in the posses- sion and control of the business of employers covered by this act the employees of such employers shall have the right to be heard through their representatives in such court upon all questions affecting the terms and conditions of their employment, and no reduction of wages shall be made by such receivers without the authority of the court therefor, after notice to such employees, said notice to be given not less than twenty days before the hearing upon the receivers' petition or application,' and to be posted upon all customary bulletin boards along or upon the railway or in the customary places on the premises of other employers covered by this act. Sec. 10. That each member of the board of arbitration created under the provi- sions of this act shall receive such compensation as may be fixed by the Board of Medi- ation and Conciliation, together with his traveling and other necessary expenses. The sum of $25,000, or so much thereof as may be necessary, is hereby appropriated, to be immediately available and to continue available until the close of the fiscal year ending June thirtieth, nineteen hundred and fourteen, for the necessary and proper expenses incurred in connection with any arbitration or with the carrying on of the work of mediation and conciliation, including per diem, traveling, and other necessary expenses of members or employees of boards of arbitration and rent in the District of Columbia, furniture, office fixtures and supplies, books, salaries, traveling expenses, and other necessary expenses of members or employees of the Board of Mediation and Conciliation, to be approved by the chairman of said board and audited by the proper accounting officers of the Treasury. Sec 11. There shall be a Commissioner of Mediation and Conciliation, who shall be appointed by the President, by and with the advice and consent of the Senate, and whose salary shall be $7,500 per annum, who shall hold his office for a term of seven years' and until a successor qualifies, and who shall be removable by the Presi- dent only for misconduct in office. The President shall also designate not more than two other officials of the Goverimient who have been appointed by and with the advice and consent of the Senate, and the officials thus designated, together with the Commissioner of Mediation and Condiliation, shall constitute a board to be known as the United States Board of Mediation and Conciliation. There shall also be an Assistant Commissioner of Mediation and Conciliation, who shall be appointed by the President, by and with the advice and consent of the Sen- ate, and whose salary shall be $5,000 per annum. In the absence of the Commissioner of Mediation and Conciliation, or when that office shall become vacant, the assistant commissioner shall exercise the functions and perform the duties of that office. Under the direction of the Commissioner of Mediation and Conciliation the assistant commissioner shall assist in the work of mediation and conciliation, and when acting alone in any case he shall have the right to take acknowledgments, receive agreements of arbitration, and cause the notices in writing to be served upon the arbitrators chosen by the respective parties to the controversy, as provided for in section five of this act. , ^ The act of June first, eighteen hundred and ninety-eight, relating to the mediation and arbitration of controversies between railway companies and certain classes of their employees is hereby repealed: Provided, That any agreement of arbitration which, at the time of the passage of this act, shall have been executed in accordance with the provisions of said act of June first, eighteen hundred and ninety-eight; shall be governed by the provisions of said act of June first, eighteen hundred and ninety- eight, and the proceedings thereunder shall be conducted in accordance with the provisions of said act. Approved, July 15, 1913. (PiTBLIO— No. 115.] AN ACT Concerning carriers engaged in interstate commerce and their employees. Be it enacted by the Senate and Hoiise of Representatives of the United States of America in Congress assembled, That the provisions of this act shall apply to any common car- rier or carriers and their officers, agents, and employees, except masters of vessels and seamen, as defined in section forty-six hundred^ and twelve. Revised Statutes of the United States, engaged in the transportation of passengers or property wholly by railroad, or partly by railroad and partly by water, for a continuous carriage or ship- ment, from one State or Territory of the United States, or' the District of Columbia, to any other State or Territory of the United States, or the District of Columbia, or from any place in the United States to an adjacent foreign country, or from any place in the United States through a foreign country to any other place in the United States. 604 EAILEOAD LABOR ARBITRATIONS. The term "railroad" as used in this act ahall include all bridges and ferries used or operated in connection with any railroad, and also all the road in use by any corpora- tion operating a railroad, whether owned or operated under a contract, agreement, or lease; and the term "transportation" shall include all instrumentalities of ship- ment or carriage. The term "employees " as used in this act shall include all persons actually engaged in any capacity in train operation or train service of any description, and notwith- standing that the cars upon or in which they are employed may be held and operated by the carrier under lease or other contract : Provided, however, That this act shall not be held to apply to employees of street railroads and shall apply only to employees engaged in railroad train service. In every such case the earner shall be responsible.for the acts and defaults of sunh employees in the same manner and to the same extent as if said cars were owned by it and said employees directly employed by it, and any provisions to the contrary of any such lease or other contract shall be binding only as between the parties thereto ani shall not affect the obligations of said carrier either to the public or to the private parties concerned. Sec. 2. That whenever a controversy concerning wages, hours of labor, or conditions of employment shall arise between a carrier subject to this act and the employees of such carrier, seriously interrupting or threatening to interrupt the business of said carrier, the chairman of the Interstate Commerce Commission and the Commissioner of Labor shall, upon the request of either party to the controversy, with all practicable expedition, put themselves in communication with the parties to such controversy, and shall use their best efforts, by mediation and conciliation, to amicably settle the same; and if such efforts shall be unsuccessful, shall at once endeavor to bring about an arbitration of said controversy in accordance with the provisions of this act. Sec. 3. That whenever a controversy shall arise between a carrier subject to this act and the employees of such carrier which can not be settled by mediation and conciliation in the manner provided in the preceding section, said controversy may be submitted to the arbitration of a board of three persons, who shall be chosen in" the manner following: One shall be named by the carrier or employer directly interested; the other shall be named by the labor organization to which the employees directly interested belong, or, if they belong to more than one, by that one of them which specially represents emjjloyees of the same grade and cla.ss and engaged in services of the same nature as said employees so directly interested : Provided, however, That when a controversy involves and affects the interests of two or more classes and grades of employees belonging to different labor organizations, such arbitrator shall be agreed upon and designated by the concurrent action of all such labor organiza- tions; and in cases where the majority of such employees are not members of any labor organization, said employees may by a majority vote select a committee of their own number, which committee shall have the right to select the arbitrator on behalf of said employees. The two thus chosen shall select the third commissioner of arbitration; but, in the event of their failure to name such arbitrator within five days after their first meeting, the third arbitrator shall be named by the commissioners named in the preceding section. A majority of said arbitrators shall be competent to make a valid and binding award under the provisions hereof. The submission shall be in writing, shall be signed by the employer and by the labor organization representing the em- ployees, shall specify the time and place of meeting of said board of arbitration, shall state the questions to be decided, and shall contain appropriate provisions by which the respective parties shall stipulate, as follows: First. That the board of arbitration shall commence their hearings within ten days from the date of the appointment of the third arbitrator, and shall find and file their award, as provided in this section, within thirty days from the date of the appointment of the third arbitrator; and that pending the arbitration the status existing immedi- ately prior to the dispute shall not be changed: Provided, That no employee shall be compelled to render personal service without his consent. Second. That the award and the papers and proceedings, including the testimony relating thereto certified under the hands of the arbitrators and which shall have the force and effect of a bill of exceptions, shall be filed in the clerk's office of the circuit court of the United States for the district wherein the controversy arises or the arbi- tration is entered into, and shall be final and conclusive upon both parties, unless set aside for error of law apparent on the record. Third. That the respective parties to the award will each faithfully execute the same, and that the same may be specifically enforced in equity so far as the powers of a court of equity permit: Provided^, That no injunction or other legal process shall be issued which shall compel the performance by any laborer against his will of a contract for personal labor or service. KAILKOAD LABOE AEBITEATIONS. 605 Fourth. That employees dissatisfied with the award shall not by reason of such dissatisfaction quit the service of the employer before the expiration of three months from and after the makin" of such award without giving thirty days' notice in writing of their intention so to quit. Nor shall the employer disssitisfied with such award dis- miss any employee or employees on account of such dissatisfaction before the expira- tion of three months from and after the maldng of such award without giving thirty days' notice in writing of his intention so to discharge. Fifth. That said award shall continue in force as between the parties thereto for the period of one year after the same shall go into practical operation, and no new arbi- tration upon the same subject between the same employer and the same class of employees shall be had until the expiration of said one year if the award is not set aside as provided in section four. That as to individual employees not belonging to the labor organization or organizations which shall enter into the arbitration^ the said arbitration and the award made therein shall not be binding, unless the said individual employees shall give assent in writing to become parties to said arbitration. Sec. 4. That the award being filed in the clerk's office of a circuit court of the United States, as hereinbefore provided, shall go into practical operation, and judgment shall be entered thereon accordingly at the expiration of ten days from such filing, unless within such ten days either party shall file exceptions thereto for matter of law apparent upon the record, in which case said award shall go into practical operation and judg- ment be entered, accordingly when such exceptions shall have been finally disposed of either by said circuit court or on appeal therefrom. At the expiration of ten days from the decision of the circuit court upon exceptions taken to said award, as aforesaid, judgment shall be entered in accordance with said decision unless during said ten days either party shall appeal therefrom to the circuit court of appeals. In such case only.sucli portion of the record shall be transmitted to the appellate court as is necessary to the proper understanding -and consideration of the questions of law presented by said exceptions and to be decided. The determination of said circuit court of appeals upon said questions shall be final, and being certified by the clerk thereof to said circuit court, judgment pursuant thereto shall thereupon be entered by said circuit court. If exceptions to an award are finally sustained, judgment shall be entered setting aside the award. But in such case the parties may agree upon a judgment to be entered disposing of the subject matter of the controversy, which judgment when entered shall have the same force and effect aa judgment entered upon an award. Sec. 5. That for the purposes of this act the arbitrators herein provided for, or either of them, shall have power to administer oaths and affirmations, sign subpoenas, require the attendance and testimony of witnesses, and the production of such books, papers, contracts, agreements, and documents material to a just determination of the matters under investigation as may be ordered by the court; and may invoke the aid of the United States courts to compel witnesses to attend and testify and to produce such books, papers, contracts, agreements and documents to the same extent and imder the same conditions and penalties as is provided for in the act to regulate com- merce, approved February fourth, eighteen hxmdred and eighty-seven, and the amendments thereto. Sec. 6.That every agreement of arbitration under this act shall be acknowledged by the parties before a notary public or clerk of a district or circuit court of the United States, and when so acknowledged a copy of the same shall be transmitted to the chairman of the Interstate Commerce Commission, who shall file the same in the office of said commission. Any agreement of arbitration which shall be entered into conforming to this act, except that it shall be executed by employees individually instead of by a labor organization as their representative, shall, when duly acknowledged as herein pro- vided, be transmitted to the chairman of the Interstate Commerce Commission, who shall cause a notice in writing to be served upon the arbitrators, fixing a time and place for a meeting of said board, which shall be within fifteen days from the execution of said agreement of arbitration: Provided, however, That the said chairman of the Interstate Commerce Commission shall decline to call a meeting of arbitrators under such agreement unless it be shown to his satisfaction that the employees signing the submission represent or include a majority of all employees in the service of the same employer and of the same grade and class, and that an award pursuant to said submis- sion can justly be regarded as binding upon all such employees. Sec. 7. That during the pendency of arbitration under this act it shall not be lawful for the employer, party to such arbitration, to discharge the employees, parties thereto, except for inefficiency, violation of law, or neglect of duty; nor for the organization rejjresentiug such employees to order, nor for the employees to unite in, aid, or abet, strikes against said employer; nor, during a period of three months after an award under such an arbitration, for such employer to discharge any such emploj^ees, except for the causes aforesaid, without giving thirty days' written notice of an intent so to 606 KAILEOAD LABOE ABBITBATIONS. discharge; nor for any of such employees, during a, like period, to quit the service of said employer without just cause, without giving to said employer thirty days' written notice of an intent so to do; nor for such organization representing such employees to order, counsel, or advise otherwise. Any violation of this section shall subject the offending party to liability for damages: Provided, That nothing herein contained shall be construed to prevent any employer, party to such arbitration, from reducing the number of its or his employees whenever in its or his judgment business necessities require such reduction. Seo. 8. That in every incorporation under the provisions of chapter five hundred and sixty-seven of the United States Statutes of^ eighteen hundred and eighty-five and eighteen hundred and eighty-six it must be provided in the articles of incorpora- tion and in the constitution, rules, and by-laws that a member shall cease to be such by participating in or by instigating force or violence against persons or property during strikes, lockouts, or boycotts, or by seeking to prevent others from working through violence, threats, or intimidations. Members of such incorporations shall not be personally liable for the acts, debts, or obligations of the corporations, nor shall such corporations be liable for the acts of members or others in violation of law; and such corporations may appe^ by designated representatives before the board created by this act, or in any suits or proceedings for or against such corporations or their members in any of the Federal courts. ' Sec. 9. That whenever receivers appointed by Federal courts are in the possession and control of railroads, the employees upon such railroads shall have the right to be heard in such courts upon all questions affecting the terms and conditions of their employment, through the officers and representatives of their associations, whether incorporated or unincorporated, and no reduction of wages shall be made by such receivers without the authority of the court therefor upon notice to such employees, said notice to be not less than twenty days before the hearing upon the receivers' petition or apphcation, and to be posted upon all customary bulletin boards along or upon the railway operated by such receiver or receivers. Sec. 10. That any employer subject to the provisions of this act, and any officer; agent, or receiver of such employer yrho shall require any employee, or any person seeking employment, as a condition of such employment, to enter into an agreement, either written or verbal, not to become or remain a member of any labor corporation, association, or organization; or shall threaten any employee with loss of employ- ment, or shall unjustly discriminate against any employee because of his member- ship in such a labor corporation, association, or organization; or who shall require any employee or any person seeking employment, as a condition of such employ- ment, to enter into a contract whereby such employee or applicant for employment shall agree to contribute to any fund for charitable, social, or beneficial purposes; to release such employer from legal liability for any personal injury by reason of any benefit received from such fund beyond the proportion of the benefit arising from the employer's contribution to such fund; or who shall, after having discharged an em- ployee, attempt or conspire to prevent such employee from obtaining employment, or who shall, after the quitting of an employee, attempt or conspire to prevent such employee from obtaining employment, is hereby declared to be guilty of a misde- meanor, and, upon conviction thereof in any court of the United States of competent jurisdiction in the district in which such offense was committed, shall be punished for each offense by a fine of not less than one hundred dollars and not more than one thousand dollars. Sec. 11. That each member of said board of arbitration shall receive a compensa- tion of ten dollars per day for the time he is actually employed, and his traveling and other necessary expenses; and a sum of money sufficient to pay the same, together with the traveling and other necessary and proper expenses of any conciliation or arbitration had hereunder, not to exceed ten thousand dollars in any one year, to be approved by the chairman of the Interstate Commerce Commission and audited by the proper accounting officers of the Treasury, is hereby appropriated for the fiscal years ending June thirtieth, eighteen hundred and ninety-eight, and June thirtieth, eighteen hundred and ninety-nine, out of any money in the Treasury not otherwise appropriated. Sec. 12. That the act to create boards of arbitration or commission for settling controversies and differences between railroad corporations and other common car- riers engaged in interstate or territorial transportation of property or persons and their employees, approved October first, eighteen hundred and eighty-eight, is hereby repealed. Approved, June 1, 1898. III. Act ol March 4, 1911, 36 Statutes, 1397. The President of the United States from and after the passage of this act is author- ized to designate from time to time any member of the Interstate Commerce Com- BAILKOAD LABOK AEBITKATIONS. 607 mission or of the Court of Commerce to exercise the powers conferred and the duties imposed upon the chairman of the Interstate Commerce Commission by the pro- visions of the "Act concerning carriers engaged in interstate commerce and their employees," approved June first, eighteen hundred and ninety-eight; and the member 80 designated, during the period for which he is designated, shall have the powers now conferred by said act on the chairman of the Interstate Commerce Commission. IV. Act Ooncbbning Arbiteation op CoNTRovBRsiEa Between Carriers Engaged IN Interstate Commerce and their Employees. .\ot ot October 1, 1888- Acts of 1887-88.— Chapter 1063. Section 1. Whenever differences or controversies arise between railroad or other transportation companies engaged in the transportation of property or passengers between two or more States of the United States^ between a Territory and State, within the Territories of the United States, or within the District of Columbia, and the emi)loyee3 of said railroad companies, which differences or controversies may hinder, impede, obstruct, interrupt, or affect such transportation of property or pas- sengers, if, upon the written proposition of either party to the controversy to submit their differences to arbitration, the other party shall accept the proposition, then and in such event the railroad company is hereby authorized to select and appoint one person, and such employee or employees, as the case may be, to select and appoint another person, and the two persons thus selected and appointed to select a third person, all three of whom shall be citizens of the United States and wholly impartial and disinterested in respect to such differences or controversies; and the three per- sons thus selected and appointed shall be, and they are hereby, created and con- stituted a board of arbitration, with the duties, powers, and privileges hereinafter set forth. Sec. 2. The board of arbitration provided for in the first section of this act shall possess all the powers and authority in respect to administering oaths, subpoenaing witnesses and compelling their attendance, preserving order during the sittings of the board, and requiring the production of papers and writings relating alone to the subject under investigation now possessed and belonging to the United States com- missioners appointed by the circuit court of the United States; but in no case shall any witness be compelled to disclose the secrets or produce the records or proceed- ings of any labor organization of which he may be an officer or member; and said board of arbitration may appoint a clerk and employ a stenographer, and prescribe all reasonable rules and regulations, not inconsistent with the provisions of this act, looking to the speedy advancement of the differences and controversies submitted to them to a conclusion and determination. Each of said arbitrators shall take an oath to honestly, fairly, and faithfully perform his duties, and that he is not personally interested in the subject matter in controversy, which oath may be administered by any State or Territorial officer authorized to administer oaths. The third person so selected and appointed as aforesaid shall be president of said board; any order, find- ing, conclusion, or award made by the majority of such arbitrators shall be of the same force and effect as if all three of such arbitrators concurred therein or united in making the same. Sec 3. It shall be the duty of the said board of arbitration, immediately uijon their selection, to organize at the nearest practicable point to the place of the origin of the difficulty or controversy, and to hear and determine the matters of difference which may be submitted to them in writing by all the parties, giving them full opportunity to be heard on oath, in person and by witnesses, and also granting them the right to be represented by counsel; and after concluding its investigations said board shall publicly announce its decision, which, with the findings of fact upon which it is based, shall be reduced to writing and signed by the arbitrators concurring therein, and, together with the testimony taken m the case, shall be filed with the Commissioner of Labor of the United States, who shall make such decision public as soon as the same shall have been received by him. - Sec. 4. It shall be the right of any employees engaged in the controversy to appoint, by designation in writing, one or more persons to act for them in the selection of an arbitrator to represent them upon the, board of arbitration. Sec. 5. Each member of said tribunal of arbitration shall receive a compensation of ten dollars a day for the time actually employed. That the clerk appoiiu|«d by said tribunal of arbitration shall receive the same fees and compensation as clerks of United States circuit courts and district courts receive for like services. The stenographer shall receive as full compensation .for his services ten cents for each folio of an hundred words of testimony taken and reduced to writing before said 608 KAILROAD LABOE AKBITBATIONS. arbitrators. United States marshals or other persona serving the process of said tribunal of arbitration shall receive the same fees and compensation for such services as they would receive for like services upon process issued by United States com- missioners. Witnesses attending before said tribunal of arbitration shall receive the same fees as witnesses attending before United States commissioners. All of said fees and compensation shall be payable by the United States in liice manner as fees and compensation are payable in criminal causes under existing laws; Provided, That the said tribunal of arbitration shall have power to limit the number of witnesses in each case where fees shall be paid by the United States: And provided furth^, That the fees and compensation of the arbitrators, clerks, stenographers, marshals, and others for service of process, and witnesses under this act shall be examined and certified by the United States district judge of the district in which the arbitration is held before they are presented to the accounting officers of the Treasury Department for settle- ment, and shall then be subject to the provisions of section eight hundred and forty- six of the Revised Statutes of the United States; and a sufficient sum of money to pay all expenses under this act and to carry the same into effect is hereby appropriated out of any money in the Treasury not otherwise appropriated: And provided likewise. Not more than five thousand dollars shall be expended in defraying the costs of any single investigation by the commission hereinafter provided for. Sec. 6. The President may select two commissioners, one of whom at least shall be a resident of the State or Territory in which the controversy arises, who, together with the Commissioner of Labor, shall constitute a temporary commission for the porpose of examining the causes of the controversy, the conditions accompanying and the best means for adjusting it, the result of which examination shall be iihme- diately reported to the President and Congress, and on the rendering of such report the services of the two commissioners Shall cease. The services of the commission, to be ordered at the time by the President and constituted as herein provided, may be tendered by the President for the purpose of settling a controversy euch as con- templated, either upon his own motion, or upon the application of one of the parties to the controversy, or upon the application of the executive of the State. Sec. 7. The commissioners provided in the preceding section shall be entitled to receive ten dollars each per day for each day's service rendered, and the expenses absolutely incurred in the performance of their duties; and the expenses of the Commissioner of Labor, acting as one of the commission, shall also be reimbursed to him. Such compensation and expenses shall be paid by the Treasurer of the United States, on proper vouchers, certified to by the Commissioner of Labor and approved by the Secretary of the Interior. Sec. 8. Upon the direction of the President, as hereinbefore provided, the com- mission shall visit the locality of the pending dispute, and shall have all the powers and authority given in section two, to a board of arbitration, and shall make careful inquiry into the cause thereof, hear all persons interested therein who may come before it, advise the respective parties wha,t, if anything, ought to be done or sub- mitted to either or both to adjust such dispute, and make a written decision thereof. This decision shall at once be made public, shall be recorded upon proper books of record to be kept in the office of the Commissioner of Labor, who shall cause a copy thereof to be filed with the Secretary of the State or Territory, or States or Territories, in which the controversy exists. Sec. 9. in each case the commissioners who may be selected as provided shall, before entering upon their duties, be sworn to the faithful discharge thereof. The Commissioner of Labor shall be chairman ex officio of the comnussion, and may appoint one or more clerks or stenographers to act in each controversy only, which clerks or stenographers shall be compensated at a rate not exceeding "six dollars per day each, and actual expenses incurred shall be reimbursed. Sec. 10. The Commissioner of Labor shall, as soon as possible after the passage of this' act, establish such rules of proceedure as shall be approved by the President; but the commission shall permit each party to a controversy to appear in person or by counsel and to examine and cross-examine witnesses. All its proceedings shall be transacted in pubUc, except when in consultation for the purpose of degidin" upoa the evidence and arguments laid before it. The chairman of the commission is hereby authorized to administer oaths to witnesses in all investigations conducted by the commission, and such witnesses shall be subpoenaed in the same rnanner as witnesses are subpoenaed to appear before United States, courts and commissioners, and they shall each receive the same fees as witnesses attending before United States commis- sioners: Provided, That said temporary board of commissioners shall have the power to limit the number of witnesses in each case where fees shall be paid by the United States. Sec. 11. All fees, expenses, and compensations of this commission shall be paid as hereinbefore provided in section five of this act. DATE DUE /WBf '^"""fty 1^ < ft tti* - i-Fi-fcjj'flU' CAVLORO PRINTED (N U.S.A. Cornell University Library HD8039.R12U596 1916 Railroad labor arbitrations :report of t 3 1924 001 729 072