CORNELL UNIVERSITY LIBRARY NEW YORK STATE SCHOOL OF INDUSTRIAL AND LABOR RELATIONS THE GIFT OF THE UNITED TRANSPORTATION UNION The original of tiiis book is in tine Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924000679948 III! II I I TTTrm 'X Ci /'I d T-r^ r ->^ I -■'. WAGE ORDERS INTERPRETATIONS AND SUPPLEMENTS OF U. S. R. R. ADMINISTRATION AND US.R.R. LABOR BOARD ENGINEERS PRINTING COM PANY— CLEVELAN D aiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiH iiiiimiiim I I I miiimmiimiiiiiiiii iiiiiiib;! Printed in U. S. A. INDEX Page General Order No. 8 5 General Order 13 6 General Order No. 27 9 Interpretation No. 1 to G. 0. 27 29 Interpretation No. 2 to G. O. 27 30 Interpretation No. 4 to G. O. 27 31 Interpretation No. 13 to G. O. 27 32 Supplement No. 3 to General Order No. 27 32 Supplement No. 12 to General Order No. 27 37 Supplement No. 15 to General Order No. 27 37 Addendum No. 1 to Supplements Nos. 15 and 16 45 Interpretation No. 1 to Supplement No. 15 45 Supplement No. 16 to General Order No. 27 64 Addendum No. 1 to Supplements Nos. 15 and 16 72 Interpretation No. 1 to Supplement No. 16 72 Supplement No. 22 to General Order No. 27 94 Supplement No. 23 to General Order No. 27 94 Supplement No. 24 to General Order No. 27 95 Interpretation No. 1 to Supplement No. 24 105 Interpretation No. 2 to Supplement No. 24 126 Supplement No. 25 to General Order No. 27 137 Interpretation No. 1 to Supplement No. 25 147 Interpretation No. 2 to Supplement No. 25 173 Supplement No. 26 to General Order No. 27 185 Memo, of Understanding— Time and One-half 186 General Order No. 51 202 Qualification Rule Interpretation to Qualification Rule 203 Memo. Settlement — Supplements 15 and 16 203 Decision No. 2, U. S. Railroad Labor Board 285 Decision No. 147, U. S. Railroad Labor Board 300 PROPERTY OF LIBRARY *«USTR,AL A.SD U9-^ RELATIONS CORNELL UNIVERSITY DIRECTOR GENERAL OF RAILROADS Washington, February 21, 1918. Order No. 8. To correct wrong impressions that may exist regarding the employ- ment and conditions of labor in railway service, it is until further order directed that-;- 1. All acts of Congress to promote the safety of employes and travel- ers upon the railroads, including acts requiring investigation of accidents on railroads, and orders of the Interstate Commerce Commission made in accordance therewith, must be fully complied with. These acts and orders refer to hours of service, safety appliances, and inspection. Now that the railroads are in the possession and control of the Govern- ment, it would be futile to impose fines for violations of said laws and orders upon the Government, therefore it will become the duty of the Director Gen- eral in the enforcement of said laws and orders to impose punishments for willful and inexcusable violations thereof upon the person or persons respon- sible therefor, such punishment to be determined by the facts in each case. 2. When the exigencies of the service require it, or when a suflBcient number of employes in any department are not available to render the pub- lic prompt transportation service, employes will be required to work a rea- sonable amount of overtime. So far as efficient and economic operation will permit, excessive hours of employment will not be required of employes. 3. The broad question of wages and hours will be passed upon and re- ported to the Director General as promptly as possible by the present Rail- road Wage Commission. Pending a disposition of these matters by the Director General, all requests of employes involving revisions of schedules or general changes in conditions affecting wages and hours will be held in abeyance by both the managers and employes. Wages, when determined upon, will be made retroactive to January 1, 1918, and adjusted accordingly. Matters of controversy arising, under interpretations of existing wage agree- ments and other matters not relating to wages and hours will take their usual course, and in the event of inability to reach a settlement will be re- ferred to the Director General. 4. In Order No. 1, issued December 29, 1917, the following appeared: "All officers, agents, and employes of such transportation systems may continue in the performance of their present regular duties, reporting to the same officers as heretofore and on the same terms of employment." The impression seems to exist on some railroads that the said order was intended to prevent any change in the terms of employment during gov- ernmental operation. The purpose of the order was to qonfirm all terms of employment existing upon that date, but subject to subsequent modifications deemed advisable for the requirements of the service. Any contrary impres- sion or construction is erroneous. Officers and employes will be governed by the construction here given. 5. No discrimination will be made in the employment, retention, or conditions of employment of employes because of membership or non-mem- bership in labor organizations. The Government now being in control of the railroads, the officers and employes of the various companies no longer serve a private interest. All now serve the Government and the public interest only. I want the officers and employes to get the spirit of this new era. Supreme devotion to coun- try, an invincible determination to perform the imperative duties of the hour while the life of the nation is imperiled by war, must obliterate old enmities and make friends and comrades of us all. There must be co-opera- tion, not antagonism; confidence, not' suspicion; mutual helpfulness, not grudging performance; just consideration, not arbitrary disregard of each other's rights and feelings; a fine discipline based on mutual respect_ and sympathy; and an earnest desire to serve the public faithfully and eflficient- ly. This is the new spirit and purpose that must pervade every part and branch of the national railroad service. America's safety, America's ideals, America's rights are at stake, Democ- racy and liberty throughout the world depend upon America's valor, Ameri- ca's strength, America's fighting power. We can win and save the world from despotism and bondage only if we pull together. We can not pull apart without ditching the train. Let us go forward with unshakable purpose to do our part superlatively. Then we shall save America, restore peace to a distracted world, and gain for ourselves the coveted distinction and just re- ward of patriotic service nobly done. W. G. McADOO, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION W. G. McAdoo, Director General General Order No. 13. Washington, March 22, 1918. Whereas practically all of the railroads now under control of the Direc- tor General have in existence at this time agreements with the Brotherhood of Locomotive Engineers, Order of Railway Conductors, Brotherhood of Railroad Trainmen, and Brotherhood of Locomotive Firemen and Engine- men which provide for basis of compensation and regulations of employ- ment; and Whereas in existing circumstances it is the patriotic duty of both offi- cers and employes of the railroads under Federal control, during the pres- ent war, promptly and equitably to adjust any controversies which may arise, thereby eliminating misunderstandings which tend to lessen the effi- ciency of the service. It is hereby ordered. That the basis arrived at in the annexed under- standing between Messrs. A. H. Smith, C. H. Markham and R. H. Aishton, regional directors, representing the railroads in the eastern, southern and western territories, with the chief executive officers of the Brotherhood of Locomotive Engineers, Order of Railway Conductors, Brotherhood of Rail- road Trainmen, and Brotherhood of Locomotive Firemen and Enginemen, be, and the same is hereby, adopted and put into effect as of March 22, 1918. W. G. McADOO, Director General of Railroads. Memorandum of an Understanding Between Messrs. A. H. Smith, C. H. IVIark- ham, and R. H. Aishton, Regional Directors, Representing the Railroads in Therr Respective Regions, and Mr. W. S. Stone, Grand Chief Engineer Brotherhood of Locomotive Engineers; Mr. A. B. Garretson, President Order of Railway Conductors; Mr. W. G. Lee, President Brotherhood of Railroad Trainmen; Mr. Timothy Shea, Acting President Brotherhood of Locomotive Firemen and Enginemen. tion or'«^^'lfpJtfn°°*^'/if ^ ^" controversies growing out of the interpreta- tion or application of the provisions of the wage schedule or aareements leof ?r "°-, P'r^^y %^'^'^'^ ^y *h^ officials^ and tie emp^oy^oT any Mto^ng'Jannerf ' ''^""^*''' ^^ *" Government shall be disposed of in the 1. There shall be at once created a commission, to be known as Rail- ^t^ ^Tl °i Adjustment No. 1, to consist of eight members, four to be selected by the said regional directors and compensated by the railroads, and one each by the chief executive officer of each of the four organizations ol employes hereintofore named and compensated by such organizations. , ^■.^J'^^! Board of Adjustment No. 1 shall meet in the city of Washing- ton, within 10 days after the selection of its members, and elect a chairman and vice chairman, who shall be members of the board. The chairman will preside at meetings of the board, and both will be required to vote upon the adoption of all decisions of the board. 3. The board shall meet regularly, at stated times each month, and continue m session until all matters before it are considered. 4. Unless othervyise mutually agreed, all meetings of the board shall be held in the city of Washington: Provided, That the board shall have au- thority to empower two or more of its members to conduct hearings and pass upon controversies, when properly submitted at any place designated by the board: Provided further. That such subdivisions of the board will not be authorized to make final decision. All decisions shall be made and ap- proved by the entire board, as herein provided. 5. Should a vacancy occur in the board for any cause, such vacancies shall be immediately filled by the same appointive authority which made the original selection. 6. All authority vested in the Commission of Eight, to adjust disputes arising out of the application of the Eight-Hour Law, is hereby transferred to the Railway Board of Adjustment No. 1, in the same manner as has here- tofore been done by the Commission of Eight. All decisions of a general character heretofore made by the Commission of Eight are hereby confirmed, and shall apply to all railroads under governmental operation, unless ex- empted in said Eight-Hour Law. Decisions which have been rendered by the Commission of Eight, and which apply to individual railroads, shall re- main in effect until superseded by decisions of the Railway Board of Adjust- ment No. 1 made in accordance with thi^ understanding. 7. The Board of Adjustment No. 1 shall render decisions on all matters in dispute as provided in the preamble hereof, and when properly submitted to the board. 8. The board question of wages and hours will be considered by the Railroad Wage Commission, but matters of controversies arising from interpretations of wage agreements, not including matters passed upon by the Railroad Wage Commission shall be decided by the Railway Board of Adjustment No. 1, when properly presented to it. 9. Wages and hours, when fixed by the Director General, shall be in- corporated into existing agreements on the several railroads, and should differences arise between the management and the employes of any of the railroads as to such incorporation, such questions of difference shall be de- cided by the Railway Board of Adjustment No. 1, when properly presented, subject always to review by the Director General. 10. Personal grievances or controversies arising under interpretation of wage agreements, and all other disputes arising between officials of a railroad and its employes, covered by this understanding, will be handled in their usual manner by general committees of the employes up to and includ- ing the chief operating officer of the railroad (or some one officially desig- nated by him), when, if an agreement is not reached, the chairman of the general committee of employes may refer the matter to the chief executive officer of the organization concerned, and if the contention of the employes' committee is approved by such executive officer, then the chief operating officer of the railroad and the chief executive officer of the organization con- cerned shall refer the matter, with all supporting papers, to the Director of the Division of Labor of the United States Railroad Administration, who will in turn present the case to the Railway Board of Adjustment No. 1, which board shall promptly hear and decide the case giving due notice to the chief operating officer of the railroad interested and to the chief executive officer of the organization concerned of the time set for hearing. 11. No matter will be considered by the Railway Board of Adjustment No. 1 unless officially referred to it in the manner herein prescribed. 12. In hearings before the Railway Board of Adjustment No. 1, in mat- ters properly submitted for its consideration, the railroad shall be repre- sented by such person or persons as may be designated by the chief operat- ing officer, and the employes shall be represented by such person or persons as may be designated by the chief executive officer of the organization con- cerned. 13. All clerical and office expenses will be paid by the United States Railroad Administration. The railroad directly concerned and the organi- zation involved in a hearing vnll, respectively, assume any expense incurred in presenting a case. 14. In each case an effort should be made to present a joint concrete statement of facts as to any controversies, but the board is fully a,uthor- ized to require information in addition to the concrete statement of facts, and may call upon the chief operating officer of the railroad or the chief execu- tive officer of the organization concerned for additional evidence, either oral or written. 15. All decisions of the Railway Board of Adjustment No. 1 shall be approved by a majority vote of all members of the board. 16. After a matter has been considered by the board, and in the event a majority vote can not be obtained, then any four members of the board may elect to refer the matter upon which no decision has been reached to the Director General of Railroads for a final decision. 17. The Railway Board of Adjustment No. 1 shall keep a complete aiid accurate record of all matters submitted for its consideration iand of all decisons made by the board. 18. A report of all cases decided, including the decision, will be filed with the Director Division of Labor, of the United States Railroad Adminis- tration, with the chief operating officer of the railroad affected, the several regional directors, and with the chief executive officers of the organizations concerned. 19. This understanding shall become effective upon its approval by the Director General of Railroads and shall remain in full force and effect during the period of the present war, and thereafter, unless a majority of the re- gional directors, on the one hand, as representing the railroads, or a ma- jority of the chief executive officers of the organizations, on the other, hand, as representing the employes, shall desire to terminate the same, which can, m these circumstances, be done on 30 days' formal notice, or shall be terminated by the Director General himself, at his discretion, on 30 days' formal notice. Signed and sealed this 22d day of March, 1918. A. H. SMITH, C. H. MARKHAM, R. H. AISHTON, Regional Directors for the Railroads under Government Control. W. S. STONE, Grand Chief Engineer Brotherhood of Locomotive Engineers. A. B. GARRETSON, President Order of Railway Conductors. W. G. LEE, President Brotherhood of Railroad Trainmen. TIMOTHY SHEA, Acting- President Brotherhood of Locomotive Firemen and Enginemen. UNITED STATES RAILROAD ADMINISTRATION Office of Director General Washington, May 25, 1918. General Order No. 27. Preamble. In promulgating this order I wish to acknowledge the patriotic service so unselfishly rendered by the Railroad Wage Commission, consisting of Messrs. Ftanklin K. Lane, Charles C. McChord, J. Harry Covington, and William R. Willcox, in connection with the important question of wages and hours of service of railroad employes which I referred to them by my general order No. 5, dated January 18, 1918. This Commission took hold of the task with great energy and devotion and has dealt with the entire subject in a thoroughly sympathetic spirit. Manifestly in a matter of such magnitude and complexity it is impossible to find any general basis or formula which would correct every inequality and give satisfaction to every interest involved. But the Commission has made an earnest effort to do justice to all concerned. I have felt obliged, however, to depart from its recommendations in some particulars. With respect to hours of service the Commission says: "Manifestly, therefore, at this time, when men must be constantly taken from the railroads, as from all other industries, to fill the growing needs of the Nation's Army, hours of labor can not be shortened and thereby a greater number of men be required for railroad work. The Nation can not, in good faith, call upon the farmers and the miners to work as never before and press themselves to unusual tasks, and at the same time so shorten the hours of railroad men as to call from farm and mine additional and unskilled men to run the railroads. While the Commission is strongly disposed to a standard day, in so far as the nature of the service will permit it, its firm judgment consequently is that the existing hours of service in effect on the railroads should be maintained for the period of the war. "But with this we earnestly urge that a most exhaustive study be made of this matter of hours of service, not with a view to the adoption of some arbitrary and universal policy which shall have no regard to the kind of work done, or to the effect upon the railroad service, but with these very considerations in mind. And we have gone into this matter far enough to justify to ourselves the belief that by the steady application of such sympa- thetic consideration, the railroad service may be improved, and at the same time fuller opportunity be given for lifting a burden that falls dispropor- tionately upon some of the less favored of the railroad workers." The Commission also reached the conclusion that as to overtime "the existing rules and conditions of payment should not be disturbed during the period of the war." The Commission has pointed out that this is not the time for any experiments which might lessen the tons of freight hauled and the number of passengers carried when the urgent and serious necessities of the war compel sacrifices from all, and that the adoption of any plan which would prevent the Government from working its men as long as they have been in the habit of working under private employers would be to take advantage of the graver war necessities of the Government and to embarrass it in carrying forward essential operations of the war at a time when the need of service was never greater and the ability to call in outside men is seriously impaired. There has never been a time when the public interest demanded more urgently the devotion and unselfish service of all classes of railroad em- ployes. I agree with the Commission that it is not practicable at this time, when the war is calling upon every class of loyal citizens for service and sacrifices, to reduce the actual hours of labor to eight in every line of rail- road work. Nevertheless I am convinced that no further inquiry is needed to demon- strate that the principle of the basic eight-hour day is reasonable and just and that all further contentions about it should be set at rest by a recogni- tion of that principle as a part of this decision. Recognition of the principle of the basic eight-hour day in Railroad serv- ice is, therefore, hereby made. The question arises as to what further steps can and ought justly to be taken to strengthen the application of that principle, and when. This ques- tion must be solved in the light of the varied conditions of railroad employ- ment and will have to be studied in detail by the Board of Railroad Wages and Working Conditions herein and hereby created and in the light of what is reasonably practicable under war conditions. No problem so vast and intricate as that of doing practical justice to the 2,000,000 railroad employes of the country can be regarded as completely settled and disposed of by any one decision or order; therefore the Board of Railroad Wages and Working Conditions is hereby established and will take up as presented any phases of the general problem relating to any class of employes or any part of a class of employes which may justly call for further consideration. It is my earnest hope that railroad officials and railroad employes will realize that their relations under Federal control are not based upon the old conditions of private management. Dissensions and disappointments should be forgotten and all should now remember that they are not only serving their country in the operation of the railroads, but that upon the character, quality, and loyalty of that service depends in large measure our success in this war. It is an inspiring task — this task of putting upon a more just and equit- able basis the wages and working conditions of loyal workers in railroad service — and I confidently expect the patriotic support and assistance of every railroad official and every railroad employe in performing that task with credit to each other and with honor to their country. ORDER. Respecting the wages, hours and other conditions of employment of the employes of the railroads hereinafter mentioned. It is hereby ordered: 10 Article 1. — Railroads Affected. This order shall apply to the employes of the following railroads: Alabama & Vicksburg Ry. Co. Alabama Great Southern R. R. Co. Ann Arbor R. R. Co. Arizona & New Mexico Ry. Co. Arizona Eastern R. R. Co. Atchison, Topeka & Santa Fe Ry. Co. Atlanta & West Point R. R. Co. Atlanta, Birmingham & Atlantic Ry. Co. Atlantic Coast Line R. R. Co. Atlantic & St. Lawrence R. R. Co. Atlantic City R. R. Co. Baltimore & Ohio R. R. Co. Bangor & Aroostook R. R. Co. Bessemer & Lake Erie R. R. Co. Boston & Maine R. R. Buffalo & Susquehanna R. R. Cor- poration. Buffalo, Rochester & Pittsburgh Ry. Co. Carolina, Clinchfield & Ohio Ry. Central of Georgia Ry. Co. Central New England Ry. Co. Central R. R. Co. of New Jersey. Central Vermont Ry. Co. Charleston & Western Carolina Ry. Co. Chesapeake & Ohio Ry. Co. Chicago & Alton R. R. Co. Chicago & Eastern Illinois R. R. Co. Chicago & Erie R. R. Co. Chicago & Northwestern Ry. Co. Chicago, Burlington & Quincy R. R. Co. Chicago Great Western R. R. Co. Chicago, Detroit & Canada Grand Tiunk Junction R. R. Co. Chicago, Indianapolis & Louisville Ry. Co. Chicago, Milwaukee & St. Paul Ry. Co. Chicago, Peoria & St. Louis R. R. Co. Chicago, Rock Island & Gulf Ry. Co. Chicago, Rock Island & Pacific Ry. Co. C3iicago, St. Paul, Minneapolis & Omaha Ry. Co. Chicago, Terre Haute & Southeastern Ry. Co. Cincinnati, Indianapolis & Western R. R. Co. Cincinnati, New Orleans & Texas Pacific Ry. Co. Cincinnati Northern R. R. Co. Cleveland. Cincinnati, Chicago & St. Louis Ry. Co. Coal & Coke Ry. Co. Colorado & Southern Ry. Co. Cumberland Valley R. R. Co. Delaware & Hudson Co. Delaware, Lackawanna & Western R. R. Co. Denver & Rio Grande R. R. Co. Detroit & Mackinac Ry. Co. Detroit & Toledo Shore Line R. R. Co. Detroit, Grand Haven & Milwaukee Ry. Co. Detroit, Toledo & Ironton R. R. Co. Duluth & Iron Range R. R. Co. Duluth, Missabe & Northern Ry. Co. Duluth, South Shore & Atlantic Ry. Co. Elgin, Joliet & Eastern Ry. Co. El Paso & Southwestern Co. Erie R. R. Co. Florida East Coast Ry. Co. Fort Smith & Western R. R. Co. Fort Worth & Denver City Ry. Co. Fort Worth & Rio Grande Ry. Co. Galveston, Harrisburg & San Antonio Ry. Co. Georgia R. R. Lessee Organization. Georgia Southern & Florida Ry. Co. Grand Rapids & Indiana Ry. Co. Grand Trunk Western Ry. Co. Great Northern Ry. Co. Gulf & Ship Island R. R. Co. Gulf, Colorado & Santa Fe Ry. Co. Gulf, Mobile & Northern R. R. Hocking Valley Ry. Co. Houston & Texas Central R. R. Co. Houston East & West Texas R. R. Co. Hudson & Manhatton R. R. Illinois Central R..R. Co. International & Great Northern Ry. Co. Kanawha & Michigan Ry. Co. Kansas City Southern Ry. Co. Lake Erie & Western R. R. Co. Lehigh & Hudson River Ry. Co. Lehigh & New England R. R. Co. Lehigh Valley R. R. Co. Long Island R. R. Co. Los Angeles & Salt Lake R. R. Co. Louisiana & Arkansas Ry. Co. Louisiana Ry. & Navigation Co. Louisiana Western R. R. Co. Louisville & Nashville R. R. Co. Louisville, Henderson & St. Louis Ry. Co. Maine Central R. R. Co. Midland Valley R. R. Co. Michigan Central R. R. Co. Minneapolis & St. Louis R. R. Co. Minneapolis, St. Paul & S. Ste. Marie Ry. Co. Missouri, Kansas & Texas Ry. Co. Missouri, Kansas & Texas Ry. Co. of Texas. Missouri Pacific R. R. Co. Mobile & Ohio R. R. Co. Monongahela Ry. Co. 11 Morgan's, Louisiana & Texas R. R. & S. S. Co. Nashville, Chattanooga & St. Louis Ry. New Orleans & Northeastern R. R. Co. New Orleans, Texas & Mexico R. R. Co. New York Central R. R. Co. New York, Chicago & St. Louis R. R. Co. New York, New Haven & Hartford R. R. Co. New York, Ontario & Western Ry. Co. New York, Philadelphia & Norfolk R. R. Co. New York, Susquehanna & Western R. R. Co. Norfolk & Western Ry. Co. Norfolk Southern R. R. Co. Northern Pacific Ry. Co. Northwestern Pacific R. R. Co. Oregon Short Line R. R. Co. Oregon- Washington R. R. & Naviga- tion Co. Panhandle & Santa Fe Ry. Co. Pennsylvania Co. Pennsylvania R. R. Co. Pere Marquette R. R. Co. Philadelphia & Reading Ry. Co. Philadelphia, Baltimore & Washing- ton R. R. Co. Pittsburgh & Lake Erie R. R. Co. Pittsburgh & Shawmut R. R. Co. Pittsburgh & West Virginia Ry. Co. Pittsburgh, Cincinnati, Chicago & St. Louis R. R. Co. Port Reading R. R. Co. Richmond, Fredericksburg & Poto- mac R. R. Co. Rutland R. R. Co. Seaboard Air Line Ry. Co. San Antonio & Aransas Pass Ry. Co. Southern Pacific Co. Southern Ry. Co. Southern Ry. Co. in Mississippi. Spokane, International Ry. Co. Spokane, Portland & Seattle Ry. Co. Staten Island Rapid Transit Ry. Co. St. Joseph & Grand Island Ry. Co. St. Louis, Brownsville & Mexico Ry. Co. St. Louis-San Ftancisco Ry. Co. St. Louis, San Francisco & Texas Ry. Co. St. Louis Southwestern Ry. Co. St. Louis Southwestern Ry. Co. of Texas. Tennessee Central R. R. Co. Texarkana & Fort Smith Ry. Co. Texas & New Orleans R. R. Co. Texas & Pacific Ry. Co. Toledo & Ohio Central Ry. Co. Toledo, Peoria & Western Ry. Co. Toledo, St. Louis & Western R. R. Co. Ulster & Delaware R. R. Co. Union Pacific R. R. Co. Utah Ry. Co. Vicksburg, Shreveport & Pacific Ry. Co. Virginian Ry. Co. Wabash Ry. Co. Washington Southern Ry. Co. West Jersey & Seashore R. R. Co. Western Maryland Ry. Co. Western Pacific R. R. Co. Western Ry. of Alabama. Wheeling & Lake Etie R. R. Co. Wichita Falls & Northwestern Ry. Co. Wichita Valley Ry. Co. Yazoo & Mississippi Valley R. R. Co. And all terminal, union station, and switching companies, all or a maiority of whose stock is owned by railroads named above. Such other railroads as may be retained in Federal control on .luly 1, 1918, will be added to the foregoing list by order of the Director General. The Pullman Company, whose status is now beino- considered, will also be added by order to the foregoing list, if decision shall be reached to retain it in Federal control. 12 Article II. — Rates of Wages and Methods of Computation. Increases in wages, effective as hereinafter provided, January 1, 1918, are hereby established as follows: Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly Basis. To the monthly rate of pay of men re- ceiving in December, 191B, the amounts named in this column Under $46 (except as provided in par. Add the per cent named in this column Equivalent to amount named in this column 4 Making new rate per month as shown in this column 13, page 22i) $46.01 to $47.. $47.01 to $48., $48.01 to $49., $49.01 to $50. $50.01 to $51. $51.01 to $52. $52.01 to $53. $58.01 to $54. $54.01 to $55. $55.01 to $56. $56.01 to $57. $57.01 to $58. $58.01 to $59. $59.01 to $60. $60.01 to $61. $61.01 to $62. $62.01 to $63. $63.01 to $64. $64.01 to $65. $65.01 to $66. $66.01 to $67. $67.01 to $68. $68.01 to $69. $69.01 to $70. $70.01 to $71. $71.01 to $72. $72.01 to $73. $73.01 to $74. $74.01 to $75. $75.01 to $76. $76.01 to $77. $77.01 to $78. $78.01 to $79. $79.01 to $80. $80.01 to $81. $81.01 to $82. $82.01 to $83. $83.01 to $84. $84.01 to $85. $85.01 to $86. $86.01 to $87. 43 43 43 43 42.35 41.73 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 40.87 40.44 40 40 40 40 39.36 38.74 $20.00 20.21 20.64 21.07 21.50 21.60 21.70 21.73 22.14 22.65 22.96 23.27 23.78 24.19 24.60 25.01 25.42 25.83 26.24 26.65 27.06 27.47 27.88 28.29 28.70 29.11 29.52 29.93 30.34 30.75 31.16 31.57 31.98 32.39 32.70 32.75 32.80 33.20 33.60 34.00 33.85 33.70 $67.21 68.64 70.07 71.50 72.60 73.70 74.73 76.14 77.55 78.96 80.37 81.78 83.19 84.60 86.01 87.42 88.83 90.24 91.65 93.06 94.47 95.88 97.29 98.70 100.11 101.52 102.93 104.34 105.75 107.16 108.57 109.98 111.39 112.70 113.75 114.80 116.20 117.60 119.00 119.86 120.70 Columns 2 and 3 in the above table are explanatory of the method of ar- riving at the "new rates" included in column 4. The roads will substitute for the "old rates" of December, 1915, scheduled in column 1, the "new rates" listed in column 4. 13 Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly Basis — Continued. To the monthly rate of pay of men re- ceiving in December, 1915, the amounts named in this column Add the per cent named in this column Equivalent to amount named in this column 4 Makine new rate per month as shown in this column $87.01, to $88.. $88.01 to $89.. $89.01 to $90.. $90.01 to $91.. $91.01 to $92.. $92.01 to $93.. $93.01 to $94.. $94.01 to $95. . $&5.01 to $96.. $96.01 to $97.., $97.01 to $98.. $98.01 to $99.. $99.01 to $100. $100.01 to $101 $101.01 to $102 $102.01 to $103 $103.01 to $104 $104.01 to $105 $105.01 to $106 $106.01 to $107 $107.01 to $108 $108.01 to $109 $109.01 to $110 $110.01 to $111 $111.01 to $112 $112.01 to $113 $113.01 to $114 $114.01 to $115 $115.01 to $116 $116.01 to $117 $117.01 to $118, $118.01 to $119 $119.01 to $120 $120.01 to $121 $121.01 to $122 $122.01 to $123 $123.01 to $124 $124.01 to $125 $125.01 to $126 $126.01 to $127 $127.01 to $128 $128.01 to $129 $129.01 to $130 $130.01 to $131 $131.01 to $132 $132.01 to $133 $133.01 to $134 $134.01 to $135 $135.01 to $1361 38.13 37.53 36.95 36.38 35.82 35.27 34.74 34.22 33.70 33.20 32.71 32.23 31.75 31.29 30.84 30.39 29.96 29.53 29.11 28.70 28.29 27.89 27.50 27.12 26.74 26.38 26.01 25.66 25.31 24.96 24.62 24.29 23.96 23.64 23.32 23.01 22.70 22.40 22.11 21.81 21.53 21.24 20.96 20.69 20.42 20.16 19.89 19.63 19.38 33.55 33.40 33.25 33.10 32.95 32.80 32.65 32.50 32.35 32.20 32.05 31.90 31.75 31.60 31.45 31.30 31.15 31.00 30.85 30.70 30.55 30.40 30.25 30.10 29.95 29.80 29.65 29.50 29.35 29.20 29.05 28.90 28.75 28.60 28.45 28.30 28.15 28.00 27.85 27.70 27.56 27.40 27.25 27.10 26.96 26.80 26.6© 26.60 26.35 121.56 122.40 123.26 124.10 124.95 125.80 126.65 127.50 128.35 129.20 130.05 130.90 131.75 132.60 133.45 134.30 135.15 136.00 136.85 137.70 138.65 139.40 140.26 141.10 141.95 142.80 143.65 144.50 146.36 146.20 147.05 147.90 148.76 149.60 160.45 151.30 152.16 153.00 153.85 154.70 165.59 156.40 157.25 158.10 158.95 159.80 160.65 161.50 162.35 Columns 2 and 3 in the above table are explanatory of the method of ar- riving at the "new rates" included in column 4. The roads will substitute for the "old rates" of December, 1915, scheduled in column 1, the "new rates" listed in column 4. 14 Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly Basis — Continued. To the monthly rate of pay of men re- ceiving in December, 1916, the amounts named in this column Add the per cent named in this column Equivalent to amount named in this column Making new rate per month as shown in this column $136.01 $137.01 $138.01 $139.01 $140.01 $141.01 $142.01 $143.01 $144.01 $145.01 $146.01 $147.01 $148.01 $149.01 $150.01 $151.01 $152.01 $153.01 $154.01 $155.01 $156.01 $157.01 $158.01 $159.01 $160.01 $161.01 $162.01 $163.01 $164.01 $165.01 $166.01 $167.01 $168.01 $169.01 $170.01 $171.01 $172.01 $173.01 $174.01 $175.01 $176.01 $177.01 $178.01 $179.01 $180.01 $181.01 $182.01 $183.01 to $137. to $138. to $139. to $140. to $141. to $142. to $143. to $144. to $145. to $146. to $147. to $148. to $149. to $150. to $151. to $152. to $153. to $154. to $155. to $156. to $157. to $158. to $159. to $160. to $161. to $162. to $163. to $164. to $165. to $166. to $167. to $168. to $169. to $170. to $171. to $172. to $173. to $174. to $175. to $176. to $177. to $178. to $179. to $180. to $181. to $182. to $183. to $184. 19.13 18.88 18.64 18.39 18.16 17.92 17.69 17.47 17.24 17.02 16.80 16.59 16.38 16.17 15.96 15.76 15.56 15.36 15.16 14.97 14.78 14.59 14.40 14.22 14.04 13.86 13.68 13.51 13.33 13.16 13.00 12.83 12.66 12.50 12.34 12.18 12.02 11.87 11.71 11.56 11.41 11.26 11.12 10.97 10.83 10.69 10.55 10.41 26.20 26.06 25.90 25.75 25.60 25.45 25.30 25.15 25.00 24.85 24.70 24.55 24.40 24.26 24.10 23.95 23.80 23.65 23.50 23.36 23.20 23.05 22.90 22.75 22.60 22.45 22.30 22.15 22.00 21.85 21.70 21.55 21.40 21.26 21.10 20.95 20.80 20.65 20.50 20.35 20.20 20.05 19.90 19.75 19.60 19.45 19.30 19.15 163.20 164.05 164.90 165.75 166.60' 167.45 168.30 169.16 170.00 170.85 171.70 172.55 173.40 174.25 175.10 175.95 176.80 177.65 178.50 179.35 180.20 181.05 181.90 182.75 183.60 184.45 185.30 186.15 187.00 187.85 188.70 189.55 190.40 191.26 192.10 192.95 193.80 194.66 195.50 196.35 197.20 198.05 198.90 199.76 200.60 201.45 202.30 203.15 Columns 2 and 3 in the above table are explanatory of the method of ar- riving at the "new rates" included in column 4. The roads _will substitute for the "old rates" of December, 1916, scheduled in column 1, the "new rates" listed in column 4. 16 Section A.— Rates of Wages of Railroad Employes Paid Upon a Monthly Basis — Continued. To the monthly rate of pay of men re- ceiving in December, 1915, the amounts named in this column Add the per cent named in this column Equivalent to amount named in this column Making new rate per month as shown in this column $184.01 to $185. $185.01 to $186, $186'.01 to $187. $187.01 to $188, $188.01 to $189, $189.01 to $190, $190.01 to $191, $191.01 to $192, $192.01 to $193, $193.01 to $194 $194.01 to $195, $195.01 to $196, $196.01 to $197, $197.01 to $198, $198.01 to $199 $199.01 to $200, $200.01 to $201 $201.01 to $202 $202.01 to $203 $203.01 to $204 $204.01 to $206 $205.01 to $206 $206.01 to $207 $207.01 to $208 $208.01 to $209 $209.01 to $210 $210.01 to $211 $211.01 to $212 $212.01 to $213 $213.01 to $214 $214.01 to $215 $215.01 to $216 $216.01 to $217 $217.01 to $218 $218.01 to $219 $219.01 to $220 $220.01 to $221 $221.01 to $222 $222.01 to $223 $223.01 to $224 $224.01 to $225 $225.01 to $226 $226.01 to $227 $227.01 to $228 $228.01 to $229- $229.01 to $230 $230.01 to $231 $231.01 to $232 10.27 19.00 10.14 18.85 lO'.OO 18.70 9.87 18.55 9.74 18.40 9.61 18.25 9.48 18.10 9.35 17.95 9.22 17.80 9.10 17.65 8.97 17.50 8.85 17.35 8.73 17.20 8.61 17.05 8.49 16.90 8.375 16.75 8.26 16.60 8.14 16.45 8.03 16.30 7.92 16.19 7.80 16.00* 7.69 15.85 7.58 15.70 7.48 15.55 7.37 15.40 7.26 15.25 7.16 15.10 7.05 14.95 6.95 14.80 6.85 14.65 6.74 14.50 6.64 14.35 6.54 14.20 6.445 14.05 6.35 13.90 6.25 13.75 6.15 13.60 6.06 13.45 5.96 13.30 5.87 13.15 5.78 13.00 5.69 12.85 5.595 12.70 5.50 12.55 5.415 12.40 5.33 12.25 5.24 12.10 5.15 11.95 204.00 204.85 205.70 206.55 207.40 208.25 209.10 209.95 210.80 211.65 212.50 213.35 214.20 215.06 215.90 216.75 217.60 218.45 219.30 220.15 221.00 221.85 222.70 223.55 224.40 225.25 226.10 226.95 227.80 228.65 229.50 230.35 231.20 232.06 232.90 233.75 234.60 235.45 236.30 237.15 238.00 238.85 239.70 240.55 241.40 242.25 243.10 243.95 Coltimns 2 and 3 in the above table are explanatory of the method of ar- riving at the "new rates" included in column 4. The roads will substitute for the "old rates" of December, 1915, scheduled in column 1, the "new rates" listed in column 4. 16 Section A.— ^Rates of Wages of Railroad Employes Paid Upon a Monthly Basis — Continued. To the monthly rate of pay of men re- ceiving in December, 1915. the amounts named in this column Add the per cent named in this column Equivalent to amount named in this column Making new rate per month aa shown in this column $2S2.01 to $233 $233.01 to $234 $234.01 to $235 $236.01 to $236 $236.01 to $237 $237.01 to $238 $238.01 to $239 $239.01 to $240 $240.01 to $241 $241.01 to $242 $242.01 to $243 $243.01 to $244 $244.01 to $245 $245.01 to $246 $246.01 to $247 $247.01 to $248 $248.01 to $249 $249.01 to $250 5.065 4.98 4.89 4.81 4.73 4.64 4.56 11.80 244.80 11.65 245.65 11.50 246.50 11.35 247.36 11.20 248.20 11.05 249.05 10.90 249.90 10.00 250.00 9.00 250.00 8.00 250.00 7.00 250.00 6.0O 250.00 5.00 260.00 4.00 250.00 3.00 250.00 2.00' 260.00 1.00 250.00 .00 250.00 Columns 2 and 3 in the above table are explanatory of the method of ar- riving at the "new rates" included in column 4. The roads will substitute for the "old rates" of December, 1915, scheduled in column 1, the "new rates" listed in column 4. Method of Applying Increases to Monthly Rates. (1) The employe who holds the same position today that he did the last day of December, 1915, and who then received $75 a month and has received no increase since, will receive an additional wage of $30.75 per month. If he has received an increase in these two years of $10 per month, the recommended increase of his wage will be cut down by that much, mak- ing his net advance $20.75. (2) Employe "A" occupied the same position in 1915 and in 1918: Salary, 1915, $150 per month; 1918, $175 per month. Basis of increase on salaries of $160 per month is 16.17 per cent, or $24.25 per month. New salary, $174.26; present salary, $175. Present salary undisturbed. (3) Employe "B" in 1915 received $100, and on the same desk in 1918 received $112.50 per month. Basis of increase on $100, 31.75 per cent, or $31.75. New salary, $131.75. Present salary, $112.50. Employe "B" is en- titled to receive back pay from January 1, at the rate of $19.26 (the differ- ence between $131.75 and $112.50), and to receive monthly, hereafter, $131.75 instead of $112.50. Back pay due January 1 to May 31, $96.25. (4) Employe in December, 1915, received $100 per month, entitles him, with this increase, $181.75. His salary had been raised for same position on January 1, 1918, to $135. He is not, therefore, entitled to any advance or back pay. Present salary undisturbed. 17 Section B. — Rates of Wages of Railroad Employes Paid Upon Daily Basis. Old rate New rate Old rate New rate Old rate New rate Old rate New rate per day per day per day per day per day per day per day per day $0.75 $1.52 $2.50 $3.53 $4.25 $5.40 $5.95 $6.85 .80 1.57 2.55 3.60 4.30 5.45 6.00 6.90 .85 1.62 2.60 3.67 4.35 5.49 6.05 6.94 .90 1.67 2.65 3.74 4.40 5.53 6.10 6.98 .95 1.72 2.70 3.81 4.45 5.58 6.15 7.02 1.00 1.77 2.75 3.88 4.50 5.62 6.20 7.06 1.05 1.82 2.80 3.95 4.55 5.66 6.25 7.11 1.10 1.87 2.85 4.02 4.60 5.71 6.30 7.15 1.15 1.92 2.90 4.09 4.65 5.75 6.35 7.19 1.20 1.97 2.95 4.16 4.70 5.79 6.40 7.23 1.25 2.02 3.00 4.23 4.75 5.83 6.45 7.28 1.30 2.07 3.06 4.30 4.80 5.88 6.50 7.32 1.35 2.12 3.10 4.36 4.85 5.92 6.55 7.36 1.40 2.17 3.15 4.41 4.90 5.96 6.60 7.41 1.45 2,22 3.20 4.48 4.95 6.00 6.65 7.45 1.50 2.27 3.25 4.55 5.00 6.05 6.70 7.49 1.55 2.32 3.30 4.60 5.05 6.09 6.75 7.53 1.60 2.37 3.35 4.65 5.10 6.13 6.80 7.58 1.65 2.42 3.40 4.70 5.15 6.17 6.85 7.62 1.70 2.47 3.45 4.72 5.20 6.21 6.90 7.66 1.75 2.52 3.60 4.77 5.25 6.26 6.95 7.70 1.80 2.57 3.65 4.81 5.30 6.30 7.00 7.75 1.85 2.66 3.60 4.85 5.35 6.34 7.05 7.79 1.90 2.72 3.66 4.90 5.40 6.38 7.10 7.83 1.95 2.77 3.70 4.94 5.45 6.43 7.15 7.88 2.00 2.83 3.75 4.98 5.50 6.47 7.20 7.91 2.05 2.89 3.80 5.03 5.55 6.51 7.25 7.96 2.10 2.96 3.85 5.07 5.60 6.55 7.30 8.00 2.15 3.03 3.90 5.11 5.65 6.60 7.35 8.04 2.20 3.10 3.95 5.15 5.70 6.64 7.40 8.08 2.25 3.17 4.00 5.20 5.75 6.68 7.45 8.13 2.30 3.24 4.05 5.24 5.80 6.73 7.50 8.17 2.36 3.31 4.10 5.28 5.85 6.77 7.55 8.21 2.40 3.38 4.15 5.32 5.90 6.81 7.60 8.25 2.45 3.45 4.20 5.36 "Old rates" are those of December, 1915. For common labor paid by the day, the scale of new rates per day shown shall apply, with the provision, however, that as a minimum 20 cents per 8-hour day, 22% cents per 9-hour day, 25 cents per 10-hour day, 27% cents per 11-hour day, and 30 cents per 12-hour day will be added to the rates per day as of December 31, 1917. Method of Applying Increases to Daily Rates. (1) Employe, December, 1915, $3.00: Increased to new rate of $4.23 per day $109.98 Jan.l, 1918, his pay was raised for same work to $3.50 per day, equal per month to 91.00 Difference in pay: 1 month 18.98 5 months 94.90 An 8-hour 26-day month both yeats. Worked 62 hours overtime, at new 1918 rate 52.9c $32.80 Was paid 62 hours overtime at 37.5c 23.26 9.55 Total back pay due Jan. 1 to May 31, 1918 $104.45 (2) Employe "C" was employed in 1918, but not in 1915. Rate of pay on the district where he is employed in 1918, in 1915 was $1.10 per day. The 1918 rate of pay is, on the same district, $1.60 per day. The new rate is $1.87 per day. He will, therefore, be entitled to receive from January 1, 1918, to May 31, 1918, 37 cents per day additional for each day he worked in that period. 18 Section C. — Rates of Wages of Railroad Employes Paid Upon Hourly Basis. (Rates of pay in cents per hour.) Old rate New rate Old rate New rate Old rate New rate Old rate New rate per hr.* per hr. per hr.* per.hr. per hr.* per hr. per hr.* per.hr. 10 19.75 38 53.75 66 78.50 94 102.60 10.5 20.25 38.5 54.25 66.5 79.00 94.5 102.75 11 20.75 39 54.75 67 79.50 95 103.25 11.5 21.25 39.5 55.50 67.5 79.75 95.5 103.75 12 21.75 40 56.00 68 80.25 96 104.26 12.5 22.25 40.5 56.75 68.5 80.75 96.5 104.50 13 22.75 41 57.25 69 81.25 97 105.00 13.5 23.25 41.5 57.75 69.5 81.50 97.5 105.50 14 23.75 42 58.25 70 82.00 98 106.00 14.5 24.25 42.5 58.50 70.5 82.50 98.5 106.25 15 24.75 43 59.00 71 83.00 99 106.75 15.5 25.25 43.6 59.50 71.5 83.25 99.5 107.25 16 25.75 44 60.00 72 83.75 lOO 107.50 16.5 26.25 44.5 60.25 72.5 84.25 100.5 108.00 17 26.75 45 60.75 73 84.50 101 108.25 17.5 27.25 46.5 61.25 73.5 85.00 101.5 108.75 18 27.75 46 61.50 74 85.50 102 109.25 18.6 28.25 46.5 62.00 74.5 86.00 102.5 109.75 19 28.75 47 62.50 75 86.25 103 110.00 19.5 29.25 47.6 63.00 75.5 86.75 103.5 110.50 20 29.75 48 63.25 76 87.00 104 111.00 20.5 30.25 48.5 63.75 76.5 87.50 104.5 111.25 21 30.75 49 64.25 77 88.00 106 111.75 21.5 31.25 49.6 64.75 77.5 88.25 105.5 112.25 22 31.76 50 65.00 78 88.75 106 112.75 22.5 32.26 50.5 65.25 78.5 89.25 106.5 113.00 23 33.00 51 65.75 79 89.75 107 113.50 23.6 33.75 51.5 66.25 79.6 90.00 107.5 114.00 24 34.50 62 66.60 80 90.50 108 114.26 24.5 35.00 62.5 67.00 80.5 91.00 108.5 114.75 25 35.50 53 67.50 81 91.50 109 115.25 25.5 36.00 53.5 68.00 81.5 91.75 109.5 115.75 26 36.75 54 68.25 82 92.25 110 116.00 26.6 37.60 54.5 68.75 82.5 92.75 110.5 116.50 27 38.25 55 69.25 83 93.00 111 117.00 27.5 39.00 55.5 69.75 83.5 93.50 111.5 117.26 28 39.50 56 70.00 84 94.00 112 117.76 28.5 40.25 56.6 70.50 84.6 94.50 112.5 118.25 29 41.00 57 71.00 86 94.75 113 118.50 29.5 41.75 57.5 71.50 86.5 95.25 113.5 119.00 30 42.50 58 71.75 86 95.75 114 119.50 30.5 43.00 58.5 72.25 86.5 96.00 114.5 119.75 31 43.75 59 72.75 87 96.50 115 120.00 31.5 44.50 59.5 73.00 87.6 97.00 116.6 120.00 32 45.25 60 73.50 88 97.26 116 120.00 32.6 46.00 60.5 74.00 88.5 97.75 116.5 120.00 33 46.76 61 74.50 89 98.26 117 120.00 33.5 47.25 61.5 74.75 89.5 98.50 117.6 120.00 34 48.00 62 76.25 90 99.00 118 120.00 34.6 48.76 62.5 75.75 90.5 99.50 118.5 120.00 35 49.50 63 76.00 91 99.75 119 120.00 35.5 50.25 63.5 76.50 91.5 100.25 119.5 120.00 36 51.00 64 76.75 92 100.75 120 120.00 36.5 51.60 64.5 77.25 92.5 101.25 37 62.25 66 77.75 93 101.50 37.5 53.00 65.5 78.25 93.5 102.00 *"01d rates" are those of December, 1915. 19 While it is expected that the Board of Railroad Wages and Working Conditions hereinafter created shall give consideration to all questions oi inequality as between individuals and classes of employes throughout, sufli- cient information is available to justify certain conclusions with respect to the mechanical crafts, and in the case of machinists, boilermakers, black- smiths, and other shop mechanics who have been receiving the same hourly rates, the increases named in this Order shall apply, with a minimum wage of 55 cents per hour. It is recognized that this may still leave among shop employes certain inequalities as to individual employes, to which the Board of Railroad Wages and Working Conditions will give prompt consideration. For common labor paid by the hour, the scale named herein shall apply, with the provision, however, that as a minimum, 2% cents per hour will be added to the rates paid per hour, as of December 31, 1917. Method of Applying Increases to Hourly Rates. (1) Machinist worked in January, 1918, 8 hours per day, 27 days, total 216 hours straight time. The rate of pay for this position in December, 1915, was 34 cents per hour; new rate under this order 48 cents per hour, but with minimum rate of 55 cents per hour as herein ordered, will receive $118.80 In January, 1918, his rate of pay was 37% cents per hour, for 216 hours, equals 81.00 Difference one month 37.80 On basis of working same amount straight time each month for five months (January 1 to May 31) 189.00 Also worked in same period 90 hours overtime at time and one-half, new 55 cents minimum rate, or 82% cents, equals $74.25 Was paid 56% cents (time and one-half) 50.63 23.62 Balance due January 1 to May 31, 1918 212.62 (2) Machinist worked in January, 1918, 10 hours per day, 26 days, total 260 hours straight time. The rate of pay for this position in 1915 was 34 cents per hour; new rate under this order, 48 cents per hour, but with minimum rate of 55 cents per hour as herein ordered will receive $143.00 In January, 1918, his rate of pay was 37% cents per hour; 260 hours equals 97.50 Difference one month 45.50 On basis of working same amount of straight time each month for 5 months (Jan. 1 to May 31) 227.50 Also worked in same period 90 hours overtime at pro rata rate, new 55-cent minimum rate, equals $49.50 Was paid at 37%-cent rate pro rata overtime or 33.75 15.75 Balance due Jan. 1 to May 31, 1918 243.25 (3) Machinist "D" was employed in the same shop in December, 1915, and in 1918 on the same class of work. His hourly rate in December, 1915, was 35 cents for 9 hours, 26 days a month. He was paid for overtime and Sunday work at time and one-half. On January 1, 1918, his hours were re- 20 duced to 8 and his rate increased to 40 cents. The new hourly rate applicable to his 1915 rate, viz: 49% cents being less than the minimum of 55 cents, his new rate will be 55 cents per hour. In 1918, from January 1 to May 31, he worked 234 hours per month or an average of one hour overtime daily oh the 1918 schedule. This for Ave months gives him 130 hours overtime. He has been paid as follows: 1,040 hours straight time, at 40 cents $416.00 130 hours overtime, at 60 cents 78.00 Total 494.00 His back pay will be computed as follows: 1,040 hours straight time, at 55 cents $572.00 130 hours overtime at 82% cents 107.25 Total 679.25 Deduct payment at 1918 rates 494.00 Back pay due 185.25 and his future rate per hour will be 55 cents. (4) In the case of employee "E," who was employed in a shop where the rate for his position was 35 cents per hour for 8 hours' work in 1915, with time and one-half for overtime, but in the same position and same shop vsdth the same hours in 1918 his rate is 45 cents per hour; his earnings in 1915 in the standard 208-hour month would be $72.80 per month, and he would be entitled to the new hourly rate of 49% cents per hour. His straight time and overtime earnings and back pay would be computed in exactly the same manner as machinist "D." The principles illustrated will apply to all men paid by the hour, whatever their occupation may be. Section D. — Rates of Wages of Railroad Employes Paid Upon Piecework Basis. Method of Applying Increases to Piece Rates. (1) The pieceworker shall receive for each hour worked, the same in- crease per hour as is awarded to the hourly worker engaged in similar em- ployment in the same shop. (2) If the hourly rate has been increased since 1915 to an amount greater than the increase herein fixed, then the higher rate shall prevail. (3) Where there was no piece rate for an item or operation in the piece-rate schedule of 1915, adjust the current price by such an amount as a similar item or operation has been increased or decreased since December 31, 1915, or as near such a plan as practicable. (4) It is understood that the application of this order shall not, in any case, operate to reduce current earnings. (5) When a pieceworker works overtime or undertime, he shall receive that proportion of the increase provided in the schedule which the time actually worked bears to the normal time in the position. (6) Overtime is not to be considered solely as the number of hours employed in excess of the normal hours per month in the position, but rather the time employed in excess of the normal hours per day. (7) Employe "F" was employed under a piecework schedule in a shop where the basic hourly rate was 35 cent^ for eight hours, with time and one- half for overtime. This rate under the plan illustrated above will be in- creased to 49% cents per hour. Difference, 14% cents. 21 Regardless of the schedule of piece rates under which he is paid, under this order "F" will be entitled to receive 14% cents per hour in addition to his piecework earnings for every hour worked in 1918 unless the hourly rate shall in the interim have been raised and a proportionate increase made m the piecework schedule. For example: Assume that "F" made $90 in December, 191B, at his piecework. At the hourly rate he would have earned only $72.80, and his hourly rate must therefore be increased to 49% cents. If, in January, 1918, he has attained sufficient skill to earn $100 on the same piecework schedule, he will be entitled to receive, nevertheless, 14^ cents per hour for each hour of straight time worked, and for each hour of overtime, 2.1% cents additional (if time and one-half for overtime is in effect) . Assume that in the five months, January 1 to May 31, "F" has worked 1,040 hours straight time, and 130 hours overtime, and has, at his piecework schedule earned $500. He will be entitled, nevertheless, to receive as back pay, the following amount: 1,040 hours at 14% cents per hour $150.80 130 hours at 21% cents per hour 38.28 $179.08 But if in January, 1918, the basic hourly rate had been increased to 50 cents, and this increase had been correspondingly expressed in his piecework schedule, he would be entitled to no back pay. If, on the other hand, the hourly rate had been increased from 35 cents in 1915 to 45 on January 1, 1918, and this increase had been expressed in a corresponding increase in the piecework schedule, then "P" would be entitled to receive back pay at 4% cents per hour for straight time and 6% cents per hour overtime. If the practice in the shop, however, had been to pay pro rata for over- time, then the rate for such overtime since January 1, 1918, would be pro rata at 4% cents, or 14% cents per hour, according to whether piece rates had been or had not been increased. (8) Employe's December, 1915, rate was 38% cents; which rate in this order for 8 hours per day entitles him to 54^/4 cents per hour. His basic rate had, by January 1, 1918, been raised to 42% cents per hour. Piecework rates had not been raised in the interval. This man earned in 208 hours $100. He is entitled to a raise of 11% cents per hour. 11% cents times 208: 1 month $ 24.44 5 months 122.20 Section E. — Rates of Wages of Railroad Employes Paid Upon Mileage Basis. The following rates will apply "per day" or its established equivalent in "miles": Pass, engineers Pass, engineers Pass, engineers Pass, engineers Old New Old New Old New Old New $4.10 $4.56 $4.53 $5.04 $4.95 $5.51 $5.55 $6.17 4.15 4.62 4.55 5.06 5.00 5.56 5.65 6.29 4.20 4.67 4.60 5.12 5.05 5.62 5.90 6.56 4.25 4.73 4.65 5.17 5.13 5.71 6.00 6.68 4.30 4.78 4.70 5.23 5.15 5.73 6.05 6.73 4.35 4.84 4.75 5.28 5.28 5.87 6.25 6.95 4.40 4.90 4.78 5.32 5.35 5.95 6.30 7.01 4.45 4.95 4.80 5.34 5.40 6.01 6.50 7.23 4.50 5.01 4.90 5.45 5.53 6.15 7.00 7.79 22 Pass, i iremen Pass. firemen Pass, firemen Pass. : firemen Old New Old New Old New Old New $1.91 $2.46 $2.60 $3.35 $2.84 $3.66 $3.30 $4.25 2.25 2.90 2.62 3.37 2.85 3.67 3.35 4.31 2.33 3.00 2.65 3.41 2.90 3.73 3.40 4.38 2.34 3.01 2.69 3.46 2.95 3.80 3.45 4.44 2.40 3.09 2.70 3.48 3.00 3.86 3.60 4.64 2.42 3.12 2.75 3.54 3.05 3.93 3.75 4.83 2.45 3.15 2.76 3.55 3.10 3.99 4.00 5.15 2.50 3.22 2.78 3.58 3.15 4.06 4.15 5.34 2.51 3.23 2.80 3.61 3.20 4.12 4.25 5.47 2.55 3.28 Pass, conductors Pass, conductors Pass, conductors Pass, conductors Old New Old New Old New Old New $2.50 $2.89 $2.68 $3.10 $2.90 $3.35 $3.47 $4.01 2.60 3.00 2.75 3.18 a^s. baggagemen Pass, baggagemen Pass, baggagemen Pass. b£ iggageme Old New Old New Old New Old New $1.40 $1.94 $1.49 $2.06 $1.61 $2.23 $1.70 $2.35 1.45 2.00 1.54 2.13 1.65 2.28 2.00 2.77 Pass, trainmen Pass. trainmen Pass, trainmen Pass, trainmen Old New Old New Old New Old New $1.35 $1.88 $1.47 $2.05 $1.50 $2.09 $1.60 $2.23 1.43 1.99 1.49 2.08 1.55 2.16 1.87 2.61 1.46 2.04 Frt. engineers Frt. engineers Frt. engineers Frt. engineers Old New Old New Old New Old New $4.25 $4.91 $5.05 $5.83 $5.40 $6.24 $5.90 $6.81 4.50 5.20 5.06 5.84 5.43 6.27 5.95 6.87 4.70 5.43 5.10 5.89 5.45 6.29 5.995 6.925 4.75 5.49 5.13 5.93 5.50 6.35 6.00 6.93 4.80 5.54 5.145 5.95 5.55 6.41 6.10 7.05 4.85 5.60 5.15 5.95 5.555 6.415 6.25 7.22 4.86 5.61 5.17 5.97 5.60 6.47 6.50 7.51 4.87 5.62 5.20 6.01 5.61 6.48 6.75 7.80 4.88 5.64 5.25 6.06 5.65 6.53 6.80 7.85 4.89 5.65 5.28 6.10 5.665 6.545 6.85 7.91 4.90 5.66 5.30 6.12 5.70 6.58 6.90 7.97 4.95 5.72 5.33 6.16 5.75 6.64 6.95 8.03 4.97 5.74 5.35 6.18 5.83 6.73 7.00 8.09 5.00 5.78 5.39 6.23 5.85 6.76 7.25 8.37 Frt. firemen Frt. firemen Frt. firemen Frt. firemen Old New Old New Old New Old New $2.25 $3.02 $2.93 $3.93 $3.23 $4.34 $3.75 $5.03 2.36 3.17 2.95 3.96 3.245 4.355 3.80 5.10 2.45 3.29 3.00 4.03 3.25 4.3© 3.90 5.24 2.47 3.32 3.01 4.04 3.30 4.43 3.905 5.245 2.50 3.36 3.03 4.07 3.35 4.50 3.95 5.30 2.56 3.44 3.04 4.08 3.40 4.56 4.00 5.37 2.59 3.48 3.05 4.09 3.45 4.63 4.05 5.44 2.60 3.49 3.07 4.12 3.465 4.65 4.10 5.50 2.70 3.62 3.10 4.16 3.50 4.70 4.125 5.535 2.75 3.69 3.13 4.20 3.55 4.77 4.18 5.61 2.78 3.73 3.15 4.23 3.57 4.79 4.25 5.71 2.81 3.77 3.16 4.24 3.60 4.83 4.30 5.77 2.85 3.83 3.19 4.28 3.63 4.87 4.50 6.04 2.87 3.85 3.20 4.30 3.65 4.90 4.55 6.11 2.90 3.89 3.22 4.32 3.70 4.97 23 Prt. conductors Frt. conductors Frt. conductors Frt. conductors Old New Old New Old New Old New $2.31 $2.78 $4.24 $5.11 $4.54 $5.47 $4.88 $5.88 2.90 3.49 4.25 5.12 4.55 5.48 4.96 5.98 3.46 4.17 4.27 5.15 4.63 5.58 5.04 6.07 3.63 4.37 4.38 5.28 4.64 5.59 5.08 6.12 3.85 4.64 4.40 5.30 4.66 5.62 5.10 6.15 3.90 4.70 4.42 5.33 4.74 5.71 5.14 6.19 3.975 4.79 4.43 5.34 4.77 5.75 5.21 6.28 4.O0 4.82 4.48 5.40 4.80 5.78 5.67 6.83 4.10 4.94 4.50 5.42 4.83 5.82 5.69 6.86 4.13 4.98 4 51 5.43 4.84 5.83 6.12 7.37 4.165 5.02 4.52 5.45 4.86 5.86 6.45 7.77 4.18 5.04 4.53 5.46 4.87 5.87 7.09 8.54 Frt. brakemen Frt. brakemen Frt. brakemen Frt. brakemen and flagmen and flagmen and flagmen and flagmen Old New Old New Old New Old New $1.60 $2.23 $2.70 $3.77 $3.02 $4.21 $3.48 $4.85 1.89 2.64 2.72 3.79 3.10 4.32 3.60 5.02 1.93 2.69 2.75 3.84 3.13 4.37 3.62 5.05 2.14 2.99 2.78 3.88 3.14 4.38 3.66 5.11 2.25 3.14 2.80 3.91 3.15 4.39 3.707 5.17 2.33 3.25 2.82 3.93 3.20 4.46 3.71 5.18 ^.40 3.35 2.83 3.95 3.21 4.48 3.93 5.48 2.42 3.38 2.85 3.98 3.25 4.53 4.24 5.91 2.48 3.46 2.88 4.02 3.29 4.59 4.26 5.94 2.60 3.63 2.95 4.12 3.33 4.65 4.62 6.44 2,62 3.65 2.98 4.16 3.41 4.76 4.96 6.92 2.65 3.70 2.99 4.17 3.46 4.83 5.37 7.49 2.67 3.72 3.O0 4.19 "Old" rates are those of December, 1915. If there were mileage rates in effect in December, 1915, which are not included in the above tables, they shall be increased in accordance with the following percentages: Per cent Road passenger engineers and motormen 11% Road passenger firemen and helpers 28% Road passenger conductors 16% Road passenger baggagemen SSVi Road passenger brakemen and flagmen 39% Road freight engineers and motormen 15% Road freight firemen and helpers 34% Road freight conductors 20% Road freight brakemen and flagmen 39% Method of Applying Increases to Mileage Basis. (1) Rates for overtime as now in effect, whether providing for pro rata basis or in excess thereof, shall be increased by same percentage as straight time rates. (2) Miles run, in excess of the established equivalent of a day (or of a month where such basis prevails) shall be paid for pro rata. (3) If any increase has been made in the mileage rates of employes paid on that basis in December, 1915, it will be understood that the per cent of increase allowed by this order is inclusive of such interim increases and that the new rate is computed from the base rates of December, 1915. (4) Example (1): Engineer "G," passenger service, received $4.25 per day of one hundred miles in 10 hours in December, 1915. According to this 24 plan, although in 1918 this rate was $4.25 per hundred miles in 8 hours, the rate will be increased 11% per cent to $4.73 per 100 miles ($4.7281 equalized as $4.73). He will be entitled to back pay for every lOO miles run at the rate of 48 cents per 100 miles. Example (2): Conductor through freight: 2,950 miles at 4 cents, at new rate, would entitle him to 4.82 cents, or $142.19 He was paid 118.00 Leaving to be paid 24.19 He made 26 hours and 10 minutes overtime, equivalent, on basis of 12% miles per hour, to 327 miles, which, at the increased rate of 4.82 cents per mile, entitles him to $15.76 Was paid, at 4 cents per mile 13.08 A difference of 2.68 One month 26.87 Five months 134.35 This principle will apply to all employes of the train and engine service who are paid on the mileage basis. There are some railroads in the United States upon which men in the train and engine service are paid on a monthly wage. Such employes will be entitled to the increased rates named in Article 2, section A. (5) Since the application of the increases hereby granted will tend in individual cases to give increases greater than is appropriate or necessary to those train and engine men who make abnoimal amounts of mileage and who, therefore, make already abnormally high monthly earnings, the officials of each railroad shall take up with the respective committees of train and engine men the limitation of mileage made per month by employes paid upon a mileage basis, so as to prevent employes now making such abnormal mileage profiting by the wage increases herein fixed greatly in excess of em- ployes habitually making a normal amount of mileage. It shall be under- stood that any such limitation of mileage so arrived at shall not preclude the officials of a railroad from requiring a train or engine man to make mileage in excess of this limitation when the necessities of the service require it. The officials of each railroad will report to the Regional Director such ar- rangements agreed upon and any cases of failure to reach such agreements. Section F. — General Rules for Application of Wage Increases. (1) In the application of the scale the wage runs with the place. If in the past two years an employe has been promoted, his new wage is based upon the rate of increase applicable to the new schedule governing the posi- tion to which he has been promoted. (2) In applying these percentages to the hourly, daily, monthly or mileage rates for December, 1915, in order to determine the rates to be applied, beginning January 1, 1918, each decimal fraction over 1 per cent shall be equalized as follows: Less than one-fourth of 1 per cent, as one-fourth of 1 per cent. Over one-fourth of 1 per cent, but less than one-half of 1 per cent, as one-half of 1 per cent. Over one-half of 1 per cent, but less than three-fourths of 1 per cent, as three-fourths of 1 per cent. 25 Over three-fourths of 1 per cent, as 1 per cent. (3) These increases are to be applied to the rates of wages in effect on December 31, 1915. They do not represent a net increase at this time. (4) As to the employe who may have been promoted since December 31, 1915, his increase will be based upon the rate of his present position as of December 31, 1915. (5) As to the employe who has been reduced in position, his increase will be based upon the rate of his present position as of December 31, 1915. (6) The new rates named herein, where they are higher than the rates in effect on January 1, 1918, will be applied to the occupants of positions that carried the rates in December, 1915. (7) In those cases where increases have been made by the railroads since December 31, 1915, in excess of the amounts herein ordered, present wages shall apply, for in no instance shall the application hereof operate to reduce present rates of pay. (8) Reductions in hours between December 31, 1915, and January 1, 1918, are not to be regarded as increases in pay. (9) The wage increases provided for herein shall be effective as of January 1, 1918, and are to be paid according to the time served to all who were then in the railroad service or who have come into such service since and remained therein. The proper ratable amount shall also be paid to those who have been for any reason since January 1, 1918, dismissed from the service, but shall not be paid to those who have left it voluntarily. Men who have left the railroads to enter the Army or Navy shall be entitled to the pro rata increases accruing on their wages up to the time they left, and the same rule shall apply to those who have passed from one branch of the railroad service or from one road to another. (10) This order applies to foremen, chief clerks, and others employed in a supervisory capacity, as well as to their subordinates. (11) This order shall be construed to apply to employes of railroads operating ferries, tugboats, lighters, barges, and any other floating equip- ment operated as terminal or transfer facilities, but shall not be construed as applying to railroad employes on cargo and passenger carrying equipment on lakes, rivers, or in coastwise or ocean-traffic. (12) The provisions of this order will not apply in cases where amounts less than $30 per month are paid to individuals for special service which takes only a portion of their time from outside employment or business. (13) Office boys, messengers, chore boys, and similar positions filled by employes who are under 18 years of age will receive the following in- crease per month: $20 increase per month where December, 1915, rate was from $30 to $45 per month. $15 increase per month where December, 1915, rate was from $20' to $30 per month. $10 increase per month where December, 1915, rate was less than $20 per month. Article III. — Rules Governing Conditions of Employment. Section (a). — The Basic Eight-Hour Day. The principle of the basic eight-hour day is hereby recognized. Where employes are paid upon a daily or monthly basis, the new compensation 26 herein established will apply to the number of hours which have heretofore constituted the actual day's work. For example, where an actual day's work has been 10 hours, the new compensation will cover the 8 basic hours and 2 hours overtime. Additional overtime will be paid pro rata. Method of Applying Basic Eight-Hour-Day Rules. (1) Position which in December, I&IS, paid $2 per 9-hour day: Old rate, $2 per day. New rate, $2.51 for 8-hour basic day. Overtime, 31.4 cents per hour. New rate, $2.83 for 9-hour service; 83 cents increase. (2) Position which in December, 1915, paid $2.40 per 10-hour day: Old rate, $2.40 per day. New rate, $2.70 for 8-hour basic day. Overtime, $0.68 — 1 hours, at 34 cents per hour. New rate, $3.38 for 10-hour service; 98 cents increase. (3) Position which in December, 1915, paid $75 per month, working 10 hours per day for 26 working days : Old rate, $75 per month. New rate, $84.60 per month basic 8-hour day. Overtime, $21.15 — 52 hours, at 40.67 cents per hour. New rate, $105.75 for same service; increase, $30.75. (4) Position which in December, 1915, paid $100 per month, working 11 hours per day for 31 working days: Old rate, $100 per month. New rate, $95.82 per month basic 8-hour day. Overtime, $35.93 — 93 hours, at 38.64 cents per hour. New rate, $131.75 for same service; increase, $31.75. Section (b). — Rates of Pay for Overtime. This order shall not affect any existing agreements or practices for the payment of higher rates of pay for time worked in excess of any standard day. Time worked in excess of the basic eight-hour day hereby established will, when there is no existing agreement or practice more favorable to the employe, be paid on a pro rata basis, as indicated in section (a) of this article. Section (c). — No Reduction in Total Increase. Pending consideration by the Board of Railroad Wages and Working Conditions hereinafter provided for, no reduction in the actual hours con- stituting a day's work shall operate to deprive any employe, paid by the day or month, of the total increase in pay granted him by this order. 27 Article IV. — Payments for Back Time. Each railroad will, in payments made to employes On and after June 1, 1918, include these increases therein. As promptly as possible, the amount due in back pay from January 1, 1918, in accordance , with the provision of this prder, wilj| be computed and payment made to employes separately from the iregular monthly payments, so that employes will kijow the exact amount of these back payments. Recognizing the clerical work necessary to make these computations for back pay and the probable delay before the entire period can be covered, each month, beginning with January^ shall be computed as soon as prac- ticable and, as soon as completed, payment shall be made. Article V. — Employment of Women. When women are employed, their working conditions must be healthful and fitted to their needs. The laws enacted for the government of their em- ployment must be observed and their pay, when they do the same class of work as men, shall be the same as that of men. Article VI. — Colored Firemen, Trainmen and Switchmen. Effective June 1, 1918, colored men employed as firemen, trainmen and switchmen shall be paid the same rates of wages as are paid white men in the same capacities. Back pay for period January 1, 1918, to May 31, 1918, will be based only upon the increases provided in Article II of this order for such positions. Back payments will not apply to the further increased rate made effective by this Article. Article VII. — Board of Railroad Wages and Working Conditions. There is hereby created a Board of Railroad Wages and Working Con- ditions which shall consist of the following members: J. J. Dermody, F. P. Gaines, C. E, Lindsey, W. E. Morse, G. H. Sines, A. 0. Wharton. This Board shall at once establish an office at Washington, D. C, and meet for organization and elect a Chairman and Vice Chairman, one of whom shall preside at meetings of the Board. It shall be the duty of the Board to hear and investigate matters pre- sented by railroad employes or their representatives affecting, (1) Inequalities as to wages and working conditions whether as to individual employes or classes of employes. (2) Conditions arising from conipetitioli with employes in other in- dustries. (3) Rules and working conditions for the several classes of employes, either for the country as a whole or for different parts of the country. The Board shall also hear and investigate other matters affecting wages and conditions of employment referred to it by the Director General. This Board shall be solely an advisory body and shall submit its recom- mendations to the Director General for his determination. 28 Article VIII. — Interpretations of This Order. Railway Board of Adjustment No. 1 is authorized by Article 9 of Gen- eral Order No. 13 to perform the following duty: Wages and hours, when fixed by the Director General, shall be in- corporated into existing agreements on the several railroads, and should differences arise between the management and the employes of any of the railroads as to such incorporation, such questions of difference shall be de- cided by the Railway Board of Adjustment No. 1, when properly presented, subject to review by the Director General. In addition to the foregoing, other questions arising as to the intent or application of this order in respect to the classes of employes within the scope of Railway Board of Adjustment No. 1 shall be submitted to such Board, which Board shall investigate and report its recommendations to the Director General. Similar authority may be conferred on any additional Railway Board of Adjustment hereafter created. Decisions shall not be rendered by such Boards until after approval by the Director General. Prior to the creation or additional Railway Boards of Adjustment to deal with questions as to the intent or application of this order as it affects any other class of employes, such questions, with respect to such employes, shall be presented to the Director of the Division of Labor, United States Railroad Administration, Washington, D. C. W. G. McADOO, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION Office of the Director General Washington, June 14, 1918. Interpretation No. 1 of General Order No. 27. The following recommendation of Railroad Board of Adjustment No. 1, in the matter of construction of General Order No. 27, relating to the bases of pay for yard engineers, yard firemen, yard conductors or firemen, and yard brakemen or helpers, is approved and will be observed in the applica- tion of rates of pay under said Order: "Referring to your letter of this date transmitting a communi- cation from the Chief Executives of the four Organizations, asking for a construction of General Order No. 27, insofar as this order relates to the bases of pay for yard engineers, yard firemen, yard conductors or foremen, and yard brakemen or helpers. "As these four classes of employes had a guaranteed minimum day's pay irrespective of how expressed in schedules, it is the judg- ment of this board that the increases granted by General Order No. 27 should be applied to such employes upon the guaranteed mmimum day's pay of December, 1915, in view of Paragraph 8, Section F, Ar- ticle 2, of that Order, which reads as follows: 'Reductions in hours between December 31, 1915, and January 1, 1918, are not to be regarded as increases in pay.' "The increases for these classes of employes should, there- fore, be computed upon the table given in Section B of Article 2 of General Order No. 27, and it is recommended that it be so ordered. W. G. McADOO, Director General of Railroads. 29 UNITED STATES RAILROAD ADMINISTRATION Office of the Director General Washington, June 14, 1918. Interpretation No. 2 of General Order Number 27. The following bases will be observed in the application of rates of pay under General Order No. 27: All persons employed in any capacity, and receiving less than $250.00 per month in salary, will receive the increases named in the Director Gen- eral's General Order No. 27, unless specifically excluded therein. Passenger Service All conductors, baggagemen, flagmen and brakemen paid on the mileage basis and performing more than the minimum daily mileage will be paid under the provisions of Section E', Article 2. All conductors, assistant conductors, ticket collectors, baggagemen, flag- men and brakemen paid under the monthly guarantee of the Eastern and Southeastern Territory, will be paid under the provisions of Section A, Ar- ticle 2, and the daily rate will be 1/30 of the monthly rate. All conductors, baggagemen, flagmen and brakemen paid on the month- ly basis will be paid under the provisions of Section A, Article 2. Local Freight Service All conductors, engineers, firemen, flagmen and brakemen paid on the mileage basis will be paid under the provisions of Section E, Article 2,. Local freight conductors, engineers, firemen, flagmen and brakemen paid on the monthly basis will be paid under the provisions of Section A, Article 2. Through Freight Service Conductors, engineers, firemen, flagmen and brakemen paid on the mile- age basis will be paid under the provisions of Section E, Article 2. Conductors, engineers, firemen, flagmen and brakemen paid on the monthly basis will be paid under the provisions of Section A, Article 2. Work Trains Conductors, engineers, firemen, flagmen and brakemen paid on the mile- age basis will be paid under the provisions of Section E, Article 2. Conductors, engineers, firemen, flagmen and brakemen paid on the monthly basis will be paid under the provisions of Section A, Article 2. Specified Trip Rates In passenger, through freight or local freight, the increases in trip rates shall take the percentages applicable to each class of service re- spectively. 30 Special Allowances All arbitrary or special allowances, previously paid on the hourly basis, will be paid at the new hourly rate. Arbitraries or special allowances, previously paid on the basis of mile- age, will be paid on the new mileage rates. If the schedule amount bears no relation to miles or hours, such arbi- trary or special allowances will be increased in accordance with the per- centage shown under Section E, Article 2. Engines which have come into the service since 1915, on which rates have been applied — for the purpose of computation under General Order No. 27, consider such rates as being applicable December 31, 1915, and ap- ply appropriate increases from January 1, 1918. The negotiated rate since the Arbitration of the Engineers and Firemen in the East and West, for transfer service — ^for example, the $4.50 rate for engineers and the $3.00 rate for firemen in the Western territory shall be in- creased under Section B of Article 2. Where through freight rates apply to transfer service, the increases under Section E, Article 2, will apply. Where the guaranteed daily minimum is an arbitrary rate, and is not based on hours or miles, engineers and firemen will be paid the rate under the provisions of Section B, Article 2. Where the guaranteed minimum is based on mileage, engineers and firemen shall be paid the rate under the provisions of Section E, Article 2. Hostlers The rates in Section B, Article 2, shall apply to hostlers, based upon rates in effect December, 1915. W. G. McADOO, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION Washington, D. C, November 29, 1918. Interpretation No. 4 to General Order No. 27 Employe's Claim.— That he was in the employ of the railroad from a date prior to January 1, 1918, up to 6 a. m., June 1, 1918. Employer's Claim.— That employe's tour of duty was from 6 p. m. of one day until 6 a.m. the next, and that the last "day" on which the employe worked was May 31, 1918, although his hours extended to 6 a.m., June 1, 1918; that the employe left the service voluntarily. Decision.— Employe having been in the service on May 25, 1918, the date of the issuance of General Order No. 27, is entitled to back pay for services rendered from January 1, 1918, to the date he left the service. W. G. McADOO, Director General of Railroads. 31 UNITED STATES RAILROAD ADMINISTRATION Washington, April 3, 1919. Interpretation No. 13 to General Order No. 27 Statement Article VI, General Order No. 27, reads in part: "Effective June 1, 1918, colored men employed as firemen, train- men and switchmen shall be paid the same rates of wages as are paid white men in the same capacities." Question. — What is the intent of that portion of the above-quoted para- graph, reading "shall be paid the same rates of wages as are paid white men in the same capacities," on roads where white firemen are not employed ? Decision — Retroactive to June 1, 1918, the compensation and overtime rules for colored firemen shall be the same for all service as for the same services for white firemen on the minimum paid contiguous road. WALKER D. HINES, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION W. G. McAdoo, Director General Washington, July 3, 1918. Supplement No. 3 to General Order No. 27 The following railroads are hereby added to and made a part of Article I of General Order No. 27: Abilene & Southern. Ahnapee & Western Railway. Akron & Barberton Belt R. R. Akron, Union Passenger Depot Co. Albany Railroad Bridge Company. Allegheny Terminal Co. AUentovsm Terminal Railroad. Alton & Southern Railway. Arkansas Central Railroad Company. Arkansas & Memphis Railway Bridge & Terminal Co. Arkansas Western Railway Co. Arminius Branch. Asheville & Craggy Mountain Rail- way. Asheville & Southern Railway. Ashland Coal & Iron Railway. Atchison & Eastern Bridge Company. Atchison Union Depot & Railroad Co. Atlantic & Yadkin Railway. Baltimore & Ohio Chicago Terminal R.R. Baltimore & Sparrows Point R. R. Baring Cross Bridge Company. Barre & Chelsea Railroad. Bath & Hammondsport Railroad. Battle Creek & Sturgis Railroad. Bay City Belt Line Railroad. Bay City Terminal Company. Beaumont & Great Northern R. R. Beaumont, Sour Lake & Western. Beaumont Wharf & Terminal Co. Bellingham & Northern Railway. Belt Railway of Chicago. Bethel Granite Railway. Big Fork & International Falls Ry. Blue Ridge Railway. Boonville, St. Louis & Southern Ry. Boston Terminal Company. Bowling Green Railroad. Brandon, Devil's Lake & Southern Railway. Brooklyn Eastern District Terminal Railroad. Brownwood North & South Railway Company. Buffalo Creek Railroad. Buffalo Union Terminal Railroad. Butte, Anaconda & Pacific Railway Company. 32 Cairo & Thebes Railroad. Calumet Western Railway. Camas Prairie Railroad. Can. Sou. Bridge Company. Can. Southern Railroad. Carolina & Northwestern Ry. Carolina & Tennessee Southern Ry. Centralia Eastern Railroad. Central Indiana. Central Terminal Railway. Central Union Depot of Cincinnati, O. Cherry Tree & Dixonville Railroad. Chesapeake &' Ohio Northern Rail- way. Chesapeake & Ohio Ry. of Indiana. Chicago Heights Terminal Transfer R. R. Chicago Junction Railway. Chicago, Kalamazoo & Saginaw R. R. (controlled by M. C. & N. Y. C. R.R.) Chicago, Kalamazoo & Saginaw R. R. (operated by Grand Trunk R. R.) Chicago & Kalamazoo Terminal Ry. Chicago, Milwaukee & Gary R. E. Chicago River & Indiana. Chicago Union Station Co. Chicago & Western Indiana R. R. Cincinnati, Burnside & Cumberland River Ry. Cincinnati & Dayton R. R. The Cincinnati Inter-Terminal R. R. Cincinnati, Lebanon & Northern Ry. Cincinnati, Saginaw & Mackinaw R. R. Coal River Railway. Coeur D'Alene & Pend Oreille Ry. Colorado Springs & Cripple Creek Dist. Ry. Columbus, Findlay & Northern R. R. Connecticut River Railroad. Connecting Terminal Railroad. Copper Range Railroad. The Covineton & Cincinnati Elevated R. R. & Transfer & Bridge Co. Cumberland & Penna. Railroad. Cumberland Railway. Dallas Terminal Railway & Union Depot Co. Danville & Western Ry. Davenport, Rock Island & Northwest- ern Ry. Co. Dayton & Union Railroad. Dayton Union Ry. Deep Creek Railroad. Delta Southern Ry. Denison & Pacific Suburban Railway Company. Denver Union Terminal Railway. Des Moines Union Railway. Des Moines Western Railway. Detroit & Huron Railway. Detroit, Bay City & Western Railway. Detroit Manufacturers Railroad. Detroit River Tunnel Co. Detroit Terminal Ry. & Transporta- tion Co. Detroit Terminal Railroad. Detroit, Toledo & Milwaukee Rail- road. Direct Navigation Co. Dover & Rockaway Railroad. Duluth & Superior Bridge R. R. Duluth Terminal Railroad. Duluth Union Depot & Transfer Co. Dunleith & Dubuque Bridge Com- pany. Easton & Western R. R. E. St. Louis Belt Railroad. E. St. Louis & Carondelet Railway. E. St. Louis Connecting Railway. E. St. Louis National Stock Yards Co.— E. St. Louis. E. St. Louis & Suburban. Edgewater Connecting Railway. Edgewater Terminal Railroad. Elk Horn & Beaver Valley Railway. Englewood Connecting Railway. Ensley Southern Railway. Erie Terminals R. R. Co. Escanaba & Lake Superior Railroad. Evansville & Indianapolis R. R. Farmer's Grain & Shipping Co.'s Railroad. Fort Dodge, Des Moines & Southern Railroad. Fort Smith Suburban Railroad. Fort Smith & Van Buren Railroad. Fort Street Union Depot Co. Fort Worth Belt Railroad. Fort Worth Union Passenger Station Co. Galatin Valley Railroad. Galveston, Houston & Henderson R.R. Gauley & Meadow River Ry. Gilmore & Pittsburg R. R. Grand Canyon Railway Co. Grand Rapids Terminal Company. Grand Trunk Junction Railway. Grand Trunk Milwaukee Car Perry Co. Granite City & Madison Belt Line R. R. Gray's Point Terminal Railway. Great Falls & Teton Countv Railway. Great Northern Terminal Company. Green Bav & Western Railroad. Greenwich & Johnsonville R. R. 33 H Hamilton Belt Railway. Hannibal Union Depot Co. Harriman & Northeastern R. R. Hartwell Railway. Hawkinsville & Florida Southern Ry. Helena Terminal. Hibemia Mine Railroad. High Pt. Randleman, Asheboro & Southern R. R. Houston Belt & Terminal Railway. Houston & Brazos Valley Railway. Houston & Shreveport Railroad. Huntingdon & Broad Top Mountain R. R. 1 Iberia & Vermillion Railroad. Illinois Terminal Railroad. Illinois Transfer R. R. Indiana Harbor Belt R. R. Indianapolis & Frankfort R. R. Indianapolis Union Ry. Interstate Car Transfer Co. Interstate Railroad Co. Iowa & St. Louis Railway. Iowa Transfer Railway. Island Creek R. R. Jay Street Terminal. Joliet & Northern Indiana Railroad. Joplin Union Depot Company. K Kanawha Bridge & Terminal Co. Kanawha & W. Virginia Ry. Kankakee & Seneca R. R. Kansas City, Clinton & Springfield Ry. Co. Kansas City Connecting R. R. Kansas City, Shreveport & Gulf Ter- minal Ry. Kansas City Stock Yards Co. — Kansas City, Mo. Kansas City Terminal Co. Kansas Southwestern Ry. Co. Keeneys Creek Railroad. Kentucky & Indiana Terminal R. R. Keokuk & Des Moines Railway. Keokuk & Hamilton Bridge Co. Keokuk Union Depot Company. Kewaunee, Green Bay & Western R. R. Kiowa, Hardtner & Pacific Railroad. Lackawanna & Montrose R. R. Lake Charles & Northern R. R. Lake Erie & Eastern R. R. Lake Erie & Pittsburgh Ry. Lake Superior & Ishpeming Ry. Lake Superior Terminal Ry. Lake Superior Terminal & Transfer ^y- Co. „ ., .4 Lansing Manufacturers Railroad. Lansing Transit Company. Lawrenceville Branch R. R. Leavenworth Depot & R. R- Co-., Leavenworth Terminal Ry. & Bridge Co. Lehigh & Susquehanna R. R- Lewiston & Auburn Railroad. Lima Belt Railway. Litchfield & Madison Railway. Little Kanawha R. R- Little Rock Junction Railway. Logan & Southern Ry. Lorain, Ashland & Southern Railroad. Lorain & W. Virginia Ry. Louisiana Southern Ry. Louisville Bridge Co. Louisville & Jeffersonville Bridge Co. M Mackinac Transportation Co. Macon, Dublin & Savannah R. R. Manistique & Lake Superior Railroad. Marquette & Bessemer Dock & Nav. Ck). Maumee Connecting Railway. Maywood & Sugar Creek Ry. Memphis Union Station Co. Michigan Air Line. Milwaukee Terminal Ry. Minneapolis Belt Line Co. Minneapolis & Eastern Ry. Minneapolis Western Railway. Minnesota & International Ry. Minnesota & Northwestern Elec. Ry. Minnesota Transfer Ry. Mississippi Central R. R. Missouri & Illinois Bridge & Belt R. R. Missouri Pacific Corp. in Illinois. Missouri Pacific Corp. in Nebraska. Missouri Valley & Blair Ry. & Bridge Co. Montana Eastern Ry. Montpelier & Wells River R. R. Morenci Southern Ry. Morris Terminal Ry. Muncie Belt Railway. N Narragansett Pier Railroad. Natchez & Louisiana Railway Trans- fer Co. Natchez & Southern Railway. New Iberia & Northern R. R. Co. New Jersey & New York R. R. New Orleans Great Northern. New River, Holston & Western R. R. New York Connecting R. R. 34 New York Dock Co. R. R. New York & Long Branch Railroad. New Westminster Southern Ry. Norfolk & Portsmouth Belt Line R. R. Norfolk Terminal Ry. Northern Alabama Ry. Northern Maine Seaport R. R. Northern Ohio R. R. Northern Pacific Terminal Co. of Oregon. Norway Branch Railroad. Northwestern Terminal Ry. Ogden Mine Railroad. Ogden Union Railway & Depot Co. Oklahoma Belt Ry. Oklahoma City Junction Ry. Ontonagon Railroad. Orange Branch (Sou. Ry.) Orange & Northwestern Railroad. Oregon Electric Railway. Oregon Trunk Railway. Pacific Coast Railroad. Paris & Great Northern R. R. Co. Pensylvania Terminal Railway. Peoria & Bureau Valley R. R. Peoria & Pekin Union Railway. Peoria Railway Terminal Co. Philadelphia Belt Line. Pierre & Port Pierre Bridge Ry. Pierre, Rapid City & Northwestern Ry. Pine Bluff, Arkansas River Railroad. Piney River & Paint Creek Railway. Piqua & Troy Branch Railroad. Pittsburgh, Chartiers & Youghio- gheny Ry. Pittsburgh, Ohio Valley & Cincinnati Ry. Pond Fork Railway. Pontiac, Oxford & Northern Railway. Port Huron Southern Railway. Portland Terminal Company. Port Townsend & Puget Sound Ry. Poteau Valley Railroad. Pueblo Union Depot & R. R. Co. Puget Sound & Willapa Harbor Ry. Q Quanah, Acme & Pacific Railway Co. Quincy, Omaha & Kansas City R. R. Railway Transfer Co. Rio Grande, El Paso & Santa Fe R.R. Rio Grande Junction Railway. Rio Grande Southern. Rio Grande Southwestern. Riverside, Rialto & Pacific Railway. Rock Island, Arkansas & Louisiana Railroad. Rock Island & Dardanelle Railroad. Rock Island-Frisco Terminal Ry. Rock Island Memphis Terminal. Rock Island, Stuttgart & Southern RaUway. Roslyn Connecting Railroad. Roswell Railroad. S St. Charles Air Line. St. Clair & Western Railroad. St. Johnsbury & Lake Champlain R. R. St. Joseph Belt Railway. St. Joseph & Central Branch Railway. St. Joseph, South Bend & Southern Railroad. St. Joseph Terminal Railroad. St. Joseph Union Depot Co. St. Louis-Belleville Electric Railway. St. Louis Belt & Terminal Ry. St. Louis Bridge Co. St. Louis Merchants Bridge Terminal Railway. St. Louis National Stock Yards Co. St. Louis & O'Fallon Railway. St. Louis Terminal Ry. St. Louis Transfer Railway. St. Louis, Troy & Eastern Railroad. Sainte Marie Union Depot Co. St. Paul Bridge & Terminal Railway. St. Paul & Kansas City Short Line Railroad. St. Paul Union Depot Co. Salt Lake City Union Depot & R. R. Co. San Antonio Belt & Terminal R. R. San Antonio, Uvalde & Gulf R. R. Sandy Valley & Elkhorn & Long Fork R. R. Sandy Valley & Elkhorn Ry. Sapulpa & OU Field Railroad. Sault Ste. Marie Bridge Company. Seattle, Port Angeles & Western R. R. Sharpsville Railroad. Shreveport Bridge & Terminal Co. Sievern & Knoxville R. R. Sioux City Bridge Company. Sioux City Terminal Railway. South Chicago & Southern R. R. South Dayton Railroad. Southern Illinois & Missouri Bridge Co. Southern Pacific Electric Railway. State University Railroad. Stock Yards Terminal Ry. Co. of St. Paul. Sullivan County Railroad. Sulphur Mines Railroad. Sunday Creek Railroad. 35 Sunset Railway. Sweet City Bridge Company. Sweet City Terminal Railway. Sylvania Central Railway. Tacoma Eastei'n Railroad. Tallulah Falls Railway. Tennessee & Carolina Southern Ry. Terminal Railroad Assoc'n of St. Louis Terminal Railroad of East St. Louis. Terminal Railroad of St. Louis. Texas Mexican Railway. Texas Midland Railroad. Tidewater Southern Railway. Toledo, Saginaw & Muskegon Ry. Toledo Terminal Railroad. Trans-Mississippi Terminal Railroad. Troy Union Railroad. Tnag River & Kentucky Railroad. Tunnel Railroad of St. Louis. Tylerdale Connecting Railroad. U Union Depot Co. of Columbus. Union Depot Co. of St. Louis (The). Union Freight Railroad. Union Railway. Union Railway & Transit Company (of Illinois). Union Railroad of Baltimore. Union Railroad (Pennsylvania). Union Stock Yards Co. of Omaha. Union Terminal Company of Dallas, Texas. V Van Buren Bridge Co. Vermont Valley Railroad. Virginia Air Line Railway. Virginia-Carolina Railway. W Washington Terminal R. R. Waterloo, Cedar Rapids & Northern Railway. Waupaca-Green Bay Railway. Weatherf ord, Mineral Wells & North- western Ry. Wellston & Jackson Belt R. R. West Side Belt Railroad. West Tulsa Belt Railway. Wheeling Terminal Railway. White & Black River Valley Railroad. White Oak Railway. Wichita Union Terminal Railway. Wigins Ferry Company. Wilkes-Barre & Scranton R. R. Williamson & Pond Creek Railroad. Winona Bridge Railway Co. Winston-Salem South Bound Ry. Wood River Branch Railroad. Wyoming & Northwestern Railway. Yadkin Railroad. York Harbor & Beach Railroad. Zanesville Belt & Terminal Railroad. Zanesville & Western Railway. Zanesville Terminal Railroad. W. G. McADOO, Director General of Railroads. 36 UNITED STATES RAILROAD ADMINISTRATION Washington, D. C, December 2, 1918. Supplement No. 12 to General Order No. 27. To carry out the intent of Article VI, of General Order No. 27, and retro- active to June 1, 1918, it is ordered: 1. Employes in a passenger train crew, except conductor, collector and baggagemaster, qualified and regularly required to perform the following essential duties, will be designated as passenger brakemen or flagmen and paid accordingly: (a) Inspect cars and test signal and brake apparatus for the safety of train movement. (b) Use hand and lamp signals for the protection and move- ment of trains. (c) Open and close switches. (d) Couple and uncouple cars and engines and the hose and chain attachments thereof. (e) Compare watches when required by rule. 2. Where white brakemen are not employed, the compensation and overtime rule for colored brakemen shall be the same, for both passenger and freight service, as for the same positions on the minimum paid con- tiguous road. 3. This order shall not curtail the duties of employes heretofore classed as "train porters." 4. This order shall not infringe upon the seniority rights of white trainmen. W. G. McADOO, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION Washington, April 10, 1919. Supplement No. 15 to General Order No. 27. Effective January 1, 1919, except as otherwise provided herein, as to employes herein named, the following rates of pay and rules for overtime and working conditions upon railroads in Federal operation are hereby ordered : 37 Passenger Service. Article I.— (a) Rates of Pay. Helpers, Engineers. Firemen. Electric. Weight on drivers. Coal. Oil. Per Per Per Per Per Per Per Per mile. day. mile. day. mile. day. mile. day. Cents. Cents. Cents. Cents. Less than 80,000 pounds. . 5.60 $5.60 4.0O $4.00 4.00 $4.00 4.00 $4.00 80,000 to 100,000 pounds . 5.60 5.60 4.0& 4.08 4.00 4.0O 4.00 4.00 100,000 to 140,00 pounds 5.68 5.68 4.16 4.16 4.00' 4.00 4.00 4.00 140,000 to 170,000 pounds 5.76 5.76 4.32 4.32 4.16 4.16 4.00 4.00 170,000 to 200,000 pounds 6.84 5.84 4.40 4.40 4.24 4.24 4.00' 4.00 200,000 to 250,000 pounds 5.92 5.92 4.48 4.48 4.32 4.32 4.16 4.16 250,000 to 300,000 pounds 6.00 6.00 4.48 4.48 4.32 4.32 4.16 4.16 300,000 to 350,000 pounds 6.08 6.08 4.56 4.56 4.40 4.40 4.16 4.16 350,000 to 400,000 pounds 6.16 6.16 4.64 4.64 4.48 4.48 4.16 4.16 400,000 to 450,000 pounds 6.24 6.24 4.72 4.72 4.56 4.56 4.32 4.32 450,000 to 500,000 pounds 6.32 6.32 4.80 4.80 4.64 4.64 4.32 4.32 500,000 pounds and over . 6.40 6.40 4.88 4.88 4.72 4.72 4.32 4.32 Mallets regardless of w'g't. 6.60 6.60 5.20 5.20 5.00' 5.0O (b) In short turn-around passenger service, the earnings from mileage, overtime or other rules applicable, for each day service is performed, shall be not less than $6 for engineers and $4.25 for firemen. (c) Engineers, firemen or helpers employed on electric locomotives in passenger service to be paid the rates shown in preceding table, based upon weight on drivers. In the application of the rates for various driver weights in electric locomotive service, the total weight on drivers of all units oper- ated by one engine crew shall be the basis for establishing the rate. (d) Electric car service, whether operated in multiple unit or single unit, to be paid minimum rate in preceding table. (e) All motor cars used in passenger service operated under train rules by engineers, regardless of whether operated by gasoline, steam, electricity or other motive power, to be paid minimum rate in preceding table. (f ) The term "helper'' as used in this order will be understood to mean the second man employed on electric locomotives or other than steaiti power. Article II. — Basic Day. One hundred miles or less (straight-away or turn-around) five hours or less, except as provided in Article III, Section (a), shall constitute a day's work, miles in excess of 100 will be paid for at the mileage rate provided, according to class of engine. Article III. — Overtime. (a) Engineers, firemen and helpers on short turn-around passenger runs, no single trip of which exceeds 80 miles, including suburban and branch line service shall be paid overtime for all time actually on duty, or held for duty, in excess of 8 hours (computed on each run from the time required to I'eport for duty to the end of that run) within 10 consecutive hours; and also for all time in excess of 10 consecutive hours computed con- tinuously from the time first required to report to the final release at the end of the 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 one hour. This rule applies regardless of mileage made. 38 For calculating overtime under this rule the management may desig- nate the initial trip. (b) Engineers, firemen and helpers on other passenger runs shall be paid overtime on a speed basis of 20 miles per hour computed continuously from the time required to report for duty until released at the end of the last run. Overtime shall be computed on the basis of actual overtime worked or held for duty, except that vyhen the minimum day is paid for the service performed, overtime shall not accrue until the expiration of 6 hours from the time of first reporting for duty. Where a more favorable overtime rule exists, such rule may be retained, in which event this section will not apply. Where the provisions of this section for continuous time on turn-around runs of over 80 miles one way, change existing overtime rules, the effective date will be April 10, 1919; otherwise January 1, 1919. (c) Overtime in all passenger service shall be paid for on the minute basis at a rate per hour of not less than one-eighth of the daily rate herein provided, according to class of engine. Freight Service. Article IV. — Rates of Pay. (a) Rates for engineers, firemen and helpers in through and irregular freight, pusher, helper, mine run or roustabout, belt line or transfer, work, wreck, construction, snow-plow, circus trains, trains established for the ex- clusive purpose of handling milk, and all other unclassified service shall be as follows: Weight on drivers. Engineers Steaan, Electric or other power. Per Per mile. day. Cents. Firemen. Coal. Oil. Per Per Per mile day. mile. Less than 80,000 pounds . . 80,000 to 100,000' pounds. . 100,000 to 140,000 pounds. . 140,000 to 170,000 pounds . . 170,000 to 200,000 pounds. . 200,000 to 250,000 pounds . . 250,000 to 300,000 pounds . . 300,000 to 350,000 pounds . . 350,000 pounds and over. . Mallets less than 275,000 pounds Mallets 275,000 pounds and 6.08 6.16 6.24 6.48 6.64 6.80 6.94 7.08 7.28 7.78 8.00 $6.08 6.16 6.24 6.48 6.64 6.80 6.94 7.08 7.28 7.78 8.00 Cents. 4.24 $4.24 4.32 4.32 Cents Helpers, Electric. Per Per Per day. mile. day. Cents. 4.24 $4.24 4.24 4.24 4.48 4.64 4.80 4.96 5.12 5.28 5.44 4.48 4.64 4.80 4.96 5.12 5.28 5.44 4.32 4.48 4.64 *4.80 5.12 5.28 5.44 4.32 4.48 4.64 *4.80 5.12 5.28 5.44 4.24 4.24 4.24 4.24 4.24 4.40 4.40 4.40 4.40 $4.24 4.24 4.24 4.24 4.24 4.40 4.40 4.40 4.40 5.44 5.44 5.44 5.44 5.75 5.75 5.75 5.75 *Oil differential not to apply on engines weighing over 219,000 pounds on drivers. (b) For local or way-freight service, 52 cents per 100 miles or less for engineers and 40 cents per 100 miles or less for firemen shall be added to the through freight rates, according to class of engme; miles over lOO to be paid for pro rata. (c) The term "helper" as used in this order will be understood to mean the second man employed on electric locomotives or other than steam power. 39 Article V. (a) Where rates below those for coal-burning locomotives are provided in this order for oil-burning locomotives, they shall apply only on the rail- roads where differentials have heretofore existed. (b) If a type of locomotive is introduced on a railroad which formerly was not in use on that railroad, and the rates herein provided are less than those in effect on other roads in the territory the rates of the other roads shall be applied. (a) Road engineers, firemen and helpers required to perform a com- bination of more than one class of road service during the same trip will be paid at the rate and according to the rules governing each class of service for the time or miles engaged in each, but will be paid for the entire trip not less than a minimum day at the highest rate applying for any class of service performed during such trip. When two or more locomotives of different weights on drivers are used during a trip or day's work, the highest rate applicable to any engine used shall be paid for the entire day or trip. Article VI. Wherever electric or other power is installed as a substitute for steam, or is now operated as a part of their system on any of the tracks operated or controlled by any of the railroads, the locomotive engineers shall have preference for positions as engineers or motormen, and locomotive firemen for the positions as firemen or helpers on electric locomotives; but these rights shall not operate to displace any men holding such positions on the date of issuance of this order. Article VII. — Basic Day and Overtime. (a) In all classes of service covered by Article IV (except where under mileage schedules a more favorable condition exists), 100 miles or less, eight hours or less (straight-away or turn-around) shall constitute a day's work; miles in excess of miles required for a minimum day will be paid for at the mileage rates provided, according to class of engine or other power used. (b) Where there is no existing agreement regarding overtime provi- sions more favorable to the employes, on runs of lOO miles or less overtime will begin at the expiration of eight hours; on runs of over 100 miles over- time will begin when the time on duty exceeds the miles run divided by 12%. Overtime shall be paid for on the minute basis, at not less per hour than one- eighth of the daily rate, according to class of engine or other power used. Article VIII. — Held Away From Home Terminal. Present rules in effect to be continued subject to provisions of Article XXIII; it being the intention that the propriety of a standard rule be con- sidered by the board herein provided for. Article IX. — Monthly, Daily or Trip Basis. (a) All service which prior to the effective date of this order was paid on a monthly, daily or trip basis, shall be established upon the mileage basis and paid the rates according to class of service and operated under the rules herein provided. (b) In branch line service where differentials now exist in either rates, overtime bases or other conditions of service, the main line rates shall 40 be applied for the class of service performed. Miles in excess of the mile- age constituting a day will be paid pro rata. If existing rates are higher rates are higher than the revised main line rates they shall be preserved, but the excess in the rate over the main line rate may be applied against over- time. The passenger or freight overtime bases shall be applied according to the rate paid. Other existing conditions of service shall not be affected by the foregoing. (c) On the other than Class I roads, independently operated, the rates of this order shall be applied for the classes of service performed, but no change is required in the miles, hours or service for which the former rates compensated. Existing higher rates shall be preserved. This section does not apply to terminal and other roads where recognized standard rates and conditions are in effect. (d) If this order in any case produces abnormally high earnings be- cause of unavoidable long lay-overs such cases may be referred back to the Director General for special disposition. Article X. — Arbitraries and Special Allowances. The same rates shall apply to all arbitraries and special allowances as are applicable to the service of which they are a part or upon which they are based, or if not rela+pd to any particular class of service, the increase ap- plicable to through freight service shall apply, except that in no case shall they exceed the pro rata rate of the service upon which the increase is based. The minimum time or mileage allowances shall remain in effect. Article XI. — Beginning and Ending a Day. (a) In all classes of service engineers', firemen's and helpers' time will commence at the time they are required to report for duty, and shall con- tinue until the time the engine is placed on the designated track or they are relieved at terminal. (d) Engineers, firemen and helpers in pool or irregular freight service may be called to make short trips and turn-arounds with the understand- ing that one or more turn-around trips may be started out of the same ter- minal and paid actual miles with a minimum of 100 miles per day for a day provided, (1) that the mileage of all the trips does not exceed 100 miles, (2) that the distance run from the terminal to the turning point does not ex- ceed 25 miles, and (3) that engineers, firemen or helpers shall not be re- quired to begin work on a succeeding trip out of the initial terminal after having been on duty eight consecutive hours, except as a new day subject to the first-in first-out rule or practice. Yard Service Article XII.— Rates of Pay. Firemen. Helpers. Engineers Steam Electric Weight on drivers. per day. per day. per day. Less than 140,000 pounds $5.00 $4.16 $4.16 140,000 to 200,000 pounds 5.76 4.28 4.16 200,000 to 300,000 pounds 5.92 4.40 4.16 300,000 pounds and over o.OS 4.56 4.d2 Mallets under 275,000 pounds 6.68 5.28 . . . Mallets 275,000 pounds and over 6.92 5.52 . . . Article XIII.— Basic Day. Eight hours or less shall constitute a day's work. 41 Article XIV.— Overtime. Except when changing off where it is the practice to work alternately days and nights for certain periods, working through two shifts to cliang« off; or where exercising seniority rights from one assignment to anotner, or when extra men are required by schedule rules to be used (any rules to the contrary to be changed accordingly), all time worked in excess ol» hours continuous service in a 24-hour period shall be paid for as overtime, on the minute basis, at one and one-half times the hourly rate, according to class of engine. This rule applies only to service paid on the hourly or daily basis and not to service paid on mileage or road basis. This rule is effective April 10, 1919, but in calculating the back pay from January 1, 1919, overtime accruing under former rules after 8 hours serv- ice shall be paid at one and one-half times the hourly rate. Article XV. — Assignments. Engineers, firemen and helpers shall be assigned for a fixed period of time which shall be for the same hours daily for all regular members of a crew. So far as is practicable assignments shall be restricted to 8 hours work. Article XVI. — Starting Time. (a) Regularly assigned yard crews shall each have a fixed starting time and the starting time of a crew will not be changed without at least 48 hours' advance notice. Practices on individual roads as to handling of trans- fer crews are not affected by this section. (b) Where three 8-hour shifts are worked in continuous service^ the time for the first shift to begin work will be between 6:30 a. m. and 8 a. m.; the second 2:30 p. m. and 4 p. m.; and the third 10:30 p. m. and 12. midnight. (c) Where two shifts are worked in continuous service, the first shift may be started during any one of the periods named in Section (b). (d) Where two shifts are worked not in continuous service, the time for the first shift to begin work will be between the hours of 6:30 a. m. and 10 a. m. and the second not later than 10:30 p. m. (e) Where an independent assignment is worked regularly, the starting time will be during one of the periods provided in Sections (b) or (d). (f) At points where only one yard crew is regularly employed, they can be started at any time, subject to Section (a). (g) Where mutually agreeable, on account of conditions produced by having two standards of time, starting time may be changed one hour from periods above provided. Article XVIi. — Calculating Assignments and Meal Periods. The time for fixing the beginning of assignments or meal periods is to be calculated from the time fixed for the crew to begin work as a unit with- out regard to preparatory or individual duties. Article XVlll. — Point for Beginning and Ending Day. (a) Provisions of existing rules that there shall be a specified point for either going on or off duty, or both, are not affected by anything herein; 42 but schedules having no such rules shall be modified to provide that yard crews shall have a designated point for going on duty and a designated point for going off duty. (b) The point for going on and off duty will be governed by local con- ditions. In certain localities instructions will provide that engine crews will report at the hump, others report at yard office, others at engine houses or ready tracks. It is not considered that the place to report will be confined to any definite number of feet, but the designation will indicate a definite and recognized location. Article XIX. — Lunch Time. (a) Yard crews will be allowed 20 minutes for lunch between iVz and 6 hours after starting work without deduction in pay. (b) Yard crews will not be required to work longer than 6 hours with- out being allowed 20 minutes for lunch, with no deduction in pay or time therefor. (c) This article is effective April 10, 1919. Article XX. — Arbitraries and Special Allowances. Where it has been the practice or rule to pay a yard engine crew or either member thereof arbitraries or special allowances, or to allow another minimum day for extra or additional service performed during the course of or continuous after the end of the regularly assigned hours, such practice or rule is hereby eliminated, except where such allowances are for individual service not properly within the scope of yard service. This article is effective April 10, 1919. Article XXI. — Hostlers and Hostler Helpers. Rates of Pay Per day. Inside hostlers $4.16 Outside hostlers 4.80 Helpers 3.60 The term "helper" applies to employes when used to assist outside hostlers. Articles XIII and XIV of the yard rules shall apply to hostlers and hostler helpers. Article XXII.— Rules for Application of This Order. (a) Rules for overtime and working conditions which are in conflict with any of the provisions of this order, but no others, shall be changed to conform to the provisions hereof. (b) Rates of pay in road, yard, or hostling service, which are not affected by Article IX, and which are higher than herein provided, shall not be reduced. (c) Questions and answers on interpretations of certain articles of this order are listed below: Article III. Question 1. Under certain conditions, crews operate round trip service in the morning and again late in the evening. Will it be permissible to pay 43 for each of these services on the basis of a day subject to the rule, or will it be necessary to apply the rule regardless of whether the service is paid two days or more? Answer. Pending the report and findings of board herein provided for, service is to be operated in accordance with present practice. Question 2. Will it be permissible for the management to definitely as- sign crews on the basis of a minimum day in each direction ? Answer. Yes (in accordance with decisions of Commission of Eight and arbitration boards). I Question 3. May railroads which have a common overtime basis ap- plicable to passenger service, as described in Sections (a) and (b), adopt Sections (a) and (b) ? Answer. Sections (a) and (b) of Article III apply to all passenger service. Article XXIII. Question 1. A number of articles will unquestionably be subject to con- sideration by the board herein provided for. Pending conclusions by the board and the final order by the Director General, shall the existing bases be maintained or shall the bases provided for in this order be applied ? Answer. The bases provided for in this order shall be applied in the in- terim, except where such application causes a reduction in compensation, in which case existing schedule rules and practices shall govern. Question 2. In addition to the provisions of this order which are to be considered by a board, this article also provides for their consideration of "schedule rules and practices." What shall be the status of such schedule rules and practices during the interim? Answer. They are to be applied in accordance with schedule agree- ments. Article XXIII. — Reclassification of Service — Arbltraries and Special Allowances. The Director General is advised that the Board of Railroad Wages and Working Conditions feels that punitive rates for overtime for employes in passenger and freight road service should be studied in connection with and including the modification of certain rules and numerous arbitraries and spe- cial allowances which are intricate and important, and that it recommends the reference of this subject to a board made up of transportation wage schedule experts. In order to dispose of this question as promptly as possible and to avoid the delay that must accompany the selecting and organizing of a new board specially equipped to deal with questions growing out of transportation wage schedules, the matter is hereby referred to Railway Board of Adjust- ment No. 1, which board shall begin at once the study of the practicability and the propriety of applying punitive overtime to road service at this time and of the further question of what abrogations or modifications of existing rules and practices which are afl'ected thereby should be made in the event of the application of punitive overtime to road service, and shall at the ear- liest practicable date report its recommendations to the Director General. Following its report on the above subjects, the board shall also report as promptly as possible its recommendation upoji the matters referred to it in Article VIII of this order. 44 Article XXIV. — Interpretation of This Order. The rates of pay and rules herein established shall be incorporated into existing agreements and into agreements which may be reached in the fu- ture on the several railroads; and should differences arise between the man- agement and the employes of any of the railroads as to such incorporation, intent or application of this order, such questions of difference, when prop- erly presented, shall be referred as hereinafter provided to the Director of the Division of Labor, who will transmit them to the proper board for deci- sion or recommendation, subject always to review by the Director General. Where differences arise, a concrete joint signed statement shall be pre- pared in triplicate, setting forth, first, the article of this order involved; second, facts; third, the proposition of employes; and fourth, the position of the management thereon. Where supporting documentary evidence is used it shall be attached in the form of exhibits. Such presentations shall be transmitted to the Director of the Division of Labor in the manner provided for the submission of appeals to Boards of Adjustment. WALKER D. HINES, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION Washington, May 8, 1919. Addendum No. 1 to Supplements Nos. 15 and 16 to General Order No. 27. Section (b). Article XI, Supplements Nos. 15 and 16 to General Order No. 27, shall be effective as of April 10, 1919. Back pay shall be calculated and allowed from January 1, 1919, on the basis of the former rules or prac- WALKER D. HINES, Director General of Railroads. UNITED STATES RAILROAD ADMINISTRATION Washington, August 21, 1919. Interpretation No. 1 to Supplement No. 15 to General Order No. 27. Passenger Service. Article I.— (a) Rates of Pay. Helpers. Engineers. Firemen. Electric. Weight on Drivers. Coal. Oil. Per Per Per Per Per Per Per Per mile. day. mile. day. mile. day. mile. day. Cents. Cents. Cents. Cents. Less than 80,000 pounds. 5.60 $5.60 4.00 $4.00 4.00 $4.00 4.0O $4.00 SOOOOto 100 000 pounds. 5.60 5.60 4.08 4.08 4.00 4.00 4.00 4.00 100 000 to 140,000 pounds 5.68 5.68 4.16 4.16 4.00 4.00 4.0O 4.00 140 000 to 170 000 pounds 5.76 5.76 4.32 4.32, 4.16 4.16 4.00 4.00 170 000 to 200 000 pounds 5.84 5.84 4.40 4.40 4.24 4.24 4.00 4.0O 200 000 to 250 000 pounds 5.92 5.92 4.48 4.48 4.32 4.32 4.16 4.16 140 000 to 170'000 pounds 5.76 5.76 4.32 4.32 4.16 4.16 4.00 4.00 140,uuu to i^u,uuo p ___ ^ ^^ 5.84 4.40 4.40 4.24 4.24 4.00 4.0O 5.92 4.48 4.48 4.32 4.32 4.16 4.16 6.00 4.48 4.48 4.32 4.32 4.16 4.16 6.08 4.56 4.56 4.40 4.40 4.16 4.16 6.16 4.64 4.64 4.48 4.48 4.16 4.16 6.24 4.72 4.72 4.56 4.56 4.32 4.32 4^0 000 to 500 000 pounds 6.32 6.32 4.80 4.80 4.64 4.64 4.32 4.32 sKrpound's and over 6.40 6.40 4.88 4.88 4.72 4.72 4.32 4.32 Sets r^egardless of wgt. 6.60 6.60 5.20 5.20 5.00 5.00 45 2^o'00O to 300 000 Sounds 6.00 6.00 4.48 4.48 4.32 4.32 4.16 4.16 WO 000 to 350 000 pounds 6.08 6.08 4.56 4.56,4.40 4.40 4.16 4.16 iso 000 to 400 000 pounds 6.16 6.16 4.64 4.64 4.48 4.48 4.16 4.16 S '^4 ;004ounds 6.24 6.24 4.72 4.724.56 4.56 4.32 . Question 1. — The rates specified in this paragraph are based on "weight on drivers." Does this mean the weight on drivers of engines in working condition ? Decision. — Yes. Weight on drivers of engines in working condition in- cludes sand in sand box, water in boiler, and fire in fire box. Question 2. — Does the weight on drivers, as set forth in the tabulation of rates, apply to narrow-gauge locomotives ? Decision. — ^Yes. Question 3. — On certain railroads rates of pay for engineers and firemen are based upon size of cylinders instead of weight on drivers. How will the increases be applied? Decision. — Rates of the supplement apply with a minimum of former higher rates. Question 4. — Are former differentials as between districts, due to tun- nels, preserved? Decision. — ^Yes. Question 5. — Schedules of certain railroads provide differentials for divisions or mountain or desert territory as compared with valley territory. Are such differentials preserved; if so, by what method, considering the provisions of Article XXII (b) ? Decision. — Such differentials are preserved. Former methods of estab- lishing them are required to be continued. Where expressed in specified amounts of money as compared with valley rates, the same amount of money differential shall be continued. Section (b). "In short turn-around passenger service, the earnings from mileage, overtime, or other rules applicable, for each day service is performed, shall be not less than $6 for engineers and $4.26 for fire- men." Question 6. — May amounts earned under overtime rule, terminal delay, backouts, etc., be applied against these guarantees ? Decision. — Yes. Question 7. — Are former guarantees higher than provided by this article maintained ? Decision. — Yes. Question 8. — May runs of under 80 miles in each direction be placed on a one-way basis and a minimum day allowed in each direction ? Decision. — Yes, if definitely assigned, in which case overtime rules applicable to through passenger service in effect shall apply. Question 9. — If paid a day in each direction, do minimum earnings of this section apply? Decision. — ^Yes, but this does not require the payment of the minima of this section for each trip where more than one trip is made. Question 10. — ^Do the minimum earnings, $4.25, apply to helpers on elec- tric locomotives ? Decision. — ^Yes, when employed in short turn-around passenger service. 46 Section (d). "Electric car service, whether operated in multiple unit or single unit, to be paid minimum rate in preceding table." Question 11. — Do the minimum earnings fixed by paragraph (b) also apply in short turn-around electric passenger service whether operated by electric locomotive or multiple unit? Decision. — Yes. Article II. — Basic Day. "One hundred miles or less (straight-away or turn-around), five hours or less, except as provided in Article III, section (a), shall constitute a day's work, miles in excess of 100 will be paid for at the mileage rate provided, according to class of engine." Question 12. — Are schedule rules providing arbitrary mileage allowances in each direction, regardless of actual mileage, preserved ? For example, run between A and G, distance 70 miles, allowed 84 miles; run between A and F, distance 60 miles, allowed 70 miles. Decision. — Yes. Question 13. — How many miles constitute a day's work where electric locomotives are used or in multiple service? Decision. — One hundred miles or less. Question 14. — Are any exceptions to the basic day superseded by the provisions of this article, and does the basic day of 100 miles or less obtain in both steam and electric passenger service ? For example, on some roads the mileage for a day's pay in electric service is considerably in excess of 100. Decision. — The rates of the order shall be applied for 100 miles or less, but earnings from such mileage rates shall be not less than the former daily minimum. Question 15. — Under former schedule rules a run of less than 80 miles, one way, was paid for on the basis of a minimum day in each direction, the run ijeing doubled in one day. May this service be paid for under section (a) of Article III with minimum allowance of lOO miles under Article II. (See Art. XXII (a).) Decision. — See decision to question No. 16. Article III. — Overtime. Section (a). "Engineers, firemen, and helpers on short turn-around passenger runs, no single trip of which exceeds 80 miles, including suburban and branch line service, shall be paid overtime, for all time actually on duty, or held for duty, in excess of 8 hours (computed on each run from the time required to report for duty to the end of that run) within 10 consecutive hours; and also for all time in excess of 10 consecutive hours computed continuously from the time first re- quired to report to the final release at the end of the last run. Time shall be counted as continuous service in all cases where the in- terval of release from duty at any point does not exceed 1 hour. This rule applies regardless of mileage made. For calculating over- time under this rule the management may designate the initial trip." 47 Question 16. — Is this section mandatory, and must rules in schedules contrary thereto be changed to conform therewith? (See Art. XXII (a).) Decision. — ^Article III is mandatory and must be applied to a system as a whole and not to individual assignments or groups or sets of runs. Pend- ing conclusions by the Board referred to in Article XXIII and the final order of the Director General where the rule has not been in effect and the applica- tion thereof would result in a reduction in earnings as compared with the former rule, the former overtime rule may be retained. (See answer to question 1, referring to Article XXIII under Article XXII.) Question 17. — Is it permissible to definitely assign crews coming under this section on the basis of a minimum day in each direction ? Decision. — Yes. Question 18. — ^^Certain railroads did not adopt the 8-within-lO hour passenger overtime rule under the 8-hour settlement. If rule is now man- datory, may the time consumed in performing extra service, paid for separately, be deducted in computing overtime ? Decision. — See Decision to question No. 16 as to whether rule is rnanda- tory. Where eight-within-ten-hour rule applies and incidental service is per- missible under the schedules or the practices of individual roads, time con- sumed in such incidental or additional service and paid for separately should not be included in calculating time under the eight-within-ten-hour rule. Question 19. — On certain railroads the eight-within-ten-hour rule was not in effect before the application of Supplement 15. If paragraph (a) of Article III is adopted, how will back time be calculated, having regard for the fact that the crews were not released and were paid continuous time ? Decision. — Men will be paid under former rules with rates of the supple- ment, but not less than former higher rates. Question 20. — Must engine and train crews have same initial terminal? Decision. — No; primarily because train and engine crews have different mileage bases for a day, which has resulted in crews not following same assignment. Question 21. — Does this rule apply to extra and unassigned service ? Decision. — Yes; on lines where rule is adopted, in which case call shall specify whether crew is to be paid on turn-around or straight-away basis. Section (b). "Engineers, firemen, and helpers on other passenger runs shall be paid overtime on a speed basis of 20 miles per hour computed continuously from the time required to report for duty until re- leased at the end of the last run. Overtime shall be computed on the basis of actual overtime worked or held for duty, except that when the minimum day is paid for the service performed, overtime shall not accrue until the expiration of 5 hours from the time of first reporting for duty. "Where a more favorable overtime rule exists, such rule may be retained, in which event this section will not apply. "Where the provisions of this section for continuous time on turn-around runs of over 80 miles one way change existing over- time rules, the effective date will be April 10, 1919; otherwise, January 1, 1919." Question 22. — On railroads where overtime in through passenger and freight service was paid after the schedule of the train and rules are re- tained, as employes contend they are more favorable than the speed basis, are the employes permitted to accept the provisions of Article XI (a), and retain their present road overtime rules? Decision. — Yes, excepting where former overtime bases were more fav- orable than the rules of the supplement and such rules are retained, in which event the application of the former rules is not changed. 48 Question 23. — Under the second paragraph of this section, does the right to retain more favorable overtime rules apply only to service in excess of 80 miles one way, and does this section apply on the railroad as a whole and not to portions of a railroad or to groups or sets of runs ? Decision. — See decision to question 16 as to conditions under which the short turn-around rule applies. As to the application of the rule covering other than short turn-around service, if the rule of the order is adopted, it shall apply to the system as whole, and not to portions of a railroad or to groups or sets of runs. If former overtime rules are retained, no change is required in the application thereof. Section (c). "Overtime in all passenger service shall be paid for on the minute basis at a rate per hour of not less than one-eighth of the daily rate herein provided, according to class of engine." Question 24. — Is minute basis for calculating overtime mandatory: (a) Where under section (b) the former overtime rules are retained on runs of over 80 miles one way? (b) Where the entire article is applied? (c) Where section (a) only is applied? Decision. — (a) No. (b) Yes. (c) Yes. Question 25. — Is overtime rate one-eighth of the daily rate except where rates were higher, or is overtime rate to be determined on the basis of 20 miles per hour? Decision. — Not less than one-eighth of the daily rate, preserving former higher flat overtime rates. Question 26. — Is overtime rate one-eighth of the daily rate as provided by table under Article I (a), or one-eighth of the daily earnings as provided by paragraph (b) of Article I? Decision. — ^Subject to the answer to question 25, one-eighth of the daily rate; not one-eighth of the daily earnings. Question 27. — Where in electric service on a portion of a railroad daily minima higher than provided by Article I (b) ai'e in effect, and the over- time rate has been one-eighth of such minima, are such higher overtime rates to be maintained ? Decision. — Yes. Freight Service. Article IV. — Rates of Pay. Section (a). "Rates for engineers, firemen, and helpers in through and irregular freight, pusher, helper, mine run or roustabout, belt line or transfer work, wreck, construction, snowplow, circus trains, trains established for the exclusive purpose of handling milk, and all other unclassified service, shall be as follows : 49 Weight on drivers. Less than 80,000 pounds. 80,000 to 100,000 pounds.. 100,000 to 140,000 pounds. 140,000 to 170,000 pounds. 170,000 to 200,000 pounds. 200,000 to 250,000 pounds. 250,000 to 300,000 pounds. 300,000 to 350,000 pounds. 350,000 pounds and over . . Mallets less than 275,000 pounds 7.78 Mallets 275,000 pounds and over 8.00 Engineers, steam, electric or other power. Per Per mile. day. Cents. 6.08 $6.08 6.16 6.24 6.48 6.64 6.80 6.94 7.08 7.28 6.16 6.24 6.48 6.64 6.80 6.94 7.08 7.28 Firemen. Coal. Oil. Per Per Per Per mile. day. mile. day. Cents. Cents. 4.24 4.32 4.48 4.64 4.80 4.96' 5.12 5.28 5.44 Helpers. Electric. S4.24 4.24 $4.24 4.32 4.24 4.24 4.48 4.32 4.32 4.64 4.48 4.48 4.80 4.64 4.64 4.96 *4.80 *4.80 5.12 5.12 5.12 5.28 5.28 5.28 5.44 5.44 5.44 Per mile. Cents, 4.24 4.24 4.24 4.24 4.24 4.40 4.40 4.40 4.40 Per day. $4.24 4.24 4.24 4.24 4.24 4.40 4.40 4.40 4.40 7.78 5.44 5.44 5.44 5.44 8.00 5.75 5.75 6.75 5.75 *Oil differential not to apply on engines vireighing over 215,000 pounds on drivers. Question 28. — Does the table of rates based on weights on drivers apply, regardless of former classification? Decision. — Yes. Question 29. — Does the weight on drivers as set forth in the tabulation of rates apply to narrow-gauge locomotives? Decision. — Yes. Question 30. — On certain railroads rates of pay for engineers and fire- men are based upon size of cylinders instead of weight on drivers. How will the increases be applied? Decision. — Rates of the supplement apply with a minimum of former higher rates. Question 31. — Does the table of rates based on drivers supersede former differentials or schedules bases as between different types of engines ? Decision. — Yes; preserving former higher rates. Question 32. — Schedules of certain railroads provide differentials for divisions or mountain or desert territory as compared with valley territory. Are such differentials preserved; if so, by what method, considering the provisions of Article XXII (b) ? Decision. — Such differentials are preserved. Former method of estab- lishing them are required to be continued. Where expressed in specified amounts of money as compared with valley rates, the same amount of money differential shall be continued. Question 33. — Where mine run, belt line or transfer service, pusher and helper service, etc., was formerly paid yard rates, and is by this article paid the same rates as through freight service, is such service now subject to road conditions, such as initial terminal delay, switching allowances, running for coal and water, doubling hills, etc. ? Decision. — No; but through freight rules as to mileage and road over- time shall apply. (See Article VII.) Question 34. — Where mallet engines are paid a fixed rate, which applies to all classes of service, what rates -Will now apply in passenger, freight, and yard service ? Decision. — Rates of the order shall be applied for the respective classes of service, but former higher rates shall be retained. 50 Question 35. — Is any service coming within the scope of this section entitled to time and one-half for overtime ? Decision. — No. Question 36. — Shall the table of rates in this section be incorporated into existing agreements in its entirety or only those rates applicable to engines which at this time are in service? Decision. — Complete table should be incorporated in schedules, the rates to be shown excepting as former rates may be in excess of the rates of the table, in which case former higher rates shall be shown for the engines to which they are applicable. The incorporation of the table of rates shall be subject to the provisions of Article V (b) when a new type of engine is introduced. Question 37. — In some cases exclusive milk-train service has been "on a passenger basis." What rates and overtime rules should be applied under Supplement No. 15? Decision. — Bates as per Article IV (a); overtime as per Article VII. Question 38. — Where crews are assigned exclusively to helping passen- ger trains and have been paid at passenger rates of pay, are freight rates to be paid under this article? Decision. — ^Yes. Question 39. — Does this section place express trains, mail trains, etc., in "unclassified service" ? Decision. — These trains are generally classed as passenger service, and the order does not change their former classification. Question 40. — On certain railroads two firemen are employed on certain classes of engines, the second fireman receiving a lower rate than the first or regular fireman. Is this rule eliminated by the application of Supple- ment 15? Decision. — The supplement provides only one rate for both firemen. Section (b). "For local or way freight service, 52 cents per 100 miles or less for engineers and 40 cents per 100 miles or less for firemen shall be added to the through freight rates, according to class of engme; miles over 100 to be paid for pro rata." Question 41.— What rates shall apply where schedule provides that en- gineers will be paid local freight rates on all runs where conductor is paid local freight rates ? Decision. — Local freight rates apply. Question 42.— Should present schedule rules for classification of local freight service be continued? Decision. — ^Yes. OiiP