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In its judgement, fulfillment of the order would involve violation of the copyright law. ■ .^.Hi-— ■■> ...Jllllf-. . ■>. -ty . ."M..»t'-ii*-r.-''. Author: Public Service Railway Company, New Jersey Title: In the matter of the petition of the motormen Place: [Newark] Date: [1918] — nil wiii-ir ' ami Q>l-%^tS-^ COLUMBIA UNIVERSITY LIBRARIES PRESERVATION BIBLIOGRAPHIC MICROFORM TARGET MASTER NEGATIVE # ORIGINAL MATERIAL AS FILMED - EXISTING BIBLIOGRAPHIC RECORD MISINESS 262 P96 Public fiervice railway company. New Jersey, ••• In the matter of the petition of the mo- tormen and conductors of Public service railway company of New Jersey, Brief and argument on behalf of Public service Railway company. New Jersey. {NewarM, N. J., Arthur IW. Cross, law printer, 1918| 3 p. 1,, 137 p, tables (part fold.) diagrs. 28cm. At head of title i National war labor board, Washington, D. C. /"^ m0Sm RESTRICTIONS ON USE: TECHNICAL MICROFORM DATA FILM SiZE:_25jDfljQ£^ REDUCTION RATIO; \7kk IMAGE PLACEMENT: lA (5) IB IIB DATE FILMED; ^-"310 ^A INITIALS : Ob TRACKING # : f^5H OJii'7 / FILMED BY PRESERVATION RESOURCES, BETHLEHEM. PA. CiS CJ|! Iflllllllll 3 'Q-nn CD yy 2.rn O ^— . ■■■■■■I ..dP^llk. 3 oorsi C3 ^Rif 01^ 3 > ri o m ^^^ ■■■■■1 O Tl CU iiJ # 'T1 1 M3i %J O Q CD'S 13 N INI ^' \i 9^. c^^ ^^ a, ^' M O O 3 i ^ (II o o o 3 O ^ il^l=IS|5|?|S|?|5|- uw CO N3 00 a ~ s I^IK 1.0 mm 1.5 mm 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiKlmnopqrstuvwxy; 1 23456 7890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 2.5 mm 1234567890 ^<^^^ .^>^ fo f^ -:% V € ■^^ ^ '>i^ V>^. c? 4^ c^ L^ .*** V <' ^<' ■It ^Ij^JJ -i. fp ^Sr O O ^ m Tj 6 = *^ ^ 2 x" I Tj ^ r> O 00 3D O m •^. '^. < ^cr ^ i? ^W^tp ai ^ > Car House. Bergen Street Roseville Central South Orange Miller Montrose Orange & Passaic Valley Montclair Paterson Broadway Terminal Elizabeth Milltown Perth Amboy Dunellen Westfield Newton Avenue Riverside Edgewater Rutherford City and County. Newark, East Orange, Newark, Newark, Newark, West Orange, Orange, Montclair, Paterson, Paterson, Elizabeth, New Brunswick, Perth Amboy, Dunellen, Westfield, Camden, Riverside, Edgewater, East Rutherford, Essex " Essex " Essex " Essex •• Essex " Essex Co. Essex Co. Essex Co. Passaic Co. Passaic Co. Union Co. Middlesex Co. Middlesex Co. Middlesex Co. Union Co. Camden Co. Burlington Co. Bergen Co. Bergen Co. Number of Trainmen. 90 235 49 128 171 U ■l 117 290 147 89 28 81 16 439 63 66 87 Total 3,622 . These men and women are not compelled to live in congested centers of the large cities, but are scattered all over the State, as above set forth, and are enabled to reside in the suburbs and less thickly settled sections. V. WAGE CONDITIONS AFFECTING MOTORMEN AND CONDUCTORS OF PUBUC SERVICE RAILWAY COMPANY. Ever since the present ownership secured con- trol of the property now constituting Public Service Railway, due regard has been shown for the rights and welfare of the trainmen and their compensation has been increased from time to time. When the present owners took hold in 1903 the platform men were receiving nineteen to twenty-two cents an hour graduated according to length of service. Seven times during tie intervening years increases in pay were vol- untarily granted by the Company until, by June 1, 1918, the lowest paid platform men were re- ceiving twenty-eight cents an hour and from this base the wage scale ascended to thirty- four cents an hour. The rates of pay that pre- vailed from July 1, 1903, to June 1, 1918, were as follows: PUBLIC SERVICE RAILWAY COMPANY. Scale of Wages for Trainmen. (In cents per hour.) |8 is Effective 1.1-1907 Effective 1-1-1910 Effective 11-1911 Effective 1-1-1912 Effective 1-1-1914 Effective 7-1-1916 Effective 101-1917 nm Year: ■ 1st 6 montlis 19c 20c 21c 22c 23c 23c 25c 28c 2nd 6 months 19c 20c 21c 22c 28c 24e 25c 28c Second Year 19c 21c 22c 23c 24c 25c 27c 29c Third Year Me 21c 23c 24c 25c 26c 28c 30c Vourth Year 20c 21c 23c 24c 25c 26c 28c 30c .Rftii Year 20c 21c 23c 24c 25c 27c 29c 31c Sixth Year 20c 22c 23c 24c 25c 27c 29c 31c ^itemth Year 20c 22c 23c 24c 25c 28c 30c 32c Silith Year 21c 22c 23c 24c 25c 28c 30c 32c Ninth Year 21c 22c 23c 24c 25c 29c 31c 33c Tenth Year 21c 22c 23c 24c 25c 29c 31c 33c After 10 years 22c 23c 24c 24%c 25c 30c 32c 34c It became apparent to the management early in the current year that the wage scale put into effect October 1, 1917, would have to be altered to meet changing conditions and when, on March 5 last, the Company filed an application with the New Jersey State Board of Public Utility Commissioners for increased rates there was included in the petition an amount sufficient to allow all trainmen an additional two cents per hour. It was hoped that a decision would speed- to » #..' ■"■^. m* ^ r .* 9 ily be reached in the rate case — ^which was of an emergency character — ^but the sessions were so protracted that on June 1, 1918, without wait- ing for the decision, the Company gave its em- ployees the benefit of the two cents an hour in- crease in pay. * On June 4, 1918, the General Superintendent of the Company received the following unsigned petition : We, the undersigned, employees of Public Service Railway & Railroad Corporation of the State of New Jersey, Platform men, do hereby submit this petition in order to make a demand for an Increase in wages, which we deem necessary at this time, in view of the high cost of living, and we be- lieve that you will agree with us that it is almost impossible to provide the necessaries of life on the prevailng rate of wages. We would therefore submit that on and after June 1st, 1918, the rate of wages be Forty-five cents (45c) per hour flat for scheduled time and Sixty cents (60c) per hour for overtime. Scheduled time shall be considered as 10 hours per day. We would also call your attention to the fact that we con- sider it unnecessary to employ women on the back end of cars as the men will be found loyal and there will be no dlfilculty in securing the services of men should your Com- pany find it within its choice to pay a fair rate of wages. Respectfully submitted. The men who submitted the foregoing petition declared they had been selected by their fellow workers and were authorized to speak and act for them. They asked for a formal, personal in- terview and their request was readily acceded to, the time for said interview being fixed for June 5. At the appointed time a committee of fif- teen trainmen, made up of representatives of different car houses called at the office of the General Superintendent in Newark. The men, in response to a specific inquiry, reiterated that they officially represented, anci were empowered to speak for all of the trainmen. The President \ } t 10 of the Company invited the men to the director's room, adjoining his office, where he and several other officers of the Company received them. The President read the following statement: June 5, 1918. Public Service Railway Company Is fully cognizant of the ezlstlns burdens caused by the war cost of living. Some months ago, when the company presented its application to ll» BiMWd of Public Utilty Commissioners for increased reve- mam, llmre was Included in its statement a flat two-cents-per^ hour raise in wages for the trainmen, which, at that time, the Cfunfany llmiiglil would meet the needs of the men. The case before the Board of Public Utility Commissioners has taken so much longer llian was anticipated that on June 1st the company mt Into effect Ibis increase without waiting for the decision in the ease. It la apparent that this new raise is not suffl- cient to meet preaent-day condiUons. In an eflfort to do full Justice to the trainmen and in the confident hope that the Board of Public Utility Commissioners mrlU, in its decision. recognlie the necessity which has impelled the action of the company, the latter has decided to put into effect as of June 15. next, special rates of compensation to motormen and Inctors, Including women conductors, which the com- ly now flnils It necessary to employ. The special rates which will prevail while the war conditions last are as fol- Vor tlio int six months' service (covering the period of learning the business) 30c per hour After the first six months and until the end of the fifth year 35© per hour After five years 40c per hour A minimum wage of 117.60 Is assured every trainman who anaweni all roll-calls and performs such duties as may be ■MlffMd. To all persons entering the employ of the company for the first time, an extra payment of %10M will be made upon comiilotlon of thirty days' actual platform service. The date set for the foregoing rates to become effective Is the earnest possible time by which the company's rate case can be decided by the Utility Board and increased revenues provided to meet Increased payrolls, but the operation of the schedule herein promised is not made conditional upon the decision. Under existing clrcumstahces the company will have to take that risk. The company having thus recognized the needs of its em- ployees, now bespeaks their fUH co-operation in the proper operation of the property which is so vital to the successful conduct of the war industries located In New Jersey. \ J. ^ i i u When the President had submitted his propo- sition the members of the committee asked for an opportunity to consider it alone. The Company officials thereupon retired. When they an- nounced they had reached a conclusion the Presi- dent and other officials of the Company returned to the meeting room. Speaking for the com- mittee, William Wepner, its chairman, declared that the men had given careful consideration to the proposition in all its aspects and had voted unanimously to accept, on behalf of the men, the Company's offer. He expressed appreciation of the cordial manner in which the committee had been received and stated that the committeemen would inform their fellow workers of the ac- ceptance of the proposition and of what the com- mittee **had accomplished for them." Asked the question, Mr. Wepner replied that the acceptance was not conditioned upon any further conference or agreement on the part of the trainmen as the committee was authorized to act for them. That night, June 5th, meetings of trainmen were held in Newark, Paterson, West Hoboken and New Brunswick. Copies of the President's statement, as set forth above, were read to at least the first three meetings. In Paterson the men cheered the report of the committee and the Company and the meeting adjourned early. In New Brunswick only relatively few of the men attended the meeting. In Newark and in West Hoboken the sessions were delayed in starting, and prolonged. Numbers of men left the meet- ing room for brief intervals and returned. The Newark and West Hoboken gatherings were in communication with each other by telephone. At the Newark meeting a suggestion to repudiate the committee's acceptance of the Company's ^ 12 offer was made and lively scenes ensued. About midnight a special committee was named to wait upon the General Superintendent to see if the offer would be modified. This committee met the General Superintendent shortly before 1 o'clock on the morning of June 6th and upon being informed that the President's proposition could not be changed in his absence, returned to the hall. In the meantime a number of the men had left the meeting room and those who remained voted not to report for work that morning. No notice was given to the public, but groups of men visited the various car houses and intercepted such men as were re- porting for the early runs and endeavored to dissuade them from working by telling them that a strike had been called. With some they were successful; others refused to heed the ap- peals. When the tens of thonsands of patrons of the Company were ready to start for work on the monSg of June 6th they found the street car service badly crippled in three of the six di- visions of the Company's system. In the Essex division, which includes Newark, about one-third of the cars were in operation; in the Hudson division, which radiates from Jersey City, the conditions were about the same; in the Passaic division, which includes Paterson, all the early cars were taken out but were lat^r returned to the car house because of pressure exerted on the men working by strikers from Newark and else- where. In the Central division, which takes in Elizabeth, New Brunswick and Perth Amboy the service was practically nil but in the Bergen and Southern divisions, the latter of which cen- ters around Camden, the effect of the strike was not perceptible. Not a man quit work in the Southern division. 4, I ^.. i A 13 On the morning of June 6th President Mc- Carter issued the following appeal to the men: PUBLIC SERVICE RAILWAY COMPANY. June 6, 1918. To the Trainmen of Public Service Railway Company: I appeal to your patriotism and sense of right to return to your duties forthwith in order that the Railway system of the Company may be operated, the war industries in New Jersey not impeded and the public be not further incon- venienced in this critical hour of the Nation's history. The Company has done its part. It has given all the men a substantial raise and a further large increase, effective June 15th, to all except the very new and inexperienced men. This is all that the industry will bear and when the new scale is in effect, you will all receive a reasonable wage for the service rendered even under present conditions. You have a duty in the premises. Only yesterday you sent a Committee to present your requests and empowered to act. This Committee unanimously accepted the proposi- tion of the Company. In these times you certainly cannot afford to place yourselves in the attitude that you have assumed by repudiating the action of the Committee and paralyzing the local transportation of this State without warning to the Company or the public. Be men. Be patriots. Return to your cars. Do your duty. You will always find me ready to help the loyal em- ployees of the Company to the limit of my ability. THOS. N. McCARTER, President Later in the same morning, the Company, act- ing through its President, issued the following statement to the public: The employees of Public Service Railway Company who have refused to operate their cars today have committed a gross breach of faith with the company and with the public, which no fairminded man should countenance. The Company distinctly recognizes its obligation to the Nation and to the public of this community to operate its system as efficiently as possible, and it also recognizes that the men have needs which it must meet by an increase in the pay-roll. Yesterday morning I was waited on by a committee of approximately fifteen representa}:ives of the men (one from each car-house) who said they came authorized to treat with the company and empowered to act. Notwithstanding that A saii JBm mK 15 on Inst Saturday a two-cent flat raise per hour had been given the men, in further recognition of existing conditions, as anthofflMd hy the Board of Directors of the company, I offered the men, through this committee, the following wage ■cult, effective June 15th: For the first six months' service (covering the period of learning the business) 30c per hour After the first six months and until the end of the fifth year 35c per hour After five years . 40c per hour A minimum wage of 117.50 is assured every trainman who answers all roll-calls and performs such duties as may be anilgiMd. To all persons entering the employ of the company for the first time, an extra payment of flO.OO will be made upon eonipletion of thirty days' actual platform service. TMi schedule involves an increase in the company's pay- roll, over that in effect prior to June 1st, of approximately 1160,000, gives a substantial raise to all the trainmen and a very large raise to all the trainmen except the new and in- experienced men who have been with the company less than six months. The CommitlM asked to be allowed to consider this offer by Itself and the officers of the company withdrew from the MMtiiif . In about half an hour we were requested to return, and were thereupon informed by the Committee that it had unanimously accepted the proposition, was grateful for the gmerfMiity of the company, and that the matter might be regarded as closed. Without further warning or communica- tion of any character, the men held meetings last night and, in some localities, repudiated the action of their Committee and ordered a walk-out this morning. No consideration was given by the men to the transportation of the thousands of ship-yard employees at an early hour this morning, nor to the public generally; nor was any opportunity given to the company to enable it to meet the situation as best it might. It was only due to the loyalty of a considerable portion of the moD that the company was able to render such service as furnished. This situation would be bad enough at any , iiitt is intolerable when the country is at war. I isve issued an appeal to the patriotism and fairmindedness of the men to return to their cars today. The company has gone the limit on the wage question. Under the new scale every trainman who has worked more tlian six months, up to five years, will earn a minimum of IIJO for a day's work, and those who have been in the employ of the company over five years will earn a minimum of $4.00. The labor involved is responsible and exacting, but not skilled. The company has met the full measure of Its responsibility In the premises, confident in the expectation \ ■^ *-• "* t, ^' ' \ that it win be protected in its ability to meet the increased obligation which the raise in wages will involve, by the Public Utility Commission of the State. Still later in the same day the President of the Company made an effort to get in communi- cation with former President Taft, one of the co-chairmen of your Honorable Board, but was unsuccessful. The President of the Company subsequently on that same day received an in- quiry over the telephone from Hon. Thomas L. Eaymond, Director of the Department of Streets and Public Improvements of the City Commis- sion of the City of Newark, asking if he would be willing to meet a delegation of trainmen if a conference should be arranged the following day. The President replied that he would do anything within reason to compose a situation that was so seriously inconveniencing the public. On the following morning, June 7th, the Com- pany, acting through its President, issued the following statement to the public: In the distressing situation which exists between Public Service Railway Company and its trainmen, the paramount issue Is the obligation to the nation. The State of New Jersey Is honeycombed with war industries of vital importance. The successful operation of these industries is altogether dependent upon the prompt and uninterrupted transportation of workers therein. The company, appreciating its duty in the premises, voluntarily raised the wages of the trainmen, in anticipation of increased revenues which it hopes will be granted by the Public Utility Commission, but it did not stop there. Realizing that economic conditions had changed since the foregoing rate was first projected, the Board of Directors, at Its regular meeting on Tuesday last, authorized me to make further raises. Day before yesterday I met a committee of the men representing all the car-houses in the northern section of the State, selected and empowered by the men to act in their behalf, and made an offer of a further substantial raise to the trainmen, to date from June 15th,— the effect of which is to give the men who have been In the company's employ more than six months an approximate average raise of 60c per day over the schedule in force prior A 16 to June l8t. To this the Committee representing the men UDaiilraoiisly agreed, mnil thanked the company for its gen- erosity. Later a considerable portion of the men repudiated the action of their committee and ordered an immediate walk- out, without warning to the company or to the public, which has caused great distress to the travelling public and much hindrance to the war industries and other business in this community. The company feels, and I think the public feels, outraged at this breach of faith on the part of the trainmen participating therein. In the territory affected the service Is about one-third normal. In rroognltion of the loyalty of the men who have stood by the eompany and the public In this crlal% and in a tplHt of concftlatlon to all, the company has decided to antedate aiMl put into effect at of yesterday the •ciMiiale hemtofore promiilfated as effective June l&th. The omiiwiy feels that in authorizing this vast raise, amounting to |e50.000 per year, prior to the determination of its pending application for an Increase in revenue, It has done more than ita part, but it cannot forget that the successful prosecution of tie war Is the prime consideration of all patriotic Americans. The Government has created a War Labor Board to care for Just snch situations as this, but that Board, the only oileial body having any Jurisdiction over a case of this ctefactar, has already determined that it will not under- take the consideration of a case while a condition of strike CBlila. U tMB wmm will return to work, and then still feel liat they have any grfevance of wage or otherwise, the opportunity Is open to them to appeal to the Labor Board at Washington, of which former President William H. Taft •nd Mr. Frank P. Walsh are the Joint chairmen. The Labor Biard does not accept Jurisdiction except where both partiea aevM to submit to Its decision. The Railway CJompany pledges iti«If that If the trainmen return to work and then decide to lay their ease before the Labor Board at Washington, the Ciompany will abide by the result. I made an unsuccessful rttort yesterday to get into communication with Judge Taft. Mr. B. L. Worden. Oeneral Manager of the Submarine Boat C3orporatlon*s plant at Port Newark, is a member of this Labor li 11. Paragraph 11 i^ denied. Replying to demands A and B of the statement of grievances, the Com- pany respectfully sub- mits that the present rate o f compensation a s granted by the Company effective June 6th and ac- cepted by the Committee representing the men, as previously stated in this brief, constitutes a living wage, and is sufficient to insure the subsistence of the worker and his fam- ily in health and reason- able comfort Replying to demands C to H, both inclusive, the Company alleges ' k. \ / be performed during 11 consecutive hours. D. Regular time to be all time put in by em- ployees whether actually working or waiting un- der orders to work. E. Overtime to be all work performed or wait- ing under orders to work in excess of 10 hours. F. That any regular scheduled trip or run completed in less than 10 hours, but in more than 9 hours to be paid for as a full working day, and any such trip or run completed in 9 hours, but in more than 8 hours shall be paid for as if the trip or run had taken 9 hours to complete. G. All extra men who answer all roll-calls shall be paid at the rate of $20 per week. H. No employee whg ends one day's work aft- er 10 P. M. shall be obliged to resume work until 12 hours later. I. All employees dis- charged for legitimate trade union activities to be reinstated to the for- mer positions. that present working con- ditions are necessary and reasonable and in the public interest should be maintained. Replying to demand I, the Company respectful- ly submits that there have been no employees discharged for the rea- sons set forth therein. _„/■ / 26 Your petitioners there- fore pray that an early date nay be fixed by your Honorable Board for a hearing and argu- ment of their said griev- aaees to the end that no further controversy be- tween the parties hereto shall delay and obstruct production necessary for the effective conduct of the war. And your peti- tioners will ever pray. The Brotherhood of Street Eailway and Eail- road Workers of New Jersey. William Wbpioir, President, 159 Myrtle Avenue, Irvington, N. J. AKTHua Afflbtoi^, Secretary, 832 Paterson Avenue, East Eutherford, *N. J. Hehky Carless, Counsel, 9 Clinton Street, Newark, N. J. I • / / ( 27 The issues presented herein logically fall and will be discussed under three general heads, namely : Working Conditions, The Living Wage, and Eesults of Granting the Demands of the Men. VII. THE WORKING CONDITIONS AT PRESENT EXISTING ON THIS PROPERTY ARE REA- SONABLE AND SHOULD, IN THE PUB- Lie INTEREST, BE MAINTAINED. Working conditions as embraced in the griev- ances presented by the trainmen of Public Ser- vice Eailway Company cover: (a) Hours of Labor. (b) The Spread, or Outside Time, in which Such Hours of Work are Accomplished. (c) The Rest Periods Afforded. (d) Allowances for Time Not Actually Spent on the Platform. (e) Payments for Waiting Time. (f) Guaranteed Time. (g) The Question of What Shall be Consid- ered Overtime and the Eate of Pay Therefor. HOURS OF LABOR. The first claim of this Company is that the prevailing working conditions are at least as fav- orable as those obtaining on any electric rail- way property in America and as nearly perfect as the exigencies of electric railway operations will permit. It will not be denied by anyone that the operation of electric railways is not compar- able with the operation of industrial plants be- cause of the impossibility of establishing an ar- bitrary quitting time. It is in fact the operation \ 28 of these very industrial plants which to a large degree fixes automatically the spread, or outside time for street railway peak operation. The operation of a given line admits of only two men "quitting" work at an identical time, the other platform men finishing at subsequent periods de- termined by the headway operated on the re- spective routes. The runs on Public Service lines are con- structed to provide as nearly as possible a ten- hour working period. This is and always has been considered to be the desirable working period for men in the street railway transporta- tion field, and is necessary because of tlie pe- culiar characteristics of the business. SPREAD, OR OUTSIDE TIME, OF RUNS. The spread or outside time is absolutely de- paident upon the rush hour or peak demands; that is to say the beginning of the early morn- ing passenger demand and the conclusion of the evening peak demand, provides the controlling factor in determining the hours within which a trainman may complete his day's work. Other elements are the location of the car houses with reference to the origin of peak business and the impracticability of constructing a car house for each line. That location must be selected which will in the judgment of the operating officers best meet the general requirements of the sys- tem, and this involves, of course, the minimizing of the spread time of the trainmen, as well as economies of operation consistent with properly and conveniently meeting the peak passenger de- mands. As indicating the spread requirements on cer- tain typical lines, there is submitted a tabulation for ten trunk routes of Public Service Railwav 1 y 29 Company showing the extent in period of time of the rush demand, both A. M. and P. M., and the total spread which these demands necessi- tate. It will be seen from the average that the period from the beginning of the A. M. rush to the conclusion of the P. M. rush is thirteen hours and thirty minute^ (13 hr. 30 min.) with a minimum spread shown on the Clifton Line of twelve hours and fifty-two minutes (12 hr. 52 min.) and a maximum on the Broad Line, one of the heaviest routes of the system, of fifteen hours and one minute (15 hr. 1 min). Coupled with this long spread is the heavy peak car de- mand as compared with the non-rush require- ments, some lines requiring as high as 225% to 250% rush service over the midday necessities. Under such conditions, it is manifestly imprac- ticable to produce a time table which would sub- stantially change the results now being obtained on Public Service lines and insure to the men a reasonable day's work, which latter after all is the desideratum. Another controlling difficulty is the large num- ber of lines of considerable length, the round trip time of which is of such duration as to pro- hibit the reduction of the spread time of runs below those now prevailing (even if the men should desire that this be done, which we be- lieve is not the case), and maintain a reasonable day's work. 30 SPREAD TIME OF PEAK DEMANDS ON CERTAIN TYPICAL UNES OF PUBLIC SERVICE RAILWAY COMPANY. Peak Line Begins Orange 5.51 Broad 5.02 Clifton 5.50 Greenville 6.44 Palisade 6.05 Union Hill .... 6.00 West New York 5.30 Haddon Heights . . 5.45 Haddonfleld 6.00 Federal 6.00 AVERAGE A. SAm P.M. P.M. Spread of Peak Peak Peak Peak Ends Begins Ends Demands 9.03 4.33 7.00 13.09 10.10 3.44 8.03 15.01 9.52 4.48 6.42 12.52 9.47 3.32 7.04 13.20 8.45 5.30 7.10 13.05 9.25 3.40 7.30 13.30 9.15 4.00 7.15 13.45 9.25 4.30 7.30 13.45 9.20 4.30 7.15 13.15 9.40 3.50 7.20 13.20 13 hours 30 minutes Note: Spread is figured from Pull Out Time in A. M. to Pull In Time in P. M., for service above midday requirements. It is not true that the hours of work of train- men are spread over excessive periods of time, as is sho^Ti by an inspection of Public Service Eailway time tables, the results of which, as to the spread period for all runs of nine hours or more, are indicated in the following tabulation: Number Per Cent. Total No. of Runs paying Nine Hours or Over. . 1531 No. of Runs finishing within Twelve Hours 694 " *• " " between 12 and 13 hours 504 •• •' •• *• " 13 " 14 " 294 14 " 15 " 39 «• «< •I «• 100.0 45.3 32.9 19.2 2.6 II «« «f M M. II Cumulative No. of Runs finishing within Twelve Hours 694 45.3 Thirteen Hours... 1198 78.2 Fourteen Hours . . . 1492 97.4 Fifteen Hours 1531 100.0 Average Outside or Spread Time per Run— 12 hours 17 minutes. It will be seen from the above that of a total of 1531 runs, 45 per cent., or 694, conclude the day's work within a twelve-hour period. These 694, in periods of spread, are divided as follows : Between Nine and Nine and One-half Hours 35 Runs ** Nine and One-half and Ten Hours 34 " ** Ten and Ten and One-half Hours 28 " ( J 31 Between Ten and One-half and Eleven Hours 132 Runs " Eleven and Eleven and One-half Hours 201 " " Eleven and One-half and Twelve Hours... 264 " 094 «« From data available we have prepared a list showing the spread time on a few of the large companies of the country. It must be under- stood that these records do not indicate entirely the complexion of the time tables inasmuch as there is a considerable difference in the method of developing such schedules, one company en- deavoring to include all work time within defin- itely assigned runs of substantial length and thus reducing to an almost negligible quantity the tripper assignments which total per unit only a small number of hours, while other com- panies have a very large percentage of trippers and these, not being included in assigned runs, are not considered in the tabulation. SPREAD TIME OF RUNS ON SOME REPRESENTATIVE EI EC TRIC RAILWAY COMPANIEJS OP THE UNITED STATES. I*- §*- iv, §*. 2 PerCentof §o« §o„ g^ §^, g Total Runs City «§« -gtf 15 gS ^iS U . 5^1 5^S 2^3 f3 S| |l fl 2ou^ tZcuii Sicug ottig Sep Ogj t)$3 ^os^^on 2.51 27.6 13.5 30.0 70.0 Buffalo 20.00 16.2 4.2 ... 14.5 40.4 59.6 Over Louisville 11.4 19.8 10.6 21.5 18.0 63.3 36.7 Los Angreles (L. A. Ry.) 13.6 24.4 7.9 1.2 15.0 47.1 52.9 Los Angreles (Pao Elec) ....14.1 9.8 2.9 1.0 15.5 27.8 71.2 Milwaukee 31.3 88.5 9.0 9.4 15.5 88.2 11.8 Minneapolis 32.9 46.4 13.6 79.3 20.7 Public Service Railway Co. ...32.9 19.2 2.6 ... 14.5 54.7 45.3 Oakland 12.0 12.2 6.3 ... 14.5 30.5 69.5 Philadelphia 9.7 23.0 13.5 32.7 67.3 •San Francisco ..44.3 20.4 5.5 ... 14.5 70.2 29.8 Seattle 17.4 12.1 0.5 0.2 15.0 30.2 69.8 Washlngrton (Cap- ital Traction) ..15.2 12.4 3.6 16.4 17.5 47.6 52.4 • United R. Rs. 32 It will be s^ceii from the foregoing that on Pnblic Service property, fifty-four per cent, of rnns exceed twelve hours in the total spread, but less than three per cent, of these go beyond fourteen hours, with a maxinium time of four- teen and one-half hours. Another table which has been prepared fur- ther indicates the excellence of Public Service conditions and shows the very large percentage of runs of nine hours and more and the exceed- ingly small number of hours not incorporated into duly assigned runs — in other w^ords, per- formed by what are commonly know^n as trip- pers. The results indicated by this tabulation should be considered in connection with the spread time development. The compensation to the men as indicated by the number of hours of pay-roll time it will be seen is uniformly high, and we believe is in excess of what maintains generally throughout the country. This is con- tirmed by a development in the same tabulation, showing the operation from a particular car bouse of a large eastern company now working under agreement with the Amalgamated Associa- tion of Street and Electric Railway Employees. In this table included below there is shown the actual working hours, the spread time, the num- ber of trippers in proportion to the runs, the average hours of work of assigned runs and the average spread time of assigned runs. The comparison of these figures with those maintain- ing for Public Service property is as follows: ....Ik J ^ 33 AVERAGE DISTRIBUTION OF TIME TABLE HOURS PUBLIC SERVICE RAILWAY AS COMPARED WITH A TYPICAL CAR HOUSE OF A LARGE EASTERN PROPERTY. Typical Car House Large Public Eastern Service Street Railway Railway System Average Pay Roll Hours for Runs 8:52 10:09 Average Spread for Runs 11:19 12:08 Total Platform Hours 942: 53 16,542 : 35 " " " in Runs 806 : 03 16,241 : 47 " in Trippers .. . 136:50 300:48 Tripper Hours, Percentage of Total Platform Hours 14.7% 1.8% If the same percentage (14.7%) were applied to Public Service, the tripper hours would be 2431 :45 instead of 300 :48 hours, requiring 1,600 additional men. That the hours of laibor obtaining on Public Service may be considered reasonaible is further evidenced by agreements made by the unions with various companies throughout the country. As an illustration of this there may be pointed out the agreement entered into in 1915 for three years between the Amalgamated Association of Street and Electric Eailway Employees and the Chicago Surface Lines, which provides that all runs shall be completed within sixteen consecu- tive hours and that eighty per cent of the runs shall be scheduled for completion within fourteen hours of time. (See 1915 Proceedings of Amal- gamated Association, page 7.) This should be compared with the situation on Public Service lines, where but 2.6 per cent of the runs require a spread of more than fourteen hours with the maximum spread time of fourteen and one-half hours, and ninety-seven and four-tenths per cent, of the runs are concluded within fourteen hours. } mm iMi /' 34 We would also direct attention to the fact that the Boston Elevated Railway Company op- crating under agreement with the Amalgamated Association of Street and Electric Railway Em- ployees and in compliance with a Nine in Eleven Hours Law effective in Massachusetts, has twen- ty-seven and one-half per cent, of total runs con- cluding in a period of more than thirteen and less than fourteen hours, whereas Public Service has but nineteen and two-tenths per cent, in this period, with two and six-tenths per cent, conclud- ing in the fourteen to fifteen hour period, making a combined percentage of twenty-one and eight- tenths per cent, for Public Service where the spread time covers thirteen hours or more, as against the twenty-seven and one-half per cent, on the Boston Elevated Lines. In connection with these results, there should be considered the great number of trippers operated on the Bos- ton Elevated Lines as against the negligible quantity in New Jersey. A very serious result which would follow an arbitrary reduction in the spread time as recom- mended in the petition, is the increased number of employees which would be required to give an equivalent service, namely an addition of thirty- one per cent., or 1071 men. With the present number of trainmen the service of the Company would have to be curtailed to an extent which, on the basis of the average haulage throughout the day, would mean that 163,300 passengers would be denied transportation daily, or 59,622,000 annually. Another most unfortunate result would be the reduced earnings of the trainmen, a condition which we are satisfied our employees would re- sent if fully informed as to what is involved in the suggested change. 35 We have as an exhibit certain typical time tables now in effect on this property, and have developed therefrom as is shown in the table herewith, the re-arrangement of runs that would be required if we attempted to meet the ten hours in eleven suggestion in the petition. / \ < ■MM Miiiii ^•v iE 5 m O u m O > H 2 o o yU 36 'Say iw9iI'»o jCh^I -JiAv 1111)1 J««I ouifx 'Say woddiJj. 'ON 55 jw ' ijisf «' « m «i m m^ S la o ifPif 1^^ IMP' m ■«•■ w •» ©0 -* W O 00 v3Dt "^jp 00* m m m Mi r4 lO '00

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""O* r^ e^ 04 TO TO ^ O lO o TO' TO' ^ 10 iS 'S 9 TO TO »0 lO O -"T * - * • TO TO TO O t0 O TO TO •« O TO © fH fH O 10 o 'TO CO -^ I© « t- o lo e • • • TO TO •• TO t- © TO TO TO *•• TO TO © © to tH • • * TO TO ■^ O 10 © TO TO ^ TO TO © TO • • • TO TO TO © |0 O t» TO TO TO ^ TO © 10 © TO "^ ^ © lO O TO 09 -^ © lO © TO TO ^ 'S ■ • © W» V c « t o t- T-t TO • • * TO TO TO © lO © TO TO ^ TO t* fH TO TO iH © lO © lO <« TO TO 'W TO « • • TO TO TO © to e TO TO ^ TO © TO e 10 • • A TO TO s 9 I •»r TO 10 C0 TO TO TO © 10 © TO TO 'i" "♦WTO TO TO 1-1 • _• • © © M © !S o •e TO <« ©to © • • • TO TO « © to TO TO © m X TO *-* TO to 9 ^>-- V. 37 The general results shown by the exhibit here referred to, may be summarized as follows: Proposed 10 Hours Present In 11 General Average Pay per Day per Man @ 30c |2.87 $2.25 « « « u u u « u 35g 3 34 2.62 " " " " " " " " 40c 3.82 2.99 No. of Crews on Fun Runs 266 217 Which means that 49 crews or 98 men, representing 18% of the crews at present working full paid runs, would be forced on the extra list, and have to work trippers. No. of Crews on Trippers 27 155 Additional Crews of Trippers Under Pro- posed Plan 128 Total Crews Now Required 266 plus 27=293 " Required in 10 in 11 217 plus 155=372. an increase of 79, or 27 per cent. On the tables as at present arranged there are 266 crews making full day's pay. Tables arranged to meet the ten in eleven stipulation would allow but 217 crews to obtain a full day's pay, a reduction of 49 crews, or 98 men, making eighteen per cent (18%) of crews at present se- curing a full day's pay, who would necessarily have to return to the extra list and work the short trippers. On the present table, as above, there are but twenty-seven (27) trippers where- as on the tables developed in accordance with the suggested plan, there would be 155 trippers. Properly to man the service in accordance with our present arrangements, 293 crews are re- quired on these tables, whereas under the pro- posed scheme 372 crews would be needed, an in- crease of 79 crews, 158 men, or 27 per cent, additional trainmen. The cost to the Company of reducing the spead of runs as suggested in the petition would be $370,344 annually, if it were found to be practicable to follow out the suggestion. The IlWJF experience of the Boston Elevated Railway Com- pany will clearly show that in street railway operation it is impossible to meet such an inflex- ible standard and at the same time maintain the present earning power of Public Service train- men or provide the service that the communities require. The comparative results of the two methods of time table construction as to ar- rangement of runs, pay and spread are as fol- lows : COMPARATIVE RESULTS OF USING BOSTON METHOD AND PUBLIC SERVICE METHOD IN CONSTRUCT- ING A TYPICAL TIME TABLE. Public Service Increase Boston Railway or Method kethod Decrease Numtier of Riins 91 d2 1 Inc. Number of Details or Trippers 61 26 35 Dec. If mailer of Crews Needed. 133 118 30 Men Dec. Avemce Pay (in Hours) .8:52 9:18 26 Min. Inc. Average Spread (in Hours). ..11:17 10:67 20 " Dec. IfJDdiiivii Spread (in Hours). 14: 02 13:02 IHr.Dec. Note: Boston Method is to bring 70% of runs into nine hours in eleven and the balance, or 30%, into nine hours in fourteen. Public Service method is without any fixed percentages and follows the general plan of furnishing as many full paid (over 8 hrs.) runs as possible, with a minimum of trippers Citotails), at the same time keeping the maximum spread within a reasonable limit. We respectfully submit to your Honorable Mmxd: That the sprer^d time of the runs of trainmen in electric railway operation is controlled by cer- tain peculiarities of the business which cannot be avoided ; That the spread time of runs on Public Ser- vice Eailway lines is reasonable and compares most favorably with that on other electric rail- ways throughout the country; % i '■•■ ♦ < 3d That the runs on Public Service Railway are so arranged as to give the men reasonable work- ing periods and satisfactory compensation; That any arbitrary reduction in the ** outside time'' of runs would necessitate large additions to the present working force, or would involve a drastic curtailment of present service, with consequent inconvenience to the traveling public. This is contrary to the principle of maximum production established by this Board. REST PERIODS. Every care is exercised to allow men rest time of sufficient duration. To indicate the actual conditions, there is submitted a table showing the rest periods intervening for the men on the extra list at three typical car houses. These cover a period of seven days, June 10th to 16th inclusive, and are thoroughly indicative of pre- vailing practice. TABLE SHOWING AVERAGE REST PERIODS AT THREE TYPICAL CAR HOUSES. PUBUC SERVICE RAILWAY COMPANY. Rest Periods of over 15 hours 21 " 14 to 15 hours 9 fi M M U U 13 14 12 13 11 12 10 11 9 10 8 9 «« (( Under 8 hours. 21 or 7.5% 9 3.2 20 7.1 41 14.6 73 26.0 42 14.9 18 6.4 4 1.4 53 18.9 Total 100.0 Those cases where the rest period was below eight hours are accounted for by the fact that necessity arose to provide extra service on account of parks and special events, but this work was in all cases performed voluntarily by the men. The rules of the Company provide that wher- ever practicable a man must be allowed a rea- sonable length of time between the conclusion of a day's work and reporting for roll call. An extra man who completes his day after 10:00 P. M. is not required to report for roll call until 10:00 A. M. on the following day. / 40 41 On days of extremely heavy demand requiring late night service, it is not at all times practic- able to observe a 12-hoiir rest period and prop- erly serve the public. Unfailing adherence to this rnle woxJd necessitate largely augmented extra lists with consequent additional burdens on the public by the reduction of maximum pro- duction and the curtailment of service. ALLOWANCE FOR TOiE NOT ACTUALLY SPENT ON The practice of allowing for the difference be- tween ten hours and the time actually made by the trainmen when it reaches a period over nine hours and less than ten hours, or of allowing time sufficient to bring the payroll time to nine hours where the run ends in a period between eight and nine hours, is not general. It is true that in some instances companies allow to the next following fifteen minute period. We have no knowledge, however, of an allowance which might amount to 59 minutes per man ; that is, a run ending in nine hours and one minute, if the practice suggested were followed, would require the payment of ten hours, or an allowed time of fifty-nine minutes. The adoption of this prac- tice would burden the Company with a double time payment, that is to say, a pajmfient of al- lowed time and the payment to a trainman who actually performed work to complete the sched- uled service up to the next hour. This matter cannot be considered independ- ently of other operating conditions and changes suggested by the trainmen. Its results must be viewed in connection with the reduction of spread time which if met, would reduce the larger percentage of runs below ten hours. Un- der such circumstances and in order to avoid i *■ " "p* < the payment of a heavy overtime charge for all work in excess of ten hours, as has been sug- gested, the time tables would necessarily have to be so constructed as to curtail the number of trips per run to bring the working time below the ten or nine-hour period. The result would be that the Company would either have to pay the time allowance to reach the nine or ten-hour working period, or pay the overtime rate. Such a plan practically provides a bonus and would burden the Company with a large added oper- ating cost, without any compensating advantage to the public. PAYMENT FOR WAITING TIME. GUARANTEED TIME. The questions of payment for waiting time and the guarantee- of a fixed sum of money per week are closely related subjects. Neither of these plans may be considered as conmion prac- tice although this Company has for years main- tained a minimum rate of pay for trainmen. The exigencies of street railway operation make it impracticable at all times to assign work to extra men in advance, it being the extra men, generally speaking, who are affected by the two matters at issue. Sudden disability of regular men, accidents or failure to report without advance notice, make it imperative, in order that service may be maintained, to have extra men available. If such a system were not maintained, the public convenience would be seriously disturbed and it would be quite impossible to observe regularity of headways. This Company, as stated before, attempts to minimize the amount of waiting time, and the following, giving the performance from June 10 to 16 at three typical ear houses I Ill J.9 indicates how negligible a quantity this question is at this time. Out of 281 cases, 31 show sign-iips where men had to wait before being assigned to duty. The total "waiting time'' for these 31 men .amounts to 47 hours and 22 minutes, or an average of one hour and 32 minutes for each of the 31 men. The average is that one day in nine an extra man is signed up for roll-call. On such occa- sions he waits an average of 1 hour and 32 min- utes before being assigned to work. At all times a certain percentage of men fall to report for duty without previous notice, or with notice arriving but a short time before a run is scheduled to start. In stormy weather, or on days following holidays, this condition is more pronounced and thus it will be seen if the practice of having a number of extra men available were discontinued, that at times when the public most needed service — that is during the peak, during heavy rains or snow storms, or in periods of intense cold — operation would be most seriously handicapped, the public great- ly inconvenienced and the work of manufactur. ing and industrial enterprises generally inter- fered with, and their output correspondingly re- stricted. In emergency cases where men are called for work on snow sweepers, etc., they are paid for the time they are on call; but to apply such a plan as ordinary practice would be unjustified, would prove an added burden to the Company, which it would not be justified in assuming, and would lead to abuses which would not alone prove financially costly, but would also seriously interfere with the operation of the property. Men are penalized for failure to report for work / / k -^ V 43 by being placed on the extra list as indicated in the following rule: "When a trainman misses a run or falls to report at time set, he shall lose that day, serving as last extra man, reporting at all roll calls. When he misses after doing a part of a day's work, he shall lose the balance of that day and the next day, serving at the foot of the extra list, reporting at all roll calls. When he misses the second time within twelve months, trainman will serve three days at the foot of the extra list, reporting at all roll calls. Trainman missing the third time within twelve months will serve seven days at the foot of the extra list, and if the third miss is made within the first six months, trainman will be sent to the Division Superintendent to whom a satisfactory explanation must be made. Trainman missing four times within twelve months, if retained in the service, will be liable to assign- ment on the extra list for a period of thirty days. Extra trainmen missing at reporting time or roll call will be governed according to this rule." A regular man under the suggested provision could fail to show up at his regular time, when he did appear be held available for duty (as a penalty) and still receive his regular rate of pay for the hours so held. In the case of an extra man, the conditions would be even worse as he would practically have it in his power to report when he pleased and still be assured of practic- ally full pay as compensation for waiting time. Of course, it may be said that in practice these conditions might be overcome; but it would be found that a rule of this sort, aside from its injustice from the standpoint of the Company and the public as well, is bound to be a source of constant friction and dissatisfaction. The result of the adoption of such a plan would be a reduction in the extra list carried by the Company. It is common practice for street railways wherever possible to carry an extra list of from ten to twenty per cent, to pro- vide for turnovers, emergencies, unusual de- mands for service, etc. One of the principal ob- jects of this is to provide the opportunity for M 40 regular men to lay off for rest and recreation. To penalize the Company by requiring double payment to extra men as the new scheme would require, would, as stated above, undoubtedly mean a reduction in the percentage of extras and a corresponding elimination of lay-off periods for the regular men. The extra list is furthermore the only medium by which the reg- ular organization is maintained and it is there- fore all-important in order that continuous ser- vice may be provided. Prmctically, tile opportunities fmr work are now ao great that the amount of time required to be spent at roll calls is a negligible factor. The weekly guarantee now being paid is $17.50. To increase this to $20.00 a week would be equivalent to paying the men at a forty-cent rate fifty hours a week or of 7.1 hours per day on a seven-day basis and at the thirty-five-cent rate, fifty-seven hours a week, or eight hours per day. In this connection, attention is directed to the plan obtaining on the lines of the Boston Ele- vated Railway Company operating under agree- ment with the Amalgamated Association of Street and Electric Railway Employees whereby a minimum of six and one-half (614) hours per day is guaranteed the trainmen. This amount of time at the maximum rate of 36.75 cents per hour which prevails on that property, amounts to $16.72 for a week of seven days as against the $17.50 minimum guaranteed to Public Ser- vice employees. At the minimum rate prevail- ing on the Boston Elevated lines, 31.5 cents, the guaranteed time per week of seven days amounts to only $14.33. i The Company respectfully submits that: (a) Pay for waiting time for extra men is already covered in the amount of guar- antee paid them of $17.50 per week which assures each man adequate recompense -for any time that may be spent at roll calls when work is not provided; (b) The institution of an additional amount for waiting time would permit of abuses and would be a constant source of friction and dissatisfaction; (c) It would bring about double pay- ment to the men in many cases and would make it necessary in the case of the extra list, to reduce the number of men carried as extras with the result that regular men would not be given opportunity now af- forded for days off duty. This would also tend to interfere with the proper mainte- nance of our working force, because it would reduce the number of men available to be pressed into service as regular men in the place of trainmen resigning or discharged; (d) The amount of waiting time is really negligible under present conditions ; (e) The present weekly guarantee is ade- quate for the service rendered and assures the trainmen a better minimum wage than obtains on other comparable street rail- way systems, even those operating under agreements with the Union. THE QUESTION OF WHAT SHALL BE CONSIDERED OVERTIME AND THE RATE OF PAY THEREFOR. Overtime as now defined on this property is the period during which a trainman works on the platform after he has concluded his scheduled run. It is work which he is not compelled to do, ■■\ / it being entirely optional with each man whether or not he shall undertake such work. The prevailing overtime rate is an allowance of five cents per hour above a man's regular rate. Most of the overtime is put in by men having as- signed runs (regular men) and these men are with few exceptions receiving either the forty cent or the thirty-five-cent rate per hour, and therefore receiving respectively forty-five and forty cents per hour as an overtime rate. A minimum of overtime is required on this property, for instance in the year 1917 it amounted to only 64,097 man hour^, at a cost of $24,537.00, out of a total approximating 12,000,- 000 man hours, involving an expenditure of $3,550,000. The suggestion that overtime **be all work performed or waiting under orders to work in excess of ten hours" is impracticable and dis- criminatorv. As stated before, the spread of the peak and the length of trip time are con- trolling factors in the arrangement of runs. It may well be that a round trip will require two and one-half hours' time. Four trips would, therefore, be made within ten hours but to this would have to be added the run-on and run-off time and whatever interruptions are met with which delay the quitting time of the men; there is also involved in this the question of relief time for meals; and whether the trip time plus run- on, run-off and relief time, is actually divisible into ten hours nmst necessarily be considered. Tie trip time may be of comparatively short duration and would work readily into ten and one-half hours, for instance, for which the half hour would, under the suggestion referred to, be paid for at the overtime rate. The tendency -i y 47 would then be to reduce the number of trips which would, of course, reduce the man's earn- ings per day and we believe prove unsatisfactory to the employees. On the other hand, if the overtime rate were applied to the time be- yond ten hours, the Company would be in the position of paying an overtime rate for a sec- tion of one run whereas time on a similar run which happened to overlap this but which might be concluded within the ten-hour period, would be paid for at the regular rate and thus discrim- ination would develop in rate of pay. The Company respectfully submits that the overtime pay now allowed is reasonable and should remain as it is. The working conditions prevailing on this property have not been changed since the begin- ning of the war. Certainly this is no time to alter conditions that were found satisfactory before the war. The changes now suggested would result in reducing production and artificially increase the cost of service contrary to the policies and prin- ciples of this Board and the best mterests of the country. None of these suggested changes in working conditions were contained in the demands of the men presented to the Company in June. They appear in the petition to this Board for the first time. 4 V g[PUP VIII. THE WAGES NOW IN FORCE ON THIS PROP- ERTY WHICH WERE ACCEPTED BY THE REPRESENTATIVES OF THE MEN CONSTITUTE AN ADEQUATE LIVING WAGE. CUSTOM OF LOCALITIES. "Ill fixing wages, hours, and conditions of la- bor, regard should always be had to the labor standards, wage scales, and other conditions prevailing in the localities affected." THE LIVING WAGE. *n. The right of all workers, including common laborers, to a living wage is here- by declared. 2. In fixing wages, minimum rates of pay shall be established which will insure the subsistence of the worker and his fam- ily in health and reasonable comfort." The Company accepts this statement of prin- ciples as a proper guide in wage adjustments. It insists that judged by these standards pre- vailing rates for trainmen employed by the Company are adequate and reasonable. In es- tablishing this conclusion, the Company would submit considerations as developed under the following heads: INCREASED COST OF LIVING COMPARED WITH IN- CREASE IN WAGE RATES ON PUBUC SERVICE RAILWAY. It is possible only roughly to estimate the rate of increase in living costs between 1914-1915 and the present time. It has not been practic- able to prosecute any independent local studies for the purpose of arriving at a figure which ^ would reflect the local increase. However, sev- eral inquiries have been worked out under gov- ernmental auspices, the conclusions of which doubtless approximate the truth. The studies made by the Federal Bureau of Labor Statistics of the cost of living in the New York and Phil- adelphia shipyard districts, as well as the invest- igations made by the Railroad Wage Commis- sion, indicate an increase in living costs be- tween 1914-1915 and the present time of ap- proximately 40% to 457«. The increase in rates of pay of Public Service Railway trainmen be- tween these dates has approximated this figure, as is shown by the following tabulation: PUBLIC SERVICE RAILWAY COMPANY SCALE OF WAGES FOR TRAINMEN. S2 o 5 - -§5 ^2 !« d? First Year ~ " ' Ist 6 months 23c 25c 28c 30c 30c* 30.43 2d 6 months 24c 25c 28c 30€ 35c 45.83 Second Year 25c 27c 29c 31c 35c 4o!oO Third Year 26c 28c 30c 32c 35c 34.62 Fourth Year 26c 28c 30c 32c 35c 34.62 Fifth Year 27c 29c 31c 33c 35c 29.63 Sixth Year 27c 29c 31c 33c 40c 48.15 Seventh Year 28c 30c 32c 34c 40c 42.86 Eighth Year 28c 30c 32c 34c 40c 42.86 Ninth Year 29c 31c 33c 35c 40c 37.93 Tenth Year 29c 31c 33c 35c 40c 37.93 After Ten Years... 30c 32c 34c 36c 40c 33.33 ♦This rate applies only during probationary period. The rates in effect on Public Service lines prior to the first of June were twenty-eight to thirty-four cents, the maximum being reached at the conclusion of the tenth year of service. Ef- fective June 6th last, a new schedule, thirty V ii » iiiiiii |i !|iiii i il ^ ^ i gg i l li fc ( cents, thirty-five cents and forty cents became effective. In the interpretation of these statis- tical data, it should be borne in mind that the service group of men receiving the thirty- cent rate of pay are merely probationers. The thirty-cent rate applies for but six months. The thirty-five-cent rate succeeds this probationary rate, and the forty-cent rate is reached at the end of the fifth year. It will be seen from this that not only have wages been substantially in- creased, but the scale in period of years of ser- vice has been cut in half. The reasons for the maintenance of the pro- bationary wage rate appear in a consideration of the conditions peculiar to street railway em- ployment. In the first place, the more experienced em- ployee is in general an older man and usually married. He is, therefore, more reliable, re- porting for work more generally on time, and is more dependable in answering calls in emerg- encies. In addition, because of the responsibili- ties which marriage entails, the older man who is married, in order to maintain his standard of living, is inclined to work more steadily. This is very strikingly shown in figures which have been compiled showing the number of days worked by various classes of trainmen on Pub- lic Service lines in a typical month, which is included below: 51 TABLE SHOWING THE NUMBER OF DAYS WQRKED IN A TYPICAL MONTH BY VARIOUS CLASSES OF TRAINMEN OF PUBLIC SERVICE RAILWAY COMPANY. Period of Service 6 O -, Ho 1-3 Months 541 3-6 " 398 6-12 " 391 1-5 Years 1202 5 Years and Over. . 1813 OD 08 d Q 6P d to o d (M >. 6P a 322 165 165 185 296 219 233 236 1017 1517 _«© p ■gboO ° o b 40% 58% 60% 83% 84% The same results are indicated graphically on the following chart: / iiii,,, >- V < ^m^ «,■«!. ' t'f«'-^-'-i.z^;0Si'&lf (e'-«*/fi*^^'t^j*fwB^^/M"- in "f^fliM^hi", ')s» Gi* ^ «(' -«***»! 52 C/ > •>-■-• i ( 53 In tlio class of older, inarriod om])loyoos sol)riety ineroasos; earo in ol)sorvaneo of nilos is moro pi'ononiicod, as is noted l)y the substan- tial reduction in violations of niles amon,2: the older employees especially where these are a])t to intei'fere with the perinanc^ncy of em])l()ynient or the maintenance of (varnin": powei*. Analysis of the accident records of new and old men in- dicates the impoi'tance of maintaining the per- S(ninel of the organization as constant as ])()s- si])le, as it is obvious that as the tnrnovei' min- imizes, the safety of tlie iniblic is conserved and cons('(picntly Uw loss to the Company on acconni of accidents is coi'res])ondinoly i-culuced. Pi'odcieiU'V is necessarv in trainmen in man\ • • • ways and mak(\^ the old employee of nmch greater value than the new, inexperi(^nced man. This is particulai'ly true in the lessening -of acci- dcMits shown in the curves followinu*: V INTENTIONAL SECOND EXPOSURE M^r 53 iil^m .|t|Atlt ~|U :::: ::1 ::!: ; :: ■" ■ ,.::, 1 . , i... • T "I . 1 . , - ■ ■ ■ ; H •■ 1 :::: :•$ .. . :| Ii: ' I ' ' .. , . i ifj-fni iT I - i ^ - - r , mfl Iff 1 1::; t i :x :■; ± :^ ■|tt i it-' ::|: ::;:::;; :| :| : ■ _.. - ■- t ::::::;■: T t ■ 1 1 ■ I " ■ ■ ' iIk ' .... t ■ ' : £ : ttt m\ ♦fm .+f^ i44jr 1 |:: s ± tr '■ fflrHrfn ::: ... I... imB :;i||: + -r T ± ■■■- I I ^- ■ :: : t , 1 T • '■''■"'■ 1 .::&;■ - ■ 1 ::.:::::: ::±.:1: :i;::±: ::::: l ■: :::i\}:i: l«aa«Bt aaI****»'!*i*!*>>**"S***i(**i'|l*fa|^ :u::e::::::::::!::::::::::::!::i::i:ch::K:n;::t::t;:::u:K:»i:ts!!»m:hi:::i:K:u:!!i:i:::::u!!!H > V \> In the class of older, married employees sobriety increases; care in observance of rules is more pronounced, as is noted by the substan- tial reduction in violations of rules among the older employees especially where these are apt to interfere witli the permanency of em])loyment or the maintenance of earning power. Analysis of the accident records of new and old men in- dicates the importance of maintaining the per- sonnel of the organization as constant as pos- sible, as it is obvious that as the turnover min- imizes, the safety of the public is conserved and consequently the loss to the Company on account of accid(Mits is c()rres})ondiiigly i-educed. Proficiency is necessary in traimnen in many ways and makes the old employee of much greater value tlian the new, in(»xperienced man. This is particularly true in the lessening of acci- dents shown in the curves following: 54 r 55 iiill'::=«!HH:|:jjj|||i!f:";-;;0!!!;»?«?;r"« !;:|:;:::;:::::::r H::H::::::::!::::i::si!::!:H;:::H!i:i>:»ii'!i ■■■•• •■■■•>■•■■■■•■■■•"•"••••••■■•■!!•••■■§■■••■■• ■•■■■••■■■•■Siiiiaiaaiiiiiiiiiii V ] ^^^^S^^^^i^^i^^U ::::;TH!T!: • in vtati ■••aa*«aa« •••£•■«••••■• BitAwaaiaaavaaaaa •••■•••aaaaaa ^tfHHIfflllHItt »»}««« :illMl«l^« ttfflfflwfmmffl tmtm ; m m 1 1 itaaaaaaaaaaa «|sa«ita«afaa ••••aaaaaa ••« aaaaaaa aaaaaaaaaaaaaaa aaaaaaa* aaaaaaa aaf iTiaaaSSSaSS ai awa l>ai i^aaaaaaaaav* B«*a ar ., - •B'«-a«Baa|aa»«' ,»•• . , " *•••*■#•••• . * 1** ■<•««« *• a* ■• aaaa aaaa ■ aaaa* aaa laaaaaiiBaaSaaaali .« 'aaaa I aaaaaaaaa aaaaaaaaaa aa aaaa aaaaa aaaai aaaaa a •< -iiaaaaaaaaaiaaaaaiaa • ■ -» . a-^» ■ - , aa fta aaaaa iaiaiaaaiiaiiaa aaa ■aaaaaaaaaavaaaaaaaaaaaaa ■^-•aaaaaaaiaSaaaaaiaalaaSi - *' laaaaaaaaaaaaaaaaiaaaii ..aa 4 »' •>...' ■» 9 ^^ ■a aaaaaaaaai alia a a aaai ■••■•■aaavaa aaaaaaaaai »• *a*aa afsiaaiaiaaSaai ^aa« aiaaa -f aaa ia aai - ^' .i . - '' m t 3::::::::i aaaaaaaaaai aaaiaaaaaai : ■ 3aSS>SaaSaS7^ •aaaaaaata •• > ■ ••aaiaaaik ••ffaaaaaaaaa ■aaaaataaataaaaiaaaaaaK alaaa t va r, M' 4aa*aa«a> aa*- 1.' 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', 'a. ' ' 'i''"'i' mm laaaaaaaaaia aaaaaaaaBBa laaailiaaaBa aiaiaiaaa^a jiiiiiiiflTTTn" ililliK iBffl 1«M ^^1 ^^m m ■■■.■.■■:y/:\[^ 1 y 57 It will be noted from an analysis of the above charts that the accidents decrease as the length of service increases. The data compiled for the year 1911 show that trainmen in the first year of service, making up only 34.5 per centa of the total working force on the platforms, were responsible for 61a0 per cent, of total accidents for the year, while the men in service over five years — 31.0 per cent, of the total force — ^were responsible for only 12.0 per cent, of the total accidents. The per cent, of trainmen in the various classes and the percentage of accidents chargeable to each class are shown in the fol- lowing : DATA FOR THE YEAR 1911. Per Cent. Trainmen. Per Cent. Accidents. Ist Year 34.5 61a 1 to 5 Years 34.5 27. Over 5 Years 31.0 12. 100.0 100. DATA FOR FIVE MONTHS, 1916. 1st Year 33.4 42. 1 to 5 Years 27.6 25. Over 5 Years 39.0 33. 100.0 100a DATA FOR PERIOD, DECEMBER, 1917— FEBRUARY, 1918. Conductors: ^ Ist Year 40.5 56a 1 to 5 Years 24.5 21a Over 5 Years 35.0 23. 100.0 100. Motormen: 1st Year 29.0 32. 1 to 5 Years 51.0 48. Over 5 Years 20a0 20. lOOaO 100. i INTENTIONAL SECOND EXPOSURE ■ « 56 r \ y y 57 It will be noted from an analysis of the above charts that the accidents decrease as the length of service increases. The data compiled for the year 1911 show that trainmen in the first year of service, making up only 34.5 per cent, of the total working force on the platforms, were responsible for 61.0 per cent, of total accidents for the year, while the men in service over five years — 31.0 per cent, of the total force — ^were responsible for only 12.0 per cent, of the total accidents. The per cent, of trainmen in the various classes and the percentage of accidents chargeable to each class are shown in the fol- lowing : DATA FOR THE YEAR 1911. Per Cent. Trainmen. Per Cent. Accidents. 1st Year 34.5 61. 1 to 5 Years 34.5 27. Over 5 Years 31.0 12. 100.0 100. DATA FOR FIVE MONTHS. 1916. ISC I ear .............. oo.4 42. 1 to 5 Years 27.6 25. Over 5 Years 39.0 33. 100.0 100. DATA FOR PERIOD, DECEMBER, 1917— FEBRUARY, 1918. Conductors: IP 1st Year 40.5 56. 1 to 5 Years 24.5 21. Over 5 Years 35.0 23. 100.0 100. Motormen: 1st Year 29.0 32. 1 to 5 Years 51.0 48. Over 5 Years 20.0 20. 100.0 100. 88 The accidents for which the newer employees are responsible are of such a character as to ■Hike them the more costly. That this is the case is demonstrated by data showing the money cost of all accidents involving over $100 in 1911 as divided between the trainmen of various years of service. This proved that in 1911, the first-year men (representing 34.5 per cent, of the total trainmen) were responsible for ac- cidents costing $119,107.50, while the two to five- year men caused an accident expenditure (cases over $100) of only $53,116.31, while among the men over five years in service, the accident cost was reduced to $22,046.75. In percentages, this is shown below: DATA FOR THE YEAR 1911. Money Cost of Per Cent. Accidents Costing Per Cent, of Trainmen. Over |100. Total Cost. 1st Year MM |119,107.50 C1.3 1-E Years 34.6 53.116.31 27.8 Over 6 Years 31.0 22,046.75 11.4 imM 1194.265.56 100.0 In a word, the probationary rate of 30c an W is explained and justified by conditions peculiar to street railway employment. As indicated at the beginning of this sec- tion, the increase in Public Service Railway wage rates has approximated advances in the cost of living. Bnt even if this were not so, the method of arriving at a satisfactory scale of wages for July, 1918, by starting with 1914 or 1915 wage rates and adding an arbitrary per- centage of increase to cover increased living costs would be little more than a leap in the dark. The wage rates in 1914 or 1915 may well have been either too low or too high. A much more defensible method would be first to I < 1# I < ^ 59 determine the present aggregate money cost of all of those items which should be included in the budget of a normal family, and then to arrive at such wage rates as will yield this sum. The experts employed by your Honor- able Board will doubtless formulate a satis- factory standard of this description. We be- lieve that such a standard shotild be put into effect, due allowance being made for peculiar modifying factors which appear in street rail- way employment, at least in Public Service Eailway, in the State of New Jersey. These considerations are advanced hereinafter. Direct confirmation of the fact that the wages paid trainmen by Public Service Eailway Company were adequate, at least until 1916, is furnished by the sworn testimony of motormen and conductors before the Board of Public Util- ity Commissioners of the State of New Jersey, **In Re Rates of Fare — Public Service Rail- way Company. '* This testimony was presented on March 26th, 1918. Charles E. Stephenson, a motorman on the Haddonfield Line, operating in the Camden or Southern Division, owning his own home sub- ject to a mortgage, and having a family con- sisting of a wife and two children, testified as follows (page 267 of the Record) : "Q. What has been your experience with the cost of living and your ability to pay your bills at the present time, as compared with, say, 1916; a year ago? A. Well, it has been all I could do to pay the last year, since 1917, the high cost of living." Frank J. Wilson, with a family consisting of a wife and one child, renting his house in West Hoboken, working as a conductor on the Union Hill Line of the Public Service Railway in Ho- 60 boken, testified as follows (page 275 of the ■■Bd50rQ,y * "Q. WWle you have been on the property you have been ■ile to save some little money, have you? A. Not fQT the last year. Q. Not for the last year, but prior to that, did you? A. We were able to put a few cents away before that." Herbert Willis, a married man with no chil- dren, owning his own home in Haledon, Pas- saic County, New Jersey, working as a motor- man on the Hudson Biver line between Pater- son and Edgewater, swore that his wages up until 1916 had been sufficient to enable him to pay his ordinary living expenses and to save money. His testimony on this point was as fol- lows: (Page 280 of the Record.) Q. Up until now you have been able to save a little ey to pay off on your property? A. Up until last year." It should be emphasized that since this testi- mony was given, material increases in wage rates have been made; instead of a maximum rate of 34c an hour, which then prevailed, the rate is at present 40c an hour; the minimum rate at that time was 28c an hour, while at the present time it is 35c an hour (except for the probatimiiiry period). The men whose testi- mony is quoted above have had an increase of 25% in their rate of wages since they appeared before the New Jersey Board of Public Utility Commissioners, in March last. • f V >- > 61 COMPARISON OF TRAINMEN'S WAGES ON PUBLIC SERVICE RAILWAY AND OTHER STREET RAILWAY PROPERTIES. A flat rate of forty-five cents an hour de- manded by the petitioners is far in excess oF the rates paid on other lines in the eastern section of the country and the present maximum wage scale of Public Service Railway, forty cents per hour, may likewise be said to be liigher than the rates paid on eastern street railways, with few exceptions. Attention is directed to the folk)Aving list of companies from a compliation of more than seven hundred companies throng! - out the country. This tabulation shows the toiai number of companies, so far as we are able ic determine them, Avhieh pay a rate of forty cents or more per hour and there is also indicated the period in which these maximum rates of pay be- come effective. > K 62 •o til Compiiiiy Name gg • « S g c© Anaconda St. Ry. Co 59c 4 c SliMdan Railway Co 45 4 I limilMnrer Elect. Railroad Co 42 6 I ■kit take & Utah R. R. Co 40 6 C&I Utah. Idaho Central R. R. Co 40 6 " Ckifomla St. Cable R. R. Co 42 10 C ■tftttle & Rainier Valley Ry. Co 41 4 C United Railroads of San Francisco 42 10 C Willamette VaUey Southern Ry 48.6 -3 I Pacific Northwest Traction Co 43 4 I PiiBvt iiyiind Railway Co 46 4 I Piil«t Sound Interna t. Ry. & Pr. Co 43 4 C&I Yakima Yalley Transportation Co 42 6 C&I ■an Vmicilaco Oakland Ter. Ry. Co 42 6 C " " .. « «• 46 2 I Portland Ry., Lt. & Pwr. Co 46. 3 C 48.B 3 I Conlldeiittal 40 C C&I nilllllirKli Railways Co 40 6 C Maryland Elec. Rys. Co 40 9 f Datrolt, Monroe & Toledo Short Line Ry. Co. 40 2 I Gliica«o. North Shore & Milwaukee R. R. . . 41. 6 C&I Detrait, Jackson & Chicago Ry 40 2 C&I Mahontngr & Shenango Ry. & lit. Co 40 2 yr. 2d 6 raos. C&I Northern Ohio Traction & Lt. Co 40 8 C&I Bay State St. Ry. Co 40.5 6 C&I Til© Connecticut Co 40 6 C&I Pliiladelplila Rapid Transit Co 40 < C Detroit United Railway Co 45 2 C SprinsfleM St. Ry. Co 43 4 C Wniwtiter Consolidated Ry. Co 43 4 C Mliraukee Mec. Ry. & Lt. Co 42 8 C United Rys. Co. of St. Louis 42 10 C O— Oty LIm. C&I— City and Interurban Line. I— Interurlwm Une. 7.0 16.6 60.0 75.0 166.4 11.5 26.0 286.0 32.0 86.7 195.7 17.5 40.0 256.2 298.6 Over 500.0 604.7 37.4 80.2 160.0 109.6 180.3 242.0 955.0 690.8 660.0 450.5 186.7 299.6 406.0 467.S < y V •"'-.^ 63 It will be seen from the above that the high rates are prevalent generally speaking in the Far West and it may be said that only within the last few months of 1918 has a rate as high as forty cents obtained in any city east of the Rocky Mountain district. A comparison of wage rates for trainmen on Public Service Railway with those prevailing on neighboring street railway properties shows that this Company has paid, and is paying the high- est rate of wages of any property in this terri- tory. In 1914, before the abnormal conditions which resulted from the European War became ef- fective, the maximum rate of wages for train- men on Public Service Railway was thirty (30c) cents per hour. Only one other company in con- tiguous territory paid this rate, viz.: Philadel- phia Rapid Transit Company. The wages of the companies operating in Greater New York City were considerably lower. The maximum rate of wage on the lines of Brooklyn Rapid Transit Company was twenty-eight cents per hour. The maximum rates on New York Rail- ways Company and on Third Avenue Railroad Company were twenty-eight and one-half (28i/^c) cents per hour. The wages on street railway properties in New York and Philadelphia have increased during the last four years, but the wages now prevailing on Public Service Railway are as high as those paid by any of these companies. The maximum wage rate now pre- vailing upon New York Railways is thirty-two cents per hour; the maximum rate on Brooklyn Rapid Transit is thirty-three cents per hour, while the maximum rate on Third Avenue Rail- road, New York, is thirty-four cents per hour. ?- .-(■A?- . vv.'^'is^is^^i*!^^^ 64 Tn addition tlic I'nct that the Amal,ii-ainat(Ml As- s()('jati<»!i of Street aiis in and ai-ound the city of Trenton in t':e vrry licart of the tei-ritory .-erxcd hy the Public Scrxicc Railway. dud,i;'<'d tfoin the praeiicnl standpoint of the rntes which pie\;i;l (.ji other si foct railwMys operatin.i;* un- ^Irv su!;>lanl iall> similar conditions, JMililic ^{^y-. \ ICO R;nl\\n\- is pa\in,i;- as hii;-!! waives as aux- in this icrritoi-y. hi.*' chail appt'arinu upon the su<'ceedin,i;" i*au"«' d.lust iTttes uTaphicailx the waii^'e rates \^hi<'h prex-aih'd nii rnhlii- S("!'\-ice liailwa\' in PM-I, and a! ihr prc^cnl linn*, and also shows i 'm' w ;! L'.' rnt.'S in 1 IM 4 a nd ! m jay npini the ^H't^ radwax^ in idiikalt'iphia and Ni'W Vui'k I'll V. / / >- n >- . (ii") H "T" • 1 ^ • ^^ku > INTENTIONAL SECOND EXPOSURE III • <1> 65 In addition tln' fact that tho Amalgamated As- sociation of Street and Electric Railway Em- ployees of America has within sixty days signed an a.«:reement with the Trenton and Mercer Connty Traction Company fixing thirty-eight cents per hour as the maximum wage rate for trainmen is of the greatest significance. This company operates in and around th(» city of Trenton — in the very heart of the territory served hy the Pul>lic Service Railway. Judged from the practical standpoint of tlie rates which |>revail on other street railways operating un- der suhstantially similar conditions, Fuhlic Ser- vice Railway is paying as high wages as any in this territory. The cliart appearing upon the succeeding page illustrates graphically the wage rates wliich prevailed on Public Service Railway in 1914, and at the present time, and also shows the wage rates in 1J)14 and today upon tlie street railways in Philadelphia and New York Citv. / r .A ■■■ ■■■■■■•mil ■•■•» ■-.-'. J- . I' ■■•*■■[■■■■■■■ ■■■■««■■«■•■•■■( ■ ■' ■■«■■*■■■■■ ^HMBBBKH** ■■!■•• am -. ■■irav«pBi '••■«■■■[■• 1 .»«■« m%* »>■■■■■* vt bBaaBMBau n ■■■■■■n* •■•■■■■■■ i . ■■■•uipbv ■■■■■■■■ > •■■■ :\ :::::::r -.:s:::::r ::::»:: ;;:::!::::: r::::^£r .:::::::: r:::: V J >- OCCUPATIONS FROM WHICH TRAINAIEN ARE DRAWN BY PUBUC SERVICE RAILWAY COMPANY. It must constantly be borne in mind that trainmen are not skilled mechanics, in the sense in which this term is ordinarily used, and efforts which are sometimes made to class mo- tormen and conductors as craftsmen, ranking with high-grade mechanics and others who have spent years in learning trades, are misleading. The United States Department of Labor, Bureau of Labor Statistics, in -its bulletin on ** Street Bailway Employment in the United States" published in April, 1917, well describes the quali- fications necessary for motormen and conductors. The bulletin states (page 13) with reference to the qualifications of surface conductors: "The occupation Is teml-clerical in some respects and one of responsibiiity rather than of skill. In the modem cars the work is comparatively easy, as fares are collected as pas- sengers enter the car, but conductors are required in most cities to remain standing for long periods without oppor- tunity for rest."* On Public Service Railway stools are provided conductors. Describing the qualifications for motormen the bulletin observes: 'Traffic conditions are such that the occupation requires men physically strong, of good nerve, vitality, eyesight, Judg- ment of speed and distance, and courage. The woric Is easily learned and should be classed as a responsible rather than a skilled occupation, although experience increases efficiency, especially in avoiding accidents. Employees usually reach the average of efficiency within two years. In most cities motor- men are allowed to be seated when outside congested dis- tricts." ♦ On Public Service Railway this custom prevails. Confirmation of the fact that the motormen and conductors of Public Service Kailway Com- pany are not skilled workers is furnished by statistics showing the occupations from which they are recruited. In order that an accurate picture might be presented of the former occu- ^ •"I- ^ > 67 pations of trainmen on Public Service Eailway, the records of five hundred platform men hired during the year 1916, 1917, and 1918, were se- lected at random for examination. A tabulation has been prepared showing the former occupa- tions of these men. The detailed results are shown as Appendix 1. The five hundred train- men were recruited from some fifty-three occu- pations. The most important sources of labor supply are shown in the chart appearing on the following page: \ 68 "lonMa » gnt r^ y 69 Ovor fifty ])oi- co]\i. of tlio fivo Inn id rod so- IccU'd traiiiincii wore roci'uitcd from lliroo oc- cupations, ]al)or(M's, teamsters and clerks. Al- most a fourth of tile platform iikmi Avere oi'- diuarv lahoi'ers l)efoi*e entering' tlie emj)loy of the (ompauy. With few (exceptions these iiH'U \\(M"e uiiskill(Ml Avoi'kei-s, coiimiaiidiui;' wai'H^s at the 1)ot1om of the iiidusti-ial scale. The e\perieiH-e which trainmen ac(|uii"e throiiu'li yeai-s of sei'N'ice makes them more \'alu- ahh' to a street rail\\a>', hut it (h)es nol in- erease Iheir usefulness or ahilit>' to command hi,i;her wau'es in other (H-cupatioiis. 1'raininen, uenei'ally sjx'akinu', are nol only recruited I'rom liie ranks of unskiMeil Labor, hut upon h'a\"inu' the emph)y (»f llie ('(niipan_\" lind 1 heinscKcs litled for no skdlh'd lra- ti-aiimien must therefore he made ii'»t ''vith the (^ai-ninu's ()i' skilled mechanics, hut ^vitli ih-' )-ale> 'i>\' wau'es and. earninu's of men oi' !he same cai>acit>- and skill as the li-aimiieii that i> lo sa_\'. wiih tlie occupations fi'oni which the\' are recruited and to whicli t he\- n^] iim se\erii!u- their cnniieciion with eni Illn\ hji'ir . return upon i"''et rail wax COMPARISON OF ACTUAL EARNINGS OF PUBLIC SER- VICE RAILWAY TRAINMEN WITH EARNINGS OF OTHER WAGE EARNERS IN THE SAME LOCALITY. ^^^'^'5' "Huiini-d.Ie iJonrd in ii< (',„!•' nf Trin. •■'!'l''" end l'-:.!!i-i,- has weil ^nid ili;!! •• i 1 ! \ i n Li' w a !■ e--, tc ' i n> i'i eulMMMuh- MJ' lalMM-, ! ; < I i I a ! w a \ s Im iao in iao(.r >lan i.e i( lea h I h N- prihrij.j,. I'iihlic Sei\a " ''^- i '!->'\-a 1 n im- n ''•' i la i i w a \ -ni!>e ri la ■< and M:eA j)!-Mpf)(■ > ea r 1 :)] , eonioa n-il >a it I a t I \ HI- *.'V ^ INTENTIONAL SECOND EXPOSURE 68 I H3(inH3 V mMMW 69 Over fifty per cent, of tlio five Imndrod se- loctod traiiiinon wcm'o rocTnit(^d from tliree oc- eiipatioiis, lal)orers, teamsters and clerks. Al- most a fourtli of tlie platform men Avere or- dinary laborers Ix'foi'e enterin<;" the employ of the Company. AVith few (exceptions these men were unskilled workei's, eonnnandint>- wai^'es at tht» bottom of the industrial scale. The experience which ti'ainmen acquire through years of seivice makes them more valu- abk* to a street railway, but it does not in- crease their usefulness or abib'ty to connnand hi.i^her wa.t-'cs in othei- occupations. Ti-ainmen, i»-enerally s])eakino-, ai'e m)t only I'ecruitcd fi-om the ranks of imskilled labor, but upon leaving- the emi)l()y of the Company find themselves fitted for no skilled trade or craft. All com- parisons of Ava.t?e rates or annual eai*nin<^s of street railway trainmen nmst therefore be made not Avith the earnin.os of skilled meclianics, but with the i-ates of wages and earnings of men of the same capacity and skill as the traimn<^n— that is to say, Avith the occupations fi-om Avhich tliey ai-e rcH-ruited and to Avhic^h they r(4urn upon severino- their coniKH-tion Avith street railway employment. COMPARISON OF ACTUAL EARNINGS OF PUBLIC SER- VICE RAILWAY TRAINMEN WITH EARNINGS OF OTHER WAGE EARNERS IN THE SAME LOCALITY. Your Honorable Board in its Code of Pi-in- ciples and ]^olici(^^ has Avell said that ''in fixino- wages, hours and conditions of labor, reo-ard shall alAvays l)e had to labor standanls "and Avagos prevailino- in the localities affect(Ml.'^ To this principle l^ublic Service Railway suliscribes and n.ow proposes to show that the Avages paid to Its trainm(Mi in the year 1917 compared favor- h •* 70 71 ably with wages paid to labor of like capacity in other industries in the communities served by the Company and that the conditions under which its trainmen worked, especially as regards stead- iness of employment, were much better on the whole than those prevailing in other indus- tries employing labor of similar grade. In order to show clearly the relative situa- tion of Public Service Railway trainmen and men of like ability employed in other industries in this territory, a careful investigation was made of pay-rolls and time sheets of a number of large industries in and around Newark. Be- cause of the large labor turn-over in these con- cerns it was found impossible to get the records for a considerable number of meii of each class who were in the employ of these firms through- out the year 1917. The results, however, in- clude all the men of a given type who have been employed by the firms throughout the year and do not represent the arbitrary selection of a portion of a group of workers whose earnings are below the average for the group. For purposes of comparison twenty-two train- men working on the Hudson Division (one of the divisions in the northern end of the State) who had been in the employ of Public Service Railway Company for several years, including the year 1917, were selected at random. A like number were similarly selected on the Southern Division (the division in the southern end of the State). An examination was made of the number of hours of regular time and overtime put in by each of these men and the average for the twenty-two men in each division was secured. From the reports made by Public Service Rail- way to the Collector of Internal Revenue of the earnings of all trainmen to whom the Company * - .A" y ( had paid $800 or more during the year, the aver- age earnings of these trainmen for 1917 were calculated. Since every trainman who worked throughout the year averaged more than $800, it follows that a fair basis of comparison was secured. The results of the comparison of the hours of regular time, hours of overtime, and average earnings of the trainmen of Public Ser- vice Railway contrasted with the above men- tioned workers employed by other concerns in and around Newark, are shown in the following charts. * * For tabulation of data from which charts were prepared, see Appendix 2. llllllF^ \ TO ably with wages paid to labor of like capacity in other industries in the conunnnities served by the Company and that the conditions under which its trainmen worked, especially as regards stead- iness of employment, were much better on the whole than those prevailing in other indus- tries employing labor of similar grade. In order to show clearly the relative situa- tion of Public Service Railway trainmen and men of like ability employed in other industries in this territory, a careful investigation was made of pay-rolls and time sheets of a number of large industries in and around Newark. Be- cause of the large labor turn-over in these con- cerns it was found impossible to get the records for a considerable number of m6n of each class who were in the employ of these firms through- out the year 1917. The results, however, in- diiile all the men of a given type who have been employed by the firms throughout the year and do not represent the arbitrary selection of a portion of a group of workers whose earnings are below the average for the group. For purposes of comparison twenty-two train- men working on the Hudson Division (one of the divisions in the northern end of the State) who had been in the employ of Public Service Railway Company for several years, including the year 1917, were selected at random. A like number were similarly selected on the Southern Division (the division in the southern end of the State). An examination was made of the number of hours of regular time and overtime put in by each of these men and the average for the twenty-two men in each division was secured. From the reports made by Public Service Rail- way to the Collector of Internal Revenue of the earnings of all trainmen to whom the Company ( > 71 had paid $800 or more during the year, the aver- age earnings of these trainmen for 1917 were calculated. Since every trainman who worked throughout the year averaged more than $800, it follows that a fair basis of comparison was secured. The results of the comparison of the hours of regular time, hours of overtime, and average earnings of the trainmen of Public Ser- vice Railway contrasted with the above men- tioned workers employed by other concerns in and around Newark, are shown in the following charts. * * For tabulation of data from which charts were prepared, see Appendix 2. 72 73 ).- f ifl umi P»tttt»tttt»ffl*ffl lilllllllillllllllllMiiitttttllilllllllllill 1 i i 1' ' illlllllillliHHHmill'frtfi ^Wi 1 ' I'li'i'iii'^ ||ip::i|MS !i:ii ::;:;: ffi::igigi:|ig:; ^i* ^^m^i ^.\ ^ ' r '' 1 1 1 mil ^^^^^^^pM^mwiMMmm :;:::::; ;:;:i;:i i :: |; ;;: :: |;;l| iiiiimiiiiiiiiiiiiiti ■:h-^- ■■ :-;:;; H : ::::: i:J^^^^:; 1"'^^""""^"'^' p :;-| :::::i If:: T^t ? f ifi M ^S^- . ,:: :: ±:;:i;:;;;:; ; i^;:;:- J^jfj^^U^^M Jill I .:...::::::::: : :::::: ::::::::: ::::::::: :: :::: r T T r S T 1 ■ ' 3" ■ "f 1 r'T-p!fl IlIllmWt'T'l'li f 1 1 ■ i ■■ |:::: 'il\n;^\\ ■-\liU \h ■ :::: Willi l H ti'' ''■ lli:i::J IjSS--' iv- 1. Ill III .liit.tlllli'iillllllllliil' 1 IH:!; !i;^ii'- :::±Si^:±I::::::5;:;H; ^i:::::g^ffi:±|;:::::|:::g j|l| j 1 ■■'■i'i : ::: Wfwu'M§M ^^^^^^^^^S^femj^^ Tf ij.; |y$y ::|:;::;;;;; pii: ;;:|| :;: ::::::::1 :::::;: til III :4g||:|g ;-|;: |ffiMtW^3^^S±;: j_ .- _. ill iiijlll MM [lj!|||||i[|||||[||; :[i 1 iii rWMiffl?lihJi^'J\''-'''ii; i';''H44II# ::!: :;;:±;;ii;;;|;;JI;;;iP ^mm mMk If ggig^^^^^itt^l ia^ -|::||;;;|;;| ;;;M||; liiili ' i ii! 1! ' 1 IM ; r 1 il±:g::::::::::: ;:: :^ FltftiUPII'll-^^^fcl^^^^^tf^^ m iMB;|3P|i;;;;;i|i j||:j||j||{[j|j||[[[j|[||[p8| III :5r:;:;:::;tei^|)i^;»^!^ S4±:::::::::±j^I±H:ffiS*3'l^?iF +l^4+i+ti4*-tS44*fH*5 tm S ^ :::::::::& i4+r, liii 44:± :i^ 4^ ±{^ "^^^^ ^ ^■- -:^ tttM+ ±l±t : : i ; +3 i . ;: '■; ; jii fH- jirr 44i+--44- 4441 ■!-{-:+ 01 Einn.I, Hj'^ B '■ ■ ''^•p'r' Tt T'' ' ^ ii|;|i^| -,-;-•- - -^~i- +-H- -^■- -H-f -rp^ -^+-^ Si 4# ^ E± ^ 3l=r-f^ ^4 llllll i|:;i 1 m |i|B !|lfi:!;!!!;||;;;;igt||g:|:| '1l ]ttll]l^ll^llllilPllliiililll" fiilt il liiM Wi^iipd gijgifei^^ |tt:g:::::::|g:::ffi:ft:^|:::g ri'lS ■■^■^ ^i' e;;m iS ^1 |:|]||| iiillll |!li|||l[|||l| |||||i Ipl : -r|- hs^Mffi H:i:+j|t|--^jtf-t W ■'-*+'' ++■■ T ' tl tM-Tti:* (T+f rhxtt:: hllllllm'lllllllnliiilljtjM^ ;;;i|J Dlllll I 1 IPl 1 fn 1 »NMIUi t GHUMCIi t::: :!: : ; ; ;: : : ; : : ;: :!::::: i : ■ ' " '3 ■' ' iiiiiiiiiiniinniniiiniHi|fil >- 74 m. r 75 •••■•••••I ■ ••«•« BQai • ■••■■••■I ■ •■»..>.•' I . .' '• V ^r i«'4' ..'.-■««««-.. ■■ _.JB*« .. '•'« . J' ■■« .»-«rfM» .■•■■ ..a .r a* «» J*. .a- .-•■■■.— , a*. •• a# aaar »'•«.■».. it la - «aa*aaaa •aaaaaaaaa t«»\ w • aa -.9 ' .' ,»r t * .• ,^ r « -■• «.« aava'as'* -jsiaa '.'jr^'.. ^ < •■' '««a«§aa.« a ->■' ' ■• .a* •'«■■■ -aaaaa . .«r .ar a# «» ^aaa .a • ^ •• .aak , aaaaaaaaaa aaaaaaaaaaaan* «§« • ■'-•-.• r«a m .m ■ ■ ai aaaaaaaaaaaaaa>aaaaaaaaaaaa»aaaaaiaaaaaaaaaaaaaaaa»aaaaaaaaaaaaaaaaaaa«waaaa»aaaaaaaaaaa»aaaaaaaMaaaaaaaaaaaaaaaaaa»aa vaaaaaaaaaaaaasaaaaaaaa^ '* %#' Ba*«aahaaaaaaaaa«aa«aaaaaaaaaaaaaaaalaaaaBaaaBaaaaaa*a«aaaBBaaa«a«»liaaaM«p«aaaaa«a«aM|aaaaaaBaa«aaai««a>saaaaaawiaaBaaaaaaaaaBaaaaaaaa taaeaaaaaiaaaasaaaaaaaaa « kiC aaaaai' ..4- .. a' a-- a"a» .» - - «r •• a ■ - .aaa. .■» .- a', via bb a ■»- . ' ..rf' bb* '•■•' '•' - s» •» « . »- » S' ...... aaaaa «' daa a. ...a- aa' «ak.. . , . ■-.« ..aaaaaa aaaa* • aaa aaaaa' «aa' aa '4 •' aa .a' *'*■» i .aa* dBBBaarjaa '..a «r4-a'*va t'« ■ ..ar« iFavar^aa'a*" - '-a*..'' -« ' ««' m])loved bv tlie mamifac- tni-er of steel ])arrels (whose name we weie I'c- (|uest(Hl not to use) made $737.17 in 1917. La- lH)rers employcMl by the Newark Pavini;- Vowi- ])any earned $(11 7.47) durini^ tln^ past year. Even maciiinists employiMl by tlie nuuiufacturei' ol' st(H'] ban-els did not av(M*a.ire the amount eai'iied by trainmen of this C()m])ai!y. Wliili^ skilh^l mechanics, sucli as tool maki^-s, foremen, i)at- tern makei's, hithc^ hands or masons earned ^ii"}'<' ill the year 1917 than did our ti'ainni.'n, the amounts h\' which the amuial earnings of these skilh.'d wofkei's excei^h'd tliose -of the trn.inm(*n were not lai-u'<'. A (• if th( !'<»mparison ot uie wa^'(^ I'alcs jiei- uoui paid to t!-ainnien in 1})17 \\ith tlie' hourh rutes paid to the ehisses of hd)oi' covered in t}[(. ahoie ta'Mih-ition is nnfn vorable to this Companv. In ahn-ost every case th(^ houi-]>- rate in othm- in dustries vxriH'{l> that of ti'ainmen, hut if an fx- auiinntion is made of a.u;^'reo•ate hours of i'Ui- phiXiiicnt o!' 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No more striking proof oould be furnished of the faxit that Public Service Railway trainmen are better paid on the whole than men of the same general ability employed in other indus- tries. Whereas the average income of the train- men was in excess of $1,046.00 per year we find that few among those employed by the four concerns included in this tabulation earned this amount. Attention is particularly called to the fact that the classes of labor from which train- men are recruited — namely, laborers, drivers and clerks — employed by the concerns included in the above tabulation, did not in any case earn the amounts paid by this Company to its trainmen in 1917. The laborers employed by the manufac- turer of steel barrels (whose name we were re- quested not to use) made $737.17 in 1917. La- borers employed by the Newark Paving Com- pany earned $617.45 during the past year. Even machinists employed by the manufacturer of steel barrels did not average the amount earned by trainmen of this Company. While skilled mechanics, such as tool makers, foremen, pat- tern makers, lathe hands or masons earned more in the year 1917 than did our trainmen, the amounts by which the annual earnings of tliese skilled workers exceeded those of the trainmen were not large. A comparison of the wage rates per hour paid to trainmen in 1917 with the hourly rates paid to the classes of labor covered in the above tabulation is imfavorable to this Company. In almost every case the hourly rate in other in- dustries exceeds that of trainmen, but if an ex- amination is made of aggregate hours of em- ployment of these workers in the course of a year it will be found that the advantages of the hourly rate are entirely offset. The trainmen 76 (»r INililic S('r\-ic(' ]iai]\\;i>" ;i\'fr;iL:iMl oA'cr o,()0() lioiirs in llic ycjir 1II17. Very iVw (•In>>t's (if ciii- ])]•:»}('(•< ill dtlu'i' iiitliist rifS ''iijoy siidi uTcnt ]"('milarily of t'liiitlnymciit. ll is n wcll-lviiowii r.'H'l tli;i! ni;is(»ns, en rp-.n! .']■>, jiMiiih'ts, nmiiiccrs cnii'nucil ill oiilsidr cdn-i I'lict ion work, and la- Ixiri-rs in (Mi1rkr. ;i!|(l \\ti<» \\<-!i' t iiffci oi'c iMolc or icSS i II- < !<■] M-lK ImIi I ;,i' Wcalhrr <'oh( j !| loii-., ,ih! Mol t'll,jn\' 1 1m' r-'U ii!a n ! \ < n' « 'ni j ih '\ mm ni ( H' ra i I w a \ 1 ra i n- 1 ' , a 1 1 i' i I I ! a I i I M ' a ! >o\ ( NIC WtMai ('\'i'!'\ 111- ( ■ ! I . \\ M ! •! i > (■; n l< 'M. It hlM--' Hi ' I i: i <■ t . h I j !,!!;.- o n ! ,- i n a i i * ■ a ! a l. <\ h :' 'til 1,- far ah'.»\r liic a\rraL!t'. Sitiiic (•( »h<-< ■ I a h M 1 of flM> \'a!aat!()]!< in tlu' I't-Lja- lantx oi «'!i i I .ji i_\ MK'hl ill otInM' indn.-Irif- jn .-iiMi around \' .at!; i.. !'iin)i>}i('d hy an analysis ynicnt of railway train- men. It must he home in mind that the ahove comparison is nuide at a time when ev<'ry in- dustry, generally speaking, is crowded to ca- pacity witli war work, and wlien thci-efoie regu- hirity of employment is far ahove the average. Some conception of the variations in the regu- larity of employment in other industries in and around Newark is furnished hv an analvsis of the weekly pay rolls of tlie firms included in tlie f(»regoing comi>aris()n. Tlie f^)llowing chai-t shows gi-a|)hically the fluctuatiims of th(» work- ing Iiours of the Xewark Paving Comi)any; l)c- Cami) and Sloan (tool and die makers) and dias. R. 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If it had been j)OSSl hh' t o in( ■hid c on tl lis ( hart a i'eco]'< 1 of trainmen in the eniph)y of I\il)lic Service liail- wav we sliouhl ha\'e practically a straiu'ht line. XunuM'ous otlicial investi,u:atioiis are availal)le showinij: the de.u'rce of iiii-cinploynieiit in various IK lust rie Tlie result of one of the most re- cent invt'stiu'ations of this charactei* is con- tained in the licport of Statistics of Lahoi', State of Massachusetts (IDlo) : PKlirKXTAGK rXKMPI.()Vl-:i) AT KXD OF VKAR AMONG ORGANIZED WOKKKRS IN THE STATK OF MASSAGHUSFTTS. 1:mi8491:!. BY PRIXGIPAL IXnrSTRIFS. (Pagp 42. Report on Statistics of Labor, Massachusetts, 1915.) Iron & Steel Building Transp'n. Roof & Print. iS: Steam i<: Shoe Allie.!» 14.9 19. i-nie U ! i 1 i ' ' ; I i I \ lie rrlaU\'r jjclrel m aire ot MiH'in ]M(»\'!ne!i; a- ditions on the whole \vei( ( < )i ' i \ I » I ■ ; t n I ' n t \'i fi i t <'ini** no S(n'e]*e i M'i n* <>n •hn-iiiu' 1 lO( 1. Ti if icn 1 < 4 . l\ i ! h I rvn mes uu ."^ 1 1 I' rhi j!!i)\ hicnt in the tiTiii.-} i- ^trikiniilv illustrated. The M I f' ; a ! |( 1 1 the eiiipl<.»\e ( ' -^ (1 f steam railroads and I i > ! ( i I ! < * m iLii): f <'mph>y(>es f)t lin' elrH'tric railways eui^-au'en m Iwj d coil: itlioii and maintenance w iH'\{ lit, 1 M-nai I \' <\ kf r > \ \ y - * 79 INTENTIONAL SECOND EXPOSURE 78 ExtreiiK! variatiinis in \\w size of the working force are at once apparent, especially in the case of those industries dependent to a large degree on weather conditions. If it had been possible to include on this chart a record of trainmen in the employ of Public Service Rail- way we should have practically a straight line. Numerous official investigations are available showing the degree of un-employnient in various industries. The result of one of the most re- cent investigations of this character is con- tained in tlie Report of Statistics of Labor, State of Massachusetts (1915): PERCENTAGE UNEMPLOYED AT END OF YEAR AMONG ORGANIZED WORKERS IN THE STATE OF MASSACHUSETTS. 190g-1913, BY PRINCIPAL INDUSTRIES. (Page 42, Report on Statistics of Labor, Massachusetts, 1915.) Transp'n, Boot & Print. & Iron & Steam & Shoe Allied Steel Mfg. Trades TextUes Mfg. Year Ending Dec. 31, 1908 1909 1910 1912 1913 Electric 5.7 4.0 3.0 3.2 4.1 AVERAGES 3.5 6.4 u.tl 5.0 2.3 4.6 4.0 4.3 9.4 3.6 4.0 6.0 3.7 5.0 5.3 20.9 12.6 8.6 7.5 1Z.9 5.9 11.4 16.3 10.9 14.3 12.6 11.9 18. « 14.0 Building Trades 21.2 17.8 18.0 20.9 14.9 23.9 19.6 A chart on the following page illustrates graphically the relative percentage of unem- ployment as shown by the above tabulation. Con- ditions on the whole were favorable in tliese years, there being no severe industrial depres- sion during this period. The remarkable stead- iness of employment in the transportation in- dustrv is strikinglv illustrated. The inclusion of the employees of steam railroads and of those employees of th(* electric railways engaged in construction and maintenance work materially < K I '4 k > •P*-'' > ! ? 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SSSi'S'S^'iS!!!!*!^ .'!!:!!::: 2!::: h' 80 raises the average of iineinployraent. If the comparison had included only street railway trainmen the percentage of unemployment would have been infinitesimal. Your Honorable Board will not lose siglit of the fact that trainmen employed by railways, operating under conditions such as prevail on this property, are certain of work irrespective of good or bad times. Experience on this prop- erty has shown that in periods of industrial de- pression it is unnecessary to discliarge trainmen because of decreasing traffic. The normal dimin- uation of working force through deaths, resigna- tions and other causes makes it unnecessary to discharge trainmen because of lack of work. The security of income of Public Service trainmen is a matter of more than sentimental value, and one which is entitled to serious weight in determin- ing a proper hourly wage rate. K f «*►■ ■■'■ '>*. > y y ^y y 81 The present rates of wages for trainmen on this property are adequate to attract and hold a sufficient number of men and women to meet operating needs. The fact must be kept in mind that there is always a constant stream of new employees needed by an electric railway- company to fill positions of those resigning or discharged or to provide men requisite to run additional cars necessitated by growth of traffic. As a matter of fact experience has shown that the number of men required for the above pur- ?oses varies between different seasons of the year, 'he greatest number of appointments as a rule occurs shortly after the beginning of the year, and in consequence if wage rates are sufficiently high it is to be expected that the number of ap- plications taken would reach their maximum at this season. The number of men required in February and March is much less than in Jan- uary. Requirements again increase in mid-sum- mer, but vary to a considerable extent in the fall and winter. If the number of applications is in excess of the requirements of the company, it follows that the rate of wages is sufficiently attractive to bring to the Company an adequate supply of labor. This is especially true in the case of Public Service Eailway. Applications are taken only from those men who, upon being inter- viewed, are found to possess personal qualifica- tions entitling them to serious consideration. Public Service Railway Company has always been able to secure the number of trainmen to furnish the service necessary to meet the public's requirements, and in spite of the abnormal con- ditions prevailing in the labor market for the past year, the Company has been able to secure -A Iw and hold a reasonably adequate number of trainmen. The two charts immediately following, show the number of appointments to positions as mo- tormen and conductors by months, from January, 1914, to June, 1918. These charts demonstrate the correctness of the above conclusions. Atten- tion is called to the fact that the number of ap- plications has always largely exceeded the num- ber of men appointed, * giving a reasonable num- ber of applicants out of which to make selec- tions, thereby enabling the Company to pick out those men best fitted for platform work. •Uicept tor a few imjrs wlien the holdover list was drawn upon. 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The two charts immediately following, show the number of appointments to positions as mo- tormen and conductors by months, from January, 1914, to June, 1918. These charts demonstrate the correctness of the above conclusions. Atten- tion is called to the fact that tlie number of ap- plications has always largely exceeded the num- ber of men appointed, * giving a reasonable num- ber of applicants out of which to make selec- tions, thereby enabling the Company to pick out those men best fitted for platform work. ♦Except for a few days when the holdover list was drawn upon. / -— rf" < -^, S,.- y ^ V -< : y I > 83 SSSSSS!»!Z SES ! 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Xuiubor of old mon ro nppoii.i . d June 1 to July 3 84 137 221 Number of new men hired Horn June 1 to July 3 31)1 153 544 Total number of men hirer] from June 1 to July 3 475 290 765 Total number of women in employ June 1st 101 Total number of women hired from June 1 to July 3 142 We ])oli('ve that it is iin])()ssi])lo to oxa.i^i^'orato tlic importance of the fact that out of 705 men hii'cd as ti'ainiTieii Ix'ivrrM]] Jihk^ K| and .Inly ord, :1'2\ or ovei- l^S/v \\.-!-<- ha-!!i<*r n-niniMfn who liad returned to our eniplox from other occiipta- tions. 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This is evidoiiced hy tlie record of applications for iw)siti()ns as trainmen from June 1st to Julv /Jrd inclusive. mp:morandum concerning re-appointments, ap- pointments, DISCHARGES. RESIGNATIONS, ETC. June 1 to July 3, 1918. Conductors. Motormen. Total. Number of old men re-appointed June 1 to July 3 84 137 221 Number of new men hired from June 1 to July 3 391 153 544 Total number of men hired from June 1 to July 3 475 290 765 Total number of women in employ June 1st 101 Total number of women hired from June 1 to July 3 142 AVe believe tliat it is impossible to exaggerate the imi)ortance of the fact tliat out of TGf) men liired as trainmen b(^tween June 1st and Julv a .*>rd, 221 or over 28'/ wei'e former trainmen who liad relui'iied to our employ from other occupa- tions. The wage rates which now prevail are cleai-ly sullicient to cause former employees to giv(^ up other occupations for wjiich they had left the service of the Company. Many of our formei" employees wlw) are returning have for- saken the shij)yards foi* positions as trainmen. y •f ' C 86 WHAT IS THE MONEY COST OF AN ADEQUATE UVING STANDARD? For an answer to this question, we must de- pend on the results of several investigations which have application to living conditions and living costs in the State of New Jersey. The following tabulation of the results of recent studies as to minimum annual budgetary re- quirements are suggestive: Budget. The Bureau of Municipal Research, Philadelphia * $1,200.00 This study was undertaken by the Bureau of Municipal Research in September, 1917, but most of the data were gathered in 1918. The field work was finished June 15th last. Detailed re- port will be published in September or October next. The conclusions were based upofl actual expense accounts kept over a period of months by several hundred families of five — ^father, mother and three children, earning less than $1,800.00 a year. The results are typical of con- ditions existing on Public Service Railway's Southern Division (In and around Camden). Philadelphia shipyard workers New York shipyard workers These studies were made under the auspices of the Federal Bureau of Labor Statistics and the figures represent the cost of living of a fam- ily of five during the calendar year 1917, in the New York and Philadelphia shipbuilding iittricts. These sections are served by Public Service Railway. Unskilled laborers, New York City. . This study was made as of February, 1917. According to the Monthly Review of the United Stiites Bureau of Labor Statistics for April, 1SI8, page 191: "because of advances in prices this budget has advanced in cost to approx- imately $1,200 at the present time. iWeK 1918.)' $1,398.83 1,348.64 $1,200.00 i** * See Appendix 4. < < > u/ J^^' <■' ^ v; ^ < \i«% 87 All of the above studies were made in the territory served by Public Service Bailway and in which its trainmen reside. They picture con- ditions in the latter part of 1917 and the early part of 1918. There has been no material in- crease in food prices during 1918. The month- ly bulletin of the New York State Department of Labor for May, 1918, states at page 2 : **in February, 1918, food prices attained their highest level— the decline from that date to April being 4%/' The index number of retail prices of the United States Bureau of Labor Statistics shows an index number of 159 for December, 1917, and of 156 for April, 1918. There has been no material upward movement of food prices in the last three months. From these investigations it must be con- cluded that a budget of family expenditures requires a family income of from $1,200 to $1,400 per annum. In the ''Monthly Beview of the United States Bureau of Labor Statistics" for April, 1918, there appears on page 191 some com- ment on l)udgetary requirements, which sug- gests a higher sum than any above designated. The statement is made that "a budget of expenditures to provide for a minimum stand- ard of comfort calls for a wage which will yield annual earnings of approximately $1,500." This figure was based on statistics covering other sections of this country and Canada, in which living costs are notoriously higher than in New Jersey. It should never be forgotten that conclusions of this type are always worked out with refer- ence to a family of five members, and aggre- -4' { gate earnings have regularly included the com- plementary contributions of members of the family group other than the chief bread win- ner, just as aggregate expenditures have cov- ered those of all members of the family group. The items included in arriving at standards of expenditure have regularly been food, rent, clothing, fuel and light, furniture, utensils, taxes, insurance, dues and contributions (religious, charitable and otherwise), books and newspa- pers, amusements, liquors, tobacco, as well as expenditures in connection with sickness, death and for other purposes. In adjusting conclusions of this type to the conditions peculiar to a given area as well as to those prevailing in a particular employment, due regard should always be given to the fol- lowing considerations: 1. The normal composition of the fam- ily group of workers. 2. Complementary family earnings. 3. Value of provisions made by the em- ployer in the form of sick benefits, insur- ance payments and pensions, as well as the value of Workmen's Compensation pay- ments afforded at the expense of the em- ployer. The data showing the normal composition of family groups and complementary family earn- ings have been tabulated from a special census of trainmen taken by Public Service Eailway Company on July 6th last. This census was un- dertaken with a view to obtaining accurate sta- tistics upon which to base conclusions affecting size of family, earnings, etc. The returns re- ceived cover about 90% of the platform men in the employ of the Company. The work was carefully done under the auspices of the Com- pany's Welfare Department. Returns were < < r A > ~^ 4^ 89 made by the individual trainmen to the repre- sentatives of the Welfare Department in each car house and all returns were taken within the limits of a single day. Returns were solicited from all trainmen. The men freely responded and with the exception of a few cases the re- turns were unquestionably accurate. A copy of the census blank is appended. The Company will be glad to submit on request all of the returns to the scrutiny of the National War Labor Board or of an accredited representa- tive. CENSUS BLANK. < r (Pace) WELFARE DEPARTMENT— EMPLOYES RECORD r ^ NAME BADGE AGE CITY OR ADDRESS TOWN STATE DATE ENTERED MARRIED LOCATION SERVICE SINGLE WIDOWED DIVORCED s ^ ^ MEMBERS OF YOUR HOUSEHOLD NAMES RELATIONSHIP * III WORKING? WEEKLY EARNINGS < « (OVER) (Reverse) RENT PER MONTH NOW? $ RENT PER MONTH A YEAR AGO? $. IF YOU OWN YOUR HOUSE, STATE AMOUNT^ YOU PAY YEARLY FOR CO 111 X < ttl O Z < UI o z < DC 111 D DC CO I- z 111 flC oc Hi h < h 5: CO < If: DC DC ^ uj :^ f 0. < h O OL CO oc Hi Hi Q. DC < o h IF SINGLE, WHAT DO YOU PAY A WEEK FOR BOARD AND LODGI NG? 9 • • WHAT DID YOU PAY A YEAR AGO? |. (OVER) ""W ^'" 90 < 91 NORMAL COMPOSITION OF FAMILY GROUP OF PUBUC IVICE RAILWAY TRAINMEN. Analysis of the returns of the Company's special census shows that a very substantial proportion of platform men are unmarried and that this proportion increases as we go down the wage scale from those receiving the high- est wages to those receiving the lowest wages. It is a further significant fact that only a very small percentage of the platform men have families of five or more members and that a large majority of the latter are found in the highest wage group. The vast majority of the men are members of families numbering four or less. The equities of the situation require that in any wage adjustment due regard be given to the normal size of the household whose stand- ard of comfort is dependent on the annual earn- ings yielded by the wage rate awarded. The following Public Service Eailway census table shows the average size of households by ser- vice groups, with a showing of the percentage relation of families of different sizes to the total of married men in each group. --V X ■"^^D < ^ ^ -^ ^ r r < >^ Pl4 o o < o O 3 n w p o O 8 m QQ m P P < > S O QQ ^5 QQ o J5 a. • eo ■* 00 U3 « OQ i >* u a> & « a .d jd •^5 o OQ -S «e CO »H 1-t eo eq 04 f-t o o> oi (O 00 iH iH 00 to to t- to o eo 04 04 o to *D a» -f 9 04 04 04 iH 04 00 04 (0 o o r« 00 00 eo 00 00 O tH OS ■*• i-t a* eo to 04 00 e4 ^» t*** CO a> O 04 t- eo CD o o "I to 04 04 to U 9 Pk 4i> O O a> GO (o O tH 00 QQ U to o c« o 04 00 . +J OO 04 ft, a> t^ C4 " Q 04 t' O o to £ 00 00 ■^ eo 04 r 04 w 4J to to C 04 t- « 00 1H O -^ to to to 00 o o 2 - OQ i-* 04 O) jjlj eo eo h c eo to i> « to eo P* Q 04 e- 1 3 o ■"•' »o "^ "S 00 eo & eo Si 3 IS ^ > V 92 'Flic u'ra])}rK' r('])i'os('iitati()ii \\lii('}i follows l>rinu's out tlic most si^'iiilicaut facts (1c\'('1o])(m1 ill the above tal)ulatioii. >43«nM3 » griKONV > i- •H .f 93 A detailed stalenieiit follows, ,u'iviiiaiii •«« ■ a.aaiMaaaaaaaSiai ojMin^flMaaiairaawMaaaa* ■ a' . #' «' i' .... v^.aa r ^ .aaaaawk .» n Hw*kaaa».' aii* iw tw trnw i' b •'- a •' «••■•!> .41',. r ^M .* — m --•■■ aa .( «r • .r — -r aa .«' >« .a« *aaaaaa -• • - a aaaaaaaa.aa aamaa aaaaa BaaraBaauiaa aaaa«Ba«aa aaaaaaaaaa aaaaa ■■|££""£5*a aaaaaaaaaa aainBMBBaa aaaaaBBaaa aaaaaaaaat saaaa ■wafauajM aaaaaaaaa* aaaMaaaaaa aaaaa *■•■• vaaaaaaaa* aaaaa »•••:•::::•:*::!:£■••:»:»»*:» laaa ■BBBBaaaaa aaairBar«aaa laaa aBaaaaaaaa aaaBBaaaaa II « ■ ■» * • ajiiwi*««* ' .■ '11 *HHi*iaa«*i *■« ■ # wMi*! 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'**flIB*!99**'*'"* "aaaaaaaaa aaaaaaaaaa aaaaa aaaaa aaa aaaaa BaiiEBii*aaaa*B3aBaaaBa*aaaaiBBaaaBBBaa*iaa ■•'aaaaa aaiaaa^aaaca aaaai aaaaa ■ '•aaaaaaaaaa •■•aaaaaaa !• ■•<■ aaaaaaa 1 a aaaaaaaa «■ .iaaaa* laaa ••••iaaaBa •".aaaaaaaa* ar laiaBfaa -- ...a...... ,. .aaaaSaa • ■aaaaaaaaaa aaaaaaaaa* a* faBavaanaa aaBa*aaati ill 11 II iiiliiiiii iil T fVPinPf'PP It vUWf' Up i4iff w * • aa' #' a '4 - r >. ■■■ aa aaaaa aaaaa aaaaaiaaia a* iaaa*aaaaa aaaaaaaaaa l:i»«imlH!Hflf!i \> 93 A detailed statement follows, giving the mar- ital condition of trainmen employed by Pub- lic Service Railway, as shown by the special census. A graphic representation of these figures is given on the succeeding page. \ 94 95 rEia'p:xT.\(;K of italic skkvick hailwav tkainmen. BY AGE:S, who are MARHIEIX Ccnsufi. July 6, 19 IS. Age Total JMarriod % ►Siiiglo 18 5 , . 5 19 93 o :].2 :i(! lio 146 16 ll.O 13(1 21 146 48 32.9 [ts 22 91 52 53.fi ■If) 23 98 47 48.0 51 24 9« 62 fit.fi :u L'r> 82 57 fi!>.r> 2-;> 2^ 97 72 H 2 2.". 27 107 86 SH. t 21 2S 127 104 M.'i 2'J Hi 129 S7.2 1? 30 88 80 ;> 1 . 8 n 92 85 OL' } 1 '.V2 91? 76 ho.u il* '{ '•' 1 1-' 112 78.8 30 34 1*^:: 81 7!', 1 1' i 35 i-ii 106 8S.4 1 ! 36 yS 83 87.4 l: 37 92 76 S2.6 Ifi 38 81 78 ''"'"',2 8 3!) 65 56 86.2 9 40 72 62 86.2 10 41 73 64 87.7 9 42 81 69 85.2 12 43 65 58 89.2 7 44 59 51 86.4 8 45 56 48 85.7 8 46 63 56 88.0 7 47 36 35 !"' 7 1! 1 48 52 47 90.4 e 49 45 38 s{ 1 7 50 66 56 84.9 10 51 31 27 87.1 4 52 41 35 85.4 6 53 22 20 90.9 2 54 30 28 93.4 2 55 20 15 75.0 5 56 13 12 92.3 1 57 17 15 88.2 2 58 22 20 90.0 2 59 17 16 94.1 1 fill 17 14 82. 4 3 AveraK'^ Ac^ «" 1 11 10 90.9 1 34.06 Years u'l 11 10 nn n, 1 63 12 10 83. J 2 64 4 4 100.0 , , 65 7 6 85.7 1 66 4 4 100.0 , , 67 4 4 100.0 68 2 1 50.0 1 not given 29 16 55.2 13 Total ;;;,i:"" :'.355 841 ■ '». • .1 (- I '■ V 1^ f I i^ ^ hhOvI • CVOC- INTENTIONAL SECOND EXPOSURE f 94 95 PERCENTAGE OF PUBUC SERVICE RAILWAY TRAINMEN. BY AGES. WHO ARE MARRIED. Census, July 6, 1918. Age Total Married % Single IS 5 m- m « tt • 5 If 93 3 3.2 90 m 146 16 11.0 130 u 146 48 32.9 98 n 97 52 53.6 45 23 98 47 48.0 51 24 96 62 64.6 34 2S 82 57 69.5 25 St 97 72 74.2 25 27 107 16 80.4 21 28 127 104 81.9 23 2f 148 129 87.2 19 M 8S 80 9L0 S 31 92 85 92.4 7 32 95 76 80.0 19 33 142 112 78.8 30 34 192 81 79.4 21 3S 129 106 88.4 14 36 95 83 87.4 12 37 92 76 82.6 16 38 81 73 90.2 t 39 6i 56 86.2 9 4® 71 62 86.2 10 41 73 64 87.7 9 42 81 69 85.2 12 43 66 58 89.2 I 44 59 51 86.4 S 45 56 48 85.7 8 46 63 56 88.9 f 47 36 35 97.2 1 48 .52 47 90.4 i 4f 45 38 84.4 7 5# 6f 56 84.9 10 51 31 27 87.1 4 52 41 35 85.4 « 53 22 20 90.9 2 54 39 28 93.4 2 55 2§ 15 75.0 f 66 11 12 92.8 1 57 1'7 15 88.2 2 58 22 20 90.9 2 59 IT If 94.1 1 ffii 17 14 82.4 3 Average Age CI 11 10 90.9 1 34.06 Years §2 11 10 90.9 1 63 12 It 83.4 2 64 4 4 100.0 * f 65 7 6 85.7 I m 4 4 100.0 •' • m 4 4 100.0 w • 68 2 1 50.0 1 Affe not given 29 16 55.2 13 4' Total: ■ •'■«« 3.196 2.356 841 ■"^Bl: ^ |~ fM * i- .w J ) n M Eiro Bg m * :::: iBiaai BB aaaa IB Baaa ■B laaa >■ aaaa M imm aaaBBBBBiB i:;: m M^ HT ... 11. m »» aaaai ■aaai aaa KB ■aaaa ■F .' 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BBBaasaa "BBBaBaaa raa aaaaaa- -Baaaaaaa '■.■■aaaaaaa aaaaa aaaa (aaaa aaaa ' aaaBaaMB i Blag aaaa ■ aaaaaaaa ■ .liaafma' aBBHaaa^^ aaaaaBaa.. -aaaaaaaa. ••••■•■■ < ■■aaaBBB. > a bbb Baa* . ■•bbbbsb. • laaa bbbbi .laaa bbbb >■ aaaaaBaa •aaaa bbbb. i Baaaav^B. -aaaaaaaa. jaaaaaiiaai. aaSBaaaa. ' iaSaiuuBj > ■■^•■■■■i 'SSaSlEai ■ •aaa^^^B'* ■■■•■■•• '■■•■■•■• laaBaaasit .aaaa •■■■■. (aaaaaaaa. aaaaaaaBB ' ■aaaaaaaa r ■■■■■■■■•» aBBBBaaaaa ■aaaaBBBB aavaaBaaa aBBBBauaaa aaaaaaaHr'- Baaaaaaah' aaaa aaaaf aaaaj^aaa Jmmmmm^ ■■■JaaBaBa •aaaaaaaBB • •■■■aaaaa aaaaaaaaaa aBaa^B«*aa ■•■•■■•■•• •■■•■■•■■■ •■•■■■■■■a bBaa^Baaa^ aa^^^^^aaa >«■■■■■■•■ ^■■■■■•Baa laaaaBaaaa aBBaasaaaa uaaaa aaaaui Manaaaaai Baaaaaaaaa aaMBaaaaBi aaaaBB aaa a a aaaaaaaaaa \ >i ^ •Koaua * CMuacM y 97 Beference to the above table shows that mSl% of the platform men are unmarried. The percentage of men unmarried ranges from 48.25% in the case of those in the lowest service group down to 13.90% in the case of those in the highest service group. Of the total married men, less than 28% had three children or more. In the case of the lowest service group less than 20% of the married men had three children or more. In the oldest service group about 33% had three children or more. Striking an average for the total of 3,196 men whose returns are recorded in our census, it wiU be seen that the average household consists of 3.11 * members. Confining attention to the married men only, the average family is one of 3.86 * members. It will be noted further that the average size is largest in the case of the oldest service group and smallest in the case of the youngest service group, ranging from 4.08 mem- bers in the former to 3.53 in the latter. It is a fact of added, though obvious interest, that the average age of employees rises as we ad- vance through the successive service groups, ranging from 26.51 in the case of the lowest service group to 41.25 in the case of the highest service group. (See Appendix 3.) The figure for the average size of family among the 3,196 platform men from whom cen- sus returns were received is substantiated by the Welfare Department's Statistics covering cases of illness or injury, showing dependents. These figures cover 3,844 cases of disability dur- ing the years 1915, 1916 and 1917. Of this ag- gregate there were 2,335 cases showing depend- ents. The average number of dependents per See Table, imge 101. y i ^ ^ ^ I] "■>/ ^ S' ■ ^ A -i ^i •f- 4- \i ,(>- A y case showing dependents was 2.452. If we add to this last figure another unit covering the hus- band we get an average family of 3.452. In the light of these facts, it would seem that the establishment of a wage rate which would yield aggregate annual earnings sufficient to maintain a family of five in comfort should not be applied to the peculiar situation of a group of employees in which the five-member family is not an actuality except in a small minority of cases. The wage rate should actually be ad- justed with reference to the prevailing condi- tions of the locality and of the employment, and an adequate deduction should be made from the standard earnings set for a family of five so as to yield a figure applicable to the normal family in the general employment concerned. Such a figure can only be approximated; and it should err on the side of an underestimate. With this in mind, we may safely base our calcu- lations merely on outlays for food and clothing, ignoring all other items of expenditure to which the presence of every additional child surely makes an appreciable addition. It will be remembered that the very recent careful investigations of family budgets covering conditions in the territory of Public Service Railway, show family annual expenditures rang- ing from $1,200 to $1,400. Accepting, however, for the purposes of this calculation the highest estimate of $1,500 which has appeared as a lib- eral family budget, and allotting 40% of this to food cost and 15% to cost of clothing, we get joint family outlays for these items amounting to $825.00. Applying Professor Jaffa's scale of distribution of food outlays for the various mem- ^ >- 98 bers of a family made up of husband, wife and three children, the shares would be as follows : Husband, 1.0 part Wife, .8 part 3 Children, 1.8 parts Worked out in terms of dollars and cents the result would be as follows: Husband, $229.17 Wife, 183.33 3 Children, 412.50 Dividing the total for the children by three, we get an average outlay per child of $137.50. Applying to this the figure (1.14) representing the difference between the five-family standard and that now prevailing among Public Service Railway trainmen, we get a total of $156.75. Italails of calculation are given below: Total Family Budget |1600 40% for Pood 1600 15% •• Clothing 225 1825 Total for Pood and Clothing Basis of Distribution Among Members of Family Group: Husband i.o part Wife 8 " Ist Child 7 " 2d Child 6 " 3d Child .5 " 3.6 parts to be divided Husband gets 27.78% Wife gets 22.22 1st Child gets 19.441 2il Child g«!tt 16.671 50% for 3 children 3d Child gets 13.89J Total 100.00% Average per Child 16.66% Average per Child In Dollars and Cents .... $137.50 So-called Normal Family g members Public Service Railway Normal Family... 3.86 Difference ' . 1 14 Allowanise for 1.14 children |166.*76 • I • A h • i • « V "^ . I 'y^ A ^ F^' \ ^.- l^ ^ 99 It may be urged in contravention of the rule just sot up that the normal family should be one of five members, whether it actually is or not; that adequate provision should be made for a family of this size in order that families of sub- normal size may find it possible to increase up to the normal limit without suffering a lowering of their customary living standard. This argu- ment would hold if it were true that increased earnings could be expected to lead to such a re- sult. Everyday experience points, however, to an opposite outcome. It is a commonplace among those who have given attention to the facts of increasing earnings and family increase, that the size of the family varies inversely with size of income and that an improved standard of living does not come to fruition in a greater number of children. The following quotations are typical of conclu- sions in this regard and are urged generally by thinkers along social and economic lines: "When some chance of better conditions is visible; when a better-paid occupation, education, some savings and some accumulation appear within reach; when it is seen that more mouths to feed mean a lessening possibility of utilizing such an opportunity,— then the propensity to multiplication is more and more held in check." (Taussig: Principles of Economics— II— page 231.) "In the opinion of most contemporary economists the standard of living is an effective means of control over the growth of population, and the tendency among progressive countries is for standards to rise and to insure to the rank and file of the population ever larger command over the material conditions necessary to happy homes and happy lives. This opinion must be accepted, if at all, on the strength of general considerations and of the undoubted fact that the real earnings of the manual laboring class are larger than at any previous state in the world's history. The primary cause of their improvement has been the improved methods of production that have been referred to frequently in these pages. Rising standards of living have doubtless been a secondary, cause, since it is highly probable that but for them '"( y 100 f\ population would hare kept pace with the new methods and prevented the earning capacity of the bare-handed workman from increasing." (Seager: Economics— Briefer Course— pages 213 and 214.) "The maintenance of a standard of comfort, raised more or less above that which was necessary for life and efficiency would necessarily involve a check to the growth of popula- tion at a rather earlier stage than would have been reached if family expenditure had been directed on the same principles as is the expenditure on the nurture and training of horses or slaves." (Marshall: Principles of Economics— 6th edition, page 691.) "So far as the birth-rate, however, is concerned, in most civilized countries it is clear that a" rise in wages and of the standard of comfort and intelligence is at present at- tended by a diminution in the growth of workers, and that this tendency is not adequately offset by reduction of infant mortality and increased longevity of workers." (Hobson: The Industrial System. Page 65.) "As fixed class distinctions fade out, people cease to be guided by the traditional standard of comfort of their class. It is no longer enough to live as father and mother lived. Wants and tastes once confined to the social elect, spread resistlessly downward and infect the masses. Tidal waves of imitation carry the craving for luxuries hitherto looked upon as the prerogative of the rich among millions of people of limited means, and these, in their selfish haste to gratify new wants, learn to economize in offspring. Here the decencies, there the comforts, yonder the vanities of life compete with the possible child and bar it from existence." (Ross: Changing America. Page 39.) COMPLEMENTARY FAMILY EARNINGS. In all of the budgetary studies upon which reliance has been placed, it has been the practice to include under the earnings devoted to budget- ary requirements, all contributions by any mem- ber of the family group. In order to develop data for comparative purposes, as well as to reach a measure of what might normally be ex- pected to be earned in an average family by other members than the husband or father, the following tabulation of Public Service Railway census data has been prepared to show comple- mentary earnings in the families of platform V. < -A. \ -( PUBLIC SERVICE RAILWAY COMPANY BUS DATA SHOWINQ AVERAGE SIZE OP HOUSEHOLD BY AGE AND SERVICE GROUPS, WITH COMPLEMENTARY EARNINGS. AU IJmployeas Mb s ft ^ 9 5 o II 1^1 1^1 a ii 3 uf^ 6S loS S>l ^11 itlft wtf • Ie no cMldren •• '•• •• one chlM M ii ft 1^^ children «• •' •* tlMr*« ** •• •• fmir •• ii •• fi •i •• 'live 6M 1048 S8 1101 29 141 IttS 43 im H Sit laiS IS 2284 108 111 141S 18 1428 101 184 884 I f8f 88 ii ilT 8 §88 84 &oirer ft 877 8 883 148 1432.00 877.00 1363.00 1108.00 904.00 896.00 I .83 1.62 2.46 3.91 6.61 6.66 1426.00 14.40 Totml nmrrled men Stagi* iii«ii 3356 9098 141 8237 613 $6804.00 841 •841 731 1183 176 2777.00 ramrrlid men glagla umii AM vwa 3188 8937 881 10799 789 19681.00 3.86 .08 3.82 .28 |2.89 1.00 .88 1.88 .21 3.30 3.11 .27 3.38 .38 13.00 % Itorrled men 73.69 28.31 Service Ist to 6th Month, Inclusive id's S "S^S 2 S oo tjSfl a « s o O a d) }n tl 107 214 16 230 13 1245.00 $2.29 118 364 8 369 6 36.00 .30 98 393 6 397 12 228.00 2.33 43 216 216 12 120.00 2.79 18 108 108 4 61.00 2.88 8 66 66 3 30.00 3.75 7 88 68 8 63.00 9.00 399 1407 26 1433 57 8772.00 372 •372 366 738 107 1857.00 771 1779 392 2171 164 12629.00 3.63 .06 3.69 .14 $1.93 1.00 .98 1.98 .29 4.99 2.31 .61 2.82 .21 13.41 61.76 48.25 Service 7th Month to 5th Year, Inclusive OB U B Z c *" © o3 n ^ n >:3 m s ■«-> Q S3 o o o :00 bO ^( S® r s p ^ IB 5^H 123 222 153 64 36 17 14 246 666 612 320 210 119 117 11 11 5 2 1 1 257 677 617 332 211 120 117 3 14 8 11 3 14 I 83.00 I .27 182.00 .82 93.00 136.00 .00 34.00 114.00 .61 2.13 .00 2.00 8.14 628 2290 31 2321 53 $592.00 238 ^238 253 491 63 737.00 866 2528 284 2812 106 $1329.00 3.65 .05 3.70 .08 $ .94 1.00 1.06 2.06 .22 3.10 2.92 .33 3.25 .12 $1.63 72.62 27.48 Service Over Five Years « .o B 3 td mu 06 >^ O m s •d •as o o 9 9 jj53 s S a o Compleme Weekly Earnings Average C Weekly Earnings 284 568 282 846 290 1160 170 850 110 660 64 448 76 674 24 592 24 870 10 1170 11 861 2 688 1 '449 6 680 120 12 $ 154.00 $ .54 61 723.00 2.56 82 983.00 3.39 79 812.00 4.78 84 863.00 7.75 47 618.00 8.09 1209.00 15.91 Service Not Stated 9 Xi B Z l§g eiau on ►a 3r»"S & 9 xa ■d cd-S B3 043 ** s G 9 sJbS w^g S 6w ^6§ 6^1 1276 5206 78 5284 485 $5252.00 206 *206 97 303 16 183.00 1482 5412 175 5587 501 $5435.00 4.08 .06 4.14 .38 $4.12 1.00 .47 1.47 .08 .89 3.65 .12 3.77 .34 $3.67 86.10 13.90 10 19 12 6 1 2 2 20 67 48 30 f 14 18 2 2 2 22 6^ 60 30 « 14 18 1 6 3 1 4 26 •26 6 30 $ .00 37.00 69.00 38.00 .00 14.00 40.00 62 193 6 199 18 $188.00 .00 77 218 11 229 18 $188.00 180.01 100.00 100.00 100.00 •■' ■liliiiiiifiri ii i! iiiiiiiiiiiiii i i— 102 Scnitiiiy of this table will show that the aver- age weekly earnings in all households due to others than the chief contributor, amount to $3.00, Considering only the married men, the average for each household is $2.89. This average figure for complementary earnings varies directly with length of service. In the lowest service group, the average complemen- tary weekly earnings are $3.41. This drops in tie case of the middle service group, but in- creases in the highest group to $3.67. A more significant fact than this is that the average complementary weekly earnings increase with the size of the family, ranging from the low sum of 82c per week in the case of families without children to $14.40 per week in the case of the relatively few families with six or more children. If we reduce the average weekly figure of $3.00 for all households to an annual basis, we get a resulting sum of $156. At another point in this brief it is shown that the aver- age earnings in 1917 of those who were in the employ of the Company throughout that year amounted to $1,046. Comparing the complemen- tary earnings of $156 with the average annual earnings per man, of $1,046, we find that the former represents 14.9% of the latter. In the light of other budgetary studies this result seems to be an entirely reasonable one. In the Chapin study of the standard of living in New York City 58% of the families with an- nual income ranging from $700 to $1,100 (246 families) had earnings from other sources than the chief bread-winner. In the $700 to $800 group the husbands account for 89% of the total income. In the $800 to $900 group the husbands account for 84% of the total income. In the $900 to $1,000 group the husbands account for V <. '""^ V ^ < -4 < t a A ^'■ >- K y y ^4 103 85% of the total income. In the $1,000 to $1,100 group the husbands account for 82% of the total income. The workers were for the main part laborers, teamsters and garment workers. It would be a fair approximation to say that in general 15% of the family income was con- tributed by other members of the family than the husband. Mrs. L. B. More's study of wage earners' bud- gets yields the following: Total Husband's Total Average Income of Family Earnings % of Families. Size. Husband. Income. Total Income. 200 5.6 $540.65 $851.38 63.5% A tabulation of the composition of in- come, based on the British Board of Trade's study in this country of living conditions of the wage earning population, yields further confirm- atory evidence. The following table (drawn from the 41st Annual Keport of the Massachu- setts Bureau of Statistics) covers family data for Newark, Paterson, Philadelphia, Boston and the cotton cities of New England, 1910-1911 : ^ y pppPR ■g|iiii#it*iiipilliaw»iwiiii< lM^^ ^^^ I "i ll i lll l UJi 104 "X 105 COMPOSITION OF FAMILY INCOME. From "Uving Conditions of the Wage Earning Population" llffttftu of Statistics. Annual Report, Vol. 41, part 3, 1911. (Covering Newark, Paterson, Philadelphia, Boston and also Cotton aUes of New England— 1910-1911) : Average Weekly Income. M -IM 13 O £3 O' ® 5 o l> A iSl m d s M Q |4 o -I "3 Under $9.73... «7 18.16 10.26 $0.19 |0.14 19.73 ft under 11.63 |t4li 632 114.60 ft under $19.47 1036 119.47 ft under $24.33 546 $24.33 ft under $29.20 437 119 JO ft under $34.07 224 114.07 ft und«r $38.93 131 19.98 $38.93 ft above 243 15.16 17.14 19. IX 19.14 0.25 0.29 0.27 0.55 0.30 0.44 23.24 0.36 0.41 0.91 2.69 4.40 9.32 11.72 24.03 0.22 0.63 1.40 2.04 2.62 3.99 3.60 $ 8.76 93% 12.42 93% 16.99 89% 21.51 80% 26.10 73% 31.38 61% 36.13 55% 50.33 46% Further confirmation is afforded by a tabula- tion of family earnings covering 496 families chosen at random from the schedules returned to the United States Bureau of Labor Statistics for shipyard workers in the New York and Philadelphia districts. The following were the results : Total earnings of husbands $581,629.60 Ttttal family earnings 681,159.17 Husbands' percentage of total 85.4% The resulting percentage of 14.6 for income other than that earned by the husband, almost coincides with the figure yielded by the Public Service Eailway census (14.9%). In view of the results of these investigations it would seem reasonable to make due allow- ance for complementary family earnings in de- ^ < y "^. ^ ^ ~^ -< y i "i y K V y y -< y termining the earnings of the chief bread-win- ner by judicial award. If we fix the necessary income of a family of 5 at $1,500 there is no doubt that approximately 14% of this income should be represented by the complementary con- tributions of the family group. The resulting sum would amount to $210. This amount should be deducted from the $1,500 standard in order to arrive at a figure for adequate aggregate earnings of the family 's chief bread winner. RELATION OF THE RAILWAY COMPANY'S WELFARE AND PENSION PLANS TO THE DETERMINA- TION OF AN ADEQUATE WAGE. The value of the railway company's welfare plan to trainmen and its bearing on the matter of a living wage is a material factor which must be given consideration. The welfare plan covering sick benefits and pensions is conducted and financed at the expense of Public Service Railway Company. It is generally recognized that an adequate living wage must make possible provision against loss of income and expenses in- curred duriQg the illness of the chief bread win- ner or other members of the family; must insure at least a part of the bread winner's income in case of accident and must make some provision by which he can retire in old age, when he can no longer perform the duties incident to his em- ployment. If these safeguards must be pro- vided entirely by the workman, his wages should be larger than where such protection is paid for by the employer. For a number of years Public Service Railway has had in force a welfare plan providing pro- tection of health and superannuation insurance. Under the welfare plan which has been in force ^A. y ^ y -< ^ 106 Bince 1911, every trainman is entitled to $1.00 per day for each day of disability after the ex- piration of the first week of disability ; provided, that payments on this account shall not exceed Si days in any one year. It is seen that protec- tion against illness of more than one week is afforded for a maximum period of approximate- ly fourteen weeks irrespective of whether the illness occurs at one time or whether the train- man has been ill on several occasions during the year. In addition the welfare plan provides that a trainman may voluntarily apply for a pension at the age of sixty-five years provided he has been in the service of the company for twenty- live years. The plan entitles him to receive a pension equal to 1% of his average earnings for the ten years previous to the date of his retire- ment, multiplied by the number of years he has spent in the service of the Company. Thus, for example, a man who has been in the service of the Company for thirty years and whose pay has averaged 37i/^c per hour in the ten years pre- ceeding his retirement, would be entitled to a pension equivalent to 30% of this rate or eleven mud one-quarter cents per hour. This plan, how- ever, provides that the minimum pension rate shall be $240 per year or $20.00 per month. Eight hundred and fifty-six trainmen, or ap- proximately 20% of the total number, received side benefits during the year 1917. The same general proportion prevailed in preceeding vears The average amount received by trainmen in sick benefits in 1917 was $19.83, while the aver- age number of days of disability of those re- ceiving benefits was 25.8 days. •Plan also provides protection for other employees, but for the sake of brevity details are not presented. -( A < ■"^ M 1 y- y y K y 107 What would it cost the trainmen of Public Service Kailway Company to purchase the de- gree of protection afforded by the welfare plan and to make provision for their old age equiva- lent to that afforded by the Company's pension plan! In fixing a standard of wages your Honorable Board will give due regard to collateral ques- tions such as the money value to the worker of the welfare work and pension protection af- forded by the Company. If the men must make provision for loss of income during illness and for their maintenance in their old age, out of their earnings, their wages must be higher than would be the case were this protection afforded by the Company. In order to ascertain the value of the pro- tection afforded to the trainmen of Public Ser- vice Railway through the welfare and pension plans, Mr. J. F. Little, * Assistant Actuary of the Prudential Insurance Company of America, was requested to furnish an opinion as to what it would cost the men to secure an equivalent amount of protection through one of the recog- nized insurance companies. Mr. Little's opinion is as follows: James F. Little Assistant Actuary The Prude>ntiai insurance Company of America Home Office Newark, New Jersey July 18, 1918. Mr. E. W. Heillg, Secretary, The Welfare Committee, Public Service Corporation of New Jersey. Dear Sir: I have examined the retirement pension plan of your Company as now applied to trainmen in the employ of the Public Service Railway Co. and find the value of same to be equivalent to between 2% and 3% of the wages paid such employees. ♦Fellow of the Actuarial Society of America, Fellow of the Institute of Actuaries of Great Britain and Ireland. 1, ^ 106 Tills calculation does not take into account the possibility tliiit trainmen's wages miglit, over a long course of years, tend to increase somewhat, apart from the increase recently allowed. Should such a condition preyail in the future, it /would materially add to the ultimate cost of the pension scheme and the value to the employees regarded as a per- centage of their wages would be increased. It is, of course, impossible to forecast what wage conditions will be many years hence and it is, therefore, impracticable to offer any figures on the subject. Very truly yours, JAMES P. LITTLE. Applying Mr. Little's conclusion that it would cost from 2^o to 3% of the payroll to insure trainmen to the extent covered by the welfare and pension plans and applying these rates to the annual earnings of trainmen as disclosed by the studies hereinbefore set forth, we are able accurately to determine the allowance which should be made in fixing a wage standard be- cause of the welfare and pension plans. We shiill apply the 2% rate to the 35c wage group, and 3% to the 40c wage group. The annual enfiimgs of the trainmen which at the present time fall within the 35c wage group during the year, 1918, can be accurately estimated by using the number of hours worked in the year 1917, as the basis of the computation. The determin- ation of the earnings of the men in this wage class, as used in the following tabulation, was made upon this basis and the value of the wel- fare and pension plans was calculated by tak- ing 2% or 3% (in accordance with the wage group) of the assumed annual earnings. 1 y •< V y 1(1 A >- Y y y 109 VALUE OP WELFARE PLAN AND PENSION SYSTEM OF PUBLIC SERVICE RAILWAY, BASED UPON CALCU- LATION OF MR. J. F. LITTLE, ASSISTANT ACTUARY, PRUDENTIAL INSURANCE CO. OF AMERICA. Value of Welfare and Pension Plans at 2% and 3% of PayroU: Annual earnings of men in 35c wage class in 1918 based upon hours worked in 1917 at 35c rate— $1237. . (2%) 124.74 Annual earnings of men in 40c wage class in 1918 based upon hours worked in 1917 at 40c rate— $1414. . (3%) $42.42 Public Service Kailway submits that in de- termining the wage rates for its trainmen your Honorable Board should credit against the sum which it fixes as the proper amount to be con- tributed by the chief bread-winner to the family income, what it would cost every trainman to secure the protection now voluntarily provided at the expense of the Eailway Company. If this protection were not provided by the Com- pany it would be necessary for the trainmen to make some provision through the ordinary chan- nels of insurance to secure this protection for themselves and their families. We assume that the calculations of your experts as to the proper amount of the family income includes a sum for insurance and where this insurance is provided by the Company at its own expense the wage rate should manifestly be lower than where it is necessary for the worker to make provision on his own account CONSIDERATION TO BE GIVEN TO THE WORiCMEN'S COMPENSATION ACT IN DETERMINING WAGE RATES. Since the Workmen's Compensation Act be- came a law in 1911, Public Service Kailway has been operating under the so-called ** Elective Compensation Section" which, generally speak- A y h 110 ieg, provides compensation for all injuries, "arising out of and in the course of" the em- ployment, together with medical and hospital services. The Act provides that the injured worker is entitled to medical and hospital ser- vice and to medicine during the first two weeks after the occurrence of the accident ; that he is to receive half wages during temporary disability, together with half wages for varying periods of time, depending upon the circumstances in the case, for permanent disability. In case of death, from 35% to 60% of the deceased's wages are to be paid to his dependents in addition to the ex- penses of his last illness and the cost of burial. No contribution is required from the worker under the Act, the entire expense being borne by the employer. Public Service Eailway through its own voluntary act has measurably increased the protection to its trainmen beyond that covered in the Act. During the five years from 1911 to 1915, inclusive, payments to the employees on account of injuries were approxi- mately 25% in excess of those required by the J\.ct. Confining the measure of the value of the protection afforded under the Workmen's Com- pensation Act to the explicit provisions of the Act itself, and excluding altogether the extra protection voluntarily provided by the Company, we find that it would cost trainmen a consider- able sum to provide through the channel of the ordinary insurance companies an equal degree of protection. The Commissioner of Banking and Insurance of the State of New Jersey quotes a rate of $1.44 per $100 of payroll for such pro- tection. This rate has been confirmed by the Superintendent of the Liability Department of the Commercial Casualty Insurance Company. • *S«e AfiMndiz 5, and Appendix 6. y -<; ^ y J. < ^ ^, -A, 111 VALUE OF PROTECTION FURNISHED AT THE EXPENSE OF PUBLIC SERVICE RAILWAY COMPANY UNDER THE WORKMEN'S COMPENSATION ACT OF NEW JERSEY: Value of protection un- der Workmen's Com- pensation Act at cost under the rates of In- surance Co.'s — 1.44% of payroll. Annual earnings of men in 35c wage class in 1918, based upon hours worked in 1917 at 36c rate— $1237. . $17.81 Annual earnings of men in 40c wage class in 1918, based upon hours worked in 1917 at 40c rate— $1414. . $20.36 This protection is of value to the employees and should be considered. The above items, however, are not deducted in the summary on pages 114 and 115. THE WORK OF TRAINMEN CONSTITUTES ONE OF THE MOST HEALTHFUL OCCUPATIONS. It has been urged that wage rates as between different industries should reflect to a consider- able extent the differences in the healthfulness of the several occupations. Workers in lead works, match factories, and other establish- ments where occupational diseases are preva- lent should receive a higher rate of compensa- tion than prevails in industries where the work- ing life is longer and the risk of disability through the destruction of health is much small- er. Other things being equal, the more health- ful the occupation the lower should be the wage rate, as compared with other industries employing the same class of labor. The work of trainmen on Public Service Rail- way is performed under the most favorable con- ditions. With the exception of last winter, A. i A >- 112 when the National Fuel Administration acting in the public interest, restricted the heating of cars, it has been the practice of this Company to heat its cars during those periods of the year in which artificial heat was required to make them comfortable. All of the winter cars have enclosed vestibules. During the summer months, train- men are working in the open air, while with the exception of short periods during the rush hours, ventilation is generally good, even in the winter months. The general healthfulness of trainmen is clearly indicated by a comparison of the death rate for the State of New Jersey with that of trainmen of this Company. In or- der to secure a comparable basis, the mortality statistics as reported by the Federal Census Bureau have been reduced to show as nearly as possible the proportion of deaths among white males between the ages of twenty and sixty-nine. The calculation is reproduced as Ap- pendix 7 of this brief. Using the results of this calculation to indicate the proportion of deaths among white males between the ages of twenty and sixty-nine in the State of New Jer- sey and comparing them with mortality records carefully kept by the Welfare Department of this Company, an illuminating comparison can be made. ^ V -(, < ~A -i ^ A y i h y 113 DEATHS AND DEATH RATES OBTAINING IN NEW JERSEY COMPARED WITH THOSE OBTAINING AMONG PUBLIC SERVICE RAILWAY TRAINMEN, FOR THE MOST PREVALENT DISEASES OCCURRING BETWEEN AGES 20 AND 69. State of New Jer- sey Board of Health Report 1917, jariving P. S. Ry. Co. data for 1916 Trainmen 1917 Rate per Rate per M. Popu- M. Em- Dlseasea Deaths lation Deaths ployees Tuberculosis of the lungs and other forms of tuberculosis... 3,503 1.19 2 .53 Orgranic diseases of the heart 2,880 .98 2 .53 Acute nephritis & Bright's dis- ease 2,502 .85 t .53 Pneumonia 1,957 .67 1 .26 Cancer and other malignant tumors 1,747 .59 Violent deaths (suicide excepted) 1,606 .54 •« 1.56 Cerebral hemorrage & softening 1,396 .47 2 .53 All other diseases 5,875 1.99 tl2 3.12 Total 21.466 7.28 27 7.06 Estimated total population, 2,948,016. Total trainmen, 3,824. • Includes industrial accidents, covered by workmen's compensa- tion payments, t No one disease shows more than one case. The average death rate for white males be- tween the ages of twenty and sixty-nine in the State of New Jersey is greater than the death rate among Public Service trainmen. SUMMARY OF LOCAL CONDITIONS ON PUBUC SERVICE RAILWAY WHICH MUST BE CONSIDERED IN nXING WAGE RATES. A summary of conclusions reached under the above four headings affords the basis for de- termining the average trainman's proper con- tribution to the budgetary requirements of the family of which he is a member. Adopting for purposes of calculation, the $1,500 standard for a family of five members, suggested in the Monthly Eeview of the U. S. Bureau of Labor Statistics, April, 1918, previously referred to, and making requisite deductions to cover condi- tions applying on the Public Service Railway, we arrive at the following result: y i standard for family of 5 $1500.00 Allowance for smaller family $166.76 *' " complementary family earn* Inss 210.00 Hlnimum allowance for welfare and pension plans 17.81 384.56 Adequate annual earnings per trainman $1115.44 WHAT THE TRAINMEN EARNED IN 1917. In the year, 1917, when the wage rates ranged from 25 to 32 cents prior to October 1st, and 28 to 34 cents, after October 1st, trainmen on Pub- lie Service Railway earned the following aver- age amounts : (a.) Men now in 35c service group, $827.00. (b.) Men now in 40c service group, $1,140.00. These averages are determined from reports made by the Company to the Collector of In- ternal Revenue, showing the earnings of all trainmen who received $800 or over during the year 1917, which included all trainmen who had been in the service of the Company throughout the year. WHAT THE TRAINMEN WILL EARN IN 1918. By applying the rates of 35 and 40 cents an iomr to the actual number of hours worked by each man during the year 1917 and striking an average for each group, it is possible to de- termine the earnings of trainmen in each group during the year 1918. (a.) Trainmen receiving 35 cents an hour will receive, if they work the same number of hours as in 1917, or an average, $1,237. (b.) Trainmen receiving 40 cents an hour, working the same number of hours as ^ A H A i -i A y y 115 in 1917 would earn, at this rate, on an * average, durin^^ the year, '$1,414. Trainmen in the 35-cent group would receive in the course of the year about $122 more than is necessary to insure their subsistence and that of their families in health and reasonable com- fort. Trainmen in the 40-cent group would receive, in the present year, $1,414, or about $300 in ex- cess of the sum of $1,115.44, which has been shown to be the amount necessary to insure the welfare, health and proper comfort of a train- man and his family. THE SAVINGS OF TRAINMEN ARE PROOF OF THE ADEQUACY OF THE WAGE RATES. The savings of trainmen of Public Service Railway show significantly the adequacy of wage rates. It is, of course, impossible to trace all of the savings of these men, but from informa- tion in the possession of the Company, the evi- dence is indisputable that wages are sufficient to enable all classes of trainmen to save sub- stantial amounts, especially considering the large number of single men, and the average age of trainmen. A considerable proportion of them own or are buying their own homes. The special census before referred to discloses de- tails concerning this matter. 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Attention is called to the fact that if we except engineers, firemen and conductors, practically no class of workmen on steam railroads receives an amount equal to that earned by the senior group of Public Service Railway trainmen. Practically all the skilled mechanics who have spent years in learning a trade, under the award of the Railroad Wage Conmiission, re ceive less than is earnc^l bv Public Service Rail- a way trainmen. Electricians, station agents, blacksmiths, structual iron workers, car inspect- ors, telegraphers, masons, carpenters, painters, car repairers, all receive nmch less than our ti'ainmen. The conclusions of the Railroad AVage Com- mission deserve the utmost re';pect, and we submit tliat tlie amounts that have been fixed as a just and pi'oper annual compensation for these woi'kers is a matter of primc^ importance in deciding this case. We are certain tliat tlie War Lal)or Board does not i)r()})oso to over-turn the entire equili- brium of wages by ill-considered, unwai'rantiHl iiicr(\nses in one iicld, heading to unrest and dis- salist'action in countless other industi'ies. The Company respectfully submits that Iho rates of pay should be fixed at ^oc and 40c \)vv hour with a ])ro])ationary 'Mk' ])ei"iod as now ohiaiiiiiig on tliis pro])(M'ty. i. a Hv INTENTIONAL SECOND EXPOSURE 120 • 4 121 K3MIIN9 V tAMMV ■ MB*pn««»«tfa ■■■■•■■■««■••■■•••■■••■■■■■•*■•■■■■ ••••Vab|UBaiiaa«t ■•••■•■•■•••■■•■•■■s ■•■■«■■•«« ••■•■•«•««•■•■•«■• ■«•«■•■■••••■«••■■■■ •■■■•«•■■■ ■ •afu«« ■■■«••••••■••««•■>■•■»«■«••■•*«•■■••■•■■ ■ •••»■■•■«■•■■■■• ■■■■••■•■• irtftj^* ■■■■••■■■■•■ Ij::: i::::::::: :::::::::: :::::!: :: :::::::::::::::::::::: ::::::a: ■.»«■«••«•••«« •<■••■».•«* Ma ■■I. !■••■■ •••«■■««. .■•••••.•«.«at>liW •«•••• •*«•■••••• •••■••••>■ ■••••■••■•*•••«■« ■)■■■■■•■>•••••■■■••■•■• ■•■•■•• '■ !••• *■■«■ AM •••■■■•••■■■•■■■■•■B •! «■■»«_■■•» »•■ •>••• • ■ aw.* •■••••■««••■••■««•«■■■■••■•>••••««••■•«*««••••«■«•«•■•••••••••«•■••■••■•••■«•■•■■««•■<■«■•■,««•■■■■■«)■•«« ■«■■■«•■«••■■ ««■■«■■■■••■> «■■ '••■■■•••■I «jaa »• «*<■«!■•■■>■■ ■■«■■!■*•« ■■■■•«•»•■ ■•••!«■■■• •■«•••*««« ■■•■•■■•ai*KB»i*«ai•• ■«••«>••■•«•■•■■■[•■•■••«■• Hit ■ ■■■■■■■>■■ ■■■■•■■! •■•. ■■■■ -■■■«■■■)* «■■ • *■•«•••■••• ««■»•••■«• ••««•••**■ •«••••••■« ••■•«*«i*« ■•••««■■■■«■■«■«■■■■«•••■•■••• ■•«•«■•••• ••■>•••■•■■ ■■•>•!■■•■■•■■•■■••■■ ••!■■•■■%■« ■••a*4i>aa «•■««■ aa • « •■■«*••■■•« •■•»«■!■•«• •««•••■••• ■««■•••••• aanaaiaaaa «••••••■«• ««aaa«aaaaa«a«i**a»i ■••■a ••■•■ laaaaaaaaa aaaaaaaaaa aaaaaaaaaa ■■■aaaa. «■ aaaa.^kaa'a aa aa«ia a««ai'naaaBaMaaw«aa«aaaaa«aa*MaaB«a«««aaaaaaaBaaM«aBaaaa*aaaaa«- i-.aaaak'aa aiaai. ««aa aaw*«aaai«ai«««wa««aai>a«aaaa>«a*«a*«aaaa«a«a«*aaaaaaaB*aB«aa«BaMaa[aaB8aaa««*aBa«aaaBaaa«aaaa«aaaa«aaaaaaaaaB«aaaBaaaaaaaaa«aaaaaaaa.«a •laaaat aa ••&•■» f aa aaa*«aaaatta«tt4 •«•••>•••• »aa«a«*a aaaaa aaaBBBaaaa aaaVt •■•■aasaaa «a« BBaaaaaa aaaaaaaaaa aaaiaaaaSi iaiiaalaiB aaSaiZi: ki • laSiaSaSS *•■•■•••£: i ■ aaaaaaaaaaaaa aawaaaiaawa a«a«a«a«Ba aaaaa aaaaa •awBaaaaaa aBaaaaaaa ■ •aaaaaaaaa aaaaaaaaaa aaaaaoaaa a aaaaa aaaaa aaaaaaaaaa Baaaa aaaaa aaaaaaaa. a aaaa «••■■« •••■'■••aa < asaa*aa*aaaaaiaaaaBa«a«.aa-«aaa*a««-aaaa-aaaaBtaa«a.BaaaaaaaBaaa*iaaa«a«*aaaaaaaaaa aaaaBaaa aa aaaaaaaaaa Slaaaaaiaa aaaaiai'a. tSiS "Siii "••»*■•!■ ■ a*" '• - •• *'- '- -' -' " ■■'■*-'''aaaaa(aaaBNMaBa*aMaBaaaaaaa««a«aBBaaaa*aaaaa*aaBBBaBBaaaaaaa88aaaa*aaaaaaaaBaaaaBaa«aaaaaaa«aaa aaaaa >.aaa 'iB«Ba -mw . 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"""•"" ;::::::::::::::::::: :::::::::: :::::::::: :::::::::: ::::::£::: ::.::::::: v ::::::::::a*:: :::::::::::::::::::: ::::p:^ :::::::::::: :::!ii:::ii:::!::::§lli:l^ Hi iiili ioiyn iiHiiill iilHili -EHnn^^ ....::::::::::.:.;.:::.;:::.::;;..::.:::;::;..;.:::L.:-u!:!i::::.:...::;:::;::::::!H^ .i.u.i;;»±ii»iii::»iii;i:;:i;i:»ii»::»::::::::::::ii;::::ti;:::;:: ii:;::;:i:::::i:::::::i!)£:::;;;;:;:::;::::;::::::n::d:M:;::::::::::::;::::: .: :E:::H:::::H:::rI:iH':::::::::::::::::::h:::::::::::K::^ Keeping in mind the sources from which Pub- lic Service Railway trainmen are drawn — large- ly laborers, teamsters and clerks — a comparison between their earnings and those of most of the employees of steam railroads is startling. Attention is called to the fact that if we except engineers, firemen and conductors, practically no class of workmen on steam railroads receives an amount equal to that earned by the senior group of Public Service Railway trainmen. Practically all the skilled mechanics who have spent years in learning a trade, under the award of the Railroad AVage Commission, re ceive less than is earned by Public Service Rail- way trainmen. Electricians, station agents, blacksmiths, structual iron workers, car inspect- ors, telegraphers, masons, carpenters, painters, car repairers, all receive much less than our trainmen. The conclusions of the Railroad Wage Com- mission deserve the utmost re';pect, and we submit that the amounts that have been fixed as a just and proper annual compensation for tliese workers is a matter of prime importance in deciding this case. We are certain that the War Labor Board does not propose to over-turn the entire equili- brium of wages by ill-considered, unwarranted increases in one field, leading to unrest and dis- satisfaction in countless other industries. The Company respectfully submits that the rates of pay should be fixed at 35c and 40c per hour with a probationary 30c period as now obtaining on this property. • •••'■•••aaa aaaaaaaaaa «••••••«•• aaaaa aaaaa iaa««*«a*a aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aawaaaaaa* aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa ■•••BaaaaaaaaaaaBiaaaa ■ aaaaaaaaaa aaaaaaaBaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaa aaaaa aaaaaaaaaa aaaaaaa aaa aaaa aaaaaaaaaaaaaaaaaaaaBaaaaaaaaaaBBaaaaaBaaaaaBaiaaaaaaaaiaa aaaaaaaaaa a aaaaaaaaaa aaaaaaaBaa aaaaaaaaaa aaaaaaaaai aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaa aaaaaaa aaaaaaa aaa aaaaaaaaaa aaaaaaaa aaaaBaaaaaaa aaaaaaaaaa aaaaaaaBaaaa I taaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaai aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaBaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaa-aaaaaa aa I aaaaaaaaai aaaaaaaaaa taaaa aaaaa aaaaaaMaaa aaaaaaaaaa «a aaaaaaaa iaaaaaaaaa aaaaaaaBaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaBaaaaa aaaaaaaaaa •aaaaaaBBB aa I aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa awaaaaraaaaaata aaaa aaa iaaaaaaaai aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaa aaBaa aaaaaaaaaa aaaaa ••«•■ ••••■•••••a«a I aaaaaaaaaa aaaaaaaaaa taaaaaaaaa aaaaaaaaaa aaa ai aaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaavaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaiaaaaaa aaaaaaaa aiaaaaiaa • •ffl.aaa'iaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaa* aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaa laaaa aaaaaaaaaa aaaaaaaaaa taaaaaaaaa ■•■■aaia aaaa I iaaaaaaaaaaaaaaaaaaa aaaaaaaaaa aaaaa aaaaa aaaaaaaaaa iaaaaaaraa aaaaaaaaaa aaaaaaaa** aaaaaaaaaa aaaaaaaaaa aaaaaaaaaa aaaaa aaaaa aaaaaaaaaa aaaaa aaa aaiaaaa aaa :>• ■« » Jmm (ULTS OF GRANTING THE DEMANDS OF I W*tS» lil&I^* Tlie frantinf of tii« dlemanils set forth in the petition would he eoiilfwrsr to the principles and policies of this Board, would sk>w vp the pro- dnction of war industries, and place an unreal aHle Durclen upon tne vompany anci tne people ot The fundamental principle and purpose of this War Labor Board is to bring about maximum production of all war industries. Unduly in- ereasing wages and changing working condi- tions from those in force before the war not only artificially increase the cost of production but in the street railway industry will make it impossible for the companies to continue effi- cient operation, thereby defeating the very pur- pose for which this Board was appointed. The question whether the financial condition of the Company or its ability to respond to an increase in wages is relevant has been argued, both orally and on briefs submitted. We have no desire to prolong that discussion, but we re- spectfully point out a few fundamental facts. This War Labor Board is an agency of gov- ernment. Other governmental agencies control, through regulation and rate fixing, the ability of the Company to pay. There should be harmony of action. This Board should not increase the cost of operation unless some other governmental agency also functions to the end that the Company may be permitted to earn enough to enable it to carry out the decision of this Board. This other governmental agency might be an agency established by the President, or it might be the New Jersey State Utility Commission, ■-< ^ i" > ^ 123 which has complete power over rates of fare to. be charged by the Company. To that extent certainly the financial ability of the Company is relevant to this proceeding. The railway must be continuously operated. The Company has not the choice open to other lines of business of curtailing or of ceasing al- together its operations. It must go on. Public Service Railway Company early in this year applied to the Board of Public Utility Commissioners of New Jersey for permission to increase its rate of fare to seven cents where five cents is now charged and in addition impose a charge of two cents for each initial transfer and one cent for each second transfer. The Company thought, and still thinks, that these increases are necessary to enable it to maintain its property, furnish adequate service and pay the increases to labor already made. The finan- cial situation of the Company was presented to the Commission by an exhibit called ** Com- pany's Exhibit P. 3," which showed in detail the estimates of the Company for the year 1918. The Commission on the tenth day of July, 1918, handed down an opinion and issued an order in that case. The order permits the Company to increase its rates only to the extent of charging one cent for an initial transfer. This, it is esti- mated, will increase the revenues of the Com- pany some eight hundred thousand dollars per year. This increase in rate is to go into effect the first of August, next, which will give the Company an increased rate only for five months of this year, notwithstanding the fact that all the estimates are based on the entire twelve months, so that if the penny for a transfer re- sults in an increase of approximately $800,000 in the revenues of the Company for twelve > I 124 months, the Company will only obtain during the year, 1918, from this increase, five-twelfths of $800,000 or something slightly in excess of $300,000. The New Jersey Conunission in its opinion discussed the Company's estimate as set forth in Exhibit P. 3, and revised the same, and in the body of its opinion the Commission sets forth the Company's estimate and tlie Board's revised estimate for the year, 1918. The estimates so set forth in the report of the Com- mission are as follows: ^ < -4 >■ r 125 « ^ -a « o C 1? C eo > :j3 "* * S CO S W W g JH s II s§ ss ss SS © © © © © © © © •* © "*< r-* lO © IS 0» CO «o to to le fH iH ri «•■ M. ••■ M- © oo 04 © © © © © © © © © e © © © © © © © t- CO © 00 oo e» © © N © t- oo 1-1 ••■ •» «•■ *-l CO iH Ei gH^^S CO © 00 © CO b. «e © © © © u» iH »H © 00 00 o w e 00 00 00 © © © © © rH 00 © 00 CO iH © rH © r^ • • • • • • • • • • • • • • • • ■ CO CO © CO © e* © 04 © S^ b* © 1-( © ae> ■« M © ti 1 00 © ss © © © © r-* ""f CO © © r4 r-t © rH p^'-.n 04 © 04 © 04 t- to iH w © © t- •♦ t- i-t •• m, . 00 lO CO 04 T"* 04 5S 5g t> 00 © TH JH lO t«r 04* © a ^ ^ tt 00 00 lO 00 T-i t« 00 rH A © W © A W 00 to »H »-t C4 CO 1H T-t 1H © lO w e © 04 © Ok •k •> K « * ■> 00 09 lO le lO u» fH 1-1 f-l C4 rH 00 CO «-l r4 r-* M- ••■ w- «•■ •»■ M- •» % o I § I -< I „i»i. 73 I S i H O S g 2 8 d c « o > 5: S 9 a ^ ® ir< OS s M BO 5 S S a O a I o Q « ^ ! 18 o «o 9 O a o 5 • 13 |2 O'g bo '^ i: 9 O ja o 00 CO • © © © © © © © © © s © © 00 © 00 o 6 8 c c X3 o I c I S 6 -• •^ l-H 9 ^ Is fS IB aa s g OQ •d B ed B « ■a I4 t» * OS m •S5 M o o ^2 JS A IS 9a B Si n I to B B O 5 QQ > o •d « I B O B o M •c o § I B © o 2*3 ?5 B 22 B tf &b ♦* 9 *» ® d c ** 9 Is " 9 9 J3 5 B OQ c Qg B O 9 B 9 > t mm s o 3 OB 9 9 i B •O & •o B « M •§ B I u o 11 V as « S S e e • e © o o 3 rH 04 CO "^H^^**^^ JLZd The Commission's revised estimate shows a deficit for the year, 1918, of $860,000. The Com- mission apparently overlooked the fact that the Company would only be able to obtain the in- creased rate for five months and would only receive, as stated above, something over $300,000 added revenue to meet the Board's own estimated deficit amounting to $860,000. Attention is called to the further fact that the New Jersey Commission's revised estimate set forth above makes no allowance whatever for dividends and reduces the operating expenses about $750,000 below the sum thought neces- sary by the officers of the Company to ade- quately operate the property. The Company is further directed to set up an arbitrary sum for depreciation reserve which it cannot use for any other purpose. The Commission specifically al- lowed an item for labor increases amounting to $1,086,000. This as stated in the opinion is only sufficient to enable the Company to pay the present rates of wages, viz.: thirty-five cents snd forty cents with a thirty-cent probationary rate. Nothing is provided for further increases of wages. The Commission has closed its hear- ings for the summer and we are advised that it wiil not again sit until September. The stock- holders will not receive a penny of return upon their investment. The Company will be obliged to reduce its operations and expenditures to meet the revised estimate set up by the New Jersey Commission. The Company will not be able to obtain the money to pay any further in- creases in wages. There is no stipulation in this case that the decision of this Board would be retroactive, and should this Board determine that any further increase in wages is necessary, such increase I 127 should not be made effective until a further in- crease in rates can be obtained to provide the necessary money. The Company has made careful calculations of the amount of money involved in the de- mands of the trainmen. An increase of one cent an hour to trainmen would be approximately $120,000 a year, not in- cluding collateral increases which would neces- sarily follow, bringing about a further increase of approximately 15% of that sum. A wage rate of forty-five cents per hour for trainmen with sixty cents for overtime as re- quested in the petition in this case would cost the company annually $1,091,391 over and above what it is now paying, not including collateral increases, which would have to follow. If the working conditions asked for were adopted there would be a further increase in operating expenses amounting to $287,000. Not one penny of these sums has been allowed by the Utility Commission in the recent rate case above re- ferred to, as the allowance made in that case was based on the present rate of wages and working conditions. It has been stated since the petition was filed by the men in this case that they intended to amend their petition and deinand sixty cents per hour with ninety cents for overtime. If these rates were adopted the operating ex- penses of the Company would be increased $2,914,716 without considering any change in the present working conditions, over and above the present wages paid and over and above the amount allowed by the New Jersey Commission in the recent rate case. A 128 129 The saddling of this extra expense upon this Company is unwarranted upon the theory that it is necessary to preserve the former standard of living of trainmen, where it has been shown that the present wages insure the maintenance of the standard of living prevailing before the , and enable the trainmen to live in health isomabe ccnnfort. Under such circum- stances, the only justification for increases is to advance the standard of living of trainmen to a standard heretofore unknown, and this can only be justified upon the theory that war-time is a suitable time in which to try social experiments. The granting of unnecessary wage increases HMNid <:onstitute a distinct burden upon the peo- ple of the State of New Jersey, since it would necessitate a material increase in car fares. Under the recent decision of the New Jersey Board of Public Utility Cfimmissioners, Public Seffvice Railway b not able to provide even a small part of the funds necessary to pay further wage increases. To increase wages without simul- taneously increasing rates would bankrupt the Company, cripple its ability to operate and serve lustries, bring distress to thousands of in- who have bought its securities, and would constitute a wanton and unjust act, contrary to the interests of the country. >. X. CONCLUSION. The Company respectfully submits that the working conditions on this property are reason- able and should remain as they were before the^ war, and further that the present rate of pay to trainmen of thirty-five and forty cents with a probationary rate of thirty cents is just and reasonable, provides a proper living wage for the men, and should be approved by this Board. Respectfully submitted, PUBLIC SERVICE RAILWAY COMPANY, By Thomas N. McCarter, President, Edmund W. Wakelee, Vice-President. APPENDIX 1. PREVIOUS OCCUPATIONS OT 800 PLATFORM MEN HIRED BY PUBLIC SERVICE RAILWAY COMPANY DURING 1916, 1917. 1018. SAMPLE CAIWa SlILIBCTBD AT RANDOM FBOM EMPLOYMENT BOOKS. In Service In Service In Service ti«TMur SniTear istr rear 1 s e Pr)ivi0iii0 Occupation 1 1 i 1 • , 2 1 o 1 Total P ^ M o Bill Collectors .1 1 Glass Worksrs 1 Brakemen 2 1 Carpenters t 2 Pitmen Laborers 11 f 28 29 I 20 HI Firemen Painters B 2 Chauffeurs 1 2 T Machinists S ; 4 « Stone Cutters 1 Linemen Business Men 1 2 Salesmen 2 2 Barbers Clerks t 18 12 8 Button Makers Tinsmiths Railroad Conductors 1 TMimsters 8 18 19 8 29 Motormen 9 Wea¥er8 1 Plasterers 1 Plumbers 1 2 Waiters S Cooks 1 Watchmen 2 Iftiffravers Welirhers MlUhands 1 lAundrymen Hatters Rmich Hands Stenographers Printers 1 S 1 Janitors Shoemakers Lentlier Workers 2 Butchers 1 1 Blectricians 1 1 Miners 1 Porters S 2 ■Isvmtor O'perators 1 1 Deckhands 1 fteHors Soldiers 1 2 Slaters 1 1 Masons 1 1 Bakers 1 1 Ironworkers 1 1 Tailors 1 Farmers 2 1 2 Letter Carriers 1 Total ••«••* • • • • • ...600 130 APPENDIX 1. PREVIOUS OCCUPATIOMg OP 600 PLATFORM MEN HIRED BY PUBLIC SERVICE RAILWAY COMPANY DURING 1916. 1917. 1111, SAMPLE CASKS, SBLBCTBD AT RANDOM FROM EMPLOYMENT BOOKS. In Service In Service In Service Sri Tear 2nd Year istYear - fi Si e (3 e ts Pravlous Occupation $ o 9 ■ ) I 1 9 1 5 'I 1 §• 1 1 Total 9 X O S o ^ Bill C0ll«ctor8 i I Qtess Workers t Brakemen 1 S CkrpQiiters 1 1 2 .Pitmen 1 ;Latior*r8 If I St 2t 1 SO 111 Fl.reRi«n Painters 1 i s Chauffeurs 1 1 S I Machinists s i 4 6 Stone Cutters t Linemen Business M«ii. 4 1 S Salesmen 4 2 s Barbers 1 Clerlfs S IS 12 e Button Makers 1 'Tinsmiths 1 Railroad Conductors 1 1 TeamsterS' s 18 19 « 29 Motormen S t Weavers 4 1 PlastererS' 1 Plumbers S 1 S Walters 1 S Cooks 1 Watchmen 2 s Engravers Weighers MiUhands 1 Laundrymeu 1 Hatters 1 Ranch Hands Stenoirnphers 1 Printers 1 3 1 S 1 Janitors 1 1 Shoemakers Leather Workers s Butchers 2 2 1 1 Electricians 1 1 1 Mla«ni' 1 Porters 1 1 1 s Elevator Operators 1 1 1 1 Deckhands 1 1 Sailors 1 1 Soldiers 1 1 1 s Slaters 1 1 Masons 1 1 Bakers 1 1 1 Ironworkers 1 1 1 Tullors^ 1 Fiirnie'rs s 4 S 1 s Letter Carriers Total 1 . ...soo FuMIc Service Ry. Co. APPENDIX 2. WAGE RATES, HOURS OF EMPLOYMENT AND ACTUAL EARNINGS OF PUBLIC SERVICE RAILWAY COMPANY TRAINMEN COMPARED WITH OTHER WAGE GROUPS IN SAME LOCALITY. 1917 p ■ Name of Company, or lOiMl of Bwrtntai Labor Group [Number of Men Repre- sentlngr Labor Group AVERAGE WAGE RATE Regular Over- Time time TOTAL HOURS EMPLOYED Labor Group Average Per Man Regular Over- Regular Over Time time Time time Total for Labor Group • Regular Over- Time time ACTUAL EARNINGS Total Average Per Man Regular Over- Time time Total Public 8«r¥loe Railway Company SS selected trainmen Hudson Division IS 10.343 10.376 65228 4S8 2964 21 122,389.48 1169.88 $22,559.36 $1,017.70 $7.72 $1,025.42 22 selected trainmen, Southern Division 22 .331 .37S 67248 2150 3057 98 22,243.75 806.25 23,050.00 1,011.08 36.64 1,047.72 Averaire for all train- men as shown by In< eome Tax Report • • J - m t 1 : 1.046.00 De Camp a'uA Stoaii Machine Hands Machinlstst Tool Makers Lathe Hands Polishers ■ • # - i 1 / . 717.91 529.47 4,717.00 1,261.78 1.134.33 - 717.91 529.47 1.179.25 1,261.78 1,134.33 'Bamla Welders Machinists Carpenters Laborers .364 .38 .384 .243 .856 .88 .382 .246 7542 2558 2461 2587 84 96 89 443 2514 2558 2461 2587 11 96 89 448 2,748.74 964.17 944.05 628.18 12.06 36.43 34..03 108.99 2,760.80 1,000.60 978.08 737.17 916.25 964.17 944.05 628.18 4.02 36.43 34.03 108.99 920.27 1,000.60 978.08 737.17 Newark Paving Co. Laborers Drivers Foremen Blacksmiths Engineers 10 1* .293 .235 .877 .312 .442 21085 12190 6290 3110 4675 2109 3048 3145 3110 1525 6,174.50 2,861.77 2,371.92 972.00 2,021.19 6,174.50 2,861.77 2,371.92 972.00 2,021.19 617.45 715.44 1,185.96 972.00 673.73 Manufacturer of Blec- tdcal Machinery Carpenters 1\h>I Makers Pattern Makers J .326 .412 .360 J80 .786 .618 10165 8140 10953 1300 1096 1004 2541 2713 2738 325 365 251 3,309.52 3.354.71 3.950.93 689.55 806.87 620.65 3,999.07 4,161.58 4,57L58 827.38 1,118.24 987.73 172.39 268.95 155.16 999.77 1,387.19 1,142.89 Hedden Construction Co. Helpers Masons Carpenters Painters .426 .745 .616 .509 .872 1.25 1.32 1.09 6356 3901 6397 1524 122 27 65 49 1589 1951 1699 1524 31 18 16 49 2,705.60 2,904.43 3,943.10 776.25 106,33 33.75 85.58 53.41 2,811.93 2,938.18 4,028.68 829.66 676.40 1,452.22 985.78 776.25 26.58 16.87 21.39 63.41 702.98 1,469.09 1,007.17 829.66 Newark Fire Department 1,112.50 Newark Police Depart > * ■ 'i ■ , 1.100.00 ment • One engineer worked 2 months — one 9 months — one 12 months, t Does not represent a full year's work. ■Mm ■MB JLtS'M >. , *J.di> APPENDIX 3. PUBLIC SERVICE RAILWAY COMPANY. CENSUS OP TRAINMEN. Service Groups July 6, 1918. Service Periodtf Number to and Including of Men Ist and 2nd Month 406 3rd Month 147 4th " lOi i>t to 6th Mo.. Inc. Sth •• •• •til •• 4S 110 SI t 18 7th Mo. to 5th Yr., Inc. 264 168 Hi 116 116 93 13S 110 118 •I 64 19 19 40 89 10 39 19 13 30 Over 5 Years 14 19 25 17 18 • U 4 T t I 1 • i « 1 S Number Average Age of Men In Years h' 7th 8th •• 9th •• Itth 11th •• 12th tt 2nd Year 3rd •1 4th ith •f 6th «• 7th •• Sth <• 9th *• 10th fi 11th «* 12th II 11th II 14th •« lith •1 Itth. II 17th II 18th i« 19th II 10th 11 list f* 22nd •1 23rd •I 24th <• 2Rh «• 16th •• :lTtli •• Sith •1 'Itth I* Nth «« list i« II IMI •1 14th •• 3Sth If 36th «• 37th M 38th •• 39th •• 40th •• 4Srd 771 26.81 866 31. iO < k 1 1482 41.] Service not stated 77 Services not stated Total 1196 % to all trainmen 89% 77 1196 APPENDIX 4. BUREAU OF MUNICIPAL RESEARCH 805 Franklin Bank Building 1418 Chestnut Street 1417 Sansom Street Philadelphia Trustees Georgre Burnham, Jr., Chairman William S. Godfrey, Vice- Chairman Percy H. Clark, Treasurer Dlmner Beeber Nathan Hayward Arthur Emlen Newbold, Jr. Cyrus H. K. CurtisJames Collins Jones J. Henry Scattergood Franklin D'Olier Malcolm Lloyd, Jr. Frank Graham Thomson Powell Evans Charles L. McKeehan Albert E. Turner Samuel S. Fels Frank H. Moss Edward R. Wood Clarence L. Harper Walter Wood Frederick P. Gruenberg, Director Neva R. Deardorflf, Assistant Director Sedley Hopkins Phinney, Secretary July 18, 1918. Dr. R. C. McCrea, c/o Public Service Railway Company, 604 Public Service Terminal, Newark, N. J. My dear Dr. McCrea: We have just received a letter from Dr. Crennan, Public Service Railway Company, Newark, N. J., requesting us to send you information about our study into the cost of living of workingmen's families in Philadelphia. The purpose of this investigation was to arrive at some definite statement, in terms of actual goods and services, of what constitutes a fair standard of living so that the appro- priating body of the city will be able to determine each year in a short period of time whether or not it is paying its labor- ers adequate wages. With this end in view the selection of families for investi- gation was made in two ways. For a time various clergymen were asked to suggest families that conformed to our require- ments which were that they should be normal, self-supporting families in which the income of the principal bread winner did not exceed |2,000. Later, in order to save time, our inves- tigators simply went into industrial neighborhoods and called upon families at random, interviewing only those that were suitable for our purpose. The actual collection of field data began on August 15, 1917, and continued for nine months until May 15, 1918; so that the various family schedules represent overlapping annual periods between August 15, 1916, and May 15, 1918, a space of twenty- one months. The data gathered are being tabulated at the present time and the report will be published some time in October. Such material, based as it is upon actual investigation, should undoubtedly be recognized by both sides in wage dis- 131 ar« coninf more and more to see that it nay* to pay adequate wages— the only question being what is an adequate wage. Actual investigation of the worklngman's home and living (MMdMrnis would seem to offer the best solu- tion to the problem. We must maititaln our "American stand- ard" even though the wage figures, because of Increasing costs of living, seem to point only in the laborer's direcUon. Trusting that this infonmation will be of service to you and assitrliig you of our willingness to co-operate with you in this matter, I am. Tevy sineerely, FREiyK P. GRUENBERO, Director. APPENDIX 5. STATE OP Ni?W JERSEY BBPARTMENT OF BANKING AND INSURANCE TRENTON July 16, 1918. The Public Service Railway Company. Kewark, N. J. Attention of Secretary, Welfare Committee, ir Sirs: — kmm yiiM» letter of this dale aeidng for certain informa- tlHi as to compeuMMon rilia, and we beg to reply as follows: 1. The rates which would apply to your operations are the following: Clerical Employees, | .07 Shop Employees, 11.27 Al cither Employees, $1.44. Tie fkwegning rates are quoted per $100.00 of payroll I. A Flan of Experience Rating which takes into account tlie MMliast w piiiii iii o of the individual eslaMishment will In all ppolMibility be shortly in effect. The oi«p«tion of this Flan would be based upon a detailed record of the payroll and accidents for at least two years bach and preiiHibly four ywilrs bMsk. As we understand that you have not been in« ■'■'** iw*l« this time, or at least not during all of this time, it is not oertaiD that this Plan could be applied to your risk unifi teler on. We could not tell whether it would be pos* siWe to apply this Flan to your risk until sn inspaelioa has lieeii niMie of your records, both as to payroll and as to aeei- destSk^ inelnifng' lecorda of- payments and' oulatanding ( It ^1 ^ ' 4 I y* < I >- i^ IBS 3. The rates approved by this I>epartment have to be charged by all insurance companies doing business in the State. Trusting the foregoing is a sufficient answer to your letter, I am, Yours very truly, FRANK H. SMITH, If Commissioner. APPENDIX 6. COMMBRCIAl. CASUALTY INSURANCE COMPANY LIABILJTY DEPARTMENT Wm. R. Griffin, Superintendent NEWARK, N. J. July 16th, 1918. Mr. E. Heilig, Secretary, Welfare Committee, Public Service Railway Co., Newark, N. J. Re: Public Service Railway Co. Dear Sir: — Replying to your communication of the 16th instant, beg to advise that we will issue in favor of the Public Service Rail- way Company, a policy which will pay compensation to the conductors and motormen in the manner provided by the New Jersey Workmen's Compensation Law. The premium for this policy will be based on the payroll of the employees covered at a rate of $1.44 for each $100.00 of such payroll. If you desire this coverage kindly com- municate with the writer and we will give the matter our immediate attention. Very truly yours. WRG.J. WM. R. GRIFFIN, Supt. Liab. Dept. 136 APPENDIX 7. CALCULATION OF NEW JERSEY DEATH RATE. Comparable with P. S. Ry. Co. Trainmen. Manner of Arriving at Figures 5* PC * S a o (So 137 Year of 1913 MortaUty tables 1913, page 426— Peaths in N. J., ages 20 to 69 Page 244, N. J. Deaths (Total, 39,437; Colored, 2,031). Assuming ages 20 to 69 to contain the same proportion as to color as do all ages, deduct for colored deaths 19.327 995 S 18.332 Leaving whites, male and female Page 338, U. S. Deaths, ages 20-69 (Total, 431,636; Females, 185,238). Assuming proportion the same, deduct for females 7,867 Population: From 1910 Census Reports, Volume 1, page 389 —Males— Native white (native, foreign or mixed parentage) and foreign born white- ages M to 69 years— 740,038. Year of 1911 This figure Improved proportional to estimated increase In New Jersey white population as stated In Census Mortality statistics 1911, page 41 (1910 Census figures 2,445,927 esti- imted to 2.539,840 as of July 1, 1911). Thus 7I