and firemen, submitted May 4, 1914, is something that is beyond our comprehension. We have searched carefully in your proposal, and we fail to find any mention of a minimum day. We do find that you proposed to do away with the "first in, first out" rule, which has been in existence for years. We find that in branch line freight and mixed service, which is now on a 10-hour day or less basis, you propose to institute a 16 consecutive hour period. You state, "Again, it is inevitable, if the engineers and firemen insist upon departing from principles that have governed schedule making for many years, and, instead, follow a policy which proposed changing schedule provisions of a remedial character to wage producing guarantees of general application. There has been no change in operating conditions affecting the service of enginemen to justify such action." It is very evident that someone is laboring under a misapprehension. The committee representing the engineers, firemen and hostlers is under the impression that it was the Conference Committee of Managers which introduced an entirely new principle for the payment of service when it proposed the so-called "service period;" a departure from any known principle governing schedule making for the past thirty years. It is true that you expressed to our committee your willingness to discuss rates to be applied to such basis, with the intention that such application would not reduce the compensation of the men. It is also true that you have been willing to discuss every one of the propositions that we have submitted, but up to date there has not been the least indication of your willingness to grant a single concession requested by the men. * * You state, "No evidence has been presented to support the claim that the present rates for engineers and firemen, generally, in the territory, are inadequate. It is the judgment of the Managers' Committee that the compensation produced by the present rates and rules is full and fair, and that there is no underlying reason for any adjustment except such as has been proposed by the Conference Committee of Managers." It is very evident that no evidence or argument could have been produced that would have affected the decision of the Conference Committee of Managers in the least. The rules proposed by the Conference Committee of Managers, figured in any way possible, mean a heavy reduction in the earning capacity of the men in the service covered by the articles. We note that "The Conference Committee of Managers again submits the proposal made by it under date of May 4, 1914, as a basis of settlement." With regard to this proposal, the committee representing the engineers, firemen and hostlers in the western territory instructs us to advise you that it cannot consent to any settlement based on the "service period" even though that name for this feature may have been abandoned in your letter of May 4, 1914. As stated orally on several occasions during the negotiations, and as brought to your attention at the close of our communication of May 18, if the railroads are to abandon the "mileage" basis of paying locomotive engineers and firemen for their services, then the railroads should be as fair as other employers of labor are and adopt the "hourly" basis, paying the high rates per hour, time and one-half after 8 hours, double time for Sundays and holidays, etc., as appears in the wage agreements of many of the other industries, and in the shop agreements recognized by the railroads. In your proposition of May 4, 1914, you say, "This committee does not concede that the services of hostlers are so related to the duties of enginemen as to give to enginemen general jurisdiction over hostlers as a class. The conditions under which hostlers are employed, and the services they are required to perform, are not standard, but are governed by local requirements; and this committee regards the subject as wholly local and to be determined by each line according to its particular requirements." Our committee instructs us to say that just because some railroads have abandoned the employing intelligent white labor to handle and care for locomotives at terminals, this is not a good reason why all hostlers should be abandoned and left to the competition of the cheapest of foreign labor or ignorant domestic labor. The safety of engineers and firemen, and the safety of the traveling public demand that intelligent and capable persons be employed for this work; and a vast majority of hostlers on the railroads participating in these negotiations have always been selected from the ranks of the firemen and engineers, their wage schedules and rules of working conditions being a part of the wage schedules of many railroads. Regarding the alternative proposed by you that "All proposals before either committee be withdrawn and the schedules in effect on the individual railroads, on October 10, 1913, be restored in their entirety, both parties to agree that the rates and rules when restored shall remain in effect for not less than one year from date of such restoration, unless changed by mutual agreement." Under the conditions imposed, we are instructed to notify you that your proposal is declined; but we would again present our letter of May 18, 1914, transmitting our revised articles, and submit our revised articles as a basis of settlement. During the months we have been in conference here, reports have been numerous that advantage was being taken of the schedules and that violations on the part of operating officials were common. The Joint Committee representing the engineers, firemen and hostlers in the western territory has never believed that the Conference Committee of Managers seriously thought that it had the power to take away from the men in the western territory the schedules they have been thirty years in building up. However, if the Conference Committee of Managers thinks that the men employed on the roads it represents will quietly submit to any such high-handed proceeding, and peacefully fold their hands and see the work of all these years slip away from them without a struggle to prevent it, then the Conference Committee is surely mistaken in the temper of the men, for they will certainly oppose it with all the power at their command. If the time has arrived that the Conference Committee of Managers has nothing to propose other than that which it has already offered, upon notification from you that such is the case, the entire question will be submitted to the men on the lines represented for their final decision. Yours very truly, W. S. STONE, Grand Chief Engineer, Brotherhood of Locomotive Engineers. President, Brotherhood of Locomotive Firemen and Enginemen. A subsequent exchange of letters with the managers resulted in a reaffirmation by both committees of their last propositions and an agreement to resume negotiations on July 14, 1914, after the vote of the men had been taken. Government Railroad in Alaska, liminary surveys of proposed routes for Survey of Routes. In connection with the article which appeared recently in our respective maga zines under the caption, "Government Railroad in Alaska-Train Service Jobs," and the statement therein that the legis lative representatives would keep the men informed of any developments of this project, we are now in receipt of the following letter from Hon. Franklin K. Lane, Secretary of the Interior, addressed to Mr. H. E. Wills, care Joint Legislative Bureau of Information: the road, etc. The headquarters of this Commission is 1107 Alaska Building, Seattle, Wash. here only civil engineers and other technical people, and have gotten their rodmen and assistants of that sort from people who have been acclimated in Alaska. "The Commission took with them from "Our latest advices from the Commission are to the effect that they have employed all of the people who will be needed at this time, and it is probable until the actual construction work is bethat additional help will not be required gun. This, of course, will be some time "I have your letter of July 9th, signed in the quite distant future, and it has also by Messrs. Clark, Fitzpatrick and not yet been decided, and will not be McNamara, relative to the construction until the Commission makes a report of of the Government railroad in Alaska. its findings as to whether or not the road "The President has appointed a com- will be constructed by the Government or mission designated the Alaskan Engineer- in some other manner." ing Commission, composed of three memFrom the above it will be seen that the bers, Mr. William C. Edes, Chairman; Lieut. Frederick Mears and Thomas time when train service positions will be Riggs, Jr., for the purpose of doing the open is not yet here, but any communinecessary work in connection with pre- cations the members desire to address to the Alaskan Engineering Commission, Welsh-Hudson Bill, relative to the pay. should be sent to the address given in the ment of wages twice in each calendar above letter. month. H. E. WILLS, A. G. C. E. and National Legislative P. J. MCNAMARA, Vice-President, National Legislative Representative B. of L. F. and E. W. M. CLARK, Vice-President, Senate Bill No. 137, introduced by Mr. Haas, providing for the creation of an Industrial Commission to have supervision over all State departments relating to labor. House Bill No. 102, introduced by Mr. Tetlow, relating to the construction and National Legislative Representative O. size of all caboose cars used by any com R. C. VAL FITZPATRICK, Vice-President, National Legislative Representative, B. of R. T. mon carrier in Ohio. House Bill No. 35, introduced by Mr. Nye, relative to the least number of men to be employed on switch engines. House Bill No. 49, introduced by Mr. Tetlow, relating to the rights of action in Work of Ohio Joint State Legisla- case of death in a mine. tive Board. The work of the Ohio Joint State Leg islative Board representing the Brotherhood of Locomotive Firemen and Enginemen, Brotherhood cf Railroad Trainmen, Order of Railroad Telegraphers and the Brotherhood of Railway Clerks at the last General Assembly-the 80th regular session of that Legislature-is detailed in a report signed by R. B. Ackerman, Chairman and H. A. Jewell, SecretaryTreasurer Ohio State Legislative Board, Brotherhood of Locomotive Firemen and Enginemen, and M. J. Murphy, Chairman, and J. H. Thompson, Secretary, Ohio State Legislative Board, Brotherhood of Railroad Trainmen, and in a communication to our Ohio lodges Brother Ackerman makes a brief report relating to the subsequent special session of that Legislature. The men of the Joint Board representing the above named orders before the legislature co-operated with the Ohio State Federation of Labor and other industrial organizations in matters of mutual interest. The following bills in which labor was interested were enacted at the regular session and are now laws: Senate Bill No. 8, introduced by Mr. Friebolin, relative to three-fourths of a jury rendering verdicts in civil cases. Senate Bill No. 33, introduced by Mr. Haas, relative to extension of age limit in membership in insurance societies to 70 years. Senate Bill No. 48, introduced by Mr. Green, known as the Workmen's Compensation Act. Senate Bill No. 72, introduced by Mr. Friebolin, relative to allowing threefourths of a jury to render a verdict in civil cases brought in courts of justices of the peace. Senate Bill No. 132, known as the House Bill No. 50, introduced by Mr. injury or death and the enforcement of Terrell, relating to liability for wrongful actions therefor. House Bill No. 100, introduced by Mr. Tetlow, providing for an eight-hour day on public works. House Bill No. 111, introduced by Mr. Doster, relating to safety appliances on railway locomotives and cars. House Bill No. 145, introduced by Mr. Kilpatrick, relative to safety appliances upon railway locomotives and cars. House Bill No. 163, introduced by Mr. Vollmer, relative to the employment of females and regulating their hours of employment. House Bill No. 187, introduced by Mr. Thomas, relative to the reporting of certain occupational diseases. House Bill No. 272, introduced by Mr. Vollmer, relative to eight hours rest for interurban railway employes. House Bill No. 483, introduced by Mr. Kilrain, providing for the prevention of occupational diseases with special reference to lead poisoning. The communication to the Ohio Lodges from Bro. R. B. Ackerman, Chairman of the Ohio State Legislative Board relative to the special session of the legislature is as follows: Dear Sirs and Brothers: In compliance with the instruction of the Board I am writing with a view of reporting progress on matters in which we are interested. It has been impossible, Executive Committee and Chairman to after repeated efforts on the part of the induce the Governor to include in his proclamation the bills indorsed by the Board, viz.: Clearance Head-light and Derail. An effort has been made to have these bills taken care of in messages the Governor from time to time as the which will be sent to the Assembly by work progresses. You are aware по doubt that the Constitution of the State gives the Governor full power at extraordinary sessions. I will therefore quote that part of the law. "The Governor on extraordinary occasions may convene the general assembly by proclamation and shall state in the proclamation the purpose for which such special session is called, and no other business shall be transacted at such special session except that named in the proclamation, or in a subsequent proclamation or message to the general assembly issued by the Governor during the said special session." There has been but one bill in which labor is interested introduced at this time, and that is the "Green Coal Screen Bill," which was introduced for the purpose of regulating the relation between coal operators and miners, and particularly the regulation of the weighing of coal at the mines and the guarantee of measureable purity to the consumer. I have had several conferences with the Public Utility Commission. I am thereupon giving you in detail just what has been accomplished. Instructions Effective February 1, 1914. To All Steam and Electric Interurban Railroads: Reports by Telegraph. 1. Immediate notice by telegraph must be sent to the Commission of the following classes of railroad accidents: (a) All accidents resulting in loss of life or serious injury to passengers or employes. (b) All collisions and derailments involving freight or passenger trains resulting in loss of life. (c) All explosions of locomotive boilers and all accidents to locomotive boilers and engines resulting in death or serious injury to any person. (d) All bridge failures. NOTE. The telegraphic notice in above classes must show the date, time and place (yard and number of track) and kind of accident, the train or trains in volved, and the name and residence of the passengers or employes killed. If boiler explosion, state where boiler can be examined; cab of engine must be boarded up and protected until inspection is made. Reports by Mail. 2. Every accident, whether covered in a preliminary report by telegraph or not, must be reported to the Commission upon this form immediately after the circumstances attending the accident shall have been ascertained, and in all cases within ten (10) days from date of accident. 3. An accident occurring on a road or division used jointly or in common by two or more companies must be reported by the company whose superintendent is in immediate charge of the road or division in question. 4. A collision (as at a crossing) of the trains of two different companies shall be reported by both companies. 5. An accident on a private siding or private track must be reported by the railroad company to which the engine at work on the siding belongs. 6. Accidents to persons resulting in immediate death, or in death within twentyfour (24) hours from the time the accident occurred must be reported on this blank as "killed" and any accident resulting in death within ten days must be reported within five days thereafter, giving the place, kind of accident, date and time. 7. Reports should be numbered consecutively, beginning with each calendar year. 8. The term "freight train" is to include mixed and all other trains, engines, or parts of trains of any kind which are not included under "Passenger." 9. Under "Other Persons" should be reported travelers on highway, trespassers, mail clerks, expressmen, Pullman porters and conductors, newsboys, baggage or transfer solicitors. live stock tenders, etc. In reporting accidents to persons killed at highway crossings and also to tres passers be particular to specify so that they can be readily classified. Nature and Causes of Accidents. 10. Give the kind and number of each train or electric car; direction of its movements (east, west, north or south); also names of conductor and engineer, or in case of an electric car, the names of the motorman and conductor. 11. Give statement of cause or causes If the accident was caused, or is believed as reported by officer in immediate charge. to have been caused by an employe, state the experience of the employe, and give the number of hours he had been on duty immediately prior to such accident, and in case the employe had less than eight hours' rest before going on duty, state the facts. 12. In case of failure of air-brake, give initials and number of engine or car, name and style of apparatus, and cause of failure. 13. Where an accident is due to coupling or uncoupling cars and where employe is killed while between the ends of cars, or between a car and an engine, or between two engines, or by overhead or lateral obstructions, the report must show clearly the cause, naming the yard and location of track, or obstruction. 14. Where the accident is due to coming in contact with overhead obstructions, or obstructions at side of tracks, give height of obstruction above rail and height of car; lateral distance from center of track: presence of warning guards; presence of fog, snow or ice. THE PUBLIC UTILITIES COMMISSION OF distance of not less than five (5) feet, OHIO. Administrative Order. nine (9) inches from the center of the track, up to a heighth of four and onehalf (4) feet above the top of the rail. Freight platforms adjacent to switching or open thoroughfare track may be at a clearance distance of seven (7) feet from the center of the track. II. The lateral clearances for structures cited above are with reference to Rules and Regulations Governing Lateral straight alignment of tracks. On curves Ordered, That all Railroad, Railway and Industrial Companies observe, in the location of structures and the placing of material, over, adjacent or contiguous to tracks, sidings and switches the rules following: I (a) No permanent structure, such as tunnels, brides, station shelter sheds, stand pipes, signal masts, freight platforms and structures of like character, shall be placed closer to the center of any track than seven (7) feet, measured horizontally therefrom. This lateral clearance must be uniformly maintained vertically from a point four (4) feet above the top of the rail. From the point four (4) feet above the rail, a clearance line may be drawn to a point in the plane of the tops, of the rails and five (5) feet from the center of the track, with the following exceptions. (b) Passenger station platforms, when not over eight (8) inches over the top of the rail, may be a minimum distance of five (5) feet, one (1) inch from the center of the track and when four (4) inches above the top of the rail, may be a minimum distance of four (4) feet, six (6) inches from the center of the track. (c) Passenger station platforms, where passenger equipment only is used, when four (4) feet, three (3) inches above the top of the rail, may not be less than five (5) feet, three (3) inches from the cen the clearance distance to structures shall be increased so as to have the equivalent clearances and should be measured from a line perpendicular to the plane to the top of the rails. III. A suitable walk and railing, from which trainmen may work, shall be provided along at least one side of all bridges and coal, ore and other trestles. IV. The approval of clearances by The O. H. HUGHES, Chairman. A true copy: Commisioners. C. A. RADCLIFFE, Secretary. Sparks. Are you helping in the good work of getting your road organized up to the 100 per cent standard? Although the Magazine is being printed at Columbus, Ohio, the editorial offices are still located at Indianapolis, Ind., and all mail should be addressed to us at Indianapolis. Some recording secretaries in correcting mailing lists return them to the Magazine office showing now and then the old address of members who had recently changed their place of residence. As a result the postmaster in many cases orders the names of such members (d) When adjacent to tracks, perma- dropped from our list and as we accept nent structures, such as shop buildings, the secretary's latest report as giving coal bins, manufacturing and industrial the correct address, confusion results. buildings and door-ways of industrial We would therefore request all secrebuildings and material of all kinds shall taries to be exceedingly careful when not be placed closer than seven (7) feet correcting mailing lists to be sure that ter of the track. from the center of the track. (e) All kinds of freight platforms, they record thereon the correct address when not adjacent to a switching or open of every member of their lodge before thoroughfare track, may be at a clearance returning list to the Magazine office. |