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Show THE CITIZEN RAILROAD. WOULD TAP RICH INLAND EMPIRE RAILROADS HAVE THEIR TROUBLES Chamber of Commerce and Railroad Men Work Harmoniously to Secure Results. EMPLOYES DEMAND WAGE INCREASES IN ALL PARTS OF THE COUNTRY IN THE FACE OF REVERSES. 9 EASTERN DISTRICT All lines east of Chicago and north of the Ohio river. SOUTHEASTERN DISTRICT All lines in southern territory, WESTERN DISTRICT All lines west of Chicago, including Texas and Louisiana. FOR SOME weeks prior to October 1926, a committee of General Managers, representing the railroads in the eastern district, and Chief Executives, Conductors and Trainmens Unions, assisted by their General Chairman, representing employes, held conferences on demands for wage increases. Failing to reach settlement, it was mutually agreed to refer the dispute to arbitration under the Railway Labor Act. Arbitration proceedings commenced October 28, 1926. On December 1, 1926, decision was rendered granting an increase of 7 per cent. Immediately following the eastern settlement, the Unions made request on lines in southeastern district, and, on February 1, 1927, settlement was reached granting, a 7 per cent increase. While negotiations were being conducted in the East and Southeast, the same class of employes in the western district made request for increases. On March 1, 1927, conferences began between a committee of railroad officials and Chief Executives of Unions, assisted by their General Chairman. Failing to reach settlement, the dispute was mutually referred to arbitration under the Railway Labor Act, and, on June 25, 1927, a decision was rendered granting yardmen a 7,A per cent increase. Board held the fact that road contactors and trainmen on eastern and Southeastern lines had been granted an increase was no reason why an advance should be granted to that class of employes in western territory, as they were earning from 6 to 7 per cent more than men in the East and Southeast, notwithstanding the latter two groups had received a 7 per cent increase, and because of the fact the roads of the western group were earning relatively much smaller net returns than those in the East and Southeast, they could not an advance. This decision cfitinued under the Act until March 1, 1928; however, in November, 1927, conductors and trainmen renewed their demands upon the western railroads for advances. Because of wage negotiations that t By NATHANIEL JACKSON were pending between western railroads and their engineers and firemen, negotiations with conductors aiid trainmen were not begun until July 16, 1928. Meanwhile, firemen secured an advance of 6 per cent by arbitration, and the engineers accepted settlement on the same basis without arbitration. Failing to reach settlement with conductors and trainmen, Committee Managers requested mediation, and the Hon. John Williams was assigned, and through his efforts, the Managers Committee proposed a 6 per cent increase, or same increase granted engineers and firemen without any change in working rules, or, aii increase of 7 per cent with the elimination of what is known as the DOUBLE HEADER RULE. A 6 per cent increase would raise their wage rates and earnings above the highest in history, that is, the rates established by the United States Railroad Labor Board in 1920. The representatives of , the employes refused to accept either of these propositions, but insisted, as a minimum, upon the retention of the rules and an advance of 7 per cent. Arbitration was then proposed by Mr. Williams, to which the railroads unhesitatingly agreed. The employes representatives refused to arbitrate and proceeded to take a strike vote. On several western lines, conduct- ors and trainmen are now receiving a rate in excess of the present eastern and southeastern rates. For example 'i Conductors in .through freight southeast terri- in the east-antories receive for 100 miles or less an average of $6.62, brakemen $5.20. The average through freight rate paid by . the Southern Pacific (Pacific System) for 100 miles or less is $6.55 for conductor, and $5.56 for brakemen. What is true of the Southern Pacific is also true to a greater or Jess degree of & .. the Denver & Rio Grande, Colorado Southern, Los Angeles & Salt Lake, Oregon Short Line, Oregon, Washington Railroad & Navigation Company, Northwestern Pacific and Santa Fe. Conductors and brakemen average the following monthly earnings: Conductors Brkmn. $245.00 $176.00 Passenger service Through freight 256.00 217.00 service Local freight 263.00 223.00 service It is seriously to be doubted whether or not the western railroads are justified in offering a 6& per cent wage increase without any change in rules;' however, they are willing, in the interest of harmony, to make this concession, but they are nut willing to grant a 7 per cent increase in wages and continue thie doubleheader rule which was forced upon the railroads (Continued to page 14) . . . - . ser-.vi- d . .. . . 1 . Strike May Be Averted What are known as Wage Districts established by employes, have been recognized for several years, as follows: 3 ce Commendable indeed is the united interest of the governing board of the Chamber of Commerce and the Salt Lake and Denver railroad in endeavoring to preserve rights to the use of the Moffat tunnel so that when the time becomes opportune an effective ' and profitable railroad may be constructed through the Uintah Basin. Politics and other absorbing interest temporarily have removed, in a measure, at least, the alarm which rose some months ago when an announcement was made that the Dotsero Cutoff would be constructed. This cutoff of only about forty-tw- o miles probably will be built. But if it is, railroad strategists believe that it will have an insipient influence on any immediate realization of the road through the Uintah Basin. It is known that for many weeks the governors of the Chamber of Commerce and officials of the Salt Lake & Denver railroad have been doing some highly diplomatic and constructive thinking on how best to redevelop interest in connecting Denver with Salt Lake by building a railroad through the. Uintah Basin, conceded to be the most promising empire anywhere in the modern West. Analysts, who make a study of the benefit of tax returns coming from new railroad lines, including members of the State Board of Equalization, recently have pointed out advantages to the Uintah Basin counties from a transcontinental railroad line passing through them. The stimulous would be the making of Uintah and counties and would aid very - Du-ches- ne materially the other countries immediately west of them and through which the railroad would traverse on its way to Salt Lake. In the event that the Dotsero Cutoff is constructed between Orestod and Dotsero,. Colo., all the taxes will be drawn down by Colorado, and, in the minds of some very competent engineers, it will be years before any thought will be given to a railroad through the Uintah Basin. But if the Basin road is constructed before the Dotsero Cutoff the impetus to the development of the Basin will cause it to soar upward as one of the most promising empires the West ever has offered to seekers of opportunity. As against the rehabilitating profit which Colorado would derive from the miles of the Dotsero Cutoff, forty-tw- o there would be 250 miles of tax profit from the railroad line through the Uintah Basin. It is roughly estimated by the State Board of Equalization that Uintah and Duchesne counties basin-mounta- in . would derive approximately $60,000 a year each, or $600,000 a year each in ten years from the railroad through the Uintah Basin and the other counties lying immediately west about an equal amount altogether. This estimate is made on track miles, rolling stock and stationary equipment, after the deduction of the states portion and the part of the tax that goes to schools. Just imagine what $600,000 in ten years would mean to each of the two major counties in the Uintah Basin, not to speak of the huge development which would come to the Basin with growing enterprises other than railroads! Think of the influence the development of the area between Denver and Salt Lake would have on their respective growth! Without any railroad whatsoever the Uintah Basin now has the reputation of being the heaviest populated and busiest in the United States considering distances which it is from railroads and highways leading into the basin are as yet considered very inefficient to even slow, moving traffic. The committee to work with the Salt Lake and Denver Railroad, selected by the .governing board of the Chamber of Commerce . consists of Church P. Castle, J. C. Deal and J. S. Taylor. All are known as men to get things done, the thing most sought after in making selections for the promotion and realization of modem American business. And with them will work Senator A. B. Irvine, shrewd attorney; Julian M. Bamberger, son of the late Governor Simon Bamberger, invigorating brain of the Salt Lake and Denver railroad, and W. S. McCarthy, traffic expert, who. probably understands the intricate side of railroad strategy as well as any man in the West, as the committee for the Salt Lake and Denver Railroad. Among other things this joint committee will ask Governor Dem to send an able representative to a hearing scheduled to take place before the Colorado Public Utilities commission next Tuesday when the Moffat line will ask permission to build the Dotsero Cutoff. It is known that many farsighted men in Colorado are somewhat opposed to the building of the Dotsero Cutoff before the construction of the railroad from Craig, Colo., on through the Uintah Basin to Salt Lake City. They contend that the influence of a railroad between Denver and Salt Lake through the productive Uintah Basin will be similarly effective to the area lying between Kansas City and St. Louis and which alone may be realized through the Uintah Basin. A NATIONWIDE campaign is to be launched by American motor clubs to stamp out the practice of victim- izing the motorist in an accident resulting in personal injury and the ambulance chaser taking his cut of the unfair settlements that he forces on behalf of the injured person in such a mishap. This is a primary step in calling a halt to the illegitimate activities of the ambulance chaser, which derives his name from the dispatch with which he appears on the accident scene. Lawyer, Doctor, Merchant m or engaged in lomt other purauit you will find "Everything for Your Office" S at I Wu KELLY COMPANY 41M Wu 4111 ",Buiilllllllllllllllllllllllllllill!llllllllllllllillMIIIIII? |