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The day book. [volume] (Chicago, Ill.) 1911-1917, August 04, 1916, LAST EDITION, Image 2

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Persistent link: https://chroniclingamerica.loc.gov/lccn/sn83045487/1916-08-04/ed-1/seq-2/

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give it out, Tiowever, the president
called him on the telephone, request
ing another ocnference.
At the conclusion of the second
one it is believed likely a statement
outlining the adniinistratipn's posi
tion on the strike, situation" will be
made either at the White House or
at the U. S. board of mediation and
conciliation.
Tremendous business pressure is
being exerted throughout the land
to force the railroad men to accept
arbitration.
It is realized, however, that the
railroads have everything to gain
and nothing to lose by arbitration,
for they will benefit by any compro
mise. The men are demanding the
eight-hour day and nothing else.
W. S. Carter, president of the Lo
comotive Firemen, has declared the
demand cannot be arbitrated. -
But men in Washington who will
have to handle the situation expect
the government board of mediation
and conciliation, created under the
Newlands act, will be called Into the
case. The railroads will undoubted
ly make the request and the men
will agree.
Judge Martin A. Knapp and Judge
Wm. L. Chambers constitute the
board.
Unofficially, it is admitted by all
concerned that efforts at mediation
will be unsuccessful.
Under the law it then becomes the
duty of the board to induce the two
parties to submit to arbitration.
Railroads are anxious for arbitra
tioiu the men are averse. Past arbi
trations have gone against them,
they contend.
Heads of railroad brotherhoods
explained in the following manner
why they ate out for an eight-hour
day rather than a wage increase:
BY W. S. CARTER,
President of Brotherhood of Loco
motive Firemen and Engineers
Peoria, III., Aug. 4. The present
demand for an eight-hour day by
railroad employes In terminal and
freight service means in many in
stances an actual reduction in their
earnings. In terminal work, where
men are now earning one and one
half days' pay in 15 hours, they will
earn but one day's pay for eight
hours' work, because when railroads
are required to pay time and one-half
for overtime, after eight hours, no
man will be required to work over
time. To the engineer, conductor, fire
man or switchman in terminal serv
ice the demand means three hours a
day more with their families.
In freight service the demand will
make no change either in the earn
ings of the men or In the practice of
railroads were freight trains are now
operating as fast as 124 miles an
hour. Where the railroads deem it
cheaper to overload their trains and
not avoid useless delays enroute the
earnings of the men in train service
will be increased, but this is not a
purpose of the demand.
BY W. S. STONE, J
Grand Chief Engineer of the Broth
erhood of Locomotive Engineers
Cleveland, Aug. 4. The eight-hour
day demand is fair; all leading indus
tries and trades, railroads excepted,
have recognized its economic justice.
We believe it can be accepted with
no greater inconvenience by rail
roads thanaccompanied its introduc
tion in other employments.
The eight-hour day movement is
based wholly upon the justice of a
work day of reasonable hours that
will permit the men furtner to sep
arate the dead line between work
and wages.
Overtime in road service is due al
most wholly to railroads overloading
trains so they cannot make, their'
mileage within their time limits. The
railroads are doing this for profit;
they do not deny it, and if they pro
pose to demand extra service at the
sacrifice of the health and future
earning ability of the men they
should pay extra for it
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