The Pageland journal. [volume] (Pageland, S.C.) 1911-1978, May 17, 1916, Image 4
BEST PAID MEN
ARE NOW ASKING
FOR HIGHER PAY
Government Officials Fail To Find
Justice In Demands Of Train Service
Employees.
ey juason c.. wemver in The Washington
Times.
Administrative and legislative authorities
in Washington are taking a
distinctly different views of the present
effort of railway trainmen to
compel an advancement in their
wages, from any that has been taken
on former occasions.
It is very apparent that the case
for the employes seeking higher
wages is viewed with less amiability
than ordinarily. In legislative circles
there has recently been serious
talk of legislation to prohibit strikes
by employes of interstate carriers,
and to provide a procedure for compulsory
arbitration.
The impression has gained a good
deal of ground, that certain favored
classes of employes have for a long
time been systematically aggregating
to themselves most of the increases
in wages.
Highest Paid Class Of Men
On behalf of the enginemen and
trainmen who are making the dez
mand for a large wage increase, it is
urged that the higher cost of living
Justifies their demand. Yet these
men, the engineers, firemen, conductors
and brakemen, are the highest
paid classes of railroad labor. The
question being asked why an engineer
getting an average wage in 1913 of
$5.20, should require an increase,
while trackmen, who were getting
$1.58 per day, should be left, out?
Affoin t V\n oiforonrn nrrt nrvnrl.iA
tiiv u?U{-,c v?i tuuuuvitors
in 1913 is shown by the statistics
of the Interstate Commerce Cfommission
to have been $4.39 per day. At
the same time, telegraph operators
and dispatchers were getting an average
wage of $2.52 per day.
If the increased cost of living for
the $4.39 conductor necessitates a
large increase in his compensation,
where does the $2.52 dispatcher come
In?
No demand is being urged on behalf
of the operators and dispatchers,
and some of the railroads have lately
been intimating vigorously that if a
big additional burden must be laid
on their labor funds they would like
to give the benefit to the poorer paid
classes of employes.
The truth of the whole business is
that, as a whole, the railroad em
piuyes -of vfT
highly paid as compared to other people.
A few classes of railroad men
are paid very high wages. The mbst
fortunate of all these classes are the
engineers, firemen, conductors and
brakemen
Rate Rising Rapidly
Not only are these four classes paid
much more liberally than other employes,
but the figures show that
their rate of wages has been rising
more rapidly than that of any other
classes.
In 1U14 the Interstate Commerce
Commission's report showed the number
of railroad employes for the entire
country to be 1,710,290. Out of
this number there were 62,021 engineers,
64.959 firemen, 48,201 conductors,
and 13C.809 other trainmen;
a total of 311,990, or just about onesixth
of the entire number.
At that same date, the number of
trackmen, exclusive of foremen, was
337,451. That is, the number of common
laborers on the section was
greater than the entire roll of engineers,
firemen, conductors, and
bnrkemen. Yet this huge army of
trackmen was working for an average
wage of $1.58 per day, while engineers
were getting $5.20, firemen
were getting $2.13, conductors were
getting $4.39, and other trainmen
were getting $3.04. These figures are
the commission's averages for the entire
country.
Condition Bettered
Largely because they are the best
organized classes or railway workers
and have been unremitting in their
demands fcr better wages, these four
classes have succeeded in bettering
their condition rapidly and regularly,
at the expense of the other classes,
which are not so highly organized.
The trainmen, whenever they insist
on a wage increase, have, on their
pide, the tremendously potent argument
that if they don't get what they
ask, they can walk out and tie up the
whole railroad system. No other
class of employes could do this, hecause
no other is so instantly indispensable.
How effectively the four favored
classes have used their power is
shown by the cold figures. In the
ten years from 1903 to 1912, inclusive,
the salaries of general officers' Increased
an average of 17 per cent.
In that same ten-year period the
salaries of engineers increased 24
per cent.
During those same ten years the
wa^es of general offloa clerks increased
13 per cent, while the wages of
firemen increased 32 per cent.
During those same ten vears tho
wa^es of teleRraph operators and dispatchers
increased 14 percent, while
those of trainmen other than conductors
in<Mvased 30 per cent.
Impressive Statement
Here is an impressive statement of
\ \ fact
about railway wages that ought
not to escape attention. There were
a total of 37,873 employes classifle.L
as switch tenders, crossing tenders,
and watchmen. These were receiving
in 1912 an average of $1.70 per
day, which was actually 6 cents a
day less than they had been receiving
ten years earlier.
At that time there were 48,201 conductors
with whom the statistics
dealt. The conductors, therefore,
were only a slightly more numerous
class than the tenders and watchmen;
yet, while the conductors had
bad their wages raised from $3.38 to
$4.29 per day, the less fortunate
rlnao r\f onHoro w?a
o atiu naituuieu uuu
to stand a reduction from |1.76 to
$1.70 per day.
If the cost of living has been steadily
advancing for conductors, so as to
justify an increase of 27 per cent in
their wages, it seems difficult to explain
why that same cost of living
should have fallen sufficiently to warrant
a decrease of 3 per cent in the
wages of switch tenders, crossing
tenders, and watchmen.
Take the single classification of
general office clerks. There were
87,106 of these according to the official
report. A much larger number
than of either engineers, firemen, or
conductors.
These general office clerks were
paid an average of $2.21 per day in
1903, and of $2.50 in 1912; an increase
of only 18 per cent in the tenyear
period.
General office clerks, without exception,
are compelled to live in
cities, where the cost of living Is
high.
Engineers Better Off
Engineers, on the other hand, are
distributed between large towns and
small towns; on the average, their
living circumstances oueht to make
their expenses average considerably
less than those of office clerks, yet
the statistics show that engineers
have received in the ten-year period
an increase of 24 per cent in their
wages, making them average exactly
$5 per day, while general office
clerks have received an Increase of
only 13 per cent, making them average
$2.50 per day.
One of the worst underpaid classifications
of railway employes is that
of the station agents. There are Just
about 40,000 of these in the country,
or nearly as many as the number of
conductors.
In 1903 station agents averaged
$1.80 a day, and In 1912 they had
been raised to onty $2.20 a day, while
in that same time conductors had
advanced from $3.38 to $4.20.
That is, the station acent fn 1019
was getting Just about half the wages
of the conductor, and in ten years he
had had an average increase of 17
per cent, while the conductor's Inicrease
had been 27 per cent,
r Here are' two of the most numerousWclasses
of railway employes:
Trainmen, other than engineers,
firemen, and conductors, numbered
136,809, while trackmen numbered
337,451. The statistics show that the
trackmen were getting in 1903 an
average of $1.31 per day, and in 1912
an average of $1.50 per day, an increase
of 14 per cent.
What Others Got
On the other hand, the classifies
tion of other trainmen was getting in
1903 $2.17 per day, and in 1912, $2.96
per day, an increase of 36 per cent.
In percentage, this is the largest advance
received by any single class of
railway employes during this decade.
A general survey of wage conditions
in the railway service and in
other Industries, it is believed, would
show that in the last fifteen years
the highly organized and favored
classes of railway wage earners have
had their Incomes increased more
than almost any other class of workers
in the country, while the much
more numerous, but less effectively
ortranizeH eiou**"* --11 ?? *
_ miKv uy worners
have probably received rather leas
increases than other Industrial workers
In general.
In view of the strong feeling that
these most fortunate classes of the
railway employes are now making
excessive and unreasonable demands,
attention is now being called as
never before to these general discrepancies.
There is a strong disposition
to inaugurate a general and
sweeping investigation of the whole
question of railway wages with a
view to establishing some sort of public
regulation not unlike that already
applied to railroad rates, in the interest
of employes and public alike.
Meanwhile, there is a marked indisposition
to extend further favors to
those classes already most highly
favored, at the expense of other
classes of employes who appear to be
getting very low wages.
Effects Of a Tle-Up
It. Is calculated that If a general tieup
and paralysis of all freight traffic
should result from the demand of the
freight trainmen for an Increase of 25
per cent in their wages, a large number
of the poorer people of New York
City would face starvation within
three days; in other words, these
people have available supplies < ! food
for not more than two days ' end.
Other large cities would face like conditions.
Milk supplies would be cut
off, and babies dependent on the daily
milk Jar for sustenance would be left
to norlah Th* ? '
? ?. ut. mnti ens wnuia roacn
all classes everywhere, and more
especially the working people because
factories necessarily would be shut
down or account of Inability to secure
raw material or to ship finished
products.
ROADS APPEALING
TO THE FARMERS
ON WAGE RAISE
If Demands Are Granted Farmers
Will Have To Pay Big Part
Of increase
Washington, D. C.?Though farmers
usually feel little interest in
railway labor disputes and are disposed
to think that such troubles are
remote from them and cannot touch
them directly. In the pending ques
tion between the Brotherhoods of
freight trainmen and the railways of
the country the railways evidently
are making special effort to inform
the farmers on the points involved
and to enlist their attention.
It is argued by the railroad managers
that the final disposition of the
dispute will be made by public sentiment.
They reason that the farmer,
when it comes to a final "showdown,"
really controls not only the
political power but the sentiment of
nearly all the states. Therefore, they
are trying to appeal to his horse
sense. They are sending out a good
deal of literature directed especially
to the farmers?probably the first
time such a course has been taken
in any great labor struggle. They
say they are convinced of the general
public's confidence in the horse
sense, the insight and the fairness of
the American farmer, and that, therefore,
his influence must be powerful.
High Wages Now Paid
They are dwelling especially on the
argument that the freight trainmen
already are the highest paid laborers
in the world. They submit figures to
show that in many instances freight
train employees earn from $75.00 a
month for the trainmen, or "brakeman"
as they used to be called, to
$250.00 a month for engineers, work
tnig rrora 22 to 25 days a month.
They are asking farmers to inquire
into the facts and convince themselves
that most of the talk of excessive
hours of labor on railways Is
empty and contradicted by the facts.
More than sixteen hours of continuous
work in railway service is forbidden
by law. The instances of
men kept on duty so long as slxeen
hours are a very small fractional percentage
of the total employment;
they become less every year, and almost
invariably are due to accident
or some unusual weather conditions.
The managers of the railway companies
point out that the
farmer, himself accustomed to
from twelve to fourteen hours
a day of steady work and
rarely 'earns In a year as much cash
money as a trainman on duty from
ten to twelve hours, ; nd never continuously
at work, c;.:i earn, resting
from labor from one-.ourth to onethird
of his time. In the south it is
a fami' ar maxim that "it takes thirteen
months to make a cotton crop."
The man who raises ten bales of cotton
gets for it in money from $450.00
to X500.00 anH from Ihta miut r>Dtr
his living expenses, fertilizer bills
?.nd labor. The trainmen are said
to average $S00.00 a year, this being
the estimate of the Brotherhood leaders
themselves, and the engineers
draw from $1,500.00 to $2,500.00 a
year, the conductors and firemen
earning wages between those of the
trainmen and engineers.
Farmer Vitally Interested
Aside from the question of justice,
It is pointed out that the farmer's
direct interest in the matter is that
his welfare demands freight traffic
adequate to the needs of the country,
and that whatever injures the railroads
or hampers their operation or
prevents their development is a direct
injury to him. If the trouble should
develop a general strike of the freight
train employees, resulting in a tieup
of traffic, the farmer would be unable
to ship out what he raises or
to get in what he wants. He will be
asked to consider whether the railroads
should be crippled by being
compelled to pay 25 per cent increase
In wages to men already receiving
far more than the average prosperous
farmer, with resulting injui*y to
the farmer himself?and if the railroads
are compelled to grant the increase
and have to raise their freight
rates, the farmer will have to pay a
big part of the increase.
Rank Nonsense.
It is the rankest nonsense for The
Tra'nnnn to pretend that the public
has nothing to do with this business.
The public has everything to do with
it, as the brotherhoods will find. If
they refuse arbitration and cast conservatism
to the winds. The most
cowardly government could not, in
that case, shrink from its supreme
duty of keeping the national highways
open to commeree.? New Orleans
Times-Picayune.
Freight Accidents Decrease.
The use of the hugo new locomotives
and the long and heavy trains,
against which the Brotherhoods of
freight trainmen, who are asking an
enormous increase in wages, protest
so vigorously, seems to have resulted
in a rapid decrease in accidents to
railroad employees, and a decided in
crease In their safety. The number
of railway employeea killed In service
diminished from 020 In 1911 to
462 In 1914, and the number of Injured
from &601 to 4823.
V
T O
A; > .* r
Katherine and Margaret found
themselves seated next to each
other at a dinnerparty and immediately
became confidential.
"Molly told me that you told
her that secret I told you not to
tell her," whispered Margaret.
"Oh, isn't she a mean thing!"
gasped Katherine "Why, I told
her not to tell you!"
"Well," returned Margaret, "I
told her I wouldn't tell you she
told me?so don't tell her I did."
Pat, after having spent some
time in the trenches, was wounded
and returned home. One
day he met Mike, who accosted
him cheerfully: "Well, Pat, I see
you're back from the front.
Pat replied: "Begorra I knew
'twas thin I was, but I didn't
know I was thot thin."
Bids Open for School Building
Notice is hereby given that
bids will be received for the
erection of a two story frame
school building at the town of
Angelus on May 27th. Bids will
be considered either for material
or work. The plans may be seen
either at the office of the County
Superintendent of Education or
at Mr. R. A. Knight's at Angelus.
R. A. Rouse,
County Supt, of Ed.
Church Service Directory
T W F.ltinc M R
Pageland, 1st Sunday at 8: p.
m. and 3rd Sunday 3:30 p. m.
Zion, 3rd and 4th Sundays at
11 o'clock.
Antioch, 2nd Sunday at 11.
Mt. Croghan, 2nd Sunday at
3:30 p. m. and 4th at 8. p. m.
Zoar, 1st Sunday, at 11 o'clock.
Sunday school at all the above
churches at 10 o'clock.
R. W. Cato, Baptist:
Mt. Pisgah, 3rd Saturday 3. p.
m. and Sunday at 11. Sunday
school at 10.
__Moriah, 1st Saturday at 3
p.m. and Sunday at 11. Sunday
school at 10.
Bethel, 2nd Saturday at 3. p. m.
and Sunday at 11 o'clock. Sunday
school at 3 except on 2nd
Sunday.
B. S. Funderburg, Baptist:
Pageland, 2nd Sunday at 11
and 8, and the 4th at 8. Sunday
school at 10.
Dudley, 2nd Sunday at 4 and
f J- ? ? -
luc-tiu ai 11. ounuay scnooi at
3 except on the 4th when it is
at 10.
Leon Funderburk, Baptist:
Liberty 11 ill. 2nd Saturday at 3
and Sunday at 11. Sunday
school at 3, except on the 2nd
Sunday at 10.
A. I. Crane, Presbyterian:
Pageland, 1st Sunday at 4 and
3rd at 8. Sunday school at 10.
Salem, 3rd Saturday night at
8 and Sunday at 11.
j Beulah, 1st Sunday at 11 and
i 3rd at 4.
jj. W. Quick, M. P:
! Pageland, 3rd Sunday at 11
and 2nd at 3:30. Sunday school
at 10 except on the 2nd Sunday.
Winthrop College, Scholarship
and Entrance Examination
The examination for the award
of vacant scholarships in Win
throp College and for the admis;
sion of new students will be
held at the County Court House
on Friday, July 7, at 9 a. m. Apnlirantv
innct tint lio loco tVinn
J'HV H?H?? I1VI IVOO I 1IUIJ
sixteen years of age. When
Scholarships are vacant aftei
July 7 they will he awarded tc
those making the highest average
at this examination, provided
they meet the conditions
governing the award. Appli
cants for Scholarships should
write to President Johnson be
fore the examination for Schol
nrsliip examination blanks.
Scholarships are worth $10(
and free tuition. The next ses
sion will open September 20
1916: For further informatior
and catalogue, address Pres. D
B. JOHNSON, Rock Hill, S. C
EATAB
We specialize on nice fresh t
people show their appreciation 1
we can keep them fresh.
COUNTRY 1
and other produce bought and s
Home-made Flour and Mill 1
vou should huv. \X/#? k^f
- ?v V/ UUVV/ UUl
headquarters for buying and sel
D. E. CI
ON THE CORNER
As The W
GROWS W
OUR SALES OF SEAS
DISE INCREASE BECAUSE
GOODS TO SUIT THE WEAT
you like after you have bought t
j Our dress goods department is
I patterns to be had in Pageland.
J Our line of LOW CUT shoes
complete. Have just opened \
styles shown here this season.
See out line of SPRING HA'
CLOTHING for men and boys.
Underwear to suit t
Our line of groceries is complei
a car each of Flour, Hay and Oa
Boys, let us tailor you a Pain
that looks good after it is laund<
Always make the corner st
when in town. Yours to ser
MUNGO1
ON THE CORNER
KING CO
is on his throne ac
Qj
is circulating fr
The time to net
the time to sav
money is in circ
use to get it unles
it. No better w
than to deposit r
the bank*
The experience
proved the adv:
bank account. C
condition of those
bank account anc
to hold their cotto
own condition,
i Begin now. Bri
posits to the Bank
as hundreds of i
1 rlnnp alrpartv
: THE BANK OF I
?
SUES
hings to eat, and the
by buying here sc that
BAMS
.old.
!.:_J
ecu ib me luiiu you
h. Make this your
ling
lark
ON THE CORNER
eafher
ARMER
ONABLE MERCHANWE
HAVE THE
HER AND THE KIND
:hem.
filled with the choicest
for Ladies and men is
lp some of the niftiest
TS - and ready-to-wear
he weather
:e. Have just received
its.
i Beach Suit, the kind
sred.
ore your headquarters
ve
BROS.
9
ON THE CORNER
TTON
lain. Money
eely.
money and
e is when
ulation. No ;
;s you save j
ay 10 save j
egularly in
: ot last fall
antage of a
ompare the
: who had a
1 were able
>n with your |
>ng your deof
Pageland
others have
PAr.PI AMn
1 /1UL/L/A1VI7