Chapter 18

SUMMARY OF REPORT ON RAILROAD AND STREET TRANSPORTATION

The report on railroad and street transportation takes up a class of wage earning occupations that give employment in Cleveland to approximately 15,000 men. A much larger proportion than is found in most other industrial manual occupations are natives of the city. Although some of the work is relatively unskilled, all of the different occupations have one common characteristic--the necessity for a knowledge of the English language and some acquaintance with local customs and conditions. For this reason comparatively few foreigners are employed.

The report takes up separately three types of workers, those employed in railroad train service, those engaged in wagon or automobile transportation, and the car service employees of the street railroad.

RAILROAD TRANSPORTATION

The study covered only those railroad occupations that are directly concerned with the actual operation of trains, such as those of engineers, firemen, conductors, and trainmen. These occupations have many points in common and bring into play many similar mental and physical characteristics. The requirements for entrance are strict and examinations for the higher positions are obligatory. In all of them the hazards are great. Each occupation is firmly intrenched in trade unionism. Differences with employers relating to such matters as promotion, hours of labor, wages, and overtime are settled by collective bargaining or, in case of failure to agree, by arbitration proceedings.

The estimated number of men in Cleveland employed in these occupations in 1915 is approximately 4,500. Of these about one-fourth are switchmen and flagmen, one-fourth enginemen, one-fifth brakemen, one-sixth conductors, and one-eighth firemen.

The requirements for entrance call for a high degree of physical fitness. The applicant for employment must pass a severe examination as to vision and hearing, and in addition furnish certain data as to his family history, as it relates to insanity, tuberculosis, and certain other diseases. The high standard maintained insures a type of employees which for physical fitness, mental alertness, and ability to handle difficult situations is unsurpassed in any industry.

Frequent examinations, which are compulsory, are the stepping stones to the higher positions. In this way a brakeman qualifies for the position of freight conductor, a freight conductor for that of passenger conductor, and a fireman for a position as engineer.

Each of the two services, passenger and freight, has its advantages. In the passenger service the working day is short, with little overtime. Freight service requires a longer working day and a considerable amount of overtime. Promotions in both services and from one to the other are made on the basis of seniority.

Violation of the strict rules laid down for the operation of trains on the part of employees may result in reprimand, suspension, or dismissal, according to the gravity of the offense. The penalty of suspension has practically superseded the others except in extreme cases, such as drunkenness, theft, or other serious violations of the rules, for which offenders are summarily dismissed. On some railroads, a graded system of demerits is used. When an employee has received a certain number of demerits he is dismissed from the service.

The railroad unions are among the strongest and most aggressive in the country. The total union membership among train operating employees alone in the country is approximately 350,000. The unions are all modeled upon the same general plan. They are quite independent of each other, keep strictly to their agreements and oppose the sympathetic strike. They all maintain some form of life insurance. Four organizations have underwritten over $500,000,000 of insurance and one of them in a single year paid claims amounting to $1,135,000. The influence of these unions has been particularly effective in securing the passage of protective state and national legislation such as full crew laws, standardization of train equipment, employers' liability laws, car limit laws, etc.

The hazardous nature of the work is indicated by a statement made by a prominent union official to the effect that the Trainmen's Brotherhood paid a claim for death or disability every seven hours. A report to the Interstate Commerce Commission states that there is one case of injury in train or yard service every nine minutes. With the invention of safety devices the risk of accident has been greatly lessened, but railroading is still one of the most dangerous industrial occupations.

There is little chance of employment for applicants under the age of 21 years. In fact, many roads refuse to employ men below this age. Physical or sense defects which often accompany advancing years, and which would not disqualify a man in other occupations do so in railroad work. The average length of the working life is a little over 12 years.

Railroad employees are among the best paid workers in the country. A close estimate based on extensive wage investigations places the annual earnings of engineers at from $1,200 to $2,400 a year, with an average of $1,600. Conductors average about $1,350, firemen a little over $900, and other trainmen about $950. The usual working day is 10 hours, although this is often exceeded. Overtime is paid on a regular scale agreed upon by the companies and the union.

The educational requirements are not very exacting. A thorough grounding in the "three R's" is usually all that is necessary. A large amount of trade knowledge is obtained through contact and participation after entering employment and can be gained in no other way. The examinations for promotion are of a thorough-going character. One of the roads in Cleveland requires an examination of its firemen and trainmen six months after employment, as to vision, color-sense, and hearing. They must also pass an oral examination on the characteristics of their division and a written examination on certain set questions furnished them in advance. Two years later they are examined again, the fireman for engineman, and the brakeman for conductor. The scope of these examinations covers the whole range of train operating. Each of the five large railroads entering Cleveland has air-brake cars equipped with various forms of air brakes, air signals, pumps, valves, and injectors for the purpose of giving instruction to trainmen. A competent instructor is put in charge of these cars to explain the theory and practice of the apparatus and also to give instruction in any new type of engine or train equipment.

The conclusions of the report are in the main negative with respect to specialized vocational training in the public schools. There is no doubt that the general industrial course recommended for the junior high school period in previous chapters would be of some value to boys who may enter this line of work. Problems of railroad transportation might well be included as part of the work in applied mathematics. What workers in these occupations need most, however, is a thorough elementary education.

MOTOR AND WAGON TRANSPORTATION

This section of the report takes up such occupations as those of teamsters, chauffeurs, and repairmen. There are no reliable data as to the number of men in the city employed in these occupations, but it is certain that it does not fall below 9,000. Notwithstanding the great increase in the use of automobiles and auto trucks in recent years the number of teamsters at the present time is in excess of 4,000 men. A very large proportion of the men employed in these occupations are of American birth.

The general conditions of labor such as wages, hours of labor, and so on, are the same for teamsters and chauffeurs. They earn about the same wages, belong to the same union, and work about the same hours. The wages range from 25 to 37 cents an hour. Earnings in the better paid jobs compare favorably with those in several of the skilled trades. Automobile repairmen earn from 30 to 45 cents an hour, and work from nine to 10 hours a day. The working day for teamsters and chauffeurs is somewhat longer, ranging from 10 to 12 hours. At the present time these occupations are only partially organized in trade unions.

The report recommends the establishment of a course in automobile construction and operation in the technical high schools. In view of the constantly increasing use of automobiles such a course would be of value to many boys besides those who enter employment as chauffeurs and truck drivers.

STREET RAILROAD TRANSPORTATION

There are employed in Cleveland at present approximately 2,500 motormen and street car conductors. Almost all of them are of American birth, and the majority are natives of the city.

As in railroad work each applicant for employment must pass an examination, although the requirements are less exacting than those demanded in railroad work. The preliminary training occupies about 10 days, during which the motorman is taught by actual car operation how to operate the controller, how to apply and release the brakes, and other duties connected with the careful running of the car through crowded streets. The conductor is taught the names of the streets, how and when to call them, where stops are to be made, when to turn lights on and off, how to act in case of accidents, and the various duties which deal with the sale, collection, and reporting of transfers and tickets.

No one is admitted into the service before the age of 21 or after 35. Promotion usually comes in the form of better runs. The chances of promotion to positions above the grade of conductor or motorman are very slight. About 90 per cent of the men belong to the local union. Union rates of pay for motormen and conductors are higher in Cleveland than in most cities in the country, in spite of the fact that this is the only large city in the country with a three cent street car fare. The wages of both motormen and conductors are 29 cents an hour for the first year and 32 in succeeding years. The hours of labor are very irregular. The usual working day is from 10 to 12 hours.

The author of the report is of the opinion that no special instruction for this type of workers can be given by the public schools.