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Trains Magazine 1951 April 3rd Annual Motive Power Survey SP C&NW SF TM C&O
Trains Magazine 1951 April 3rd Annual Motive Power Survey
58 Pages
Cover photo. By Fred McLeod.--1
Bessemer & Lake Erie 2-10-4 No. 634 with an 80-car ore train.
Railroad news and editorial comment. By W. V. Anderson.6
Built by A.C.F. A photo story by Bruce Owen Nett.12
American Car & Foundry's St. Charles plant is an up-and-coming builder of streamliners.
Under the six clocks. By Charles Layng.--18
The Official Guide, handbook of American railroad timetables, also is material for an interesting evening.
The diesel's big year. By David P. Morgan.20
1950 saw an increased output of diesels and fewer steam locomotives in service on American railroads.
Photo section. The camera's view of railroading.-27
Southern Pacific's Daylight, 27; RF&P 2-6-0 and 4-8-4, 28; Chicago & North Western 2-8-4, 29; Reading at Fox Chase, 29; Santa Fe freight in Arizona, 30-31; Chicago Great Western passenger train, 32; Texas Mexican 4-6-0, 32; Baltimore & Ohio coal train, 33; Northern Pacific freight, 32; Yosemite Valley at Tunnel No. 1, 34; Chesapeake & Ohio at Gary, 35; TP&W diesel at East Peoria, 35.
Uncommon interurban. By William D. Middleton. -36
The Cedar Rapids & Iowa City is a rare electric: Its freight business is booming.
Astra domes in the Northwest. By Courtland Matthews.41
The Union Pacific operates the former Train of Tomorrow cars between Portland and Seattle.
The Stewart Special. By E. John Long.44
A Korean express made out of bombed equipment carries supplies to fighting GI's.
Once more, railroad switchmen have seen fit to press their demands for a 40-hour work week with 48 hours' pay by walking off the job on the pretense that they were "sick." An epidemic of "sickness" struck the switchmen - and only the switchmen - on the last day of January, and the epidemic swept from railroad yard to railroad yard. It tied up vital war freight, then passenger service, and finally caused an embargo on mail - and the mail that wasn't embargoed arrived at its destination very, very late. Many industries had to shut down their plants because they couldn't get material. Workers of those plants lost several days' pay - not because they didn't want to work, not because there was no work to be done, but because the switchmen attempted to take the law into their own hands for their own personal benefit.
The worst of it was, the switchmen didn't have a case. It is true that they hadn't been able to get their desired 40-hour week with 48 hours' pay. It is also true that the unions had turned down a compromise settlement recommended by a presidential fact-finding board. It is this latter fact that makes the switchmen wrong in their method of pressing their demands.
In a democracy such as ours, it is essential that important questions be settled by compromise. No one group can expect that all other groups will give in to the one group's wishes all the time. The best that can be expected is a compromise.
Let's look at the record in the switchmen's case.
Railway labor disputes are governed by a law which prescribes a long and
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