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Trains Magazine 1959 April Who shot the passenger train
Trains Magazine 1959 April
April 1959Volume 19 Number 6
NEWS -5
NEWS PHOTOS -8
WHO SHOT THE
PASSENGER TRAIN?14
WHAT WENT WRONG16
WHAT CAN BE DONE -34
NEW TRAIN CONCEPT36
EXPENSES AND REVENUES43
STATIONS, OLD AND NEW45
Railway post office 52Second section 57
Of books & trains 55Running extra 58
Interchange 58
COVER: A photo potpourri of passenger cars dating from World War I to today's domes.
THE A.A.R. GOES INTO ACTION
THE Association of American Railroads must necessarily be the common denominator of its 116 class 1 railroad members. So long as there is dissension in the ranks the A.A.R. can ill afford to take a strong stand on such topics as common carrier piggyback or commuter subsidies. Indeed, so Swiss-like in neutrality are the workers in the Association offices in the Transportation Building, Washington, D. C., that all identifying emblems are airbrushed off publicity photos, and school children are acquainted instead with the innocuous "East & West Railroad."
When the A.A.R. does dig in, therefore, it behooves all concerned to pay attention since any opinion subscribed to by 116 different railroads must needs be powerfully persuasive. A.A.R. President Daniel P. Loomis caught hold of such a common denominator in a February 11 speech to St. Louis shippers, and he gave it a ride that was anything but innocuous. His target was featherbedding, which he defined as "paying men for work they don't do." The significance was this: A three-year postponement of changes in work rules of operating unions expires on October 31. The railroads claim that featherbedding inherent in existing contracts costs them more than 500 million dollars a year. Loomis' address was the keynote speech of an industry aim to hold the line at the bargaining table this fall. Said he firmly, "We are not going to be content with halfway measures."
Three areas of rule changes involving about 25 per cent of total railroad employment are involved:
1. The basic-day of train crews is predicated on a mileage system which dates back to 1919: 100 miles for enginemen and freight train crews; 150 miles for passenger trainmen. Forty years ago passenger trains averaged 20 miles per hour and freights usually required 8 hours to go 100 miles. Since then expedited schedules have destroyed any resemblance of many engine and train crew "days" to the 8 hours considered standard in other industries. The Great Northern engine district between Minot and New Rockford, N. Dak., 109 miles, takes just 2 hours 11 minutes on the Empire Builder. North Western time freight CC-7 requires 5 hours 10 minutes to make the 200 miles between Clinton and Boone, Ia. Obviously 100 miles in many instances no longer constitutes a third of an 8-hour day, much less a full one.
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