CLAIMS BY THE MEN.

New Zealand Herald, Volume LVII, Issue 17457, 29 April 1920, Page 6

CLAIMS BY THE MEN.

WAGES AND CONDITIONS.

EVIDENCE AT JNQUIRY,,

CONCESSIONS REFUSED. The claims in regard to wages by the Locomotive Engineers' Association are not based on the increase in the cost of living, but "solely from the point of view that the locomotive men in New Zealand were not being paid a wage equal to the world's standard for locomotive men." According to the evidence given before Mr. Justice Stringer, the association states that for ten years it has been endeavouring to improve the status of the enginemen. The claims made by the association were_ based on a basic wage of i2s per day, with an annual increment 'o drivers of Is per day until a maximum of 24s was reached (after 25 years' service); to firemen an increment of 3s per day after the first year; for cleaners, a minimum of 12s per day. In reply the Department stated:—'The wages of the en-gine-drivers, firemen, and cleaners were reviewed quite recently and fixed at the following rates: Engine-drivers, minimum 14s 6d per day; maximum 17s per day. Firemen 12s 6d to 13s 6d per day. Cleaners, 6s od to 12s per day. Department's Attitude. 'In fixing these rates the Department fully considered the value of the services rendered and the cost of living. It is submitted that, having regard to the conditions at present obtaining, the rates cf pay are sufficient, and that the conditions which ' prevailed at the ttiem e the wages, embodied in the Government Railways Act of 1919, were fixed have not siltered to an extent to warrant the claims of the ec.gine-Jrivers, firemen, and cleaners for further advancement.'" The evidence given by the general secretory, Mr. W. McArley, put the question in tho following terms: "The standard of pay of the locomotive man is accepted all the world over as being at least double the basic wage, I and generally over. This was conceded in England. I am not going to blame the Department for the wages that locomotive men are receiving at the present time, because that has been brought about by special circumstances. When the first increase came on the basio wage, the increase was given because the cost of living had gone up. It was thought that would be only temporary, so an increase in the basic wage was granted. That went en practically till 1918, when they kept increasing the basic wage, everybody anticipating, as we even anticipate new, that the cost of living will go down. The Cost of Living. "Although they kept on increasing {he basic wage, they did not move the locomotive men higher up. The skilled locomotive men received no increase while the basic wage moved up. This was not through any design of the Department, because everyone was under the impression that the cost of living would come down. It is foolish, in my opinion, to think that the .cost of living will come down even now. As long as land values keep up the cost of living will not come down, and it is to the interest of everyone to keep land values stationary. " It is proved in America that the basic wage is 16s per day, and the locomotive men receive 34s per day. What we want is an adjustment in the wages, and then we will get a proper start. My idea is that everything should be put on a scientific basis, which would prevent a lot of disputes. Our claim is : 'That the wages ; paid to the locomotive engineers, firemen, 1 c«nd cleaners on the New Zealand railways have not been augmented from time to I time, as amendments to the Railways J Act have been made law, sufficient to meet ! the depreciation in the purchasing power | of the sovereign, since the cost of living began to increase.' Increase is the Basic Wage. . " We further claim that locomotive engineers, firemen and cleaners have net even had their nominal wage increased sufficiently to maintain their relative position as a nominal wage in comparison with others in the service. Apart from either of tho before-mentioned claims, the increasing responsibilities of a locomotive engineer command a wage even in excess of that double the basic wage. As the railways grow it must be conceded that the work of the engineer becomes more difficult and more responsible. The work of the locomotive engineer is more responsible to-day than it was in 1880. the engines have increased in size ar '. the signals in number. We claim an increase ion the basic wage, and I desire to put before Your Honor a statement showing the wages and increases from the year 1880 to 1919 for locomotive men, and the basic wage. Within the last five years, since the war started, to my own knowlodge, a number' of articles which are commonly used in the household, and also clothing, have gone up over 100 per cent. A suit of clothes has risen from £5 up to £11. A silk tie which previously cost 2s 6d now costs 12s 6d. Boots have also doubled in price. We contend that our wages have not doubled in that period, for the last thirty years, and if we are to get the same purchasing power out of our money we require to have our wages substantially increased to put us on the same level as we were previously." A Comparative Statement. The following comparative table showing the percentage increases over the hasic wages paid to engineers in America, England and New Zealand was placed before the Board of Inquiry: — America.— Basic wage average for 31 centre**; 16s per day of 8 hour.*. Engineers' maximum rate of pay. 33s for a 5-hour <ay, or a run of 100 miles. Percentage over the basic wage. 106 per cent. England. — Baric wage, 7s per day of 8 hours. Engineers' maximum", attained after 7 years as engineer, 15s per day, or for 120 mile?. Percentage over the basic wage, 114 per cent. New Zealand. —Basic wage, 12s per day of 8 hours. Engineers' maximum, attained after indefinite period as engineer, 16s 6d per dav of 8 hours. Percentage over the basic wage, 37.5 per cent. (By the term of Mr. •Justice Stringer's report the maximum was increased to 17s 6d). Demands Not Conceded. The Association has also made a demand for improved conditions. In reply, Mr. R. W. MrViiiy, general manager, stated that the following demands could not be allowed : — Payment of rate and a half for all time from booking on to booking off. between the hours ot 6 p.m. and 6 a.m.. nor to the payment of double rate for overtime worked between the hours of 6 p.m. and 6 a.m. ; payment of rate and a-half for all time in excess of eight hours from booking on to booking off duty. The Department was prepared to agree to an eight-hours' day and overtime at rate and n-qiinrter for time worked in excess of eight hours, each day to stand by itself. The Department could not agree to the payment of member.-" for a period of six hour* where booked on duty and not required, or in vases -where they come on duly and are not required. * It agreed to pay two hours under such circumstances. Baste Week and Holidays. The Department could not agree to a basic week of 44 hours for train-running men. An eight-hours' day, or 48-hour week, was submitted. Overtime in the case of eight hours day at rate and a-quarter for time worked in excess of eight hours, each day standing by itself or in the case of the" 48-hour week of all time in excess of 48 hours being paid at rat» and a-quarter. The Department

could not agree to double tittle worked over sixty; hours in one-, week. It was Agreed that Sunday duty should stand by itself, and be paid for at rate and a-half of the schedule day rates.. The Department could not agree to double rates for overtime worked on Christmas Day and Good Friday, or to rate and a-half on King's Birthday and Labour Day. The Department claimed that it was entitled to expect from each engine-driver, fireman, or cleaner, eight hours' work for the schedule rate of pay on each week day, and that overtime should not accrue until after eight hours had been worked cm each day, and that overtime rate should be rate and a-quarter. Sunday duty to stand by itself.

Guaranteed Week. The Department could not agree to fuarantee a full week's work. It Wis, owever, prepared to agree that an amount equal to a week's work at the schedule rata of pay shall be paid to each member provided that each such member regularly reports for duty under all circumstances" and undertakes and does. actually perform any railway work that he is called upon to do in cases where it may not be practicable for the Department to find him employment at his particular calling. The obligation of the Department under this clause to be considered as fulfilled when the total earnings of the member for ordinary and overtime combined equal the amount represented by six days of eight hours At his schedule rates of pay. The Department could not agree to the hard and fast minimum of 10 hours' rest, although it was prepared to arrange that men should be booked off for 10 hours wherever practicable. The Department could not agree to payment of standing time at' homo station. The demand for meal allowance (2s) could not be agreed to. An allowance of Is would be paid in cases where members are seat away from their headquarters on duty; and did not return before the expiration of 11 hours in one shift.

* Sick and Accident Pay. The Department could not agree to payment of wages to men booked off duty at a foreign station on Sunday, They received lodging allowance. The Department could not agree to payment of transfer expenses where a bona fide permanent transfer ha* been made. It was noted the complaint emanated from tile single men. The grounds upon which they asked the Departssnt to pay their living expenses were not apparent. The Department could not agree to any extension of the leave of absence on sick and accident pay. The loaomotive enginedrivers, firemen and cleaners were paid under the Workers* Compensation for Accidents Act in case of isjory. They did not get paid in case of sickness arising from natural causes. The Department could not agrsa to any extension of the present arrangements regarding clothing. Ten minutes were allowed for making out time sheets, reports, etc, and the Department could not agree to any extension of that. i The Department could not agree to any extension of the period of leave for members of the railway service nor to i the granting of a bonus to enginedrivers who had woked shunting engiwA for two years without an accident. * Miscellaneous Hatters. Men who were unable to follow their regular avocation as a result of infirmity, if employment could be found for them, were placed in suitable positions, and were paid at the schedule rate of wages for the position in which they are actually placed. The Department could not agree to pay them anything in excess of teat. Where the infirmity comes within the scope of the Workers' Compensation for Accidents Act. it was dealt with in terms of that Act. The Department would meet the request for immediate relief after thirteen hours' duty as far as practicable, having regard to the circumstances appertaining at the moment. It could not, however, guarantee that it -would be practicable to provide relief in all cases and under all circumstances. The Department submitted that the present arrangements regarding travelling allowances were fair and reasonable. It conld not agree to any increase! It was, however, prepared to continue as at present to deal .with exceptional cases on their merit* as they arise. The Department could not undertake to provide testhouses under present conditions. Its efforts must be concentrated on the building of housas for employees. When the present requirements of the housing problem had been provided for the question of providing rest houses would be further considered by 4he Department. The Department could not agree to any ! extension of the regulation period as re- i gards transfer allowance. The .difficulty regarding houses is recognised' by the Department, and each case was dealt* with on its merits. The proposal to pay on mileage rates in order to compensate men on fast trains was not acceptable to the Department,