Officers and members are invited to contribute articles on all subjects relating to organization problems and signal work. All articles sent for publication must be in our hands no later than the 20th of the month preceding publication.

The Signalman's Journal, published monthly at 404 N. Wesley Ave., Mount Morris, Ill., by the Brotherhood of Railroad Signalmen of America. Entered as second class matter Oct. 13, 1939, at the post office at Mount Morris, Ill., under the act of Aug. 24, 1912. Accepted for mailing at the special rate of postage as provided in paragraph 4, Section 34.40, act of Feb. 28, 1925. Subscription, $2.00 per year. Single copy, 25 cents. POSTMASTERS-NOTICE. Change of address forms should be sent to the editorial office, 503 Wellington Ave., Chicago 14, Ill.

Change of Address-All magazine publish. ers are required by the Federal Government to pay a two-cent tax on all notices on change of address received from the post office, making quite an expense to the publisher. If The Signalman's Journal is coming to you incorrectly addressed in any way whatever or if you are changing your address, please notify us. The local and membership number should be included with all notices about addresses.

million other non-operating rail employes will get a three-cent boost in hourly rates of pay effective October 1. The increase comes as the result of a rise in the Bureau of Labor Statistics Revised Consumer Price Index.

An escalator clause in the March 1951 national agreement ties wages of railroad workers to the fluctuations of the BLS Index. Wages are adjusted upward or downward, once each three months, with the rise or fall in the government's cost-ofliving measuring stick.

Until June of this year, escalator adjustments were determined by changes in the "old series" BLS Index. However, this index was discontinued in June, and it then became necessary to negotiate with the railroads a method of converting the escalator clause to a "revised" Index now figured by the BLS.

New Escalator Contract

Such an agreement was negotiated on September 16, 1953, by committees representing management and employes. The three-cent increase effective October 1 is based on the revised escalator clause and on the "revised" Index.

This agreement is applicable only on those carriers which were parties to the National Agreement of March 1951. A few railroads which were not parties to this agreement later adopted the escalator clause but it will be necessary to negotiate the conversion factor on those roads separately.

A table accompanying this article shows the agreed upon method of conversion from the "old series" to the "revised" index figures.

Under the original escalator clause the index base was set at 178.0, and quarterly adjustments were made at the rate of one cent per hour for every one point rise or fall in the Index (old series). The base point of 178.0 established a "floor" under these adjustments. providing that no wage cuts would be made even if the index (old series) dropped below that figure.

The new base agreed upon is 107.0 in the Revised Consumer Price Index. Quarterly adjustments are to be made at the rate of one cent per hour for each .6 of a point change in this index as long as the escalator clause remains in effect.

Agreement on the conversion was based on a mathematical formula, which was determined by comparing the average differences between the "old series" Index and the Revised Index during a sevenmonth period when both indexes were being compiled.

Index At New High

The three-cent wage adjustment due on October 1 is based on the Revised Index figure for August 15. On that date the index reached a new high of 115.0.

According to the Bureau of Labor Statistics, the index now being published was revised in January 1953. It shows the average increase or decrease in prices from the 1947-49 average, for the index is presented on a base of 1947-49-100.

Here is how the Bureau defines the index:

The index is a statistical measure of changes in prices of the goods and services bought by families of city wage earners and clerical workers. It measures only changes in

prices; it tells nothing about changes in the kinds and amounts of goods and services families buy, or the total amount families spend for living, or the differences in living costs in different places.

Note that the index measures changes in prices. These are the retail prices of foods, clothing, house furnishings, fuel and other goods; the fees paid to doctors and denists; prices in barber shops and other service establishments; rents; rates charged for transportation, electricity, gas and other utilities; and so on. They are prices charged to consumers and include sales and excise taxes.

Including the recent three-cent increase, signalmen and the other nonoperating employes are now receiving a total of 13 cents per hour as a result of the escalator clause.

This clause was incorporated into the March 1 Agreement to protect railroad workers in the event that inflationary pressures caused prices of goods and services to rise. The cost of living did go up, and the

escalator clause proved its worth by providing a measure of relief for the employes covered.

Since the escalator clause went into effect (April 1, 1951) there have been six upward adjustments. in rates of pay, totaling 18 cents per hour. There have also been three downward adjustments, totaling five cents per hour. On two quarterly adjustment dates, there was not sufficient fluctuation in the index to cause any change in rates of pay. The net increase is 13 cents per hour.

Santa Fe Agreement
Revised October 1

+ SIGNALMEN on the Santa Fe will enjoy greatly improved working conditions after October 1 as the result of a partial revision of the B.R.S. of A. Agreement on the property. Sub-standard conditions which have existed on this property for some time have been eased by new and revised rules.

The improvements were secured. only after negotiations had dragged out for six years and after three government mediators had worked on the case. The first mediator was on the property for 10 days during December 1951, the second for about five days in September 1952. Ross M. Barr, the third mediator, took part in final negotiations which were concluded last month.

Here are the most important changes introduced by the revised. agreement:

The subject to call rule has been modified to eliminate subject to call schedules and maintainers will no longer be required to secure permission to leave their home stations after assigned working hours or on rest days. Further, unless registered absent, employes assigned to a territory will be called to perform necessary work on their territories after assigned working hours. Employes held subject to call will be paid the pro rata rate for all time held, up to a maximum of 8 hours in a 24-hour period, plus pay for any time actually worked.

A revision of the camp car rule definitely provides that such facilities will be maintained in good repair and in clean and sanitary condition, adequately heated and lighted, and with recreation space and sufficient air space furnished. Cook stoves, utensils and dishes are to be furnished outfits which desire to prepare meals.

Successful applicants for bulletined positions will be transferred

THERE IS A WAY...

Give

Z

enough!

THROUGH YOUR COMMUNITY CHEST

There is a way to be a good neighbor . . . a way to take care of the many who need all the help you can give.

The very young and the in-betweens, the troubled families, the older people, the ill and the handicapped, the men and women engaged in our nation's defense . . . their health and welfare is the first concern of the voluntary services that unite each fall in a campaign for funds to carry on their vital work.

Red Feather drives and united community campaigns in cities and towns all over the country will come to you for your contribution. When you give to your town's united health and welfare campaign you give to many causes. . . you give to many people in many ways.

GIVE GLADLY . . . THE UNITED WAY

Carriers Form Conference Committees To Negotiate on National Basis

SOME PROGRESS can be reported this month on the joint move initiated last May to obtain a health and welfare plan, paid holidays, longer vacations, better pass privileges and premium pay for Sunday work for signalmen and other nonops.

The change for the better came last month with word from both the Eastern and Western carriers that conference committees had been appointed to represent both carrier groups in national negotiations.

As we go to press, no word has been received from the Southeastern

to the new job within 25 days after closing of the bulletin or paid actual living expenses (minimum of $3.00 per day) for all days held off the job in excess of the 25.

A new classification of CTC signal maintainer has been created. Employes so classified will be paid a differential of seven cents per hour.

Rates of pay for signal inspectors were increased $17.40 per month.

Other rules were changed for simplification or clarification and certain seniority rules were improved.

Negotiations on the property were conducted by a team composed of Vice President M. S. Mason, General Chairman Wm. H. Lewis and Vice General Chairman Fain McMillin.

group, but carrier officials from this group have promised a decision soon. on whether they will join in joint national handling of the issue.

Chiefs of the cooperating Brotherhoods, who are all members of the conference committee representing employes, have requested that negotiations get under way as soon as possible.

Optimistic sources predict that conferences may be started by midOctober.

The negotiating committee for the Eastern Regional Association of Railroads is composed of H. E. Jones, Chairman, Bureau of Information of Eastern Railways; W. J. Oram, Vice President (Personnel). Pennsylvania Railroad; E. J. Goebel, Vice President (Personnel), Baltimore & Ohio Railroad: L. W. Horning, Vice President (Personnel), New York Central Lines; E. B. Perry, Assistant Vice President, N.Y.N.H. & H.; and G. C. White. Assistant Vice President, Erie Railroad.

The Western Committee is composed of D. P. Loomis, Chairman, Association of Western Railways; J. J. Sullivan, Manager of Personnel, Southern Pacific Lines; Theodore Short, Chief Personnel Officer, Missouri Pacific Railroad; L. D. Comer, Assistant to Vice President, Santa Fe; J. E. Wolfe, Assistant Vice President, Labor Relations, C.B. & Q.; and E. J. Connors, Vice President, Union Pacific Railroad.

A

REVIEW of action taken this year by state legislative bodies reveals that nine more states have approved laws pertaining to track motor car equipment and operation.

This brings to 25 the number of states which have to date approved such legislation. Laws in all 25 states call for head and rear lights, but only 16 states require windshields or tops on the track cars.

Laws previously passed were published in the November and December 1952 issues of the Journal. Legislation approved this year follows:

CALIFORNIA

An Act to add Sections 7612 and 7613 to the Public Utilities Code, relating to rail track motor cars.

The people of the State of California do enact as follows:

Section 1. Section 7612 is added to the Public Utilities Code, to read: 7612. It shall be unlawful for any owner or operator of a railroad running through or within the boundaries of the State of California and engaged in the business of common carrier to operate for or transport its employes in a rail track motor car which is not equipped with a transparent windshield sufficient in width and height to reasonably protect said employes, which said windshield shall be of plastic or safety glass and such car shall also be equipped with an electric headlamp of sufficient candle power as to render visible at a distance of 300 feet in advance of such car under ordinary atmospheric conditions, any obstruction, landmark, warning sign or grade crossing on such railroad, and said car shall also be equipped with at least one electric light on the rear end thereof with sufficient candle power as to be visible at a distance of 300 feet under ordinary atmospheric conditions, and such car shall also be equipped with a suitable device that will remove rain, snow and sleet from the windshield on such car. The head and rear lights provided for in this section shall only be required in the hours between one-half hour before sunset and one-half hour after sunrise.

Section 2. Section 7613 is added to said code, to read:

7613. On and after July 1, 1954, any owner or operator of a railroad running through or within this State as a common carrier of persons or property or both, for compensation, which either operates for its employes, or which furnishes to its em

ployes for their transportation to or from the place or places where they are required to labor, a rail track motor car that has not been fully equipped as required by Section 7612 of this code, shall be guilty of a misdemeanor; provided, that any common carrier that has not been able to equip its railroad track motor cars as required by the provisions of said section on or before July 1, 1954, may apply to the Public Utilities Commission for additional time. Upon good cause shown, the Public Utilities Commission is hereby authorized to grant additional time by order to any owner or operator of a common carrier by railroad in which to equip such cars, not to exceed one year from July 1, 1954. When such an order has been granted by said Public Utilities Commission to such carrier, the provisions of this section penalizing such rail carrier which has not so equipped its cars shall not be applicable during the period granted to it.

Approved June 25, 1953.

IDAHO

An Act relating to railroad track motor cars operated by common carriers, which can be lifted on and off the track by hand; providing for equipping such motor cars during the period 30 minutes before sunset to 30 minutes after sunrise with an electric headlight and rear red electric light; requiring a windshield with transparent section to protect occupants and with a device to keep windshield clean of rain, snow and moisture; and requiring motor car to be equipped with a canopy and first aid kit; providing penalties, and an effective date.

Be it enacted by the legislature of the State of Idaho:

Section 1. As used in this act, the term "track motor cars," means all power propelled speeders and motor cars which can be lifted on and off the track by hand.

Section 2. Every individual, firm or corporation, operating or controlling any railroad which is a common carrier shall equip each of its track motor cars operated during the period 30 minutes before sunset to 30 minutes after sunrise with:

(1) An electric headlight of sufficient candle power to enable the operator of the car to plainly discern any track obstruction, landmark, warning sign or grade crossing at a distance not less than 300 feet.

(2) A red rear electric light of

sufficient candle power to be plainly visible at a distance not less than 300 feet.

Section 3. Every individual, firm or corporation, operating or controlling any railroad which is a common carrier shall equip each of its track motor cars with:

(1) A windshield, with a transparent section, or sections, of sufficient height and width to reasonably protect the occupants of the car, and equipped with a device, which must be kept in good working order, with which the operator can clean rain, snow and other moisture from the windshield.

(2) A canopy or top adequate to protect the occupants of the car from sun, rain, snow or other inclement weather.

(3) A first aid kit to be maintained with sufficient supplies to render ordinary first aid to the usual number of occupants of the car.

Section 4. Violation of any of the provisions of Sections 2 and 3 of this act is punishable, upon conviction, by a fine of not more than $100 for each offense.

Section 5. This act shall be in full force and effect on and after July 1, 1954.

Approved March 2, 1953.

NEVADA

An act relating to the equipment of rail track motor cars used or furnished by common carriers by railroad for transporting employes; providing for the extension of necessary time in which to equip said cars; and penalizing those carriers who operate or furnish for operation such unequipped cars to their employes for transportation to or from their place or places of labor.

The people of the State of Nevada, represented in Senate and Assembly, do enact as follows:

Section 1. It shall be unlawful for any owner or operator of a railroad running through or within the boundaries of the State of Nevada and engaged in the business of common carrier to operate for or transport its employes in a motor car which is not equipped with a transparent safety glass windshield, sufficient in width and height to reasonably protect said employes. Such car shall also be equipped with an electric headlamp of sufficient candle power as to make any obstruction, land mark, warning sign, or grade crossing on such railroad visible at a distance of 300 feet in advance of