PROFESSIONAL DlTECTURT
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Tiicnmraru i i urwrrairn urr -11 u -
VIEWED FROM BOTH SIDES
Herald Readers Are Given An Opportunity to Read Statements Pre
sented by Both Sides of Present Controversy Be
tween Employes and Railroads
ll
II. A. COPSEY
11j1Hn anil Niirrro
OBf Phono. 36 Hes. Thone, 842
Calls answered promptly day and
Hunt from office. Offices: Alliance
National Bank building, over the
Post Office.
C. E. SLAGLE, M. D.
Physician and Surgeon
0Ae phone, 65 Rpb. phone, 62
ALLIANCE : NEBRASKA
OrU Coppernoll
Mm. Phone 20
F. J. Peterten
Res. Phone 43
Dn. Coppernoll & Petersen
Osteopath
ftOOU 6, OPERA HOUSE BLOCK
H. M. BULLOCK
Attoniey-at-Lw
HiXJANCB
NEBRASKA
, L. W. BOWMAN
Pfcyalclaa and Surf eon
rriCB. First National Bank Bldg.
PHOMTC1: Office. Ill; Residence. II
DR. D. E. TYLEE
Dentlat
t
l PHONE tea
onus rmsT national bank
AXXJANCE NEBRASKA
PUBLIC STENO GRAPHER
AT THE HERALD OFriCB
UABONABLB RATES PROMPT
SERVICE
J. D. EMERICK
Bonded Abstracter
I save the only aet of abstract books
In Box Butte county.
MTICE: Hm. 7, Opera House Block
J. F. YANDERS
TAILOR and MATTER
nBST NATIONAL BANK BLIXJ.
ALLIANCE. NEBRASKA
"LET ME CRY FOR YOU"
HARRY P. COURSEY
LTYB STOCK AND GENERAL
SALES SPECIALIST
AND AUCTIONEER
farm 8ales a Specialty
TERMS REASONABLE
PHONE: 64
ALLIANCE NEBRASKA
LEG SORES ULCERS
f Hin.t.I' 'a KanaMOUr. 1 eoerca-
lull r..lfi th..ntUl iilrMMOiroroiiw
I i . ... H...1 I nrnrH i M RUnM
l..., r,nilltird with original
id mMlTit ni.-ibfMia liim
p. ie air. . iihoMknnvorplij.
Write for ill-l'd Uook-lTKr.lt. aealwl.
P4YvvheCUPED
. v"rTTif.R
t a mh.m .
iwm Ma.
BURTON & REDDISH
Attorney k-iiI-Ijiw
IjHihI Attorney
FFICK: Kirst National Il.oik lild-
PHOXK 180
ALLIANCE NEBRASKA
PHONE: 233.
CLARE A. DOW
Electrician
House Wiri.k!
Mettir and Auto-Murter Kejwtlrtnu
ALLIANCE NEBRASKA
GEO. G GADSBY
l.iceirM-il KinbHlmer
PHONE: Day. 498; Night. 610
ALLIANCK NEBRASKA
ROFESSIONAL
PHOTOGRAPHER
and of Phnt'w. iiitnur ai.
exterior view
QUALITY PORTRAITS
Alliance Art Studio
&L E. Orebe, Prop
114 East 4th. Phone Black 111
JAMES M. KENNEDY, DENTIST
P-t4 Natron! Rank Building. AIIU
Nebr. Pbooen: (JtBre, JCSi lit
m. Back NHrova Ox Ida ad
Art
3
.1. Jeffrey, 1.C. Ph.C.
A. G. Jeffrey, D.C.
CHIROPRACTORS
aiKl'i Box Hullp Ave,
IJooins 3 and 4
Office Hours, 10 a. m. to 8 p. m
JAMKS OSBORN
Contractor and
litiilder
Ksfltiintc FiiruUhed Free
4LMANCK : : M.llltASKA
THOMAS LYNCH
Att')-at-law
1619-1621 City National Bank
Building
OMAHA
Special Attention to Live Stock
Claims
AUTO LIVERY
- - PHONE 573 - -
C. E. Morgan
Ora. TSToulx Trip
take with you a box of good
CIG-AES
and a late
Get them at up-town news stand
or at depot
niLLHR BROTHERS
RED PEPS
PHILOSOPHY
Te ail knov o hftp.'t
ind 6oQ ncvr bites,
but docs the cIjc
WE ARK HEADQUARTERS
V'or Auto Supplies and Oil nikI
(aasoline
FREE AIR ON THE CURB
Alliance
Auto Supply Co.
Pboap an
Qeo.J. Hand, H.D
Asthma and
May Fever
Eye, Ear. Nose and Thru!
PHONE 251
':! aniwered from offlce day o
night.
Wm. Ritchie, Jr. C. S. Pen?
RITCHIE & PERRY
Attorneyi-at-Law
BRIDGEPORT, NEBRASKA
Office in Lincoln, 1411 O St., nr
Wednesday of Each Month
WHEN IN OMAHA VISIT THE
wtSSFSSZL F-fOSICAL BtfBtEtQOE
tea, Ctonr MalaM4. It Um. U UrM
UMr ftUU Bltiatf lAU.1
' DOMT CO HOME SAYING!
I DIDN'T VISIT THE QAYETY
.J
;A I)
ft ft
sTrr.Mi:T iiy nn.itois
I Aci iiImc Commit lee of Ashim ijiilon
of WcMcrn ltiiihn Ksihh,
Ktlltclltcilt oil Situation
Chicauo. Miin-h 26 The executive
committee f tin' Association of
Western lt;iilw;iys today issued the
following statement :
The demands of the engine and
train men for time and a half for ov
ertime, in addition to the enormous
Increase in their wanes that would
result from chaimiim the basis of
payment from 10 to 8 hours, makes
no allownnce for the ureal difference!
In conditions In railroad train service
and in industrial service, in some
branches of which a higher rate Is al
lowed for overtime than for
"straight" time.
The hours of employment In train
service, on account of the nature of
the business are necessarily more or
less irregular, and this fact has been
taken Into consideration by the vari
ous boards of arbitration in fixing the
rates of wages paid. This does not
mean, however, that train service em
ployees are not paid for their over
time. In freight service If an em
ployee either works more than 10
hours or runs more than 100 miles
he receives pay either for his addi
tional time or for his excess mileage,
whichever produces the greater
amount, at the regular rate per mile
or hour. In fact, under the dual bas
is of payment, he may, and very often
does, receive much more than a day's
: pay for less than 10 hours work.
This is In cases where he runs more
j than 100 miles in less than 10 hours,
whereas he receives a full nays pay
for 10 hours even If he runs less than
100 miles. Moreover, the engineman
or trainman is guaranteeil payment
for a full day if he is called for duty,
no matter how few hours he works
i or how few miles he runs. In most
lines of industry the employee does
, not receive a day's pay for less than
a day's work and ordinarily he ran
! not earn more than a day's pay with
out working more than the regular
! number of hours.
Railroad terminals are now gener
ally located so that the distance be
i tween them can be made with a
freight train in approximately 10
I hours, w ith as little overtime as pos
sible, but the actual running time in
freight service is dependent upon a
! great many conditions, w hich cannot
be arbitrarily fixed, such as the ton
nage of the train, the number of
trains to be met and passed, the num
ber and length of station stops, and
even by weather conditions.
If a certain train movement Is not
completed within the time limit, or if
a switch engine Is engaged in a cer
tain piece of work, the train or en
gine cannot be left standing where it
is. The movement must be complet
ed or the train run to a terminal of
some kind where its cars may be
loaded or unloaded or made up into
trains. Nor can the crews be releas
ed wherever they may find them
selves. Their contracts provide that
they shall be paid until they reach a
terminal, and if they are relieved by-
extra men the latter would have to be
paid a full day's pay for completing
the trip, or day. though' but a few
miles or hours were made in doing
so. I'nder the proposed rules the
crews would have to be paid for the
additional time at the propsed exces
sive overtime rates. The ninth or
eleventh hour of work is worth no
more to the railroad than any other
hour.
The railroads believe that while
these conditions cause irregularity
and frequently long hours of work,
they are adequately compensated for
under the rules which provide for
payment either for hours or mileage.
The injustice of a demand for time
and one-half for overtime has been
recognized by various boards of arbi
tration. The board wnicn arbitrat
ed the demands of the western engin
eers and firemen last yenr declined to
allow it and the board which in 1913
settled the wage controversy between
the eastern railroads and their train
men dismissed the demand as fol
lows: "The Hoard is in sympathy with
ihe expressed desire of the men to
reduce overtime as much as possible,
and It recognizes that the payu ent of
time and one-half for overtime is a
well-established custom in the build-jjn the stock of 3S companies, and its!
ing trades and possibly in some other j holdings co bined with those of its J
trades. Rut, wherever it prevails, so I subsidiaries, give It a majority inter
far as the Hoard is aware, the deter- ,.8t in 9 more companies. The sub
luxation as to whether overtime ! giiaries of the Pennsylvania, exrlus
Khall or shall not be naid for. rests ' v nt the Pennsylvania Company,
with the employer. In railroadinn,
it is quite evident that in many cases
neither the management nor the
trainmen can prevent overtime; and
U appears to this Board, therefore,
that punitive overtime, aa it ia called,
is an unsound principle when applied
to the running of trains."
m vimii nt i mi i oyki s
1'iililit llumiti nf i riiiispiiriiilioii
Uroilier-lnuMN lMie. Statement
on Itnlltviiy Stork t M not lil
! The railroads of the I'nited Slates
i have organized executive committees
and bureaus with the aood object
jof creatine n public sentiment in op-
position to the eiuht hour work day
! movement of the freight train em
! ployes.
j In their campaign of publicity
I these committees and bureaus are
' mh"i ii-a-
: i.. t t ti... I...
presston in tne punnc mind mat tins
movement of the railway employes is
antagonistic to the welfare of the
public and the interest of the railway
stockholder. To this end they are
making use of public addresses of
railway officials, of magazines, of
newspaper articles and interviews
and like means of teaching the pub
lic. And in all of these and other
ways they are endeavoring to create
in the public mind the Impression
that the American public and the
railway stockholders are one and the
same. And to drive home these ef
forts to alllgn the public and the
stockholder against the Just demands
of the train employes these publicity
agents are endeavoring to ehow that
a shorter work day means an addi
tional burden to the public In In
creased rates and a deprivation to
the stockholder in a loss of dividends.
It is this second point that we Intend
to discuss in this article.
In connection with it a statement
to the public issued by "The execu
tive committee of the Association of
Western Railways" and published In
the Railway Review of February 26
will serve as an Introduction to the
discussion. In this statement ap
pears the following:
"to total net dividends paid by the
railways of the United States consid
ered as a system, in 1914 amounted
to $339,000,000, according to the In
terstate Commerce Commission. Thirty-live
per cent of the railway slock
paid no dividends. A wage Increase
of $332,000,000 would wipe out over
97 per cent of all that 600,000 stock
holders received as a return on their
investment."
Ignoring as a piece of extravagant
exaggeration by a partisan the imag
inary increase in wages which the
above statement says would result to
the rainlroads of the entire United
States by the establishment of the
eight hour work day in freight train
service, It is of prime Importance that
we first understand clearly who these
600,000 stockholders really are.
In the first place there are not this
many stockholders In American rail
ways, the number of 622.234 report
ed as the total in the entire United
States in 1914 by the statistics of the
Interstate Commerce Commission In
cluding many; thousand duplications, j
One individual or corporation may.
and in cases does, own stork in
Bcores and hundreds of different rail
way companies and in consequence
he, she or it Is counted each of them
scores and hundreds of times as a
BonuiHte stockholder. Let us Illus
trate in the case of one corporate j
stockholder the Pennsylvania Rail
road. This company on June 30, 1913,
was a stockholder In at least 72 oth
er transportation companies. Thus
this one corporation Is counted in the
statistics as 72 different stockhold
ers. Of these 72 co "panleB in which
the Pensylvania Railroad is a stock
holder, as many as 15 are In turn
stockholders in 174 railway corpora
tions; 23 of these 174 are in turn
stockholders in 54 other companies;
3 of the 54 are in turn stockholders
in 15 other companies; and 3 of the
15 are in turn stockholders in 7 oth
er companies.
This complex scheme, or Intercor
porate railway stockholding is com
mon throughout the entire transpor
tation system of the country.
What a mystic Moorish maze of in
tricate intercorporate stockholding!
And in most of the cases one single
corporation, the Pennsylvania Rail
road Company, is in the final analy
sis the controlling stockholder.
This fact is of such importance as
ly deserve some attention in detail, j
This sinule railway corporation
the Pennsylvania Railroad Company;
owns directly a majority interest;
own a direct majority interest in the
stock of 47 transportation corupan-
i Ti,.. iu,,riuvivuniii Company owns
-. - - - .
a majority of the capital stock 01 n
railroads and through the holdings
of ita subsidiaries has a controllinK
interest In 12 others tbrouRh stock
I (Continued on pare tf)
s.f. '
Mogul 8-16 Price Announcement
The Real Kerosene Tractor
fN and after April 1st the price of the Mogul 8-16
will be $725 cash f. o. b. Chicago. All sales
made and bona fide orders taken up to April 1st will
be filli 1 at the present price of $1.75 cash f. o. b. Chicago.
Wr want to post you ahesul of time on the coiniiij; rhanvre.
Mogul 8-16, as you know, is the fanum trartor that has
cut fuel costs squarely in half ojh i at s -n 1 In ap, coninmn
kerosene or coal oil doesn't have to be the highest prade
either. It pays for itself in the saving over gasoline. That
is why the rise in price necessary because cost of raw
materials lias risen so high is of minor importance.
Mogul 8-16 is saving and making profit on thousands of
farms of all sizes. It will do much more for you than your
horses can. Get in your order now be ready for spring
work. See the dealer who sells the Mogul 8-16.
International Harvester Company of America
(lacarparatad)
Tb Mogul 8-10 kroaSM tractor U aoU fyy
VAUGHAN & SON
Alliance, Nebraska
The Ford a simple ear of proved quality. A car
anyone can operate, anyone can care for and a car
that brings pleasure, service and satisfaction 1o ev
erybody. The ear of more than a million owners.
Krliahlc service for owners from Ford agents every
where. Touring Car $410; Kunabout $3!)0; Coupe
lot $500; Town Car $040; Sedan $740, f. o. b. Detroit.
On display and sale at
FORD GARAGE
Keeler-Coursey Company
GAS, OIL, STORAGE
ID JUVHUTtt TVX ' a fA V. i-f jauWs aa
Power Farming Machinery
r
I.,.. T..
More Acres, More Bushels
Each is possible when an OilPull is used. Plow as deep as
you like, nnd plant at the right time to get the bumper crops
it's easy to do both, with the
1S.30
Horsepower LJMMitiArf Horacpower
aa- "
The OilPull is easy to start and easy to operate. It burns
cheapest kerosene or distillate at all loads. After plowing, it
will furnish you steady reliable power for hauling, roadinaking,
threshing, husking and dozens 5f other jobs. Wheels conform
to every highway restriction. The 15-30 has two speeds for
road work.
Demonstrator will be in Alliance on or
about April 1st, wait tr see this wonder
ful machine.
Advance-Rumelv Garr-Scott Line,
Fl'LIi LINK OF TI1KK.SI1K8 ItWAIIW AND HDl'PLIES '
F. A. CLARK, Representative
ALLIANCE. PHONE BLACK 7t
4.
rir ar 30-60
' ; "