E mployment and C hahging O ccupational Patterns in the R ailroad I ndustry

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Cover picture: The rapid shift from steam to diesel-electric locomotives exemplifies technological change on the railroads.

Courtesy of Erie Railroad

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Employment and Changing Occupational Patterns in the Railroad Industry

1947-60

Bulletin No. 1344

February 196S

UNITED STATES DEPARTMENT OF LABOR BUREAU OF LABOR STATISTICS W. Willard Wirtz, Secretary Ewan Clague, Commissioner

Digitized for FRASER http://fraser.stlouisfed.org/For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington 25, D.C. Price 30 cents Federal Reserve Bank of St. Louis Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis PREFACE

Shifts in the relative importance of industries and occupations are inevitable in an economy typified by constantly changing markets, technology, resources, and other structural character­ istics. The railroad industry is a prime example of the effects of such change. Once an industrial giant exemplifying a pioneering and expanding Am erica, railroads have not kept pace with general economic growth in the post-World War II period. Railroad employment has fallen sharply and, in the process, many occupa­ tions have been severely affected.

This bulletin analyzes employment trends and occupational changes in the railroad industry in the 1947-60 period. The study is part of the continuing program of research on the changing industrial structure and occupational composition of the American economy conducted by the Bureau of Labor Statistics.

The Bureau is grateful for the cooperation of railroad industry and union officials and representatives of government agencies who cooperated generously in reviewing and commenting on the draft of the study. The photographs included in this bulletin were supplied by the Association of American Railroads. This bulletin was prepared by Bernard Yabroff and William Kelley with the assistance of Catherine F. Delano, of the Bureau’s Division of Manpower and Occupational Outlook, under the supervision of Sol Swerdloff, Chief, under the general direction of Harold Goldstein, Assistant Commissioner for Manpower and Employ­ ment Statistics.

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Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis CONTENTS

Page

Postwar employment d e c lin e ...... 1 Changes in occupational structure...... 7 Maintenance employees ...... 10 Equipment and stores...... » .. 10 Way and structures...... 12 Roadway maintenance...... 13 Structures maintenance ...... 16 Signal and telegraph...... 17 Transportation employees (other than train, engine, and yard )...... 18 Train, engine, and yard employees...... 20 T e rm in a ls...... « . 21 Road freight service ...... 22 Road passenger service ...... 23 White-collar employees...... 0 ...... 23 Clerical personnel...... 23 Professionals, subprofessionals, and agents ...... 24 Executives, officials, and staff assistants ...... 25 Miscellaneous service employee s . . . „ ...... 25 Selected bibliography...... 27

CHARTS

1. Wage and salary workers employed in all nonfarm, manufacturing, railroad, and transportation (except railroad) industries, 1947-60 ...... 2 2. Employment, revenue traffic, and output per man­ hour, Class I railroads, 1947-60 ...... 3 3. Intercity passenger-m iles, 1949-60 ...... 4 4. Decline in major railroad occupational groups, 1947-60 ...... 8 5. Railroad employment in selected occupational groups, 1947-60...... 9

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Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Employment and Changing Occupational Patterns in the Railroad Industry 1947" 60

Changes in the relative importance patterns of transportation and produc­ of occupations within an industry occur tion. Employment fell substantially in not only in industries in which em ploy­ many railroad occupations and dra­ ment is expanding, but also in those in matically in others, showed little which employment is declining. No­ change in some, and even increased where is the latter situation more dra­ in a few. As a result of these changes, matically illustrated than on the Na­ the relative importance of major rail­ tion's railroads, where the occupational road occupational groups has shifted. structure has changed during a time This study is concerned principally of severely declining postwar employ­ with employment changes that occurred ment resulting from widespread tech­ in railroad occupations between 1947 nological developments and changing and 1960, and their underlying causes.

Postwar Employment Decline

The employment decline on the rail­ 40 percent, in little more than a decade roads in the postwar period was an (chart l). (Preliminary data from the acceleration of a longrun trend. From Interstate Commerce Commission indi­ an alltime peak of about 2 million in cate that by 1961, railroad employment 1920, railroad employment fell to 1*4 had fallen to about 730, 000.) million in 1947. By i960, employment was down to about 790,000,1 a decline The 1947-60 decline on the rail­ of approximately 600,000, or more than roads was numerically much greater than in any other industry.2 Never­ theless, because of the widespread geographical dispersion of the rail­ 1 Employment data, 1920-60, are for Class road work force, the extent of the em­ I and Class II railroads. Transport Statistics ployment decline on the railroads gen­ in the United States, I960 (interstate Com­ erally has not received as much na­ merce Commission, Bureau of Transport Ec­ tional attention as that of other in­ onomics and Statistics), Pt. I, table 155, p. dustries with substantial, but less 107. Occupational employment data from 1947 to 1960 analyzed later in this article are for extensive, employment losses. There Class I line-haul railroads, which account for has been, of course, intense local con­ more than 90 percent of all railroad, employ­ cern over the impact of declining rail­ ment. These data, covering 128 occupational road employment in particular commu­ divisions (classifications) for which the Com­ nities largely dependent on railroad mission collects employment information, operations. are available annually in the source cited above, table 69. Typical occupational titles under each of these classifications are listed Postwar employment decline on the in Rules Governing the Classification of Rail­ railroads mainly resulted from ex­ road Employees and Reports of their Service tensive developments in railroad tech­ and Compensation, prescribed by the Inter­ nology (chart 2) and the loss of busi­ state Commerce Commission, effective Jan. 1, ness, mainly passenger, to other modes 1951, and published by the Association of transport. Competition from other of American Railroads, Washington, Do Co , common carriers (trucks, buses, pipe­ Aug. 1951. lines, and airlines), private truckers, 2In the two industries with the next largest and passenger automobiles stimulated employment declines between 1947 and I960-- the introduction and improvement of textiles and bituminous coal mining--the machines and equipment, materials, numbers of workers fell about 390, 000 (29 and methods of operation on the rail­ percent) and 260, 000 (60 percent), respec­ roads. tively.

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Chart 1. Wage and Salary Workers Employed in All Nonfarm, Manufacturing, Railroad, and Transportation (Except Railroad) Industries, 1947-60

* Includes employment in local and suburban transportation-, intercity and rural buslines; motor freight transportation and storage; air transportation, common carriers. UNITED STATES DEPARTMENT OF LABOR Source: Railroads, Class I and EL employment, Interstate Commerce Commission; BUREAU OF LABOR STATISTICS other: Bureau of Labor Statistics.

The pressure to introduce labor- ing employees was negotiated in 1952 on saving innovations has also been attrib­ an optional basis; by I960, it covered uted, in p a r t, to increasing railroad most terminal operating employees. wage rates and other labor costs.3 One of the factors that contributed to increased labor costs was a reduction The effects of growing competition in the standard workweek for railroad were evident in sharply declining rail­ employees. However, the reduction in road passenger traffic and a lack of the workweek of nonoperating employees growth in freight movement. In rail­ to 40 hours in 1949, followed by in­ road passenger traffic, a downward creased railroad activity in 1950 and trend began as far back as the early 1951, helped to stem the downward trend 1920‘ s with the increasing use of the in railroad employment in this period. private automobile. The decline in The 40-hour workweek for yard operat- traffic was reversed during World War II as a result of dependence on rail­ 3 William Haber, nTechnological Innovation roads for mass troop movements, cur­ and Labor in the Railroad Industry," Tech­ tailment of automobile production, and nological Change and the Future of the Rail­ rationing of tires and gasoline; after ways. Selected papers from a 3-day confer­ the war, the decline resumed. Between ence conducted by the Transportation Center 1949 and I960, intercity passenger traf­ at Northwestern University, Evanston, 111. , fic carried by railroads shrank from 36 1961, p. 112. billion p a s s e n g e r -m ile s to about 22

2 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Chart 2. Employment, Revenue Traffic, and Output Per Man-Hour Class I Railroads, 1947-60 I r-INDEX (1947=100)------

O utput Per Production Worker |Man-Hour Ibased on total car miles)

Freight Ton-Miles

Em ploym ent

Passenger Miles *

*Cfass I tine-houl railroads only. UNITED STATES DEPARTMENT OF LABOR Source: Interstate Commerce Commission? Bureau of Labor Sta tistic s. BUREAU O f LABOR STATISTICS

RAILROAD INDUSTRY 3

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Chart 3. Intercity Passenger-Miles, 1949-60

Revenue Intercity Passerig£r-Miles Billion Passenger Miles Railroads Airways (steam and electric)

Motor Carriers of Passengers (bus)

Inland Waterways

Total Intercity Passenger-Miles Billion Passenger Miles All M eans

Total Motor Vehicles

Private Automobiles

Inland waterways (including Great Lakes) 1.19 to 2.07 billion passenger miles.

Motor Carriers ot Passengers Railroads (bus) 1 Airways (steam and electric)

1 Schoolbus data are excluded. Data for motor carriers, 1957-60, are not comparable. ^Includes domestic commercial revenue, pleasure, and business travel. UNfTEO STATES DEPARTMENT OF LABOR BUREAU o f LABOR STATISTICS Source: Interstate Commerce Commission; Bureau of Labor Statistics.

4 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Estimated volume of intercity freight traffic, public and private, by transportation agency, 1947, 1950, 1955, and I960 Ton-miles (billions) Type of carrier 1947 1950 1955 I960

T o t a l...... 1, 018. 6 1, 062. 6 1, 274. 8 1, 330. 9

Railway revenue ton-miles (including electric railways, express, and m ail)1...... 664. 5 596. 9 631. 4 579. 1 Motor vehicles2 ...... 102. 1 172.9 223. 3 299. 4 Inland waterways, including Great Lakes3 ...... 146. 7 163. 3 216. 5 223. 0 Pipelines4 ...... 105. 2 129. 2 203. 2 228. 6 Airways (domestic revenue service), including express, mail5 and express b a g g a g e * ...... ; . . 2 • 3 1 . 5 . 8 1 Ton-miles of revenue freight, express, and mail of all classes of line-haul rail­ roads and electric railways are covered. Switching is not included. Data are based on reports of carriers to the Interstate Commerce Commission, plus some data from the Post Office Department. 2 The highway ton-miles cover all operations, for-hire and private, common and contract, between cities and between cities and rural areas, but not between rural areas without passing through cities and not city delivery or city movements to and from contiguous suburbs. Turnpike movements are included beginning with 1940 (the year of the opening of the Pennsylvania Turnpike). Highway ton-miles estimated on the basis of Bureau of Public Roads data for main and local rural roads, mileages of routes in rural and urban areas, and on Department of Agriculture data on farm con­ sumption. Passenger-miles in private automobiles estimated on basis of data from the Bureau of Public Roads on rural and intercity travel and from average load data. As processing of certain data is not complete, highway estimates herein for I960 should be regarded as preliminary. Alaska and Hawaii are included in I960, therefore, these figures are not comparable with data for previous years. Schoolbus data are excluded. 3 All ton-miles on the Intracoastal Waterways, Great Lakes, inland rivers, etc. are included, but no deep-sea cargo movements except those portions moving within domestic waters of the United States enroute to overseas ports. In 1948, 1951, 1953 and 1954, there were additions of ton-miles on waterways not previously covered, which produced a relatively small lack of comparability in coverages. For various reasons, including the extreme circuity, these figures do not include deep-sea coastwise of intercoastal movements of domestic traffic. 4 Oil movements through pipelines are included whether or not these pipelines are regulated by the Interstate Commerce Commission, Crude, product, and gathering lines are covered. Data are from reports to the Interstate Commerce Commission, from the Bureau of Mines, and from other sources. 5 Based on Civil Aeronautics Board statistics, Federal Aviation Agency Surveys, and other data. Ton-miles by airway are limited to those in domestic revenue ser­ vice of certified and noncertified and/or supplemental carriers, except movements over international waters or foreign countries. Movements by private plane are not in­ cluded, nor are such "local delivery" operations as crop dusting. Alaska and Hawaii are included in I960, therefore, these figures are not com ­ parable with data for previous years.

Note: Because of rounding, sums of individual items may not equal totals.

Source: Intercity Ton-Miles, 1939-1959 (interstate Commerce Commission, Bu­ reau of Transport Economics and Statistics), April 1961, table 1; 75th Annual Report of the Interstate Commerce Commission, fiscal year ended June 30, 1961, p. 15.

RAILROAD INDUSTRY 5

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis billion (chart 3.) and as a share of total nological changes. One of the most intercity passenger-miles, from 8 per­ radical developments was the almost cent to less than 3 percent. Meanwhile, complete replacement of the steam the share carried by private automo­ locomotive by the d i e s e 1 -electric biles increased from about 84 percent locomotive. The nature of diesel to m ore than 90 percent and by air locomotive service requirements per­ carriers, from 2 percent to more than mitted lower equipment maintenance 4 percent.4 employment. Reduced locomotive maintenance contributed to the consol­ idation of repair facilities which re­ In contrast with the longrun rise sulted in reduced structures main­ in the volume of railroad freight traf­ tenance. Diesels also hauled longer, fic since the turn of the century (ex­ heavier trains, thus affecting employ­ cluding the 1930*s), freight traffic lev­ ment in train and engine service and, eled off following its peak in World War to a lesser extent, in other activities II but has continued to fluctuate cy c­ related to train movement. Extensive lically. 5 The trend in the volume of mechanization, as well as improve­ freight traffic carried by railroads and ments in materials and in methods of other modes of transport is indicated utilizing mechanical equipment and in the preceding tabulation of data p re­ manpower in road and track mainte­ pared by the Interstate Com m erce nance occupations, drastically cu r­ Commission. tailed unskilled and semiskilled la­ bor requirements. Clerical employ­ ment was reduced by increasing use of Railroad employment in the 1947- a variety of modern office machines and 1960 period was also affected by various equipment and, in recent years, the operating economies introduced by application of electronic data-proce ss- management. Employment was reduced ing methods to railroad accounting and by measures such as lower expend­ statistical systems. The rapid spread itures for roadway and structures of radio, teletype, Centralized Traffic maintenance, abandonment of branch Control (CTCj, and other advanced lines in some areas and closing of signaling and communication equipment small freight stations in others, and affected railroad employment generally. introduction of centralized traffic con­ Labor savings were also achieved trol on lines carrying dense traffic. through the consolidation of station On some lines, passenger service was accounting functions, increasing use of curtailed or discontinued. In a few production-line methods of equipment instances railroads were merged. maintenance, relocation of track to minimize roadway grades and curves (the reby reducing the number of loco­ A m ajor factor affecting employ­ motives needed on particular runs, and ment in railroad occupations was the track maintenance requirements), more widespread inauguration of many tech­ efficient freight handling and shipment, and other major improvements in oper­ ating methods. Other innovations which contributed to changes in man­ 4Intercity Passenger-Miles, 1949-1956, (in­ terstate Commerce Commission, Bureau of power requirements included welded Transport Economics and Statistics), Jan. rails, automatic car-weighing devices, 1958, table 1; and 75th Annual Report of the quick-drying and spray paints, in­ Interstate Commerce Commission, fiscal year creased capacity of freight cars, and ended June 30, 19617 p. 15. Comparable data more powerful locomotives. prior to 1949 are not available. 5For a discussion of the historical trend of railroad freight and passenger traffic, see The postwar spread of technological National Transportation Policy, Report of the innovations on the railroads entailed a Committee on Commerce, U.S. Senate, spe­ cial Study Group on Transportation Policies high annual level of real capital invest­ in the United States, 87th Congo., 1st sess0,pt, ment from 1946 to I960, a level sig­ II, ch. 4. June 26, 1961. nificantly higher than in the preceding

6 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis two decades.6 In current prices, cap­ fluences, such as employee and manage­ ital expenditures by Class I railroads ment skills and effort, on railroad opera­ between 1946 and i960 averaged more tions were indicated in the more than 70 than $ 1 billion annually.7 percent increase in output per produc­ tion worker man-hour in railroad trans­ The effects of technological change, portation between 1947 and 196Q this gain and a number of other interrelated in ­ was larger than in most other industries.8

Changes in Occupational Structure

The postwar decrease in railroad Cutbacks in railroad employment employment affected all major railroad generally were most severe among occupational groups, although some those persons in jobs requiring rela­ were affected much more severely than tively little skill or training. Thus, the others (chart 4). For example, the less skilled workers such as gangmen, large number of employees engaged in laborers, truckers, and loaders, as maintenance operations fell by more well as helpers, apprentices, and em­ than half over the 1947-60 period as a ployees engaged in routine clerical whole. In contrast, the relatively small functions generally experienced propor­ numbers of executives, officials, and tionately much greater employment de­ staff assistants dropped only slightly clines than craftsmen, supervisors, and the number of professionals, sub- managers, and professionals. This professionals, and agents declined disparity was largely due to the wide­ moderately. spread replacement of less skilled labor by mechanical and electronic equip­ Differences in the postwar rate of ment, and the consolidation of railroad employment declines among railroad facilitie s. occupational groups resulted in some shifting in their proportional distribu­ tion. For example, train, engine, and 6 Capital expenditures from 1925 through yard (operating) employees became the 1949, Association of American Railroads, largest single occupational group, Bureau of Railway Economics, subsequent moving up from 22.7 percent of all ye ar s , (interstate Commerce Commission, Class 1 line-haul railroad employees Bureau of Transport Economics and Statis­ in 1947 to 27. 1 in I960. Employment tics). Real value of capital expenditures ob­ tained by in the white-collar group rose from deflating expenditures with The Railroad Construction Index compiled by the about 16 percent to 20 percent over the Interstate Commerce Commission, Bureau of same period. On the other hand, the Accounts. proportion of railroad employment in 7 More than $16 billion was spent on rail­ maintenance occupations dropped from road capital equipment over this period. Ap­ 47 percent to less than 39 percent. proximately $5.5 billion was spent for new freight cars, $4.2 billion for new motive Employment trends among the occu­ power, $900 million for new passenger-train pational groups were varied (chart 5). cars, $700 million for modern traffic control There was a fairly steady decline from and communications systems, and the re­ mainder for new roadway machines, im ­ 1947 to 1960 among freight and passen­ provements to stations and track, and other ger terminal employees and other rail­ modernization projects. Background on road employees classified in the occu­ Transportation, News Service, Association pational group "Transportation (other of American Railroads, May 19, 1961. than train, engine, and yard)." Among 8 Output measured both in terms of total maintenance employees, the decline ac­ revenue traffic and car-miles, on Class I celerated during the latter years of the railroads and Class I switching and terminal period. In contrast, employment of companies. Indexes of Output Per Man-Hour for Selected Industries, 1939 and 1947-60, executives, officials, and staff assist­ Annual Industry Series, (U. S. Department of ants increased slightly through the m id- Labor, Bureau of Labor Statistics, Dec. I950*s, but then declined. 1961).

RAILROAD INDUSTRY

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Employment (in thousands) Percent change2

1947 1955 I960 1947-60 1 947-55 1955-60 Occupational group1 N u m ber P e rce n t N um ber P e rce n t Number Percent

Total em ployees ...... 1, 352 100. 0 1, 058 100. 0 781 100. 0 -4 2 -2 2 -2 6

Maintenance of equipment and stores ...... 370 27. 4 273 25. 8 184 23. 6 -5 0 -2 6 -3 3 Maintenance-of-way and str u ctu re s ...... 265 1 9.6 197 18. 6 119 15. 2 -5 5 -2 6 -4 0 Transportation (other than train, engine, and yard) ...... 172 12. 7 127 12. 0 91 1 1.7 -4 7 -2 6 -2 8 Transportation (train, engine, and yard) ...... 307 22. 7 250 23. 6 212 27. 1 -3 1 -1 9 -1 5 C l e r i c a l ...... 163 12. 1 138 13. 0 111 14. 2 -3 2 -1 5 -2 0 Professionals, subprofessionals, and a g e n t s ...... 36 2. 7 35 3. 3 32 4. 1 - 10 - 3 - 9 Executives, officials, and staff assistants ...... 15 I. 1 16 1. 5 15 1.9 - 1 + 6 - ^ Miscellaneous services ...... 24 1. 8 22 2. 1 17 2. 2 -2 7 - 7 -2 2

1 Interstate Commerce Commission occupational divi sions (clas sifications) were grouped by Bureau o f L a b o r Statistics.

2 Percentage changes computed from unrounded numbers.

Note: Because of rounding, sums of individual items may not add to totals.

Source: Transport Statistics in the United States, 1947, 1955, and I960, (Interstate Commerce Commission, Bureau of Transport Economics and Statistics), Pt. I, table 69.

8 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Chart 5* Railroad Employment in Selected Occupational Groups, 1947-60

* Includes the following occupational categories: executives, off Idols, and staff assistants-, professionals, subprafessionats, and agents^ and clerical personnel- UNITED STATES DEPARTMENT OP LABOR BUREAU OF LABOR STATISTICS Source: Interstate Commerce Commission; Bureau of tabor Statistics.

RAILROAD INDUSTRY 9

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Although persons with more skill The analysis that follows deals with and training generally were less changes in employment in the 128 affected by technological developments and changes in the volume of railroad standard ICC railroad occupational di­ activity, employment was substantially visions (classifications). To permit reduced in some skilled occupations more meaningful discussion of these such as boilermaker, blacksmith, changes, the classifications were machinist, painter, and carpenter. On grouped into five broad categories of the other hand, skilled electrical workers (A);9 masons, bricklayers, railroad employment: Maintenance em­ and plasterers; and chief telegraphers ployees; transportation employees and some other supervisory classifica­ (other than train, engine, and yard); tions were among the few railroad oc­ transportation employees (train, en­ cupations that had higher employment gine, and yard); white-collar employees in 1960 than in 1947. and miscellaneous service employees. Maintenance Employees

More than half of the postwar de­ ing of parts and supplies. The re ­ cline in railroad employment occurred mainder were maintenance-of-way and among maintenance personnel, whose structures employees who maintain numbers dwindled from 635, 000 in 1947 roadways, bridges, buildings, and to 303, 000 in I960. Of these, about 3 other structures and install and main­ out of every 5 were engaged in the tain signal and communications systems maintenance of equipment and stores, and related control devices. which includes the upkeep and repair of locomotives, freight and passenger Equipment and Stores cars and other wheeled vehicles, and related equipment; and the warehous- In 1960, the number of employees engaged in maintenance of equipment and stores was only half that in 1947. 9 Occupational titles for electrical workers Although reductions in the number of as well as for carmen and clerical personnel cars in service10 played an important include the alphabetical designations A, B, C, part in the vast curtailment of equip­ or D to indicate differences in types of work ment maintenance employment, the performed or in levels of skill in these clas­ conversion from steam to diesel-elec­ sifications. Most workers classified as Elec­ tric locomotives was the key factor. trical workers (a ) are skilled equipment nNot only did the diesel-electric lo co ­ maintenance personnel. Electrical workers (B) primarily are employed in power stations motive require less service but as _the and substations in skilled occupations such as result of its greater availability ^/be- load dispatcher and station operator* Elec­ cause of lower service requirements^, trical workers (C) work mainly as operators fewer units were required to handle of electric hoist or conveyor equipment'at the same amount of traffic.”11 The coal, ore, or grain docks and storage facil­ ities. Carmen (A and B) work principally on passenger car equipment and Carmen (C i r Statement of Michael Fox, President, and D) principally on freight car equipment. Railway Employees Department, AFL-CIO, Personnel classified as Clerks and clerical in Impact of Automation on Employment, specialists (a ) mainly have professional or Committee on Education and Labor, House of supervisory responsibilities; Clerks (B and Representatives, 87th Cong. , 1st s e s s ., C) mainly do routine work. 1961, p. 294. 1 0 The number of passenger-train cars in The number of locomotives in service de­ service (Class I and II railroads and switch­ clined 30 percent from 1947 to I960. In 1947, ing and terminal companies) dropped from 84 percent of locomotives were steam driven about 39, 000 in 1947 to 26, 000 in I960; the and 14 percent were diesel powered. In 1960, number of f r e i g h t-carrying cars generally 97 percent of the locomotives were diesel and was about 1.75 million through 1958 but, by less than 1 percent were steam driven. Year­ 1960, had declined by almost 7 0, 000. Trans­ book of Railroad Information, 1961 edition, port Statistics in the United States, op. cit. , Eastern Railroad Presidents Conference, table 155, p. 103. Jersey City, N. J. , p. 8.

10 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis provements in maintenance equipment, materials, and methods. These in­ cluded specialized paints and spray painting methods; improved bearings and bearing lubrication; better inventory control and materials-handlingmethods; improved manual and automatic welding techniques; and ultrasonic, isotopic, spectrographic, and other advanced analytical techniques to determine met­ al wear or fatigue. The use of auto­ matic machines to perform specialized operations, such as machining and as­ sembling of car wheel sets, also has cut man-hour requirements.

Changing technology not only con­ tributed importantly to employment de­ clines in almost every skilled equip­ COURTESY OF CHICAGO, ROCK ISLAND & PACIFIC RAILROAD ment maintenance occupation but, in the process, often altered job content Layout of modern diesel maintenance shop facilitates and skills. Changes in the number em­ work of machinists, electricians, and other equipment ployed in these occupations from 1947 maintenance employees. to I960 are shown in the following tab­ ulation:

ICC Occupation Employment Percent change Div. ------lower service requirements of the die­ No. 1947 1955 1960 1947-60 1947-55 1955-6

sel also permitted the consolidation Total ...... 169,858 145, 185 11 1, 205 -3 5 -1 5 -23

of shop facilities and the applica­ 54 Blacksmiths...... 5, 841 3, 375 1,956 -6 7 -4 2 -4 2 55 Boilermakers ...... 13, 128 4, 310 2, 341 -8 2 -67 -4 6 tion of production-line methods 56 Carm en (A and B ' 1 . . . 20,341 18,212 12, 425 -3 9 -1 0 -3 2 57 Carm en (C and D ) . . . 56,181 58, 786 4 6 ,0 0 6 - 18 + 5 -2 2 to equipment servicing.12 In recent 58 Electrical workers (A). 10,423 : 5, 430 * 6 0 2 + 30 + 48 -1 2 59- Electrical workers 60 (B and C ) 2 ...... 3, 079 2, 415 1,893 -3 9 -2 2 -2 2 years, equipment maintenance employ­ 61 M a c h i n i s t s ...... 47, 357 31, 621 24, 699 -4 8 -3 3 -2 2 62 Molder s ...... 569 171 106 -81 -70 -3 8 ment has also been affected by the 63 Sheet-metal worker* . . 11,259 9, 298 7, 156 -3 6 - 17 -2 3 practice of some railroads of sending 73 Stationary engineers . . 1,680 1, 567 1, 021 -3 9 - 7 -3 5 1 Includes an indeterminate number of gasoline motor-car repairmen. diesel engines requiring major over­ Electrical workers (C) include an indeterminate small number of semiskilled electrical equipment operators. The " C " group as a whole had only a few hun­ haul back to the manufacturer for re­ dred employees. building or exchange for more highly powered new, or rebuilt, units. Rapid replacement of locomotive steam power by diesel-electric power Part of the decline in equipment was central to the very large reduc­ maintenance employment may also be tion in boilermakers’ employment. traced to many diverse, relatively The number of blacksmiths also de­ small, but cumulatively significant im ­ clined, partly because of the industry­ wide use of replacement parts for diesel 12 One example of the impact of lower ser­ locom otives, in contrast with the prac­ vice requirements on maintenance employ­ tice of repairing or reconstructing ment is the experience of the Santa Fe Rail­ components for steam locomotives. road which, in 1946, maintained 26 shops for Improvements in heat-treating, welding, repairing locomotives and cars, 7 for wheel and forging methods, and in related repair, and 4 for repairing passenger cars. equipment, were also important factors By 1961, repair facilities had been reduced to contributing to the decrease. Techno­ one m ajor diesel shop and five diesel shops for minor repairs, one shop for passenger logical change also contributed to the car and equipment repair, one wheel shop, sizable reduction in employment of ma­ and one major freight car repair shop, with chinists, one o f th e largest of the three other locations serving as minor car skilled railroad shop trades. These repair depots. "Springfield Becomes Shop changes included different and lower Center," Modern Railroads. Chicago, Nov. maintenance requirements T or diesels 1961, pp. 80-81. compared with steam locomotives, the

RAILROAD INDUSTRY 11

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis introduction of production-line servicing and increased specialization of work in methods, and improvements in machine larger, consolidated maintenance facil­ shop equipment, including some with ities. automatic controls. The extent of the employment decline among machinists Employment of carmen, the largest would have been even greater had it not occupational classification among been for an increase in maintenance equipment maintenance employees, was work resulting from the very large affected generally by technological amount of track and roadway equip­ changes such as improved welding and ment purchased by the railroads since new joining and fastening techniques, World War II. Reduced employment and modernized materials-handling of stationary engineers reflected the equipment. The severe drop in passen­ introduction o f automatic controls on ger traffic relative to freight traffic shop boilers, although the drop in the from 1947 to I960, however, affected total number of shop facilities was also occupations within the carmen group important. The number of electrical differently. Thus, the number of car­ workers (B), a group which includes men (A and B), most of whom maintain power station and substation operators railroad passenger cars, fell 39 per­ and load dispatchers, declined as diesel- cent-more than twice the decline for electric locomotives were substituted carmen (C and D), most of whom main­ for n s t r a i g h t-electric1' locom otives, tain freight cars. which depend on externally generated power. Those in unskilled and semiskilled equipment maintenance jobs--laborers, Electrical workers (a ) comprised helpers, and apprentices--had much the only classification in equipment greater employment declines than maintenance to show an increase in craftsmen, foremen, and other skilled employment over the 1947-60 period equipment maintenance employees, as as a whole. All of this increase, how­ shown in the following tabulation: ever, was due to the large expansion ICC Occupational group Employment Percent change Div. ______through the early 1950*s in the number No. 1947 1955 1966 1947-60 1947-55 ” 955-60

of these employees needed to maintain T o t a l ...... 370,287 273, 155 184, 006 -50 -26 -3 3 the extensive electric power and control 50, 51 General, assistant gen-eral, and department forem en. 9, 323 8, 296 7, 150 -23 - 11 - 14 equipment on the mushrooming fleet of 52, 53, Gang foremen, leaders 68,69 and inspectors. . . 13,655 11,494 8, 573 -37 -16 -2 5 54-63, Skilled trades diesel-electric locomotives. 1 ^ In re­ 73 journeymen1. . . . 169,858 145,185 1 1 1 ,205 -35 -15 -23 64-66, Skilled trades helpers cent years, employment of electrical 74 and apprentices . . 98,877 56,052 26,006 -7 4 -43 -5 4 67, Classified and general workers (a ) has dropped somewhat be­ 70-72 laborers ..... 78, 574 52, 128 31,072 -60 -3 4 -40 cause of the decline in the number of 1 Includes an indeterminate small number of semiskilled electrical equipment operators trains run, the growing experience with in ICC Div. No. 60, Electrical Workers (C). diesel maintenance, lower maintenance requirements of later model diesels, W ay and Structures

Postwar employment of personnel ^ 3 From 1947 to 1955 the number of diesels increased more than fourfold--from 5, 772 to who maintain railroad way and struc­ 24,786; between 1955 and I960, the increase tures dropped by 55 percent, the great­ was only 14 percent. Yearbook of Railroad est relative decline among major rail­ Information, op. cit. , p. 8. road occupational groups.*14 * As the 14Advancing technology in roadway and structures' operations on the railroads gen- ICC Occupational group Employment Pei•cent change Div. e rally paralleled developments in the con­ No. 1947 1955 1960 1947-60 1947-55 1955-60 struction industry, notably in highway con­ T o t a l...... 264,816 196,980 118,516 -55 -26 -40 struction. ’’Increasing use and efficiency of 27 Roadmasters, general foremen, and roadbuilding equipment, particularly in grad­ a ssistan ts...... 3, 147 3, 359 3, 366 + 7 + 7 + (') 28 Inspectors ...... 1, 132 1, 004 879 -22 -11 -12 ing and surfacing, was the prime cause of 35-38, Roadway maintenance 40-42 workers ...... 207,439 143, 345 78,355 -62 -31 -45 the 47-percent decline in on-site labor re­ 29-34 Bridge and building . 30,366 27,311 17,764 -42 - 10 -35 quirements for highways from 1947 to 1958." 44-49 Signal and telegraph workers ...... 19, 429 16,848 - 11 + 3 -13 "Labor Requirements for Highway Construc­ 39,43 Laborer crews (bridge and building; signal tion ," Monthly Labor Review, Aug. 1961, and telegraph)...... 3, 857 2, 532 1, 304 -66 -3 4 -49 859. 1 Less than 1 percent.

1Z EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis preceding tabulation shows, almost nine- improvements; and (2) manpower re­ tenths of the decrease was among road­ quirements, principally for gangmen, way maintenance employees, who com­ were reduced by the widespread intro­ prise the great majority of all way and duction of mechanized equipment. structures employees. The decline in roadway maintenance Roadway maintenance. Employment from 1947 to I960 is clearly apparent in in this occupational category fell prin­ the 69-percent drop in the number of cipally because of two factors: (l) the miles of replacement rail laid by volume of maintenance decreased as Class I line-haul railroads and the 62- track mileage was reduced and as the percent decline in the number of re­ recurring cycle of rail and tie renewal placement crossties put in p la c e .15 and other major maintenance operations The service life of rail was lengthened were lengthened through technological by increasing use of heavier rail1 6 and of better designed rail; heat-treated, end-hardened, and special alloyed rail; 73 Transport Statistics in the United States, and continuous welded rail in place of op. cit. , 1947, I960" tables 92 and 93.------bolt-joined rail sections. The period 6 M The transition from 112 pound rail //per between installation and replacement yard_J7 to 131 pound rail reduced the annual was extended by the use of better meth­ maintenance man-hours per mile per year from 1,103.4 to 902.6, or 18 percent/from ods of welding to repair battered rail 1943 to 1950_J7." William Haber, et al, op. ends and other worn rail surfaces. c it., p. 40. With the shift toward heavier Rail and tie damage was reduced by rail, the average weight of rail in main improved roadway surfacing and drain­ tracks on Class I line-haul railroads in­ age which created a more shock- creased from 100 pounds per yard in 1947 to absorbent roadbed. Greater use of 106 pounds p e r yard in I960. Transport longer service "treated” ties contri­ Statistics in the United States c i t . , 1960, table 7. buted to the decrease in tie renewals. 17 According to an article in Railway Age, Improved tie plates, pads, and sealants the declines in rail and track renewals in re­ extended tie life by providing better cent years indicate that minimum replace­ distribution of rolling weight on the tie, ment has occurred in the light of expected and reduced tie rot and wear. Also, rail and tie service life. "M/W: Moderate it is reported in a leading railroad in­ Increase" M. H. Dick, Engineering Editor, dustry magazine, that some railroads Railway Age, Jan. 16, 1961, pp. 30-32. See did not effect adequate roadway main­ also, "B and O - C and O Officers Stress tenance programs.17 Deferred-Maintenance Peril," Railway Age, July 17, 1961, pp. 14-18. Elimination of track and roadbed 18"We have four new push-button classifi­ cation yards; four yards that replace as many also reduced roadway maintenance re­ as 25 others..." "The Importance of Tech­ quirements. Trackage and roadway on nological Change to the Railway Industry," abandoned branch lines were uprooted, Alfred E. Pearlman, President, New York> miscellaneous trackage was eliminated Central Railroad, in Technological Change in areas of declining traffic and track­ and the Future of the Railways, op. cit. , p. age was eliminated in many freight yards made obsolete by new yards using 19 The installation of CTC increased from more automatic car classification sys­ about 10,000 track miles controlled in 1947 to tems.18 (For a description of opera­ 28, 000 in 1955 and 36, 000 track miles con­ trolled in I960. Transport Statistics in the tions in modern electrically controlled United States, op. cit. , 1947, I960j table 8. car classification yards, see p. 21.) With the installation of CTC between Cleve­ land and Buffalo (distance----- 163 m iles), the Retirement of trackage has also been New York Central Railroad was able to elim­ accomplished by the increased installa­ inate two tracks of a four-track system. New tion of Centralized Traffic Control York Tim es, Feb. 17, 1957, Sec. 3,, p. 1. (C T C ).19 With this system, a single CTC also contributed to the paring away of 1, 800 miles of track on the Pennsylvania train dispatcher, aided by remote con­ Railroad between late 1953 and 1957. "S lim ­ trol devices and a continuing view of ming the PRR," The Pennsy, Pennsylvania train movements provided by an illumi­ Railroad Co., Philadelphia, Jan.-F-sb^, nated track diagram, is able to operate 1958, p. 10.

RAILROAD INDUSTRY 13

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis signals and switches which direct the tracks must be cleared for oncoming movement of trains over hundreds of trains. Off-track earth-moving equip­ miles of railroad. The improved con­ ment such as bulldozers, graders, trol over train movements provided by power shovels, and cranes have become CTC permits closer spacing of trains increasingly available for ditching or and results in fewer delays arising out other excavation or fill work. The of the meeting and passing of trains, rapid spread of radio communication thus increasing the capacity of specific enables supervisors quickly to check track area to handle trains. with foremen on work progress, and minimizes delays in track work b y Mechanization was the most impor­ keeping crews posted on the location of tant factor in the sharp postwar re­ moving trains. duction in roadway maintenance em­ ployment. The use of roadway m a­ The effect of mechanization on road­ chines for railroad track work is not way employment has accelerated since new--many early versions of machines the end of W o r 1 d W a r II. Although now in use were developed in the late single-purpose machines used early in twenties or early thirties--but major the postwar period made possible changes have been made since the end f a s t e r-t h a n-m a n u a 1 operation and of World War II. Substantial invest­ greatly reduced human effort, improve­ ment in roadway equipment20 has pro­ ments in machines, the introduction of vided machines which replace man­ multipurpose machines, and the in­ power in practically all labor-intensive creasing efficiency of machine oper­ areas of roadway upkeep. nIncluded in ators permitted even greater labor- the equipment of a modern track gang savings in roadway maintenance work. are machines to pull and replace ties, Certain operations, such as taking out drive spikes; gather up and clean track and inserting ties and raising, tamping, ballast, return it to the track; and tamp and lining track, when performed man­ it firm ly to provide a smooth-riding ually, commonly required gangs of 100 surface. Still other machines spray men and, at times, as many as 300. chemicals for the control of vegetation Today*s mechanized work gangs, com­ along the right-of-way, and use the bined for production-line handling of science of electronics to inspect and these operations, may number between detect flaws in rails before they can 2 5 and 35 men making use of 8 to 11 break and cause an accident."21 power machines.22 "One railroad Motor vehicles are being used increas­ found that a single multipurpose ma­ ingly to carry maintenance c r e w s , chine operated by 1 man, could replace equipment, and machines on highways 6 single-purpose machines and elim­ from one track location to another, inate about 15 trackm en ."23 although rail motor cars are still widely used. When rail vehicles are In addition to its impact on the num­ used, delays are frequent because ber of employees in roadway mainte­ nance, mechanization has changed the 2 0Net~investment in roadway machines by character of employment in such oper­ Class I line-haul railroads increased from ations by stimulating the reorganization $62.5 million at yearend, 1947, to $200.5 and more efficient utilization of the million at yearend, I960 (current dollars). Transport Statistics in the United States, op. roadway work force. Before the use cit. , 1947, 1960, table 138. of machines and equipment became 21 Curtis D. Buford, Vice President, Oper­ widespread, track and roadway upkeep ations and Maintenance Department, Associa­ was performed by the section gang or tion of American Railroads, "New Concepts in Railroading," address before the Annual crew, frequently numbering 30 or more Transportation and Logistics Forum, Nation­ men. Such a group, equipped with al Defense Transportation Association, Den­ ver, Colo. , Sept. 19, 1961. manually and pneumatically operated hand tools, had full responsibility for 2 2 "Now Most Maintenance Operations Are Mechanized," Railway Age (Centennial Is­ a limited area of roadway. Extra gangs sue), Sept. 19517] ppl 230-234o were employed for heavy roadway con­ 23,1 Revolution on the Steel Highway, " Mod- struction and repair jobs, such as ern Railroads, Chicago, May 1959, p. 79. major rail- and tie-laying or replace-

14 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis COURTESY OF ASSOCIATION OF AMERICAN RAILROADS AND WESTERN MARYLAND RAILWAY

The size of roadway maintenance crews has been reduced sharply with the widespread use of specialized equipment.

ment and surfacing or resurfacing large The proposition that mechanization sections of roadway. With mechani­ has also affected the character of road­ zation, the trend has been to use spe­ way maintenance employment by up­ cialized gangs in roadway maintenance. grading the average skill level in these Large gangs may operate over an en­ jobs is "widely recognized" according tire railroad ora very large section of to a definitive study of mainte nance-of- track. One group may replace ties, way em ploym ent.2 4 The study points reline rail, and resurface track, while to the greater time needed by untrained others perform ditching operations at workers to learn roadway maintenance the sides of the roadbed, or weld rail jobs requiring operation of machines and lay welded rail. Smaller "floating" and equipment. Evidence of higher mechanized gangs of 8 to 12 men as­ skill requirements is also cited in signed to railroad divisions or subdivi- terms of the large increase between sions do necessary maintenance be­ 1948 and 1955 in the number of port­ tween major roadway renewals, such as able equipment operators in roadway tamping low spots in the roadbed, re­ maintenance work. lining rail, and repairing (welding) rail Although the roadway maintenance joints or other worn rail surfaces. work force was cut drastically, conti­ "Floating" gangs may be supplemented nuity of employment improved for those by patrol gangs of two to four men who who remained, partly reflecting rail­ inspect rails, ties, and roadbed, road efforts to maximize the use of ex­ tighten rail bolts, and perform other pensive capital equipment. For miscellaneous light work. The chang­ example, the average months of service ing structure of roadway maintenance of extra gangmen, whose employment is employment, particularly as reflected particularly erratic, rose from about 4.6 in the sharp decline of section workers months in 1947 to 6.4 months in 1959. 2 5* and the rapid growth of portable equip­ ment operators, is shown in the follow­ 2 4 W illiam Haber, et al, Maintenance of ing tabulation: Way Employment on U.S. Railroads. 1957, p. 52.

ICC Occupation Employment Percent change 2 5 Annual Report, Railroad Retirement Div. 1947-60 1947-55 1955-60 No. 1947 1955 1960 Board, 1949, Table E -5 , p. 244; 1959 data -45 T o t a l...... 207,439 143,345 78,355 -62 -31 computed from Compensation and Service of -20 -45 40 Gang or section foremen . 24, 603 19,658 10,784 -56 Railroad Employees, Statistical Tables, -3 2 -5 5 42 Section gangm en...... 123,667 84. 585 38,248 -69 38 Gang foremen (extra and 1959, U.S. Railroad Retirement Board, 1961, work train) ...... 4, 095 2, 912 3, 152 -23 -29 + 8 -40 -3 6 41 Extra gangmen ...... 47,663 28,743 18,467 -61 p. 7 5. A month of service is defined by the 35 Portable equipment operators ...... 4, 880 6, 291 7, 182 +47 +29 + 14 Board as any calendar month in which an em - 36 Portable equipment operator h elpers. . . . 687 738 381 -45 + 7 -48 ployee has earnings, no matter how little, -77 -66 37 Pump equipment operators. 1, 844 418 141 -9 2 creditable under the Railroad Retirement Act.

RAILROAD INDUSTRY 15

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Between 1954 and 1959, the proportion Structures maintenance operations of extra gangmen who worked 9 months and employment were reduced in still or more in a year rose from 25 per­ other ways. Increased use was made cent to 38 percent.26 Average com­ of brick, steel, and other durable ma­ pensated man-hours for these workers terials in constructing or altering rail­ increased from 1, 637 in 1947, with a road structures, such as diesel loco­ 48-hour workweek, to 1,840 in I960,27 motive shops, freight depots, and of­ despite a reduction in the workweek to fice buildings. The development of 40 hours. high-capacity earth-moving equipment made it economical to eliminate many bridge trestles which needed extensive Structures maintenance. Employees renewal, by earth-filling ditches or engaged in maintaining bridges, build­ streams and using steel or concrete ings, tunnels, towers, and other rail­ culvert pipe to carry the water through road structures, constitute another ma­ the fill. The practice of reinforcing jor group of railroad maintenance em­ bridges to carry the constantly increas­ ployees. Contraction of the railroad ing weight of larger and m ore pow er­ plant that accompanied improvements ful steam locom otives declined with the in methods and equipment and the widespread use of diesel locomotives. abandonment of stations largely ac­ Jointed aerial booms mounted on high­ counted for this grou p s sharp employ­ way trucks reduced labor requirements ment decline, as shown in the following involved in the erection of bridge or tabulation: building scaffolds or other rigging. Bridge and building crews were

ICC Occupation Employment Per cent chang equipped with portable electric genera­ Div. No. 1947 1955 I960 1947-60 1947-55 1955-60 tors and air compressors which enabled

T o t a l...... 34,223 29,843 19,068 -44 - 13 -36 them to use portable electric tools such 29 Gang foremen of as chain and circular saws, drills, and skilled labor...... 4,018 3,818 2, 695 -33 - 5 -29 30 C a r p e n te r s ...... 13,805 11, 754 7, 144 -48 -15 -39 31 Ironworkers ...... 964 819 585 -39 -15 -29 grinders, and portable pneumatic tools 32 Painters...... 2,093 2, 066 915 -56 - 1 -56 33 Masons, bricklayers, such as impact wrenches, jack-ham­ and plasterers* . . . 1,996 2, 554 2, 750 + 38 + 28 + 8 34 Helpers and appren- mers, and bolt-pullers. Employment 7,490 6, 300 3, 675 -51 - 16 -42 39 Gang foremen of laborers (bridge and of ironworkers was affected by the in­ building; signal and telegraph)...... 258 142 90 -6 5 -32 -37 creasing substitution of welding, bolt­ 43 Laborers (bridge and building; signal and ing, and other improved methods in 1, 214 -66 -3 4 telegraph)...... 2, 390 -49 place of riveting, for joining structural 1 Includes unknown number of maintenance - • of-way welders, 2 Includes unknown number of mainte nance- of-way welders' helpers.

Uneconomical railroad structures 26Data for 1954 from William Haber, et were eliminated, to reduce mainte­ al, op. cit. , table 5-l(e), p. 135; 1959 data nance costs and to save State or local computed from Compensation and Service of property taxes. Many passenger trains Railroad Employees, ibid. were discontinued and many passenger 27 Transport Statistics in the United States, stations were abandoned.28 Many °P• c it., 1947, 1960, table 69. Average man- small freight stations were closed, or hours per year obtained by dividing annual consolidated to serve larger areas,29 compensated hours for extra gangmen by the partly because improved highways per­ annual average of " during-the-month" em- mitted shippers greater accessibility to ployme nt. many locations. With dieselization, the 28A total of "1 ,24 4 /"p a s s e n g e r ^ t r a in s number of major equipment repair ter­ were discontinued by State commissions dur­ minals was reduced, fewer structures ing the years 1951-56, and 2,466 stations were abandoned in the same p eriod." Na­ for locomotive maintenance were re­ tional Transportation Policy, op. cit. ,~~p. quired, and the extensive facilities that 350. provided fuel and water for steam loco­ 29"F rom L1955 to July 31, 1961, 160 /~m a.in- motives were eliminated. Many small ly freightJ stations were closed by. ..^ T h e train control towers were eliminated as Southern Pacific CompanyJ7 - -about 140 of centralized traffic control systems them since Jan. 1958." Report to the Pres­ were applied to thousands of m iles of ident by the Emergency Board (Board No. heavily traveled rail routes. 138L W ash in gton , D. C. , Sept. 15, 1961, p.

16 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis members of bridges and buildings. period. Their employment was also Fewer painters were needed as im­ favorably affected by increased instal­ proved paints and spray-painting equip­ lation of automatic light signals, gates, ment decreased painting time and pro­ and other warning devices at highway vided longer lasting, protective coat­ crossings, and of electronic control ings. equipment in major freight yards, which permit more automatic and speedier Masons, bricklayers, and plasterers classification of freight cars.*31 were the only occupational division (classification) to show increased em ­ The number of signal maintainers, ployment. The rise can be traced on the other hand, probably decreased partly to the more extensive use of over the entire 1947-60 period. Elim­ masonry as a substitute for wood in ination of many miles of second and railroad structures, but it m ay also other main tracks through installation reflect the inclusion of maintenance-of- of CTC led to the elimination of sig­ way welders in this occupational cla ss­ nals which controlled movement over ification. 3 0 Welders have become in­ these tracks and to elimination of inter­ creasingly important in track laying and lockings32 at the occasional junctions repair operations. of two or more parallel main tracks. With the expansion of CTC and the Signal and telegraph. These employ­ abandonment of branch lines, the num­ ees constitute a third group of mainte­ ber of miles of track (primarily single nance-of-way and structures employ­ track) controlled by nonautomatic block ees. Employment declines in this group signals was reduced considerably. In were much less severe than in other addition, there was a growing use of occupational groups in maintenance-of electrically actuated switches and sig­ way and structures operations. In four nals, using relatively few moving of the six signal and telegraph classifi­ parts, and a sharp reduction in the cations, employment actually showed number of mechanical switch and sig­ moderate gains until the m id -1950*s, nal controls which had complicated but then declined. Employment in the linkage requiring much greater mainte­ less-skilled assistants and helpers nance. classifications declined throughout the 1947-60 period, as shown in the follow­ The number of linemen and ground- ing tabulation: men rose over the postwar period as a

ICC Occupation Employment Percent change whole. These men, who string and Div. ------No. 1947 1955 I960 1947-60 1947-55 1955-60 la y power cable and communications T o t a l...... 18,875 19,429 16,848 -11 + 3 -13 lines at and between railroad termi­ nals, shops, power-generating and assistants and inspectors 1, 342 1, 547 1, 551 + 16 + 15 + ( ) 45 Gang foremen ...... 1,468 1, 624 1, 581 + 8 + 11 - 3 46 Signalmen and signal switching stations, and other railroad maintainers...... 8 ,244 8, 754 7,889 - 4 + 6 -10 47 Linemen and groundmen . 2, 232 2, 863 2, 462 + 10 +28 - 14 facilities, were needed for new instal­ 48 Assistant signalmen and signal maintainers . . . 2,447 2, 403 1, 776 -27 - 2 -26 lations and modifications of existing 49 Helpers, signalmen, and signal maintainers . . . 3, 142 2, 238 1, 589 -49 -29 -29 ones as railroads modernized their 1 Less than 1 percent. plant and operations. For example,

Group employment data for signal­ 3 °^ ul e s Governing the Classification of men and signal maintainers and their Railroad Employees, etc. , op cit. , p. 21. assistants and helpers indicate de­ 31 According to >1 tabulation, 32 electron­ creases in employment between 1947 ically controlled freight classification yards and I960. These data, however, appar­ were in service between 1949 and 1959 and 2 ently mask divergent trends within others were slated to be put into service by these groups. Employment of signal- 1960. See Frank E. Shaffer, "Rundown on men--those engaged in installing rail­ Automation," Trains Magazine, March 1961, road signals and control devices--prob­ pp. 22-23. ably increased through the m id -1950*s 3 2 An interlocking is a complex of switches and then tapered off, largely because of and signals governing the movement over the greater growth in CTC systems switches arranged to avoid conflicting train during the earlier years of the 1947-60 moveme nts.

RAILROAD INDUSTRY 17

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis there was widespread consolidation of permits the sending of many messages equipment maintenance facilities and over a single wire, the aerial boom installation of various types of com ­ which facilitates work on overhead con­ munications equipment. In recent struction, the t r u c k-mounted power years, however, employment of line­ auger which speeds the digging of holes men and groundmen has been declining for line poles, and microwave radio with the contraction of railroad plant transmission equipment which displaces and improvements in technology. telephone, telegraph, and other wired Examples of such technological devel­ opments are ncarriern equipment which communications systems.

Transportation Employees (Other Than Train, Engine, and Yard)

The number of employees at freight lion tons in 1947 to 3. 2 million tons in and passenger terminals, train control I960),33 and the considerable shift in and communication centers, signal con­ handling of mail to competing modes of trol towers along the right-of-way, and transportation. aboard dining and parlor cars of pas­ senger trains declined from 172, 000 to Substantially reduced numbers of 91,000--or 47 p e r c e n t--between 1947 truckers, loaders, checkers, and other and i960. More than half of the reduc­ employees at freight terminals also re­ tion in this group occurred among rail­ flected such developments as the reor­ road employees who load and unload ganization of workflow; the widespread cars and weigh, check, and inspect use of chain and belt conveyor systems freight at freight stations, and who and lift trucks and other powered ve­ operate barges, ferries, and tugboats. hicles; and the increasing installation Employment reductions among em­ of communications equipment. The in­ ployees at freight stations and aboard troduction of mechanized mail-sorting vessels are shown in the following tab­ systems in some terminals also re­ ulation: duced employment needs. Personnel who provide services to ICC Occupation Employment Percent change railroad passengers also suffered se­ Div. ------No. 1947 1955 1960 1947-60 1947-55 1955-60 vere reductions in employment, mainly T o t a l...... 89, 643 59,885 43,013 -52 -33 -28 because of the steep drop in postwar 78 Station agents (supervisory, 2, 288 2, 164 1,970 -14 - 5 - 9 railroad passenger travel. Other rea­ 79 Station agents (nonteleg­ raphers, smaller sons were the introduction of snackbar stations) 1 ...... 4, 957 4, 350 3, 225 -35 -12 -26 80 Station agents (telegraphers and telephoners)1. . . . . 14, 100 13,067 10,738 -2 4 - 7 -18 food service on passenger trains and 88-89 General foremen and assistants (freight the installation of electronic passenger stations, warehouses, docks, and grain reservation systems on some roads. e l e v a t o r s ) ...... 587 578 471 -20 - 2 -19 90 Gang foremen (freight stations, etc. ) ...... 3, 027 2, 798 2, 196 -27 - 8 -22 Employment declines were especially 91 'Callers, loaders, scalers, and perishable-freight large for laundry workers and for wait­ inspectors...... 17,375 12,742 9, 139 -47 -27 -28 92 Truckers (stations, ware­ ers, chefs, stewards, and others work­ houses, platforms) . . . 34, 009 12,997 7, 018 -79 -62 -46 93-94 Laborers (coal and ore ing on dining and parlor cars, as shown docks, stations, ware­ houses, platforms, and in the following tabulation: grain elevators)...... 6, 906 6, 033 4, 764 -31 -13 -21 98 Officers, workers and attendants on barges, ferries, towing vessels, etc...... 6, 394 5, 156 3,492 -45 -19 -32 ICC Occupation Employment Percent chang e Div. 1 Includes some station agents at passenger stations No. 1947 1955 I960 1947-60 1947-55 1955-60 T o ta l...... 37,714 27, 780 18,723 -5 0 -26 -33

84 Station m asters and Employment at small freight terminals a ssista n ts...... 430 408 296 -31 - 5 -27 85-86 Supervising baggage agents fell and many terminals were closed and a ssistan ts...... 483 496 3 56 -26 + 3 -2 8 87 Baggage, parcel room, and station attendants . 9 ,035 9, 016 6, 080 -33 -(‘) -33 with the drastic decline in less-than- 12 Ticket agents and a ssista n ts...... 1, 274 1, 076 692 -46 -1 6 -36 carload freight traffic (from 22. 6 mil­ 95 Stewards and dining car supervisors •••... 1,857 1, 366 880 -53 -26 -36 96 Chefs and cooks .... 5, 610 3, 481 2, 276 -59 -38 -35 97 W aiters...... 13,975 7, 875 4,910 -65 -44 -38 100-10 1 Parlor car conductors 33 Transport Statistics in the United States, and train attendants . . 4, 422 3, 596 2,979 -33 -19 -17 104 Laundry workers and op. cit. 7 1947," 1960, table 46. forem en...... 623 466 254 -60 -26 -45

1 Less than 1 percent.

18 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis COURTESY OF NEW YORK CENTRAL SYSTEM

One train dispatcher, operating a centralized traffic control board, guides the movement of trains over many miles of railroad.

The telegraphers (other than chief to operate "at-site" switch and signal telegraphers), telephoners, towermen, controls. dispatchers, and other workers directly- engaged in conrolling train movements The extensive introduction of CTC and handling communications at and be­ had its greatest employment impact tween terminals were other nonoper­ among train-control employees with ating transportation employees whose lower levels of responsibility. Thus, numbers decreased, as shown below: the rate of employment decline among telegraphers, telephoners, towermen,

ICC Occupation Employment Percent change and clerk telegraphers, who make up

No. 1947 1955 1960 1947-60 1947-55 1955-60 the great majority of all train-control T o t a l...... 29,976 28, 557 22,577 -2 5 - 5 -21 personnel, was significantly greater

75 Chief train dispatchers. . 994 1, 094 997 +(*) + 10 - 9 76 Train dispatchers . . . . 3, 210 3, 105 2, 536 -21 - 3 -18 than that for train dispatchers. In 77 Train directors ...... 152 210 374 + 146 +38 +78 81 Chief telegraphers . . . . 925 1, 111 1, 156 +2 5 +20 + 4 some instances, train dispatchers were 82 Clerk telegraphers and telephoners ...... 10,029 9,053 6, 555 -3 5 -1 0 -28 assigned to the handling of remotely 83 Telegraphers, tele­ phoners, and towermen* 14,666 14, 004 10,959 -2 5 - 5 -22 controlled switches and signals,34 1 Less than 1 percent.

With the widespread introduction of 34"...the carrier /^Southern Pacific Com­ automatically controlled and of remote­ panyJ7 has consistently manned these CTC ly controlled switches and signals (in­ systems with train dispatchers and progres­ cluding those remotely controlled under sively abolished telegrapher positions in CTC territory where trains no longer move under CTC systems), fewer t r a i n-c o n t r o 1 train orders." Report to the President by workers were employed to provide the Emergency Board, op. cit. , p. 11. written orders to train personnel and

RAILROAD INDUSTRY 19

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis whereas under the decentralized sys­ reduction in the number of m ail- tem displaced by CTC, telegraphers carrying trains and "establishment by or towermen controlled s w i t c h-signal the United States Post Office Depart­ layouts or issued train orders under ment of a metropolitan distribution sys­ the direction of dispatchers. tem, which brought about elimination of intermediate passenger train stops be­ At railroad communications centers, tween the centralized mail distribution employment of telegraphers and tele- centers," resulted in the elimination "at phoners declined because of the ex­ intermediate stations [ o i j a number of panded use of improved communications station duties of telegraphers."36 equipment, such as teletype and carrier systems. On the other hand, there was Reductions in employment also oc­ an increase in the number of chief tele­ curred among employees who generally graphers (wire chiefs), who supervise assist in the movement of freight and activities at communications centers. passenger traffic.

Dieselization and declining train ICC Occupation Employment Percent change D i v . ------miles were other factors in the down­ No. 1947 1955 I960 1947-60 1947-55 1955-60

trend in train control employment. 99 Transportation and dining service inspectors . . . 806 778 666 -17 - 3 -14 Because higher powered diesel loco­ 102 Bridge operators and h e lp e r s ...... 1,016 1, 049 939 - 8 + 3 -10 103 Crossing and bridge motives permitted the hauling of long­ flagmen and gatemen . . 12, 996 8, 559 4 ,647 -6 4 -3 4 -4 6 er, heavier trains without the need for helper engines, related train control activities were reduced. Also, diesel- The number of crossing and bridge powered trains did not need to stop for flagmen (watchmen) and gatemen was refueling or for taking on water, or for considerably reduced by widespread in­ setting and releasing retaining valves stallation of automatic gates, signal (auxiliary braking devices) on steep lights, and other warning devices at slopes, "thus reducing the number of highway crossings. Fewer flagmen train orders required and permitting were needed also because of the dras­ the closing of intermediate telegraph tic decline in the number of highway offices which were maintained mainly crossings without gates but with watch­ for train order purposes."35 Drastic men protection.

Train, Engine,and Yard Employees

The decline in the number of oper­ Despite the fact that the engine crew ating employee s - - those engaged in train (engineer and fireman) and the train and engine service over the road and at crew (conductor and brakeman) gener­ term inals--w as closely linked not only ally work together as an operating unit, to reductions in the number of passen­ engine service employees had a greater ger and freight trains, but also to tech­ relative employment decline. nological developments. The most im­ ICC Type of service Employment Percent change D i v . ------portant development was the diesel- No. 1947 1955 I960 1947-60 1947-55 1955-60

electric locomotive. In addition, faster 111-120 Train service ...... 172,287 146,072 124,540 -28 -15 -15 movement and fewer delays of cars and 121-128 Engine s e r v i c e ...... 117, 733 89,469 74,982 -36 -24 - 16 trains resulted from better signal and control devices, extensive use of com­ The disparity may be traced to the munications equipment, and improve­ rapid replacement of the steam loco­ ments affecting freight car components motive by the diesel. Because of its such as roller bearings, bearing lubri­ greater pulling power, the diesel could cation pads, and structural framework. more easily get a train moving and move it more efficiently at low speed. In addition, a diesel locomotive could Report to the President by the Emergen cy Board, op. cit. , p. 12. be coupled into multiple units operated from a single cab, whereas each steam 36 ibid. locomotive required a separate engine

20 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis crew. As a result of these advantages, among yard operating personnel is the "pusher engines," which were used to "stand-by" character of some terminal assist steam locomotives in moving work. While labor requirements for heavy trains out of terminals and up some terminal operations, such as car steep slopes, were seldom needed when classification, can be approximated on diesel-powered locomotives were used the basis of past experience, employ­ on the head end of the train. Because ment allowances must be made at ter­ diesel engines could be coupled and minals for the less predictable demands operated by a single engine crew, lon­ of shippers for services and for the ger and heavier freight trains were early or late arrival of freight trains. more economical to run compared with In contrast, most road crews work or trains powered by steam engines. are called for work only when sched­ ules dictate or it is known that trains will be ready to roll. Terminals Declining train movement, particu­ More than half of all operating em­ larly passenger, caused a reduction in ployees in I960 were engaged in oper­ terminal employment generally. Tech­ ations at term inals--"m aking-up" and nological changes, too, had widespread "breaking-up" trains, transferring cars effects on terminal employment, but from one railroad to another, an d some developments particular­ placing and removing cars at indus­ ly affected certain yard occupations. trial sidings and other tracks used for For example, the installation of radio loading and unloading. A small propor­ equipment in yard offices and on lo co ­ tion of these employees handled the motives affected yard operating em­ movement of passenger equipment at ployment generally by permitting con­ terminals. Another small group (hos­ tinuous communication between yard tlers) moved locomotives around engine masters and switching crews. On the maintenance areas and delivered loco­ other hand, the use of automatic de­ motives to engine crew s in yards and at vices in freight car classification yards train departure points. Employment to speed operations and reduce costs of all terminal operating employees has reduced employment of yard labor in decreased, particularly during the late general, but had much greater impact 1950*s, as shown in the following tab­ on brakemen (switchmen) and switch- ulation: tenders.

ICC Occupation Employment Percent change In the modern, huge car classifica­ No. 1947 1955 I960 1947-60 1947-55 1955-60

T o t a l...... 133,981 124,089 110,206 -18 - 7 -11 tion yard which handles great traffic 105-106 Yard m asters and volume, strings of cars are pushed to assistants ...... 6, 080 6,098 5, 889 - 3 (‘) - 3 119 Yard conductors and the lip of a declining slope, "cut" forem en...... 20, 793 20,739 18,918 - 9 (2) - 9 120 Yard brakemen and (separated) according to destination, h e lp e r s ...... 54, 783 51, 662 45, 434 -1 7 - 6 -12 124 Yard engineers and motormen ...... 19,918 18, 279 15,803 -21 - 8 -1 4 and permitted to roll down to one track 128 Yard firemen and h e lp e r s ...... 21,374 19,213 17,969 -16 -10 - 6 in the classification yard. In the past, 107 Switchtenders...... 3, 177 2,839 1,976 -38 -11 -30 108-110Hostlers and helpers. . . 7,856 5, 259 4, 217 -4 6 -33 -20 brakemen (switchmen) rode these 1 A plus quantity of less than 1 percent. 2 A minus quantity of less than 1 percent. "cuts" of cars and controlled their speed by tightening or loosening hand­ The decline in employment among brakes. Switchtenders stationed along operating employees at terminals was the "lead" track threw switches which generally much less severe than among diverted cars to appropriate classifica­ those in road freight and passenger tion tracks. The application of con- service, in part resulting from the tro ls--firs t rem ote, then autom atic-- negotiation in 1952 of a basic 40-hour to retard the speed of cars and to throw workweek for yard ope rating em - switches eliminated the need for brake- ployees. Although acceptance of the men and switchtenders for this type of agreement was optional, by I960 it work. Today, in a modern car clas­ covered most terminal operating em­ sification yard, the entire operation is ployees. Another factor that contri­ monitored by an operator seated at a buted to the lesser employment declines control panel. The operator, merely

RAILROAD INDUSTRY 21

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis COURTESY OF NEW YORK C E N TR A L SYSTEM AND SOUTHERN PACIFIC CO.

In many large freight car classification yards, most hand braking of freight cars has been eliminated by automatically and remotely controlled car retarding systems.

by pushing a button on the panel, actu­ ICC Occupation Employment Percent change

ates this system which automatically* No. 1947 1955 I960 1947-60 1947-55 1955-60

controls the retarders and switches to T o t a l...... 94, 256 79, 157 -39 -28 -16 classify all cars in an entire train. 113-114 Road freight conductors . . . . 16,007 13,734 -3 4 -2 4 -14 117-118 Road freight The development of such controls has . . . 51, 105 39,293 33, 379 -35 -23 -1 5 122-123 Road freight been an evolutionary process--early 18,898 15, 573 -44 -32 -18 126-127 Road freight retarding equipment dates back to the firemen (helpers) ...... 30,410 20,058 16,471 -46 -3 4 -18 mid-twenties--bu t improvements have accelerated rapidly during the postwar period and such control equipment has Fewer freight trains were operated been widely adopted. According to one because of greatly increased train assessment of the employment effect length and higher average tons per car of remote and automatic controls in car of carload revenue freight. Total classification yards, such equipment freight train miles (revenue and non­ "has cut operating manpower require­ revenue), and train miles for work ments from an average of 18 or 20 trains declined sharply. Among devel­ crews of four to eight men, to 1 crew opments which helped to eliminate train of five men or less.37 delays and otherwise improve train op­ erations were the vast postwar expan­ Road Freight Service sion of CTC; the introduction of radio communication between locomotive, Only 3 out of every 5 operating employees in road freight service in caboose, and train control personnel; 1947 were so employed in 1960. and the increasing use of detection de­ 3 7 Arthur B. Shenefelt, "Automation on the vices to call attention to hot bearings Railroads," p. 7, reprinted from a series published in the Journal of Commerce, New and dragging equipment on cars of York, April and May 1957. trains en route.

22 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis ICC Occupation Employme nt Per cent change Road Passenger Service Div. No. 1947 1955 I960 1947-60 1947-55 1955-60

T o ta l...... 42,850 31, 392 22,241 -48 -27 -29

Only about half as many operating I l l Road passenger conductor s ...... 7, 678 5, 686 4, 082 -47 -26 -28 employees were engaged in passenger 112 Assistant passenger conductors and service in I960 as in 1947, prim arily ticket collectors . . . 3,379 2, 784 2,283 -32 -18 -18 115-116 Road passenger brakemen and as a result of the 50 percent decline baggagemen . . . . . 9,901 6, 710 -51 -27 -32 121 Road passenger in the number of passenger-train miles. engineers ...... 9, 534 6,849 4, 841 -49 -28 -29 125 Road passenger The declines in employment of these firemen (helpers) . . 8,663 6, 172 4. 325 -50 -29 -30 workers are shown in the following tabulation:

White-Collar Employees

Among major white-collar groups, was much greater than for supervisors only the clerical group had a propor­ and the more skilled clerical person­ tionately large reduction in em ploy­ nel, as the following tabulation shows: ment. The percentage decline among professionals, subprofessionals, agents, ICC Occupation Employment Per cent change Div. storekeepers, and buyers fell moder­ No. 1947 1955 I960 1947-60 1947-55 1955-60

ately, and there was slight o v e r a 11 T o t a l...... 162,701 138,140 1 1 1 ,229 -32 -1 5 -19 change in the employment of execu­ 4 -5 Supervisory clerks, chief clerks, and assistants . 14, 340 14,320 13,455 - 6 -(*) - 6 tives, officials, and staff assistants. 9 Stenographers and secretaries (A) .... 3, 950 3 ,995 3, 767 - 5 + 1 - 6 8 Mechanical device operators ...... 8,451 8, 232 7, 047 -17 - 3 -1 4 7 Clerks (B and C) . . . . 114,947 94,192 73,805 -36 -18 -22 10 Stenographers and typists (B) ...... 16, 183 13,704 10, 394 -36 -1 5 -24 Clerical Personnel 14 Switchboard operators and office assistants . . . . 4, 830 3, 697 2, 761 -43 -23 -2 5

1 Leiss than 1 percent. The flow and storage of information on railroads present a particularly complex problem because of the exten­ The drop in clerical employment sive geographical areas over which was due to various causes. For most carriers operate. Many different example, many passenger and freight kinds of reports, correspondence, and stations were eliminated. Clerical records are prepared in connection rolls were also reduced because of the with the boarding and alighting of pas­ centralization of many equipment-main­ sengers, loading and unloading of tenance facilities and reductions in the freight cars, interchange of cars purchase and inventory of parts and between carriers, and arrival and de­ supplies. Many different types of of­ parture of trains at points all over the fice machines were introduced to keep country. Also, voluminous internal pace with the enormous volume of pa­ accounts and records, such as payroll, perwork. Improved indexing and filing purchasing and inventory accounts, and equipment and systems speeded the equipment performance records must storage and retrieval of information. be kept up to date. Concentrations of Information transmitted by teletype, clerical personnel are found in the gen­ facsimile, and other methods was du­ eral offices of railroads, but substan­ plicated by machines at the receiving tial numbers work in thousands of end, eliminating the need to copy man­ freight stations and in division offices, ually. passenger terminals, freight yards, and offices and parts storerooms of rail­ Installation of modern data-pro- road maintenance shops. cessing equipment also affected clerical employment. In 1947, most railroads Clerical employment fell about a were using bookkeeping, accounting, third between 1947 and I960. However, and other business machines along with the drop in the number of clerks, ste­ punch-card equipment to process mass nographers, typists, and other em ­ data. The installation of electronic ployees engaged in routine operations data-processing equipment on many

RAILROAD INDUSTRY 23

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis major railroads since the mid- 1950's38 Except for lawyers and legal spe­ permitted the establishment of more cialists, employees classified as flpro- centralized accounting systems. The fessional and subprofessional assist­ immediate employment impact of the ants" were in scientific and technical introduction of electronic data p rocess­ occupations such as engineers and ing was slight. Both the old and new chemists and their assistants, archi­ methods of processing data were ca r­ tects, and draftsm en.4 0 The group of ried on simultaneously for extended clerks and clerical specialists (a ) periods to develop satisfactory pro­ mainly includes professional personnel, grams and to train personnel to oper­ such as accountants, statisticians, and ate the new equipment. However, with market analysts. The relatively complete conversion to the new sys­ greater drop in employment of these tems, labor and time savings were employees compared with scientific and realized. technical personnel probably reflected the greater centralization of accounting functions that became possible with the The rate at which clerical employees introduction of more efficient data-pro- were displaced was programmed to oc­ cessing equipment. Declining passen­ cur over a number of years on some ger traffic was an important reason for railroads, as a result of collective the reduction in employment of trav­ bargaining agreements between car­ eling auditors and accountants, many of riers and the union which represents whom audit and check passenger trans­ these employees. One such agreement portation. provided that the abolishment of posi­ tions owing to changes in work caused Several factors contributed to the by conversion to electronic data p ro­ employment decline among store­ cessing would be accomplished through keepers, sales agents, and buyers. normal attrition, not to extend beyond With the adoption of the diesel-electric 4 years from the effective data of each locomotive, many maintenance facili­ such change.39 ties were eliminated. Fewer locomo­ tives and cars in service resulted in reduced purchase and storage of re­ Professionals, Subprofessionals, and Agents placements parts, petroleum products, and other equipment and supplies. The role of the engineer and sci­ Purchases of rails and ties decreased entist, technician, market analyst, and other highly specialized railroad 3 8 The rapid growth in the number of such personnel was increasingly emphasized installations in recent years is indicated by in the postwar period as carriers the estimate that "there are currently some sought to reduce costs and compete 31 railroads which have approximately 64 more effectively by modernizing plant, computers installed." Roberts. Gillett, Op­ equipment, and operating methods. As portunities for Computers in hand Transpor- a result, despite the substantial drop in tation, p. 3. Paper presented at the Rail- railroad employment, the number of road Computer and Automation Conference, sponsored by the American Institute of Elec­ professional and subprofessional per­ trical Engineers, Land Transportation Com­ sonnel (ICC Div. Nos. 3 a n d 6) fell mittee, (Cleveland, Ohio), June 6, 1961. moderately. ^Agreement between the Union Pacific Railroad Co. and the Brotherhood of Railway

ICC Occupation Employment Percent change and Steamship Clerks, Freight Handlers, Ex­

No. 1947 1955 1960 1947-60 1947-55 19 55-< press and Station Employes, Sept. 26, 1958,

T o ta l...... 35, 981 35, 399 32, 348 -10 - 2 - 9 Sec. 6. 40Unpublished data from a Bureau of Labor 3 Professional and subprofessional Statistics survey of scientific and technical assistants ...... 8, 169 8, 145 7, 777 - 5 - n - 5 6 Clerks and clerical specialists (A) . . . . 11, 600 11, 505 10, 487 -10 - 1 - 9 personnel indicate that in the railroad indus­ 13 Traveling auditors or a cc o u n ta n ts...... 1,297 1, 207 1,015 -22 - 7 -16 try about 9 out of 10 technical professional II Storekeepers, sales agents, 2, 381 2, 275 1, 771 -26 - 4 -22 personnel were engineers, and 1 of every 3 19 Traffic and other agents . 11,015 10,725 9,843 -11 - 3 - 8 20-22 Claims agents...... 1, 519 1, 542 1,455 - 4 + 2 - 6 technicians was a draftsman. About 1 of

1 Mainly professional personnel. every 6 scientists and engineers was engaged 2 Less than 1 percent. in management or administrative activities.

24 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis as roadway maintenance operations carriers. Since then, however, em­ contracted. ployment in the group has dropped steadily. By I960, employment ap­ proximated the 1947 level. Executives, Officials, and Staff Assistants

Employment in this relatively small ICC Occupational group Employment Percent change group increased through the midfifties, 1947 1955 I960 1947-60 1947-55 1955-60 T o t a l...... 15,194 16,074 15,043 - 1 + 6 - 6

reflecting the need for management 'Executives, general officers, and personnel to adapt railroad operations assistants 6, 767 7, 319 6, 760 -(*) +8 - 8 Division officers, to meet extensive technological change assistants, and staff assistants . . . 8,427 8, 755 8, 283 - 2 + 4 - 5

and growing competition from other 1 Less than 1 percent.

Miscellaneous Service Employees

The large group of railroad employ­ radio an d other intercommunication ees who perform miscellaneous ser­ equipment between offices, installation vices declined by about a fourth between of automatic elevators, elimination of 1947 and 1960. many passenger and freight stations, and widespread consolidation of facili-

ICC Occupation Employment Percent change ties for equipment maintenance, ac­

No. 1947 1955 I960 1947-60 1947-55 1955-60 counting, and car classification

Total1 ...... 22, 103 17,182 -27 - 7 -22 switching. Motor vehicle operator 15 Messenger and office 2, 606 1,727 -52 -28 -3 4 ^rnade up the only occupational classifi­ 16 Elevator operators and attendants . . . 818 518 -50 -20 -37 cation in which employment increased, 17-18 Lieutenants and sergeants of police, patrolmen, reflecting a very great rise in the num­ and w atchm en...... 7,258 6,266 4, 767 -3 4 -14 -24 23 Miscellaneous trades ber of highway vehicles used by Class . . 882 838 370 -58 - 5 -56 24 Motor vehicle o p e r a to r s ...... 4,676 6, 225 5, 880 +26 +33 - 6 I line-haul railroads. A large propor­ 26 Janitors and cleaners . . 6,239 5,350 3,920 -37 -1 4 -27 tion of these vehicles were trucks in 1 Excludes small number of teamsters and stableme n (ICC Div. No. 25). 2 Includes such employees as printers, photographe:rs, bookbinders, and ships' c a r p e n- nonrevenue service, many of which ters. were used in place of rail hand cars Factors which contributed to the and motorcars to move railway main­ overall drop in em ploym ent in this tenance crews and equipment from one group included the extensive use of track location to another.

RAILROAD INDUSTRY 25

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis SELECTED BIBLIOGRAPHY

I. Government Publications

A. U.S. Department of Labor Publications

Indexes of Output Per Man-Hour for Selected Industries, 1939 and 1947-60, Annual Industry Series (Bureau of Labor Sta­ tistics), Decem ber 1961, tables 6A and 6B.

"Labor Requirements for Highway Construction," Ronald E. Kutscher and Charles A. Waite, Monthly Labor Review, August 1961, pp. 858-861.

"Railroad Occupations," Occupational Outlook Handbook, 1961 edition (Bureau of Labor Statistic s), Washington 196l, pp. 704-729.

"The Railroad Commissions Recommendations,"Monthly Labor Review , April 1962, pp. 375-389.

B. Interstate Commerce Commission Publications

Intercity Passenger-Miles, 1949-1956, Statement 580 (Bureau of Transport Economics and Statistics), January 1958.

Intercity Ton-Miles, 1939-1959, Statement 6103 (Bureau of Transport Economics and Statistics),'Washington, April 1961.

Rules Governing the Classification of Railroad Employees and Reports of their Service and Compensation, prescribed by the Interstate Com m erce Com m ission, effective January 1, 1951, and published by the Association of American Railroads, Washington, August 1951.

7 5th Annual Report of the Interstate Commerce Commission, fiscal year ending June 30, 1961, Washington, 1961.

Tabulation of Statistics pertaining to Signals, Interlocking, Automatic Train Control Train Operation by Timetable and Train Orders and Train Communications Systems as Used on the Railroads of the United States, Annual (Bureau of Safety and Service), Washington/ I960 and 1961.

Transport Statistics in the United States, I960, Part I, Annual ^Bureau of Transport Economics and Statistics), Washington, table 155, p. 107.

C. U.S. Railroad Retirement Board Publications

Compensation and Service of Railroad Employees, Statistical Tables, 1959, Chicago, 111., 1961.

27

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis I. Government Publications--Con.

D. The Congress of the United States

Impact of Automation on Employment, Hearings before the Subcommittee on Unemployment and the Impact of Automation of the Committee on Education and Labor (House of Repre­ sentatives, 87th Cong., 1st sess. , March and April 19 61).

National Transportation Policy, Report of the Committee on C om m erce (U .S .S e n a te , 87th Cong., 1st sess., Pt. II, June 26, 1961).

Problems of the Railroads, Hearings before the Subcommittee on Surface Transportation of the Committee on Interstate and Foreign Commerce (U.S. Senate, 85th Cong., 2d sess., Pt. 3, March 1958).

The Transportation System of Our Nation, Message From The President of the United States Relative to the Transportation System of our Nation (House ofRepresentatives Document No. 384, 87th Cong., 2d sess., April 5, 1962).

E. Other Government Publications

Report of the Presidential Railroad Commission, Washington, February 1962.

Report to the President by the Emergency Board (Board No! T38)7^eptenibeFT9^L

, II. Books and Reports

Automation on the Railroads, Arthur B. Shenefelt, reprinted from a series of articles published in the Journal of Com­ m erce, April and May 1957.

Maintenance of Way Employment on U.S. Railroads, by William Haber and John J. Carroll, Mark L. Kahn, Merton J. Peck, Brotherhood of Maintenance of Way Em ployes, Detroit, Mich., 1957.

New Concepts in Railroading, address by Curtis Do Buford, Vice President, Operations and Maintenance Department, Association of American Railroads, before the Annual Trans­ portation and Logistics Forum, National Defense Transpor­ tation Association, Denver, Colo., September 1961.

Opportunities for Computers in Land Transportation, Robert S. Gillett, paper presented at the Railroad Computer and Automation Conference Sponsored by the Am erican Institute of Electrical Engineers, Land Transportation Committee, Cleveland, Ohio, June 1961.

28 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis II. Books and Reports--Con.

Proceedings of the 59th Annual Convention, American Railway Engineering Association, Vol. 61, I960.

Railroad Car Facts, Statistics on Car Building and Car Re­ pairing, 1960, American Railway Car Institute, New York, October 1961.

Railroad Transportation, A Statistical Record, 1921-1959, Issued Biennially, Association of American Railroads (Bureau of Railway Economics), Washington, December i960.

Technological Change and The Future of the Railways, Selected papers presented at a 3-day conference conducted by the Transportation Center, at Northwestern University, Evanston, 111., January 1961.

Terminal Operations, Proceedings, Fall Meeting I960, Rail­ way Systems and Management Association.

The Move Toward Railroad Mergers, Railway Labor Executives* Association, Washington, February 1962.

Yearbook of Railroad Information, 1961 edition, Eastern Rail­ road Presidents* Conference, Jersey City, N. J.

III. Periodicals

Railway Age

"A Bigger Role for the Clerks?" July 29, 1957, pp. 19 ff.

"Automated Equipment Cuts Rail Butt-Welding Time and Labor," October 10, I960, pp. 40-41.

"B&O-C&O Officers Stress Deferred Maintenance Costs,"July 17, 1961, pp. 14-18.

"Can Railroad Track Last 50 Years?" March 5, 1962, pp. 18 ff.

"Car Reports In a Flash," September 24, 1956, pp. 28-30.

"Centennial Issue," September 1956.

"Central Checking Cuts Costs," November 30, 1959, pp. 28-29.

"Communications Guide for a Modern Classification Yard." May 11, 1959, pp. 14-15.

"Communications Section Hears Pros and Cons of Microwave," June 20, I960, pp. 30-31.

"Crane Lays l/4 M ile-Long Rails," July 17, 1961, p. 19.

RAILROAD INDUSTRY 29

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis III. PeriodicaIs--Con.

Railway Age--Con.

’’First RR ^rain* Begins to Hum,” July 8, 1957, pp. 34 ff.

’’Gang Maintenance of Signals: A Money-Saver for Railroads,” October 19, 1959, pp. 30-31.

"How CTC Changes M/W Picture,” May 9, I960, p. 16.

"How GN Repairs C ars,” November 23, 1959, p. 18.

"How 1J* Uses Two-W ay Radio in M /W Work,” May 29, 1961, pp. 64-65.

"How Machines Team Up to Speed Restoration Work,” Sep­ tember 14, 1959, pp. 17 ff.

"How New Mail Sorters Help Cut RR Terminal Costs,” July 3, 1961, pp. 14-16.

” How New Pushbutton CTC Helps Dispatchers,” July 13, 1959, pp. 32 ff.

"How SP Speeds Diesel Repairs,” November 21, 1960, pp. 20-21.

"How TP Serves Shippers Better, Faster,” February 26, 1962, pp. 38-39.

"How Traffic Control Provides... Maximum Use of Single T ra ct,” October 22, 1956, pp. 27-29.

"Maintenance Methods Must Im prove,” June 29, 1959, pp. 54 ff.

"Maintenance Needs: Present and Future,” February 19, 1962, pp. 32-33.

"Mechanized Handling: Key to Big Savings,” August 12, 1957, pp. 12-15.

"M ore M /W Production with Radio,” May 30, I960, p. 28.

” M /W : Moderate Increases,” January 16, 1961, pp. 30-32.

"Rem ote Control Saves Money,” January 12, 1959, pp. 16, 21.

"Signal Budgets Near $60 Million,” January 1^ 1962, pp. 27, 29.

"Teletype Duplicated in 4 Seconds,” September 2, 1957, p. 40.

” 10 Years of Railroad Radio,” September 2, 1957, pp. 20-24.

"This Automated Shop Processes 100 Wheel Sets in 8 Hours,” April 6, 1959, pp. 14-16.

"What M /W Employees Want,” May 4, 1959, pp. 13-15.

30 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis III. P e rio d ic a ls - -Con.

Modern Railroads

"Bridge Sprayer Cuts Cost for CNJ," April I960, pp. 69-70.

"Continuous Rail, A Challenge to the Engineer," August 1947, pp. 25 ff.

"IC Brings Trestles Down to Earth," August I960, ppe 65 ff0

"IC Slots Commutators Faster," September I960, pp. 153-154.

"Mechanization Pays Off," December 1948, pp. 24 ff.

"Radio Communications Rock Island Style," January 1947, pp. 12-14.

"Revolution on the Steel Highway," May 1959, pp. 76 ff.

"Springfield Becom es Shop Center," November 1961, ppQ 80-81.

Railway Track and Structures

"Machines, Better Planning Spark Up BB Forces," January 1959, p. 36.

"Make Structures Justify Their Existence," February 1959, p. 34.

"Signal F orces Meet New Challenge," January 1959, p° 52.

"The Jointed Aerial Boom," July 1959, p. 28.

The Pennsy (published by the Pennsylvania Railroad)

"'Blood Tests'Keep Diesels Healthy," November 1957, pp. 9-11.

"Slimming the P R R ," January-February 1958, pp. 10-12.

"Men Who Run the PR*R-Supervising Operators Are Train Movement Experts," December 1957, pp. 16-17.

Other Periodicals

"Brotherhood Secures Protection for C&O Employees involved In Consolidation of Offices," Brotherhood of Railway and Steamship Clerks, Freight Handlers, Express and Station Employes, Monthly Bulletin, December 1957, p. 378.

"Brotherhood Signs Automation Pact Designed to Guard Mem­ bers Rights," The Railway Clerk, June 1, I960, p. 9.

"Can Railroads Meet Defense Crisis?" Boilermakers, Black­ smith's Journal, March I960, p. 10.

RAILROAD INDUSTRY 31

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis Other Periodicals--Con.

"Changing Shape of the Rail Equipment Market," Steel, Octo­ ber 30, 1961, pp. 38-40.

"Diesel Locomotive Rebuilding Booming at G.M.," New York Tim es, August 22, 1958, p. 26.

"Our Brotherhood's Position Is Presented to the Presidential Emergency Board," The Signalman's Journal, April 1962, pp. 102-105.

"P ennsy^ New Coal Train Would Cut Costs, Compete with Proposed blurry* Pipe Lines," The Railway Clerk, May 1, 1962, p. 5.

"Report on Labor Relations Problem s in Transportation Indus­ tries," Daily Labor Report, March 18, I960, No. 54: F-l.

"Revision of Op. Rules Would Hit Non-Ops, Too," The Rail­ way C lerk, June 15, 1961, p. 11.

"SP, Rio Grande Tests New Diesel-Hydraulic German Loco­ m otives," Wall Street Journal, January 5, 1962, p. L

"The Boom in Microwave," Wire and Radio Communications, September 1961, pp. 24 ff0

"The Modern Automatic Classification Yard," Control Engi­ neering, March 1961, pp. 138-140.

"The Railroad M erger Movement," Boilermakers1, Black­ sm ith^ Journal, May 1962, pp. 18-20.

"Unions Hit Abandonment of L-C-L Freight," The Railway C lerk, December 1, 1961, p. 2.

"Rundown on Automation," Trains Magazine, March 1961, pp. 22-23.

ft U. S. GOVERNMENT PRINTING OFFICE : 1963 O - 677315

32 EMPLOYMENT AND CHANGING OCCUPATIONAL PATTERNS

Digitized for FRASER http://fraser.stlouisfed.org/ Federal Reserve Bank of St. Louis