Chapter XXXVII: Section 1754: applies to all branches of the service, in Washington, D (28)

PLAN No. 994. THE BRAKEMAN ON PASSENGER TRAINS

The brakeman has various duties, somewhat depending upon the sort of a train on which he works. On a passenger train he calls stations, helps passengers on and off the trains, regulates the heating and lighting of cars, and sets switches. Sometimes this work is done by a porter. As a crippled brakeman would tend to give timid passengers a concrete example of what might result from a wreck or an accident upon the road, railroads have not wished to have disabled men fill this position. How they might deal with the disabled soldier is uncertain.

PLAN No. 995. THE THROUGH-FREIGHT BRAKEMAN

The through-freight brakeman sets switches when his train goes on a siding for another train, or his train picks up a car at a junction point, or sets out one. In such a case, he uncouples the train, air brakes, etc., throws the switches, and after the car has been picked up or set out, couples up the train, makes the air brake connections, and tests them. He watches the train for hot boxes, and transmits signals from the conductor to the engineer. He must climb on and over freight cars, cross bridges, tracks, and switches. He needs to be sound physically.

PLAN No. 996. THE BRAKEMAN ON LOCAL-FREIGHT TRAINS

The brakeman on a local-freight train has no end of switching to do, or loading and unloading less-than-carload freight at small stations along the entire run. The physical demands made upon him are even greater than those made upon a through-freight brakeman. Disabled men should not undertake this job.

PLAN No. 997. THE CONDUCTOR ON FREIGHT TRAINS

The duties of the freight conductor, while lighter from the physical standpoint than those of the freight brakemen, are nevertheless so heavy that a disabled man is not usually wanted by railroads. At certain times he must do the same work as the brakeman does. He must walk over trains or tracks to get orders, or confer with the engineer. He must direct the picking up and the setting out of cars. He must keep a record of the cars in his train, of the ones set out, and of those picked up. He carries the way bills for the freight in his train. He must read and sign for all orders received for his train. His duties, while requiring more mental work than those of the brakeman, are still so heavy and dangerous that any physical disability would be a handicap to him.

PLAN No. 998. THE PASSENGER CONDUCTOR

The passenger conductor collects fares and supervises the passengers and train. He is responsible for the train orders as is the freight conductor. The physical requirements made upon him are normally light, but in emergencies, he needs to be physically sound. Formerly, passenger conductors who had lost fingers or even an arm or leg were frequent, but in recent years railroads have not wanted disabled men for this service, since they remind passengers of accidents. The passenger conductor needs to have a knowledge of trains and their time at meeting or crossing points, of the various sorts of tickets and script. He must make out various reports. If the railroads would place disabled men in this position, providing they were old railroad men who had been wounded in the war, this would be the best of all the positions in train work for an intelligent disabled soldier.

PLAN No. 999. YARD OCCUPATIONS

The train work in the yards consists of switching. The work of the yard fireman or engineer is perhaps somewhat less exacting than that of a fireman or engineer out on the line, but for the brakeman it is more exacting. The hostler is usually what might well be called an apprentice fireman, and so he must be as physically sound as the fireman or engineer. Yard conditions are so dangerous that disabled men would usually find their disabilities a handicap.

PLAN No. 1000. THE BAGGAGEMAN

The baggageman on trains needs to be physically strong, since he has to handle heavy trunks. He could sustain the loss of a leg or have too poor eyesight or hearing to qualify for other train work, if in emergencies he were not called upon to do the other train work. Since he is so called upon he must be physically as sound as a brakeman. He has some clerical work to do. Sometimes he is a mail clerk, express messenger, and extra brakeman. Little knowledge or training is required to fill this position--a strong man of ordinary intelligence could learn to fill the position in a few days. He must know the stations and transfer points. Wages are about the same as for brakeman.

WORK CONDUCING TO TRAIN OPERATION

In the fifth group of employments, including those conducing directly to train operation, are found the pumpman, the men on the coal chutes, the freight handlers, the crossing guardmen, and similar workmen. In this group, the requirements are good health, a fair degree of strength, and knowledge of the occupation.

PLAN No. 1001. THE PUMPMAN

The pumpman may have defective hearing, but must then have excellent eyesight, since he should notice engine trouble quickly if he can not hear it well. If his eyesight is poor, he should have good hearing. The pumpman needs to have some knowledge of boilers and steam pumps, but ordinarily his work is not heavy, even when he has to shovel all the coal for the boiler.

PLAN No. 1002. OTHER OCCUPATIONS

For men on the coal chutes, either poor eyesight or poor hearing, one or the other singly, is not a serious handicap, but good health is necessary as well as ability to climb over the sides of cars. The freight handlers need strong backs and good eyesight to read names of boxes, etc. When motor trucks are used, the truckman ought to have some mechanical ability. The crossing guardman needs both good eyesight and hearing, but may have suffered the loss of an arm or a leg, even of both an arm and a leg. On the whole, the range of permissible disabilities for men in this group is greater than for those in groups three and four.

TRAINING REQUIRED

Of all the jobs in this field practically the only one requiring any considerable knowledge or skill is that of the pumpman, and even for this position an ordinary man can learn all that he usually needs to know in a month on the job.

PLAN No. 1003. JOBS FREQUENTLY FILLED BY DISABLED MEN

With exception of freight handling, work in these employments has been given largely to men disabled in railroad service. For instance, a disabled brakeman is offered the job of switchman or crossing watchman; a fireman, that of stationary fireman, or engine watchman; conductors, that of flagman; and so on. Crew callers and lamp-room attendants are frequently disabled men. So generally has this policy been followed that the crossing watchmen, flagmen, and engine watchmen are commonly men who have been disabled. The positions are, however, not such as will appeal to the intelligent ambitious disabled soldier or sailor.

PLAN No. 1004. PART II. URBAN TRANSPORTATION--ELECTRIC RAILWAYS

Street railway operation furnishes rather regular employment to men on the regular force. From this standpoint it is desirable for the disabled soldier or sailor. It is not seasonal to any marked degree, nor is it greatly affected by industrial depressions; and bad weather only increases the need for employees instead of lessening it as in many out-of-doors occupations. Few of the street railway employees are exposed to bad weather conditions, although the work is not so protected as in an indoor occupation. They are, however, exposed to dust from the streets and contagious diseases. All of the positions on street railways carry with them a high degree of responsibility, but the position of motorman is probably the one of greatest responsibility.

PLAN No. 1005. THE MOTORMAN

The occupation of the street car motorman is one that can be taken up by disabled soldiers and sailors. Those who have suffered merely the loss of part of the fingers on one or both hands, or of a leg, can operate a street car. A car can be operated by those who are physically unfit for heavy work, especially if the car is equipped with air brakes and the working hours are not too long. But those who have defective eyesight, poor hearing, or are subject to nervous trouble should not undertake this work. Those who have suffered from shell shock should not attempt to operate a car until they have fully recovered.

The work is light, but requires constant attention, especially under conditions of heavy traffic. The motorman must constantly watch the track to prevent collisions with automobiles or other vehicles whose drivers take hazardous chances in crossing the track. Men, women and children must likewise be watched and warned. The motorman must acquire skill in operating the controller so that he can start the car off rapidly without causing the circuit breaker to break the current. He must learn to apply the air gradually so the car will not stop with a jerk or the wheels slide on the track. He must learn to estimate distances so that he can stop his car at the proper point. He must form the habit of never starting without a signal from the conductor.

The working conditions are suitable for disabled men. Stools are usually provided for the motorman, which he can use outside the congested district. Most of the cars have closed vestibules for bad weather. The working hours are irregular, but usually not over 10 in 24. Usually there are two work periods in a day, with a rest period of two or three hours between--the work periods come with the morning and evening rush of people to and from their work.

PLAN No. 1006. THE CONDUCTOR

The conductor’s position makes fewer physical requirements upon him than that of the motorman. His position is, however, one of responsibility, and honesty is a prime essential. His duty is to collect fares, give proper change to passengers, and issue transfers. All his receipts must be turned over to the company. He must see that passengers are not endangered in any way, especially by the car starting too soon or the passenger attempting to alight before the car has stopped. Accordingly the conductor must have good eyesight and hearing. He may, however, have suffered some dismemberments, and he need not be physically strong. Courteous conductors are much in demand by street railways.

TRAINING

The training for the position either of motorman or conductor is generally conducted on the job. New men are placed on a car with an experienced motorman and operate the car under his direction until they are able to operate a car independently. The period of training is usually short--a week to two weeks. Men so learning rarely receive pay. A number of companies make charges for the training, but refund amounts paid if the employee remains with the company a certain length of time.

WAGES

Wages for motormen and conductors are approximately the same, and in 1917 ranged from 15 to 45 cents per hour, with average between 25 and 30 cents for the entire country.[20] Advances in the past year have probably raised this average to 30 cents or above.

[20] Bulletin of the United States Bureau of Labor Statistics No. 204.

PROMOTION

Men are usually promoted from the ranks of motormen and conductors to be inspectors or supervisors. They must have a thorough knowledge of operating conditions in the city, a knowledge that can be acquired only by considerable experience on the job as motorman or conductor making all routes in the city.

PLAN No. 1007. OTHER OCCUPATIONS

In electric street-railway operation, there are various other occupations, some of which require skilled workmen. The skilled workers include machinists, electrical workers, armature winders, carpenters, car repairers, linemen, track foremen, and inspectors. Since the other occupations are filled with men who are unskilled, or who are taught on the job, we are not concerned with them, as the training is not such as the Federal Board could easily give. With exception of inspectors, the work of these men does not differ materially from that of the shop men and track men on steam railroads. These have already been described above. In the shop work there is opportunity for the disabled soldier or sailor who has defective hearing, as well as for those who have lost a hand or leg. The work is usually lighter than on steam railroads, but wages are generally somewhat lower; the greater number of employees receive from 24 to 29 cents an hour.

PLAN No. 1008. PART III. ROAD AND STREET TRANSPORTATION

In road and street transportation the main occupations are those of chauffeurs; proprietors and managers of taxicab concerns, livery stables, and transfer companies; foremen of livery and transfer companies; draymen; teamsters and expressmen; carriage and hack drivers; hostlers; and stable hands. The automobile is rapidly supplanting the horse and to such a degree as to affect the demand for labor in these several occupations, the demand declining in those dealing with the horse and increasing in those concerned with the automobile. Work in these occupations is not markedly seasonal, but is affected adversely by industrial depressions.

EQUIPMENT

If a person is in business for himself, his outlay for equipment ranges from $500 upward, but if he is an employee the equipment is furnished by the employer.

PLAN No. 1009. CHAUFFEURS

A chauffeur may drive a taxicab, a truck, or a car for a private family. He needs good eyesight and hearing, and must not have nervous troubles. Loss of fingers or of a foot might not handicap a man for this work. It does not usually require much physical strength. Men who have suffered from chest trouble are frequently auto drivers in the Rocky Mountain States. This occupation gives them out-of-doors work that is light, and in a good climate in fair weather is highly beneficial and desirable for such persons.

TRAINING

Auto drivers should have some mechanical training and aptitude so that they may be able to make adjustments and repair minor defects in their machines. They should learn the roads and routes in their territory and allow a good margin of safety either in loads or speed. No great amount of training is required, and the work is largely manipulative. There are a number of schools in which this occupation is taught. Hours, wages, and working conditions are far from being standardized the country over. If you are interested in this work, you should find out what conditions prevail in the locality in which you wish to work.

PLAN No. 1010. MANAGERS AND PROPRIETORS

Managers of taxicab companies must know the automobile thoroughly as well as the neighborhood from which they draw their trade. Only in a small concern does the keeper or manager need to be able to drive a car. It will, however, be advantageous at times if he can drive or repair a car. The greatest qualifications for success in this undertaking are ability and skill in handling men and money. Although the rate of profit is usually large in the business, there are many “leaks” to guard against. The manager must know how to keep accounts accurately, or at least understand them and be able to see that they are properly kept. The work requires business ability rather than physical activity, and so can be done by disabled soldiers or sailors who have this ability. Courtesy is a valuable asset, since the manager must come in contact with the public. It is this contact that makes deafness a handicap, particularly where much business is done over the telephone.

Practically the same thing may be said of proprietors and managers of livery and transfer companies. The proprietors and managers must have business ability and know how to manage men. Disabled men with these qualifications can undertake this business if none of their disabilities will interfere with business dealings. The field for auto delivery is developing rapidly, and will give a permanent occupation to the man who has the necessary qualifications for success.

PLAN No. 1011. FOREMAN

Foremen of livery and transfer companies must have ability to handle men under conditions where immediate supervision is possible only a small part of the time. Accordingly, they must be able to judge what allowances should be made for loads, roads, horses, and equipment, or automobile in supervising drivers. Since the foremen must occasionally do the work of drivers, they must usually not be seriously disabled by loss of limbs, and since they must sometimes do the work of the manager they must not suffer from deafness.

Wages and hours are good on the average, but vary greatly in the different localities.

PLAN No. 1012. DRAYMEN

Draymen or expressmen may be either teamsters or auto drivers. In either case, ordinarily they have a considerable amount of heavy lifting to do. The loss of an eye, or of fingers, or of a foot need not prevent anyone from doing this work if he is otherwise physically strong. Very little training is required for the teamster. He must learn the streets and business houses, and how to manage horses that are usually well broken. All of this is best learned on the job. Wages are a little above those of unskilled labor. For the auto driver training may be acquired largely in a school. Wages are higher than those paid to teamsters.

Carriage and hack drivers must have good eyesight and hearing. The work is rather unskilled, although the handling of spirited horses does require some special skill. Courtesy is a distinct asset. It should be noted that the demand for carriage and hack drivers is declining rapidly, and accordingly the disabled soldier should not elect this occupation unless he has the assurance of permanent employment from some responsible employer.

Hostlers and stable hands are usually classed and paid as unskilled laborers, and for most disabled men the work is unsuitable. A disabled man should not work around vicious horses, and in large stables there are always some vicious horses.