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205095
(Council File No. 205095 — By Bernard HollaT. nd—Whereas, The Northern Pacific Rail- ,��j/� ORlt �N�L TO C -LERK' w' way Company, the Great Northern Rail <I CITY- �nd Quin ynRailway Company, nd the COUNCIL NO Seattle, Y+oitland and Spokqnq, Railway , FILE OFFICE OF Companyjt re proposing:,#o "merge into- .� / /�✓ a e, gory ra:1, , :. PRESENTED BY Bernard T • Ho and ' a •h pden °d`'' p COMMISSIONER " DATF �` ;dcember 5, 1961 n WHEREAS, the Northern Pacific RailwayaCompany, the Great Northern Railway Company, �^ the Chicago, Burlington and Quincy.Railway�Company, and the Seattle, Portland and Spokane Railway Company areiproposing to merge into a single company; and WHiEREAS, such proposed' merger would create a monopoly in transcontinental railroad service; and.,... WfS, such railroad companies now serve competing areas in this state and do not in any manner extend the services of either or any of them into new territories not already covered by extending its lines beyond the service areas in which they presently operate; and WHEREAS, the proposed merger would sharply reduce facilities in the City of St. Paul as well as the state; and WHEREAS, the proposed merger will result in loss of job opportunities, destroy property values, and seriously affect the economy of this area of the state, including the City of St. Paul; and WHEREAS, the companies proposing to merge are in excellent financial shape and there is no economic justification for such merger; and WHEREAS, the Northern Pacific Railway Company was given public lands upon which to construct its railroad and was given many privileges not otherwise enjoyed by other industries, all of which make it imperative that it continue to provide good, competitive• railroad service for this area of the state; and WHEREAS, .the. proposed merger would-seriously impair the taxing abilities of the state # and -the various political subdivisions of this state and would jeopardize the continued operation of schools and other governmental units in this area, as well as seriously affect the entire economy of this area; and L WHEREAS, the City of St. Paul, in the County of Ramsey, and State of Minnesota, a municipal corporation, does not consider such merger to be in its best interest or in the best interest of its people or the people of this county and state; NOW, THEREFM.E, BE IT RESOLVED, by the City Council of the City of St. Paul, Minnesota, as follows: _ `� , COUNCILMEN Adopted by the Council 19— Yeas Nays ' DeCourcy Holland _ Approved 19- r Loss In Favor Mortinson ' Mayor Peterson j Rosen against - Mr. President, Vavoulis EM 8 -so 2 i w •ORI iINf1L TO CITY CLERK', + t�; � CITY OF ST. PAUL COUNCIL f I NO OFFICE OF THE CITY CLERK COUNCIL RESOLUTION — GENERAL FORM Page 2 COMMISSIONER Bernard T. Holland DATE December 5, 1961 1. That the City of St. Paul opposes the proposed merger and submits that it is not in the best interest of this nation, state, or city and that such merger would seriously impair the economic and social-growth of this city and others and that therefore it is-urged that the Interstate Commerce Commission disapprove such proposed merger and that the City of St. Paul further urges the officers and shareholders of such companies from further pursuing any further effort to accomplish such merger. 2. St. Paul, in our opinion, should be in the forefront of those communities opposing the merger. For the foregoing reasons the governing body of the City of Saint Paul does hereby adopt this Resolution opposing the merger proposed by the Northern Pacific Railway Company, the Great Northern Railway Company, the Chicago, Burlingtonand Quincy Railway Company, -tae the Seattle, Portland and Spokane Railway Company, and does direct that the City-of St. Paul, through the City Attorney, intervene in opposition of said merger in the Interstate Commerce Commission proceeding in which such application is pending. 3• That the City Clerk is hereby authorized and directed to forward a certified copy, of this Resolution to the United States Senators and =Representatives of this State; the Governor of the State of Minnesota; the members of the Interstate Commerce Commission; the Railroad and Warehouse Commission of the State of.Minnesota; and the Presidents of such railroad companies. COUNCILMEN YeasNays ne cy Hollan� LL � Mo 'son eeterson Rosen Mr. President, Vavoulis ./ aM a•ao Qgo.2 BY CRDER OF THE CITY COUNCIL OF THE CITY OF SAINT PAUL, MINNESOTA _ _ r Adopted by the Council 19- �� 8 Appr ved �,, 19— n or Mayor Against _ 19 / 1 11 160 roe- �n oz n cn Z'� o � m (a) O O►dtirn co - 2c� 7 ci ci r m ♦ m H a r z D N Z H _ m txj ro ro � d H D' > 1 O z cn m� led r O Zap Z z m z a 0 O O r y� a z O{ cn cn cn a v z r iir r N C H b b V1 l�/11 r '.d M O O z a O Cl o H > > Cn Cn w N e IA O O O Ham'' 0 0 "C' O 0 0 0 y p o 0 > � C txj H O N Oo !-A, o H O Q, O 0 0 0 W ro 0 0 0 0 cn 0 0 0 o 0 C� > W .. 0 160 roe- �n oz n cn Z'� o � m (a) O O►dtirn • --**, U) a z v -o O .. r� O m (a) co - 2c� 7 m ♦ m a r z D N Z _ m z O i r- cn D' > 1 O z cn m� r O Zap Z z m z a 0 O O r y� a z Oi- cn � cn cn cn a v z r iir N C b b '.d M O j a O Cl o i t r� On friday October 28, 1960 the citizens of St. Paul were iriformod through the newspapers that "among the more significant leaks from a closed briefing session for brotherhood officers thursday afternoon in the conference room of the Great Northernis general offices" that "the proposed unifibation of the Great Northern, Northern Pacific and two other western railroads would affobt 8,100 out of 659000 employes of the four lines ". The article further stated " confirmation was unavailable from failraod officials on any of the inform- ation provided by union leaders on the meeting." In this same article there appeared the statement "some 540 jobs would be eliminated in the Twin Cities." Another article in the newspapers reported this same figure stated that "about 540 jobs would be eliminated in the Twin Cities mostly as a result of installation of the proposed electronic yards ". This same news article further reported "the details were described by persons close to managements of the St. Paul railroads as being substantially correct" but "information discussed would not be made public until interstate commerce commission approval is obtained ". The railroads would not confirm nor deny the alleged "more significant leaks ". On friday afternoon March 11, 1961 there was held a meeting of the Mayors Railroad Merger Study Committee. As a result of this meeting there appeared in the newspapers on friday March 11, 1961 an article ent Alt;d "NP OFFICIAL DEFENDS RAIL MERGER ". The article stated "the report by John Haw, executive assistant of the Northern Pacific Railway Co ........ estimated there would be a loss of 858 jobs in St. Paul ....... he gave the following breakdown of St. Paul employment losses.: executives, officials and staff assistants, 184; pro- fessional, general and clerical employes, 221; maintenance of way and structures, 181; transportation (train, engine and yard employes) 70; transportation (yard- (1) J.GD December 4, 1961 masters, switch tenders and hostelers),21, and transportation( train, switching and engine serviee),131 ". During a period of over four months that is from October 28, 1960 the citizens of St. Paul were allowed to believe (by a news article which the the railroads neither denied nor confltried) that only 540 jobs would be elir-Iti- ated out of some 9100 jobs held by GN - NP - C.B &Q employes in St. Paul and in Minneapolis. However, on idarch 11, 1961 they were informed that the total number of jobs to be eliminated would be 858 out of approximately 65500 jobs held by GN - NP - CB &Q employes in St. Paul only. This being an elimination of over 1316 of the entire work force of the railraods proposing consolidation in St. Paul alone. During the period of October 10 through 13, 1961 there was held in the City of St. Paul a hearing by the Interstate Commerce Commission relative to the proposed consolidation of these railroads. Duting this hearing one of the approximately twenty witnesses for the proponents was a Mr. William Weyer, President of Weyer, Dick & Company, Transportation Consultants of Upper Ta nt clair, New Jersey. Mr. Weyer submitted to the I. C. C. exanimer a copy of his study entitled "Report E ". This study indicates that there is to be an elim- ination of 8,286.8 jobs and an addition of 3,115.3 jobs for a net abolishment of 5,171.5 jobs. This decrease of 5,171.5 jobs will mean a saving in salaries of '9'32,676.759. each year throughout the seventeen states through which these railroads operate. There are at present approximately 65,000 employes now em- ployed by those railroads in the states through which they operate. You arc being furnished with a copy of a report listing the number of "jobs added" or "jobs abolished" in St. Paul, Minnesota if the proposed consolidation of these railroads is apprcvad by the Interstate Commerce Commission. The ., (2) J.GD December 4, 1961 number of jobs added or jobs abolished as shown to the right of each job class- ification arc for ST. PAUL ONLY. Plumbers shown to the left of the job class- ifications represent Interstate Commerce Commission repckting numbers for div- isions or job classification. Salaries as shown 'represent an average of the total yearly salaries of each and every employe in each individual job classif- ication. The result of job abolishmonts as an affect of such a consolidation would mean the elimination of 1,733.5 jobs and a payroll joss to St. Paul of ;11,933.464, Over 33,O' of the total net number of jobs being eliminated throughout seventeen states will be in St. Paul. The report indicates that there are to be added in St. Paul a total of 694.1 jobs. This will compensate somewhat for job abolish - ments and reduce the net job elimination to 1,039.4 jobs and a payroll loss of x8,590.594 to the city. This is a 16ja reduction of the entire (6500) GN :: NP - CB &Q work force in St. Paul. The compensating feature of jobs added reducing the loss of jobs to St Paul is short lived. There is not only involved hero the question of job abolishments but also the problem of job transfers. This city stands to loss jobs not through abolishments alone but also - - - -- -job transfers. The "Weyer Report" submitted as exibit 4 at the I. C. C. hearing states on page 273 that a total of 2,898 employes are to be transforod. These 2,898 employes represent a payroll of about twenty five million dollars per year. An attempt was made by the Mayors Committee to obatin from railroad manage - cent the number of these 2,898 job transfers would be from the City of St. Paul. We have not been given this information to date. Inasmuch as this information has not been made available to us it is our opiinion that as a result of trans- fers the city will loss an addition 579.6 jobs with a payroll loss of approxinate- ly four million dollars. It is thought that the above figure of 579.6 jobs trans - J.GD Becember 4, 1961 (3) fered is a fair and reasonablo one. It is based on the following:....330 of all jobs being abolished are in St. Paul, however, duo to the jobs being added factor this thirty -threo percent figure is reduced to twenty percent. Theroforn, based on the assumption that while jobs are to be transfered olsoivhere some arc to be transfered to St. Paul. It is thought that those to be transfered to and from will be in the same proportion as those added and abolished. You arc being furnished with a report based upon an article which appeare' sometime ago in the St. Paul Sunday Pioneer Press. This article dealt with the the number of people given employment by the creation of one hundred jobs: Fro- this report you can conclude 6500 workers create additional jobs for 3,808 work- ers. That the reduction of these 69500 workers by 167o reduces these 3,808 add, itional workers by 709 workers. Using the statistics reported by the U. S. Chamber of Commerce in a booklet entitled "UHAT NEW INDUSTRIAL JOBS MEAN TO A COMMUNITY" the following results as a loss of 1,000 jobs. There will be 1,120 fewer households existing, 3300,000. in food -drink business would be lost, $700,000. in annual grocery sales would be lost, 40 retail establishments would close, 1,070 less passenger cars would be registered and 510 less school children would be enrolled. These figures are presented for your consideration only to call your attention to the chain action affect this consolidation will have upon our city. Another important affect of the proposed consolidation will be the doGrease in the purchase of railway supplies by the Great Northern and Northern Pacific Railways in St. Paul. Annual purchases as reported by Minnesota Railways are ,655,000,000. each .E�ch year as is shown on the bottom of the map being furnished you. You will note that the figure of ,"23,650,000. is used as the annual of railway supplies by the GN - NP - CB &Q in this state. This figure was roachcd 04) J.GD December 4, 1961 by dividing the total for all railroads in half and therefore the figure nay be considerably higher. Inasmuch as the HEADQUARTERS of the consolidated company will be in Chicago it can be assumed that the greater amount of purchasing will be done at the now headquarters. This in our opinion will be true notwithstanding the fact that in the "lleyer Report" page 190 it is stated " in general, materials and supplies would be purchased from various accounts throughout the territory served by the consolidated system on the same basis as is presently done by the individual lines ": Ono of the affects of losing the General Offices of the two principal railroads in Minnosota will be upon the railway equiptment and supply industries in St. Paul and the state as a whole due to the purchasing do,;,rtment moving to the Chicago Headquarters. These are but some of the affects of this proposed consolidations. There are others of importance such as the rerouting of traffic through the Laurel Gateway and the Sioux City, Iowa point. The competing lines in the Twin City area face heavy loses due to the fact that the new consolidated company is going to be able to present shorter routes by use of the Burlington Laurel Gateway into Kansas City and the Southeast thereby bypassing the Twin City Terminals. The re- sult of this alone will affect the other competing lines thereby causing further Job losses to St. Paul. This:.ocnsolidation if approved by the I. C. C. and it may well be tnless proper opposition to it comes from the public will in effect be granting these railroads the power to•&2t6r routes through this consolidation and thereby alter the location of industries. The ultimate result of this will be the further loss in payrolls and the elimination of more jobs. (5) J.GD December 4, 1961 The following report lists the number of jobs to be added or abolished as a result of the proposed consolidation of the Great Northern, Northern Pacific, Burlington and Spokane, Portland & Seattle Railways. The number of jobs added or abolished under each job classification are for St. Paul, Minnesota only. The number that is shown in column one (1) represents Interstate Commerce Commission reporting divisions or job classification numbers. Salaries as shown represent an average of the whole for each individual job classification. All information contained herein has been taken from testimony given by Mr. William Weyer, President of Weyer,Dick & Company, Transportation Consult- ants, Upper Mountclair, New Jersey. These particular figures are contained in what is knwn as "STUDY E" of the "WEYER REPORT ". ICC JOB CLASSIFICATION JOBS ADD. SALARIES ABOL. SALARIES 1 Executives, general officers and assistants------------------- - - - -59 789,538• 217.5 $2#910,585. 2 Division officers, assistants and staff assistants------------- -- - -27 248,238 75.8 696,905 3 Professional & subprofessional assistants----------------------- - - - -10 659880 118 777084 4- 5 Supervisory or Chief Clerks, assistant chief clerks and supervisory casshiers ----------- 25 1609173 113.8 740,838 6- 7 Clerks & clerical specialists - - -- 298.2-1,603,812 351.8 1001,325 8 Mechanical device opeerators, officel67.9 720,088 43.4 214,324 9- 10 Steno, secretaries, typists NONE NONE 188.3 1,022,798 11 Storekeepers, sales agents, buyers - -- 9 60,696 7 47.208 12 Ticket Agents & assistant'ticket agents------------ - - - - -- - - - - -- -- -- -NONE NONE 2 149372 13 Traveling auditors - accountants- - - - - -- 9 639,342 12 84,456 14 Telephone switchboard operators and office assistants------------ -- - - -- --None None 11 47,410 15 Messengers - office boys---------None None 19 78,565 16 Elevator operators and office assistants-- - ---�A ------------- --- --- -BLANK 17 Lieutenants and sargennts police - -- -Blank 18 Patrolmen and watchmen------------None None 1 5093 19 Traffic and other agents„ inspect- ors and investigators------------ - - - -13 91,533 40 281,640 20- 21 Claim agents or investigators - - - -61 437,309 7 50,183 22 Chief claim agents or investigators -None None 1 8,542 23 Miscellaneous trades workers- - - - - -- -Blank 24 Motor - vehicle -motor car operators -- -None None 19 104,234 25 Teamsters and stablemen------ - - - - -- -Blank 26 Janitors and cleaners-------- - - - - -- -None None 2 9,054 27 Roadmasters, general foremen and assistants---- - - - - -- -------- - --- -- -Blank 28 Maintenance of way and scale in- None None 3 18,378 29 Bridge and building foremen- - - - - -- Blank 30 B and B Carpenters-------------- Blank J.GD. DECEMBER 4, 1961 31 32 33 34 35 36 37 38- 41- 43 44 45 46 47 48 49 50 51 52 53 54 55 56- 58- 61 62 63 64 65- 67 68 69 70- 72 73 74 75 76 77 78 79 80 81 82 B & B Ironworkers-------------- - - - - -- Blank B & B Painters---------------- - - ---- -Blank Masons, bricklayers, plasterers and plumbers----------------------- -- - --- None Maintenance of way helpers and apprentices-------------------- - --- -- -None Portable equiptment operators-- - ----- None Portable equiptment helpers---- -- - - -- Blank Pumping equiptment operators--- - ----- Blank 40 Gang & section foremen-------- - -- Blank 42 Extra Gang & sectionmen----- - - - - -- Blank Maintenance of way laborers--- - - ---- -Blank General and assistant general fore- men Signal -tel. &electrical----- -- - - -- 4 Gang foremen sig. &tel. skilled - - ---- -None Signalmen - signal maintainers--- - - - - -- None Linemen and groundmen---------- - - - - -- Blank Assisstant signalmen and assistant signal maintainers---------------- Blank Sig. &sig. Main= helpers--------- - - - - -- Blank General, assistant general and department foremen------------- - --- -- None General and assistant general fore- men stores--------------------- - - ---- None Equip.,shop,electrical material and supplies inspectors----------_----.2 Gang foremen and gang leaders skilled None Blacksmiths-------------------- - --- -- None Boilermakers------------------- - - - - -- Blank 57 Carmen--------------------- - - - - -- None 60 Electrical workers---------- - - - - -- None Machinists-------------------- - --- -- -None Molders------------------------ --- - -- Blank Sheet metal workers---------- - - - - -- - Blank Skilled trades helpers--------- - - ---- -None 66 Apprentices, maintenance of equiptment and stores---------- - - - - -- None Coach cleaners----------- - - - - -- - -- Blank Gorr foremen shops- enginehouse- - - - - -- Blank None None None 1 5,662 3 13,776 14 e1,o14 1 4,710 2 10,870 3o,148 2 None 2 None 3 None 24.2 None 1 14,044 1 None 1 None 7 None 83 None 1 None 13 None None 35 15,092 13,416 18,636 216,428 6,167 7,022 6,359 38,031 454,281 5,704 71,292 171,570 4,433 Ga..g foremen stores,ice, tie plant - -- None None 4 21,000 71 Laborers shops - enginehouse-- - - - - -- None None 14 62,034 General laborers stores, ice and tie plant---------------------- - - - --- None None 17.6 80,576 Stationary Engineers----------- -- - - -- None None 5 29,040 Stationary Firemen------------- -- -- -- None None 4 16,924 Chief Train Dispatchers ------- - - - - -° Blank Train Dispatchers------------- - ----- Blank Train Directors---------------- - - - - -- Blank Station Agents, supervisory, Major 3.4 24,987 stations, non-telegraphers ----------- None None Station Agents, small stations non - telegrapher------------------------- Blank Station agents, telegraphers--- - - ---- None None 1 5,398 Chief Telegraphers, wire chiefs - - - - -- None None 4 259420 Clerk telegraphers and phoners - - - - -- Blank (2) J.GD December 4,1961 83 Telegraphers, phoners, tower--- - - - - -- Blank 84 Station masters & assistants--- --- - -- Blank 85 Baggage Agent, supervisor----- = - - - - -- Blank 86 Baggage Agent, assistants ------ Blank 87 Baggage parcelroom attendents-- ---- -- Blank 88- 89 General and assistant general foremen freight whse.,elevators and docks-------------------------- - - - --- Blank 90 Gang foremen, freight whse „ elevators and docks--------------- ------ -.._ -- None None 5 28,905 91 Callers, loaders, scalsrs, sealers - -- None None 32.2 1589714 92 Truckers,station, whse., & platforms- Blank 99 Transportation and dining service inspectors - - - -- ------------ --- ------ 7 48,573 2 139878 94 Laborers, coal & oro docks, Stations whse. and platforms------------ - - - - -- None None 35 178,850 100 Parlor and sleeping car conductors -- 2 13,878 101 Train attendants-------------- - - ---- 2 9,662 104 Foremen laundry and laundry workers- None None 2 10,224 105 Yardmasters---------------- -- - - - - -- -None Nnne 6 59,100 107 Switchtenders ------ None 5.6 33,202 108- 109 Hostlers----------------- None None 5.6 37,974 110 Hostler helpers--------------------- None None 5.4 31,906 119 Yard conductors and yard foremen - - -- None None 30.8 11 688 120 Yard brakemen and yard helpers - - - - -- None None 61.6 3589389 128 Yard firemen and helpers------ - - - - -- None None 38.8 2199234 124 Yard engineers and Motormen--- - --- -- None None 23 187,864 TOTAL NUMBER OF JOE'S ADDED AND JOBS ABOLISHED IN ST. PAUL, MINNESOTA SHEET NO. JOBS ADDED SALARIES JOBS ABOLISHED St.ARIES 1 ------------- 679.1 �3,24o,6o9. 1,232.3 '9,013,794. 2---- - - - - -- 4 30,148. 248.2 1,3899842. 3------- - - - - -- 11 72113; 1,529 828. TOTALS 694.1 x,3042,870. 1,733.5 X11,933,4 4. TOTAL NUMBER OF JOBS TO BE ABOLISHED THROUGHOUT THE SEVENTEEN (17) STATES THROUGH WHICH THE PRESENT COMPANIES NOW OPERATE----- - - - --- 5.171.5 savings $632,676.759 IN MINNESOTA--------- - - - - -- 1,733.5 (3) J.GD December 4.1961 savings= 11,933,464 Authorities say that every 100 jobs create these adlitional jobs. Based upon these figures those people employed by the Great Northern, Northern Pacific and Burlington Railways create these a9ditional jobs. Occupation Statewide St. Paul Minneapolis Pharmacists,.25 _: 32 16 6+ Dept. Store Clerks 325 162+ 65 Lawyers & Judges 57 23+ 11 Waitresses 138 69 27+ Plumbers 17 8+ 3 Doctors 74 37 14+ Painters 135 67+ 26 Firemen 39 19+ 7+ Dressmakers 57 28+ 11 Bank Clerks 86 43 17 Steno - typists 272 136 54+ Cleaners & Laundrymen 138 79 27+ Carpenters 278 139 55+ Teachers 65 32+ 13 Truck Drivers 520 260 104 Gas Station Attendants 52 26 10 Printers 28 14 5+ Beaut. & Barbers 130 65 26 Policemen 74 37 14+ Highway workers 13 6+ 2+ Nurses 130 65 26 Librarians 18 9 3+ Food Clerks 134 67 26+ Newsboys 12 6 2+ Editors & Reporters 32 16 6+ Electricians 28 14 5+ Plasterers 17 8+ 3+ Mecanics & Machinists 272 136 54+ Postmen 65 32+ 13 Bookkeepers 270 135 54 Denists 26 13 5 Telephone Operators 130 65 26 Technical engineers 18 9 3+ Shoe Clerks 26 13 5 Photographers 18 9 3+ Shoe Repairmen 16 8 3 Bakers 43 26+ 8+ Farmers 3705 1852 741 Tailors & Furriers 52 26 10 Hardware Clerks 57 28+ 11+ Total 7599 3808 177 O NN W A a a N k W. 0 Q U ipII�I �$dZ U Q J Z M Q I U LC N VQj i Y J O a �QZ Z O J I W Z f cn O 0n U U) J Z ' C7 Z j W m% 20 ! w o y fo NI 0 CL 0 Z Q I o LLJ I W N OU cr- Z O CL t W ,U Z Q J J Q 0 U _Z J -?Odl 09s .4 OC�; W z O O O o O 0 O 0 N zO z o z 00 N o E-+ z W E1 P 0 00 O O A zH O °o o O Cl O o � N tf1 t[1 A M Ln Ln 0 w 0 z Z z Q, a o {f} U] w a a {�} H pq o a z z z z .4 On friday October 28, 1960 the citizens of St. Paul were informed through the newspapers that "among the more significant leaks from'a closed briefing session for brotherhood officers thursday afternoon in the conference room of the Great Northern's general offices" that "the pkoposod unification of the Great Northern, Northern Pacific and two other western railroads would affect 8,100 out of 65,000 employes of the four lines ". The article further stated " confirmation was unavailable from failraod officials on any of the inform- ation provided by union leaders on the meeting." In this same article there appeared the statement "some 540 jobs would be eliminated in the Twin Cities." Another article in the newspapers reported this same figure stated that "about 540 jobs would be eliminated in the Twin Cities mostly as a result of installation of the proposed electronic yards ". This same news article further reported "the details were described by persons close to managements of the St. Paul railroads as being substantially correct" but "information discussed would not be made public until interstate commerce commission approval is obtained ". The railroads would not confirm nor deny the alleged "more significant leaks ". On friday afternoon March 11, 1961 there was held a meeting of the Mayors 17 Railroad Merger Study Committee. As a result of this meeting there appeared in the newspapers on friday March 11, 1961 an article ent %1i;d "NP OFFICIAL DEFENDS RAIL MERGER ". The article stated "the report by John Haw, executive assistant of the Northern Pacific Railway Co.... .... estimated there would be a loss of 858 jobs in St. Paul....... he gave the following breakdown of St. Paul employment losses: executives, officials and staff assistants, 184; pro- fessional, general and clerical employes, 221; maintenance of way and structures, 181; transportation (train, engine and yard employes) 70; transportation (yard- (1) J.GD December 4, 1961 nasterbp stw.tch tenders and hostelers)921, and transportation( train, switching and engine service),13111. During a period of over four months that is from October 28, 1960 the citizens of St. Paul were allowed to believe (by a news article which the the railroads neither denied nor conf kried) that only 540 jobs would be elini'l- ated out of some 9100 jobs held by GN - NP - C.E &Q employes in St. Paul and in Minneapolis. However, on P4arch 11, 1961 they were informed that the total number of jobs to be olinihatod would be 858 out of approximately 6500 jobs held by GN -� NP - C$ &Q employes in St. Paul only: This being an elimination of over 13% of the entire work force of the railroods proposing 6onsolidation in St. Paul alone. During the period of October 10 through 13, 1961 there was held in the City of St. Paul a hearing by the Interstate Commerce Commission relative to the proposed consolidation of these railroads. Duting this hearing one of the approximately twenty witnesses for the proponents was a Mr. William Weyer, President of Weyer, Dick & Company, Transportation Consultants of Upper htr.t�- clair, New Jersey. Mr. Weyer submitted to the I. C. C. exanimer a copy of his study entitled "Report E ". This study indicates that there is to be an elim- ination of 8,286.8 jobs and an addition of 3,115.3 jobs for a net abolishment of 5,171.5 jobs. This decrease of 5,171.5 jobs will mean a saving in salaries of X32,676.759. each year throughout the seventeen states through which these railroads operate. There are at present approximately 65,000 employes now em- ployed by these railroads in the states through which they operate. You are being furnished with a copy of a report listing the number of "jobs added" or "jobs abolished" in St. Paul, Minnesota if the proposed consolidation of these railroads is apprcved by the Interstate Commerce Commission. The (2) J.GD December 4, 1961 number of jobs added or jobs abolished as shbun to the right of each job class- ification arc for ST. PAUL ONLY. Numbers shown to the left of the job class- ifications represent Interstate Commerce Commission repenting numbers for div- isions or job classification. Salaries as shoran represent an average of the total yearly salaries of each and every employe in each individual job classif- ication. The resia -t of job abolishments as an affect of such a consolidation mould mean the elimination of 1,733.5 jobs and a payroll loss to St. Paul of 1?11,933.464, Over 33;0 of the total net number of jobs being eliminated throughout seventeen states will be in St. Paul. The report indicates that there are to be added in St. Paul a total of 694.1 jobs. This will compensate somewhat for job abolish- ments and reduce the net job elinination to 1,039.4 jobs and a payroll Icss of X8,590.594 to the city. This is a 16, reduction of the entire (6500) GN - NP - CB &Q work force in St. Paul. The compensating feature of jobs added reducing the loss of jobs to St Paul is short lived. There is not only involved hero the question of job abolishments but eLlso the problem of job transfers. This city stands to loss jobs not through abolishments alone but also - - - -- -job transfers. The "Meyer Report" submitted as exibit 4 at the I. C. C. hearing states on page 273 that a total of 2,898 employes arc to be transfcrod. These 2,898 employes represent a payroll of about twenty five million dollars per year. An attempt was made by the Mayors Co-m ttec to obatin from railroad manage- nont the number of these 2,898 job transfers would be from the City of St. Paul. We have not been given this information to date. Inasmuch as this information has not been made available to us it is our opiinion that as a result of trans - fors the city will loss an addition 579.6 jobs with a payroll loss of approximate- ly four *pillion dollars. It is thought that the above figure of 579.6 jobs trans - J.GD December 4, 1961 (3) ferod is a fair and reasonable one. It is based on the following.....33i of 'all jobs being abolished are in St. Paul, however; due to the jobs being added factor this thirty -three percent figure is reduced to twenty percent. Theroforc, based on the assumption that while jobs are to be transforod elsewhere some are to be transferod to St. Paul. It is thought that those to be transfered to and from will be in the samo proportion as those added and abolished. You are being furnished with a report based upon an article which appearc' sometime ago in the St: Paiui Sunday Pioneer Press. This article dealt 'with the the number of people given employment by the creation of one hundred jobs. Frc -- this report you can conclude 6500 workers create additional jobs for 3,808 wor! - -- ers. That the reduction of these 6,500 workers by 1676 reduces these 3,808 add- itional workers by 709 workers. Using the statistics reported by the U: S. Chamber of Commerce in a booklet entitled "WHAT NEW INDUSTRIAL JOBS MEAN TO A COMMUNITY" the following results as a loss of 1,000 jobs. There will be 1,120 fewer households-existing, 3300,000. in food -drink business would be lost, V00,000. in annual grocery sales would be lost, 40 retail establishments would close, 1,070 less passenger cars would be registered and 510 less school children would be enrolled. These figures are presented for your consideration only to call your attention to the chain action affect this consolidation will have upon, our city. Another important affect of the proposed consolidation will be the dc�reasc in the purchase of railway supplies by the Great Northern and Northern Pacific Railways in St. Paul. Annual purchases as reported by Minnesota Railways are 155,000,000. each .nch year as is shown on the bottom of the map being furnished you. You will note that the figure of ,"23,650,000. is used as the annual p-.�xc;:ar_ of railway supplies by the GN - NP - CB &R in this state. This figure was reached 04) J.GD December 4, 1961 by dividing the total for all railroads in half and therefore the figure nay be considerably higher. Inasmuch as the HEADQU� RTERS of the consolidated company will be in Chicago it can be assumed that the greater amount of purchasing will be done at the new headquarters. This in our opinion will be true notwithstanding the fact that in the "Weyer Report" page 190 it is stated " in general, materials and supplies would be purchased from various accounts throughout the territory served by the consolidated system on the sane basis as is presently done by the individual lines ": Ono of the affects of losing the General Offices of the two principal railroads in Minnesota will be upon the railway oquiptment and supply industries, in St. Paul and the state as a whole due to the purchasing de,urtment moving to the Chicago Headquarters. These are but some of the affects of this proposed consolidations. There are others of importance such as the rerouting of traffic through the Laurel Gateway and the Sioux City, Iowa point. The competing lines in the Twin City area face heavy loses due to the fact that the now consolidated company is going, to be able to present shorter routes by use of the Burlington Laurel Gateway into Kansas City and the Southeast thereby bypassing the Twin City Terminals. The re- sult of this alone will affect the other competing lines thereby causing further job losses to St. Paul. This..consolidation if approved by the I. C. C. and it may well be unless proper opposition to it comes from the public will in effect be granting these railroads the power ta,.a}ter routes through this consolidation and thereby alter the location of industries. The ultir -ato result of this will be the further loss in payrolls and the elimination of more jobs. (5) J.GD December 4, 1961 The following report lists the number of jobs to be added or abolished as a result of the proposed consolidation of the Great Northern, Northern Pacific, Burlington and Spokane, Portland & Seattle Railways. The number of jobs added or abolished under each job classification are for St. Paul, Minnesota only. The number that is shown in column one (1) represents Interstate Commerce Commission reporting divisions or job classification numbers. Salaries as shown represent an average of the whole for each individual job classification. All information contained herein has been taken from testimony given by Mr. William Weyer, President of Weyer,Dick & Company, Transportation Consult- ants, Upper Mountclair, New Jersey. These particular figures are contained in what is knwn as "STUDY E" of the "WEYER REPORT ". IOC JOB CLASSIFICATION JOBS ADD. SALARIES ABOL. SALARIES 1 Executives, general officers and assistants------------------- - - - -59 '$ 7899538. 217.5 $2,910,585. 2 Division officers, assistants and staff assistants------------- -- - -27 248,238 75.8 696,905 3 Professional & subprofessional assistants----------------------- -- - -10 659880 118 777084 4- 5 Supervisory or Chief Clerks, assistant chief clerks and supervisory casshiers ----------- 25 160,173 113.8 740,838 6- 7 Clerks & clerical specialists - - -- 298.2x1,603,812 351.8 1,901,325 8 Mechanical device opeerators, officel67.9 720,088 43.4 214,324 9- 10 Steno, secretaries, typists NONE NONE 188.3 1,022,798 11 Storekeepers, sales agents, buyers - -- 9 60,696 7 47.208 12 Ticket Agents & assistant ticket agents------------------- - - - - -- -- -- -NONE NONE 2 14072 13 Traveling auditors - accountants- - - - - -- 9 63042 12 849456 14 Telephone switchboard operators and office assistants ----------------- mNone None 11 47,410 15 Messengers - office boys------ ---- -- -None None 19 78,565 16 Elevator operators and office assistants------------------ --- --- -BLANK 17 Lieutenants and sargennts police - -- -Blank 18 Patrolmen and watchnen------------- --None None 1 59593 19 Traffic and other agents„ inspect- ors and investigators----- ---- -- - - - -13 91,533 40 281,640 20- 21 Claim agents or investigators - - - -61 437,309 7 50,183 22 Chief claim agents or investigators -None None 1 8,542 23 Miscellaneous trades workers-------Blank 24 Motor - vehicle -notor car operators -- -None None 19 104,234 25 Teamsters and stablemen------ - - - - -- -Blank 26 Janitors and cleaners-------- - - ---- -None None 2 99054 27 Roadnasters, general foremen and assistants------------------- - --- -- -Blank 28 Maintenance of ;ray and scale in- spectors------------------ - --- - -- None None 3 18078 29 Bridge and building foremen-- - - - - -- Blank 30 B and B Carpenters----------- --- - -- Blank � 1) J.GD. DECEMBER 4, 1961 3i B & B Ironworkers-------------- -- - - -- Blank 32 B & B Painters---------------- - - ---- -Blank 33 Masons, bricklayers, plasterers and plumbers----------------------- -- - --- None None 1 5,662 34 Maintenance of way helpers and apprentices------------------- - - ---- --None None 3 13,776 35 Portable equiptment operators-- - ----- None None 14 e.l,,014 36 Portable equiptment helpers---- -- - - -- Blank 37 Pumping equiptment operators--- - ----- Blank 38- 40 Gang & section foremen-------- - -- Blank 41- 42 Extra Gang & sectionmen----- - - - - -- Blank 1 49,710 43 Maintenance of way laborers---- -- - - -- -Blank 2 10,870 44 General and assistant general fore- men Signal -tel. &electrical----- -- - - -- 4 30,148 2 15,092 45 Gang foremen sig. &tel. skilled - - ---- --None None 2 13,416 46 Signalmen - signal maintainers--- - - - - -- None None 3 18,636 47 Linemen and groundmen---------- - - - - -- Blank 48 Assisstant signalmen and assistant signal maintainers---------------- Blank 49 Sig. &sig. Main = helpers--------- - - - --- Blank 50 General, assistant general and department foremen----- - - - - -- - - --- -- None None 24.2 2169428 51 General and assistant general fore- men stores--------------------- - - ---- None None 1 69167 52 Equip.,shop,electrical material and supplies inspectors--- - - - - -- --- - -- 2 14,044 1 79,022 53 Gang foremen and gang leaders skilled None None 1 69359 54 Blacksmiths-------------------- ---- -- None None 7 38,031 55 Boilermakers------------------- - - - - -- Blank 56- 57 Carmen---------------------- - - - - -- None None 83 454,281 58- 60 Electrical workers---------- - - - - -- None None 1 5,704 61 Machinists-------------------- - - - - -- -None None 13 71,292 62 Molders------------------------ --- - -- Blank 63 Sheet metal workers----------------- Blank 64 Skilled trades helpers--------- - - ---- -None None 35 171,570 65- 66 Apprentices, maintenance of equiptment and stores---------- - - - - -- None None 1 4,433 67 Coach cleaners----------------- --- - -- Blank 68 Gan'- foremen shops- enginehouse- - - - - -- Blank 69 Ga..g foremen stores,ice, tie plant - -- None None 4 21,000 70- 71 Laborers shops - enginehouse-- - - - - -- None None 14 62,034 72 General laborers stores, ice and tie plant---------------------- - - - --- None None 17.6 80,576 73 Stationary Engineers----------- -- - - -- None None 5 29,040 74 Stationary Firemen------------- - - ---- None None 4 16,924 75 Chief Train Dispatchers-------- - - - --- Blank 76 Train Dispatchers---------------- Blank 77 Train Directors---------------- - - - - -- Blank 78 Station Agents, supervisory, major 3.4 24,987 stations, non-telegraphers--------- None None 79 Station Agents, small stations non - telegrapher------------------------- Blank 80 Station agents, telegraphers--- - - ---- None None 1 5,398 81 Chief Telegraphers, wire chiefs - - - - -- None None 4 259420 82 Clerk telegraphers and phoners - - - - -- Blank (2) J.QD December 4,1961 83 Telegraphers, phone'is; tower--- - - - - -- Blank 84 Station masters & assistants--- --- - -- Blank 85 Baggage Agent, suporvisor------ - -- - -- Blank 86 Baggage Agent, assistants------ --_ -_- Blank 87 Baggage parcelroom attendents-------- Blank 88- 89 General and assistant general foremen freight whso.,elevators and docks------------------------- - - - --- Blank 90 Gang foremen, freight whse „ elevators and docks s------------------- o - - - - -- None None 5 289905 91 Callers, loaders, scaltrs, sealers - -- None Nnne 32.2 158,714 92 Truckers,station, whso., & platforms- Blank 99 Transportation and dining service inspectors-------------- ------ - - - - --- 7 48,573 2 13,878 94 Laborers, coal & ore docks, Stations whse. and platforms------------ - - - - -- None None 35 178,850 100 Parlor and sleeping car conductors -- 2 13,878 101 Train attendants------------ - - - - -- - 2 9,662 104 Foremen laundry and laundry workers- None None 2 10,224 105 Yardmasters---------------- __-- - - -... -None Nnne 6 59,100 107 Switchtenders ---------------------- None None 5.6 33,202 108- 109 Hostlers--------------- None None 5.6 37,974 110 Hostler helpers--------------- - -- - -- None None 5.4 31,1!06 119 Yard conductors and yard foremen - - -- None None 30.8 .11 688 120 Yard brakemen and yard helpers - - - - -- None None 61.6 358089 128 Yard firemen and helpers------ - - ---- None None 38.8 219,234 124 Yard engineers and motormen--- - --- -- None None 23 1879864 TOTAL NUMBER OF JOLS. ADDED AND JOBS ABOLISHED IN ST. PAUL, MINNESOTA SHEET NO. JOBS ADDED SALARIES JOBS ABOLISHED S1..LRIES 1 ------------ 679.1 $3,24o,6o9. 1,,232.3 X9,013,794. 2------- - - - - -- 4 30,148. 248.2 1089,842. 3------- - - - - -- 11 72,113. 253 1,222,828. TOTALS 694.1 $3,342,870. 1,733.5 $11,933946+. TOTAL NUMBER OF JOBS TO BE ABOLISHED THROUGHOUT THE SEVENTEEN (17) STATES THROUGH WHICH THE PRESENT COMPANIES NOW OPERATE----- - - - --- 5.171.5 savings* 02,676.759 IN MINNESOTA--------- - - - - -- 1,733.5 (3) J.GD December 4.1961 savings- 11,933,464 Authorities say that every 100 jobs create these additional jobs. Based upon these figures those people employed by the Great Northern, Northern Pacific and Burlington Railways create these additional jobs. Occupation Statewide St. Paul Minneapolis Pharmacists,.25 _ 32 16 6+ Dept. Store Clerks 325 162+ 65 Lawyers & Judges 57 23+ 11 Waitresses 138 69 27+ Plumbers 17 8+ 3 Doctors 74 37 14+ Painters 135 67+ 26 Firemen 39 19+ 7+ Dressmakers 57 28+ 11 Bank Clerks 86 43 17 Steno - typists 272 136 54+ Cleaners & Laundrymen 138 79 27+ Carpenters 278 139 55+ Teachers 65 32+ 13 Truck Drivers 520 260 104 Gas Station Attendants 52 26 10 Printers 28 14 5+ Beaut. & Barbers 130 65 26 Policemen 74 37 14+ Highway workers 13 6+ 2+ Nurses 130 65 26 Librarians 18 9 3+ Food Clerks 134 67 26+ Newsboys 12 6 2+ Editors & Reporters 32 16 6+ Electricians 28 14 5+ Plasterers 17 8+ 3+ Mecanics & Machinists 272 136 54+ Postmen 65 32+ 13 Bookkeepers 270 135 54 Denists 26 13 5 Telephone Operators 130 65 26 Technical engineers 18 9 3+ Shoe Clerks 26 13 5 Photographers 18 9 3+ Shoe Repairmen 16 8 3 Bakers 43 26+ 8+ Farmers 3705 1852 741 Tailors & Furriers 52 26 10 Hardware Clerks 57 28+ 11+ Total 7599 3808 1504 m man wmm,;;srAl pa poamw w nm ama commme owwr 10,, um w stagnm- m i I OY ; Mom by VMS � � A �' I� .m fir Umouffmv 0.10 TO "ABOR14 UM ' 1 i , , ' fit, = mmi I A" spowto . a "Va 0 7m asomrom To vo y 15-M .t OJOT, IrAft is"' *m Ta plume = c mm A �yk]{j�'[��d ' ((0111 J � r��{ +�T it AD ]/� �}i�'�L � {'jy�y (�� ��y �+c�i1C .. 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SW Of VY PUAIMMSRAVE jib: RRA0 #%W. 1Q�� RESOLUTION ADOPTED BY THE BOARD OF DIRECTORS OF THE SAINT PAUL AREA CHAMBER OF COMMERCE i ON JUNE 6, 1961 it WHEREAS,. the Great Northern, Northern Pacific, Chicago, Burlington & Quincy and Spokane, Portland and Seattle Railroad Companies have applied to the Interstate Com- merce Commission for authority to consummate corporate mergers so as to form a new railroad company to be known as the Great Northern Pacific and Burlington Lines, Inc., which company will serve seventeen states in the northwestern United States and, WHEREAS, the professional staff of the Saint Paul Area Chamber of Commerce, the Industrial Traffic Committee and other interested Chamber. members have conducted a detailed investigation of the proposal and have reported their findings to the Board of Directors of the Saint Paul Area Chamber of Commerce, and WHEREAS, the formation and operation of such new company will be highly advantageous to the City of Saint Paul and to its business and industry in that: (a) The location here of the corporate headquarters of the new system will bring to the city great advantages in prestige, publicity and commerce. (b) The construction of new rail facilities in the Twin Cities costing more than seventeen million dollars, will greatly improve local rail service and will be the source of increased employment and sales by the construction and railroad supply industries. (c) The consolidated company, by utilizing the best of existing lines and planned improvements will afford Saint Paul both expedited freight service and existing passenger service to and from points throughout the northwest. Y r (d) Freight car supplies will be improved by more efficient utilization of equipment and by the greater ability of the new company to make capital expenditures for that and other purposes. (e) Shippers in the area served by the new line will be afforded valuable new transit and diversion privileges. V (f) More efficient and economical operation will result, from which the public can expect to derive substantial advantage. NOW, THEREFORE, BE IT RESOLVED by the Board of Directors of the Saint Paul Area Chamber of Commerce that the said Chamber be recorded as supporting the application of the Great Northern, Northern Pacific, Chicago, Burlington & Quincy and the Spokane, Portland and Seattle railroads for authority to merge and form a new company. BE IT'FURTHER RESOLVED that the professional staff of the Saint Paul Area Chamber of Commerce be instructed to intervene in support of such application, to file copies of this resolution with the Interstate Commerce Commission in the described proceedings and to take such other and further action as may be appropriate to secure favorable action by the Intxstate Commerce Commission. " Following is the address given by Professor Joseph Lazar) Dean of Labor Relations Department,, University of Minneso taj who @poke on "The Washington Agreement ". The Washington Agreement is dated 1936 and is based upon some experience in England in 1921 cue to a law that in effect made it so expensive on the part of the English railroads when they were consolidating to eliminate their employes ;hat the English railroads chose to follow the policy of attrition. runalgamation came but few railroad workers were hurt. The Transpo-=tation Act of 1933 included a provision that protected railroad workers that might be affected by compulsory consolidation. The 1933 law ren_uixed that all mmnloyes who were on the roster in active service in May 1933 were not to be eli -,inated from service or compensated. So the railroad workers in 1933 were protected from contemplated consolidation. Consolidations did not take place in the 193010 as anti,uipated. Management was opposed to the prospect of government, through the Coordinator of Transportation., die eating the consolidations and railroad labor feared the consequences of large - scale employment elimination. Transportation Act of 1933 was allowed to expire and left the railroad workers without protection. Railroad Brother hoods sought to bring about special legislation to protect workers in the event of consolida- tions and mergers and introduced bills to that effect. M n agement was interested in maintaining them;^ established prerogatives. The Brotherhoods were able to apply their leverage through legislation in order to bring about a negotiation of the ',a:ashington agreement, that in effect provided ground- breaking r&ee.edent in establishing rights for railroad workers to an extent that have never befcr a been reached, and became the pattern and precedent for railroad labor generally in other industries.' The Agreement of 1936 was outstanding in its accomplishmenv's. It was brought about through negotiating skills of both labor aid management. Manage- ment alone would have provided very few, if any, benefits to the workers, but in conjunction with the Railway Labor Executives used the legislative lever to bring about this Washington Agreement. However, the Agreement does have a few flaws and defects. The agreement was entered into by they Carriers and Labor Executives of the Brotherhoods. Section 1 of the agreement provides that the fundamental scope and purpose of this agreement is to provide for allowances to defined employees affec- ted by coordination as hereinafter defined. This provides for allowances to those that are affected. Carriers were concerned with costs and made provisions in the agreement and had this inserted "it is the intent that the provisions of this agreemeut are to be restricted to those changes in employment in the Railroad Industxy solely due to and resulting from such coordination." The Carrier fur- ther had inserted "Therefore,* the pa ties hereto understand and agroa that fluc- tuationF5, rises and falls and changes in volume or character of employment brought about solely by other causes are not within the contemplation of the parties here- to, or covered by or intended to be covered by this agreement." This was a Carrier protection because of seasonal, recessions or technological changes are not in- tended to be covered by the Washington Agreement. Sections 2(a) states the term "coordination" as us %I horein means joint action by two or more carriers whereby they unify, consolidate, merge or pool in whole or in part their sepx ate railroad facilities or any of tho operations &r services previously performed by them through such separate facilities. This term "coordination" means that you have too have more than one carrier. Brotherhoo0tk' felt that during the negotiations og the agreamsel, that an employe who was laid. off because of consolidation of fa�i;lities on one ea_xrter would be hurt as much as if it had been a result of consolidation of more than one carrier. Whenis a carrier a carrier? This was definers as the specific parties signatory to the contract. Application must be submitted to the I.C.C. for permission to abandon facilities, etc., and only those abandonments which comp within the jurisdiction of the ICC is there the possibility that the ICC will require protective condi- tions for the employes that may be affected by those abandonments. The Vva<:hington Agreement does not protect employes affected by abandonments as such. This is a major deficiency in the protection of the employes. If a carrier abandons several miles and substitutes other means of transportation, it is not clear whether or not the Washington agreement would protect -those affected. If Carrier moves work .4om one yard to a yard of another carrier, technically in my opinion this would be a coordination. Time of coordination is of great importance as this is ths. limitation on time that an employe affected by a coordination may be protected. "Tine of coordination" as used herein includes the pe riod follovi ng the effective date of a coordination during which changes consequent upon coordina- tion are being made effective; as applying to a particular employee it means the da(:e in said period when that employee is first adversely affected as a result of said coordination. Under the Interstc.te Commarce Act, there is a provision that protects an employee for foir years from the effective date from the order of the I.C.C. It means that if the ICC approves a merger uNly 19 1961, then on Ju.''_y 1) 1965 would be the end of the protection. Under the - ;ashington Agreement, so long as this agreement is in effect9 if the Carrier should enter into a coordination in 3.970 oz, 1980, the employe would be protected. Time of coordination is a period of time would be when a particul,a± employe gets hurt, biat there are limitations. As far protection for management, should they have come from a roster i-ad still hold rights, the only protection they would have is to bump back, Section 4 states each carrier contemplating a coordination shall. give at least ninety (90) days written notice of such intended coordination by postiaig notice on bulletin boards convenient to the interested employees of each such carrier and by sending registQred mail notice to the representatives of s-iah in- terested employees. Such nntiee shall contain a full and adequate statement of the p.;nposed changes to be affected by such coordination, including an es•'cimate of the number of employees of each class affected by tra intended changes. An organi,wation if it is to negotiate intelligently, it mizut ha77e all of the facts, and th• -re shorld be no concealment wha;,eoever on the part )f those that are involved in cr „ordina -ion. Mergers are multiplying at this time and sere not as evident at the time the 'Tashington Agreement was written up. It is important that there be good faith in the interpretation of this agreement. Section 1.2 of the agreement states that "If any carrier ehall rearrange or adjust its forces in anti.ci.pMtion of a coordination, veith the pl=pose or effect of depriving an employee of ba efits to which he should be entitled under this agreement as an employee immediately affected by a coordination, this agreement shall apply to such an employee as of the date when he is so affected.” This was -2- i berted to avoid sharp practice. Returning to the section pertaining to notices (Section 4) it is imperL- tive that the carrier give proper.notice. "The date and place of a conference between representatives of all the parties interested in such intended changes for the purpose of reaching agreements with respect to the application thereto of the urns and conditions of this agreement, shall be agreed upon within ten (1) dayu after the receipt of said notice, and conference shall commence Y&thin thirty (30) days from the date of such notice.ss This allows for a conference, Section 5 further spells out the plans of coordination as fpllows: "Each plan of coordination which results in the displacemen-4 of employees or re- arrangement of forces shall provide for the selection of fo.Mcas from the employees of all the carriers involved on bases accepted as appropriate for appL.cation in the particular case; and any assignment of employees made noeessary by a coordina- tion shall be made on the basis of an agreement between the carriers arxi the organizations of the employees affected, parties hereto, In the event of failure to agree, the dis•)ute may be submitted by either party for adjustment in accord- ance with Section 13." Section 13 provides for an arbitration procedure, In the transfer of wort' from one road to another, the rai]xoads wanted the Railivay LaT)or Executives to decide who would be assigned this wo_-k. They refused to assume such a responsibility, Section 5 calls far Section 13 arbitra- tion in just such a case. It -was the Carriers' impression that the employee representatives at such an arb- itration would be their chief executive i who would rule on seniority, etc. So that both sides could work out something practicable the seniority problem would have to be resolved. It is not clear as to the limitations placed on the interpretation of individual schedules and the situation would have to be evaluated before a decioion I. ild be reached. Section 6 defines the benefits for pay purposes. A man that is bumped is eatitled to an allowance, such allowance being limited to a period of 5 years. As the end of the five -year period, allowances would cease. This is intended to racl:e ;,he mau that is bumped whole, The �'.ashington Agreements spells out th3 formula as to how this will be handled. Section 7 also deals with the benefits to be derived to an employee depri -:ad of employment as a result of a coordination. EO;o of the average monthly comper.-cation was the figure agreed upon to be paid to such affected employes. Followi:ag is the definition attached to an employee deprived of employment: 1. When the position which he holds on his home road is &b31is'tad as result of coordinattion aj_d he is unable to obtain by the exercise of his seniority rights another position on his home road or a position in the coordinated opera- tion,, or 2. When the position he holds on his home road is not abolished but he loses that position as a result of the exercise of seniority rights by an employe wiiosa position is abolished as a result of said coordination, or by other employes, brought about as a proximate consequence of the coordination, and if he is unable by the exercise of his seniority rights to secure another position on his home road or a position in the coordinated operat ion. -3- "i The Carriers wanted to be clear in their definition of who is depri cvl of employment and provided the additional language which follows: "An employee shall not be regarded as deprived of employment in case of his resignation, death, retirement on pension or on account of age or disability in accordance with the current rules and practices applicable tn employees generally, dismissal for justi- fiable cause in accordance with the rules, or furloughed because of reduction in forces due to seasonal requirements of the servicet'e 14otice how difficult it would be for an employe who fitids himself without a job due to seasonal unemploy- ment, etc. This makes :.t highly controversial, however, it further goes on to state: "nor shall any employee be regarded as deprived of employment as the result of a particular coordination who is not deprived of his employment within three years from the effective date of said coordination." There is a 3 year period in which the Carrier could prevent lay -offs, etc., and after that timo those who may be affected would have no recourse. Under Section 5 of the Interstate Commerce Act, there is a five -year period in which protection will be afforded. Each employee receiving a coordination allowance shall keep the employer informed of his address and the name and address of any other person by whom he may be regularly employed. The following paragraph would pertain to an engineer that might be required to move from Point 1 and establish himself at Point 2 to work as a mechanic. t'An employee receiving a coordination allowance shall be subject to call to return to service after being notified in accordance with the working agreement, and such employee may be required to retu n to the service of the employing carrier for other reasonably comparable employment foe, which he is physically and mentally qualified." The Railway Labor Executives in4isted on the language of "comparable employment for which he is Thysically and mental ly q:aaL*L- fie d ". Other agreements do not contain this language. The Washington Agreem,nt then goes on to state "and which does not require a change in his place of resi- deaice, if his return does not infringe upon the em_Aoyment right of other employes tis:der the working agreement." If the employe is recalled for work for which he h,.-3 seniority right's and it is not necessary for him to change place of residence, bne carrier is entitled to call him. Carrier would-,e required to notify an em- iloye that there is a job waiting for hirq if he has the seniority at the coordina- ted operation. If an em1)loye would have no seniority rights at the new location, then ,�ha Ca -prier dogs not have the right to recall him, even though he has his residence at that point. As to the authority of the negotiators to deal with seniority questions. In negotiating seniority there is the fair, impartial. treatment rule, negotiating with :;las m 9•r1 as a class and not on a man to man basis. Should the men themselves desire to be integrated on a man to man basis, then that form of negotiation could 'be transacted. Sometimes this form of negotiation is the appropriate bae z . Paragraph (h) of paragraph 8 provides "If an employee who iJ receiving a coordination al *LoWance returne to service the coordination allowance shai.l cease while he is so reemployed and the period of time during which he is so reemployed 811"s11 be deducted from the total period for which he ie entitled to receive a co- ordination allowance." This means that an employe who is called back to service and is subsequently furloughed, the period of his reemployment will be sutotracted frcm the period of his coordination allowance, starting the date he was first entitled to coordination allowam e. It is apparerc that the view of thu Carriers on this issue prevailed. During this time.* however, the employe•ib entitled to protection in accordance with the provisi6ne so provided for in the displacemo.- L• allowance. Just to be sure that the Carrier had a definition as to Who is deprived of employment, we have paragraph (j) unde� Section 7 which states: "A coordina- tion allowance shall teas© prior to the expiratim of its prescribed period ii she event of: (1) Failure without good ;pause to return to service in accord ance with working agreement after being notified of position for which he is eligible and as provided in pnragrapha and (h); (2) Resignation; (3) Death; (4) Retirement on pension or on account cif age or disability in accordance with the current rules and practices applicable to employees generally; and (5) Dis- missal for justifiable cavze." Section 8 provices that "An employee affected by a particular coordina- tion shall not be deprived of benefits attaching to his previous employment9 such as free transportation, pensions, hospitali ration, reJ ief 9 etc.., under the same conditions and so long as such benefits continue to be accorded to other employ3es on his home road., in active service or on furlough as the case may be., to the ex- tent that such benefits ,can be so maintained under present authority of law or corporate action or through future authorization whi c-h may be obtained." Here it will be noted that an employe dismissed at the time of coordination would be pro- tected, however, an employe that was on furlough during this time is completely removed from the. benefits of the �lashington Agreencext. Any employe furloughed the day prior to a coordination would thus lose all, benefits under this agreement. Section 12 would come into play if the employe was furloughed in anticipatic.'a of the coordination and thereore such an employs would be protected agaiist sharp practice, providing this case could be proven. The third type of allowance i3 the lump sm allowance. Any employe at the time of coordination may have his option to resign and in lieu of all other enefics accept a lump sum allowance determined in accordance with the following -; hu dule : 1 to 2 years service - 3 months' pay; 2 to 3 years - 6 month t s pay; avid 3 to 5 years - 9 months' pay. The years pay for the employe who chooses this :1.ump sum is payable .even if he subsequently decides to accept pension under retire - mart; however if he should retire prior to the coordination he would not be oligible for the lump sum severance pay. Section 9 determines the formula for allowance of lump sum payments and the length of service is the same as the dismissal allowance. Under this seetiory one month is pay shall be computed by multiplying by 30 the daily rate of pay received by the employee in the position last occupied prior to time of coordinations. Sectione 10 ani 11 are pretty much incorporated in the lnrerstate Commerce Act prov-isions and deal with the requirement that the Carrier assume liability for property loss, moving expenses, etc. As I read the agreement9 the carrier didn't want to pay anything to anyone that did not go into the coordina- tion position, and the intent of these Sections 10 and 11 is to provids protec- tion to other employes whop through normal exercise of seniority rights, make the move where the first move was a direct result of coorca.nation. This could result in a series of mover and could amount to a great deal of property less MI - 3 and I am sure this would constitute some degree of deterring on the part of the carrier as to how it seeks to bring about a coordination. As for the time limitationsp no claim for expanses under this Sec- tion shall be allowed unless they are incurred within three years from the date of coordination and the claim must be submitted within ninety (90) days after the expenses are incurred. These ara very tight time limitations. The date of coordination is the dat 6 the carrier put s; the new facility into operation as a result of Section 5, and if the employe happens to be affected 3 years later, he is out and this provision would not protect him. This was a hard rule to nego- tiate. Px a;raph (b) states that if any such employee is furloughed within three years after charging his point of employ, meet as a result of coordination and elects to move his place of residence back to his original point of employment., the carrier shall assume the expense of moving his household and other personal effects under the conditions imposed in paragraph (a) of toi.s section,, The car- rier is further subjectod to additional expense as a result of moving household goods and pa rsonal property. I am not too sure as to the interpretation of this paragraph as this is not too clear. Section 11(a) states the following provisions shall apply., to the ex- tent they are applicable in each instamey to any emplcyee who is rytained in the service of any of the carriers involved in a particular coordination (or who is later restored to such service from the group of employees entitled to receive a coordination allowance) who is required to change the point of his employment as a result of such coordination and is therefore required to move his place of residence: 1. If the employee owns his own home in the lc cality from which he is required to move.9 he shall at his option be reimbursed 'by his employing carrier °:.r any lcs s suffered in the sale of his home for less than its fair value. In each case the fair value of the home in question shall be determinod as of a date sufficiently prior to the coordination to be unaffected thereby, The employing carrier shall in each instance be afforded an opportunity to purchase the home at such fair value before it is sold by the employee to any other party. 2. If the emplovE a is under a contract to purchase his home9 tho em- ploying carrier shall protect him against loss to the extent of the fair value of any equity he may have in the home and in addition shall relieve him from any further obligations under his contract, 3, If an em}aloyee holds an unexr�ired lease of a dwelling occupied by him as his homey the employing carrier shall protect him from all :Loss and cost in securing the cancellation of his said lease. Paragraph (b) of this Section 11 states that changes in place of resi- dence subsequent to the initial cnapge caused by coordination and which grow out of the normal exercise of seniovi.ty in accordance with working agreements are not comprehended within the provisions of this Section. There will be changes in place of residence subsequent to the initial changed and also changes in place of -- esidence that come subsequently due to exer- cise in seniority. It is impactaut that a clear picture be had of the entire transaction so that it can be dealt with appropriately, -6- Paragraph (c) of this Section states that no claim for los.e shall b:• paid under the provisions of this section which is not presented within threa years after the effective date of the coordination. Therefore9 any claims that are submitted even one week after the three year period has elapsed would not be honored under the limitations set forth above. Paragraph (d) pro -,,ides that should a controversy ari6e in respect to the value of the, homed the loss sustained in its sale, the loss under a contract for purchase, loss and .cdst in' securing termination of pease, or any other ques- tion in connection with these matters, it shall be decided through joint confer- ence between the representatives of the employees &nd the carrier on whose line the controversy arises and �n the event they are unable to agree,, the dispute may be referred by either party to a board of three competent real estate appraisers, selected in the following manner: One to be selected by the representatives of the employees and the carrier, respectively; these two shall endeavor by agree- giant within ten days after their appointment to select the third appraiser, or to select some person authorized to name the third appraiser, and in the event of failure to agree then the Chairman of the Interstate Commerce Commission shall be requested to appoint the third appraiser. A decision of a majority of the ap- praisers shall be required and said decision shall be final and conclusive. The salary and expenses of the third or neutral appraiser, including the expenses of the appraisal board, shall be borne equally by the parties to the proceedings. All other expenses shall be paid by the party incurring them, including the salary of the appraiser selected by such party. This came about as a result of a great deal of negotiation on both the organizations and management. The carriers would have no doubt been happier had the neutral appraiser been appointed by the Courts. Section 12 states if any carrier shall rearrange or adjust its forces in anticipation of a coordination, with the purpose or effect of depriving an em- ployee of benefits to which he should be entitled unc. er this agreement as an em- ployee immediately affected by a coordination, this agreement shall apply to such az employee as of the date when he is so affected. If an employe is the recipient of benefits under the provisions of S ction 5 through (f), which states an employe will not be placed in a iyor,:o posi- tion, he would then be eligible for the 100% rather than 60% payment. if the employe goes to work for another employers than that payment is deductible. Under the Washington Agreement it would not be deductible. Section 13 pro -,fides that in the event that any dispute or contrcrprsy arises (excl yrt as definer'. in Section 11) in connection with a particular loordina- tion9 in cluding an interpretation, application or enforcement of a,;} of pro - visions of this atxeemenl, (or of the, agreement entered into between tine cr: „Piers and the representatives of the employees relating to said coordination as contem- plated, by this agreement) which is not composed by tho parties thereto within thirty days after same arises, it may be referred by either partyfbr consideration or determination to a Committee which is hereby established, composed in first instance of the signatories to this agreement. Each party to this agreement may neme such persons from time to time as o4oh party desires to serve on such Com- mittee as its representatives in substitut7.on for such original members. Should -7- tha Committee be unable. to agree,, it shall select a neutral referee end in the event it is unable to agree within 10 dayo upon the selection of said referee, then the members on either side may request the National. Mediation. Board to ap- point a referee. (The Employes were successful in having this portion inserted). The cafe shall again be considered by the Committee and the referee and the deci- sion of the referee shall be final and conclusive. The salary and expenses of the referee shall be borne equally by the parties to the proceeding; all other expenses shall be paid by the party incurring them. The language in Section 13 is very broad and it is hard to shy just how disputes would be settled under its provisions There are certain bargaining limitations imposed, but again, the meaning is very broad. Section 14 states that any carrier not initially a party to this agree - me'at may become a party by serving notice. of its desire to do so by mail upon the nembers of the Committee established by Section 1.3 hereof. It shall become a party as of the date of the service of such notice or upon such later date as may be specified therein. There were approximately 85% of the railroads that were signatory to this agrecnaent and under the Transportation act of 1940 it was mG-2dato -y for this agree- mpnt to be abided by on tree remaining 15% of the railroads who were not parties hereto originally. Therefore, all employes in the railroad industry would become protected by its provisions. Section 15 provides that this agreement shall be effective June 180 1936, and be in full farce and effect for a period of fivq- years from that dat e and continue in effect thereafter with the privilege that aiiy carrier or organiza- tion party heve•ta may then withdraw from the agreement after one year from having served notice of its intention so to withdraw; provided, however0 that any rights of the parties hereto or of individuals established and fixed during the term of thin agreement shall conti.r.ue in full force and effect,, notwithstanding the ex- piration of the agreement or the exercise by a carrier or an organization of the right to withdraw therefrom. Under the provisions of this section the carriers and organizations have been given the right to withdraw. This agreement shall be subject, to revision by mutual agreement of the parties hereto at any time (this could be the carriers and Chief Executivos, not on the local properties) but only after the serving of a sixty (60) days notice by either party upon the other. Professor Lazar expressed his appreciation for being called upon for his interpretations on this very vital Washington Agreement and following his interpretations a;lswered questions that were submitted to him on specific problems. is =8- �. QUADRUPLICATE 205095 TO DEPARTMENT CITY OF ST. PAUL F COUNCIL NO OFFICE OF THE CITY CLERK COUNCIL RESOLUTION — GENERAL FORM PRESENTED �d Ti- HO COMMISSIONER iiL+'XW DATE Dfteyber 101 SAS, the Hwtbaxn F'aaific ugmV +Co4QV,, t * 4rmt MmtjnrA Rai3t Coq*w# t110 Aga, 1302i0t ► alai 4 R "3j(ky C0qpWW, #M the Ott ]*, pora? W4 Rauww Cam' aV pr9p *Ito. to Ouse into a sin&u wqmyj wd WEERBA9, euh propooW gager Wodd. ozvate a =WpOV it tMWQ4tLWntAa r&Uroed servUot OW WHW1&$, Such ft1U Id WvPwieil Z QV aellft caVatins Aroas In this state 4W do sot in OW awmer e r the vJ4!6 of Omer or y of them sAto. >4 to rrito�riet$ Aot + a(r 00v by 30- Its s 'goad the oervi-co 4rW is Ubjeh t p�sarxG3y oWato, and �s the PrOP00 Id Mg" WoWd Qbl WAy reduce f"lUt os in the City of St. Paul es WOU ae thel State j WH MWO the PCopoeed 3mr0r ViU "Mat is Ion of job oppabunitiee# destroy try vo1ves;0 anc3 seriously Woot the 6000ow of tbis area of the $"too lwlwba the ct6v of sb* paaj aw WMW* the 004anses ProPos109 to vsxa-e are iu 6XIDOLsnt RkAMU1 shape and there is no OOMOMU Justifidation for each > rgerl ad W US, the $Drtb$m ftclfic RAUAW Cc giVW public Lunde upon wUoh to ConestrMt its railroad AW was gl"n mmV priv3Ugee not otbomi" OWCWW ty of iWu8tr ,, *. of Vb1ch it 1mpaat1V4 that It Contlnue to provide good, co titive rdilrw "++rice .for this Wft of the state, aw Wes, the Proposed Mrga would serioubly 10pa3.r the talams 0 ales of the to Aw the Moods politi 9ubd3:vW0VA t. 01 tht* state and Vould NopeWl" the coat9nwd oper410a of fob RA& SW other mverawnw =its in this wm* " wou seas aertoU04 aft"t the entiro scomw of this earls; 4w IWIUWP the aty of St, FWAs 1U the COMty of RaWVII&W State of tHnnasota, a waio4wl corpozition, does not consider such rergor to be in its w4 Juts et or 3n the best iUte t of its P60PIO or till VIStrpis of than oounty and states xow$ f ', FCRB, BE IT M VMs 'OY the aitV CoU0011 of the (Mtr of St. Paul, MWIDOOUL., " fonmes COUNCILMEN Yeas Nays DeCourcy Holland Loss Mortinson Peterson Rosen Mr. President, Vavoulis SM 8 - ®O 2 In Favor Against Adopted by the Council 19— Approved 19— Mayor QUADRUPLICATE TO DEPARTMENT ' 205095 CITY OF ST. PAUL COUNCIL OFFICE OF THE CITY CLERK FILE NO COUNCIL RESOLUTION — GENERAL FORM me a PRESENTED � t r' D ATE � � 5i IM COMMISSIONER • %At OA Oita of St. Paul, o eu the p 9096r iWd S bb i.tO tut -a U in �xt pmt or this Doulmiy tom► w0dor VIV , a 3 that flub merger �+oum atr� �r tho bc� W ®cowl growth of the Our do QuAr9 aw #qtr toorooro U Is urged that tots Iftov t* ice ComA"U rt Come such lWop"od =WW *W that tots City a $t. Dual fothoc urge# the oftUas Wid. WwahoMem of wAh coVzrAos from further purautog wW fwtbor offort to wcoq►] h e N�rger. S #« i ►i> :, I our VIUUO, sba4d be 14 the forebmt of tbA*o comunitUo :0� the ranger. For the fmago ramm the gcr� nizg of City of t ftul does haoW adopt. thU Resd utUa opp olM t o ro rgn proiaoced by the *rtherA AaIflz A&9.3, W C-on"Wa the Orftt NOtban WaxW Cam* the C4WWo,. Bu toaod QW.. 7 W CoVWr the the Seot'tlet Spok*a aalbW Cam, AUd doets dir®ot that the City oil St. Paul.,. tivo%b the 0jty Att ya jWArmeae IA oft Ot . r� In the 1ter�tt * Co"mme cWtomi ao prooeedims in Which ou Ap? tj. ij yewitu. 3. Vhttt WA City 03erk In hweby Aut bWJaed OW dimted to foma rd e cntifl4d copy of tAU lftolutUm to the UAW MAtes Watore amd,9epro*atetlVei► Of 'tbU 6tutfJ the 00"rAOr of 00 &AtS of W00860t l bhe rbers of the 3dUttalte ICWW +a COMIeIM; UtlrOO eod WerebOu00 COWWIM Of the 6UtO Of MnMWAJ and tblo PZ" dtbwtr$ of ruoh fti l road 100q dX8, COUNCILMEN Yeas Nays DeCourcy Holland Loss Mortinson Peterson Rosen Mr. President, Vavoulis sM a -eo 2 Any is R: T3 1f II` +'I.'! In Favor A gainst DEC 8 1961 Adopted by the Council 19— DEC 810 . Approved 19 Mayor ORIGINAL TC CITY CLERK • I��i t -) '\� CITY OF ST. PAUL FILE COUNCIL NO- TION-GENERAL OFFICE OF THE CITY CLERK RES U FORM PRESENTED BY T. Ho a DATE December 5, 1961 COMMISSIONER Bernard WHEREAS, the Northern Pacific Railway- Company, the Great Northern Railway Company, the Chicago, Burlington and Quincy Railway Company, and the Seattle, Portland and Spokane Railway Company are proposing to merge into a single company; and WHEREAS, such proposed merger would create a monopoly in transcontinental railroad service; and WHEREAS, such railroad companies now serve competing areas in this state and do not in arty manner extend the services of either or any of them into new territories not already covered by extending its lines beyond the service areas in which they presently operate; and WHEREAS, the proposed gkrger would sharply reduce facilities in the City of St. Paul f as well as the state; and i WHEREAS, the proposed merger will result in loss of job opportunities, destroy property values, and seriously affect the economy of this area of the state, including the City of St. Paul; and WHEREAS, the companies proposing to merge are in excellent financial shape and there is no economic justification for such merger; and WHEREAS, the Northern Pacific Railway Company was given public lands upon which to construct its railroad and was given many privileges not otherwise enjoyed by other industries, all of which make it imperative that it continue to provide good, competitive railroad service for this area of the state; and WHEREAS, the proposed merger would seriously impair the taxing abilities of the state and the various political subdivisions of this state and would jeopardize the continued operation of schools and other governmental units in this area, as well as seriously affect the entire econonW of this area; and WHMUS, the City of St. Paul, in the County of Ramsey,and State of Minnesota, a municipal corporation, does not consider such merger to be in its best interest or in the best interest of its people or the people of this county and state; NOW', THEaRUME, BE IT RESOLVED, by the City Council of the City of St. Paul kLirinesota, as follows: , COUNCMMEN Yeas Nays DeCourey Holland Loss Mortinson Peterson Rosen Mr. President, Vavoulis ` 5M a-do .W 2 I Tn Favor A gainst Adopted by the Council 19— Approved _19— Mayor t �.�+r.a - •.y ^1�lniif�R!!IRf r.�..._.r.�� --- -...a. e�e.��_..a. a i_r— - �` `^w ...... ..�..y,rw,_+. ^_ �-7_J ORIGINAL TO CITY CLSRK r "' 205095 CITY OF ST. PAUL COUNCIL NO. OFFICE OF THE CITY CLERK RES UTION- GENERAL FORM C PRESENTED BY MMISSIONER Bernard T. Ho d DATE December 5, 1961 WHEREAS, the Northern Pacific Railway Company, the Great Northern Railway Company, the Chicago, Burlington and c�uincy Railway Company, and the Seattle, Portland and Spokane Railway Company are proposing to merge into a single company; and WHEREAS, such proposed merger would create a monopoly in transcontinental railroad service; and WHEREAS, such railroad companies now serve competing areas in this state and do not in any manner extend the services of either or any of them into new territories not already covered by extending its lines beyond the service areas in which they presently operate; and WHEREAS, the proposed merger would sharply reduce facilities in the City of St. Paul as well as the state; and WHEREAS, the proposed merger will result in loss of job opportunities, destroy property values, and seriously affect the econoxV of this area of the state, including the City of St. Paul; and WN REA,S, the companies proposing to merge are in excellent financial shape and there is no economic justification for such merger; and WHEMS, the Northern Pacific Railway Company was given public lands upon which to construct its railroad and was given many privileges not otherwise enjoyed by other industries, all of which make it imperative that it continue to provide good, competitive• railroad service for this area of the state; and WHOUS, the proposed merger would seriously impair the taxing abilities of the state and the various political subdivisions of this state and would jeopardise the continued operation of schools and other governmental units in this area, as well as seriously Affect the entire economy of this area; and WHEREAS, the City of St. Paul, in the County of Ramsey,and State of Minnesota, a municipal corporation, does not consider such merger to be in its best interest or in the best interest of its people or the people of this county and state; NOW, TMWCIRE, BE IT RESOLVED, by the City Council of the City of St. Paul, Minnesota, as follows: COUNCILMEN Yeas Nays DeCourcy Holland Loss Mortinson Peterson Rosen Mr. President, Vavoulis Rw ■.w .41W2 Tn Favor Against Adopted by the Council 19— Approved 19— Mayor t PRESENTED EY COMMISSIONER. t- i r . �. ; OF ST. PAUL COE NCIL NO. _ DICE OF THE CITY CLERK CUi 14C; -! RcSOLUTION— GENERAL FORM iHrnar d —' - - -� 1� al: ; — DATE LL cerizer 5, i)61 1. 'na;, the �l ,d' u;: OU. r "aal" o-puses the prupusF:; ruerE,er ano subr,,its that it is nit it tare utsL i:terE st of tr_is nation, state, or city ana that such merger Nu; '_r seriously irl:l,di_r Lire econu aic anct social ;rowth of this city and others and that tr1P_refort it is urLuc that the Interstate Coin srue Cumrdssion disapprove such prul.oserd mercer ar,,7 drat, Lne City of St. Paul fu;- �tht;r Iu�.us the officers and share:holaers of such cor,ipaniE:s ircm further pursuirl,. am f urtner effort to accomplish such merger. 2. St. Paul, i., uu: op,;r:ic:n, saualc .)t. in tnr, forefront of tnose corrmnr,ities opposing the ; r r ;er . r j:. t:ie 'uruz oiil_ rea;;ons the .,overni nE uudj of 6ne city of Saint Paul does here_) a -o.,t t:iis it,- soiuti,,n opl_usin", tac rerE.er proposed 'y the Northern Pacific hailaaY Cuu_Narij, .nc ure.at i4, rw' -crrl lLailtiray Cou ,ari, Lhe Chicago, Burlingtor,and Quincy :tai.i;•;zy Vil:up�,.,y, the the Seattle, Portland an6 J110 ane P,ailway Company, and does di ect that the City of 5t. Pau1, throu,,,h the City Attorney, intervene in opposition of saia ,..Er;ez ill the LnterstaLe C.)1-4-a:rce Coruaission proceeding in which such applica uion is penu in,` . 3. Tnat Lhe City e, i.erK is .z rau; autnori ,tc ar; : :ir(�ct;ed to forward a certifieo copy of this ices ., -utiun to the United 3Late- ,:;Erracors and Representatives of this State; tree Governur a f tau State of Irinr osata; thv ,iere.oers of tl:e Interstate Cormierce Comrl:issi.on; trr: :taylroac ano �arehouse vJliL:iii alJn of the ,;Late of hinnesota; and the Pre:sidenta of such railroad coiq)aniEs. COUNCILMEN Yeas Nays rcy H/ olland LL / Mortinson eterson Rosen / Mr. President, Vavoulis sM 5.80 01P. 2 :3Y OPLIJ iL Of THE C 1rY C OUNG iL OF TIE CITY OF SAI1dT PAUL, ij-NNL ESOTA DEC B 1961 Adopted by the Council___ __ -1g_ ,Appr ved n Favor Mayor Against December 8, 1961 nHon . Hubert H. Humphrey t ited States Senator Senate Office Building W"hington.#3 D. C. Dear Senator SMVbrey: roe St. Paul City Council dirocted ate to send you the enclosed certified opy of a reaoluticn, Council File No. 205495, adopted todayr oPPOSIng the proposed merger of the Northern Pacific R011way Co., the Oreat Mwthez% Railway Co., the Chicago, Burlington and Quincy itilwiy Co. a& the-Seattle, Dlend and Spo�ne .`ay Co. Very truly yowl, City Clerk STATE OF MINNESOTA County of Ramsey ss. CITY OF SAINT PAUL I ............. Mrs. Agnes__ H. 0! Conne]. ..i_____________--------- - - - - -- -City Clerk of the City of Saint Paul, Minnesota do hereby certify that I have compared the attached copy of Council File No..... 205095 __ as adopted by the City Council_.._ ..... December 8th,_______________ _19._61......... ............ --------- December 8th, 19J.1 ......... approved by the Mayor .............................................................. with the original thereof on file in my office. ------•-----......•--•---------------•-------•---------•-•------•-----•----------------------------•--------------------.._..----------- -•---------------------------------------------------------------------••----••---•----••-------------------•---...-•---------•-----•--- -----------------•-------•-------------------------------------------•••--•---•-----•--•------------------••--•----•------------.....--- .....•---------------------•-----•-•--•-•---•----•-----•-----------------•--------------------•----••-••----------------•---------•--•-- ..-------•---------------•----•••---••----•-------------------------------------------------••---••------------ •---- •--- ••-------- -..... I further certify that said copy is a true" and correct copy of said original and the whole thereof. WITNESS my hand and the seal of the City of Saint Paul, Minn., this -- 8th-------------- - - - - -- -day of December, A. D. 19 61. .ZZ City Clerk.