This particular local organization of Associated Automobile Workers of America protested to the labor board in the manner in which the primary ballots were printed. Rather than have the free choice of accepting or rejecting any particular labor group affiliation by the use of separate ballots, the worker was forced to name any particular man with any particular labor group affiliation. This, of course, brought confusion into the ranks of a great many of the voters. For instance, men were nominated in their respective districts receiving votes from the workers, some wanting him to represent them for one labor group or for another labor group. However, in the conducting of the elections under Government supervision, the Government men, thus not knowing the actual conditions as existed in the plants, could not easily detect various forms of discrimination and coercion on the part of supervisors. It was, in our opinion, as we so stated to that board, that these elections should be conducted outside of the plants in neutral territory, considering the environments in the plant on election day had much to do with the matter of choice in selecting one's candidate. Since the holding of these elections, much confusion has resulted. In just one particular plant the representatives formerly elected during the month of September in the company union are to play in matters of representation. It is the contention of the industrial association that representatives elected during the September election will continue to function as in the past. This, however, is contrary to the opinion and rulings of the Wolman Board. In present set-up of company union the company still continues to dominate and dictate policies of its membership. All literatures are being printed at the expense of the Hudson Motor Car Co., men are being paid for all time actively engaged in carrying on work of the association, various meetings held in shops, appearances before the labor board, and other meetings beyond code hours are being paid for by the company. We ask that investigation of these statements concerning the paying of members of the company union be investigated to prove their authenticity. In the election just held by the automobile labor board the Hudson Motor Car Co. did actively participate in the printing of literature, paid for at their expense, and in other ways encroached upon the matter of free choice of representation with the workers. It is the opinion of the membership of this association that to in any way sanction company-controlled unions in any way, shape, or form would be only to put upon the workers a mental and physical hazard that will ultimately tend to further disorders in the industry. The part that has been played in the past by these company-controlled unions has in many instances and particularly in the plants of the Hudson Motors created much unrest, due to favoritism that is being shown by members of the company union. Matters of seniority and dependents with the workers in many instances are being ignored by the manufacturers to give preference of employment to members or would-be members of the company union. To foster and promote unions of this type tends as a social and economic detriment to the welfare of the automobile workers. Therefore, it is the plea of the automobile workers as represented by the Associated Automobile Workers of America that Congress should seriously consider the enactment of such legislation that would forbid the formation or continuation of company-controlled unions, in which the manufacturers contribute morally, physically, and financially their continuance. STATE OF MICHIGAN, County of Wayne, ss: ARTHUR E. GREER. Subscribed and sworn before me this 22d day of February 1935. My commission expires January 22, 1938. Mr. LESINSKI. Then I have here Mr. Greer's brief, which is as follows [reading]: GENTLEMEN: In order that I may qualify myself to appear before this committee as a representative of labor, I wish to set forth the following facts: I, myself, have been employed in the automobile industry at the Hudson Motor Car Co. from May 1927 to March 1934, at which time I was granted a leave of absence by the company that I might assume the duties as business agent of the local organization which I now represent. During that period of time I was employed by the Hudson Motor Car Co. as a machine builder and machine repairman. During that period of time it was my duty as such to carry out the various work necessary in shop practice changes and engineering changes and during my employment I have worked in almost every department covered by plant maintenance of machinery and equipment. Being invited to appear before this committee that this committee might better be informed by workingmen themselves of the actual conditions which prevail today in the automobile industry relative to the 30-hour-a-week bill (H. R. 4884), we submit to this committee these facts: The work week of 30 hours in both technical, feasible, and advisable in the industry. It would encourage the substitution of two shifts, making it possible for the distribution of employment for a greater number of automobile workers. In 1929 the average employment for the automobile industry was 226,000 employees. The peak of production during the month of April that year reached an employment of 263,000 people. Granting that an assumed production of 1,800,000 automobiles for the 1935-model cars or a 48-week year would result in the employment of 257,000 men and for a 40-week period of 308,000 men. This is based on the estimated average man-hours per car of 206-these figures have been estimated by the United States Bureau of Labor Statistics. Under the same estimate for the 40-hour week the assumed production of 1,800,000 cars at 206 estimated average man-hours per car the industry would employ approximately 230,000 men. The matter of increased productivity since the 1930 and 1934 model cars should receive serious consideration by this committee. In 1930 it is estimated by the United States Bureau of Labor Statistics that it required in the production of 1 car per day 24 men. In 1934 to produce the same car required 16 men, showing an increased differential in production, causing the release of 8 men, or 33 percent in the total number of men employed. If, on the other hand, there was an increased production of 100 percent in the volume of cars produced per year that 3,600,000 cars would be produced, the average manhours per car would require 185 man-hours per car. That would equal to the peak production in 1929 for a 48-week year of 30 hours per week. There would be employed in the industry approximately 450,000 men and for a 40-week year 550,000 men. In plants studied by the Bureau of Labor Statistics during the period from 1928 to 1932 the matter of certain and definite hours worked by the men in the industry were so uneven that men worked for a 50-week period showed a differential from 32 hours to 72 hours per week. These records, if properly investigated, will show that there should be some definite limitation in regard to hours worked per week. In 1932, approximately 50 percent of the workers in the industry worked less than 32 hours per week; approximately 80 percent worked less than 48 hours. The variation in these figures show that in some departments long hours were necessary, while in other departments in the industry shorter hours worked were more or less satisfactory. Accordingly we suggest the following provisions: First, provision must be made to limit the working shift in production to two shifts per day and the hours of each shift limited to a maximum of 7 hours and a minimum of 6 hours. Second, the basic week for employees engaged in the production of automobiles, parts, et cetera, shall not exceed 30 hours in 1 week; however, to limit seasonal peaks and valleys in the industry and to spread the work over a greater period of time, the industry be limited to increase of hours of work an additional 5 hours per week, only after the employer has asked for an additional 5 hours from the Division of Research and Planning of the National Industrial Recovery Administration provided, however, that all such overtime be paid for at the rate of double time. Third, the basic week for employees engaged in the preparation, care, and maintenance of the plant, machinery, and facilities of and for production, shall not exceed 35 hours in any 1 week. In case of break-downs and emergency, which would necessitate the laying off of production workers, repair crews may work to correct such emergencies, et cetera, without the approval of the Planning Department of the National Industrial Recovery Administration, with the proviso that all work of overtime in all such emergencies shall be compensated for at the rate of double time. It has been the common practice for the industry to take from production men at the close of the production season who have worked there longer hours than the present code permits, that these men, listed as class D men, are working as high as 70 and 80 hours per week, but in the year of 1934 in the month of January the Hudson Motor Car Co. employed approximately 4,000 men, and the rise of employment went to the employing of approximately 17,000 men in the month of April, after which the working force was reduced to approximately 3,000 men in the month of June. That during this period of production there was working in other plants two and three shifts of workers, and since the month of June there has been on the welfare of charitable organizations something like 10,000 workers from this plant alone. These men have averaged something like an hourly wage of 60 cents per hour and that during the past 5 years these men have not averaged over 4 months per year. The above figures, stating approximately the number of men employed during the months from January to June 1934, has been consistent in other years, notably since 1930. Prior to the 1930 year employees averaged approximately 8 months per year. These years prior to 1930 men worked during the 8-month period an average of 50 hours per week. To substantiate the aforegoing facts, I would respectfully submit to this committee a number of affidavits to show increased production. In one particular department, namely the paint shop where there are employed duco sprayers, polishers, and sanders during the 1935 production season, rear fenders being polished in 17 minutes per fender, time allowed has been reduced to 12 minutes per fender. Ten men who produced 280 pieces in 8 hours are now being increased to 308 pieces, being produced by 7 men. Time given for polishing front fenders has been reduced from 28 minutes to 24 minutes. The time allowed for polishing one-half of hood in March was 23 minutes, in February 18 minutes allowed. In March 1934, repair work done by these workmen was paid for at a given rate, February this year the repair work is being done by the men in addition to their regular hourly output without additional compensation. In March 1934, sanding and polishing of running board required 12 minutes per car; February 1935, the same job was speeded up to 8 minutes per car. In August 1934, sanding and polishing the trunks required 1 hour; in February 1935, the same operation has been speeded up to 48 minutes. In February 1935, new polishing machines are now being installed to cut the time an additional 10 percent. In the trim department the installation of the all-metal top in one department alone has put out of work 16 men and 8 girls. In 1934, in this same department, two relief men were used in the department and in 1935 there are no relief men. I am submitting an additional affidavit from an employee in the export shipping department who says there are approximately 110 men employed in that department, 11 of these men are on supervision. Some of these men are working as many as 11 and 12 hours per day. In one particular case a man usually starts his man about 10 a. m. or 12 noon, he himself starting at 8 a. m., the regular starting time. The unequal distribution of the man-hours in this particular department has shortened the average number of men being employed for the amount of money which had been allocated for that work by the employing of these men at longer hours. To show additional speed-up in the manufacturing of the cylinder block of the 6-cylinder car: In November 1934, 40 men produced 12 blocks per hour; December 1, 1934, 78 men produced 26 blocks per hour; December 15, 1934, 110 men produced 40 blocks per hour; December 26, 1934, 115 men produced 42 blocks per hour; February 9, 1935, 115 men produced 432 blocks per hour; February 11, 1935, 126 men produced 48 blocks per hour. At the November 8 production 40 men the differential of 160 men for 48 units. with the decreased manpower. producing 12 per hour should produce This shows the increased production Time study.-There are employed in the various divisions of the plant timestudy men who with the use of slide rules and stop watches gage a man's work in small quantities, not figuring in break-downs, the regrinding of tools, and otherwise necessary starts and stops in a day's work. Time-study men usually spend the morning hours in determining the amount of minutes required to produce certain units and computes from that figure the production for the entire day. In arriving at their conclusions they do not take into consideration that a man is hardly able to produce in the late hours of the day the same quantity that was produced in the early hours of the day. I would like to quote from the Henderson Report, book 1, page 46, as follows: "The competitive conditions of the past few years have reached down to these time-study men. They have been forced to show how to make inequitable reductions in working time to hold their own jobs and from setting jobs on an efficient basis they have come to set them on a speed-up basis that found production demand beyond human capabilities to produce day after day. "This speed up, combined with the uncertainty of employment, is making the industry a different place to work even though hourly wages have once more returned to predepression status." The above quotation from the Henderson report is certainly true in the plants of the Hudson Motor Car Co. The reason this condition does exist is because of the great number of men who are unemployed. I have been authorized by the membership of the various local affiliates of the Associated Automobile Workers of America that the aforegoing facts set forth in this brief is very similar to the conditions which exist in their own particular plants; namely, the plants of the Fisher Body and Oldsmobile at Lansing, the General Motors Truck, Pontiac, and the Motor Products, and Plymouth Motors, of Detroit. It is quite evident that as conclusive as the Henderson report bears out the intense speed ups and characteristics of the automobile industry that further investigation to give a fuller report and a more perfect picture of the situation perhaps is advisable. On the other hand, it is our belief that beyond any reasonable doubt a report of the Henderson Commission proves that the 30-hour week is both feasible and advisable in the automobile industry. I am submitting to this board the various affidavits covering certain points of this brief which I believe will be very interesting to this committee. I would like to submit in closing to this board a part of the message from the President of the United States to the Congress of the United States on June 8, 1934, in which the President stated: "The third factor relative to security against hazard and vicissitudes of life fear and worry based on unknown danger contribute to social unrest and economic demoralization if, as our Constitution tells us, our Federal Government was established, among other things, to promote the general welfare, it is our duty to provide for that security upon which welfare depends." It is our opinion that much can be done to alleviate social unrest and economic demoralization by enacting this bill, H. R. 4884, which is now in your hands. STATE OF MICHIGAN, County of Wayne, ss: ARTHUR E. GREER. Subscribed and sworn to before me this 21st day of February 1935. [SEAL] MELVIN A. OWEN, Notary Public. My commission expires January 22, 1938. Mr. LESINSKI. Attached to Mr. Greer's brief are a number of affidavits of workmen showing the speeding up in various departments. The next thing that I would like to submit are a number of affidavits of different employees. (The affidavits above referred to are as follows:) HUDSON LOCAL UNION, No. 2, ASSOCIATED AUTOMOBILE WORKERS OF AMERICA, The following shows the speed-up in department No. 930 during 1935 production season among polishers and sanders: Ten men produce 280 pieces; 7 men now produce 308 pieces in 8 hours. Rear fenders: 28 minutes each, 8 hours___. 17 20 24 minutes each, 8 hours__ Hourly rate of pay was at an average rate of 89 cents per hour, and was increased to 92 cents per hour. STATE OF MICHIGAN, County of Wayne, ss: JOSEPH H. ALDERMAN. Subscribed and sworn to before me this 18th day of February, A. D. 1935. MELVIN A. OWEN, Notary Public in and for Wayne County. 19 16 Terraplane hoods, sand and polish: March 1934, time of half hood_ March 1934, repair work was done by paid repairmen. August 1934, repairs was done by each one on polishing. Trunks, sand and polish: August 1934, sand and polish (hour). Running board: February 1935, sand and polish (minutes). March 1934, sand and polish. February 1935, sand and polish_ 1 48 Minutes per car 12 8 Polishing machines.—February 1935, new polishing machines are now being installed to cut the time 10 percent. STATE OF MICHIGAN, County of Wayne, 88: KIRBY HATT. Subscribed and sworn to before me this 18th day of February A. D., 1935. [SEAL] My commission expires January 22, 1938. MELVIN A. OWEN, Notary Public. |