BLF&E History - "An Historical Sketch of the Brotherhood"

An Historical Sketch of the Brotherhood - Part 1

ELEVEN firemen of the old Erie Railroad met at Port Jervis, in the state of New York, December 1, 1873, and organized the Brotherhood of Locomotive Firemen -- now the Brotherhood of Locomotive Firemen and Enginemen.

First Annual Convention, Hornellsville, N. Y., 1874 -- Twelve lodges were represented at the first convention.

Second Annual Convention, Indianapolis, Indiana, December 1875 -- Forty-six delegates attended this convention. There were then 29 lodges and 900 members in the organization. The delegates committed the organization to a policy of "Protection" for its members in industrial relations.

Third Annual Convention, St. Louis, Missouri, September 1876 -- There were forty-one delegates present at this convention and the number of lodges had increased to fifty. What was probably the most important work of the convention was its decision to submit to the membership a proposal to establish an official publication. On a referendum vote of the entire membership the proposition was carried. This convention officially recognized the Brotherhood's first victory as a protective organization by commending the Grand Secretary and Treasurer and members of the grievance committee "for securing an increase of wages on the I. B. and W. [Indiana, Bloomington and Western] road.

Fourth Annual Convention, Indianapolis, Indiana, September 1877 -- This year was marked by a great railroad strike. The headquarters of the organization were then located at Indianapolis, to which city they had been moved from Galion, Ohio, the former home of Grand Secretary and Treasurer W. N. Sayre. Although the organization had sixty lodges, only forty-nine delegates reported at its Fourth Annual Convention, and there was not the increase in membership that the preceding year had witnessed.

As a result of the 1877 strike the organization had been considerably weakened, many of its members having been thrown out of employment. Then again it was generally understood that spies and secret agents were plying their nefarious calling with a view to the destruction of the young organization. Because of this antagonism on the part of railroad management’s many lodges of the order had at this time given up their charters, but its remaining staunch and faithful members stood determinedly for its preservation and kept the flag flying.

Several years prior to the founding of the Brotherhood an organization of locomotive firemen known as the International Firemen's Union had been formed. This union was practically without either fraternalism or insurance features. The only assessments it ever levied on its membership were for strikes which, as a rule, were unsuccessful. Despite this, however, it had to its credit as a result of its efforts several increases in wages.

The Fourth Annual Convention adopted resolutions extending to the local branches of the International Firemen's Union an invitation to consolidate with our Brotherhood, with the understanding that the membership of that union would be exempt from the payment of initiation fees. It was not, however, until after the Fifth Annual Convention that these resolutions became effective, when the union's local branches and the Brotherhood were amalgamated.

Prior to the 1877 strike it was advocated somewhat generally by the Brotherhood of Locomotive Engineers that a second degree be created in that brotherhood to provide for membership of locomotive firemen in its ranks. This question was considered by the Fourth Annual Convention of our Brotherhood and it was decided that while our Brotherhood would be glad to co-operate with the B. of L. E., consolidation with that organization was not desirable.

With a view to promoting such co-operation and securing recognition, this, our Fourth Annual Convention, appointed a committee to visit the following convention of the B. of L. E.

Fifth Annual Convention, Buffalo, New York, September 1878 -- There were fifty-one delegates present. The Brotherhood at this time showed a falling off in membership; there were fifty-two lodges, eight less than at the preceding convention. This loss in membership was attributed to the antagonism of railroad officials and the extent to which unemployment prevailed at that time among locomotive firemen. Six unpaid death claims and delinquency of a number of lodges were problems with which the convention was faced. With a view to remedying these conditions, it was decided to put an organizer in the field, the charter fees of new lodges to pay his salary.

Sixth Annual Convention, Chicago, Illinois, September, 1879 -- This convention found the financial condition of the Brotherhood at an even lower ebb than it was at the time of the Fifth Annual Convention. However, despite this discouraging situation, the membership had materially increased, due no doubt in a large measure to the amalgamation with the Brotherhood of the local branches of the International Firemen's Union, which was effected a short time after the adjournment of the preceding convention (the Fifth Annual) and to the further fact that the Grand Organizer, aided by members of the Brotherhood, had been doing efficient work. There were seventy-six lodges reported at this convention, there being sixty-five delegates in attendance. This convention adopted a policy of "ignoring" strikes, action having been taken to abandon the protective feature of the organization because of the continued bitter opposition of railroad officials, which had led numerous members to withdraw and had caused the disbanding of some lodges. This step was a memorable one in the history of the order.

Seventh Annual Convention, Chicago, Illinois, September 1880 -- Only fifty-eight delegates were present at this convention, notwithstanding the fact that the Brotherhood had made very satisfactory progress during the preceding year. The "committee on general work" set forth in its report that it found "the present condition of the order to be more prosperous than it has ever been before, in the general increase of membership, in the organization of new lodges and accessions to old ones, and we also find an increase of interest of the present members as regarded; general work of the order and the manner in which it is performed." However, the organization was in a more unfavorable financial condition than previously and action was taken with a view to remedying this situation. The "committee on general work" recommended among other things that assessments on death claims be all paid within thirty days, that the Grand Secretary and Treasurer be placed under acceptable bond and that three trustees be elected to examine his books. The adoption of these recommendations and their enactment into laws proved highly beneficial to the organization and had the effect of changing for the better its entire future. This convention, being determined to clear the Brotherhood of its indebtedness, decided to send subscription blanks accompanied by calls for donations to each lodge.

Eighth Annual Convention, Boston, Massachusetts, September 1881 -- Ninety-five lodges were represented by fifty-one delegates at this convention, an increase of eighteen over the number represented at the preceding convention. At this convention the membership was reported as being 2,998. The report for the preceding fiscal year showed remittances of $21,346.85 to the Grand Lodge. All obligations had been met with the money thus realized and for the first time the organization found itself out of debt.

Ninth Annual Convention, Terre Haute, Indiana. September 1882 -- Ninety-four lodges with a total membership of 5,125 were represented. The receipts of the Grand Lodge had reached the sum of $43,681.25 for the preceding fiscal year.

Tenth Annual Convention, Denver, Colorado, September, 1883 -- The number of lodges represented at this convention was one hundred and thirty; the total membership was 7,337 and receipts of $76, 916.07 for the preceding fiscal year were reported.

Eleventh Annual Convention, Toronto, Ontario, September 1884 -- Lodges represented at this convention numbered 116; the total membership 12,246 and the total receipts reported for the year were $119,567.99, The delegates launched a movement which later resulted in the Brotherhood's becoming a thoro-going labor organization, actively championing the cause of the worker. They took up the matter of wage classification at this time. By an act of this convention, membership was restricted to the white race only.

Twelfth Annual Convention, Philadelphia, Pa., September 1885 -- Lodges numbered 285 and the membership 14,694, this year. This convention took action along the line inaugurated the year before by sending out a message to other labor organizations announcing that the Brotherhood of Locomotive Firemen would thenceforth take its place among groups that stood ready for decisive action regarding labor matters. It gave up its previous policy of "ignoring" strikes, and its Grand Masters, who had up to this time merely presided at meetings, now were called upon to lead in industrial negotiations.

Thirteenth Annual Convention, Minneapolis, Minnesota, September 1886 -- Of the 1331 lodges then in the organization, 256 were represented at this convention. The membership was 16,196. This has been called the first great "labor" convention of the Brotherhood. Advances in wages and details regarding adjustment of many grievances were reported by the Grand Master to the convention as some of the results of the new work assigned to that official by the preceding convention. The Grand Secretary and Treasurer reported that receipts for the year amounted to $288,920.88. It was decided to hold conventions biennially after this.

First Biennial Convention, Atlanta, Georgia, September 1888 -- Lodges numbering 248 were represented at this convention, out of a total of 383 lodges in the Brotherhood. Total membership was 18,278. The Grand Secretary and Treasurer reported receipts for the twenty-three month period since the last convention of $731,595.09, and disbursements of $741,585.67.

At the time this convention met our Brotherhood was, with other railroad labor organizations, involved in the famous Chicago, Burlington and Quincy strike. This lasted from February 27, 1888 until January 7, 1889, and necessitated the levying of assessments which, as time went on, became very burdensome to many members and caused thousands to become delinquent in their payments. Nevertheless the membership as a whole responded with fine spirit to the demands made upon them in order to aid the men who were fighting for a fair deal, and in spite of the fact that a direct victory was not won at the conclusion of the strike, this experience was followed by a period of rapid and marked progress for our organization.

Second Biennial Convention, San Francisco, California, September 1890 -- Lodges now totaled 427, of which 221 sent delegates and thirty-five were represented by proxy. The membership at this time was 18,657. The receipts for the two fiscal years 1889 and 1890 were $901,444.46 and the disbursements $874,942.41.

Third Biennial Convention, Cincinnati, Ohio, September 1892 -- Lodges now numbered 488, and the membership had grown to 25,967, a net gain of 7,310 for the two years. Three hundred and twenty nine delegates were present. Receipts reported totaled $864,388.01 and disbursements $875,732.33.

Fourth Biennial Convention, Harrisburg, Pennsylvania, September 1894 -- Although only 185 delegates were present, there were 519 lodges at this time and the membership was 26,508. Receipts reported were $1,201,848.12 and disbursements $1,176,152.55.

Fifth Biennial Convention, Galveston, Texas, September 1896 -- The number of lodges had declined from 519 to 507 and the membership from 26,508 to 22,461. This was a result of the strike of the American Railway Union against the Pullman Company, in 1894, into which some of our men were drawn. Receipts for the two years were $740,708.09 and disbursements $805,540.83.

Sixth Biennial Convention, Toronto, Ontario, September 1898 -- The lodges had by this time increased in number to 538 and the membership to 27,039. Receipts were reported totaling $842,448.06 and expenditures amounting to $804,373.63.

The Grand Secretary and Treasurer, in his report to this convention said: "We have emerged from a financial depression of more than four years' constant pressure in a manner that cannot but reflect credit upon the strength and stability of our organization. A body of workingmen less earnest, less determined, must have succumbed to the excessive strain to which the Brotherhood of Locomotive Firemen was subjected during the years 1894, 1895, 1896, and 1897."

At this time the Brotherhood had as legal representative a Mr. Thomas W. Harper, not a member of the order, who was appointed by the Grand Master. The delegates took action, however, to create the office of General Counsel, and elected Brother J. H. Murphy, of Lodge 77, to fill it.

Seventh Biennial Convention, Des Moines, Iowa, September 1900 -- Membership had by this time increased to 36,084, a gain of more than 9,000 for the two-year period, and the lodges now numbered 569, of which 339 were represented at the convention. Receipts totaling $1,061,852.83 and disbursements of $1,053,727.48 were reported.

The delegates took action to authorize the Grand Master and Grand Secretary and Treasurer to appoint a Grand Medical Examiner, preferably a physician who was a member of the order, to pass on applicants for membership before they should be admitted to our ranks. Grand Master F. P. Sargent and Grand Secretary and Treasurer F. W. Arnold, in accordance with this authorization, appointed as Grand Medical

Examiner Brother W. B. Watts of Lodge 240, who took up his duties May 1, 1901,

Eighth Biennial Convention, Chattanooga, Tennessee, September 1902 -- During the two years the membership increased 7,292, reaching a total of 43,376, and the number of lodges rose to 612, a gain of 43. Receipts totaled $1,446,132.65, and disbursements $1,338,939.50. The delegates at this time made the office of Grand Medical Examiner elective instead of appointive, and Brother Watts was elected for the ensuing term.

Ninth Biennial Convention, Buffalo, N. Y., September 1904 -- Membership had gained 11,058, totaling 54,434, and the number of lodges had increased by 48, to 660, when this convention met. Receipts were reported amounting to $1,966,213.63, and disbursements totaling $1,814,031.05.

Up to this time, delegates' time and expenses were not paid from the general treasury, but were taken care of locally, and the proxy method of representation was used by many lodges. A delegate was entitled to represent not more than two lodges by proxy, in addition to representing his own lodge. The Ninth Biennial Convention, however, changed this so that thereafter delegates' time and expenses were paid out of the general fund, and each lodge sent its own representative to succeeding conventions.

Tenth Biennial Convention, Milwaukee, Wis., September 1906 -- Membership totaled 58,849 and the number of lodges 699 at the time of this convention. Receipts from all funds except the Receiving Fund (moneys not applied) were reported as $2,186,841.99 and disbursements from all funds except the Receiving Fund (moneys not applied) were $2,009, 759.67.

Four years previous to this, at the Eighth Biennial Convention, held at Chattanooga, the delegates had changed the preamble of the Constitution so as to recognize the right of locomotive engineers to hold membership in the order and receive protection in their work thru its instrumentality. This convention took the next logical step along this line by including the word "Enginemen" in the title of the organization, thus officially indicating that our Brotherhood stood for the promotion of the best interests of engineers as well as of firemen and hostlers. Thus was an important milepost in our progress passed.

Following this convention the four railroad train service labor organizations for the first time united in a movement to improve wage standards. They filed joint requests in the winter of 1906-1907 with the management of nearly all Western railroads at the same time, and these were taken up by the management as a whole.

The outcome of this joint action was that 81,000 men received increases in pay totaling $13,875,000 annually, and improvements in working conditions were made. A minimum of $2.25 per day of 100 miles or less on engines having cylinders under 18 inches in diameter and $2.50 per day of 100 miles or less on engines having cylinders 18 inches or over in diameter was established in passenger service. In first-class yards the minimum for firemen in switching service was set at $2.25 per day of ten hours or less, while in second-class yards it was made $2.15.

Some Western railroads had previously had as many as five or six classes of yards, with graduated pay, the lowest being $1.50 per day. The new agreement rated all yards as either first or second class, and so the low-paid switch engine firemen received a considerable increase in pay.

Aside from the pay increase, the most important victory won at this time was the relieving of firemen of all cleaning of engines. This concession was a greater boon to the men than any other one measure of relief obtained thru all the previous years of effort on the part of the Brotherhood to improve conditions.

Eleventh Biennial Convention, Columbus, Ohio, September-October, 1908 -- Membership at the end of the fiscal year, June 30, 1908, was 66,408, showing a net gain of 7,559. Forty-six new lodges had been chartered, making the total number 745. Receipts for the two fiscal years 1907 and 1908 were $2,564, 865.31 and disbursements $2,340,348.24. During the same period we had paid for the relief of the suffering and needy $1,799,229.17. On June 1, 1908, the Grand Lodge treasury contained sums aggregating $739,568.68.

At this convention the collection of assessments was changed from a quarterly to a monthly basis and a flat premium rate of $1.10 per month per $1000 was set for each of the five classes of insurance.

A Reserve Beneficiary Fund was established in order to protect the insurance contracts of the Brotherhood. Six per cent of all beneficiary assessments collected were to be used in building up this fund until it reached a total of $500,000.

It was further provided that four per cent of all beneficiary assessments be set aside to pay the expenses of the Beneficiary Department.

The convention inaugurated a "Benevolent Fund for the purpose of paying disapproved beneficiary claims when such payment was authorized by the Board of Directors or the convention." The Board of Directors was authorized to investigate and dispose of such beneficiary claims, making provision for the establishment of the funds by assessing all beneficiary members in such amounts as should be determined by the President and General Secretary and Treasurer.

The title of Grand Master was changed to President by this convention, which also made the following other changes in titles of Grand Lodge officers: Vice Grand Masters to Vice Presidents; Grand Secretary and Treasurer to General Secretary and Treasurer; Grand Medical Examiner to General Medical Examiner. The office of Assistant President was created and a Board of Directors, consisting of seven members, was created to supersede the Grand Executive Board and Board of Grand Trustees. The titles of subordinate lodge officers were changed thus: Master to President; Past Master to Past President; Vice Master to Vice President; Secretary to Recording Secretary; Collector to Financial Secretary. A special organizer was authorized to work in the South to promote better organization there, proceeding under the supervision of the Grand Lodge.

This convention established correspondence schools with courses on technical subjects for the benefit of our members. It was provided that these should be self-supporting and that the tuition rates charged should cover only the actual cost of conducting the courses, which were placed in charge of the Editor and Manager of the Magazine.

The Secretary-Treasurer of the Associated Society of Locomotive Engineers and Firemen of Great Britain, Brother Albert Fox, attended this convention as a fraternal delegate from his organization and the convention elected President W. S. Carter a fraternal delegate to represent our Brotherhood at the convention of the British order to be held in May, 1909.

Twelfth Biennial Convention, St. Paul, Minnesota, June 1910 -The fiscal year of the Brotherhood had been changed at the preceding convention to make it coincide with the calendar year, and so reports of officers made to the Twelfth Biennial Convention covered only one and one-half fiscal years, that is from July 1, 1908, thru December 31, 1909.

The membership at the close of the fiscal year 1909 was 65,315, a decrease of 1093 for the eighteen months. The number of lodges had increased during this time by 45, making a total of 789.

The receipts reported from the various funds for the eighteen months were as follows: Beneficiary Fund, $1,714,808.52; General Fund, $308,750.03; Protective Fund, $39,376.01; Benevolent Fund, $143,801.36. Total receipts were $2,206,735.92.

Disbursements from various funds for the same period were as follows: Beneficiary Fund (including amounts transferred to the Beneficiary Expense and Beneficiary Reserve Fund), $1,227,541.89; General Fund, $415,326.78; Protective Fund, $26,960.55; Benevolent Fund, $133,167.70. Total disbursements, $1,802,996.92.

A number of important laws were passed by this convention.

It was provided that in the future Grand Lodge Conventions would be held every three years instead of every two years and that succeeding conventions should be numbered from the first held by the Brotherhood, so that the next convention (,the first triennial) would be officially known as the Twenty-sixth Convention.

The convention decided that special organizers, not exceeding six in number, should be appointed by the Assistant President with the approval of' the International President, to work under the direction of the Assistant President wherever their services were most needed. The personnel of this organizing force was left subject to change at the discretion of the Assistant President with the approval of the International President.

A special building committee was appointed consisting of the International President, the General Secretary and Treasurer, the Editor and Manager of the Magazine, the General Counsel and the Board of Directors, to take up the subject of the erection of a headquarters building. The committee was given full authority to conduct negotiations with different cities, which might make propositions for the permanent location of our headquarters, to select a city for the purpose, to select plans, enter into contracts, and have general supervision of the erection of such a structure.

The convention directed that beginning with the December, 1910, issue our Official Directory should contain the official titles, names and addresses of the chairmen, secretaries and treasurers of State Legislative Boards.

The status of the correspondence schools was discussed in detail, and a committee composed of .the International President, the General Secretary and Treasurer, the General Counsel, the Manager of the Schools and the Board of Directors was appointed to handle the question of whether or not to continue them, acting according the best interests of the members of the Brotherhood. This committee, meeting at Grand Lodge headquarters on October 20, 1910, found that although the correspondence courses had been advertised widely, only thirty-eight contracts had been received from students up to that time. The committee decided that this indicated that the schools could not be made self-supporting, and instructed the manager of the schools (the Editor and Manager of the Magazine) to bring them to an end by January 15, 1911, which accordingly was done.

The sum of $15,000 was appropriated by the convention for the Home for Aged and Disabled Railroad Employes at Highland Park, Ill.

At this convention Brother Albert Fox, Secretary-Treasurer of the Associated Society of Locomotive Engineers and Firemen of Great Britain, was again present as a fraternal delegate. Our Assistant President, Brother Charles A. Wilson, was elected to represent our Brotherhood at the next convention of the British organization, but he died October 24, 1910, and Brother Timothy Shea, who succeeded Brother Wilson as Assistant President, served as fraternal delegate in his place at the convention of the Associated Society of Locomotive Engineers and Firemen in Great Britain in June, 1912.

Between the Twelfth Biennial Convention and the Twenty-sixth Convention, in the year 1912, a movement for better wages and better working conditions for our members on fifty-four Eastern railroads was launched. Conferences were held between the General Managers' Conference Committee and our Eastern Federated Board and it was agreed that all matters in dispute should be submitted to arbitration under the federal law known at the "Erdman Act."

The Board of Arbitration selected according to this law met in New York City in March and April, 1913, and made its award on April 23. The results of the arbitration were not what our members had expected. The railroads involved included approximately 70,000 miles of main line-practically all the trackage in the United States east of the Mississippi and north of the Ohio and Potomac rivers, amounting to more than one-fourth of the entire trackage of the United States.

The Twenty-sixth Convention, Washington, D. C., June 2-July 3, 1913 -- Membership at the close of the fiscal year ending December 31, 1912, was 85,292, showing a gain of 19,977 in the three-year period which had elapsed since the Twelfth Biennial Convention. The number of lodges had increased during the same time to 825, a gain of 36. Receipts for all funds for the three years (less the balance on hand January 1, 1910) were $10,967,473.26, and the disbursements from all funds totaled $9,584,112.80.

A Joint Committee of the Brotherhood of Locomotive Engineers and our Brotherhood had met in Chicago, Illinois, May 17, 1913, and had adopted the Chicago Joint Working Agreement for the two organizations. This agreement was ratified by the Washington convention.

The convention authorized the establishment of a Funeral Benefit Fund, to be supported by assessments of twenty-five cents per month paid by all non-beneficiary and honorary members. It was provided that the amounts so collected should be used only for the payment of funeral benefits.

A new class of Beneficiary Certificate was authorized, to be known as Class "F," for $2,500. This increased the number of classes of Beneficiary Certificates to six.

The convention voted that members who had held continuous membership in the order for twenty-five years should be presented with a gold lapel button inscribed, "Continuous Membership, B. of L. F. and E., 25 Years."

The convention passed a law providing that the Editor and Manager "shall decline to publish in the columns of the Magazine any article that in his judgment will prove detrimental to the interests of the Brotherhood, or will in any manner convey a false impression concerning the Brotherhood or any of the work of its officers or members."

It was decided that after January 1, 1914, the Vice Presidents should no longer be designated by number.

The convention created the office of local organizer, with certain specified duties, and provided that the local organizer should receive a commission of one dollar from the General Fund for each member obligated by him.

Men operating electric engines, motor or gas cars on lines or roads where electric energy was used or had been substituted for steam, were declared eligible for membership, provided they were otherwise qualified and had operated such engines or cars for a period of six months. It was stipulated that on interurban electric railroads where another labor organization was at the time maintaining an agreement for motormen, our Brotherhood would not attempt to displace them.

1914 Joint Western Wage Movement

The largest campaign for better wages and working conditions up to that time attempted in the history of the railroad industry on the North American continent was begun in January, 1914, by the Brotherhood of Locomotive Engineers and our Brotherhood jointly on practically all the Western railroads. Trackage of about 140,000 miles was involved and the number of engineers, firemen and hostlers affected was approximately 55,000.

Negotiations had come to a deadlock and preparations were complete in every detail for a strike which would have disrupted the commerce of the United States when, urged by President Woodrow Wilson, the Managers' Committee representing the Western railroads agreed to accept federal mediation. Arbitration

proceedings were begun in Chicago November 30, 1914, and the award was made April 30, 1915. It was a keen disappointment to the members of the two Brotherhoods and also to all forward-looking citizens who had hoped the arbitration might advance the cause of industrial peace.

Twenty-seventh Convention, Denver, Colorado, June 5 - July 6, 1916 -- On December 31, 1913, our membership had reached 91,108. During that year, 1914, however, on account of the prevalence of a business depression and the introduction of larger locomotives, hauling increasing tonnage per train, our numbers declined so that at the close of our fiscal year on December 31, 1914, the total was 86,802 and a further drop brought the number to 83,059 at the end of 1915. However, during the early months of 1916, the tide again turned and by April, 1930, the number had reached 86,655. During the same period the number of lodges had risen to 843, an increase of eighteen.

The report of the General Secretary and Treasurer to this convention showed receipts for all funds during the three-year period (less the balance on hand January 1, 1913) totaling $10,511,299.77 and disbursements from all funds amounting to $11, 224,585.29.

The Eight-Hour Day

The campaign of the four railroad train service labor organizations in 1915-1916 for an eight-hour day marks an epoch in labor history in the United States. It was launched at a joint meeting of representatives of these bodies held in Chicago in December, 1915, when a plan was drawn up for presentation to the rail managers which the members, in referendum balloting soon afterwards, accepted by overwhelming majorities. It called for an eighth hour day, with time and a half for overtime, for all men in freight train and yard service and in the work of hostling engines. Rallying with the slogan, "United we stand," the Brotherhoods gave a remarkable demonstration of the value of cooperative effort.

The chief executives of the four brotherhoods, with the other executive officers and the General Chairmen met the National Conference Committee of the railroad managers in New York City, June 1, 1916. After fifteen days' discussion it proved necessary to bring the negotiations to an end, for the railroad managers refused to yield. The brotherhood executives then submitted the question whether or not to strike on August 1 to a vote of the men which showed them almost unanimously in favor of walking out. The B. of L. E. vote in favor of the strike was as follows: Eastern district, 94.64 per cent; Southeastern district, 98.72 per cent; Western district, 90.35 per cent. 0. R. C. members went on record in favor of the step thus: Eastern district, 84.8 per cent; Southeastern district, 93.4 per cent; Western district, 84.3 per cent. The B. of R. T. vote as a whole went 96.73 per cent for the strike, and the vote of our members was 98.3 per cent in favor of it.

An offer of assistance from the Federal Board of Mediation and Conciliation was accepted by both managers and employes, and on this account the strike was not called on August 1. A meeting at which mediation was attempted was held August 9, and continued for a few days thereafter. It became clear, however, that the Mediation Board could not adjust the controversy and Joseph P. Tumulty, secretary to President Wilson, came to the scene of the conference at New York with a message from the President requesting that representatives of both sides confer with him.

After three conferences at Washington with the President, the brotherhood executives protested against the dilatory antics of the railroad presidents, and on August 28 arrangements were completed for calling the strike for September 4 and more than 5,000 copies of the strike order were mailed out of Washington.

When the railroad presidents took their final stand against conceding to the demands of the employes, President Wilson appeared before a joint session of Congress and delivered a special message advocating the speedy passage of the eight-hour day legislation to cover the case. The Adamson bill passed the House of Representatives on September 1 and the Senate September 2 and was at once signed by the President. The brotherhood executives of course called off the strike.

The next step on the part of the railroads was to file suit to test the constitutionality of the new law in the Supreme Court of the United States. Pending the court's decision, the rail management ignored the law and the brotherhood finally called a strike to protest this. The strike order would have gone into effect March 17, 1917, had not President Wilson persuaded the brotherhoods to postpone it for forty-eight hours. Before the forty-eight hours were over, on March 19, the Supreme Court handed down its decision to the effect that the Adamson Law was constitutional and the railroads were bound to observe it. This, of course, meant the immediate annulling of the strike order.

During the World War

When the United States government took over the management of the railroads during the World War, and the Secretary of the Treasury, William G. McAdoo, was made Director-General of Railroads, he appointed President Carter of our Brotherhood Director of the Division of Labor.

Our Board of Directors granted President Carter a furlough, effective from the date his services were required by the Director-General of Railroads until the Twenty--eighth Convention should meet, and this furlough was later extended to July 1,1919. When President Carter took up his new work, February 11, 1918, Assistant President Timothy Shea was made Acting President and Vice President Albert Phillips became Acting Assistant President.

While the railroads were under federal control two wage increases were made effective. The first was authorized by Director-General of Railroads William G. McAdoo in his General Order No. 27, issued May 25, 1918, which was retroactive to January 1, 1918. The other, which became effective as of January 1, 1919, was issued by Director-General of Railroads Walker D. Hines, who succeeded Director-General McAdoo in office January 11, 1919. This increase was authorized as Supplement No. 15 to General Order. No. 27, issued April 10, 1919.

Twenty-eighth Convention, Denver, Colo., June 9-July 15, 1919 -- Our membership increased greatly during the period just preceding this convention. On December 31, 1918, it stood at 113,392, an increase since December 31, 1915, of 30,333 and by March 17, 1919, it had risen to 116,990.

Receipts for all funds for the three-year period 1916, 1917, 1918 (less the balance on hand January 1, 1916) were $15,145,309, and the disbursements from all funds amounted to $12,919,845.47.

The Acting President, in his report to the convention said: "The past three years have been replete with happenings of great importance in the affairs of the Brotherhood," and went on to enumerate some of these matters, including "the joint Eight-hour Movement, resulting in the enactment of the Adamson Law, the settlement by the Committee of the Council of National Defense, government operation of railroads and adjustment to the conditions occasioned thereby, the wage movements negotiated with the United State's Railroad Administration, and the many embarrassing problems which have arisen because of the war with Germany."

This convention adopted a resolution giving hearty endorsement to the consumers' cooperative movement as inaugurated at Rochdale, England, in the nineteenth century.

The Chicago Joint Agreement was revised at Cleveland, Ohio, on May 4, 1918.

The cost of living had risen by leaps and bounds during the war, far outstripping wages, and so at this time the railroad employes having prepared data showing that rates of pay in the railroad industry were lower than in other industries, made renewed requests for a living wage. President Wilson replied to these requests in August thru the Director-General of Railroads, declaring that it was his intention to see that measures would be put in effect to reduce prices and eliminate profiteering and asking that wage demands be withdrawn until the results of his efforts should be apparent.

On October 1, 1919, inasmuch as the cost of living was still mounting, a joint wage movement was started before the Board of Railroad Wages and Working Conditions. While negotiations were going on a bill was introduced in Congress for the purpose of returning the railroads to private control. Moreover, at the same time anti-strike legislation was proposed and the railroad labor organizations were obliged to devote their attention to opposing the anti-strike clause of the Cummins bill. This interrupted the wage movement but the fight against legislative prohibition of strikes was successful and the clause in question in the Cummins bill was killed in February, 1920.

The standard railroad labor organizations immediately joined hands in renewed efforts to increase wages. On February 14, 1920, their representatives presented the case for a living wage before President Wilson. The President recommended that the wage demands be held in abeyance until an investigation could be made by a committee of wage experts who would examine the entire situation, and the employes' representatives accepted this proposal.

After the passage of the Cummins-Esch law (The Transportation Act) which created the U. S. Railroad Labor Board, the railroads were returned to private control on March 1, 1920.

A Short-Lived Attempt

In opposition to the Brotherhood of Railroad Trainmen and the Switchmen's Union of North America, a certain John Grunau made an effort early in 1920 to organize yardmen starting in Chicago, Ill., into a "rump" group called the "Chicago Yardmen's Association." In March of the same year a similar attack was made on the recognized organizations of locomotive employes. Many fine promises were made to our members in the effort to persuade them to leave the Brotherhood and join what was called the "United Enginemen's Association."

The propaganda spread by this group was so alluring that many were deceived by it, not only in Chicago, but also in numerous other localities, and large numbers of our members were induced to disregard their obligation to our Brotherhood. It became necessary for the Grand Lodge to take decisive action, and so whenever the local lodges failed or refused to repudiate such members, the charters of these lodges were revoked and all members who had taken active part in the opposition movement were expelled. So serious was the situation that it became necessary to place every available general officer on duty in the cities where the counter-movement was going on in an effort to straighten out the situation. As a result of this strenuous work the charters of sixty lodges, representing a membership of 15,685, were reclaimed.

The Brotherhood members generally emerged from the conflict with renewed determination to stand by the "Tried and True" thru thick and thin, and the lodges which were reestablished proved themselves to be loyal, remaining true to the order in the years following.
Road Violates Transportation Act

With the railroads restored to private control, and the newly appointed U. S. Labor Board established at Washington, the railroad labor organizations renewed their demands for increased wages and improved working conditions. On March 22, 1920, these demands were presented to representatives of the railroads, and on April 16, 1920, the case was carried to the Railroad Labor Board. After extended hearings, on July 20, the Board granted an increase in wages, effective as of May 1, 1920, which the representatives of the employes accepted under protest. Early the following year railroad management made representations to the United States Railroad Labor Board to the effect that the railroads were facing a crisis and were threatened with financial collapse unless wages of certain classes of employees were reduced and some of the rules regarding working conditions abrogated immediately.

The Atlanta, Birmingham and Atlantic Railway started wage reduction in violation of the Transportation Act in January, 1921, when it posted notices of a cut in wages to be effective February 1, 1921. An immediate appeal to the U. S. Labor Board, made by the Atlanta, Birmingham and Atlantic Railway employes resulted in the Board instructing the railroad to withdraw its illegal notices, but the road immediately went into a receivership, its President, B. L. Bugg, being appointed receiver, and the court ordered a wage reduction, to be effective March 1. A strike vote was taken and the employes went out on March 5, 1921.

One after another of the other railroads announced general wage reductions, and as a result extensive hearings were held before the U. S. Labor Board. On June 1, 1921, this Board handed down a decision authorizing reductions averaging twelve per cent on some sixty railroads, to become effective July 1, 1921.

This was immediate1y followed by the submission of wage reduction petitions by approximately 150 more railroads. The hearings on these petitions opened on June 6 and on June 25 the Board extended its

decision of June 1 to apply wage reductions to all classes of employes on all railroads of the United States under the jurisdiction of the Cummins-Esch law. This meant a cut in payrolls estimated at $400,000,000 a year on 210 railroads effective July 1.

The engine and train service Brotherhoods and the Switchmen's Union of North America immediately convened their General Chairmen and General Committees in Chicago to consider the situation, and the representatives of eleven other standard railroad labor organizations met there also.

The deliberations, which began July 1, resulted in the adoption of resolutions on July 5 to the effect that the entire subject be referred to the membership thru the General Committees not later than September 1, 1921, for acceptance or rejection.

An Executive Committee was selected by the General Chairmen at the meeting in Chicago, and this committee met with the chief executives of the standard railroad labor organizations in Cleveland the latter part of August. At this meeting a complete statement of the situation was prepared and sent, together with strike ballots, to all General Chairmen on all railroads affected by the wage reduction ordered by the Railroad Labor Board. The ballots were sent to all members in engine service on these railroads and as a result of the vote a general strike was ordered to begin October 30, 1921.

The U. S. Railroad Labor Board, however, summoned representatives of both employers and employes to a hearing on October 26 at which the question was brought up whether or not the labor organizations had violated or were about to violate the Transportation Act by their action in preparing to strike. It developed that not only the executive officers but also the General Chairmen and local chairmen would be arrested upon charge of conspiracy if the strike should become effective. and it seemed that all forces of the United States government were being brought into play to defeat the employes. In view of this and in consideration of the character of the memorandum adopted by the Railroad Labor Board, it was considered best to call off the strike.

A strike began on the properties of the Dominion Iron and Steel Company and the Nova Scotia Iron and Steel Company in Canada in November, 1920, which was brought to an end November 20, 1922.

On February 26, 1921, a strike became effective on the Missouri and North Arkansas Railroad, a line which had been in receivership for ten years. This was brought to a termination December 21, 1923, thru joint action of the railroad labor organizations concerned.

Twenty-ninth Convention, Houston, Texas, May-June, 1922 -- By December 31, 1920, the membership of the Brotherhood had grown to 125,862, the largest in the history of our order. During the general business depression of 1921, the large force of railroad workers employed during the war was reduced so that on December 31, 1921, the membership was 112,117, showing a loss of 13,685. The financial resources of the Brotherhood January 1, 1922, were $9,241,149.08 and insurance in force totaled $151,874,500.

This convention directed the General Secretary and Treasurer to prepare an emblem of a suitable design to be presented to all members of the Brotherhood upon the completion of forty years of continuous membership in our order.

The delegates took action to create a "Research Department" as a part of the Protective Department, in order more effectively to gather statistical data for use in negotiations with railroad management and during arbitration and mediation proceedings, as well as for general publicity purposes.

President William S. Carter, who had faithfully served the Brotherhood as a general officer for twenty-seven years and had held the Presidency during a period of remarkable progress for our order, at this time felt that his health would not warrant his continuing to discharge the heavy duties of chief executive and expressed to the convention his desire to retire from that office. He was chosen by acclamation to be Manager of the new Research Department, the future continuation of which was left to be determined by the Thirtieth Convention. Brother Carter entered upon his new duties soon after the Twenty-ninth Convention closed, but on March 15, 1923, he passed on after being confined to a hospital for nineteen days, and the new department was taken over by his successor in the Presidency, Brother D. B. Robertson.

Brother Carter served as Editor and Manager of the Magazine from 1895 to 1903 inclusive; as Grand Secretary and Treasurer from 1904 to 1908 inclusive and as President from 1909 to July 1, 1922.

The Twenty-ninth Convention provided that the Magazine be changed from a semi-monthly to a monthly, commencing with the issue of January 1923.

A new fund was authorized, to be known as the Magazine Fund, which was placed under the jurisdiction of the Editor and Manager. The convention directed that this fund be maintained by a monthly assessment of ten cents per member, to be included in the General Fund dues. The General Secretary and Treasurer was directed to pay this amount to the Editor and Manager on the first day of each month for each member in good standing on the Grand Lodge register for the preceding month. Any other revenues received by the Editor and Manager from advertising, commissions from the sale of technical books and other sources were also to be included in the Magazine Fund, out of which it was directed that all expenses of the Magazine Department should be paid.

The subscription price to non-members was increased from $1.50 to $2.00 per year and to members from $1.00 to $1.20 per year.

A twenty-five cent assessment, payable by all members liable for legislative assessments, was levied by the convention to create a National Legislative Fund.

The convention reaffirmed the endorsement which the Twenty-eighth Convention had given the consumers' cooperative movement.

A special dispensation was granted to all members under sixty years of age who could pass a satisfactory medical examination, permitting them to join the Pension Department for a specified period of time ending December 31, 1922.

In order that all members might receive Labor, the Washington weekly newspaper of the standard railroad labor organizations, the delegates authorized the establishing of a fund to be known as the Subscription Fund, for which each member was assessed twenty-five cents per quarter. The General Secretary and Treasurer was directed to disburse this money to cover the blanket subscription for all members paying the assessment for the three months following its collection. By vote of the Canadian delegates our Canadian members were exempted from the assessment.

At this convention the office of National Legislative Representative at Washington, D. C., was created as an elective office. The duties it involved had previously been discharged by a Vice President.

Additional general officers were needed in the field at this time and therefore it was provided that all officers elected at this convention should take office July 1, 1922, except that Brother R. E. Moon should fill out his term as a member of the Board of Directors.

Virginian Railway Strike

In 1923 serious grievances on the Virginian Railway led to a strike of its engineers, firemen and hostlers, effective November 8 of that year. The brotherhoods objected to the dismissal of twelve engineers and firemen for refusal to operate a locomotive which they knew to be in an unsafe condition, and also to the policy of the management in operating the two locomotives of the large Mallet type coupled together as pushers thru a mountain district or division with nine tunnels, which meant that the enginemen in charge of them were subjected to an almost unbearable burden as the tunnels became filled with suffocating heat and gases. An agreement existed between the company and the locomotive employes to the effect that on this district or division locomotives in the same train must be kept at least twenty car lengths apart, but nevertheless the management regularly placed two locomotives together.

Authority was granted by President Robertson to the officers assigned to represent our Brotherhood in this controversy to take a strike vote of all members on the railroad and the resulting vote was overwhelmingly in favor of a suspension of work. A few hours before the time set for the strike the U. S. Railroad Labor Board sought to intervene, and requested that the strike order be suspended so as to give them an opportunity to take action. This was impossible because of the very short time remaining before the hour set for the strike, but nevertheless the Board issued an order directing the reinstatement of the twelve men who had been discharged, with full pay for three of them for the time lost thru their discharge. The Board also ordered an investigation by a government expert of the conditions the men complained of in the tunnels.

The employes were ready to accept the action of the Railroad Labor Board, but the management of the Virginian Railway refused to do likewise, and the strike continued in effect.

Wage Movement of 1923-24

On September 6 and 7, 1923, the four Associations of General Committees of our Brotherhood met in Chicago, Ill. at the direction of International President D. B. Robertson, to inaugurate a movement to restore the rates of pay established by Decision No. 2 of the U. S. Railroad Labor Board, which had been reduced by Decision No. 147 of the Board effective July 1, 1921.

The Associations decided to take up the question of wages only and the General Grievance Committees of the individual lines were directed to make settlement in each case where an agreement was reached with a management for a period not to exceed one year. Instructions were given to the Chairmen of the General Grievance Committees (who are referred to hereafter as General Chairmen) to notify President Robertson in case of failure of such an agreement and to forward complete information concerning negotiations on the individual railroads. General direction of the negotiations was placed in the hands of a subcommittee made up of President Robertson and the Chairmen and Secretaries of the four Associations of General Committees.

The following instructions were given to the General Chairmen as a basis of settlement:

" (1) That negotiations be confined to increases in rates of pay.

" (2) The restoration of rates of pay established on individual railroads by the application of Decision No. 2 of the 'United States Railroad Labor Board, interpretations and addenda thereto.

" (3) Rates that are higher than the foregoing and existing differentials shall be maintained.

" (4) As soon as provisions of existing contracts will permit, each General Committee under the jurisdiction of the several associations, Brotherhood of Locomotive Firemen and Enginemen, will present to the management of their railroad formal request for the restoration of rates of pay as provided in recommendation No. 2 and in accordance with instructions to be issued by the International President.

" (5) On railroads where this request is granted, the General Committees on such railroads are authorized to accept such settlement for a period of not to exceed one year, copy of same to be furnished the International President.

" (6) Should the management on any railroad decline to grant this request, the General Chairman will notify the International President, furnishing him with copies of all correspondence exchanged between the General Chairman or General Committee and the management."

The Brotherhood of Locomotive Engineers joined with us in this movement, although their General Chairmen did not attend the Chicago meeting. Before that meeting was called President Robertson got in touch with Grand Chief Warren S. Stone of the B. of L. E., notified him of the intention of our Brotherhood and invited him to take steps to join in the movement.

Grand Chief Stone replied that it would not be necessary for the Engineers to go to the expense of calling the General Chairmen together, since he knew what the members of his organization wanted and said that he hoped the two organizations would act together in the negotiations.

Not long after the Chicago meeting, notification was received by President Robertson from the Chairmen on the New York Central Lines to the effect that that system had declined to restore wage rates in accordance with our request. Grand Chief Stone, representing the Brotherhood of Locomotive Engineers, and President Robertson, representing our Brotherhood, together with the respective General Grievance Committees of both organizations, then entered into negotiations with the New York Central management and conferences were held from December 3, 1923, to January 16, 1924, when a settlement was reached establishing the following increases above the wage rates then in force:

Passenger Service 24 cts. per day

Freight Service 36 cts. per day

Yard Service 32 cts. per day

Hostlers (outside) 32 cts. per day

Hostlers (inside) 32 cts. per day

Hostler Helpers 32 cts. per day

A minimum guarantee of $7.00 per day for engineers and $5.25 per day for firemen in passenger service was established.

The New York Central management was very desirous that certain rules regarding working conditions be eliminated or modified at this time, but President Robertson and Grand Chief Stone were able to obtain a settlement without the eliminating or changing in any way of even one standard rule.

This agreement was the first negotiated after the reductions ordered under Decision No. 147 of the U. S. Railroad Labor Board. Negotiations were conducted at this time on practically all other eastern and southern railroads and within a few months after the New York Central agreement was reached almost every other railroad in the East and South had made a satisfactory settlement on the basis of that agreement. In the majority of cases these settlements were immediately effected by the General Grievance Committees, but in some instances Grand Lodge officers had to be assigned to deal with the managements.

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