Part 2

The members are not to be censured for all that is done by these organizations. Officers that wield the power can involve an Order in difficulty by making unjust demands. Men ought never to be placed at the head of these labor organizations who are unprincipled or unjust. Place men there who will work to the interests of those they represent, and at all times avoid conflict when it is uncalled for. I am convinced that the labor troubles of the past few months have been beneficial to us all, notwithstanding there have been many wrongs committed, many lives lost and much property destroyed. This we all deplore, and any Order that sanctions any such actions on the part of its members should be condemned. We believe that the trouble we have experienced will teach a lesson to all organizations of labor. We cannot be too careful whom we admit to our Order, one bad man may ruin a whole Lodge. Look well to a man's character and standing before you admit him, and then you will find that in all his duties he will do right and bring credit to himself and the Order. In admitting only such men, we may hope to receive the endorsement of all good people.

We turn to our Constitution, and there read in the preamble: "For the purpose of effecting a unity of Firemen, and elevating them to a higher social, moral and intellectual standard, and for the promotion of their general welfare, and the protection of their families, the Brotherhood has been organized."

Let these words be engraven upon the hearts, not only of our membership, but the great public, so that our aims may be understood and our ambitions appreciated. Our preamble voices the sublime sentiments of our fraternity, and we trust they may touch a responsive chord in the hearts of all good people.

Switchmen's Mutual Aid Association of North America.

This Association is growing rapidly in influence and numbers. It is now one of the most powerful labor organizations on this continent. The large field from which it draws its membership, the character of its members, and the care exercised in admitting none but the right type of men, the energy and determination of each individual, and, above all other considerations, the absolute equality guaranteed by its Constitution and unwritten laws, warrant the assertion that this Association must soon stand among the first in the list of labor organizations.

OBJECT.

The preamble to the Constitution reads as follows:

1st. Is to unite and promote the general welfare and advance the interests, social, moral and intellectual, of its members. Benevolence, very needful in a calling as hazardous as ours, has led to the organization of this Association.

2d. Believing that it is for the best interests, both of our members and their employers, that a good understanding should at all times exist between them, it will be the constant endeavor of this Association to establish mutual confidence and create and maintain harmonious relations between employer and employe.

3d. Such are the aims and purposes of the Switchmen's Mutual Aid Association of North America.

Benevolence is its corner-stone,--to relieve the distress of disabled brothers, to care for their widows and orphans, and to see to the decent burial of deceased members.

The National Association, strong as it is in numbers, is but little over three years old.

The first Switchmen's Union was founded in Chicago, on August 18, 1877. That was a local society, and was chartered by the State of Illinois. The charter members were--Edward W. Jennings, Thos. Griffin, James Cullerton, Wm. Hopper, Thaddeus Boyd, Thos. Green, Edward Scanlon, John Kenny, Wm. Short, Chas. Richardson, Wm. Rosencranse and John Reily. The officers were--Wm. Hopper, President; Thaddeus Boyd, Vice-President; Thos. Griffin, James Cullerton and Edward Jennings, Trustees.

While for several years the Union made little headway, it succeeded in maintaining a nucleus for something better. In 1884, new life was instilled into it by the demands and spirit of the times, coupled with the selection of a set of officers with unusual energy, ability and determination. Rapid growth, and the creation and dissemination of sentiments of organization were the immediate results. Other cities followed Chicago's example, and very soon there were a number of flourishing Unions throughout the United States.

Then the necessity of a National organization became manifest. Several Unions, moved by the same spirit, took hold of this matter about the same time. A call for a meeting of delegates of the various local bodies, to meet at 112 East Randolph street, Chicago, on February 22, 1886, was issued, and in response thereto a large assemblage of representative switchmen met at the place on the day named. The meeting lasted eight days, and was quite harmonious and exceedingly enthusiastic. The Convention was called to order by Mr. John Drury, who stated that the object was to amalgamate the different organizations into one grand body, whose authority should extend throughout the United States. The Convention was duly organized by the election of Mr. John Drury as Chairman, Mr. James A. Healey, of Chicago, as Secretary, Mr. Joseph D. Hill, of Kansas City, Reading Clerk, and Mr. M. J. Keegan, Sergeant-at-Arms. A Constitution and By-Laws were adopted, and the following grand officers elected for the current year: Grand Master, James L. Monaghan; Vice-Grand Master and Instructor, John Drury; Grand Secretary and Treasurer, John Downey. Board of Directors, M. J. Keegan, of Chicago; James A. Kelly, of Chicago; W. A. Simmons, of Chicago; James A. Healey, of Chicago; Joseph D. Hill, of Kansas City; J. L. Hyer, of Rock Island, and W. R. Davison, of Joliet. A great deal of important business was transacted in secret session pertaining to the Order, after which the Grand Lodge resolved to aid Mr. C. R. Wooldridge in the publication of a monthly magazine devoted to the interests of the Order. A uniform pin was adopted, and an invitation to attend the second annual ball, given by local Lodge No. 1, in honor of the Grand Lodge, was accepted with thanks. The Convention then adjourned, to meet in Kansas City, Monday, September 20, 1886.

James L. Monaghan, the first Grand Master, graduated from the public schools of Philadelphia, and studied law for two years. Bad health, however, compelled him to abandon an indoor life, and he took to railroading. He first did duty as a clerk, but found that was little better for him than the law, and he then entered the service as a switchman on the P., W. & B. Ry. He came West in 1879, and has been prominently identified with the switchmen and their organizations until November, 1888, when he was elected to the lower house of the Illinois Legislature. He was succeeded in the office by Frank Sweeney, of Minneapolis.

John Drury, the first Vice-Grand Master, is an Englishman. He first entered upon railroad work as a brakeman on the Grand Trunk of Canada. As an organizer during the early days, John Drury was eminently successful, and the Association progressed in a surprising manner during the first year of its National existence. The First Annual Convention was held at Kansas City, September 20, 1886, and was composed of delegates from twenty-five Lodges. This represented the growth of the Order for one year.

The important business of the complete reconstruction of the Constitution and By-Laws to keep pace with the growing propensities of the Association, was the result of that body's deliberations.

The Second Annual Convention was held at Indianapolis, September 19, 1887. The result of this meeting was a still further revision of the laws, and the election of Wm. A. Simsrott as Grand Secretary and Treasurer.

At the Third Annual Convention at St. Louis, in September, 1888, Frank Sweeney, of Minneapolis, was elected Grand Master; John Downey, of Chicago, Vice-Grand Master; Geo. S. Bailey, Grand Organizer and Instructor. John W. Callahan, Chicago, Ill.; Edward Hutchinson, Chicago, Ill.; S. K. Hardin, St. Louis, Mo.; John M. Kelley, Fort Wayne, Ind.; Jas. F. Scullen, Omaha, Neb., Grand Board of Directors.

Grand Master Frank Sweeney was born in Zanesville, O., in 1855. His parents moved West in 1860, and located at Monroe, Wis. He received a common-school education, and for a time studied medicine. He disliked the profession, however, and soon abandoned it and entered the railway service. His first railroading was in the capacity of brakeman on the M. & St. P. After braking on several roads for the period of four years, he began switching in the yard of the Minneapolis & St. Louis in 1886. At that time there were but three switch engines in Minneapolis. He has been in the yard service in that city ever since, until elevated to the position of Grand Master of the Order. He was one of the active men that organized Lodge No. 30, and was elected a delegate to the Second Annual Convention, held in Indianapolis, in 1887. At that session he was elected Vice-Grand Master of the Association, and his recent elevation to the highest position in the Order speaks better than words as to what opinion the switchmen have of him. He was instrumental in organizing the Northwest, and won the admiration of the switchmen of the country by his intelligent and conservative handling of questions that arose in that locality.

Grand Secretary and Treasurer William A. Simsrott was born in Chicago in 1861, and has the hustle characteristic of the average Chicagoan. He received a common-school education, and began his railroading in 1878 as a clerk on the P., Ft. W. & C. Railway. In 1882 he entered the yards of the Chicago & Western Indiana Railway as a switchman. In 1883 he entered the service of the L., N. A. & C. Railway, and continued with that road until elected to the office of Grand Secretary and Treasurer. He was a yardmaster at the time of leaving the company's employ. He was accepted in Lodge No. 1 in 1883, and in a few months elected to the office of Financial Secretary. Mr. Simsrott was one of the thirteen that established the Association as a National organization, and was a delegate from Lodge No. 1 to the First Annual Convention at Kansas City in 1886. At this Convention he was chosen as one of the Grand Board of Directors, and at the Second Annual Convention, held in Indianapolis in 1887, he was elected Grand Secretary and Treasurer. None have shown a higher regard for the good of the Association than this officer.

Vice-Grand Master John Downey was born in Cleveland, Ohio, October 12, 1853, and came to Chicago in the fall of 1858. He received a common education, and in the winter of 1869-70 commenced railroading. He first began braking on the P., Ft. W. & C. road, but soon went to switching in the Ft. Wayne yards. He had not been there long, however, before he had his left thumb completely shot off by the accidental discharge of a shotgun he was handling. In September, 1871, he lost two fingers off of the right hand, after which he went to tending switches on the Ft. Wayne. In 1872 he had his right foot caught and lost part of it, and 1875 he had his left foot caught and so severely injured that it laid him up for six months. In 1876 he went braking on passenger on the Ft. Wayne, where he remained for nine months, when he went braking on freight, and 1879 went back switching in the Ft. Wayne yards, where he has remained ever since.

John Downey joined Lodge No. 1 in September, 1884, and was soon afterward elected Treasurer of the Lodge, a position he held continuously until October, 1887, when he resigned. He was elected Grand Secretary and Treasurer of the then Switchmen's Mutual Aid Association of the United States of America, at its first Convention, held in Chicago, February 22, 1886. He served for some time in this capacity, but was forced to resign, owing to ill health, and when W. S. Condon absconded with all the money of the Grand Lodge he was asked by the Board of Directors of the Grand Lodge to fill out the unexpired term as Grand Secretary and Treasurer, and straighten out the tangled financial affairs of the Grand Lodge. He responded with that patriotism he is noted for, and won encomiums from all connected with the Association for his work. He has represented Lodge No. 1 in the Grand Lodge twice--Kansas City in 1886 and St. Louis in 1888.

Grand Organizer and Instructor George S. Bailey was born in Edgar County, Illinois, in 1858. After receiving a common-school education, he studied law for some time, but had to abandon his studies on account of ill health. He commenced railroading in 1878 on the I. & St. L. Railway, braking on local freight. He was employed as a switchman in East St. Louis a number of years, and was prominent in the great railroad strike of 1886.

When the "Q" strike occurred, he was selected to go over a portion of the road and address the railroad men. He spoke at Kansas City, St. Joe, Council Bluffs and other western points. He was a delegate from Lodge No. 37 at the Convention of 1888, and was then elected to his present position. He was a member of the Illinois Legislature in 1886, and made a creditable record. He introduced, and had passed through the House, "House Bill No. 268," which provided for a State Board of Arbitration, but before it reached the Senate the General Assembly had adjourned. Mr. Bailey is full of energy and ability, yet does not allow his enthusiasm to overbalance his good judgment. He has the faculty of controlling men and at the same urging them on to a sense of the duty they owe to themselves and those dependent upon them, as well as to their employers.

It has been but a few months since the Convention of 1888, and already fifteen new Lodges have been organized, while about a dozen others are ready and are clamoring for admission to the Association. The whole Eastern section of the country yet remains to be organized, and the switchmen throughout that section are fully alive to the needs of the hour. The present year will witness the addition of several thousand earnest men to the Association.

One grand element of strength is shown by this organization--namely: The absolute equality of its members. They have not permitted designing men to foster and establish a set of so-called "High-Class Runs" among them to breed discord and disunion. One switchman is the same as another, and a thousand are but as one, in all the essential points that originally brought them together. Other railway labor organizations have allowed grades and castes to grow up in their Orders, those of the lower grade having scarcely any rights that the others are bound to respect and assist them to maintain. Not so with the switchmen; the young blood in their Association will enable them to steer clear of the rocks and shoals that are sadly trying the timbers of the older Orders.

In the strike upon the Burlington system this Association was not officially connected, and had no part whatever in the management or final settlement of that trouble.

"We know what Master laid thy keel, What workman wrought thy ribs of steel, Who made each mast and sail and rope, What anvils rang, what hammers beat, In what a forge, and what a heat, Were shaped the anchors of thy hope."

THE GREAT STRIKE.

In order to give our readers an intelligent understanding of the causes that led to the strike, it will be necessary to state that for a number of years an iniquitous system of classification had been in vogue on the Chicago Burlington & Quincy lines--a system under which gross injustice was done to engineers and firemen, in that they were so graded that their wages were reduced far below the average of the recognized standard of pay on ninety per cent of the roads in the United States and Canada.

For years the men were dissatisfied; all along the lines could be heard the mutterings of discontent. The complaints touching the grievances were universal; and these complaints expanded into proportions of the gravest character. The tendency of the agitation was toward organized action. Engineers and firemen realized the necessity of co-operation, and, as a consequence, committees of the two Brotherhoods were convened in Chicago, in the month of January, 1888. Joint action was decided upon as the basis of operation. S. E. Hoge was selected as Chairman of the Engineers' Committee, and J. H. Murphy as Chairman of the Firemen.

The following schedule of grievances was prepared, which met with the unanimous approval of the joint committees. This schedule was presented to the officials of the Chicago, Burlington & Quincy road in a spirit of moderation and fairness. Every proposition had been carefully considered, and there was no disposition to take any undue advantage of the company.

BROTHERHOOD'S SCHEDULE.

_Revised Schedule of Wages Governing the Pay of Engineers and Firemen on the Chicago, Burlington & Quincy Railroad and Operated Lines, Presented to the General Managers on February 15, 1888, by Committee of Engineers and Firemen._

_Article I._

No engineer or fireman shall be suspended or discharged without just or sufficient cause; and in case an engineer or fireman believes his discharge or suspension to have been unjust, he shall make out a written statement of the facts in the premises, and submit it to his Master Mechanic, and at the same time designate any other engineer or fireman (as the accused may wish) who may be in the employ of the Company; and the Master Mechanic, together with the engineer or fireman last referred to, shall, in conjunction with the Superintendent, investigate the case in question without unnecessary delay, and render a prompt decision; and in case the aforesaid discharge or suspension is decided to be unjust, he (the accused) shall be at once reinstated, and shall be paid for all time lost on such account.

_Article II._

SECTION 1. Engineers and firemen shall be called at a reasonable time before leaving time. The caller shall have a book, in which the engineer and fireman must register their names and time when called. Engineers' and firemen's time shall commence when they take charge of the engine; or, if the engine is not ready, the time they report at the office for duty, and shall end at the time designated on roundhouse register as arriving, or otherwise relieved from duty. Time shall be taken from roundhouse register, instead of conductor's register or train-sheet.

SEC. 2. When engineers or firemen are ordered out, and not used on account of train being abandoned, or other causes, the engineer or fireman called on duty shall receive pay for one-half (½) day for five (5) hours or less, and stand first out.

_Article III._

SECTION 1. All passenger engineers running four-wheel connected engines shall receive three and one-half (3½) cents per mile; six-wheel connected engines, three and eight-tenths (3-8/10) cents per mile.

All passenger firemen firing four-wheel connected engines shall receive two and one-tenth (2-1/10) cents per mile; six-wheel connected engines, two and one-fourth (2¼) cents per mile.

One hundred miles or less to be considered a day's work; over one hundred miles, at the same rate per mile.

SEC. 2. All freight engineers running four-wheel connected engines, four (4) cents per mile; six-wheel connected engines, four and three-tenths (4-3/10) cents per mile.

All freight firemen, firing four-wheel connected engines, two and four-tenths (2-4/10) cents per mile; six-wheel connected engines, two and six-tenths (2-6/10) cents per mile. One hundred miles or less to constitute a day's work. Over one hundred miles at the same rate per mile.

SEC. 3. Engineers running consolidated (eight-wheel connected) engines, four and one-half (4½) cents per mile.

Firemen firing consolidated engines, two and four-tenths (2-4/10) cents per mile, two firemen on each consolidated engine. One hundred miles or less to constitute a day's work. Over one hundred miles at the same rate per mile.

SEC. 4. On freight runs which occupy more than ten (10) hours to the one hundred miles, overtime shall be paid at the rate of forty (40) cents per hour for engineers, and twenty-four (24) cents per hour for firemen.

SEC. 5. Local freight runs on Middle Iowa Division will be allowed one trip and one-half (1½) each way; overtime to be allowed after being on the road fifteen (15) hours.

_Article IV._

SECTION 1. In computing the delayed time, the first hour shall not be counted, but if delayed one hour and thirty minutes, shall be counted as two hours, and any fraction of thirty minutes, or over, thereafter, shall be considered one hour.

Engineers on freight to be paid forty (40) cents per hour; firemen on freight, twenty-four (24) cents per hour. Engineers on passenger, thirty-five (35) cents per hour; firemen on passenger, twenty-one (21) cents per hour.

This article refers only to delays before starting and after arriving at terminals.

SEC. 2. Engineers and Firemen called to go to Transfers or Junction Points before card time, delayed time shall commence from time of leaving roundhouse.

_Article V._

On passenger runs that do not exceed three dollars and seventy-five cents ($3.75) per day, engineers shall receive three dollars and seventy-five cents ($3.75), and firemen two dollars and twenty-five cents ($2.25) per day; overtime shall be allowed in same proportion when on duty over twelve (12) hours in making such runs. In case actual mileage exceed $3.75, actual mileage at the rate of three and one-half (3½) cents for engineers, and two and one-tenth (2-1/10) cents for firemen per mile shall be allowed.

_Article VI._

Short freight runs of less then eighty (80) miles when doubled within twelve hours, mileage allowed according to Sec. 2, Article III, and if not doubled within twelve hours to be allowed one day each way.

_Article VII._

All engineers and firemen of work trains or helpers to be paid three dollars and fifty cents ($3.50) per day for engineers, and two dollars and ten cents (2.10) per day for firemen; twelve hours or less, one hundred miles or less, to be called a day's work. If the run should exceed one hundred miles, full freight rates as per class of engine for the entire run.

_Article VIII._

SECTION 1. Engineers in snow-plow service (when on duty) shall be paid at the rate of six ($6.00) dollars per day, and firemen in snow-plow service shall be paid at the rate of three dollars and sixty cents ($3.60) per day; ten hours or less to constitute a day's work; all over ten hours to be paid at the rate of sixty (60) cents per hour for engineers, and thirty-six (36) cents per hour for firemen. When engines in snow-plow service are held in roundhouse subject to call for service, the engineer of said engine shall be paid four dollars ($4.00), and firemen two dollars and forty cents ($2.40) per day, of twenty-four (24) hours or less.

SEC. 2. Engineers and firemen on weed-destroying engines shall be paid at the same rates as in snow-plow service.

SEC. 3. Engineers and firemen on suburban trains between Chicago and Downers Grove will receive, the engineer one dollar and seventy-five cents ($1.75), and the firemen one dollar and five cents ($1.05) for each round trip.

_Article IX._