THE GREAT STRIKE ON THE "Q" BY John A. Hall

THE

GREAT STRIKE ON THE "Q"

WITH

A HISTORY OF THE ORGANIZATION AND GROWTH OF THE
BROTHERHOOD OF LOCOMOTIVE ENGINEERS, BROTHER-
HOOD OF LOCOMOTIVE FIREMEN, AND SWITCH-
MEN'S MUTUAL AID ASSOCIATION
OF NORTH AMERICA.

BY

John A. Hall,

Ex-Yardmaster C., B. & Q. Railway.

1889.
ELLIOTT & BEEZLEY,
Chicago and Philadelphia.

Copyright, 1889,
by
John A. Hall.

DEDICATION.

A history of the spoliations, robberies, and oppressions of corporate capital in America, is a history of shame, degradation and disgrace, not to be obscured in the halo of great achievements in material progress, though adorned by the splendid triumphs of science and art. It is the impersonation of the passion of avarice, and no more soul-debasing passion afflicts the human race. It becomes more ravenous the more its maw is gorged; it always and everlastingly wants more; in growth it never reaches maturity.

The only firm and determined resistance that has ever confronted this power has come from the widely extended but fraternally combined labor organizations of the country; though not always successful in resistance, they have ever left the enemy too feeble to follow up a technical victory.

To that mighty bulwark that will yet stem the tide of corporate greed, and insure to the laborer a fair share of the produce of his toils, this book is respectfully dedicated.

PREFACE.

The cause of right is but the cause of reason. Let all men reason together, and be brothers. Let all help each other and it will be easier for all.

We are all victims of monopoly, and it lies within our own efforts to reform a system which enslaves the many and makes heartless misers of the few. We must not fear a thing because it seems radical; truth is always radical, and every advance that humanity has ever made has been born in radicalism.

To act upon the dictates of reason is to be radical. This fearful thing called radicalism is the hope of society. With it you will bury monopoly, injustice and oppression.

Him the world calls Master, because of His worthiness, nobleness, manhood and justice, was far from being conservative. He espoused the cause of the poor, the weak and the helpless against the rich, the strong, and the powerful. Instead of favoring and fostering the existing evils of society, He sought to reform them, and set into motion the great wheels of Christianity that are rolling over the whole earth. Let those who call themselves His followers, strive to make His commands practicable. Let them have more of justice, charity and humanity.

ORGANIZATION.

To obtain justice, and obtain it legally, the weak must organize. Whatever may be the ideal to which labor reformers aspire, the first step must be organization. This is living protest against monopoly and injustice, and the means by which we must reform our social system, if we would last as a nation.

A tramp at the base of the social pyramid, and a millionaire at the top, argues ill for the middle classes. With the foundation rotten, and the summit top-heavy, the whole structure must fall or be rebuilt.

Much of the matter contained in this book came under the personal observation of the writer; more was furnished by the Brotherhoods and the correspondence of the strikers.

Thanks are due to Chairmen Hoge and Murphy, for kindness and favors rendered.

Yours Truly, 
JOHN A. HALL.

The Great Strike on the Q.

This work should properly begin with a short history of the origin and growth of the three Orders whose members were connected with the strike upon the Burlington system.

Naturally the Brotherhood of Locomotive Engineers should come first, as the strike originated with them, and was brought about by the injustice and oppression of the Burlington Officials toward this Order.

The organization of the Brotherhood of Locomotive Engineers originated in the State of Michigan, in the year 1863. For some years before that time, the locomotive engineers on various roads throughout the country had cause for serious complaints owing to the treatment they received at the hands of railroad officials. It was felt that the men handling the locomotives on the growing railroad system of America were performing important duties that required good, responsible men, and deserved fair and honorable treatment, which, in many instances, was not given. The tendency of many railroad officers, in fact, was to degrade engineers, and refuse them the justice and fair dealing which is their just due. The immediate cause of the formation of the Order was the harsh treatment received by the engineers employed on the Michigan Central Railroad from the superintendent of motive power of that road. The disposition manifested by him to wage a remorseless war upon the best interests of labor, and especially his incroachments upon the established rights and usages of the engineers in the employ of that company, and the reduction of their pay, at length became insufferable, and the engineers, as a class, became satisfied that the safety of their pecuniary interests demanded a unity of purpose and combined organization. A meeting was held, composed of engineers employed by the Michigan Central Railroad, and the result of their deliberations, at this primary meeting, was a call for a Convention of Engineers, to meet in the city of Detroit, on the fifth of the ensuing month, May. The call was extended only to the engineers on the following roads: The Michigan Central, Michigan Southern & Northern Indiana, Detroit & Milwaukee, Grand Trunk on the American side, and the Detroit Branch of the Michigan Southern. At the Convention, the Michigan Southern & Northern Indiana was represented by F. Avery, L. Wheeler and John Kennedy; the Detroit Branch of that road by T. Wartsmouth and E. Nichols; the Detroit & Milwaukee by H. Higgins; the Grand Trunk by B. Northrup; and Geo. Q. Adams represented the Eastern Division of the Michigan Central, and W. D. Robinson the Middle Division of the same road. With but little formality in their organization, these delegates entered upon their duties. A Constitution and By-Laws, embodying the fundamental principles of our present organization, was adopted.

The necessity of something further on the part of engineers than the common consent to become and remain members of this organization so long as suited their convenience, and no longer, became apparent to minds of the delegates, and an obligation, as a bond of union, was unanimously adopted, and on the 8th of May, 1863, a band of twelve engineers, the delegates included, joined hands and pledged themselves to support the Constitution and By-Laws then adopted, and to resist the wrong and maintain the right. Officers were elected, and Division No. 1, of Detroit, Brotherhood of the Foot-Board, stood forth as the pioneer in the work of the regeneration and elevation of the locomotive engineers on this continent, eager to extend the hand of fellowship and alliance to all worthy members of the craft who had any faith in their rights as a class and a belief that in organized action alone rested a hope of vindication. The organization of Divisions soon began, and in three months ten Divisions had sprung into existence.

At this time, the Chief Engineer of Division No. 1 issued a call for a meeting of one delegate from each Division, to meet at Detroit August 18, 1863, for the purpose of forming a Grand National Division, Brotherhood of Locomotive Engineers. At this meeting, the Constitution and By-Laws were changed and provisions made for the formation and government of a Grand National Division. W. D. Robinson was elected Grand Chief Engineer of the Order, and served in that capacity until August 20, 1864, at which time there were thirty-eight Sub-Divisions, covering the railroads from Michigan, through Indiana, Illinois, Ohio, Kentucky, Tennessee, Pennsylvania, New Jersey and New York. Charles Wilson, the second Grand Chief Engineer, was elected to succeed W. D. Robinson, and continued in office until February 25, 1874.

At a special session of the Grand International Division, held in the city of Cleveland, P. M. Arthur, the present incumbent, was elected his successor, and re-elected at the close of each term of three years to the present time, executing the duties of the office with such success and judgment that the Order has continued to grow and improve, until it now numbers three hundred and sixty Sub-Divisions with 25,000 members, and covers every railroad and every State and Territory in the United States, as well as a large part of the British Provinces and Mexico. We believe that the law of the Order, enforced by him, of "doing by others as we would be done by," is the only true solution to the labor problem of the present day.

In these days of strikes and increasing labor agitation, the course adopted by them has proved to be unquestionably the best, and to that alone we ascribe the great success that has attended their efforts and made their Order known and respected everywhere. This course is, that any differences between members and their employers shall be settled by arbitration. St. Paul says, "Come, let us reason together;" and this advice they have found to be so good that they have it to say, that never since its adoption by them have they resorted to a strike when the officials of a company where dissatisfaction existed would receive and treat with our committee.

Brotherhood of Locomotive Firemen.

The organization known as the Brotherhood of Locomotive Firemen was organized at Port Jervis, N. Y., December 1, 1873, and is consequently fifteen years old.

The following "Preamble" to the Constitution explains the aims and objects of the Order:

For the purpose of uniting Locomotive Firemen, and elevating their social, moral and intellectual standing, and for the protection of their interests and the promotion of their general welfare, the Brotherhood of Locomotive Firemen has been organized.

The interests of our members and their employers being identical, we recognize the necessity of co-operation, and it is the aim of the Brotherhood to cultivate a spirit of harmony between them, upon a basis of mutual justice.

Realizing the fact that our vocation involves ceaseless peril, and that it is a duty we owe to ourselves and our families to make suitable provision against these disasters which almost daily overtake us on the rail, the necessity of protecting our interests as firemen and of extending to each other the hand of charity, and being sober, industrious and honorable men, becomes self-evident: And, hence, the Brotherhood has adopted as its cardinal principles, the motto: "Protection, Charity, Sobriety and Industry."

The organization was formed by eleven men on the Erie Railroad, and the first Lodge numbered eleven men. Its growth and development has been phenomenal; starting with that first Lodge of eleven men in New York, the organization expanded into immense proportions, with lodges in every State and Territory of the Union, covering Canada and extending into Mexico.

There are at present 385 subordinate lodges, with a membership of 19,000 men. The rapid growth fully demonstrates the necessity for its existence. It might be supposed that this phenomenal increase would be a source of weakness, instead of strength. Such, however, is not the case. The Brotherhood of Firemen has never, at anytime, been unwieldy, but on the contrary the addition of each new lodge has been so well assimilated by the whole, that this body of 19,000 is as compact, firm and as thoroughly under control as a division of the Regular Army. Another grand element of strength is the fact that there is no aristocracy in the Order.

It must not be thought that all has been clear and smooth sailing with the Brotherhood of Firemen; this great result has been won by years of incessant labor by earnest, determined men, with confidence in themselves and in the justice of their cause. Probably no organization has had a harder struggle for existence; it has experienced serious reverses; the year of its birth was the year of the great commercial panic. Born and nurtured in adversity, it has steadily worked its way to the front. In 1877 the country was agitated from Maine to California by labor troubles, and labor organizations received a severe check, and an unsettled condition existed for several years. "Seventy-eight" and "'79" were critical periods, and were years of anxiety for the safety of the Brotherhood.

Starting in 1873 as a purely benevolent institution, it developed into a labor organization in 1885, retaining, however, all of its moral and benevolent features intact. There are no State organizations in this Brotherhood. It is governed by a Grand Lodge composed of a Grand Master, Vice-Grand Master, Grand Secretary and Treasurer, Editor and Manager of the Magazine, Grand Executive Board of five members, and a Board of Grand Trustees, consisting of three members.

OFFICERS.

The first Grand Master was J. A. Leach, now residing in Kansas City; the first Grand Secretary and Treasurer was Wm. N. Sayre, of Buffalo, N. Y.; second Grand Master, W. R. Worth, followed in succession by F. B. Alley and W. T. Goundie (now General Manager of the New York Elevated Railway), and F. W. Arnold. S. M. Stevens, of Lowell, Mass., was, for several years, Grand Organizer and Instructor, succeeded in 1885 by J. J. Hannahan, of Englewood, Ill., who now holds that office in connection with that of Vice-Grand Master.

The present officers are: F. P. Sargent, Grand Master, Terre Haute, Ind.; J. J. Hannahan, Vice-Grand Master and Grand Organizer and Instructor, Englewood, Ill.; Eugene V. Debs, Grand Secretary and Treasurer, Terre Haute, Ind.; H. H. Walton is Chairman of the Grand Executive Board, Philadelphia, Pa.; W. E. Burns, Secretary, Chicago, Ill.; the Grand Executive Board is composed of J. J. Leahy, Philadelphia, Pa.; W. H. McDonnell, Scranton, Pa.; F. Holl, Minneapolis, Minn., and C. W. Gardner, Fort Dodge, Ia.

The circulation of the Magazine, the official organ of the Brotherhood is 26,000 copies.

BENEVOLENCE OUTSIDE OF THE ORDER.

Standing squarely on the broad principles of Benevolence and Human Justice, this Order has ever extended the helping hand and given counsel and assistance to the laboring man in his struggle for independence. The Brotherhood of Railway Brakemen owe much to the B. of L. F., and never in its history has the B. of L. F. opposed itself to labor organization. Remembering their own desperate struggle for existence, charity, sympathy and aid have been freely given to younger organizations.

Ever foremost in the battle for justice and right, it was the first to call attention to the imperative necessity for federation of railroad employes. The strike upon the "Q" has demonstrated the absolute need of federation.

GRAND MASTER SARGENT.

The following extract from the address of Grand Master Sargent, at Minneapolis, three years ago, covers many of the points in controversy to-day, and will be found interesting to the public:

The Brotherhood of Locomotive Firemen ask nothing that is not just; we do not want one penny more than we rightfully earn; we believe that our calling is one that should command good wages for faithful service, and we desire also that all our members shall render such service. We recognize the fact that our employer has certain rights that we, as employes, are bound to respect, and it is never our purpose to antagonize. Justice is our motto—justice not only to ourselves, but to our employer. I believe that if organizations of labor keep in mind that great principle, and are officered by men that are conservative, that are willing to work at both sides of a question and settle on a basis of equal justice to both employer and employe, and when the employer will be willing to treat his employe with that spirit of fairness which is due all faithful workmen, recognizing in them men of intelligence, capable of knowing right from wrong, that strikes and strife will seldom come, and if they do, it will be when every well-thinking man that has the true principle of manhood will endorse the organization struggling for its rights. I desire the members of the Brotherhood of Locomotive Firemen to so conduct themselves that when they go before a General Manager, Superintendent or Master Mechanic, they will meet with those courtesies due a manly man. I want General Managers, Superintendents and Master Mechanics to feel that they have in a member of the Brotherhood of Locomotive Firemen a faithful employe, one they can place confidence in, and when he comes to them in a respectful way, and lays before them a grievance, that they will give him a hearing and render him justice.

Our system of adjusting grievances is by arbitration, believing this is the only sure method of preserving harmony between employer and employe. If at any time we feel aggrieved, we make a statement of our grievance and place it in the hands of the Grievance Committee of the local Lodge. The chairman of this committee, through its secretary, calls the committee together, and examines into the merits of the grievance, and if considered just, the committee so reports to the Lodge with proper recommendations, and if the Lodge considers the grievance worthy of action, it orders the committee to proceed to adjust the matter. The committee then calls on the Master Mechanic and Superintendent, and in a gentlemanly manner lay the grievance before them, and if possible arrive at a satisfactory settlement. If the Master Mechanic and Superintendent have not the power, or show no disposition to treat with the committee, they go to the General Manager, from him to the President, and so on until all means have been exhausted to secure an adjustment. If they fail, they then send for their chief executive, and on his arrival, he, in conjunction with the committee, again uses all means within reason to effect a settlement. Failing again, it then lies in the power of the Grand Master to order the men to quit work, or, in more plain terms, to strike. Now, the Brotherhood of Locomotive Firemen have been in existence nearly thirteen years, and during that time we have not been involved in a single strike. We believe that the conservative stand that has always been taken, and the intelligence of the men that have been our leaders and committees have been the means of making this record. It has been said that firemen would never be recognized by railway officials in the adjustment of wages or the settlement of grievances. I desire to dispel any such opinion from the minds of all. During the last year we have had a large number of our committees wait on Presidents and General Managers, and in every instance they were cordially treated and received a satisfactory advance of pay, and the result is that firemen are looked upon by officials as men capable of reasoning, that they are qualified to go before a President or General Manager and discuss questions relative to their vocation better than men that are not following the same occupation, even though they ride upon the same engine.

The Brotherhood feels proud of its record, and it is our purpose to carry forward our good work in the same straightforward manner. We ask nothing of our employer but what is reasonable, believing that it is the policy of the railway managers of the present day to treat with their employes in a fair and liberal manner. It has been my experience, during the limited time that I have been connected with railroads, that most of the dissatisfaction that arises between employer and employe originates from the overbearing, tyrannical action of some petty foreman, ofttimes a Master Mechanic, and employes censure the officials, and sometimes affairs assume a serious aspect, when, if the employe would go to the proper authority—the President or General Manager—and lay his grievance before them, he would get immediate satisfaction. Ofttimes the officials know nothing of the existence of any dissatisfaction until they are informed that the employe has struck; then it is too late to present the true situation to the official, who, having had no intimation of trouble, feels greatly incensed at the action of the employe, and immediately turns against him, when, had the facts been presented to him, the foreman or the petty boss that caused the dissatisfaction would have been looking for employment, while the employe would have had justice. There is only one way to adjust our grievances, and that is by a careful statement to the proper authority. Then, if we fail to obtain satisfaction, we can feel that we have done our duty, and the responsibility rests with employer, not employe. During the past few months we have observed in many localities troubles between employer and employe. The cry has always been, Labor fighting capital. Capital is not the enemy of labor; it is not capital that labor is opposing; it is the monopolist, and such a monopolist grinds down the laboring man to starvation wages in order that he may enrich his own coffers. Labor is the creator of capital, and as such there can be no strife between them. It is the monopolists that control capital that antagonizes the laborer, and compels him to work for scarcely enough to keep his family in food; and it is those monopolists that to-day have capital bound in chains and separated from its creator—labor. For years laboring men have been subject to reductions in wages until, in many instances, the amount of their daily earnings would scarcely buy food sufficient to sustain life. Men of liberal views have observed this state of affairs, and many of our great thinkers have examined into this question, and, becoming convinced that it was wrong to allow their fellow-men to be trodden down by a class of men that have only one ambition, and that is to control all the capital of the land, have organized for the purpose of getting for the laborer, the creator of the vast wealth of this country, a reasonable day's pay for a reasonable day's work; not to antagonize capital, but to ask that he who creates the wealth of the land shall have at least enough to clothe and feed his family and live in a respectable little home. To be sure, there have many things occurred during the past few months that have caused some of these organizations of labor to be looked upon with suspicion, and there are many that stand ready to condemn them. But let us not be too severe; we have all made mistakes, and we should always be willing to concede to others what we ask for ourselves—charity; and let us be charitable to those that during the past year have been involved in difficulties with their employers.

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.

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.

Switch engineers to receive three dollars and firemen one dollar and eighty cents per day, of twelve hours or less; all over twelve hours to be paid, the engineer thirty cents per hour and the fireman eighteen cents per hour; except in Chicago and Kansas City yards, where ten (10) hours or less will constitute a day's work, at $3.00 for engineer and $1.80 for fireman per day; thirty cents (30) for engineers and eighteen cents (18) for firemen per hour for all over ten (10) hours. Any fraction of thirty minutes, or over, shall be counted one hour.

They shall have regular engines, and shall not be taken off to give work to extra men.

Article X.

Where engineers and firemen are compelled to double hills, they shall receive one hour's pay per double, at the rate of forty cents for engineers and twenty-four cents for firemen.

Article XI.

Hostlers shall be paid at the rate of two dollars and forty cents per day; twelve hours or less to constitute a day's work. All over twelve hours to be paid at the rate of twenty-four cents per hour.

They shall not be required to knock fires.

Hostlers to be provided at all terminal points.

In all cases where engineers and firemen have to watch their engines, they shall be paid at the full rate per hour.

Article XII.

Section 1. Engineers and firemen taking light engines over the road, or dead-heading over the road on company business, will be paid passenger rates; and where light engines are taken over the road, a flagman is to be furnished.

In case engineers or firemen are to attend court, or on any company business, engineers to receive four dollars per day and expenses, and firemen two dollars and forty cents per day and expenses.

Sec. 2. That no engineer or fireman be required to pull any train without a conductor, or a man to take charge of said train.

Article XIII.

Engineers and firemen will run, first in, first out, and, as far as practicable, on their respective divisions; and where engines are pooled, not to be governed by train department.

Article XIV.

Rights to regular runs, when ability is equal, will be governed by seniority. Engineers and firemen having regular runs up to the Agreement of 1886 will not be affected by this Article.

Article XV.

No more extra engineers or firemen will be assigned than is necessary to move the traffic with promptness and dispatch, and should any engineer or fireman feel himself aggrieved by the assignment of too many men, he can proceed as in Article I, but will receive no pay for loss of time.

Galesburg Division engineers and firemen will not be required to run east of Aurora.

Article XVI.

No road engineer or fireman will be expected to do regular yard work at terminal stations. In the event of their being called upon to do said work, the engineer shall receive forty (40) cents per hour, and the fireman twenty-four (24) cents per hour.

Article XVII.

No fines shall be assessed against engineers or firemen.

Article XVIII.

That engineers and firemen and their families be given transportation when applied for, and that some arrangement be made to pass Brotherhood men over the road.

Article XIX.

Section 1. That where time is not allowed, the Master Mechanic shall cause the trip report to be returned to the engineer or fireman sending it in, stating why the time is not allowed, as soon as practicable.

Sec. 2. All officers, engineers and firemen will observe strict courtesy of manners in their intercourse with each other.

Article XX.

All road engines will be provided with cracked coal suitable for firing, and the company shall do all outside cleaning, and where engines are pooled, the company to do all the cleaning.

Article XXI.

Engineers and firemen shall not be required to go out when they need rest, and they are expected to judge for themselves whether they need rest or not.

Article XXII.

It is understood that there will be no more examinations or tests, except such as are agreed upon by the General Manager and the General Grievance Committee.

Article XXIII.

That on the adoption of this schedule, it shall be kept posted in a conspicuous place in all register rooms on the line of road.

All previous schedules and contracts shall be considered void.

(Signed) S. E. HOGE, Chairman Engineers.
J. H. MURPHY, Chairman Firemen.

It will readily be seen that the engineers and firemen request that the compensation be fixed by the mile, as that is the method adopted by nine-tenths of the railroads in the United States.

The Burlington officials have said that this compensation was sought by the Brotherhoods without regard to other conditions or circumstances. This position of the company will not bear inspection. For instance: in cases of high-class runs which they have cited, taking only a few hours for the trip, engineers and firemen have been compelled to care for their own engines; in fact, keep up the repairs of the engine, thereby saving to the company the cost of a hostler, and keeping the engine in constant use without the aid of the machinist. It was not sought by the Brotherhoods to create these high-class runs; on the contrary, the desire was to do away with them. Article XI. of the foregoing schedule plainly says that hostlers must be provided at terminal points, and where absolutely necessary for the engineer and fireman to perform this duty, that they be paid the full rate per hour. It was evidently the desire of the men to force these so-called high-class runs off the schedule, while the company desired to retain them. It is also seen that while the Brotherhoods asked for compensation according to the miles run, the trip pay could still have been continued, providing that the company did not require them to do the work of roundhouse men and machinists. The only question involved here is, that this company should pay as much per trip of equal length as is paid by the other important lines of the country. If the desire had been to pay the men honestly and fairly, it was immaterial whether the compensation be by the trip or mile. To illustrate: If a passenger engineer runs one hundred miles, this schedule calls for three dollars and fifty cents. This rate is paid by the C., R. I. & P., A., T. & S. F., Wabash, and in fact ninety per cent. of the great railway systems in the United States. The Burlington, not desiring to pay upon a basis that would make a fair comparison of wages with those of other companies, abandons the mile schedule, and simply says: "We will pay you three dollars for the trip;" in other words, three cents per mile for the same service for which other roads pay three and one-half cents.

It is true that the Brotherhoods have demanded in this schedule "a considerable average increase of pay," but the public must understand that they did not demand this increase from the Burlington over what is paid by its competitors in business. Had the Burlington conceded this increase of pay, it would only have been called upon to pay precisely what its neighbors and rivals have been paying for years. A large average increase of pay must be made before the employes of this road are placed upon an equal footing with those of other roads. For many years the Burlington road had the advantage of a first-class equipment of enginemen at rates of pay far below what its competitors have been compelled to pay for the same service.

In strict justice, these men might have demanded restitution, but they only asked for honest treatment in the future. They did not ask for the abolishment of classification based upon merit, age or experience. The proposition is substantially this: If an engineer is compelled to pull the best train on the Burlington road, he should have the best pay. It is not material whether he has been an engineer one year or ten years—competency alone is the requisite.

When the company places a man in charge of one of its great express trains, and intrusts to his skill and judgment the lives and property of its patrons, by that very act it certifies that he is a first-class engineer, and entitled to receive pay accordingly. A first-year man is not necessarily a man of inferior ability; the company would not risk its own property and reputation, nor would the public risk their lives, with third-rate men. Why, then, should the company insist on paying them third-class wages? It is injustice, imposition, and avarice! The man who is able to perform the work of a first-class engineer should receive first-class pay, whatever that may be; and he is a slave who accepts less.

On the other hand the company takes this position: It places a man in a position which requires at his hands the skill, knowledge and ability of a first-class engineer. The first year it pays him much less than a first-class engineer's wages; the second year it slightly advances his wages, but still keeps them below that of the first-class; the third year he is paid their highest wages to an engineer (which is still less than that paid by other roads), having done the same character and quality of work for three years. The result is that the company is continually gaining from the men who are in their first and second year's service a large per cent of wages. It thus gains all the percentages in this scheme, because a number of men who work the first or second year do not remain long enough in the employ of this company to be entitled to the wages that are paid to the men who have served their third year. These first and second year men who resign to accept better positions on other roads, enter other occupations in life, or are crippled, killed, or discharged by the company, are replaced by other first and second year men, and the company is thus enabled to keep a large percentage of employes at greatly reduced rates of wages. No objection could be offered to paying those who had been employed on the road a long time an extra gratuity if so desired, nor could complaint be made if, in its generosity, the company wished to pension men who had served it faithfully a number of years; but when this gratuity (?), this generosity (?), is only a small portion of the sum stolen from the same employes, the men were only human and failed to appreciate the kindness intended.

One of two things must be true: either that the engineers were first-class men entitled to first-class pay, or that the public was deceived when it was asked to travel upon or risk property on trains run by second and third grade, and, consequently inferior men. The latter could not be maintained by the company. Every General Manager in the Western country knows that the Chicago, Burlington & Quincy road was equipped with first-class men in these departments, second to none anywhere. This is clearly proven by their general eagerness to re-engage the former employes of this company. Mr. Jeffrey, General Manager of the Illinois Central road, and Chairman of the General Managers' Association, stated that in the future all vacancies upon his line would be held for the ex-employes of the Burlington road. Nor is Mr. Jeffrey an exception in this matter; the C., R. I. & P., C., S. F. & C., C. & N.-W., C. M. & St. P., Wisconsin Central, M. & N. W., C., A. & St. L., together with the Eastern lines, are rapidly receiving these men into their employ.

What has been said in relation to the engineers applies also to the firemen, because upon all the roads the fireman's wages is based upon those of the engineer, and he receives from fifty-five to sixty per cent of the wages that is paid to the engineer; therefore, a shaving down of the engineer's pay means also a shaving down of the amount paid to the fireman, so that on all sides the peculiar system adopted by the Burlington road robs both classes and enriches its own treasury.

In the circular issued by the company it says: "The company reserves the right to ascertain by whatever examinations it may think advisable, whether its employes of all classes are capable of fulfilling the duties they undertake, and the public also demand that the railroad company shall take every precaution to employ only those men who can safely perform the work entrusted to them." This was one of the main points at issue. When the company had made such examinations, and found that an engineer or fireman was capable of taking charge of an engine, and that he was competent to fill the company's obligation to the public, what right, in justice, had they to ask that the man accept a lower grade of compensation? He performed the same service rendered by the older men, or those who had been longer on the road, and, in justice, should have received the same pay. If sent out on freight runs, he performed harder service, and a service that required skill and judgment equal at least to the passenger engineer, and should have been paid accordingly in strict sense of justice and equity.

The question now arises, had these men just cause to complain? Were the engineers and firemen of the Burlington road seeking to take any undue advantage of that corporation? Were they as well paid as the employes of other roads performing similar services?

We invite the attention of the public to the following comparisons:

On the "Q" road there is a round trip between Rockford and Aurora which is made twenty-six times a month by the engineer.

On the North-Western road there is a round trip between Rockford and Chicago which is also made twenty-six times per month.

The North-Western round trip is twenty-two miles greater than the "Q" round trip. The North-Western engineer travels 572 miles per month more than the "Q's" engineer.

At the rate of compensation asked by the engineers—viz: 3½ cts. per mile—the North-Western road should only pay $20.02 per month to the engineer on the Rockford-to-Chicago trip greater than that paid to the "Q" engineer who runs on the Rockford-to-Aurora trip. But the fact is that the "Q" road pays its engineer $104 per month, while the North-Western pays its engineer $175. The "Q" engineer holds just as responsible a position as the engineer on the North-Western. He has to cross three intersecting roads in the making of his trip, and, in addition to his work as an engineer, the labor of hostling or caring for the engine is imposed upon him, while the engineer for the North-Western is not obliged to care for his engine. The latter's work begins when he jumps on the engine at one end of the trip, and ceases when he delivers it at the other end.

The engineer on the Sterling Branch run draws $84.10 for ninety-eight miles. He stops in Rock Falls six hours, and takes care of his own engine. The engineer that runs the Batavia and Geneva accommodation receives $87.10, and the Chicago & North-Western pays for like runs $96.20, the distance being two miles greater on the Chicago, Burlington & Quincy.

The reason we ask more pay for the branch runs is to compensate the men for the extra work done on account of the engineers having to do the work of a machinist.

The engineer on the Rockford way-freight runs nightly (twenty-six nights constituting one month), for which he receives $56.00; fireman, $35.00 per month.

The engineers on the fast mail, Chicago, Burlington & Quincy, 125 miles per day, receive $97.50 for twenty-six days' time. The engineers on the Chicago & North-Western, for the same service, receive $120.00.

The runs on the main line of the Chicago, Burlington & Quincy, 125 miles per day, thirty-five days per month, amount received, $131.00. On the trunk lines out of Chicago, for the same service, the engineers receive $161.00.

The engineers on the Buda and Vermont Branch of the "Q" line, 188-3/10 miles per day, twenty-six days constituting one month, receive for same $125.50. The Chicago & North-Western Railway pays for like service $181.00.

We desire further to state that no first-class engineer on the Chicago & North-Western receives less than $96.20 for twenty-six days' work, if ready for duty.

The Rock Island road pays its engineers on all of its passenger trains $3.60, and its firemen $2.15 for the 100-mile run.

The Quincy road only pays $3.50 for this same run to the engineers on a few of its heaviest trains—like the Kansas City one—and on all other trains it pays only $3.37½. It only pays its firemen $2.00 when with the engineer who is paid $3.50, and $1.90 when with the engineer who receives $3.37½.

The Rock Island road pays $4.15 for a run of one hundred miles to its freight engineers, and does not require them to act as hostlers for their engines.

The Quincy road pays its freight engineer on the 101-mile run from Galva to New Boston $3.75. This run is on a branch road, and the engineer is compelled to do hostler's duty for his engine at both ends of his run.

Let us compare two short runs: The first is on the Chicago, Milwaukee & St. Paul road. The round trip between Chicago and Elgin is seventy-four miles, for which the engineer is paid $3.70. The engineer has full control of his time every second day, and has not to act as hostler for his engine. The second is on the "Q" road. The round trip between Chicago and Aurora is seventy-seven miles. The engineer is paid $3.35. He has to "hostle" his engine, and his entire time belongs to the road. Some days he has to be under the orders for eighteen hours per day.

Complaint is made in the road's circular because we asked that "Galesburg Division engineers and firemen be not required to run east of Aurora." The idea sought to be conveyed by the company is that this request is unreasonable, and calculated to impose greater expense on the road. The fact is that compliance with this request will not impose one cent of extra expense on the road. No objection has been offered to running the engines through from Galesburg to Chicago. The change of crews—engineers and firemen—at Aurora will not increase the company's outlay. There are about 300 of the engineers and firemen who live in Aurora. Many of these men own homes; some of these homes, however, are not entirely paid for. If they are compelled to run from Galesburg to Chicago and return, they would have to sacrifice their property, and remove either to Galesburg or to Chicago. They ask that the crews be made to run on the one end of the route only from Chicago to Aurora and return, and on the other end only from Galesburg to Aurora and return. If we were paid on the mile system, the change of crews would not cost the road one cent.