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eight letters of recommendation for Brothers who were in search of employment, and every one met with success, much to the credit of the Order.

We made application to two different railways for rates on furniture for one of our members whom we wished to move to another state while we were helping him in his sickness and misfortune. We tried to make life as pleasant as possible for him. We made this application under the "Charity Act" but were not successful. The answer was that the Interstate Commerce Commission would not allow these movements under the law. But through the donations of the members behind the Council, the goods were sent to their destination. One more member was made to believe that there was charity among the members of his organization, even though we could not strike a chord of sympathy in the men who are appointed to some of the highest positions of trust in our nation by the supreme ruler of the only nation under the skies where each person is the equal and on a level with his neighbor. Some of us are born to rule and are members of destiny, but cannot all of us, in some way, show that we are here for a purpose and keep in touch and advance with other kindred organizations in the railway service?

Brother Newton's recommendation for representation in the Grand Division looks plausible, as regards the General Committees electing the delegates to represent them in the Grand Division. While I think it could be easily applied on large systems of railways, on smaller roads where they have no General Committees, how would they be represented? I have always held that the time for district representation would come after we had a permanent meeting place for the Grand Division. Now, while I do not want to make any recommendation that would deprive the conductor or his family of the pleasure of attending sessions of the Grand Division at different points in the states and territories, the subject has drifted down to a business proposition at the present time, pure and simple, and I hold that when we can get together and decide upon a permanent meeting place of sessions of the Grand Division, then we can decide as to representation therein.

I will have a few recommendations in the near future, which I hope will not be too lengthy for publication in the CONDUCTOR, and I think that everything relative to the Order in this vicinity is progressing smoothly, so far as reports received show. Chicago, Ill. F. D. SUGHRUA.

EDITOR RAILWAY CONDUCTOR:

I wish to say, through the columns of the CONDUCTOR, that I was a member of the Railway Conductors' Protective Association, Detroit, Mich., for eleven months, when I

lost my position with the Illinois Central railroad. I wish to say, for the benefit of Brothers who now have positions, take advantage of this opportunity for protection. I have this day received New York check for $500 from Brother W. J. Ross for my claim in full; less than thirty days from time my claim was sent to Brother Ross. Now, Brothers, don't be asleep when misfortune comes.

I think the Conductors' Protective Assocaition one of the grandest on earth. Newbern, Tenn. J. N. HICKS.

EDITOR RAILWAY CONDUCTOR:

Railroad men, keep an eye on the Manufacturer's Association. Since the fore part of 1908 they have been fighting the railroads for the increasing of freight rates, and now they are going before the tariff committee of Congress and pleading for an enormously high tariff for the purpose of robbing the people by placing unreasonably high prices upon their products. This appears to be a case of hog combine. Why should this organization plead and gain their protection, and at the same time try to dictate what railroads shall do, when the roads are owned by millions of stockholders, and the consumer pays the freight bills. They are trying to force railroads' wages down and make the railroad men and their dependents pay more for their products. Is there any justice in that? Why should not the brotherhoods give battle to this organization and warn them that if they take the protection from the railroad men that we will retaliate by forcing their protection from them. My article on state and interstate legislative committees would be very good in this case if they never had another, for if that organization was muzzled, the railroads would not have any trouble to raise their rates. Notice what power this Manufacturers Association has. Combine business and raise prices (which the railroads have been prevented from doing), demand enormous protection at the expense of the consumer, and want to dictate what railroads shall do; advocating and asking the government to spend millions of dollars on an inland waterway for the purpose of creating competition with railroads, while railroads have to pay all their own expenses. It seems unfair for the government to assist transportation by water and not by land, while the latter is, and always will be, the greatest factor in building up the country. If they accomplish these things, what will they want to do next? I suppose they will force labor to a dollar per day or close up the mills until labor submits to their dictation. Some may say railroads are making money, paying interest and dividends. Yes, but how? By reduction of force, making no improvements, only what they are forced to do, and

only necessary repairs. How long can railroads be run on this plan? It is time to wake up, Brothers, for there is danger ahead. Some of these manufacturers pay their salesmen larger salaries than the railroad superintendents receive; compare the responsibility of the two, and what will be your decision on who is worth the most money? Such organizations as this one are doing more for socialism than anything else in this country. Why does not the same rule apply to manufacturers that applies to railroads as far as combination and fixing prices are concerned? Railroads are forced by public sentiment to spend millions of dollars to locate a station here, to protect a road crossing there, safety signals somewhere else; there are thousands of these cases, and all require large sums of money. There is not a town along a railroad but what is benefited, as they have to buy light and heat, increase the value of land, and pay taxes. Let us see if we cannot study up some plan whereby the yoke may be made easier for the business in which we are interested. In New Jersey, the railroad tax pays the public school expenses of the state. If the people want the railroads to do these things, they should allow them rates to do it with and improve their property. W. W. GASKILL.

Camden, N. J.

EDITOR RAILWAY CONDUCTOR :

I presume the readers of the CONDUCTOR think there is no such Division of the O. R. C. as Oklahoma Division 476, but I wish to inform them there is such a Division, and it is located in one of the best cities of its age and size in the United States, and that is Oklahoma City, Okla. Division 476 is small in number of members, but we are struggling along the best we can, getting a new member now and then, and what we do get are A No. I men. Business on all the lines out of this city is very good, and all regular men are making good time, and the extra men are doing very well. The heavy rains of last May and June, also considerable rain since then, has caused several work trains to be put on, which helps out in the way of giving the men employment. We have all done very well in the state of Oklahoma, regardless of the cry from a few whiskey heads that prohibition would kill all the business. And I wish to say that I cannot agree with Brother El Burlon on the drink question-I am from Missouri, and he must show me. Whiskey has been the downfall of many a good railroad man, and just for the reason they could not withstand the temptation when they got where it was. I say keep it out of the way, and I cannot see why any Brother would advocate placing the temptation before the Brothers.

I see the communications in the CONDUC

TOR are getting ripe in regard to district legislation. I believe I was one of the first who advocated district legislation, and I have not seen anything as yet that leads me to change my mind. I believe more and better legislation can be done with forty men than can be done with 500 men. No one president or chairman on earth can handle 500 delegates in any one room and keep order. I can see but one objection to district legislation, and that would be in the election of our grand officers. Some might say it would give a certain set of delegates a chance to elect their man for President, etc., and right here I wish to say that I do not approve of our President or our salaried officers being elected by delegates at Grand Division. I believe our President and probably all salaried officers should be elected by district vote of the members in good standing. I believe every member should have the right to cast his vote the same as he has for President of the United States. Now, some Brother is going to get up and say this could not be done, but I am here to say it can be done and done legally, and it would not be necesIsary for the members to be at any regular meeting to do this, and I hope to see the day it will come to this. I may be wild on this, but I believe we all have the right to express our opinions.

Now just a few words on the Home, or to help out the old conductor who is needy. I do not believe we all understand the matter alike. I never have thought that a Home was ever intended for any Brother, only he who had no home, or one worse than none, and I think that was the intention from the first. I think any right minded person would not expect a man to leave his home and family, as some seem to think. My idea has only been a Home for those who would prefer it instead of taking a certain allowance and remain where they pleased. But, Brothers, let us do the best we can for them, and probably the pension system would be the best for all. Of course, we all admit that a man who has been in railroad service for twenty-five to fifty years, with ordinary good luck, has taken care of his earnings, as he should have done, would need no help from any one. But the fact is, many have not done this, and no one knows this better than the old man himself who is now asking for help and is needy, and it don't make the old fellow feel any better towards mankind to have someone tell him what a fool he has been all his life, in every Journal he picks up, and I hope the younger generation of railroad men will do differently, but I venture to say he who lives twenty-five or fifty years from today will find railroad men more or less in the same condition as today. I saw something some time ago in the CONDUCTOR in which some Brother made

the statement that railroad companies, as a general thing, take care of their old, broken-down conductors by placing them in good, easy positions after they had to give up running a train. Now, in the first place, railroad companies do not have any very good easy positions that an old, brokendown conductor can fill, and if they do have and the general superintendent or general manager felt disposed to give it to the old conductor, it is not always the case they could do so, for there are times when

they give their old, worn-out conductors. I will mention one or two. They sometimes try the old man as a depot master. Now, we all know that outside of such cities as Kansas City, St. Louis, Chicago, and a few others, that a depot master is nothing more or less than a station policeman; he must be able to cope with all the drunks and thugs, be able to pick up a cripple or invalid bodily and carry them out of the waiting room into a train and vice versa (a good job for an old, broken-down conductor),

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JOINT GENERAL ADJUSTMNNT COMMITTEE OF THE SAN ANTONIO & ARANSAS PASS RY. Top row, left to right-W. H. Tolbert, Div. 697, B. R. T.; J. A. Wilson, Div. 399, B. R. T.; E. C. McGill, Div. 275, O. R. C.; C. S. Brooks, Div. 275, O. R. C.

Bottom row, left to right-J. A. Burnett, Chairman, Div. 399, B. R. T.; A. F. Whitney, Vice Grand Master, B. R. T.; L. E. Sheppard, 1st Viec President, O. R. C.; W. H. Dimaline, Chm'n, Div. 275, O. R. C.

general superintendents' and general managers' hands are tied to a greater extent than the employes know anything about, and if you will show me an old conductor who is not physically able to run a train, and who has a good, easy, paying job, given him by his company, I will show you a conductor who got that job before he became unable to run a train and has had good luck and sense enough to hold the job. Of course, railroad companies have jobs that

and then they have a night watchman's job for him at some shop, where he must touch the button every fifteen minutes from 6 p. m. until 6 a. m., just to see if he is awake. But the right good job they always have for the old man is watching some public street crossing, twelve hours a day, in hot sun or ten degrees below zero, pacing across the tracks from one side of the street to the other, trying to keep some focl driver and his mule team from committing

suicide, and he (the old watchman) is generally the first man who gets run over and killed. O, yes, the old conductor is lucky to live long enough to get one of those jobs, but I will be honest enough to say that I believe there are many officials who would be only too pleased to give their old employes good, easy, paying positions if they had them to give, and at the same time many of them feel that they have furnished us work and paid us for it, and feel that they are under no obligations to us when we can't cut the mustard, so there you are. Brothers, I note that some of you have considerable to say on the paid chairman. Some seem to think it is a needless expense. I do not think so, for I believe a paid chairman on any large system has its effect in more ways than one, but one thing, we expect too much of the paid chairman. Some expect impossibilities of him, and if he don't take up every little imaginary grievance at once without first investigating it, then there is a kick coming. In the first place, we should all try to avoid having a grievance, and a general chairman should be careful and know he has a good case before taking up official time by presenting the grievance. Railroad men, as a general thing, have too many imaginary grievances, and many grievances could be adjusted at their own home headquarters if they would go at it in the right way. But I say, for several reasons, keep the paid chairman, and my assessments to pay him go without a

murmur.

I wish to say a word for our official staff on the M. K. & T. system, and that is, we have one of the best in the country, from the trainmasters to the president, and I believe they have the confidence of all the employes.

I take considerable interest in reading the letters from the ladies, and in fact from all the correspondents, but I do not expect to see much more poetry in the CONDUCTOR after that class of writers got such a jolt as they did from Livingston, Mont. No doubt that correspondent will see a few comments on that letter in the next CON

DUCTOR.

Now, Brothers, who are old-timers, why do you not write something for the CoNDUCTOR, detailing some of your experiences in early days of railroading.

I think it would surprise some of our young men of today to hear about the old wood burners, arm-strong brakes, link and pin, and even three-link couplings, and still there are a few of us in the harness who used all those things and would like to see the brakies of today try to use what we did in those days.

There are many changes in our laws that should be made at the next Grand Convention, and I will speak later on about them. L. W. WELCH.

Oklahoma City, Okla.

EDITOR RAILWAY CONDUCTOR :

Americus Division 538 was organized August 30, 1908, with twenty-nine charter members, by Brother A. N. Kendrick, deputy of Macon Division 123, assisted by Brothers G. M. Bragg, A. W. Staley, R. Flaurney, S. R. Johnson, of Division 123, Brother E. L. Gary, of Division 313, and the veteran conductor, Brother G. W. Evans, of Atlanta Division 180. Brothers Kendrick and Evans are live enough oldtimers and true and loyal O. R. C. men. Division 538 is moving along nicely and we are glad to have a Division in the middle of our runs so all the boys can attend occasionally. We have a much better attendance perhaps than some larger Divisions. Only one or two of the Brothers have been in town on our meeting days without attending. We have about thirty-five members now, and a few more in sight. Our election of officers, held on November 22, was well attended.

There is a question we wish to give a little space in this, our first attempt at writing for print. Of course, conditions are different in the north and west to what they are in the south. It is the case here that a great many conductors are being made every busy reason, and a great many are promoted who have not had sufficient experience to make good conductors. The result is, we are not as well paid as we should be, and a great many are in search of employment. If we could influence legislation, such as would not be of the hostile kind, as has been of recent years, towards the railroad companies, and would make it compulsory that a man should have a given number of years' experience as a brakeman before being allowed to run a train, it seems to me it would be beneficial to both the conductors and the railroad companies. We, of course, would gain in compensation for our services, and in the fact that we would have some assurance of holding our positions. There are those of us who have worked long and hard to gain our positions and yet have no assurance of holding on for any length of time. The responsibility of the conductor is being increased more and more every day. The railroad company would gain and be profited by this in improvement and efficiency in the service. If such a law were passed and made national, a man going into the service would do so with the full knowledge before him that he would have to serve, say three or four years as a brakeman before he could expect anything at all. Then he would appreciate his position and give his employer and his Order the very best service at his command. We would be glad, indeed, to hear from others on this subject. The editor might make some comment that would throw considerable light on this for us. There is a law that requires

a man to have four years' actual experience before being allowed to run an engine, why not apply the same rule to the conductor? His responsibility is just as great as that of his engineer, and if anything, greater, and why is it necessary, or where is the justice for the engineer to receive from fifty to seventy-five per cent more pay than his conductor, and have the protection of a law to give some assurance of holding his position, which his conductor cannot have and enjoy? I cannot see it. Let us get this before the next session of the Grand Division and see what we can do.

Some of the Brothers think every two years is too often to hold the Grand Division. I do not think so, for if we can get the matter above referred to before the next session and get it through the national Congress successfully, we will all be well paid for the trouble and expense of several sessions yet to come. Let us hear from the Brothers in different parts of the country on this subject. E. PLURIBUS UNUM. Americus, Ga.

EDITOR RAILWAY CONDUCTOR:

I was very much amused at the last issue of the CONDUCTOR and its write-ups on different subjects. The editorial on the "Council" and the letter of Brother F. D. Sughrua on the same subject, I would like every Brother of the Order to read. Division 41 has withdrawn from the Council. To Brothers C. A. Pinney and F. D. Sughrua should be given all credit for the success of the Council. Now I want to say very plainly to the delegates of the coming convention, it is up to you to make this Council a further success and make it national. (Brother Editor, no personal sarcastic reflection on you or the present administration.) If the employment bureau idea is right, and I claim it is right and a good thing for the poor rank and file, and Brothers Pinney and Sughrua, with a few others whom I can mention, have proven conclusively by results obtai d that it is right, then let us consider why the Cedar Rapids plan failed. Brother Editor says it was under the immediate charge of the Grand Chief Conductor. He certainly, if he cares to, can say why it was a failure. Now the individual efforts of two noble Brothers, with love of fellow man and the Order in their hearts and a paltry $200 from four Divisions of the Order, have given the poor rank and file a very conservative money consideration of at least $10,000 in the past year. What consideration could be given to have over 500 more Divisions contribute to it. Brother Welch calls Brothers Pinney and Sughrua the Chicago "Easy Marks." Brother Welch, about 800 O. R. C. men here in Chicago call them "God's Noble, Kind-Hearted Men." Now a word to the delegates: These Brothers have proven to you conclusively that a bureau is

a success, now appropriate enough out of the General Fund of the Order to finance The these Councils through to success. delegate for Division I can be appealed to to explain any details you may wish to be enlightened upon. Division I practically financed a big share for the Council the past year, and it ought to be re-imbursed by the Grand Division for the expense incurred by sending her Chief Conductor to Washington, D. C., to save us our privileges of transportation. We hope to see our delegate get the Division re-imbursed by the Grand Division for what should be born by the Order at large and not by one Division alone. We have a hen setting on $750, and are looking forward to a bright, prosperous year. We want to see the Order make such strides in the coming years that you will feel prouder of it than ever. We certainly look to see it given greater recognition than the most sanguine ever pected. You knockers, throw your hammers ten miles out in the lake and let the waves and their roar be the audience of your boisterous kicks.

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Many thanks to Brother Newton, of Buffalo, N. Y. I think you have started Brother Petty, of Kansas City, right.

The district representation idea is the proper one. This pleasure, clam bake, blue fish dinner, sight-seeing trip called attending Grand Division might be considered proper under the ante-Rochester platform, but under the present platform, backed by a million and a half dollars, business plans must be devised and carried out. I do not know but an increase of administration officers (our Council idea anticipates some), elected by the Grand Division, is necessary to help carry on the work of the Order. There are several more ideas in reference to the good of the Order that I will spring in my next.

I would like to have Uncle Billy answer this question. Billy-rame your price, I do not expect any Brother to work for nothing-what appropriation will be sufficient for you (meaning yourself and other Brothers in your locality) to operate a Council in Kansas City? Brother Newton, answer as to Buffalo. When I see the results of pleasure and happiness given by the Chicago Council, the idea must be carried out nationally, and I am willing to see the Grand Division donate the interest on the $200,000 Protective Fund to run this bureau. Put it under supervisory control of the Grand Division or its administration, but foster and urge the idea and let the delegates to Boston do something; let them feed their gray matter with all kinds of sea fish and see if they cannot do something for the rank and file of the O. R. C. in proportion to what two Brothers and their assistants, called the Chicago Council, did in old 1908. "MURAT." Chicago, Ill.

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