In order to get endowment insurance we must start in at an insurable age and pay the rate our age would require in accordance with the American table of mortality for our risk and in addition thereto a sufficient amount more so that if this money is placed at compound interest it will amount to enough at the end of a stated number of years to pay to us the face value of our policy. It seems to me if we would give the matter a second thought, we could plainly see that it is not possible to use the interest of our investment annually and at the same time have it accumulate for our use in old age, and that if we wish to use the interest annually we must of necessity have a large amount of money per capita in order to meet the requirements of paying off our old policy holders at a stated age. I am a firm believer in endowment insurance and carry all of it I can pay for. I also know that any Brother who can pass a medical examination can get it as cheap as though he were working in any other occupation, for in the past four years besides running an engine, I have written in the neighborhood of $100,000 worth of endowment insurance for one of the very best old line insurance companies, and most of it has been written upon the lives of railroad men. After giving the matter a great deal of thought and talking with men much better posted than myself, I cannot see where our insurance can be changed to benefit the old members without giving the main part of the B. of L. E. a hard body-blow. Our old members have always got just what they have paid for and are still getting it. Our insurance is compulsory for new members and they have to pay the same rate as the oldest members, even though their expectancy of life is a score times longer, and in my opinion, if we undertake to load onto these young men additional expense to formulate a plan to pay off men who never contributed to that fund, we will find these fellows will be very reluctant about joining us, on account of the injustice it places upon them, when oftentimes they have fami lies of their own to support and perhaps an endowment policy they might not be able to keep up on an extra runner's salary, if a more expensive plan of insurance was compulsory in our order. At our last convention the indigent fund was made a permanent law of the B. of L. E., which provides for a stipulated amount to be paid monthly to destitute and wholly dependent members, which, in my opinion, is the only way we should be expected to make donations for charity, for under this plan we help those only who are objects of public charity. The great trouble with too many Brothers is they seem to think the B. of L. E. owes them something, which is entirely wrong. I will venture to say that there is not a man who belongs to the B. of L. E. today but what has received 100 per cent on every dollar he has paid into the order. I know I have and I have paid everything that has come along since February 1, 1888, and have never asked for nor received any special privileges either. Brothers, remember ours is a labor organization and among other things we are combined together to obtain justice for ourselves in the way of treatment and a reasonable compensation for our labor, sufficient to not only provide comfortably for ourselves and family in health, but also enough so that some preparation can be made for old age. I believe in being charitable to the worthy needy. I also believe that self-preservation is the first law of nature, and if the B. of L. E. has provided the way and we have not taken advantage of it by being true, sober, just to ourselves as well as others, and lived a moral life, I cannot see where the order is in any way responsible for our condition, nor could be expected to furnish a home or finances for our support in old age; and I believe it is wrong to lead any one to believe that this can or will be done, for if we had many millions of money, we could not supply all who would ask. Moral: Brothers, look out for your own finances. Fraternally yours, HENRY H. TINKHAM, Div. 176. The Size of It. (Author Unknown.) Up in the morning and work all day, Next week, too, it is just the same- Spencer, N. C., March 6, 1905. Agitation for a Union Prior to 1863. ROCHESTER, N. Y., March 17, 1905. EDITOR JOURNAL: It is generally conceded among the railroad engineers that Wm. D. Robinson was the first man who made an effort to start the B. of L. E. If he was, it wasn't generally known at that time that there was a meeting of engineers held at Sprague's Hotel, in the city of Rochester, about the middle of May, 1863, but there had been a meeting prior to that, east of Rochester, on what is now called the N. Y. C. & H. R. R., but it was kept very quiet out of fear that the company would find out what they were doing and they would get discharged. To prevent the company from ascertaining who the ringleaders were, they got a large sheet of paper and struck a circle and signed their names. Who they were or what they did after that I was unable to learn, but I have a vivid recollection of the meeting which was held at Sprague's Hotel, and can give the names of some of them who were there. Of those who have gone to their long home were David Perry, Hezekiah Glenn, Cyrus Kinney, Charles Thomas, Henry Case, Sanford Hartman, Joseph Hoffman, William Harrison, Joseph Harrison and others. The only one living besides myself whom I can recall is David Perry, who is 86 years old. He is hale and hearty, and looks very young William D. Robinson didn't attend that meeting, and I think he didn't know there was to be one. I think that Cyrus Kinney had more to do in getting the oldest engineers there than any one else, as he did most of the talking, and it was in his house where the charter members of Div. 18 were initiated; and we all did our share of smoking, drinking and telling how fast our engines could run, for they belonged to us at that time, but there has been a big change in 42 years and I think that the companies own them now. No one called the meeting to order, and every one stood in fear of being discharged if he took an active part. At this time the N. Y. C. to Albany was divided into six divisions, and the engineers were discharged for the least provocation, without giving them the satisfaction to know what they were discharged for. An engineer by the name of Blood was discharged, and he went to the superintendent, Wm. C. Young, and said: "Will you be kind enough to tell me what I am discharged for?" and he said: "You are discharged, are you? Well, that is conclusive evidence that the company doesn't want you." Mr. Blood was a nice man and a good engineer and no one could say aught against him. From 1852 until the B. of L. E. started the engineers had a hard struggle, everything to contend with-small pay, long hours, and no one to appeal to for redress; but it was the hardships the engineers endured for ten years that brought the B. of L. E. into existence. At that time the superintendent and the master mechanic had trying times as well as the engineers. They saw that the time was coming when the company would dispense with some of them, and each one was trying to outdo the other in order to hold his job, and the one who could get the most work out of the men for the least pay was the best man. But the B. of L. E. has wiped out all those old contentions, but it required men with backbone to do it-men with energy, perseverance and determination to accomplish what they undertook to do, and today we stand head and shoulders above any organized labor institution in the world. We will give Brother Robinson credit for what he did, but its future success at that time depended wholly on the action that was taken by the old members. Do the younger members of today realize that fact and stop long enough to give it a thought? If they would, I think there would be more in favor of doing something for the old members, especially those who took an active part in starting their own Division, for their pay was small and expenses heavy. If the Brotherhood wants to show any recognition for what the older members have done, let them grade them off from 63 to 68 years, giving those who have been in the order thirty-five years the preference, for they are the ones who helped build the foundation for the B. of L. E. to stand on; and our departed Grand Chief, P. M. Arthur, was one of them, being elected shortly after Grand Chief. He constantly advanced the interest of the order from year to year until it became one of the grandest and most respected institutions in America. To him we owe a debt of gratitude we only can repay by reverence of his memory. I was glad to see an article written in the March JOURNAL by J. F. Freenor, which I heartily approve of, if he will exempt the members from paying the $20 on assessment who have been paying for the last 35 years and are out of employment. Now, Brothers, don't get old; if you do, your turn will soon come to be placed on the retired list. After devoting your whole life since the B. of L. E. started, paying all dues and assessments for its welfare, you will be debarred the same as we are from holding any lucrative office. Is that brotherly love? If it is, I know I am getting my share. "Well," some Brother will say, "you're not in active service." With due respect to our Grand Officers, I will say they act for all the Divisions, why shouldn't we be allowed to act for our own? Then we would be on equal footing with them and in active service with them. Must we be Pleasant Relations on the N. Y., O. & W. Ry. NEW YORK CITY, March 30, 1905. EDITOR JOURNAL: As I turn the leaves of the JOURNAL and read the letters published from different members of the B. of L. E. in reference to the harmonious relations existing between railway officials and members of the Divisions, I am prompted to write and ask permission for a little space to devote to the subject of the N. Y., O. & W. Ry. officials and the members of Div. 292, located at Middletown, N. Y., where the writer has the honor of having his name enrolled upon the roster. In the first place, the Division is composed of men who are true and loyal to each other. Strife, factions, contentions and bitter denunciations are not heard among its members. If one of the Brothers is in trouble, he has the consolation of knowing that when he is greeted by another it is with the salutation of sympathy and a hearty shake of the right hand of true fellowship; and this is what makes the Brotherhood a reality. The attendance at the Division meetings is as good as can be expected, aside from the writer, who, being out of town on meeting days, is often deprived of the pleasure of meeting with his Division. Complaints against officers of the company are rarely heard, and there are scarcely ever any to be entertained. Whenever there is a punishment to be inflicted which seems unjust, but which seldom occurs, it is soon disposed of satisfactorily to all concerned. The griev ances are so few that the local committee almost forgot their responsibility of office, and when they are really called upon to go before an officer of the company it is readily disposed of. The Division works harmoniously with the B. of L. F., O. R. C. and B. of R. T. members; in fact, it is a solid and perfect organization as a band of Brothers, all working together on peaceful lines with the officials of the company of the N. Y., O. & W. Ry. to the best interest of all. This relation is not alone confined within our home circle, but extends to a foreign Brother, who, wishing to pass over the road, is received with all the courtesy due him. There are no standing rules or orders issued by the officers of the company as to how we shall receive him. We are not supposed to turn our backs upon him and run away as though he was about to attack us like a wild beast when he wishes to present a traveling card. A Brother seeking a favor always has it granted, and when asked by one of us for an outside Brother, the officers of the company willingly oblige us. I cannot recall to mind a request made by the B. of L. E. or B. of L. F. for an advance in pay or a schedule of wages but what the agreement was approved and signed by both parties harmoniously, and, as far as was practical, lived up to. I do not believe that engineers or firemen, individually or collectively, are anywhere receiving kinder treatment from railway officials than is extended to the employees of the N. Y., O. & W. Ry. All of the young promoted engineers, as soon as they are eligible, join the Divisions. I do not know of one engineer who being eligible and running an engine within the jurisdiction of Div. 292 who is not a member of the B. of L. E. This I can safely say refers to the entire system. Bro. M. J. Quinn, C. E. of Div. 292, to whom great credit is due for his untiring efforts, has successfully brought about this harmonious relation between the members, ever using his best influence to maintain this principle. He is assisted by Bro. Thomas Farrell, who is tall and graceful, with eyes as bright and blue as sweet violets, and a smile that holds the members enthralled when he meets them, especially when he wishes them to settle their indebtedness to the Division. In the matter of finances he is keen, resourceful and determined, with just enough tact to make him a typical F. A. E. It is this friendly co-operation and united effort between employer and employee, augmented by the appreciation of the former in the assistance of the latter, which has brought the road out of bondage, where it was but a few years ago, with only a right of way and two streaks of rust leading through the great Empire State, making it now one of the trunk lines, with stock on the market which all are trying to grab. I wish all Brothers employed on railroads were as well cared for by their management as are the members of Div. 292, on the N. Y., O. & W. system, where there is perfect, harmonious organization. Let us all strive for a revival of this kind, making strikes an impossibility. Yours fraternally, J. PUFFENBERGER, Div. 292. The Man Behind the Throttle. There's a good deal being said About the man behind the gun, As if he was the only chap That walked beneath the sun; But let me speak here for the man, The one sometimes forgotten, The bravest of them, everyone, The man behind the throttle. He takes his stand, through rain or shine, To the railroad engineer; We hear the shout, then, "All aboard!" Know nothing of his plight. We grumble when the cars are cold, We expect him to apply the steam To suit the human race, And the air brakes must be handled Just to answer every case. In order to maintain his speed of fifty miles an hour, There's twenty things his eye must watch A crossing he must not approach And then despite all this, sometimes He must look out for other trains, A loss of life there's sure to be I like the man behind the pen, And the one behind the gun, The man who fought at Valley Forge, But here's to him with flying steed H. DIAMOND. When Engines Were Named. TOPEKA, KAN., April 4, 1905. EDITOR JOURNAL: When I received the February JOURNAL and saw the picture of Mr. A. S. Sweet, I recognized it at once, and it reminded me of the time I first commenced running a locomotive on the M. C. R. R., and I want to thank Brother Harkins for resurrecting that picture of the "Ruby" with George Roby and Tom Kent. I consider the whole picture a remarkably accurate one; the features of the men are so perfect as to be easily recognized by any one acquainted with them. The "Persian" that Tom ran was insideconnected. I afterwards had her for some months on the work train cutting down the grade just east of the shops. Sam Omlar, of Marshall, got me my job. He was a character. I had never seen a coal burner before and was a little timid about tackling the job. I recollect asking Sam to give me all the pointers he could. He said, "All right. Just get on and run her the same as you would a wood burner.' My first trip was from Marshall to Mich igan City, and I think the " Vampire" was the engine. I worked there until the summer of 1876. I see by the March JOURNAL that Bro. Harkins' article brought some letters from others of the old boys. Jimmy Reading has shown up. The last time I saw him I think was in Texas on the G. C. & S. F. His article brought to my mind other men and happenings. "Curley" Smith was on the Ft. W., J. & S. at the time he was, and his mention of the "Winds" called to my mind T. T. Parker, who ran one of them. He had a German boy firing for him whom he called "Bismarck." There was a tale on T. T. P. that one day the signal bell broke and he tied the bell cord to his left arm with instructions to the conductor to give it a light pull if he wanted to stop, and when they got out about Pokagon. I think the woodpile was back in the tank and Bismarck was back throwing it ahead when the conductor, baggageman and brakeman all got hold of that bell cord, and after pulling in the slack, made a combined pull on that bell cord, and when the fireman looked up Parker was hanging by one arm to the crosspiece in the cab with his feet dangling and kicking, and calling, "Bismarck, Bismarck,” at the top of his voice. The conductor claimed he gave a light pull and getting no reply he pulled harder. I had the "Warrior as a regular engine for several years. I also had the "Rocky Mountain" on the Jackson & Niles Local. Brother Webster's account of his treatment by Al Priest was characteristic. Reading these articles over, I am reminded of a number of old-timers thereJohn McCurdy, Jack Brown, Tom Faulkner, and on the J. L. & S. there were Bert Northrup, Pete Petrie, L. H. Short, and others. In 1872 when the Saginaw and St. Louis R. R. was built I had the promise of a job there, and as I had property and my family in St. Louis, I made an attempt to go there, and asked Mr. Sweet if he would give me a letter. "Certainly," he said, and wrote one at once and handed it to me saying he hoped I would be successful. |