For ten years after the strike of 1902 the union failed to develop the strength in the anthracite field which many believed would follow. Certain proof of the weakness of the union is furnished by the fact that the wage-scale in that field remained stationary until 1912 despite a rising cost of living. The wages of the anthracite miners in 1912 were slightly higher than in 1902, because coal prices had increased and the Anthracite Coal Strike Commission had reestablished a sliding scale system of tonnage rates.
A great weakness, while the union still struggled for existence, was the lack of the "check-off." Membership would swell immediately before the expiration of the agreement but diminish with restoration of quiet. With no immediate outlook for a strike the Slav and Italian miners refused to pay union dues. The original award was to be in force until April 1, 1906. In June, 1905, the union membership was less than 39,000. But by April 1, 1906, one-half of the miners were in the union. A month's suspension of operations followed. Early in May the union and the operators reached an agreement to leave the award of the Anthracite Coal Strike Commission in force for another three years.
The following three years brought a duplication of the developments of 1903-1906. Again membership fell off only to return in the spring of 1909. Again the union demanded formal recognition, and again it was refused. Again the original award was extended for three more years.
In the winter of 1912, when the time for renewing the agreement again drew near, the entire membership in the three anthracite districts was slightly above 29,000. Nevertheless, the union demanded a twenty percent raise, a complete recognition of the union, the check-off, and yearly agreements, in addition to a more expeditious system of settling local grievances to replace the slow and cumbersome joint arbitration boards provided by the award of the Commission. A strike of 180,000 anthracite miners followed on April 1, 1912, during which the operators made no attempt to run their mines. The strike ended within a month on the basis of the abolition of the sliding scale, a wage increase of approximately 10 percent, and a revision of the arbitration machinery in local disputes. This was coupled with a somewhat larger degree of recognition, but by no means a complete recognition. Nor was the check-off system granted. Strangest of all, the agreement called for a four-year contract, as against a one-year contract originally demanded by the union. In spite of the opposition of local leaders, the miners accepted the agreement. President White's chief plea for acceptance was the need to rebuild the union before anything ambitious could be attempted.
After 1912 the union entered upon the work of organization in earnest. In the following two years the membership was more than quadrupled. With the stopping of immigration due to the European War, the power of the union was greatly increased. Consequently, in 1916, when the agreement was renewed, the miners were accorded not only a substantial wage increase and the eight-hour day but also full recognition. The United Mine Workers have thus at last succeeded in wresting a share of industrial control from one of the strongest capitalistic powers of the country; while demonstrating beyond doubt that, with intelligent preparation and with sympathetic treatment, the polyglot immigrant masses from Southern and Eastern Europe, long thought to be impervious to the idea of labor organization, can be changed into reliable material for unionism.
The growth of the union in general is shown by the following figures. In 1898 it was 33,000; in 1900, 116,000; in 1903, 247,000; in 1908, 252,000; and in 1913, 378,000.[58]
(2) The Railway Men
The railway men are divided into three groups. One group comprises the Brotherhood of Locomotive Engineers, the Order of Railroad Conductors, the Brotherhood of Firemen and Enginemen, and the Brotherhood of Railroad Trainmen. These are the oldest and strongest railway men's organizations and do not belong to the American Federation of Labor. A second group are the shopmen, comprising the International Association of Machinists; the International Brotherhood of Blacksmiths, Drop Forgers, and Helpers; the Brotherhood of Railway Carmen of America; the Amalgamated Sheet Metal Workers' International Alliance; the Brotherhood of Boilermakers and Iron Ship Builders and Helpers of America; the International Brotherhood of Electrical Workers; and the International Brotherhood of Stationary Firemen and Oilers. A third and more miscellaneous group are the Brotherhood of Railway Clerks, the Order of Railway Telegraphers, the Switchmen's Union of North America, the International Brotherhood of Maintenance of Way Employes and Railroad Shop Laborers, and the Brotherhood of Railway Signalmen. The organizations comprised in the latter two groups belong to the American Federation of Labor. For the period from 1898 to the outbreak of the War, the organizations, popularly known as the "brotherhoods," namely, those of the engineers, conductors, firemen, and trainmen, are of outstanding importance.
The brotherhoods were unique among American labor organizations in that for many years they practically reproduced in most of their features the sort of unionism typified by the great "Amalgamated" unions of the fifties and sixties in England.[59] Like these unions the brotherhoods stressed mutual insurance and benefits and discouraged when they did not actually prohibit striking. It should, however, be added that the emphasis on insurance was due not to "philosophy," but to the practical consideration that, owing to the extra hazardous nature of their occupations, the men could get no insurance protection from ordinary commercial insurance companies.
By the end of the eighties the brotherhoods began to press energetically for improvements in employment conditions and found the railways not disinclined to grant their demands in a measure. This was due in great measure to the strategic position of these trades, which have it in their power completely to tie up the industry when on strike, causing enormous losses to the carriers.[60] Accordingly, they were granted wages which fairly placed them among the lower professional groups in society as well as other privileges, notably "seniority" in promotion, that is promotion based on length of service and not on a free selection by the officials. Seniority was all the more important since the train personnel service is so organized that each employe will pass several times in the regular course of his career from a lower to a higher rung on the industrial ladder.[61] For instance, a typical passenger train engineer starts as fireman on a freight train, advances to a fireman on a passenger train, then to engineer on a freight train, and finally to engineer on a passenger train. A similar sequence is arranged in advancing from brakeman to conductor. Along with seniority the brotherhoods received the right of appeal in cases of discharge, which has done much to eliminate discrimination. Since they were enjoying such exceptional advantages relative to income, to the security of the job, and to the stability of their organization, it is not surprising, in view of the limited class solidarity among American laboring men in general, that these groups of workers should have chosen to stand alone in their wage bargaining and that their refusal to enter "entangling alliances" with other less favored groups should have gone even to the length of staying out of the American Federation of Labor.