k H. Frank Hamilton
The Nerve of Foley, and Other Railroad Stories
The Nerve of Foley
There had been rumors all winter that the engineers were going to strike. Certainly we of the operating department had warning enough. Yet in the railroad life there is always friction in some quarter; the railroad man sleeps like the soldier, with an ear alert – but just the same he sleeps, for with waking comes duty.
Our engineers were good fellows. If they had faults, they were American faults – rashness, a liberality bordering on extravagance, and a headstrong, violent way of reaching conclusions – traits born of ability and self-confidence and developed by prosperity.
One of the best men we had on a locomotive was Andrew Cameron; at the same time he was one of the hardest to manage, because he was young and headstrong. Andy, a big, powerful fellow, ran opposite Felix Kennedy on the Flyer. The fast runs require young men. If you will notice, you will rarely see an old engineer on a fast passenger run; even a young man can stand only a few years of that kind of work. High speed on a locomotive is a question of nerve and endurance – to put it bluntly, a question of flesh and blood.
"You don't think much of this strike, do you, Mr. Reed?" said Andy to me one night.
"Don't think there's going to be any, Andy."
He laughed knowingly.
"What actual grievance have the boys?" I asked.
"The trouble's on the East End," he replied, evasively.
"Is that any reason for calling a thousand men out on this end?"
"If one goes out, they all go."
"Would you go out?"
"Would I? You bet!"
"A man with a home and a wife and a baby boy like yours ought to have more sense."
Getting up to leave, he laughed again confidently. "That's all right. We'll bring you fellows to terms."
"Maybe," I retorted, as he closed the door. But I hadn't the slightest idea they would begin the attempt that night. I was at home and sound asleep when the caller tapped on my window. I threw up the sash; it was pouring rain and dark as a pocket.
"What is it, Barney? A wreck?" I exclaimed.
"Worse than that. Everything's tied up."
"What do you mean?"
"The engineers have struck."
"Struck? What time is it?"
"Half-past three. They went out at three o'clock." Throwing on my clothes, I floundered behind Barney's lantern to the depot. The superintendent was already in his office talking to the master-mechanic.
Bulletins came in every few minutes from various points announcing trains tied up. Before long we began to hear from the East End. Chicago reported all engineers out; Omaha wired, no trains moving. When the sun rose that morning our entire system, extending through seven States and Territories, was absolutely paralyzed.
It was an astounding situation, but one that must be met. It meant either an ignominious surrender to the engineers or a fight to the death. For our part, we had only to wait for orders. It was just six o'clock when the chief train-dispatcher who was tapping at a key, said:
"Here's something from headquarters."
We crowded close around him. His pen flew across the clip; the message was addressed to all division superintendents. It was short; but at the end of it he wrote a name we rarely saw in our office. It was that of the railroad magnate we knew as "the old man," the president of the system, and his words were few:
"Move the trains."
"Move the trains!" repeated the superintendent. "Yes; but trains can't be moved by pinch-bars nor by main force."
We spent the day arguing with the strikers. They were friendly, but firm. Persuasion, entreaties, threats, we exhausted, and ended just where we began, except that we had lost our tempers. The sun set without the turn of a wheel. The victory of the first day was certainly with the strikers.
Next day it looked pretty blue around the depot. Not a car was moved; the engineers and firemen were a unit. But the wires sung hard all that day and all that night. Just before midnight Chicago wired that No. 1 – our big passenger-train, the Denver Flyer – had started out on time, with the superintendent of motive power as engineer and a wiper for fireman. The message came from the second vice-president. He promised to deliver the train to our division on time the next evening, and he asked, "Can you get it through to Denver?"
We looked at each other. At last all eyes gravitated towards Neighbor, our master-mechanic.
The train-dispatcher was waiting. "What shall I say?" he asked.
The division chief of the motive power was a tremendously big Irishman, with a voice like a fog-horn. Without an instant's hesitation the answer came clear,
"Say 'yes'!"
Every one of us started. It was throwing the gage of battle. Our word had gone out; the division was pledged; the fight was on.
Next evening the strikers, through some mysterious channel, got word that the Flyer was expected. About nine o'clock a crowd of them began to gather round the depot.
It was after one o'clock when No. 1 pulled in and the foreman of the Omaha round-house swung down from the locomotive cab. The strikers clustered around the engine like a swarm of angry bees; but that night, though there was plenty of jeering, there was no actual violence. When they saw Neighbor climb into the cab to take the run west there was a sullen silence.
Next day a committee of strikers, with Andy Cameron, very cavalier, at their head, called on me.
"Mr. Reed," said he, officiously, "we've come to notify you not to run any more trains through here till this strike's settled. The boys won't stand it; that's all." With that he turned on his heel to leave with his following.
"Hold on, Cameron," I replied, raising my hand as I spoke; "that's not quite all. I suppose you men represent your grievance committee?"
"Yes, sir."
"I happen to represent, in the superintendent's absence, the management of this road. I simply want to say to you, and to your committee, that I take my orders from the president and the general manager – not from you nor anybody you represent. That's all."
Every hour the bitterness increased. We got a few trains through, but we were terribly crippled. As for freight, we made no pretence of moving it. Trainloads of fruit and meat rotted in the yards. The strikers grew more turbulent daily. They beat our new men and crippled our locomotives. Then our troubles with the new men were almost as bad. They burned out our crown sheets; they got mixed up on orders all the time. They ran into open switches and into each other continually, and had us very nearly crazy.
I kept tab on one of the new engineers for a week. He began by backing into a diner so hard that he smashed every dish in the car, and ended by running into a siding a few days later and setting two tanks of oil on fire, that burned up a freight depot. I figured he cost us forty thousand dollars the week he ran. Then he went back to selling windmills.
After this
