tinct classes: (1) those whose membership is confined entirely, or practically so, to the railroads; (2) those that have large bodies of members in other industries. Of the first class, or purely railroad unions, are the Engineers, Firemen, Conductors, Trainmen, Switchmen, Carmen, Telegraphers, Clerks, Signalmen and Maintenance of Way Workers, ten in all. Of the second class, or semi-railroad unions, are the Machinists, Blacksmiths, Boilermakers, Electrical Workers, Sheet Metal Workers and Stationary Firemen—six in all.
Now a special problem arises from the fact that amalgamation would affect these two classes of unions very differently. In the case of the purely railroad organizations the matter is comparatively simple. Their whole membership would be involved and they would simply merge completely with the industrial union. But with the semi-railroad organizations the matter is much more complex. Only that portion of their membership working upon the railroads would be affected, and an unmodified amalgamation project would oblige them to surrender these large sections of members to the industrial union.
But it might just as well be recognized at the outset that the six semi-railroad unions would never agree to that—at least not within measurable time. In trade union practice all over the world it is found that while it is feasible, although difficult, to get unions to merge together completely, it is next to impossible to induce one organization to surrender any considerable part of its members to another. This would especially be the case with our six semi-railroad unions. Deeply imbued as they are with craft union principles, and accustomed to fight bitterly over the control of a man or two, they could be depended upon to fight to the last ditch against giving up such large portions of their membership to the industrial union. They would wreck any amalgamation proposition based on such a program.
However, there is a way out of the difficulty. It lies in
