of the master carpenters of the Contractors and Builders' Association to the terms set forth in the above "working rules."

WEAVERS - FALL RIVER.

In 1901 the textile unions of Fall River demanded an increase of 10 per cent., which was refused, for the reason, as alleged, that the difference between the cost of raw material and the price of the product, in the presence of the competition of southern mills and over-production, had resulted in conditions that would not warrant such an increase. The date for a strike had been set for October 31, but the employees reconsidered the matter, and the difficulty for the time being disappeared from notice. The foregoing briefly summarizes our statement of the difficulty of 1901 as it is set forth in our sixteenth report. The winter having passed, a recurrence of the difficulty attracted the attention of the public.

On March 15, 1902, the Board communicated with the mayor of Fall River concerning a report of a threat to strike on Monday, the 17th, and learned that both sides were in conference, endeavoring to negotiate a settlement. The Board took occasion to say that, in case of disagreement or when negotiations began to flag for any reason, the Board would be pleased to mediate between the parties. A similar offer was made to Mr. James Whitehead, secretary of the Fall River Weavers' Association; but he said that it was too late to arrest the strike, for the reason that it would require more than a week to bring the organizations together, as requested by the Board, - that is to say, too late unless something were done forthwith. He urged the Board to go to Fall River without delay.

Although the

Board was at this time immersed in affairs growing out of the settlement of the great sympathetic strike which followed the teamsters' difficulty in Boston, preparations were made to go to Fall River. On the point of departure, however, it was learned from the Associated Press that some mills had posted notices that the demand of the textile workers for a 10 per cent. increase in wages would be granted, and that there were good prospects of a settlement. Further communication was thereupon had with Mr. Whitehead, who confirmed the statement, saying that it warranted a hope that all the other mills of the manufacturers' association would conform to the example. On the same day, Saturday, the association met in special session and conceded the 10 per cent. increase. This was most opportune, and nothing less could have prevented a strike on the following Monday morning. This controversy was but one phase of the movement that spread throughout the textile industry of New England. We shall have occasion to treat of other phases of this movement in other parts of the present report.

GENERAL TRANSPORTATION STRIKE BOSTON.

In the autumn of 1901 a movement was begun in the teaming industry of Boston for a schedule of time and wages for team driving. A strike was apprehended, and earnest efforts were made by this Board and prominent citizens to avert the difficulty. A settlement was concluded on the 10th of January between the team drivers and all the leading master teamsters of Boston, with perhaps one exception. On the 20th of January, however, the team drivers employed by the R. S. Brine Transportation Company went out on strike, alleging as the reason that their

recent employer did not live up to its agreement. Efforts were made by the Board and by prominent citizens and by the National Civic Federation to bring about an understanding, but without avail. The R. S. Brine Company claimed that it was not bound by the agreement of January 10; on the 24th of January it secured from the Superior Court a temporary injunction restraining the Teamsters' Union from interfering with its business, and on the 27th applied for a permanent injunction. On February 28 the injunction against the union and officials, except the president of the Allied Freight Transportation Council, was made permaUnion workmen were loth to handle goods drawn by the R. S. Brine Transportation Company. That employer, however, with the aid of new hands and others who had refused to participate in the strike, continued its business under the protection of the police. At this juncture the gravity of the difficulty was increased by the discharge of James Sheehan from one of the freight houses.

nent.

On the 1st of March notice was received from the late John F. O'Sullivan, general organizer of the American Federation of Labor, of a difficulty among freight handlers in the employ of the Boston & Albany Railroad, arising out of the discharge of a freight handler named James Sheehan, for absence which was alleged to be without leave. The Board immediately communicated with the Allied Freight Transportation Council, of which Mr. Sheehan was a member; and interviews were had with Mr. Sheehan, Oscar F. Cox, president of the council, Messrs. Hartnett and Cavanagh, representing team drivers and expressmen, and with other labor representatives. It appeared that Sheehan's absence had been for the purpose of visiting the State Board of Conciliation and Arbitration, with a view to composing

the recent difficulties in the teaming industry; that he had received permission in the first instance for a particular span of time, and that, when it was drawing to a close, foreseeing that he would be needed further before the State Board and at court, he requested an extension of the time through a fellow employee, who assured him that the management of the freight house had granted the request. When a lull in the teaming difficulty occurred, Mr. Sheehan returned to the freight house for the purpose of resuming his occupation, but was not allowed to go to work, neither was he at first plainly discharged, until, having gone from one officer to another, he learned that he was no longer an employee of the company, his place having been filled. The Allied Freight Transportation Council was in session for the purpose of mapping out a course of action contingent upon events in the near future.

It had not been

given control of the freight handlers' controversy, the management of which remained thus far with the Freight Handlers and Freight Clerks' Union, of which Sheehan was a member.

The Board, therefore, on the following day, Sunday, March 2, met the freight handlers at Puritan Hall. The members of their committee expressed themselves as eager to employ all peaceful measures, and repudiated the idea of a strike except as a last resort; admitted that such an expedient would be a great calamity, and that none would suffer more than themselves. Not being possessed of much money, a few weeks would destitution; but the union was large, and in the present temper it seemed to many that a strike was inevitable. Their pacific course in the past had been interpreted as weakness and pretence; and it was

bring the best of them to

a serious question

whether they should continue in the way of peace, be misunderstood and gain nothing, or strike and possibly lose, but emphasize the fact that there were serious grievances to be corrected. Every man resented, they said, the discharge of James Sheehan as a blow to himself, since Sheehan's efforts had all the while been devoted to the interest of industrial peace.

The committee informed the Board that they had an engagement to see one of the officers of the railroad on the 3d, and preferred to await the outcome of the interview before saying what they would or would not do. Subsequently it was reported to the Board that a faint hope of a good result from the interview with the employer was the sole reason for postponing the strike. The conduct of the freight handlers' difficulty was placed in the hands of a committee of three, consisting of Messrs. Cox, Cavanagh and Mahoney of the Allied Freight Transportation Council. On Monday, March 3, that committee called for the purpose of invoking the immediate action of the Board.

The Board thereupon went to the general manager of the Boston & Albany Railroad and offered its services as mediator. The manager said he would receive the committee and investigate any grievance they might allege, but could not at present express any opinion as to what course of action he might pursue. Interviews were had daily with both sides, but no conclusion was reached.

The men engaged in handling freight were reluctant to assist in unloading by going upon the wagons of the R. S. Brine Transportation Company, and difficulty was anticipated in the freight houses of the various railroads. The New York, New Haven & Hartford Railroad Company early in March had an interview with a committee of freight