The Connecticut labor news., 1923-02-23

2ln th1S per1Od the B. O U. naQ aCCeI
 adopted the policy of cooperation rejected the Baltimore agreement and fict with it's shopmen.
 IThe Baltimore & Ohio Railroad
 management considers this coop
 eration of employees a sufficient as
 set to advertise it in daily newspa
 pers as follows (e.g., New York
 Times, Jan. 22, Io23): "Travelers
 are assured a pleasant and a com
 fortable journey on the Baltimore x
 Ohio through the careful planning
 of the management and the willing
 cooperation of the employees to
 render a quality of service that
 elicits public approval"
 The B. x O.'s showing is even more convincing if results in different per iods of the B. & O.'s own perform ance are compared. In the three months before settlement (when the B. & O. likewise had recruited shop mem the roads revenues dropped to $1o,ooo ooo below the same period of IQ2I; in the three months after set clement, with the old shopmen /back, E. & o. revenues jumped to $2o,- 100000 above 1921 receipts tor that period-a net improvement Of $3o,- COG, ,ooo in the three months following settlement. That showing speaks vol umes as to rapidity of recovery with the old men back.
 Daniel Willard, president of the B. X O., was largely responsible for the Baltimore agreement which so many roads adopted as basis of set clement Results abundantly prove that Daniel Willard was wise when he broke away from the bitterend policy of the Pennsylvania Railroad dictator ship, imposed through it's vice-presi dent, General w. w. Atterbury, up on the Association of Railroad Ex- ecutives. He is the same general who fought the report Unanimously adopt ed by the other members of the Asso ional adjustment boards. In making said, Make no contract whatever prevented the establishment of region al al boards of adjustment, and the ab- sence of these boards submerged the Railroad Labor Board under an inn possible volume of business, leaving the railroads free to batter down working conditions of the unions and drive the men into a mood in which a knock-down fight with the railroads was inevitable. The wage reduction of July I was merely the last straw which broke the camels back.
 The New Haven is one of the roads which, along with the Pennsylvania, go to make up the Morgan group" The New Haven's bitter-end policy appears to originate there. It has be- come the duty of the New Haven off cials on the job to do the best they can. under the policy dictated to them, and to ask the people of New Eng land to suffer patiently while this pol icy Is applied to smash the unions.*
 Is 1t possible that some such con- sideration prompted Judge George w. Anderson to say:
 "A large part of the dominant man agerial forces did not accept, in good faith, the labor provisions of the (Transportation) Act. T
 That (shopmen's) strike was, in strike I say that after a good deal of inquiry as to the history of it.'2
 "The more I learn about the genesis an dconduct of that strike, the harsh CT the judgement I form of the chief forces now handling our money and dominating our railroad transporta- tion."3
 The shopmen's strike has, so far as 1 can make out, been handled more stupidly and expensively in New Eng land than, on the average, through the rest of the country."4
 Statement of Judge George w. An
 derson before the joint New Eng
 land railroad committee, James J.
 Storrow, chairman, December 20,
 1922; proceedings, Vol. I2, p. I34o: Statement of Judge Anderson cited:
 proceedings, Vol. I2, p. 134I Statement of Judge Anderson cited: proceedings, Vol. I2, p. I341- 4Statement of Judge Anderson cited;
 proceedings, Vol. I2, p. 1855.