by Howard Zinn
By now, fifteen thousand people surrounded the depot. Soon, three passenger cars, the station platform, and a locomotive were on fire. The governor asked for federal troops, and Hayes responded. Five hundred soldiers arrived and Baltimore quieted down.
The rebellion of the railroad workers now spread. Joseph Dacus, then editor of the St. Louis Republican, reported:
Strikes were occurring almost every hour. The great State of Pennsylvania was in an uproar; New Jersey was afflicted by a paralyzing dread; New York was mustering an army of militia; Ohio was shaken from Lake Erie to the Ohio River; Indiana rested in a dreadful suspense. Illinois, and especially its great metropolis, Chicago, apparently hung on the verge of a vortex of confusion and tumult. St. Louis had already felt the effect of the premonitory shocks of the uprising. . . .
The strike spread to Pittsburgh and the Pennsylvania Railroad. Again, it happened outside the regular union, pent-up anger exploding without plan. Robert Bruce, historian of the 1877 strikes, writes (1877:
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Year of Violence) about a flagman named Gus Harris. Harris refused to go out on a "double-header," a train with two locomotives carrying a double length of cars, to which railroaders had objected because it required fewer workers and made the brakemen's work more dangerous:
The decision was his own, not part of a concerted plan or a general understanding. Had he lain awake that past night, listening to the rain, asking himself if he dared quit, wondering if anyone would join him, weighing die chances? Or had he simply risen to a breakfast that did not fill him, seen his children go off shabby and half-fed, walked brooding through the damp morning and then yielded impulsively to stored-up rage?
When Harris said he would not go, the rest of the crew refused too. The strikers now multiplied, joined by young boys and men from the mills and factories (Pittsburgh had 33 iron mills, 73 glass factories, 29 oil refineries, 158 coal mines). The freight trains stopped moving out of the city. The Trainman's Union had not organized this, but it moved to take hold, called a meeting, invited "all workingmen to make common cause with their brethren on the railroad."
Railroad and local officials decided that the Pittsburgh militia would not kill their fellow townsmen, and urged that Philadelphia troops be called in. By now two thousand cars were idle in Pittsburgh. The Philadelphia troops came and began to clear the track. Rocks flew. Gunfire was exchanged between crowd and troops. At least ten people were killed, all workingmen, most of them not railroaders.
Now the whole city rose in anger. A crowd surrounded the troops, who moved into a roundhouse. Railroad cars were set afire, buildings began to burn, and finally the roundhouse itself, the troops marching out of it to safety. There was more gunfire, the Union Depot was set afire, thousands looted the freight cars. A huge grain elevator and a small section of the city went up in flames. In a few days, twenty-four people had been killed (including four soldiers). Seventy-nine buildings had been burned to the ground. Something like a general strike was developing in Pittsburgh: mill workers, car workers, miners, laborers, and the employees at the Carnegie steel plant.
The entire National Guard of Pennsylvania, nine thousand men, was called out. But many of the companies couldn't move as strikers in other towns held up traffic. In Lebanon, Pennsylvania, one National Guard company mutinied and inarched through an excited town. In Altoona, troops surrounded by rioters, immobilized by sabotaged engines, surrendered, stacked arms, fraternized with the crowd, and
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then were allowed to go home, to the accompaniment of singing by a quartet in an all-Negro militia company.
In Harrisburg, the state capital, as at so many places, teenagers made up a large part of the crowd, which included some Negroes. Philadelphia militia, on their way home from Altoona, shook hands with the crowd, gave up their guns, marched like captives through the streets, were fed at a hotel and sent home. The crowd agreed to the mayor's request to deposit the surrendered guns at the city hall. Factories and shops were idle. After some looting, citizens' patrols kept order in the streets through the night.
Where strikers did not manage to take control, as in Pottsville, Pennsylvania, it may well have been because of disunity. The spokesman of the Philadelphia & Reading Coal & Iron Company in that town wrote: "The men have no organization, and there is too much race jealousy existing among them to permit them to form one."
In Reading, Pennsylvania, there was no such problem—90 percent were native-born, the rest mostly German. There, the railroad was two months behind in paying wages, and a branch of the Trainman's Union was organized. Two thousand people gathered, while men who had blackened their faces with coal dust set about methodically tearing up tracks, jamming switches, derailing cars, setting fire to cabooses and also to a railroad bridge.
A National Guard company arrived, fresh from duty at the execution of the Molly Maguires. The crowd threw stones, fired pistols. The soldiers fired into the crowd. "Six men lay dead in the twilight," Bruce reports, "a fireman and an engineer formerly employed in the Reading, a carpenter, a huckster, a rolling-mill worker, a laborer.... A policeman and another man lay at the point of death." Five of the wounded died. The crowd grew angrier, more menacing. A contingent of soldiers announced it would not fire, one soldier saying he would rather put a bullet through the president of Philadelphia & Reading Coal & Iron. The 16th Regiment of die Morristown volunteers stacked its arms. Some militia threw their guns away and gave their ammunition to the crowd. When the Guardsmen left for home, federal troops arrived and took control, and local police began making arrests.
Meanwhile the leaders of the big railway brotherhoods, the Order of Railway Conductors, the Brotherhood of Locomotive Firemen, the Brotherhood of Engineers, disavowed the strike. There was talk in the press of "communistic ideas . . . widely entertained ... by die workmen employed in mines and factories and by the railroads."
In fact, there was a very active Workingmen's party in Chicago, with
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several diousand members, most of them immigrants from Germany and Bohemia. It was connected with the First International in Europe. In die midst of the railroad strikes, diat summer of 1877, it called a rally. Six thousand people came and demanded nationalization of die railroads. Albert Parsons gave a fiery speech. He was from Alabama, had fought in die Confederacy during die Civil War, married a brown-skinned woman of Spanish and Indian blood, worked as a typesetter, and was one of die best English-speaking orators die Workingmen's party had.
The next day, a crowd of young people, not especially connected with die rally of die evening before, began moving through the railroad yards, closed down die freights, went to die factories, called out the mill workers, the stockyard workers, die crewmen on die Lake Michigan ships, closed down die brickyards and lumberyards. That day also, Albert Parsons was fired from his job witii die Chicago Times and declared blacklisted.
The police attacked die crowds. The press reported: "The sound of clubs falling on skulls was sickening for die first minute, until one grew accustomed to it. A rioter dropped at every whack, it seemed, for the ground was covered widi diem." Two companies of U.S. infantry arrived, joining National Guardsmen and Civil War veterans. Police fired into a surging crowd, and diree men were killed.
The next day, an armed crowd of five thousand fought the police. The police fired again and again, and when it was over, and die dead were counted, they were, as usual, workingmen and boys, eighteen of them, their skulls smashed by clubs, their vital organs pierced by gunfire.
The one city where the Workingmen's party clearly led the rebellion was St. Louis, a city of flour mills, foundries, packing houses, machine shops, breweries, and railroads. Here, as elsewhere, tliere were wage cuts on the railroads. And here there were perhaps a diousand members of the Workingmen's party, many of diem bakers, coopers, cabinetmakers, cigarmakers, brewery workers. The party was organized in four sect
ions, by nationality: German, English, French, Bohemian.
All four sections took a ferry across die Mississippi to join a mass meeting of railroad men in East St. Louis. One of their speakers told die meeting: "All you have to do, gendemen, for you have die numhers, is to unite on one idea—that die workingmen shall rule the country. What man makes, belongs to him, and the workingmen made diis country." Railroaders in East St. Louis declared themselves on strike. The mayor of East St. Louis was a European immigrant, himself an active revolutionist as a youth, and railroad men's votes dominated the city.
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In St. Louis, itself, the Workingmen's party called an open-air mass meeting to which five thousand people came. The party was clearly in the leadership of the strike. Speakers, excited by the crowd, became more militant: ". . . capital has changed liberty into serfdom, and we must right or die." They called for nationalization of the railroads, mines, and all industry,
At another huge meeting of the Workingmen's party a black man spoke for those who worked on the steamboats and levees. He asked: "Will you stand to us regardless of color?" The crowd shouted back: "We will!" An executive committee was set up, and it called for a general strike of all branches of industry in St. Louis.
Handbills for the general strike were soon all over the city. There was a march of four hundred Negro steamboat men and roustabouts along the river, six hundred factory workers carrying a banner: "No Monopoly— Workingmen's Rights." A great procession moved through the city, ending with a rally often thousand people listening to Communist speakers: "The people are rising up in their might and declaring they will no longer submit to being oppressed by unproductive capital."
David Burbank, in his book on the St. Louis events, Reign of the Rabble., writes:
Only around St. Louis did the original strike on die railroads expand into such a systematically organized and complete shut-down of all industry that the term general strike is fully justified. And only there did the socialists assume undisputed leadership.... no American city has come so close to being ruled by a workers' soviet, as we would now call it, as St. Louis, Missouri, in die year 1877.
The railroad strikes were making news in Europe. Marx wrote Engcls: "What do you think of the workers of the United States? This first explosion against the associated oligarchy of capital which has occurred since the Civil War will naturally again be suppressed, but can very well form the point of origin of an earnest workers1 party. . . ."
In New York, several thousand gathered at Tompkins Square. The tone of the meeting was moderate, speaking of "a political revolution through the ballot box." And: "If you will unite, we may have here within five years a socialistic republic. . . . Then will a lovely morning break over this darkened land." It was a peaceful meeting. It adjourned. The last words heard from the platform were: "Whatever we poor men may not have, we have free speech, and no one can take it from us." Then the police charged, using their clubs.
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In St. Louis, as elsewhere, the momentum of the crowds, the meetings, the enthusiasm, could not be sustained. As they diminished, the police, militia, and federal troops moved in and the authorities took over. The police raided the headquarters of the Workingmen's party and arrested seventy people; the executive committee that had been for a while virtually in charge of the city was now in prison. The strikers surrendered; the wage cuts remained; 131 strike leaders were fired by the Burlington Railroad.
When the great railroad strikes of 1877 were over, a hundred people were dead, a thousand people had gone to jail, 100,000 workers had gone on strike, and the strikes had roused into action countless unemployed in the cities. More than half the freight on the nation's 75,000 miles of track had stopped running at the height of the strikes.
The railroads made some concessions, withdrew some wage cuts, but also strengthened their "Coal and Iron Police." In a number of large cities, National Guard armories were built, with loopholes for guns. Robert Bruce believes the strikes taught many people of the hardships of others, and that they led to congressional railroad regulation. They may have stimulated the business unionism of the American Federation of Labor as well as the national unity of labor proposed by the Knights of Labor, and the independent labor-farmer parties of the next two decades.
In 1877, the same year blacks learned they did not have enough strength to make real the promise of equality in the Civil War, working people learned they were not united enough, not powerful enough, to defeat the combination of private capital and government power. But there was more to come.
11 ROBBER BARONS AND REBELS
In the year 1877, the signals were given for the rest of the century: the blaek would be put back; the strikes of white workers would not be tolerated; the industrial and political elites of North and South would take hold of the country and organize the greatest march of economic growth in human history. They would do it with the aid of, and at the expense of, black labor, white labor, Chinese labor, European immigrant labor, female labor, rewarding them differently by race, sex, national origin, and social class, in such a way as to create separate levels of oppression—a skillful terracing to stabilize the pyramid of wealth.
Between the Civil War and 1900, steam and electricity replaced human muscle, iron replaced wood, and steel replaced iron (before the Bessemer process, iron was hardened into steel at the rate of 3 to 5 tons a day; now the same amount could be processed in 15 minutes). Machines could now drive steel tools. Oil could lubricate machines and light homes, streets, factories. People and goods could move by railroad, propelled by steam along steel rails; by 1900 there were 193,000 miles of railroad. The telephone, the typewriter, and the adding machine speeded up the work of business.
Machines changed farming. Before the Civil War it took 61 hours of labor to produce an acre of wheat. By 1900, it took 3 hours, 19 minutes. Manufactured ice enabled the transport of food over long distances, and the industry of meatpacking was born.
Steam drove textile mill spindles; it drove sewing machines. It came from coal. Pneumatic drills now drilled deeper into the earth for coal. In 1860, 14 million tons of coal were mined; by 1884 it was 100 million tons. More coal meant more steel, because coal furnaces converted iron
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into steel; by 1880 a million tons of steel were being produced; by 1910, 25 million tons. By now electricity was beginning to replace steam. Electrical wire needed copper, of which 30,000 tons were produced in 1880; 500,000 tons by 1910.
To accomplish all this required ingenious inventors of new processes and new machines, clever organizers and administrators of the new corporations, a country rich with land and minerals, and a huge supply of human beings to do the back-breaking, unhealthful, and dangerous work. Immigrants would come from Europe and China, to make the new labor force. Farmers unable to buy the new machinery or pay the new railroad rates would move to the cities. Between I860 and 1914, New York grew from 850,000 to 4 million, Chicago from 110,000 to 2 million, Philadelphia from 650,000 to l'/2 million.
In some cases the inventor himself became the organizer of businesses—like Thomas Edison, inventor of electrical devices. In other cases, the businessman compiled other people's inventions, like Gustavus Swift, a Chicago butcher who put together the ice-cooled railway car with the ice-cooled warehouse to make the first national meatpacking company in 1885. James Duke used a new cigarette-rolling machine that could roll, paste, and cut tubes of tobacco into 100,000 cigarettes a day; in 1890 he combined the four biggest cigarette producers to form the American Tobacco Company
While some multimillionaires started in poverty, most did not. A study of the origins of 303 textile, railroad, and steel executives of the 1870s showed that 90 percent came from middle- or upper-class families. The Horatio Alger stories of "rags to riches" were true for a few men, but mostly a myth, and a useful myth for control.
Most of the fortune buildi
ng was done legally, with the collaboration of the government and the courts. Sometimes the collaboration had to be paid for. Thomas Edison promised New Jersey politicians $1,000 each in return for favorable legislation. Daniel Drew and Jay Gould spent $1 million to bribe the New York legislature to legalize their issue of $8 million in "watered stock" (stock not representing real value) on the Erie Railroad.
The first transcontinental railroad was built with blood, sweat, politics and thievery, out of the meeting of the Union Pacific and Central Pacific railroads. The Central Pacific started on the West Coast going east; it spent $200,000 in Washington on bribes to get 9 million acres of free land and $24 million in bonds, and paid $79 million, an overpayment of $36 million, to a construction company which really was its own. The construction was done by three thousand Irish and ten thousand Chinese, over a period of four years, working for one or two dollars a day.
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The Union Pacific started in Nebraska going west. It had been given 12 million acres of free land and $27 million in government bonds. It created the Credit Mohilier company and gave them $94 million for construction when the actual cost was $44 million. Shares were sold cheaply to Congressmen to prevent investigation. This was at the suggestion ot Massachusetts Congressman Oakes Ames, a shovel manufacturer and director of Credit Mobilier, who said: "There is no difficulty in getting men to look after their own property." The Union Pacific used twenty thousand workers—war veterans and Irish immigrants, who laid 5 miles of track a day and died by the hundreds in the heat, the cold, and the battles with Indians opposing the invasion of their territory.
