War of the Classes: A Gilded Age TL

No one would have believed, in the last decades of the nineteenth century, that American affairs were being shaped by the timeless forces of upheaval and unrest, that as men busied themselves about their various concerns they were influenced and changed by ideas greater than themselves, perhaps as narrowly as a man might divert a river without the creatures within becoming aware. With infinite complacency genteel men went to and fro over this great nation about their little affairs, serene in their assurance of their empire over labor. It is possible that the infusoria under the microscope do the same. No one in the upper classes gave a thought to the older revolutions of man as sources of imminent danger, or thought of them only to dismiss the idea of renewed revolution as impossible or improbable.

It is curious to recall some of the mental habits of those departed days. At most, gentlemen fancied there might be some discomfort in the working classes, amongst men inferior to themselves and ready to welcome a missionary enterprise. Yet across the vast gulf between classes, intellects vast and cool and unsympathetic regarded the capital of this nation with envious eyes, and slowly but surely drew their plans against the bourgeois. And, early in the twentieth century, came the great disillusionment.


Following the events of 1877, all had seemed quiet, and many in the United States acted as if nothing had ever happened. To the naked eye, it scarcely seemed like the workers had triumphed. The communes had been crushed, ringleaders hung, exiled, or gone underground, and laborers had resumed their work in the dark underbelly of industry. And yet, something had changed. The workingmen had discovered in their trials and tribulations that it was possible to organize, to stand for their rights, to gain something for themselves. To be sure, the red flags had been torn down by Federal troops in the end, but now the proletariat knew it could be done. Learning from their mistakes, they organized and waited patiently, assured in their knowledge that the next generation of workers and thinkers would be shaped by them. All the while, the officials and leaders and managers of America carried on in their everyday affairs, unaware or uncaring of the silent revolution brewing beneath their feet.

Although this new revolution of Roosevelt, DuBois, Debs, and countless others has often been the focus of many historians, little has been said of the bloodshed which inspired them. Indeed, modern historians ignore the events of 1877 almost as much as the capitalists of the late 19th century ignored it, treating the events in St. Louis, Chicago, and elsewhere as an aberration, a failed forerunner which had to be redone by later revolutionaries, while it fact it was this and only this first bloody attempt at a workers' state which paved the way for later revolts and reforms. Only with the bodies and blood of 1877 did the Black and Red Flags of Anarchy and Communism even briefly reunify, and only out of the massacres in Pittsburgh, Reading, and elsewhere did socialist thinkers regain solidarity and form the Second Internationale.

Like all great events in history, this first revolution of the workers began with a mundane spark. In the case of the 1877 insurrection, it began with a wage cut here, a single punch there...
 
Oh.

Oh no.

I'll be watching this carefully.
Oh yes. TLs with bad endings are the best. Or, at least, jolly interesting to read.
Looks Interesting, I'll keep my eye on this.
Hurrah, a viewer!
A "boring time" in history made interesting? Sounds great!:)
A "boring time"? My word, you ought to look up all the major strikes that happened during the Gilded Age: 1877, 1886, 1892, 1894, 1905, the Haymarket Affair, the Pullman Strike, the racially-charged Rock Springs Massacre... the list goes on for quite some while.

Lots of good events to capitalize on. :)
 
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Strike on the Baltimore & Ohio Railroad, Part 1

Following the American Civil War, nearly 35,000 miles of track had been built across the United States, much of it paid for by large government grants and outrageously inflated market speculation. This, combined with sudden deflation following the Coinage Act of 1873 and general overexpansion of industries by speculation, greatly destabilized the economy, leading to a market nosedive that would later be known as the Panic of 1873. A long depression of about six years' time followed this panic, and while many businesses truly did suffer, some companies took unfair advantage of the situation.

By 1877, many workers on the Baltimore & Ohio (B&O) Railroad were working on wages 50% less than their pre-Panic pay, suffering wage cuts averaging 30% greater than any other railroad in the United States, and becoming the lowest-paid men on any railroad line except for the New York Central. Not only did B&O workers suffer from lowered pay, but also from the same profit-raking practices the company used on the general public and other abuses: Employees were charged exorbitant rates at company hotels and stores, and had to suffer the indignities of longer hours, increased workloads, dangerous working conditions, and abusive managers. To top it all off, a new 10% wage cut had been announced on July 11th, 1877, aggravating workers further. As the Baltimore Sun noted in one article, many workers felt that wages were so low that they would have to “steal or starve” to make do on their current pay. “The story of their struggles to live is very sad,” the Sun concluded, “Many of [the B&O workers] declare they might as well starve without work as starve and work.”

Further increasing tension, on July 15th the Baltimore Sun published a B&O business report by company president John W. Garrett. The report itself was fairly straightforward, and seemed to herald good news for the workers: In it, Garrett congratulated B&O stockholders and announced that the company had managed to rake in fair profits and maintain low expenses, declaring company affairs to be entirely satisfactory. Had Garrett then maintained employee wages at their current level, it is likely nothing major would have happened, but as it was the next day the Sun announced that Garrett was pushing for the 10% wage cuts on all B&O workers to be enacted immediately.

On the same day that the July 16th edition of the Sun hit newsstands, the Baltimore & Ohio strike began. The first striker, his name long since forgotten, was the fireman on Engine 32, who deserted his locomotive at Camden Junction (a stop about two miles outside of Baltimore), leaving the still-present engineer helpless. Soon other firemen, engineers, and conductors on trains passing through Camden Junction began deserting their trains in droves, forcing B&O administrators to quickly hire men who were willing to work even during a strike. These “scabs”, as they were scornfully called by the striking employees, were unable to completely refill the manpower needs of the B&O, as strikers were able to convince many scabs and still-working employees to join the strike, slowing freight traffic and cutting into daily profits for the company.

A police presence was immediately called for by the railroad, and Baltimore mayor Ferdinand Latrobe (a long associate of the B&O Railroad) quickly responded with a contingent of men and an order to arrest the strike leaders. Three strikers were eventually arrested for “inciting a riot”, but additional strikebreaking work rapidly came to a standstill when the Baltimore police reached Relay (now Arbutus, Maryland) and the edge of Baltimore city limits, the edge of their jurisdiction. The Baltimore & Ohio Railroad was not to be bested by mere legalities, however, and invoked an 1860 Maryland law to commission the Baltimore officers as “special railway constables”, making them answerable to the B&O outside of Baltimore city limits and granting them free rein against the strikers.

As news of the strike spread, other workers put down their tools and joined the strike. Although it was begun by firemen, by the next day (July 17th) 38 engineers, 140 boxmakers and sawyers, and 800 tin can makers joined what was now beginning to be a general strike in Baltimore City. Brakemen, conductors, and other low-end railway workers soon joined in as well, but though these first strikers laid down their tools and refused to work, they also avoided physically forcing anyone else to join in the strike, and allowed mail and passenger traffic to pass through strikers' zones unmolested.

Most notable about these first strikes was the support offered by communities to local strikers. After all, it was the railway workers' pay which greased the wheels of commerce in many of the small towns which grew along the rail lines, and the wage cuts done by the Baltimore & Ohio (and others) had seriously hurt not just the workingmen themselves, but also the merchants, barkeeps, and other townsfolk who relied on railroad workers' patronage for their own profits. Sympathies were fully behind the workers, not the owners, as the Baltimore Sun noted:

“There is no disguising the fact that the strikers in all their lawful acts have the fullest sympathy of the community. The 10 per cent reduction after two previous reductions was ill-advised. The company for years has boasted of its great earnings and paid enormous dividends. One must therefore ask if wages that do not now permit over $5 per week to go to housing, clothing, and feeding of a family are more than sufficient as a remuneration for experienced labor, full of danger and responsibility?”
Here, as well, was the strikers' complaints neatly put into one paragraph. Without sufficient pay, how could they make a living? More importantly, how would the State and Federal governments solve the strike? The government's eventual solution would not be found in Baltimore, but further west on the B&O line, on a few isolated coal towns in West Virginia.
 
Does this mean you won't continue Apples and Oranges? That's a pity. Well lets see what you can make of this.
 
Does this mean you won't continue Apples and Oranges? That's a pity. Well lets see what you can make of this.
Eh, writer's block. If I start to run out of steam on one I'll switch to the other, and back and forth and back and forth like that until I'm done.

Mostly I just felt that I was starting to repeat myself with A&O and felt that I ought to take a break.
 
Strike on the Baltimore & Ohio, Part 2

Shortly after the Strike had begun in Baltimore, word had spread along the B&O line via trainmen not yet involved in the protest, and Baltimore & Ohio employees as far west as St. Louis began organizing strikes. However, the next striker hotspot west of metropolitan Baltimore was not Cumberland, Wheeling, or Harpers Ferry, but the relatively small town of Martinsburg, West Virginia. Martinsburg was a key relay station on the eastern B&O line, being the last relay station heading west before the railroad split into northern and southern branches at Grafton.

As in Baltimore, the strike in Martinsburg was a near-spontaneous event. Workers there were just as disgruntled at the Baltimore & Ohio Railroad's treatment of employees as they were in Baltimore, and the local community was just as supportive of the strikers in Martinsburg as the townfolk of Baltimore had been of the strikers there. Martinsburg may have actually been more sympathetic to the strikers than Baltimore ever was, though, if an editorial in the Martinsburg Statesman represented anything: Claiming that president Garrett of the B&O had “[put] wages down to the starvation point”, the editorial urged the strikers on to militant action against the company and to “resist” any efforts to break them.

Like in Baltimore, the Martinsburg strikers interfered with rail traffic through the town, stopping all freight, but still permitting passenger and mail service to continue. Proceedings amongst the strikers were fairly civil, but B&O officials wired the governor of West Virginia, claiming that the Martinsburg strikers were “rioting”, and thus it was necessary to call up the militia. The governor, Henry M. Mathews, promptly called up local militia forces (which, incidentally, were full with railroad workers), and sent them to the Martinsburg railyard to break the strike.

After the militia arrived in Martinsburg, a scab locomotive crew was found, and, with militia protection, the scab workers began running a single freight train through the yards. A striker, William Vandergriff, ran towards the tracks in an attempt to cut the train off, but before he could reach the locomotive he was shot several times by nervous militiamen. He died nine days later from infection, but in the meanwhile both the scab crew and the militia stood down and refused to carry on strikebreaking activities following the incident. The Martinsburg Statesman even delivered a brief eulogy for Vandergriff after his death, stating that “we believe [Vandergriff] died a martyr to what he believed to be a compulsory duty.”

The Vandergriff incident did not stop the B&O from calling for more militia and government intervention, however, and West Virginian Governor Mathews complied by sending a new contingent of sixty-five militia from Moorefield, a small town with no complaints against the B&O railroad. These new militiamen did nothing to end the strike, however, being wary of exasperating the striking railroad workers further. The strike, in fact, continued to spread westward, reaching railroad towns such as Keyser, Piedmont, Grafton, and the northern West Virginian industrial town of Wheeling.

Frustrated with the militia's inability to break the strike, on July 18th Governor Mathews sent a fateful telegraph to President Rutherford B. Hayes:

“Owing to unlawful combinations and domestic violence now existing at Martinsburg, and at other points along the Baltimore & Ohio Railroad, it is impossible with any force at my command to execute the laws of the State.

I therefore call upon your Excellency for the assistance of the United States military to protect the law abiding people of the State against domestic violence and to maintain supremacy of law.

The Legislature is not now in session and could not be assembled in time to take any action in the emergency. A force of two or three hundred should be sent without delay to Martinsburg where my aid... will meet and confer with the officer in command.”​

The call for federal military intervention in a labor dispute was a fairly novel one. There had been a few labor crackdowns during the American Civil War, and Andrew Jackson had used troops to break up a strike of canal workers in 1834, but these were rare and isolated occurrences, never being applied at the national level. Rutherford B. Hayes, however, had a strong record of strike-breaking and company favoritism, having just the year before directed militia to break a coal miner's strike while in his capacity as Governor of Ohio.

With only a little hesitation (Congress had adjourned already, without passing an army appropriations bill for the fiscal year) Hayes approved the proposal, wiring a proclamation to Martinsburg warning that all “lawless elements” should cease and disperse, sending the Second U.S. Artillery to the town to back his proclamation. Marching into the town on the 19th, however, federal troops found no clear evidence of lawlessness or chaos, instead finding the town eerily quiet and all the B&O strikers orderly and sober.

This did not stop the authorities from breaking the strike. Dick Zepp, the nominal leader of the strike, and ten other workers were arrested for “exciting a riot”, and “scabs” were brought in from Baltimore to replace the striking workers in Martinsburg. By July 20th, freight trains were running in and out of the West Virginian town once more, and it looked like the B&O workers had lost on that stretch of the line.

Elsewhere, however, the Martinsburg strikebreak only infuriated Baltimore & Ohio workingmen further. A manifesto, possibly the first of the strike, was anonymously pinned up in B&O stations across the railroad. Its rage and threats would be a portend of things to come:

WE SHALL CONQUER OR WE SHALL DIE

Strike and live! Bread we must have! Remain and perish! Be it understood, if the Baltimore & Ohio Railroad Company does not meet the demands of the employees at an early date, the officials will hazard their lives and endanger their property, for we shall run their trains and locomotives into the river; we shall blow up their bridges; we shall tear up their railroads; we shall consume their shops with fire and ravage their hotels with desperations.

A company that has from time to time so unmercifully cut our wages and finally has reduced us to starvation, for such we have, has lost all sympathy. We have humbled ourselves from time to time to unjust demands until our children cry for bread. A company that knows all this, we should ask in the name of high heaven what more do they want-- our blood? They can get our lives. We are willing to sacrifice them, not for the company, but for our rights.

Call out your armed hosts if you want them. Shield yourselves if you can, and remember that no foe, however dreaded, can repel us for a moment. Our determination may seem frail, but let it come.

They may think our cause is weak. Fifteen thousand noble miners, who have been insulted and put upon by this same company, are at out backs. The merchants and community at large along the whole line of the road are in our favor, and we feel confident that the God of the poor and the oppressed of the ear is with us. Therefore let the clashing of arms be heard; let the fiery elements be poured out if they think it right, but in heed of our right and in defence of our families, we shall conquer or we shall die.​
 
Very excited to see this timeline. I love the Gilded Age.

Will Eugene V. Debs and Daniel DeLeon figure in?
Oh, Debs and DeLeon will figure in eventually, but this being only 1877 neither of them are going to show up in any major role just yet.
 
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The Pittsburgh Uprising, Part 1


The riots that would soon erupt in Pittsburgh were not entirely without warning. Baltimore had, just the day before, been consumed in riots and arson before the agitating citizenry was put down by a contingent of roughly two thousand state and federal troops. Railroad towns across the country were festering with discontent, and what happened in next Pittsburgh could've almost as easily happened in Fort Wayne, Omaha, or Louisville.


Pittsburgh was a major hub of the Pennsylvania Railroad (PRR) system, marking both the western terminus of the main Pennsylvania line of the company and the eastern terminus of several of the PRR's western branch lines. Although both the B&O and Erie railroads had stops in Pittsburgh as well, their rails had to take a excessively long route around the city to avoid meeting with Pennsylvania Railroad property, and so the PRR held a de facto monopoly on freight traffic through the city, to Pittsburgh's detriment. A popular story of the day told of an anonymous merchant who wanted to ship some furniture to California. Comparing freight rates, he found it cheaper to ship his goods to Boston and from there around Cape Horn to California than it was to ship his goods along the PRR's westward routes overland.


Workers on the Pennsylvania were not treated much better than B&O workers. To be sure, they had endured only one wage cut in recent memory, and their wages on paper were higher than what workingmen on the Baltimore & Ohio had to deal with, but the PRR constantly indulged in petty little abuses of authority, refusing pay for safety equipment for its trains, for example.

Most notorious of the cost-saving practices loathed by the PRR's workingmen was the doubleheader. The “doubleheader”, as it was known, was a manpower-saving practice that combined two freight trains together, hooking up two locomotives together to pull twice as much freight as a single locomotive could. Doubleheaders used half the amount of brakemen, flagmen, and conductors that two trains pulling an equivalent amount of freight would've used, drastically cutting costs for the company and being immensely popular with the company's administration. This proved an unpopular practice amongst the railroad workers, though, for the crews of every other freight train that were eliminated due to the doubleheader order were “given to understand that there was no more work,” as a PRR company official put it.

The doubleheader order had already been in effect for several years on the Pennsylvania's westbound trains, since the heavy traffic to Pittsburgh from Eastern Pennsylvania first had to cross the steep gradients of the Appalachian mountains where the increased power of doubleheader trains could be appreciated most. On the same day that the Baltimore and Martinsburg strikes began, though, Robert Pitcairn, the general superintendent of the PRR's western division, notified workers that on July 19th all eastbound trains would become doubleheaders, indicating that further layoffs would not be far behind.

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Robert Pitcairn in his later years

This was enough for the workingmen of the Pennsylvania Railroad. On the morning that the eastbound doubleheader order took effect, two brakemen and a flagman refused to board a doubleheader, and the Pittsburgh strike began. Imitating tactics that had been successful with Baltimore & Ohio strikers, PRR strikers spread throughout the Pittsburgh railyards, seizing control of key track switches in the yard and physically blocking the progress of freight by thronging around running locomotives. Aware of the need for public sympathy, however, the strikers permitted passenger and mail traffic to run through the railyard uninhibited.

Pitcairn, the general superintendent in charge of Pittsburgh operations, had left for Philadelphia just two hours before the strike had begun, leaving administration to his assistant, David Watt. Hearing news of the strike, Watt quickly went to see the mayor of Pittsburgh, William McCarthy, requesting ten of his finest constables and the mayor's presence at the trainyard to help sedate the strikers. The mayor dismissed the idea of going himself, figuring that any disturbance needing only ten constables did not require his presence. Procuring the constables themselves would be an issue as well, the mayor added, for recent budget cuts had whittled the Pittsburgh police force down to eleven men, only nine of which worked the day shift.

As it was, David Watt managed to scrounge up ten volunteers from the pool of unemployed policemen who were still milling around city hall, and left to confront the strikers near the main yard switch in the PRR's railyard. When the police contingent arrived on the scene, Watt boldly dove into the crowd, crying “I'll turn that switch!” for all to hear. An anonymous striker, his name not remembered in the history books, stepped in front of the approaching Assistant Superintendent. Watt attempted to push him aside, but in retaliation the striker punched Watt square across the jaw. His blood up and furious at this treatment, the Pennsylvania man did the first thing instinct told him to do.

David Watt fought back.
 
Yup, Pittsburgh is going up in flame. Where are my revolutionary marshmellows to roast ont he fires?
 
Will Debs have his base of power in Chicago while DeLeon will have it in New York? Or will there be considerable butterflies affecting movement...
 
Will Debs have his base of power in Chicago while DeLeon will have it in New York? Or will there be considerable butterflies affecting movement...
Honestly, I've only got a vague plan for that far ahead. Both Debs and DeLeon became Socialists way after 1877 in OTL, and while there's opportunities here for them to change their politics earlier, it'd still be too early for them to get any major leadership role.
 
So out goes any idea of a "Christian Socialism', like Debs planned earlier in OTL?
Eh, maybe. Most of the worker here aren't going to be godless Marxist-Communist heathens and many leaders will pepper their speeches with Christian references and Biblical quotations, but I doubt they'll be using approaching Christianity the same way Debs tried to.

And, of course, Debs is too young to get deeply involved at this point.
 
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