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Rh out its own proposition and then submits it to the whole committee to pass on before it is incorporated in the general demands which in turn have to be ratified by either an annual or a special convention. Experience shows that these trades sections are able to agree upon a common program and to give each other a square deal much more readily than would a group of federated trade unions. Very few disputes occur between the departments. This is because all the workers are members of one organization, which is shot through and through with the conception of the welfare of the general mass of railroad men. Narrow craft selfishness, always fostered, developed and strengthened by separate organizations, is conspicuous by its absence in the industrial union. There is a distinct gettogether tendency, a decided urge for solidarity. The general practicability of the system is shown in the wonderful growth and influence of British railroaders since the organization of the National Union of Railwaymen.

In joining their forces into one common body, as inevitably they must sooner or later, American railroad unions will do well to adopt a departmental form similar to that of the N. U. R. Such a system would make for order and power throughout the entire union structure. In fact, it is the most practical and efficient method yet evolved to handle so many categories of workers as are to be found in the railroad industry. Conditions here make it advisable, however, that for a time at least there be more departments in the proposed industrial union than there are in the N. U. R. For it is idle to suppose that our highly individualistic craft unions, accustomed as they are to so much autonomy, would rush into an industrial union that would at once wipe out their trade lines. A better plan would be to assimilate them gradually. Therefore, to begin with, it might probably be found expedient to have one department for each of the amalgamated organizations. This would