ing the scarcity of labour this winter and the panicky state of the financial market, Hurstwood read this with interest. He noted the claims of the striking motormen and conductors, who said that they had been wont to receive two dollars a day in times past, but that for a year or more "trippers" had been introduced, which cut down their chance of livelihood one-half, and increased their hours of servitude from ten to twelve, and even fourteen. These "trippers" were men put on during the busy and rush hours, to take a car out for one trip. The compensation paid for such a trip was only twenty-five cents. When the rush or busy hours were over, they were laid off. Worst of all, no man might know when he was going to get a car. He must come to the barns in the morning and wait around in fair and foul weather until such time as he was needed. Two trips were an average reward for so much waiting—a little over three hours' work for fifty cents. The work of waiting was not counted.
The men complained that this system was extending, and that the time was not far off when but a few out of 7,000 employees would have regular two-dollar-a-day work at all. They demanded that the system be abolished, and that ten hours be considered a day's work, barring unavoidable delays, with $2.25 pay. They demanded immediate acceptance of these terms, which the various trolley companies refused.
Hurstwood at first sympathised with the demands of these men—indeed, it is a question whether he did not always sympathise with them to the end, belie him as his actions might. Reading nearly all the news, he was attracted first by the scare-heads with which the trouble was noted in the "World." He read it fully—the names of the seven companies involved, the number of men.
