Letters from an old railway official/Letter 14
LETTER XIV.
THE MANAGEMENT THAT BREEDS FROM ITS OWN HERD.
June 19, 1904.
My Dear Boy:—History repeats itself, and railroad history is made so fast that we repeat ourselves very often. Mankind absorbs a certain amount from the experience of others. In spite of the much good that comes, the same old fallacies are followed, the same old blunders are made. Within the last fifty years every road in the country, at some time or other, has undergone at least one reorganization and a corresponding radical change in personnel. Always, after several new camels get their heads under the tent, comes a newspaper pronunciamento that thereafter the management will breed from its own herd. This inbreeding invariably leads ultimately to narrowness if not to deterioration. The cousins intermarry too often and ere long the road is breeding its own scrubs.
Within the last five years every road in the country has gone outside its own ranks for official talent. The oldest roads have had only a few Leonard Woods and Fred Funtons, a president here, a vice-president there. Other roads have changed officials so fast that one is reminded of the traveler sojourning in Paris during the French Revolution. He instructed his servant to tell him every morning what the weather was, that he might know how to dress himself, and what the government was, that he might know how to conduct himself. What then of our boasted civil service; of the wonderful administrative machines we build up and find wanting? Is the principle wrong or is its application faulty? The earnest efforts of able men, crowned by many partial successes, are sufficient guarantee of honesty of purpose, of the necessity for something of the sort that has been attempted. He who criticises, be he ever so honest, must suggest a practical remedy or he soon descends from the level of the critic to that of the demagogue or the common scold.
Our trouble seems to be, not with civil service as an abstract proposition, but with the type we have been getting. It is about Z-99 as compared with the real thing. It has too many flat wheels to run smoothly. It must be jacked up high enough for new trucks and a stronger kingbolt. True civil service presupposes maximum care in original selection. It doesn’t mean that we shall wait until the grain and the coal begin to move before we figure on more crews. It rather contemplates having available firemen in wipers, and willing brakemen in clerks. Every superintendent believes that he is the best judge of men on the pike. On every system are probably men who can give him cards and spades, picked coal and treated water, and then outclass him on such a run. If we leave the hiring to the different trainmasters, master mechanics, or agents, we may have mostly the Irish on one division, mostly the Dutch on another. If we are going into this civil service business and are taking men, like Federal judges, for life or during good behavior, let’s have a long list of waiting eligibles recruited for each division. Let’s send around periodically a car with an examining board from central headquarters to size up the talent recommended by local officials. Put experienced officials, a surgeon and an oculist on the committee. Show your trainmaster that men who make it a business have more time than he to keep dudes and cigarette smokers off the runboard and the payroll; that the former have broader opportunities than he to develop a high standard of requirements. Let the committee encourage men already employed to demonstrate their fitness for transfer to other departments or to heavier divisions. Let’s change ends with our rail and put it where it will do the most good. The employment bureau, the recruiting office, or the civil service commission becomes a necessity to every large organization. Some roads have made a start in this direction, but it is only a start. To work out the problem will cost us money. Yes, but less than we are being forced to pay by some of the labor contracts we have had to sign. It is not only more graceful, it is less expensive, this leading instead of being driven.
The great trouble seems to be in this matter of civil service that we have tried to accomplish too much in too short a time. An industry whose existence does not antedate the memory of men still living cannot hope to have struck the best methods already. Yet it can be too cautious in building Chinese walls around its organization. What we have been striving for is to cultivate a company spirit, to improve the efficiency of the service. We have felt that the way to do this is to make our men feel secure in their positions, to have them convinced that the shakeup made by our advent is the last they will ever experience. Have we not chased this rainbow long enough? Should we not back up and draw some of the spikes we have put in the connection switches? It is one thing to sit in an office and figure that the importation, of this one man ought not to make anybody uneasy. It is quite another to make the thousands of men along the road believe that we can stick to the original package. Blood is thicker than water and the new man will have his relatives and his followers or the followers of his friends. If he is too thin-skinned, fear of criticism may prevent his bringing in some new talent that would be of real benefit to his road. He is blamed if he does and blamed if he doesn’t. Whichever course he pursues there remains, in greater or less degree, that uncertainty which is so demoralizing. Remove this uncertainty, let men know definitely what to expect, and you are over the hill and closer to the terminal.
The old-fashioned rule of promote two and hire one worked mighty well on some roads for conductors and enginemen. In these days of larger systems the ratio might be changed to three or four or even five or six to one. If it were definitely understood that every so often, say every fifth vacancy in certain grades of officials and employes, a man would certainly be selected from outside the service, I believe that we could remove the feeling of uncertainty. We would in a large measure attain the result we have thus far missed. We would build up organizations with enough fresh blood to stand the test of time.
Brains and adaptability are not a natural monopoly. God Almighty hasn’t given any road a New Jersey charter broad enough for incorporating a trust of the most efficient men. No, I am not a populist or a socialist. I believe in trusts. They have come to stay and ultimately to benefit the masses. Legislation will no more succeed in destroying them than it did in preventing partnerships in England where centuries ago it was thought for two men to unite as partners in business was an unsafe combination of power. Education comes by hard knocks and probably anti-merger decisions are worth the inconvenience that they have caused. The sober sense of the American people will tell them after a while that in attempting constitutional and legislative interference they have not benefited themselves one dollar. They will learn that forcing a change of methods does not necessarily bring about a different result. They will learn that in the long run they, the people, are the losers when good capital is tied up; that they pay the price for unwise competition. The railroads, the first great trusts, should be early to realize that some conditions inherently forbid the elimination of competition. Our prairies are too broad for an agricultural trust. The range of the human mind is too great for any railroad to patent the ability of its men.
This trust freight seems to make you full tonnage without cleaning out all the rush stuff in my yard. You may cut off ahead of the rest of the civil service loads and I will have a pony set on your caboose when you pull through the ladder. Yes, I will tell the operator at the yard office to scratch them off your consist. I shall have to run another section and fill out with some cars of company material which the construction department is kicking about. Please put up—excuse me, display—signals until the dispatcher can get hold of you at the end of the double track. By the way, if instead of “will display signals, etc.,” his order should read, “will signal, etc.,” would it not be shorter and, including flags, lamps, whistle and voice, be more comprehensive?
Affectionately, your own
D. A. D.