Responsibility in the engine cab!
One cannot deny that it exists there. One finds it hard to confound the hard fact that the engineer is worthy of a good wage—how good a wage is the only point to be determined. For responsibility must be well paid—whether it is responsibility at the dispatcher’s desk, in the lonely signal tower, in the track-foreman’s shanty, in any of the many, many forms of railroad operation where the human factor in safety can never be eliminated—where danger ever lurks, just around the corner and within easy reach of the outstretched hand. The engineer has his full share of responsibility. But he has no monopoly of it.
CHAPTER IV
ORGANIZED LABOR—THE CONDUCTOR
Here is another of the well-organized and protected forms of the railroad’s labor—the conductor. He will tell you that a goodly measure of responsibility rests upon his own broad shoulders. Yet your veteran railroad executive does not regard his conductor so much as a responsibility man as a diplomat. This last, after all, is his chief rôle.
You gather your brow. You do not understand.
“I thought,” you begin slowly, for you have made some sort of a study of this big game of railroading, “I thought that the traveling freight and passenger agents, all that solicitous company which travels through the highways and byways of the land, the big towns and the small, seeking out traffic, for the railroad, were regarded as its diplomats.”
You are partly right—partly wrong.
For the real diplomat of the railroad is multiplied in its service, far more than the freight or the passenger agents. The humblest and the rarest of passengers do not fail to see him. The man who rides on the railroad train for the first time in his life comes into almost instant touch with him. You yourself have seen him many times making his way down the aisle of the car; stopping patiently beside each of his passengers—we use the phrase “his passengers” advisedly—greeting old friends with cheery nods; upholding the dignity of the railroad and his own authority—quietly, but none the less surely—time and time again. Here, as we shall come in a moment to understand, is a real diplomat of the railroad—an autocrat of no small authority in those rare instances where he may fail to be a gentleman. And all this stands to the infinite credit of more than 60,000 conductors in the railroad service across the land.
We have just called him an autocrat. Remember, however, that for the safe movement of his train up and down the railroad’s busy lines he shares, in an important degree, the responsibility with the man with whom we have just ridden in the engine cab; but the engineer cannot very well make or lose business for his railroad unless he stops his train too sharply and too many times. The conductor—well, we are going to see him in his rôle of peacemaker plenipotentiary to the public. It, of itself, is a rôle where he can be and is of infinite value to the railroad.
Do you chance to recall the conductor of yesteryear—conceding no more than his blue cap to the growing use of uniforms in a republican country; somewhat unkempt perhaps as to clothes—yet benevolent and fatherly in his way? Did that sickly-looking woman at the end of the coach fumble and then attempt a feeble and impotent smile when he asked her for her ticket? And did he, with a sublime myopia, pass her by without demanding that bit of pasteboard? Your old-time conductor knew the difference between impostors—even in skirts—and empty-pocketed folks to whom a railroad journey might be a tragic necessity. A few years up and down the line, the constant study of the folk within his cars quickly taught him that. And it would have been a pretty poor sort of old-fashioned railroad that would not have allowed him discretion in such cases.
Your new-time railroad allows him little or no discretion in matters of this sort. Your conductor of today, finally quite at ease in the trimness of his well-set uniform, his arm-lantern gone into the scrap heap in these days of electric-lighted cars, on most railroads has practically no opportunity to use his judgment in matters that pertain to the fares. If he lets anyone ride free on his train—and the boss learns of it—he hears dire threats about the Interstate Commerce Commission, sees the yawning doors of the penitentiary close at hand.
Railroad managements have a way of using that law for the punishment of dishonest employees. So your conductor of today lacks the power of his brethren of an earlier day. They worked in a generation when the railroad still was a personal thing. Men and families owned railroads as they might own farms or banks or grocery stores. They headed their own roads and they assumed an attitude toward their men, autocratic or benevolent as the case might be, but almost always distinctly personal. The railroad as a separate unit had not then grown beyond a point where that was possible and the big boss was a real factor in the lives of his men. They might come to have a real affection for him—such as they had for Lucius Tuttle, when he was president of the Boston and Maine—and call him by his first name. No higher compliment can come up from the ranks to a railroad executive.
Today discretion is discrimination in far too many cases. So reads the Interstate Commerce Law about discrimination. It places discrimination in the same class with burglary and the shippers who had dealings with many of our railroads a quarter of a century ago are thanking all the political gods of the United States of America that this law was placed upon the statute-books; but it can be read too literally, just as the conductor of a modern train can be too sharp-sighted. Here is a case, which from too fine or technical a reading of the law might be read into discrimination; in reality it was an instance of real discretion on the part of the conductor.
A man—a nervous, tired man—was bound east through the state of New York upon the Lake Shore Limited. His destination was Kingston, which is situate upon the west bank of the Hudson River, almost half way between New York and Albany. The route of the Lake Shore Limited is down the east shore of the river, without a stop between Albany and New York. Anyone who knows the Hudson Valley well knows how atrocious are the facilities for crossing the river at almost any point between those two cities. This tired, nervous man planned to catch the last train of the afternoon down the West Shore Railroad from Albany to Kingston. Under normal conditions he had about thirty minutes’ leeway in which to make the change; but on this occasion the Lake Shore Limited was a little more than thirty minutes late and he did not alight at Albany—he had no wish to hang around there until some time in the early morning. He decided that he would go through to New York, cross the city from the Grand Central Station to Weehawken and then go through to Kingston on a night train. This meant 180 extra miles of travel; but the man was in a very great hurry and with him time counted more than miles.
As his train swept across the bridge and out of Albany the conductor came through. He was a round, genial-faced fellow, typical of that other generation of train captains that one often finds upon the older railroads of the land; and the man from Kingston halted him—told his story very much as we have told it here.
“I didn’t know but that, if you were going to stop for water at Poughkeepsie, I might slip off some way,” he finally ventured. “That would leave me less than twenty miles from home.”
The conductor did not hesitate.
“We don’t stop at Poughkeepsie—for water or anything else,” he said. “But I’ll stop at Rhinecliff for you.”
Rhinecliff is on the east bank of the Hudson,