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ADEQUATE TRANSPORTATION. by J. W. Roberts, General Superintendent Transportation, Eastern Region, Pennsylvania Railroad System. The entire absence of any of the frills or formalities with which recognized regular speakers are intimately familiar and generally employ preliminary to an address or talk, should be evidence that I am not here in the capacity of a speaker. In the first place–I have no ability in that field, that which may be truthfully said with respect to railroad men generally (present company excepted) whose time is devoted and energies expended in other directions ; and in the second place the real purpose of this meeting as it has been explained to me, is to afford us (you and me) the opportunity for a free exchange of views relative to matters of common interest, thereby not only increasing our knowledge of such matters, but perhaps establishing a better or more uniform understanding in connection therewith, all of which should tend to develop efficiency and insure the best results under prevailing conditions, from individual, as well as collective effort. The subject which has been assigned to us, "Adequate Transportation", is not an entirely new one. On the contrary, railroad men and railroad organizations, the public, commissions and other Federal and State Bodies, civic organizations, etc., interested in railway transportation service, have unquestionably comprehended correctly for many years, the meaning of the adjective "Adequate" when used to describe railway transportation service. It could have but one meaning and that is transportation service rendered which satisfied the requirements of Commerce. It does not signify a 100% performance as applied to each individual shipper or receiver of freight ; or each passenger, but that all service required has been or is being provided, when same is considered in the aggregate, on a satisfactory basis. I shall approach this subject tonight from an angle somewhat at variance from that which would probably be suggested, generally by the meaning of "Adequate" as defined. The foundation for our discussion should be, it seems to me, a brief description of the events in chronological order which led up to the adoption of the term "Adequate Transportation" ; an outline also brief, of what the railroads, and particularly the lines of the Pennsylvania Railroad System, have accomplished in the direction of Adequate Transportation ; and an opinion as to what our individual and joint relationship to Adequate Transportation service should be insofar as qualifications and responsibilities are concerned. The situation with which you are familiar and which prevailed almost continuously throughout the year commencing about April 1, 1922, closely related to the coal miners’ strike and subsequently the shopmen’s strike and a multitude of kindred conditions, forced the railroads of the country to a real test of their strength and capacity, since as you also know an unprecedented volume of traffic offered for movement. This situation, affecting as it did directly commerce of the entire nation, and indirectly, the commerce of Foreign countries, with which the United States maintains interchange relations, made manifest in so definite a manner the very close relationship between industrial progress and prosperity on the one hand, and on the other, necessary transportation service, with a machine sufficiently elastic in operation to meet the variations in demands upon it, especially increased demands that the term "Adequate Transportation" was created so to speak and given a National, and subsequently, an International standing and significance. A brief outline of the more prominent facts related to traffic conditions and railway service within the period of six months or to be more exact, thirty-seven (37) weeks ended about April 1, 1923, seems desirable in order that we may, in discussing the subject specified tonight from the standpoint of its application to the Pennsylvania Railroad System and the organization of that System, of which we are members, have in mind precisely the same objective. Measured by freight cars loaded, there was handled by all railroads during the period of thirty-seven (37) weeks ended April 1, 1923, the greatest volume of traffic ever transported in a corresponding period in the country’s history, this having been represented by 32,939,789 carloads, an increase of 1,270,933 carloads, or four (4%) per cent. over the previous peak of traffic. Our participation in this performance as members of the organization of the Pennsylvania Railroad System will be appreciated when I say that of the 32,939,789 cars loaded by all railroads, the Pennsylvania Railroad System loaded 3,784,182 cars or twelve (12%) per cent. of total loaded by all railroads, the Eastern Region having loaded 1,356,581 cars, thirty-six (36%) per cent. of cars loaded by the Pennsylvania Railroad System, and four (4%) per cent. of cars loaded by all railroads. Loaded cars dispatched by the Eastern Region during the period named, 8,702,300, or 33,632 per day represented forty-four (44%) per cent. of loaded cars dispatched by the System, the performance of each the System and Region being a record. While reliable reports denote that in the face of serious handicaps, the outgrowth of so-called war conditions and the recent strikes, with the kindred conditions which have been mentioned, railroads had undertaken a task of tremendous proportions and had achieved record results, still greater responsibilities had to be assumed to meet the increasing demands of commerce. Increased facilities involving yards, terminals, freight stations, passenger station facilities, etc., provided by railroads year 1922 at an approximate cost of $429,000,000 and similar improvements authorized for the year 1923 at an approximate cost of $1,300,000,000, were recognized as a most essential part of any constructive program. The employment of these facilities was absolutely necessary to meet requirements of the anticipated heavier load the transportation-machine would be expected to carry during the remainder of the year, that is, from April 1st, with the maximum load probably developing month of October, and it did develop during that month. However, aside from the greater capacity which would be assured by the improved facilities, certain definite programs for utilization of the available facilities devolved upon individual railroads and railroads collectively, knowledge of which situation prompted action by the Association of Railway Executives in the form of a Resolution adopted April 5, 1923. You are familiar generally with this Resolution. Therefore instead of utilizing any part of the limited time available in reading it, I shall merely mention for our consideration a little later, the essential of its requirements, namely:
The principle underlying program contemplated by this Resolution is that operation of railroads on the basis of their maximum capacity, under prevailing conditions, is at all times dependent largely upon efforts of the different organizations of each individual railroad being properly expended and coordinated with the efforts of each other organization, and the proper co-ordination of efforts of different railroads when and to the extent co-ordination may be necessary ; and such contact with the public constantly, as will create on its part a sympathy for the railroads and confidence in their program with the consequent desire to render by either act or friendly attitude, a helping hand. It seems fair to conclude, and here express the opinion that while the Pennsylvania Railroad System under the Pro- gram I have referred to has not attained each of the results sought, continuous active interest and endeavor involving department with which we here tonight are directly indentified in a supervisory capacity, have forced progress which justifies at least a feeling of satisfaction. It is true of course that this body of men constitutes a comparatively small percentage of the supervisory organization, Pennsylvania Railroad System, but it has neverless contributed its share to results referred to and is therefore entitled to its share of the credit. However, the results from operations considered from the standpoint of the System in its entirety ; a Region ; General Division ; Operating Division ; parts of an Operating Division ; an organization or individual members of an organization, should not of course be regarded as the best obtainable for the reason that such a state of mind would soon lead to a tendency to discontinue the search for new and better methods to increase the capacity of available facilities, minimize expense of operation and increase net revenues, which latter result in the last analysis is the one which means the most to all of us. Believing that you accept as sound the conclusions just stated, I am going to ask that you join with me for a short time in thought, study and actual consideration of a few of the large number of details of service in which we are jointly engaged. Definition of the word "Foreman" or "Supervisor" gives us a pretty clear idea of what our responsibilities and obligations as supervisory members of the organization Eastern Region should be. Notwithstanding this fact it is altogether probable that some differences in opinion obtain with reference to certain details, but as stated previously I am sure that, even in the short time consideration may be given to this matter, we may arrive at a better or more nearly common understanding, which ultimately will make for development of efficiency and an enlarged output in some form. I am convinced that one of the essentials of the major requisites or qualifications for an employe whatever may be his position or responsibilities, is the feeling of complete satisfaction with his chosen field of endeavor. This feeling may be wholly innate, that is, inborn, or as we often hear the expression a "born railroad man" ; it may have been acquired ; or it may be related in a measure to each of the two sources, but in any case it should be one of the outstanding qualifications of any member of a Railroad Organization. The Foreman or Supervisor has a large responsibility in respect to this particular detail. He must be satisfied with his chosen vocation and manifest evidence of being pleased with his particular assignment, in order to thus inspire men under him and influence a similar interest and feeling of satisfaction on their part. Another of what may be considered major requisites or qualifications for a Foreman or Supervisor of a railroad organization is an intimate knowledge of the details of service under his direct jurisdiction. Such knowledge creates confidence on his part which in turn not only establishes respect for his opinions, judgment, suggestions and recommendations by his superiors, but inspires confidence among the members of his organization, an essential to their development, and an effective means of encouraging the man worth while to do his best and getting the man who is out of place to recognize. it. Knowledge of details of service assignment, extends naturally to the reasons for each phase of the service ; and the consequences of departures from the required obligations whether the departures be due to carelessness, errors, misunderstanding of instructions, incomplete instructions or the entire absence of necessary instructions, matters which I shall later endeavor to definitely connect with a brief description of a few practical examples and experiences. A satisfied member of an organization ; one who enjoys his work and is thoroughly informed concerning the duties of his position is always handicapped if in addition he does not possess that degree of aggressiveness which creates interest, enthusiasm and industry on the part of men aaasociated with him ; and that peculiar quality of sympathy for his fellow-men–that quality which enables a Foreman or Supervisor to locate the hidden weaknesses of his subordinates and correct them, often employing patience to bring out the good that is there ; that quality which makes criticism or even discipline effective and the employe involved a better man instead of one resentful and ready to retaliate for what may appear to have been unjust treatment ; that human side not readily described but the great value of which to a Foreman or Supervisor directly, and the interest he represents indirectly, cannot be accurately measured. A policy which appeals to me as defensible from whatever angle it may be analyzed is one contemplating a plan, the application of which under the direction of a Foreman or Supervisor will encourage at all times each member of the force to do his best, the incentive being expected reward in the nature of recognition and advancement. Here again the Foreman or Supervisor has a prominent part to play. His men to do their best, must be encouraged. This cannot be accomplished fully, unless the product of their efforts is in some way measured and the result made available to them. The kind of measure to employ must depend upon the kind of service involved, but without some current knowledge on the part of each member of an organization of what his output has been in comparison with the output of other members similarly engaged, interest naturally lags. Equally necessary as a means of development of members of an organization by the Foreman or Supervisor is pointing out currently and accurately the benefits and advantages which accrue entirely or partially from their efforts ; and the necessary expenses and other forms of disadvantages chargeable either entirely or measurably to their failures. Co-operation is a much over-used and perhaps misused word, but to me it signifies the relationship between a Fore- man or Supervisor and the members of his organization ; and between members of the organization under a Foreman or Supervisor which cannot be eliminated from mention as an essential part of the major requisites of a railway employe which I have already named. If the principle of co-operation is thoroughly impressed upon members of an organization is it not fair to assume that when they advance to positions where dealing with the public is required, they will possess one of the qualities which must be ever present, that is, a willingness to co-operate in connection with matters of mutual interest, realizing that ends desired, if obtainable at all, will come from the exercise of that policy. The three major requisites of a Foreman or Supervisor:
We probably subscribe unanimously to the view expressed relative to the meaning of the term "Adequate Transportation," our subject tonight. As previously stated however there are probably different opinions relative to the major qualifications for a Foreman or Supervisor ; and if so, the difference should be made one of the subjects for discussion in classes if not inconsistent with the program of work assigned to the classes. I had planned to indicate at this point by the presentation of certain facts and some practical examples, in what way certain service subject to our supervision affects favorably or adversely dependent upon its quality or the attendant circumstances ; or both, results desired under the Adequate Transportation Program or any program contemplating proper utilization of existing facilities, but on account of the time being limited I shall omit these details and conclude with a few general statements in the nature of a summary. Records illustrated by the charts before us prove that under the Adequate Transportation Program a good job has been done. Since these records were prepared to be exhibited to members of our clubs, results for the entire year (1923) have been made available. They shatter the traffic records of any previous year. Gauged by the volume of car loadings, the movement of freight was more than 10% greater than in 1920, when the previous high record was made. It was over 12% above the movement of 1918, when the peak of war-time traffic was recorded. For nine consecutive months in 1923, averages of more than one million loaded cars of freight were handled per week, and the entire year’s average will be only slightly less than one million cars a week. Your efforts have contributed largely to the results. By experiences we have all profited, and no better evidence of your interest in the service for which you are responsible could be found than your presence here tonight for an educational purpose ; with such interest on the part of each individual member of the various organizations and the proper co-ordination of such interest and efforts, continued progress by the Pennsylvania Railroad System of which we are all proud, considering ourselves as we do a component part of it, is assured. We have admitted that a good job has been done under the Adequate Transportation Program, but you will recall I stated that one, of the most important results from operation of a railroad is the one represented by net earnings, that is, the difference between total receipts and total expenditures, and the performance of a railroad must not be confused with the result referred to, that is, its earnings or prosperity. The owners, stockholders of a railroad, are interested in the property to the extent of its ability to earn for them a fair return on their investment, hence the Pennsylvania Railroad System must meet that obligation with respect to net earnings in order to be successful ; and its prosperity, of course, means prosperity for us as members of its organization. Much to the regret of all of us the recent decline in business and corresponding decrease in earnings have made necessary some curtailment in forces and expenses. Indications seem to be that the business decline is of a temporary nature and I hope with you that it will soon be followed by a return of traffic of even greater volume than has been handled during the current year. I regret that I do not have time to mention more of the details of service in which we are interested and hope this opportunity may offer some other time. I again congratulate you on the work your Club is doing, and thank you very much for the close attention you have given to me. (A set of charts exhibited at each meeting illustrated each of the essential details of the subject discussed, including certain results from operation under the Adequate Transportation Program).
Average weight of lading per car load. (Net Tons per Car)
Per Cent. of Freight Cars awaiting repairs:
Per Cent. of Locomotives awaiting heavy repairs:
* Not available
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