In the early days of railroading, locomotive engineers were recruited from among mechanics. It was a great recommendation if they had worked for a locomotive manufacturer. They were paid by day, in the same way as mechanics were. Since mechanic turned engineers were skilled in the two trade, they tend to be too proud to be obedient to orders.
In the 1870s, however, many railroads including the C.
B
. &
Q
. introduced new methods of wage payment, such as the trip system and classification system. At the C.
B
. &
Q
., R. Harris introduced a new method by combining the two mentioned just above on Sept. 1, 1876 and reduced wage rates on June 10, 1877. Under the new method, engineers were graded into the four classes in terms of the length of the service which were paid accordingly. Judging from remaining company records, this was due partly to the financial pressure of the prolonged depression of the 1870s. The work can be done for less money than before, by replacing the first class men with the second and the third class men with lower wage rates.
However, we must not ignore the long term significance of the new method, under which in order to climb up to the first class one has to be promoted step by step every year. In other words, the method was inseparably tied with the policy of promotion from within. On Nov. 20, 1884, Mr. Rhodes, the superintendent of the motive power, send a circular letter to all the master mechanics of the company instructing “Hereafter please do not employ engineers and firemen who had worked on other roads… In doing otherwise, we are likely to import the bad elements of other roads.” And by the middle of 1880s, the company had developed well a designed employment practices, by which it had attained self-sufficiency in well trained engineers.
It goes without saying that this is a great achievement. At the same time, however, it bred discontent among engineers and their brotherhood and caused a bitter strike in 1888.
抄録全体を表示