BN Move to Fort Worth

I don't know the reasons for the various Hq moves but Ft Worth was on the Burlington's Ft Worth & Denver line, the route of the Texas Zephyr. It was also on the Burlington - Rock Island line to Houston which was the route of the Sam Houston Zephyr and the Twin Star Rocket.

Mark

Good questions - esp. since the move to Fort Worth was long before anyone ever thought BN+SF would occur, which now afterwards makes it seem a little more sensible.  Forth Worth is associated with Dallas - certainly a major city - but of no operational significance to the then-BN, and not a financial center like New York, Chicago, or LA or SF or even Denver.

A quick perusal this morning of Burlington Northern Santa Fe Railway by Brian Solomon, 2005 (MBI Publishing, St. Paul, Minn., ISBN-13: 978-0-7603-2108-9, ISBN-10: 0-7603-2108-6) didn't find any mention of that move - but that's mostly a photo and railfan type of book.

More common than most people think, the HQ of large corporations is often located or moved close to the CEO's home or similar, rather than where a rational, objective assessment would place it.  A few years later, UP did exactly that - moved its business HQ from New York City to Bethlehem, PA to be much closer to the northern suburban Philadelphia home of its then-CEO Drew Lewis; after Lewis retired, I believe UP then moved to Omaha.  So there's a possible avenue of exploration, to see if that holds out.

- Paul North.

Paul,

I wasn't aware the UP's corporate headquarters had ever moved out of Omaha, let alone to Bethlehem, PA.  Thanks for the heads up on that one.

I wouldn't consider the distance between Bethlehem and Philadelphia to be an easy commute, it being a minimum 1.25 hours by car one way.  Lewis was, however, most definitely a Pensylvanian through and through, even have unsuccessfully stood for governor in 1974.  I suspect, as you point out, that Bethlehem was where Lewis resided, and so that became the corporate HQ for UP for most of the eleven years Lewis was CEO.

The HQ for the railroad (operations) apparently never strayed from Omaha, however.

RJ -

On UP - Right, it was just the corporate/ financial people, about 200 of them altogether - the holding company, really - that were in NYC [I have no idea of when or how that first occurred], then Bethlehem, then to Omaha.  By then - late 1990s, if memory serves - Omaha probably had gained a lot more respectability, being the base for uber-investor Warren Buffett and his Berkshire-Hathaway holding company.  The RR Ops have always been in Omaha, though, as far as I know.

Lewis resided - then and now - in the rural part of upper Montgomery County, PA, just about exactly midway between Harleysville and Schwenksville [to name 2 towns which would be recognizable and locatable to those from outside the area].  It is about 26 or 27 miles NW of Center City, Philadelphia.  But even with that 'head start', it still wasn't and isn't an easy commute - Google Maps says its still about 35 miles over a convoluted, indirect route and 1 hr. 5 mins. for the shortest route to Bethlehem.  There, UP was located on several floors of then-Bethlehem Steel Co.'s 'Martin Tower' office building, in the northern part of the City [actually in Lehigh County, as the City of Bethlehem is split between it and Northampton County] at the southeastern corner of the intersection of 8th Avenue with Eaton Ave., north of Route 378.  [Martin Tower has been vacant for several years now, post-Beth. Steel, awaiting redevelopment.]  I would not be surprised to learn that Lewis used a helicopter - I believe he had a pilot's license, too - to shuttle between his home and that office, to avoid that commute.

On BN - I think I got rid of all my reports and mailings from BN back then.  So as best as I can recall - which is certainly subject to correction - in the early 1980s BN thought that in the immediate post-1970's energy crises' [recall that there were 2 - late 1973/early 1974 in conjunction with the Israeli 'Yom Kippur' 1973 War, and 1979-ish for I don't remember exactly why] that its future lay in the natural resources business - coal, oil, logging, etc., as much as or more than in railroading.  [Trivia from back then, to support that - BN owned most of Mt. Saint Helens - or at least the logging rights there - when it blew up in May 1980.]  Thta's why a non-railroader - Richard Bressler from ARCo [Atlantic Richfield Refining Co.] became CEO [then Gerald Grinstein].  Since Dallas-Fort Worth is far more in the orbit of the coal/ oil/ energy businesses than Seattle or St. Paul, that provides at least some rationale for the move to there.  But if so, then why not Houston = more oil-oriented, or Denver, which back then was even more of a center for all of that [Q]  Perhaps as I suggested above, Bressler or some other key personnel or operation had or wanted closer ties in Fort Worth than they could have obtained elsewhere. 

Hope this is helpful.  Again, this quasi-speculation clearly needs further research and support - but if I were running it down, that's where I'd be looking next.

- Paul North.

I have no insight into why BN moved to Ft. Worth, but being a life long Minnesotan, I do recall the talk at the time was that they left Minnesota to escape the high corporate tax's the state charged.

I don't have anything specific on BN's move, but I suspect that government economic incentives may have come into play.  Texas probably has a lower corporate tax rate than Minnesota, and as something of direct benefit to BN employees that relocated, Texas has no state personal income tax.

Other factors might have included incentives from a commercial realestate developer with a too large inventory of vacant space.  Locating near an airport with more direct flights to more destinations can be considered a plus.

And-Do you know what winters are like in Minneapolis?

I don't recall the move to Seattle, seems to me BN was in St.Paul and then went to Ft.Worth in the eighties.

AFAIK the Empire Building in St.Paul is still in use so I don't think the building was crumbling or anything, and it's across the river from the downtown St.Paul airport (and only a 20-30 min. drive from Twin City International Airport, a major hub for NorthWest Airlines). I don't know how crowded BN was there in St.Paul, could be they have more space in Texas.

I wouldn't be surprised if taxes weren't a factor, although I think taxes may have more to do with where a company was incorporated, not where it's HQ is?? Seems to me there are plenty of companies whose main office is in New York who are incorporated in Delaware for tax and other legal purposes.

jeaton

And-Do you know what winters are like in Minneapolis?

My Dad was a Letter Carrier out of Lake Street station in south Minneapolis for over 30 years. He said the worst winter he ever went thru was the winter of 1944-45 when he was in basic training for the US Army in Mineral Wells, Texas, not far from Dallas-Ft.Worth.

When the Frisco and the Burlington Northern merged; the surviving corporation was called Frisco Northern by some people even though the name Burlington Northern remained. The Frisco had in effect taken over and the focus of the company was no longer on the Hill Lines. The move to Ft Worth was logical if nothing else.

Those of us who are fans of the GN,NP, and CB&Q will remember them in the Twin Cities. Thank goodness that relatively few Frisco units showed up here after the merger and Frisco seemed quick to paint their locomotives in BN cascade green.

wjstix

My Dad was a Letter Carrier out of Lake Street station in south Minneapolis for over 30 years. He said the worst winter he ever went thru was the winter of 1944-45 when he was in basic training for the US Army in Mineral Wells, Texas, not far from Dallas-Ft.Worth.

 

Being raised in the far north, and relocating down here ,180 miles east of DFW area, I can testify to the damp cold that the winter can be, with the high humidity , compared to my 18 years of winters in Montana, it is bone chilling, and it seems no matter how much clothing you put on, it's still cold. But , with that said, the winters down here are in reality, 30 to 45 days? It beats 8 months up north shoveling snow any time. Basic training can also contribute to the feeling of despair.  (been there done that, San Antonio 1981)

The thousand of snow birds that travel and relocate here seem to think the winters aren't all that bad, taxes and real estate are pretty attractive too.

As far as BNSF? No idea but I think the tax rates would rank high on the list, as well as incentives by the state and city to draw large corporations down. The southern states have been lobbying hard for years to attract business away from other areas.

wjstix

I don't recall the move to Seattle, seems to me BN was in St.Paul and then went to Ft.Worth in the eighties.

AFAIK the Empire Building in St.Paul is still in use so I don't think the building was crumbling or anything, and it's across the river from the downtown St.Paul airport (and only a 20-30 min. drive from Twin City International Airport, a major hub for NorthWest Airlines). I don't know how crowded BN was there in St.Paul, could be they have more space in Texas.

I wouldn't be surprised if taxes weren't a factor, although I think taxes may have more to do with where a company was incorporated, not where it's HQ is?? Seems to me there are plenty of companies whose main office is in New York who are incorporated in Delaware for tax and other legal purposes.

jeaton

And-Do you know what winters are like in Minneapolis?

My Dad was a Letter Carrier out of Lake Street station in south Minneapolis for over 30 years. He said the worst winter he ever went thru was the winter of 1944-45 when he was in basic training for the US Army in Mineral Wells, Texas, not far from Dallas-Ft.Worth.

 

 

I wasn't living up here (MN) at the time, but I've gotta believe those Minnesota-Nice tax rates were a big part of the rationale.  With the state legislature's and the Minneapolis city council's avowed policies toward "social engineering" (i.e. more and more welfare, subsidized housing, etc.), BN wouldn't have been the only industry to pack-up and move because their profits were being taxed way too much.

As for Frisco colors, I can't say as I'm a big fan of the Frisco (never saw them in action), but I still like their red & white compared to the orange, yellow and green of the BNSF today.

Low corp taxes, 0 personal income tax, the Forth Worth & Denver line direct into Houston, and Forth Worth is a major railroad hub, plus the fact that during the late 1980 and early 1990s, the FWD area had an explosion of growth, homes that in most  areas would sell in the $300,000.00 plus price with all the goodies were on the market for $250,000.00 or less.

Add in easy access by air, DFW and Love Field almost dead center between the two, and a city that actively persued companies to relocate there...whats not to like?

Paul, untill the BN SF merger, the only line the BN had into Houston was the joint Rock Island, CB&Q Fort Worth and Denver...which ended at Settagast yard...one way in, one way out...and they had to deal with the SP when they got here...

WIAR

wjstix

I wouldn't be surprised if taxes weren't a factor, although I think taxes may have more to do with where a company was incorporated, not where it's HQ is?? Seems to me there are plenty of companies whose main office is in New York who are incorporated in Delaware for tax and other legal purposes.

jeaton

I wasn't living up here (MN) at the time, but I've gotta believe those Minnesota-Nice tax rates were a big part of the rationale.  With the state legislature's and the Minneapolis city council's avowed policies toward "social engineering" (i.e. more and more welfare, subsidized housing, etc.), BN wouldn't have been the only industry to pack-up and move because their profits were being taxed way too much.

If I recall correctly, Trains Magazine, Railway Age, and/or The Wall Street Journal wrote that TAXES had everything to do with the Burlington Northern, Inc. move from St. Paul to Seattle.  And it wasn't just taxes on company owned real estate, inventories, and corporate income taxes, it was the high personal income tax rates being assessed on employees.  The Minnesota state government thought B.N.I. was bluffing when they sought tax relief, and so the elected clowns in St. Paul called their bluff.  Well B.N.I. wasn't bluffing, and subsequently jumped telling the Minnesota state government to bow-up and kiss-off.  B.N.I and the railroad subsequently moved headquarters to Seattle.

When Union Pacific Corporation Chairman Drew Lewis retired, his successor moved the Corporation's headquarters to Dallas, Texas around 1997.  Dallas, you see, is like Seattle - two cities situated in jurisdictions  that share the same state income tax rate:  ZERO percent.  The  1997-1998 collapse in railroad service required the full time attention of Chairman R.K. Davidson at the Railroad's headquarters in Omaha.  Eventually the Corporation's headquarters were moved to Omaha.

Many years ago the greedy New York state government was going after executives who earned retirement credits while working in New York, but who subsequently retired in state-income-tax-free Florida.  As I recall, the business press reported that the legislature was having a certain amount of success in collecting state income taxes from those retirees so situated.  Today, I don't know if that practice continues or if the United States Congrees corrected the situation.   

Bob-Fryml

If I recall correctly, Trains Magazine, Railway Age, and/or The Wall Street Journal wrote that TAXES had everything to do with the Burlington Northern, Inc. move from St. Paul to Seattle.  And it wasn't just taxes on company owned real estate, inventories, and corporate income taxes, it was the high personal income tax rates being assessed on employees.  The Minnesota state government thought B.N.I. was bluffing when they sought tax relief, and so the elected clowns in St. Paul called their bluff.  Well B.N.I. wasn't bluffing, and subsequently jumped telling the Minnesota state government to bow-up and kiss-off.  B.N.I and the railroad subsequently moved headquarters to Seattle.

When Union Pacific Corporation Chairman Drew Lewis retired, his successor moved the Corporation's headquarters to Dallas, Texas around 1997.  Dallas, you see, is like Seattle - two cities situated in jurisdictions  that share the same state income tax rate:  ZERO percent.  The  1997-1998 collapse in railroad service required the full time attention of Chairman R.K. Davidson at the Railroad's headquarters in Omaha.  Eventually the Corporation's headquarters were moved to Omaha.

Many years ago the greedy New York state government was going after executives who earned retirement credits while working in New York, but who subsequently retired in state-income-tax-free Florida.  As I recall, the business press reported that the legislature was having a certain amount of success in collecting state income taxes from those retirees so situated.  Today, I don't know if that practice continues or if the United States Congrees corrected the situation.    

Peachey.  On a contrasting note, I definitely recall Northwest Airlines getting a sweetheart deal, something to the tune of $800 million in tax breaks and state funding/loans, to build an aircraft repair facility up in Duluth, and what came out of it?  Diddly squat - that's what.  It was that tax-and-spend fruitcake Jim Oberstar who had a big hand in orchestrating the whole fiasco, and from what I understand we still haven't got a lot of that money back.  Yet BN was allowed to pull-out. 

Paul_D_North_Jr

RJ -

On UP - Right, it was just the corporate/ financial people, about 200 of them altogether - the holding company, really - that were in NYC [I have no idea of when or how that first occurred], then Bethlehem, then to Omaha.  By then - late 1990s, if memory serves - Omaha probably had gained a lot more respectability, being the base for uber-investor Warren Buffett and his Berkshire-Hathaway holding company.  The RR Ops have always been in Omaha, though, as far as I know....

- Paul North.

Union Pacific's offices in New York go back to the days of Edward H. Harriman, the lad who reconstructed Union Pacific from two streaks of rust across the prairies into a railroad colossus.  Harriman was a Long Islander who moved to the city, and eventually built a nice little place across, up and off the Hudson River at Arden, NY, where he raised trotting horses, his other avocation. 

After he gained control of UP, Harriman remained in the city, no doubt because his bankers (James Stillman of National City Bank and Jacob Schiff of Kuhn, Loeb & Co.) were a couple of blocks away.  Also, the private bank of Brown Brothers Harriman (Guess who the Harriman in BBH was?) was, and remains, in the city, and it was through BBH that Harriman's interests in other railroads were pursued (Brown Brothers Harriman retained a seat on the board of directors of Illinois Central, Central of Georgia [later Southern, later NS], and Southern Pacific, among others) for dozens of years after EH Harriman's death.

The company's top management remained quite inbred for many years.  It also remained in new York.  After Harriman's death, the Chairman of the Board reins were passed to his friend and lawyer, Robert S. Lovett.  When Lovett passed on, E. Roland Harriman, EH's oldest son, took the reins.  When E. Roland retired into a seat on UP's Board, he nominated Robert A. Lovett, son of Robert S., to take over . After him came Frank Barnett, a confidante and lawyer in the city to pick them up.  Another Harriman in-law or grandson (I forget which) who held a position on UP's board was Elbridge H. Gerry.  Presumably, all these folk were New Yorkers.  Incentive for any of these boys to move to Omaha?  Zero. 

At some point in the 1950s/early 1960s (I'm not sure here), either ER Harriman or Robert A. Lovett decreed that the company be split into three parts:  rail, oil and gas, and land and minerals.  The latter two parts reflected land the company had been granted by Congress 80 to 90 years earlier, which carried with them valuable mineral rights.  Perhaps also in his prescient thinking lurked the notion that the government might wish to repatriate some of these rights, and that it therefore might be prudent to separate them from the railroad -- none of these men were stupid.  So they formed the holding company, Union Pacific Corporation, located in New York.

The people who ran the subsidiaries were off in the provinces.  Day-to-day management of the Union Pacific Railroad remained in Omaha.  And none of the New Yorkers were of a mind to get mixed up that.

Going back to EH's tenure as chief executive, company headquarters were at 120 Broadway.  At some point in the 1960s or '70s, UP moved uptown to 345 Park Avenue, where it remained through the time Drew Lewis entered the scene as CEO (I know because I went there once for an interview).

 A long time friend of mine flew UP's helicopter (S-76) when the headquarters was in Bethlehem.  95% of the flights were to NYC and Washington DC.  Its a two pilot helicopter and at this level only professional pilots man the controls.  The chairman (Lewis) was always in the back at the bar.

As I recall, the BN move was about the same time that a prominent St.Paul company that made hoists and derricks got a big state subsidy to refurbish their plant...and then used the money to move the company to a different state!! Unfortunately, having been burned once, I think Minnesota was a little shy about putting too much money out in similar deals for a while.

The Minnesota = high tax state is a little bit of a myth. Our individual income tax rates are a little higher than some states (although they were cut by 20-25% in the nineties from what they had been)but when you factor in all the subtractions and refundable credits on the return (for daycare expenses, school expenses, etc., elderly/disabled etc.) and the property tax refund for homeowners and renters, and our sales tax rate being relatively low (plus we don't tax clothes and food) it works out that the Minnesota comes out around the middle - something like 22nd highest taxes paid overall.

Many states that don't have income taxes have fairly high sales tax rates, and have other fees and "personal property taxes", "luxury taxes" etc. that often ends up amounting to the same amt of tax as states that have income tax.

BTW in Minnesota part of the taxes collected in income tax and sales tax is sent to the counties, targeted to reducing the property taxes they charge.

OK - I thought there was a helicopter involved in there someplace.  The bar proclivity is no surprise, either, if you saw my previous post which in part covered that topic several months ago [though I have no desire to drag the man's reputation further through the mud now].

- PDN.

Even more puzzling, why in 1981 did the BN move again to Fort Worth (just after acquiring the Frisco, which had its HQ in St. Louis)?  At the time, I'm not certain any of the BN lines reached Fort Worth

Ft Worth was the end of the line for the FRISCO and CB&Q was the parent company of FW&D,SP&S which came with CB&Q along with a lot of other locally owned RR on the CB&Q system..

So,BN had lines into TX. from the start...

A bit of clarification on BN moves:  Burlington Northern, Inc. was the umbrella corporation for the various railroads, resource companies, Burlington Air Express, etc.  Richard Bressler was brought in by the BNI board in 1980 to realize the shareholder value locked up in those properties.  Simply by looking at that ancient red brick railroad headquarters edifice in St. Paul one sensed ossification.  Step inside, and the feeling was confirmed.  Mr. Bressler was a change agent.

Ossification was no longer an option.  Promptly, in 1981, he hied his office and a very modest corporate staff to Seattle to become "BNI", distinct from the railroad, a portent.  (And perhaps to avert his eyes from the coming de-ossification as "Pisser Bill" Thompson and his Frisco cohorts had their way with Menk's minions.)  The railroad was to remain in St. Paul for a season.  For therapy.

A properly chastened, down-sized and reconfigured BNRR operating department moved to Overland Park, Kansas (Kansas City suburb) in 1983.  Spying out the promised land on to the south, so to speak.  And, yes, back to the Frisco!  Meanwhile, back in St. Paul "Mr. Frisco", Richard Grayson, had yielded the throttle to one of Mr. Bressler's trusted lieutenants, Mr. Walter Drexel.  Mr Drexel was from Texas.  Perhaps more refined than "Pisser Bill", his plan was even more radical ... "corporate culture" shock.

That ossified red brick edifice, and the management history it reflected, was figuratively blown into history with the announcement that BN railroad headquarters would relocate to Fort Worth, Texas in mid-1984.  From Frisco merger day in November, 1980 to relocation in 1984, BNRR employment had dropped from 60,000 to 36,000.  Some explosion.  And, yes, Fort Worth was a Frisco town too.

Nice  base, Fort Worth, from which to spring that ultimate take-over plot.  You know ...  "Frisco finally gets the Santa Fe."  The BN operating department filtered south during the mid-90's to fill Mr Grinstein's classic new headquarters campus.  The irony can't be missed.  BNSF fits beautifully into a modern corporate facility that looks more than a little like a .... railroad station.  May it remain unossified. 

466lex, thanks for those additional facts and insights.  I had my doubts that tax rates and breaks alone explained the location change - it seems as if the need for corporate culture changes are not recent modern management revelations, but were recognized as far back as then - some 25-plus years ago. 

But still - given that a change was going to occur, why move the BN headquarters to Fort Worth instead of to, say - St. Louis, Denver, Chicago, Kansas City as for the Operating Dept., Boise, Bozeman/ Billings/ Butte, etc. ?

Also - is that Frisco's Mr. Bill Thompson the same who was one of E. Hunter Harrison's mentors as recounted in Fred Frailey's lead article in this month's August 2009 Trains magazine ?

- Paul North.

Paul_D_North_Jr

466lex, thanks for those additional facts and insights.  I had my doubts that tax rates and breaks alone explained the location change - it seems as if the need for corporate culture changes are not recent modern management revelations, but were recognized as far back as then - some 25-plus years ago. 

But still - given that a change was going to occur, why move the BN headquarters to Fort Worth instead of to, say - St. Louis, Denver, Chicago, Kansas City as for the Operating Dept., Boise, Bozeman/ Billings/ Butte, etc. ?

Also - is that Frisco's Mr. Bill Thompson the same who was one of E. Hunter Harrison's mentors as recounted in Fred Frailey's lead article in this month's August 2009 Trains magazine ?

- Paul North.

 I smiled at Mr. Frailey's reticence about Mr. Thompson ... "his nickname is unprintable".  After all, "Trains" is a railroad magazine.  Pithy language goes with the territory!  Yes, Mr. Thompson was Mr. Harrison's mentor at Frisco and at BN.

I checked an Official Guide and the Great Northern and the Northern Pacific were in the same building in St Paul; but you would never know it. The GN listed its address as 175 East Fourth Street St Paul Minnesota 55101; NP listed its address as Northern Pacific Building  5TH & Jackson Streets St Paul Minnesota 55101. Both GN and NP had offices in Seattle Washington, GN also maintained an office at 40 Wall Street in New York City. The building is still going strong.

One thing that amazes me still is compared to Penn Central how well the merger went; or did it?  They did establish their preferred freight route early on, but just how were issues like who processes payroll, or pays corporate taxes, GN or NP's employees. I noticed that the CB&Q President did step down at the time of the merger. Anyone whose company has been impacted by a merger knows how difficult this can be.

The Burlington served as the access to Chicago for both the NP and GN and the only connection that the Twin Cities- Chicago line had to the rest of the Burlington system was the Savanna to Galesburg secondary main or the GN line to Sioux City Iowa. BN may have figured that it would have to build a new facility in the Twin Cities to deal with what was an apparant clash of corporate cultures trying to work in the same building. Finding that location is easier said than done and BN had a strong bond to the Seattle area. The Frisco merger in 1980 I think changed the focus of the company. The Frisco had no connections to either the NP or GN only to the Burlington. Kansas City and St Louis are a long way from the Twin Cities. The move to Fort Worth was more to do with business not Minnesota taxes.

lex466 - OK, thanks for responding to my follow-up questions.  The correlation of forces to move the BN's HQ to FW were strong, it seems. 

aricat

  [snip] One thing that amazes me still is compared to Penn Central how well the [GN - NP - CBQ - SPS] merger went; or did it?  They did establish their preferred freight route early on, but just how were issues like who processes payroll, or pays corporate taxes, GN or NP's employees. [snip]

I believe and recall that the merger went pretty well.  After it cleared the final legal challenges before the U.S. Supreme Court, it technically went into effect on March 1, 1970, although it took quite a while - several years, really - for the actual full implementation to occur.  I owned a [very] little NP stock back then, and was kind of holding my breath when PC filed for bankruptcy less than 4 months later, on June 21, 1970.  Perhaps mindful of the 'green team vs. red team' and other dysfunctions that by then had clearly shown to have severely handicapped PC, BN seemed to work hard to avoid those same traps. 

If you want to know more, in the BNSF book by Brian Solomon that I referenced above [MBI, 2005], there's a 2-page interview with Robert W. Downing - BN President, 1971-73, COO 1973-76 - on the subject of the merger.  I remember that he said the delays due to the legal appeals of the merger worked in their favor - it gave them more time to prepare and integrate things.  Also, that the merger implementation process went slowly and 'incrementally', by design.  There were some things that could be done on 'Day 1', but many things that needed to wait until new facilities and connections were built.  One good example of that which comes to my mind is the Latah Creek high bridge on the western side of Spokane, which wasn't completed until 1974, if I recall correctly - and only then could the ex-GN's traffic through Spokane could be consolidated onto the ex-NP route.  Mr. Downing was still alive and healthy as of last fall - and may well still be - so there appears to be some resources on the Internet regarding this.  For example, here's the link to a little interview he gave to the Spokane newspaper dated Oct. 1, 2008, titled 'Engineering Success'  - http://www.spokesmanreview.com/tools/story_pf.asp?ID=262712 

- Paul North.

aricat

One thing that amazes me still is compared to Penn Central how well the merger went; or did it?

The merger worked extremely well.  I was there the day they knocked down the dividing wall in St. Paul.  For years, NP and GN were trying to merge, but were thwarted by government anti-trust regulators.  Looking forward to the day when they would finally be allowed to merge, the two roads adopted all the same forms, policies, billing and payroll systems, operations, computers, computer programs, managment structure, rolling stock, etc.  For all intents and purposes, each road was a clone of the other.

Penn Central was a shotgun marriage, with competing systems and huge integration headaches, a merger doomed to failure despite the considerable management skill of Alfred E. Perlman, to my mind one of the great American railroad managers of all time.  His efforts were largely pushed aside as the Red Team (PRR) gained control over the Green Team (NYC).
 

 Headquarters moves of this type usually result from financial incentives offered by the city, county, or state in question, together with tax breaks, local labor costs, and other factors.

billio

The company's top management remained quite inbred for many years.  It also remained in new York.  After Harriman's death, the Chairman of the Board reins were passed to his friend and lawyer, Robert S. Lovett.  When Lovett passed on, E. Roland Harriman, EH's oldest son, took the reins.  When E. Roland retired into a seat on UP's Board, he nominated Robert A. Lovett, son of Robert S., to take over . After him came Frank Barnett, a confidante and lawyer in the city to pick them up.  Another Harriman in-law or grandson (I forget which) who held a position on UP's board was Elbridge H. Gerry.  Presumably, all these folk were New Yorkers.  Incentive for any of these boys to move to Omaha?  Zero. 

No, no, no, billio.  W. Averell Harriman was Edward Henry's older son.  Averell was Chairman of the Union Pacific Railroad decades before Roland took over.  The older son also served as U.S. Ambassador to the Soviet Union during WW2 and served a term as Governor of New York as well. 

Also, the director and BBH partner to whom you refer was Elbridge T. Gerry.  In recent decades an Elbridge T. Gerry, Jr. (also a BBH partner) served on the Board.

Before the Revolutionary War, Massachusetts had a governor named Elbridge T. Gerry.  This politico was a master at carving up political jurisdictions for political gain.  The practice we know today as Gerrymandering was named after him.  Now whether this Elbridge T. Gerry and the aforementioned 20th century Elbridge T. Gerrys are related, I don't know.

The exit from Minnesota is because of taxes, taxes and more taxes. When you take the total amount of tax dollars collected to the state and divide it by the number of residents Minnesota is almost always in the top 5 highest taxed states in the nation. Last I heard it was #3. As for the maintanace base paid for by the state of Minnesota for Northwest Airlines,,,, they never paid for it and the state got it back. It happens every year,,,, prominent businesses leave this state after they wake up or can't take it anymore.  The majority of the legislators  in this state are dreaming up higher and higher taxes every year.

Bob-Fryml

billio

The company's top management remained quite inbred for many years.  It also remained in New York.  After Harriman's death, the Chairman of the Board reins were passed to his friend and lawyer, Robert S. Lovett.  When Lovett passed on, E. Roland Harriman, EH's oldest son, took the reins.  When E. Roland retired into a seat on UP's Board, he nominated Robert A. Lovett, son of Robert S., to take over . After him came Frank Barnett, a confidante and lawyer in the city to pick them up.  Another Harriman in-law or grandson (I forget which) who held a position on UP's board was Elbridge H. Gerry.  Presumably, all these folk were New Yorkers.  Incentive for any of these boys to move to Omaha?  Zero. 

No, no, no, billio.  W. Averell Harriman was Edward Henry's older son.  Averell was Chairman of the Union Pacific Railroad decades before Roland took over.  The older son also served as U.S. Ambassador to the Soviet Union during WW2 and served a term as Governor of New York as well. 

Also, the director and BBH partner to whom you refer was Elbridge T. Gerry.  In recent decades an Elbridge T. Gerry, Jr. (also a BBH partner) served on the Board.

Before the Revolutionary War, Massachusetts had a governor named Elbridge T. Gerry.  This politico was a master at carving up political jurisdictions for political gain.  The practice we know today as Gerrymandering was named after him.  Now whether this Elbridge T. Gerry and the aforementioned 20th century Elbridge T. Gerrys are related, I don't know.

 Thanks for the correction.  Averill did, just after his graduation from Yale, become vice president of Union Pacific.  Pays to have punched the right job tickets.

As for the Gerrys, Elbridge is "descended from a signer of the Declaration of Independence," who WAS the Gerry in gerrymandering.  Incidently, his name is pronounced with a hard G, as in Gary, while the political machination is pronounced like a J, as in Jerry.

http://www.redorbit.com/news/technology/259486/new_book_sheds_light_on_history_of_bnsf/

This is from a Fort Worth Star Telegram article on why the BNSF moved to Fort Worth. 

tina