By Maury Klein
Praised by means of the Chicago Tribune as "thoroughly and compellingly certain history," Volumes I and II of Maury Klein's enormous heritage of the Union Pacific Railroad coated the years from 1863-1969. Now the 3rd and ultimate quantity brings the tale of the Union Pacific--the oldest, biggest, and so much winning railroad of recent times--fully modern.
The publication follows the trajectory of an icon of the economic age attempting to negotiate its approach in a post-railway international, stricken by setbacks comparable to exertions disputes, getting older infrastructure, executive de-regulation, ill-fated mergers, and extra. by means of 1969 a similar corporation century previous had triumphantly pushed the golden spike into Promontory Summit--to immortalize the nation's first transcontinental railway--seemed a dinosaur destined for bankruptcy. yet as Klein indicates, the Union Pacific not just survived yet is once again thriving, which proves that railways stay serious to trade and in the USA, whilst passenger teach shuttle has all yet disappeared. Drawing on interviews with Union Pacific body of workers earlier and current, Klein takes readers contained in the nice railroad--into its boardrooms and alongside its tracks--to express how the corporate tailored to the swiftly altering global of recent transportation. The e-book additionally deals interesting graphics of the boys who've run the railroad. The demanding situations they confronted, and the techniques they built to fulfill them, supply readers an extraordinary glimpse into the interior workings of 1 of America's nice businesses.
A capstone on a amazing success, Union Pacific: The Reconfiguration will entice historians, company students, and transportation buffs alike.
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Additional info for Union Pacific: The Reconfiguration: America's Greatest Railroad from 1969 to the Present
Example text
The executive committee members used a separate entrance and dealt only with the officers, who themselves rarely made personal appearances in the general offices. The office had no receptionist because it seldom got visitors. The lone telephone operator was tucked away in her own cubbyhole. Anyone entering the office was greeted by an elderly black man who had been the chef on Judge Robert S. Lovett’s railroad car. Another black employee, Ira Williams, who had started with the company in Harriman’s time, toted a gun because his task was to carry bank deposits and securities.
Few rail executives cared to face this unpleasant truth, and the unions stonewalled it entirely. Once named vice president in 1952, Brosnan confronted the problem head-on. “The Southern is on the rocks,” he told his officers bluntly. . ”22 Brosnan’s rise to vice president of operations coincided with the Southern’s outstanding record as innovator. It was the first major road to dieselize fully (1953), and it opened the first automated yard, the John Sevier in Knoxville, two years earlier. New automated yards were installed in Birmingham and Chattanooga; then, in 1957, the grandest of them all, the Inman Yard in Atlanta, opened.
But he was only fifty-eight and could not turn down Roland’s insistence that he take it. He stayed at the post for fourteen years, investing it with grace and style as well as a genius for grasping the essentials of a problem. . 16 Lovett, said Evans, “was our patron saint. ” From his government duties Lovett brought an appreciation for the importance of staff work, a virtue sorely lacking at UP. In 1956 he brought the dean of Columbia’s Graduate School of Business onto the UP board. A year later the board was enlarged from fifteen to nineteen.