ITEM 1. BUSINESS
AND
ITEM 2.


ITEM 2. PROPERTIES
Burlington Northern Railroad Company's (Railroad) principal business activity is railroad transportation. Railroad is the principal subsidiary of Burlington Northern Inc. (BNI).
RAILROAD TRANSPORTATION
Railroad operates the largest railroad system in the United States based on miles of road and second main track, with approximately 24,500 total miles at December 31, 1993. The principal cities served include Chicago, Minneapolis-St. Paul, Fargo-Moorhead, Billings, Spokane, Seattle, Portland, St. Louis, Kansas City, Des Moines, Omaha, Lincoln, Cheyenne, Denver, Fort Worth, Dallas, Houston, Galveston, Tulsa, Wichita, Springfield (Missouri), Memphis, Birmingham, Mobile and Pensacola.
During 1993, Railroad refined its customer oriented business units by creating smaller, more focused business units. The following table presents Railroad's revenue information by business unit, and includes reclassification of prior-year information to conform to current year presentation.
Percent of revenues was calculated before consideration of shortline payments and other miscellaneous revenues. The principal contributors to rail transportation revenues were as follows (revenues and revenue ton miles in millions, carloadings in thousands):
COAL The transportation of coal is Railroad's largest source of revenues, accounting for approximately one-third of the total. Based on carloadings and tons hauled, Railroad is the largest transporter of Western low-sulfur coal in the United States. Over 90 percent of Railroad's coal traffic originated in the Powder River Basin of Montana and Wyoming during the three years ended December 31, 1993. These coal shipments were destined for coal-fired electric generating stations primarily in the North Central, South Central and Mountain regions of the United States with smaller quantities exported.
Railroad also handles increasing amounts of low-sulfur coal from the Powder River Basin for delivery to markets in the eastern and southeastern portion of the United States. The low-sulfur coal from the Powder River Basin is abundant, inexpensive to mine and clean-burning. Since the Clean Air Act of 1990 requires power plants to reduce harmful emissions either by burning coal with a lower sulfur content or by installing expensive scrubbing units, opportunities for increased shipments of this low-sulfur coal still exist.
AGRICULTURAL COMMODITIES
Based on carloadings and tons hauled, Railroad is the largest rail transporter of grain in North America. Railroad's system is strategically located to serve the Midwest and Great Plains grain producing regions where Railroad serves most major terminal, storage, feeding and food-processing locations. Additionally, Railroad has access to major export markets in the Pacific Northwest, western Great Lakes and Texas Gulf regions as well as direct entry to consuming markets in southern Mexico through its Protexa Burlington International affiliate.
INTERMODAL
Intermodal transportation moves traffic on specially designed flatcars or doublestack equipment which competes with motor carriers. Railroad's intermodal transportation system integrates the movement of approximately 46 daily trains operating between 30 rail hubs and 28 satellite rail hubs (Railroad-operated marshalling points for trailer/container movements). These operations are strategically located across Railroad's rail network and also serve major distribution centers outside Railroad's system. Strategic alliances have been formed to enhance Railroad's market access both with other railroads and with major truck transportation providers.
FOREST PRODUCTS
The Forest Products business unit is primarily comprised of lumber, plywood, pulpmill feedstock, wood pulp and paper products. These products primarily come from the Pacific Northwest, upper Midwest and Southeast areas of the United States.
CHEMICALS
The Chemicals business unit is comprised of fertilizer, petroleum and chemical commodities as well as Railroad's environmental logistics business. Primary origin markets for Railroad include the Gulf Coast, the Pacific Northwest, and various Canadian ports of entry. Environmental logistics is an area of significant opportunity as municipalities exhaust their traditional disposal sources and must increasingly transport their waste longer distances.
CONSUMER PRODUCTS
Products included in Railroad's Consumer Products business unit represent a wide variety of commodities. Some of the major products in this group are food products, beverages, frozen foods, canned foods, appliances and electronics. Because this business unit handles a wide variety of consumer goods, the business unit performance typically mirrors the country's economy.
MINERALS PROCESSORS
Commodities in this group include clays, cements, sands and other minerals and aggregates. This group services both the oil and construction industries.
IRON & STEEL
The Iron & Steel business unit handles virtually all of the commodities included in or resulting from the production of steel. Taconite, an iron ore derivative produced in northern Minnesota, scrap steel and coal coke are the business unit's primary input products, while finished steel products range from structural beams and coil to wire and nails.
VEHICLES & MACHINERY
The Vehicles & Machinery business unit is responsible for both domestic and international vehicle manufacturers as well as an assortment of primary and secondary markets for heavy machinery. Through the development and implementation of Autostack technology (using containers to move motor vehicles), Railroad is redefining transit time and ride quality. Heavy machinery includes primary markets for aircraft, construction, farm and railroad equipment and secondary markets for used equipment. The business unit is also responsible for military and other miscellaneous traffic for the United States government.
ALUMINUM, NON-FERROUS METALS & ORES
The Aluminum, Non-Ferrous Metals & Ores business unit handles alumina and aluminum products, petroleum coke and a variety of other metals and ores such as zinc, copper and lead.
OPERATING FACTORS
Certain significant operating statistics were as follows:
PROPERTIES
In 1993, approximately 96 percent of the total ton miles, both revenue and non-revenue generating, carried by Railroad were handled on its main lines. At December 31, 1993, approximately 18,828 miles of Railroad's track consisted of 112-lb. per yard or heavier rail, including approximately 10,461 track miles of 132-lb. per yard or heavier rail. Additions and replacements to properties were as follows:
Equipment
Railroad owned or leased, under both capital and operating leases, with an initial lease term in excess of one year, the following units of railroad rolling stock at December 31, 1993:
Number of Units ------------------------- Owned Leased Total Locomotives: ----- ------ ----- Freight...................................... 581 1,334 1,915 Passenger.................................... - 2 2 Multi-purpose................................ 151 58 209 Switching.................................... 176 18 194 ------ ------ ------ Total locomotives.......................... 908 1,412 2,320 ====== ====== ======
Freight Cars: Box-general purpose.......................... 776 2,813 3,589 Box-specially equipped....................... 4,587 689 5,276 Gondola...................................... 4,811 2,013 6,824 Hopper-open top.............................. 7,744 1,210 8,954 Hopper-covered............................... 16,528 12,640 29,168 Refrigerator................................. 3,347 9 3,356 Flat......................................... 3,280 494 3,774 Caboose...................................... 498 - 498 Other........................................ 552 7 559 ------ ------ ------ Total freight cars......................... 42,123 19,875 61,998 ====== ====== ======
Commuter passenger cars........................ - 141 141 ====== ====== ======
In addition to the owned and leased locomotives identified above, Railroad operates 199 freight locomotives under power purchase agreements.
The average age of locomotives and freight cars was 14.5 years and 18.6 years, respectively, at December 31, 1993, compared with 13.5 years and 18.4 years, respectively, at December 31, 1992.
The average percentage of Railroad's locomotives and freight cars awaiting repairs during 1993 was 7.4 and 3.3, respectively, compared with 7.4 and 4.1, respectively, in 1992. The average time between locomotive failures was 67.9 days in 1993 compared with 71 days in 1992.
During 1993, Railroad entered into an agreement to acquire 350 new-technology alternating current traction motor locomotives. Railroad anticipates reduced locomotive operating costs as well as an increase in both horsepower and traction, meaning fewer locomotives will be needed for many freight operations. Railroad accepted delivery of one locomotive during 1993 and anticipates delivery of between approximately 60 and 100 each year from 1994 through 1997.
EMPLOYEES
Railroad employed an average of 30,502 employees in 1993 compared with 31,204 in 1992 and 31,760 in 1991. Railroad's payroll and employee benefits costs, including capitalized labor costs, were approximately $1.9 billion for each of the years ended December 31, 1993, 1992 and 1991. Almost 90 percent of Railroad's employees are covered by collective bargaining agreements with 14 different labor organizations.
In October 1991, Railroad entered into an agreement (Crew Consist Agreement No. 1) with the United Transportation Union (UTU) covering the southern portion of Railroad's system. Crew Consist Agreement No. 1 provided for crews on most through-freight trains to consist of one conductor and one engineer and for crews on all other trains to consist of one brakeman, one conductor and one engineer.
Under the terms of Crew Consist Agreement No. 1, Railroad offered the opportunity for voluntary separation from employment in return for severance payments of up to $60,000 per employee. Remaining conductors or brakemen who, as a result of Crew Consist Agreement No. 1, were unable to hold a position in active service, due to relative seniority, were placed on a reserve board. Employees in reserve status received compensation at a rate equal to either 75 percent of their previous 12-month earnings, or 75 percent of the basic five-day yard helper rate of pay, whichever is greater, and are required to be available for return to active service on 15 days' notice. Each UTU member on the southern portion of Railroad's system received a lump-sum payment of $1,000 upon ratification of Crew Consist Agreement No. 1.
In May 1993, Railroad entered into an agreement (Crew Consist Agreement No. 2) with the UTU covering approximately 3,400 UTU members in the northern portion of Railroad's system. Crew Consist Agreement No. 2 provides for crews on most through-freight trains to consist of one conductor and one engineer and for crews on all other trains to consist of one brakeman, one conductor and one engineer. It is similar to Crew Consist Agreement No. 1, covering the southern portion of Railroad's system. Each UTU member on the northern portion of Railroad's system received a one-time lump-sum payment of $5,000, pursuant to Crew Consist Agreement No. 2.
Under the terms of Crew Consist Agreement No. 2, Railroad offered the opportunity for voluntary separation from employment in return for severance payments of up to $80,000 per employee. Conductors and brakemen who choose not to accept the voluntary separation offer can elect volunteer surplus status pursuant to which they will receive $60,000 to be paid out over a period of 18 to 48 months, as each selects. If such employee has not been recalled to active service by the time such payments cease upon expiration of the selected period, such employee will remain in volunteer surplus status, without further compensation or benefits, until recalled to active service. Employees in volunteer surplus status may be called back to service only after the individuals in reserve status, within their own subdivided seniority
district, have been recalled. Remaining conductors and brakemen who, as a result of Crew Consist Agreement No. 2, are not needed in train service, and who do not elect one of the above severance options, will be placed on a reserve board.
Employees in reserve status will receive compensation equal to either 75 percent of their previous 12-month earnings, or 75 percent of the basic five-day yard helper rate of pay, whichever is greater, and are required to be available for return to active service on 15 days' notice.
In October 1993, the UTU elected to adopt Crew Consist Agreement No. 2 for those southern portion UTU members who were previously covered by Crew Consist Agreement No. 1. Crew Consist Agreement No. 2 was implemented on the southern portion of the Railroad's system during the fourth quarter of 1993. Upon implementation, each of the approximately 3,300 UTU members on the southern portion of Railroad's system received a one-time lump-sum payment of $4,000, which was the incremental difference between the $1,000 lump-sum payment received following ratification of Crew Consist Agreement No. 1 and the amount received by UTU members following adoption of Crew Consist Agreement No. 2.
Railroad will continue to remove excess positions from train service through the implementation of Crew Consist Agreement No. 2. Approximately 1,350 excess positions have been removed as a result of employees accepting severance or voluntary surplus payments. Other excess positions have been eliminated and personnel formerly in those positions have been assigned to reserve boards, absorbed through additional train starts and/or utilized in quality and safety initiatives. Based upon its experience under Crew Consist Agreement No. 1, Railroad anticipates that the number of employees on reserve status will decline over time.
In July 1993, the American Train Dispatchers Association ratified an April agreement which will facilitate the consolidation of all dispatching functions into a centralized train dispatching office in Fort Worth, Texas by the end of 1995.
COMPETITION
The general environment in which Railroad operates remains highly competitive. Depending on the specific market, deregulated motor carriers, other railroads and river barges exert pressure on various price and service combinations. The presence of advanced, high service truck lines with expedited delivery, subsidized infrastructure and minimal empty mileage continues to impact the market for non-bulk, time sensitive freight. The potential expansion of long combination vehicles could further encroach upon markets traditionally served by railroads. In order to remain competitive, Railroad and other railroads continue to develop and implement technologically supported operating efficiencies to improve productivity.
As railroads streamline, rationalize and otherwise enhance their franchises, competition among rail carriers intensifies. Railroad's primary rail competitors in the western region of the United States consist of Atchison, Topeka & Santa Fe Railway Company; Chicago & Northwestern Transportation Company (C&NW); Southern Pacific Transportation Company; and Union Pacific Railroad Company (UP). Coal, one of Railroad's primary commodities, has experienced significant pressure on rates due to competition from the joint effort of C&NW/UP and Railroad's efforts to penetrate into new markets. In addition to the railroads discussed above, numerous regional railroads and motor carriers operate in parts of the same territory served by Railroad.
ENVIRONMENTAL
Railroad's operations, as well as those of its competitors, are subject to extensive federal, state and local environmental regulation. In order to comply with such regulation and to be consistent with Railroad's corporate environmental policy, Railroad's operating procedures include practices to protect the environment. Amounts expended relating to such practices are inextricably contained in the normal day-to-day costs of Railroad's business operations.
ITEM 3.
ITEM 3. LEGAL PROCEEDINGS
WHEAT AND BARLEY TRANSPORTATION RATES
In September 1980 a class action lawsuit was filed against Railroad in United States District Court for the District of Montana (District Court) challenging the reasonableness of Railroad's export wheat and barley rates. The class consists of Montana grain producers and elevators. The plaintiffs sought a finding that Railroad's single car export wheat and barley rates for shipments moving from Montana to the Pacific Northwest were unreasonably high and requested damages in the amount of $64 million. In March 1981 the District Court referred the rate reasonableness issue to the Interstate Commerce Commission (ICC). Subsequently, the State of Montana filed a complaint at the ICC challenging Railroad's multiple car rates for Montana wheat and barley movements occurring after October 1, 1980.
The ICC issued a series of decisions in this case from 1988 to 1991. Under these decisions, the ICC applied a revenue to variable cost test to the rates and determined that Railroad owed $9,685,918 in reparations plus interest. In its last decision, dated November 26, 1991, the ICC found Railroad's total reparations exposure to be $16,559,012 through July 1, 1991. The ICC also found that Railroad's current rates were below a reasonable maximum and vacated its earlier rate prescription order.
Railroad appealed to the United States Court of Appeals for the District of Columbia Circuit (D.C. Circuit) those portions of the ICC's decisions concerning the post-October 1, 1980 rate levels. Railroad's primary contention on appeal was that the ICC erred in using the revenue to variable cost rate standard to judge the rates instead of Constrained Market Pricing/Stand Alone Cost principles. The limited portions of decisions that cover pre-October 1, 1980 rates were appealed to the Montana District Court.
On March 24, 1992, the Montana District Court dismissed plaintiffs' case as to all aspects other than those relating to pre-October 1, 1980 rates. On February 9, 1993, the D.C. Circuit served its decision regarding the appeal of the several ICC decisions in this case. The Court held that the ICC did not adequately justify its use of the revenue to variable cost standard as Railroad had argued and remanded the case to the ICC for further administrative proceedings.
On July 22, 1993, the ICC served an order in response to the D.C. Circuits' February 9, 1993 decision. In its order, the ICC stated it would use the Constrained Market Pricing/Stand Alone Cost standards in assessing the reasonableness of Railroad wheat and barley rates moving from Montana to Pacific Coast ports from 1978 forward. The ICC assigned the case to the Office of Hearings to develop a procedural schedule. The parties are now engaged in discovery.
ITEM 4.
ITEM 4. SUBMISSION OF MATTERS TO A VOTE OF SECURITY HOLDERS
Not applicable-see Table of Contents note.
PART II
ITEM 5.
ITEM 5. MARKET FOR REGISTRANT'S COMMON EQUITY AND RELATED STOCKHOLDER MATTERS
All of the outstanding Common Stock of Railroad is owned of record by BNI and therefore not traded on any market.
ITEM 6.
ITEM 6. SELECTED FINANCIAL DATA
Not applicable-see Table of Contents note.
ITEM 7.
ITEM 7. MANAGEMENT'S NARRATIVE ANALYSIS OF RESULTS OF OPERATIONS
RESULTS OF OPERATIONS
YEAR ENDED DECEMBER 31, 1993 COMPARED WITH YEAR ENDED DECEMBER 31, 1992
Railroad had net income of $332 million for 1993 compared with net income of $334 million for 1992. Results for 1993 included the effects of severe flooding in the Midwest, most notably in the third quarter. The floods slowed and often halted operations, forced extensive detours, increased car, locomotive and crew costs and resulted in extensive rebuilding of damaged track and bridges. Railroad estimated that the third quarter flooding reduced revenues during 1993 by $44 million and increased operating expenses by $35 million, for a combined reduction of $79 million. Net income for 1993 included the retroactive effects of the Omnibus Budget Reconciliation Act of 1993 (the Act), which was passed into law during August 1993. The Act increased the corporate federal income tax rate by one percent, effective January 1, 1993, which reduced net income by $28 million through the date of enactment. Railroad recognized a one-time, non-cash charge of $27 million to income tax expense to adjust deferred taxes as of the enactment date and a charge of $1 million to current income tax expense. Net income for 1992 included settlement payments received for the reimbursement of attorneys' fees and costs incurred by Railroad in connection with litigation filed by Energy Transportation Systems, Inc., and others, and reimbursement of a portion of the amount paid by Railroad in settlement of that action. The pre-tax amount recorded in other income (expense), net was approximately $47 million. Also during 1992, Railroad's net income included a $21 million cumulative effect of changes in accounting methods and a $17 million favorable tax settlement with the Internal Revenue Service (IRS).
REVENUES
During 1993, Railroad refined its customer oriented business units by creating smaller, more focused business units. The following table presents Railroad's revenue information by business unit, and includes reclassification of prior-year information to conform to current year presentation:
Coal revenues improved $12 million compared with 1992, primarily as a result of increased traffic caused by a rise in the demand for electricity. Higher revenues resulting from volume increases were partially offset by lower yields arising from competitive pricing pressures in contract renegotiations, traffic mix and other factors. Additionally, Railroad estimated lost coal revenues of
approximately $35 million for the third quarter of 1993 as a result of flood-related problems in July and August which interrupted service to several utilities.
Agricultural Commodities revenues were $7 million higher than 1992 as stronger yields were partially offset by lower volumes. Improved yields resulted from a traffic mix with a greater portion of wheat traffic in 1993. Stronger export demand, for high-quality wheat grown in regions served by Railroad, contributed to a $74 million improvement in wheat revenues. Reduced crop quality and production problems, stemming from poor planting and growing conditions, resulted in lower corn volumes and produced a year-over-year decline in corn revenues of $45 million.
Intermodal revenues were $19 million higher in 1993 compared with 1992. BN AMERICA revenues in 1993 surpassed revenues in 1992 as a result of continued escalating demand for containerized transportation and an increased demand for intermodal service due generally to a shortage in truck capacity. As import traffic expanded and shifted from ports in California to ports served by Railroad in the Pacific Northwest, intermodal-international revenues increased. Domestic trailer revenues declined as trailer traffic continued to convert to containers, partially offsetting other Intermodal increases.
Chemicals revenues for 1993 were $17 million greater than in 1992. Increased plastics shipments for existing customers led improvements in overall Chemicals revenues. Environmental logistics and fertilizer traffic in 1993 surpassed 1992 levels, also contributing to the higher revenues for Chemicals.
Revenues for Minerals Processors increased $15 million when compared with 1992. As drilling activity increased, export traffic for clays and aggregates expanded, contributing to greater revenues in 1993 than in 1992. Glass minerals and cement revenues exceeded 1992 levels. This increase was due to expanded sand traffic, which also benefited from increased drilling activity, and increased cement traffic, related to certain highway and airport construction projects.
Vehicles & Machinery revenues were $21 million greater than in 1992. This improvement was due in part to growth in production and sales of light vehicles which increased domestic traffic volumes. A rise in demand for heavy machinery also contributed to greater revenues. Yields increased in 1993 primarily as a result of a decline in the average length of haul.
Forest Products, Iron & Steel and Aluminum, Non-Ferrous Metals & Ores had lower revenues in 1993 compared with 1992. Current year Forest Products revenues were $6 million less than in 1992 because of reduced lumber traffic, resulting from a weak timber industry market, which was partially offset by increased particle and construction board traffic. Iron & Steel revenues declined $6 million compared with 1992, primarily due to lower taconite traffic caused by labor strikes at two large customers. Aluminum, Non-Ferrous Metals & Ores revenues decreased by $5 million as aluminum production declined. Revenues for Consumer Products were relatively flat compared with 1992.
EXPENSES
Total operating expenses for 1993 were $4,049 million compared with $4,043 million for 1992. Despite the adverse effects of the Midwest flooding on operating expenses during the third quarter of 1993, Railroad's year-to-date operating ratio improved one percentage point, to 86 percent, compared with 87 percent for 1992.
Compensation and benefits expenses for 1993 decreased $3 million compared with 1992. Cost of living allowances for union employees were $24 million lower during 1993 compared with 1992 due to timing differences of vesting periods. Work force reductions and a decrease in railroad unemployment taxes also lowered expenses in 1993. The majority of these savings were offset by increases in incentive compensation, wages and salaries, and higher costs for union health, welfare and life insurance benefits. Increased wages were partially caused by a scheduled three percent basic wage increase effective July 1993 and inefficiencies associated with the Midwest flooding during 1993.
Fuel expenses were $14 million higher during 1993 compared with 1992, primarily due to weather-related reductions in fuel efficiency. Increased fuel consumption due to higher traffic volume was substantially offset by the decrease in the average price paid for diesel fuel, 61.5 cents per gallon in 1993 compared with 62.2 cents per gallon in 1992. Included in the 1993 average price per gallon is a 4.3 cents per gallon increase in the federal fuel tax effective October 1, 1993, as part of the Omnibus Budget Reconciliation Act of 1993. This increase added approximately $7 million to expense in the fourth quarter.
Materials expenses for 1993 increased $5 million compared with 1992. The combination of flood-related problems and a larger fleet size increased materials costs for locomotive repairs. Also, safety and protective equipment expenditures were higher due to continued emphasis of Railroad's safety programs. Offsetting these increases were lower car materials expenses.
Equipment rents expenses were $15 million higher in 1993 compared with 1992 due to increases in both car-hire expenses and locomotive rentals. Increased equipment rentals from an affiliate also contributed to this increase. A reduction in car-hire expenses during the first half of 1993, due to improved utilization of equipment, was more than offset by flood-related inefficiencies which increased car-hire expenses during the second half of 1993.
Purchased services expenses for 1993 were $7 million higher than in 1992. Contributing to this increase were cost increases for intermodal logistics, training, moving and derailments. Lower trackage rights credits, which reduces purchased services expenses, were received from the Southern Pacific Transportation Company (SPTC) as the floods reduced SPTC volumes over Railroad track. These increases were partially offset by decreases in contracted locomotive repairs and consultant fees.
Depreciation expense for 1993 was $10 million higher compared with 1992 primarily due to an increase in the asset base.
The $42 million decrease in other operating expenses compared with 1992 was primarily due to a $35 million decline in costs associated with personal injury claims. Railroad has introduced a number of programs to improve worker safety and counter increasing personal injury costs. Reductions in bad debt expense and various other costs were partially offset by losses on property retired due to flood damages and increased moving expenses.
Interest expense declined $17 million in 1993 compared with 1992. This decline was mainly due to a lower average long-term debt balance outstanding during 1993.
Other income (expense), net was $45 million lower in 1993 than in 1992. The higher 1992 income was due to a first quarter net gain of $47 million for payments and reimbursements received for the settlement of prior litigation. This decline was partially offset by an increase in the net gain on property dispositions in 1993 compared with 1992.
The effective tax rate was 42.4 percent for 1993 compared with 34.4 percent for 1992. This increase resulted primarily from the retroactive increase, effective January 1, 1993, in tax rates as part of the Omnibus Budget Reconciliation Act of 1993. Excluding the retroactive effect of the tax rate change on deferred tax balances at January 1, 1993, Railroad's effective tax rate was 37.9 percent for 1993. Additionally, a favorable tax settlement with the IRS reduced the 1992 effective tax rate by 3.1 percent.
Other matters
In October 1991, Railroad entered into an agreement (Crew Consist Agreement No. 1) with the United Transportation Union (UTU) covering the southern portion of Railroad's system. Crew Consist Agreement No. 1 provided for crews on most through-freight trains to consist of one conductor and one engineer and for crews on all other trains to consist of one brakeman, one conductor and one engineer.
Under the terms of Crew Consist Agreement No. 1, Railroad offered the opportunity for voluntary separation from employment in return for severance payments of up to $60,000 per employee. Remaining conductors or brakemen who, as a result of Crew Consist Agreement No. 1, were unable to hold a position in active service, due to relative seniority, were placed on a reserve board. Employees in reserve status received compensation at a rate equal to either 75 percent of their previous 12-month earnings, or 75 percent of the basic five-day yard helper rate of pay, whichever is greater, and are required to be available for return to active service on 15 days' notice. Each UTU member on the southern portion of Railroad's system received a lump-sum payment of $1,000 upon ratification of Crew Consist Agreement No. 1.
In May 1993, Railroad entered into an agreement (Crew Consist Agreement No. 2) with the UTU covering approximately 3,400 UTU members in the northern portion of Railroad's system. Crew Consist Agreement No. 2 provides for crews on most through-freight trains to consist of one conductor and one engineer and for crews on all other trains to consist of one brakeman, one conductor and one engineer. It is similar to Crew Consist Agreement No. 1, covering the southern portion of Railroad's system. Each UTU member on the northern portion of Railroad's system received a one-time lump-sum payment of $5,000, pursuant to Crew Consist Agreement No. 2.
Under the terms of Crew Consist Agreement No. 2, Railroad offered the opportunity for voluntary separation from employment in return for severance payments of up to $80,000 per employee. Conductors and brakemen who choose not to accept the voluntary separation offer can elect volunteer surplus status pursuant to which they will receive $60,000 to be paid out over a period of 18 to 48 months, as each selects. If such employee has not been recalled to active service by the time such payments cease upon expiration of the selected period, such employee will remain in volunteer surplus status, without further compensation or benefits, until recalled to active service. Employees in volunteer surplus status may be called back to service only after the individuals in reserve status, within their own subdivided seniority district, have been recalled. Remaining conductors and brakemen who, as a result of Crew Consist Agreement No. 2, are not needed in train service, and who do not elect one of the above severance options, will be placed on a reserve board.
Employees in reserve status will receive compensation equal to either 75 percent of their previous 12-month earnings, or 75 percent of the basic five-day yard helper rate of pay, whichever is greater, and are required to be available for return to active service on 15 days' notice.
In October 1993, the UTU elected to adopt Crew Consist Agreement No. 2 for those southern portion UTU members who were previously covered by Crew Consist Agreement No. 1. Crew Consist Agreement No. 2 was implemented on the southern portion of the Railroad's system during the fourth quarter of 1993. Upon implementation, each of the approximately 3,300 UTU members on the southern portion of Railroad's system received a one-time lump-sum payment of $4,000, which was the incremental difference between the $1,000 lump-sum payment received following ratification of Crew Consist Agreement No. 1 and the amount received by UTU members following adoption of Crew Consist Agreement No. 2.
Railroad will continue to remove excess positions from train service through the implementation of Crew Consist Agreement No. 2. Approximately 1,350 excess positions have been removed as a result of employees accepting severance or voluntary surplus payments. Other excess positions have been eliminated and personnel formerly in those positions have been assigned to reserve boards, absorbed through additional train starts and/or utilized in quality and safety initiatives. Based upon its experience under Crew Consist Agreement No. 1, Railroad anticipates that the number of employees on reserve status will decline over time.
In July 1993, the American Train Dispatchers Association ratified an April agreement which will facilitate the consolidation of all dispatching functions into a centralized train dispatching office in Fort Worth, Texas by the end of 1995.
Since 1935, Railroad has participated in the national railroad retirement system which is separate from the national social security system. Under this system, an independent Railroad Retirement Board administers the determination and payment of benefits to all railroad workers. Both Railroad and its employees are subject to a tax on employee earnings which is above the normal social security rate assessed to those who are employed outside the railroad industry.
Personal injury claims, including work-related injuries to employees, are a significant expense for the railroad industry. Employees of Railroad are compensated for work-related injuries according to the provisions of the Federal Employers' Liability Act (FELA). FELA's system of requiring finding of fault, coupled with unscheduled awards and reliance on the jury system, has resulted in significant increases in expense. The result has been a trend during the last several years of significant increases in Railroad's personal injury expense which reflects the combined effects of increasing medical expenses, legal judgments and settlements. To improve worker safety and counter increasing costs, Railroad has introduced a number of programs to reduce the number of personal injury claims and the dollar amount of claims settlements which helped reduce cost in 1993. If these efforts continue to be successful, future expenses could be further reduced. The total amount of personal injury expenses (including wage continuation payments) were $216 million, $253 million and $224 million in 1993, 1992 and 1991, respectively. Railroad is also working with others through the Association of American Railroads to seek changes in legislation to provide a more equitable program for injury compensation in the railroad industry.
Railroad's operations, as well as those of its competitors, are subject to extensive federal, state and local environmental regulation. In order to comply with such regulation and to be consistent with Railroad's corporate environmental policy, Railroad's operating procedures include practices to protect the environment. Amounts expended relating to such practices are inextricably contained in the normal day-to-day costs of Railroad's business operations.
Under the requirements of the Federal Comprehensive Environmental Response, Compensation and Liability Act of 1980 (Superfund) and certain other laws, Railroad is potentially liable for the cost of clean-up of various contaminated sites identified by the U.S. Environmental Protection Agency and other agencies. Railroad has been notified that it is a potentially responsible party (PRP) for study and clean-up costs at a number of sites and, in many instances, is one of several PRPs. Railroad generally participates in the clean-up of these sites through cost-sharing agreements with terms that vary from site to site. Costs are typically allocated based on relative volumetric contribution of material, the amount of time the site was owned or operated, and/or the portion of the total site owned or operated by each PRP. However, under Superfund and certain other laws, as a PRP, Railroad can be held jointly and severally liable for all environmental costs associated with a site.
Environmental costs include initial site surveys and environmental studies of potentially contaminated sites as well as costs for remediation and restoration of sites determined to be contaminated. Liabilities for environmental clean-up costs are initially recorded when Railroad's liability for environmental clean-up is both probable and a reasonable estimate of associated costs can be made. Adjustments to initial estimates are recorded as necessary based upon additional information developed in subsequent periods. Railroad conducts an ongoing environmental contingency analysis, which considers a combination of factors, including independent consulting reports, site visits, legal reviews, analysis of the likelihood of participation in and ability to pay for clean-up by other PRPs, and historical trend analysis.
Railroad is involved in a number of administrative and judicial proceedings in which it is being asked to participate in the clean-up of sites contaminated by material discharged into the environment. Railroad paid $27 million, $20 million and $21 million during 1993, 1992 and 1991, respectively, relating to mandatory clean-up efforts, including amounts expended under federal and state voluntary clean-up programs. At this time, Railroad expects to spend approximately $120 million in future years to remediate and restore these sites.
Liabilities for environmental costs represent Railroad's best estimates for remediation and restoration of these sites and include asserted and unasserted claims. Railroad's best estimate of unasserted claims was approximately $5 million as of the end of 1993. Although recorded liabilities include Railroad's best estimates of all costs, without reduction for anticipated recovery from insurance, Railroad's total clean-up costs at these sites cannot be predicted with certainty due to various factors such as the extent of corrective actions that may be required, evolving environmental laws and regulations, advances in environmental technology, the extent of other PRPs participation in clean-up efforts, developments in ongoing environmental analyses related to sites determined to be contaminated, and developments in environmental surveys and studies of potentially contaminated sites. As a result, charges to income for environmental liabilities could possibly have a significant effect on results of operations in a particular quarter or fiscal year as individual site studies and remediation and restoration efforts proceed or as new sites arise. However, expenditures associated with such liabilities are typically paid out over a long period, in some cases up to 40 years, and are therefore not expected to have a material adverse effect on Railroad's consolidated financial position, cash flow or liquidity.
In November 1992, the Financial Accounting Standards Board (FASB) issued Statement of Financial Accounting Standards (SFAS) No. 112, "Employers' Accounting for Postemployment Benefits." This standard requires employers to recognize benefits provided to former or inactive employees after employment but before retirement, if certain conditions are met. In the first quarter of 1994, Railroad will adopt SFAS No. 112. The principal effect of adopting this standard will be to establish liabilities for long-term and short-term disability plans. The effect upon earnings to adopt this standard is expected to be approximately $15 to $20 million. The initial effect of applying this standard will be reported as the effect of a change in accounting method and previously issued financial statements will not be restated.
In May 1993, the FASB issued SFAS No. 115, "Accounting for Certain Investments in Debt and Equity Securities." SFAS No. 115 addresses the accounting and reporting requirements for investments in equity securities that have readily determinable fair values and for all investments in debt securities, and is effective for fiscal years beginning after December 15, 1993. The initial effect of applying this standard is to be reported as the effect of a change in accounting method and previously issued financial statements may not be restated. No material effect on Railroad's financial condition or results of operations is anticipated from the adoption of SFAS No. 115.
ITEM 8.

ITEM 8. FINANCIAL STATEMENTS AND SUPPLEMENTARY DATA
CONSOLIDATED STATEMENTS OF OPERATIONS Burlington Northern Railroad Company and Subsidiaries (Dollars in millions)
Year ended December 31, 1993 1992 1991 - ----------------------- ------ ------ ------ Revenues............................................ $4,699 $4,630 $4,559
Costs and expenses: Compensation and benefits......................... 1,701 1,704 1,753 Fuel.............................................. 362 348 368 Materials......................................... 300 295 283 Equipment rents................................... 425 410 413 Purchased services................................ 464 457 444 Depreciation...................................... 334 324 340 Other............................................. 463 505 489 Special charge.................................... - - 708 ------ ------ ------ Total costs and expenses........................ 4,049 4,043 4,798 ------ ------ ------
Operating income (loss)............................. 650 587 (239) Interest expense.................................... 86 103 136 Other income (expense), net......................... 12 57 (10) ------ ------ ------ Income (loss) before income taxes and cumulative effect of changes in accounting methods........... 576 541 (385) Income tax expense (benefit)........................ 244 186 (140) ------ ------ ------ Income (loss) before cumulative effect of changes in accounting methods............................. 332 355 (245) Cumulative effect of change in accounting methods, net of tax........................................ - (21) - ------ ------ ------ Net income (loss)............................. $ 332 $ 334 $ (245) ====== ====== ======
See accompanying notes to consolidated financial statements.
CONSOLIDATED BALANCE SHEETS Burlington Northern Railroad Company and Subsidiaries (Dollars in millions)
December 31, 1993 1992 - ------------ ------ ------ ASSETS
Current assets: Cash and cash equivalents....................... $ 17 $ 57 Accounts receivable, net........................ 591 474 Materials and supplies.......................... 91 106 Current portion of deferred income taxes........ 167 144 Other current assets............................ 23 22 ------ ------ Total current assets.......................... 889 803
Property and equipment, net....................... 5,488 5,285 Investments in and advances to affiliates......... 104 133 Other assets...................................... 130 116 ------ ------ Total assets.............................. $6,611 $6,337 ====== ======
LIABILITIES AND STOCKHOLDER'S EQUITY
Current liabilities: Accounts payable................................ $ 498 $ 479 Casualty and environmental reserves............. 286 249 Compensation and benefits payable............... 269 319 Taxes payable................................... 131 124 Accrued interest................................ 22 24 Other current liabilities....................... 69 71 Current portion of long-term debt............... 177 37 Commercial paper................................ 26 - ------ ------ Total current liabilities..................... 1,478 1,303
Long-term debt.................................... 702 921 Deferred income taxes............................. 1,329 1,178 Casualty and environmental reserves............... 426 482 Other liabilities................................. 182 217 ------ ------ Total liabilities............................. 4,117 4,101 ------ ------
Common stockholder's equity: Common stock, without par value (1,000 shares authorized, issued and outstanding)........... 1,191 1,190 Retained earnings............................... 1,303 1,046 ------ ------ Total common stockholder's equity............. 2,494 2,236 ------ ------ Total liabilities and stockholder's equity $6,611 $6,337 ====== ======
See accompanying notes to consolidated financial statements.
CONSOLIDATED STATEMENTS OF CASH FLOWS Burlington Northern Railroad Company and Subsidiaries (Dollars in millions)
Year ended December 31, 1993 1992 1991 - ----------------------- ------ ------ ------
Cash flows from operating activities: Net income (loss)............................... $ 332 $ 334 $(245) Adjustments to reconcile net income (loss) to net cash provided by operating activities: Cumulative effect of changes in accounting methods..................................... - 21 - Depreciation.................................. 334 324 340 Deferred income taxes......................... 128 25 (259) Special charge................................ - - 708 Changes in current assets and liabilities: Accounts receivable, net.................... (117) (30) (104) Materials and supplies...................... 6 2 9 Other current assets........................ (1) 1 (9) Accounts payable............................ 19 19 (14) Casualty and environmental reserves......... 37 2 10 Compensation and benefits payable........... (50) 16 (58) Taxes payable............................... 7 4 7 Accrued interest............................ (2) (9) (2) Other current liabilities................... (2) 3 24 Changes in long-term casualty and environmental reserves...................... (56) 16 (13) Other, net.................................... (60) (22) (1) ----- ----- ----- Net cash provided by operating activities... 575 706 393 ----- ----- -----
Cash flows from investing activities: Additions to property and equipment............. (530) (469) (355) Collections from (advances to) affiliates, net.. 29 266 (48) Proceeds from property and equipment dispositions.................................. 35 33 57 Other, net...................................... (16) (19) (10) ----- ----- ----- Net cash used in investing activities....... (482) (189) (356) ----- ----- -----
Cash flows from financing activities: Net increase (decrease) in commercial paper..... 26 (353) 118 Payments on long-term debt...................... (83) (71) (70) Dividends paid.................................. (75) (50) (125) Other, net...................................... (1) (2) - ----- ----- ----- Net cash used in financing activities....... (133) (476) (77) ----- ----- ----- Increase (decrease) in cash and cash equivalents............................... (40) 41 (40) Cash and cash equivalents: Beginning of year............................... 57 16 56 ----- ----- ----- End of year..................................... $ 17 $ 57 $ 16 ===== ===== =====
Supplemental cash flow information: Interest paid, net of amounts capitalized....... $ 92 $ 110 $ 131 Income taxes paid, net of refunds............... 109 163 102
See accompanying notes to consolidated financial statements.
CONSOLIDATED STATEMENTS OF CHANGES IN COMMON STOCKHOLDER'S EQUITY Burlington Northern Railroad Company and Subsidiaries (Dollars in millions)
See accompanying notes to consolidated financial statements.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS Burlington Northern Railroad Company and Subsidiaries
1. ACCOUNTING POLICIES
PRINCIPLES OF CONSOLIDATION
Burlington Northern Railroad Company (Railroad) is a wholly owned subsidiary of Burlington Northern Inc. (BNI). The consolidated financial statements include the accounts of Railroad and its majority-owned subsidiaries. All significant intercompany accounts and transactions between Railroad and its affiliates have been eliminated.
PROPERTY AND EQUIPMENT
Main line track is depreciated on a group basis using a units-of-production method. All other property and equipment are depreciated on a straight-line basis over estimated useful lives. Interstate Commerce Commission (ICC) regulations require periodic formal studies of ultimate service lives for all railroad assets. Resulting service life estimates are subject to review and approval by the ICC. An annual review of rates and accumulated depreciation is performed and appropriate adjustments are recorded. Significant premature retirements are recorded as gains or losses at the time of their occurrence, which would include major casualty losses, abandonments, sales and obsolescence of assets. Expenditures which significantly increase asset values or extend useful lives are capitalized. Repair and maintenance expenditures are charged to operating expense when the work is performed. All properties are stated at cost.
MATERIALS AND SUPPLIES
Materials and supplies consist mainly of diesel fuel, repair parts for equipment and other railroad property and are valued at average cost.
REVENUE RECOGNITION
Transportation revenues are recognized proportionately as a shipment moves from origin to destination.
INCOME TAXES
Income taxes are provided based on earnings reported for tax return purposes in addition to a provision for deferred income taxes. The provision for income taxes includes deferred taxes determined by the change in the deferred tax liability, which is computed based on the differences between the financial statement and tax basis of assets and liabilities as measured by applying enacted tax laws and rates. Deferred tax expense is the result of changes in the net liability for deferred taxes. Investment tax credits were accounted for under the "flow-through" method.
CASH AND CASH EQUIVALENTS
All short-term investments which mature in less than 90 days when purchased are considered cash equivalents for purposes of disclosure in the consolidated balance sheets and consolidated statements of cash flows. Cash equivalents are stated at cost, which approximates market value.
RECLASSIFICATIONS
Certain prior year data has been reclassified to conform to the current year presentation. These reclassifications had no effect on previously reported net income, stockholder's equity or cash flows.
2. ACCOUNTS RECEIVABLE, NET
Railroad has an agreement to sell, on a revolving basis, an undivided percentage ownership interest in a designated pool of accounts receivable with limited recourse. As of December 31, 1993, the agreement allowed for the sale of accounts receivable up to a maximum of $175 million. The agreement expires not later than December 1994. Average monthly proceeds from the sale of accounts receivable were $182 million, $190 million and $269 million in 1993, 1992 and 1991, respectively. At December 31, 1993 and 1992, accounts receivable were net of $100 million and $189 million, respectively, representing receivables sold. Included in other income (expense), net were expenses of $9 million, $11 million and $20 million in 1993, 1992 and 1991, respectively, relating to the sale. Railroad maintains an allowance for doubtful accounts based upon the expected collectibility of all trade accounts receivable, including receivables sold with recourse. Allowances for doubtful accounts and recourse on receivables sold of $17 million and $16 million have been recorded at December 31, 1993 and 1992.
3. PROPERTY AND EQUIPMENT, NET
Property and equipment, net was as follows (in millions):
December 31, 1993 1992 - ------------ ------ ------ Road, roadway structures and real estate.......... $7,342 $7,024 Equipment......................................... 1,784 1,744 ------ ------ Total cost..................................... 9,126 8,768 Less accumulated depreciation..................... 3,638 3,483 ------ ------ Property and equipment, net.................. $5,488 $5,285 ====== ======
Certain noncancellable leases were classified as capital leases and were included in property and equipment. The consolidated balance sheets at December 31, 1993 and 1992 included $36 million and $35 million, respectively, of property and equipment under capital leases. The related depreciation was included in depreciation expense. Accumulated depreciation for property and equipment under capital leases was $31 million and $29 million at December 31, 1993 and 1992, respectively.
Main line track is depreciated on a group basis using a units-of-production method. The accumulated depreciation and annual depreciation accrual rates for railroad assets other than main line track are calculated using a straight-line method and statistical group measurement techniques, which closely approximate unit depreciation. The group techniques project depreciation expense and estimated accumulated depreciation utilizing historical experience and expected future conditions relating to the timing of asset retirements, cost of removal, salvage proceeds, maintenance practices and technological changes. In this manner, the net book value of reported assets reflects estimated remaining asset utility on a historical cost basis.
Due to the imprecision of annual reviews using statistical group measurement techniques for long-term asset retirement, replacement and deterioration patterns, Railroad adjusts accumulated depreciation for
significant differences between recorded accumulated depreciation and computed requirements. Differences between recorded accumulated depreciation and computed requirements are recognized prospectively on a straight-line basis. Under ICC regulations, Railroad conducts service life studies on an annual basis. Results of service life studies are recorded over the remaining life of the asset group studied. During 1993, Railroad completed service life studies of equipment and road property. During 1992, the service life studies consisted of rail. The effect of implementing the results of new service life studies and similar rate adjustments were to decrease depreciation expense in 1993 by $2 million compared with 1992 and to decrease depreciation expense in 1992 by $28 million compared with 1991. In future periods, service life studies will be conducted on other asset groups as well as these same assets under ICC requirements. However, the impact of such studies is not determinable at this time.
In 1993, capitalization of certain software development costs increased as a result of new strategic initiatives. Capitalization of software development costs begins upon establishment of technological feasibility. The establishment of technological feasibility is based upon completion of planning, design and other technical performance requirements.
Capitalized software development costs are amortized over a seven-year estimated useful life using the straight-line method. No amortization was recorded for the year ended December 31, 1993. Unamortized capitalized software costs were $6 million as of December 31, 1993.
4. DEBT
Debt outstanding was as follows (in millions):
December 31, 1993 1992 - ------------ ---- ---- LONG-TERM DEBT
Consolidated mortgage bonds, 3 1/5% to 10%, due serially to 2045............................... $622 $673 Equipment and other obligations, weighted average rate of 7.33% and 7.72%, respectively, due serially to 2009................................... 113 139 General mortgage bonds, 3 1/8% and 2 5/8%, due 2000 and 2010, respectively............................. 62 62 Prior lien railway and land grant bonds, 4%, due 1997 57 57 General lien railway and land grant bonds, 3%, due 2047........................................... 35 35 First mortgage bonds, series A, 4%, due 1997......... 24 26 Capitalized lease obligations, weighted average rate of 8.20% and 7.92%, respectively, expiring 1996 and 2003...................................... 10 13 Income debentures, series A, 5%, due 2006............ 8 8 Commercial paper..................................... 26 - Unamortized discount.................................... (52) (55) ---- ---- Total.............................................. 905 958 Less: Current portion of long-term debt.................... 177 37 Commercial paper..................................... 26 - ---- ---- Long-term debt................................... $702 $921 ==== ====
Railroad maintains an effective program for the issuance, from time to time, of commercial paper. These borrowings are supported by Railroad's bank credit agreement, thus outstanding commercial paper balances reduce available borrowings under this agreement. The bank credit agreement allows borrowings of up to $500 million on a short-term basis. The agreement is currently scheduled to expire in November 1994. At Railroad's option, borrowing rates are based on prime, certificate of deposit or London Interbank Offered rates. Annual facility fees are 0.25 percent. The maturity value of commercial paper outstanding at December 31, 1993 was $27 million, leaving a total of $473 million of the credit agreement available, while no commercial paper was outstanding at December 31, 1992.
The financial covenants of the bank credit agreement require that Railroad's consolidated tangible net worth, as defined in the agreement, be at least $1.4 billion, and its debt, as defined in the agreement, cannot exceed the lesser of 140 percent of its consolidated tangible net worth or $2.5 billion.
The agreement contains an event of default arising out of the occurrence and continuance of a "Change in Control." A "Change in Control" is generally defined as the acquisition of more than 50 percent of the voting securities of BNI, which has not been approved by the BNI Board of Directors, a change in the control relationship between BNI and Railroad, and finally, a "Change in Control" is deemed to occur when a majority of the seats on the BNI Board of Directors is occupied by persons who are neither nominated by BNI management nor appointed by directors so nominated.
The commercial paper program is further summarized as follows (dollars in millions):
December 31, 1993 1992 - ------------ ---- ---- Balance at year end................................. $ 26 $ - Weighted average interest rate...................... 3.55% - Maximum outstanding during the year................. $ 179 $ 427 Average daily amount outstanding during the year.... $ 41 $ 129 Weighted daily average interest rate during the year 3.27% 4.07%
Maturities of commercial paper averaged 4 and 14 days in 1993 and 1992, respectively.
Aggregate long-term debt scheduled maturities for 1994 through 1998 and thereafter are $177 million, $24 million, $18 million, $235 million, $11 million and $466 million, respectively.
Substantially all Railroad properties and certain other assets are pledged as collateral to or are otherwise restricted under the various Railroad long-term debt agreements.
5. DISCLOSURES ABOUT FAIR VALUE OF FINANCIAL INSTRUMENTS
The estimated fair values of Railroad's financial instruments at December 31, 1993 and 1992 and the methods and assumptions used to estimate the fair value of each class of financial instruments held by Railroad, were as follows:
CASH AND SHORT-TERM INVESTMENTS
The carrying amount approximated fair value because of the short maturity of these instruments.
NOTES RECEIVABLE
The fair value of notes receivable was estimated by discounting the anticipated cash flows. Discount rates of 8.7 percent and 10 percent at December 31, 1993 and 1992, were determined to be appropriate when considering current U.S. Treasury rates and the credit risk associated with these notes.
ACCRUED INTEREST PAYABLE
The carrying amount approximated fair value as the majority of interest payments are made semiannually.
LONG-TERM DEBT AND COMMERCIAL PAPER
The fair value of Railroad's long-term debt, excluding unamortized discount, was primarily based on secondary market indicators. For those issues not actively quoted, estimates were based on each obligation's characteristics. Among the factors considered were the maturity, interest rate, credit rating, collateral, amortization schedule, liquidity and option features such as optional redemption or optional sinking funds. These features were compared to other similar outstanding obligations to determine an appropriate increment or spread, above U.S. Treasury rates, at which the cash flows were discounted to determine the fair value. The carrying amount of commercial paper approximated fair value because of the short maturity of these instruments.
RECOURSE LIABILITY FROM SALE OF RECEIVABLES
It is unlikely that Railroad would be able to pay a second entity to assume its recourse obligation. Therefore, the carrying value of the allowance for doubtful accounts on receivables sold approximated the fair value of the recourse liability related to those receivables.
The carrying amount and estimated fair values of Railroad's financial instruments were as follows (in millions):
December 31, 1993 1992 - ------------ ---------------- ---------------- Carrying Fair Carrying Fair Amount Value Amount Value -------- ------ -------- ------ Cash and short-term investments...... $ 17 $ 17 $ 57 $ 57 Notes receivable..................... 9 11 9 9 Accrued interest payable............. 22 22 24 24 Long-term debt and commercial paper.. 957 978 1,013 1,007 Recourse liability from sale of receivables....................... 4 4 5 5
Railroad also holds investments in, and has advances to, several unconsolidated transportation affiliates. It was not practicable to estimate the fair value of these financial instruments, which were carried at their original cost of $17 million and $16 million in the December 31, 1993 and 1992 consolidated balance sheets. There were no quoted market prices available for the shares held in the affiliated entities, and the cost of obtaining an independent valuation would have been excessive considering the materiality of these investments to Railroad.
In addition, Railroad has a note receivable, from a shortline railroad, that has principal payments which are based on traffic volume over a segment of line. The carrying value of the note was $5 million at December 31, 1993 and 1992. As it is not practicable to forecast the traffic volume over the remaining life of the note, it was not included in the notes receivable amount shown above.
In May 1993, the Financial Accounting Standards Board (FASB) issued Statement of Financial Accounting Standards (SFAS) No. 115, "Accounting for Certain Investments in Debt and Equity Securities." SFAS No. 115 addresses the accounting and reporting requirements for investments in equity securities that have readily determinable fair values and for all investments in debt securities, and is effective for fiscal years beginning after December 15, 1993. The initial effect of applying this standard is to be reported as the effect of a change in accounting method and previously issued financial statements may not be restated. No material effect on Railroad's financial condition or results of operations is anticipated from the adoption of SFAS No. 115.
6. INCOME TAXES
Effective January 1, 1993, Railroad adopted SFAS No. 109, "Accounting for Income Taxes." SFAS No. 109 modifies SFAS No. 96, which established the liability method of accounting for income taxes, and had been adopted by Railroad effective January 1, 1986. Railroad adopted SFAS No. 109 consistent with the transitional guidelines of SFAS No. 109. The effect of the adoption was to increase the current portion of the deferred income tax asset with a corresponding increase in the noncurrent deferred income tax liability of $26 million at January 1, 1993. There was no effect on net income, stockholder's equity or cash flows.
Income tax expense (benefit), excluding the cumulative effect of changes in accounting methods, was as follows (in millions):
Year ended December 31, 1993 1992 1991 - ----------------------- ----- ---- ----- Current: Federal ................................... $ 102 $138 $ 107 State ..................................... 14 23 12 ----- ---- ----- 116 161 119 ----- ---- -----
Deferred: Federal ................................... 111 24 (227) State ..................................... 18 1 (32) ----- ---- ----- 129 25 (259) ----- ---- -----
Total.................................... $ 244 $186 $(140) ===== ==== =====
Reconciliation of the federal statutory income tax rate to the effective tax rate, excluding the cumulative effect of changes in accounting methods, was as follows:
Year ended December 31, 1993 1992 1991 - ----------------------- ----- ---- -----
Federal statutory income tax rate................. 35.0% 34.0% 34.0% State income taxes, net of federal tax benefit.... 3.5 3.3 3.4 Effect of one percent federal tax rate increase on deferred tax balances at January 1, 1993....... 4.5 - - Internal Revenue Service settlement............... - (3.1) - Other, net........................................ (.6) .2 (1.0) ----- ---- ----- Effective tax rate............................. 42.4% 34.4% 36.4% ===== ==== =====
The components of deferred tax assets and liabilities were as follows (in millions):
December 31, 1993 1992 - ------------ ------- -------
Deferred tax liabilities: Accelerated depreciation and amortization...... $(1,616) $(1,510) Other.......................................... (89) (81) ------- ------- Total deferred tax liabilities............... (1,705) (1,591) ------- -------
Deferred tax assets: Casualty and environmental reserves............ 267 270 Pensions....................................... 29 28 Other.......................................... 247 259 ------- ------- Total deferred tax assets.................... 543 557 ------- -------
Valuation allowance............................ - - ------- -------
Net deferred tax liability................. $(1,162) $(1,034) ======= =======
Noncurrent deferred income tax liability........ $(1,329) $(1,178) Current deferred income tax asset............... 167 144 ------- -------
Net deferred tax liability................. $(1,162) $(1,034) ======= =======
On August 10, 1993, the Omnibus Budget Reconciliation Act of 1993 (the Act) was signed into law. The Act increased the corporate federal income tax rate by one percent, effective January 1, 1993, which reduced net income by $28 million through the date of enactment. A one-time, non-cash charge of $27 million to income tax expense was recorded as an adjustment to deferred taxes as of the enactment date and a charge of $1 million to income tax expense was recorded as an adjustment to current income taxes.
In December 1992, Railroad received notification that an Appeals Division settlement of the Internal Revenue Service audits for the years 1981 through 1985 had been approved by the Joint Committee on Taxation. This action settled all unagreed issues for those years. The tax effect of the settlement was included in the 1992 tax provision as shown below (in millions):
Current tax expense.............................. $ 2 Deferred tax benefit............................. (19) ---- Total tax benefit.............................. $(17) ====
7. RETIREMENT PLANS
Railroad participates in BNI's pension plans, which are non-contributory defined benefit plans covering substantially all non-union employees. The benefits are based on years of credited service and the highest five-year average compensation levels. Contributions to the plans are determined by BNI and are limited to amounts that are currently deductible for tax purposes. Railroad's pension expense was $26 million, $31 million and $23 million in 1993, 1992 and 1991, respectively. Net pension cost for 1993 was lower than 1992 primarily due to a decrease in the rate of future compensation growth from 6 percent to 5.5 percent. The changes in pension cost for the two years ended December 31, 1992 were primarily attributable to the expected year-to-year changes in the discount rates.
Railroad participates in a 401(k) thrift and profit sharing plan, sponsored by BNI, which covers substantially all non-union employees. BNI matches 35 percent of the first 6 percent of the employees' contributions, which is subject to certain percentage limits of the employees' earnings, at the end of each quarter. Depending on BNI's consolidated performance, an additional matching contribution of 20 or 40 percent can be made at the end of the year. Railroad's expense was $6 million, $4 million and $6 million in 1993, 1992 and 1991, respectively. Effective January 1, 1994, Railroad also participates in a 401(k) retirement savings plan, sponsored by BNI, which covers substantially all union employees which is non-contributory on the part of Railroad.
8. OTHER BENEFIT PLANS
POSTRETIREMENT BENEFITS
Effective January 1, 1992, Railroad adopted SFAS No. 106, "Employers' Accounting for Postretirement Benefits Other Than Pensions." BNI provides certain postretirement health care benefits, payable until age 65, for a small number of retirees who retired on or before March 1986.
BNI provides life insurance benefits for eligible non-union employees. Railroad participates in these plans and adopted accrual accounting for the expense of these plans in 1992 by taking a $16 million cumulative effect charge to income in order to establish a liability for those benefits. Railroad pays benefits as claims are processed. In addition, Railroad's expense for these plans was approximately $1 million in both 1993 and 1992.
Under collective bargaining agreements, Railroad participates in multi-employer benefit plans which provide certain postretirement health care and life insurance benefits for eligible union employees. Insurance premiums attributable to retirees, which are expensed as incurred, were $10 million in 1993 and $11 million in both 1992 and 1991.
POSTEMPLOYMENT BENEFITS
In November 1992, the FASB issued SFAS No. 112, "Employers' Accounting for Postemployment Benefits." This standard requires employers to recognize benefits provided to former or inactive employees after employment but before retirement, if certain conditions are met. In the first quarter of 1994, Railroad will adopt SFAS No. 112. The principal effect of adopting this standard will be to establish liabilities for long-term and short-term disability plans. The effect upon earnings to adopt this standard is expected to be approximately $15 to $20 million. The initial effect of applying this standard will be reported as the effect of a change in accounting method and previously issued financial statements will not be restated.
9. CASUALTY AND ENVIRONMENTAL RESERVES
Casualty reserves consist primarily of personal injury claims, including work-related injuries to employees. Employees of Railroad are compensated for work-related injuries according to the provisions of the Federal Employers' Liability Act. Liabilities for personal injury claims are estimated through an actuarial model that considers historical data and trends and is designed to record those costs in the period of occurrence. Railroad conducts an ongoing review and analysis of claims and other information to ensure the continued adequacy of casualty reserves. To the extent costs exceed recorded
accruals they will not materially affect Railroad's financial condition, results of operations or liquidity.
Under the requirements of the Federal Comprehensive Environmental Response, Compensation and Liability Act of 1980 (Superfund) and certain other laws, Railroad is potentially liable for the cost of clean-up of various contaminated sites identified by the U.S. Environmental Protection Agency and other agencies. Railroad has been notified that it is a potentially responsible party (PRP) for study and clean-up costs at a number of sites and, in many instances, is one of several PRPs. Railroad generally participates in the clean-up of these sites through cost-sharing agreements with terms that vary from site to site. Costs are typically allocated based on relative volumetric contribution of material, the amount of time the site was owned or operated, and/or the portion of the total site owned or operated by each PRP. However, under Superfund and certain other laws, as a PRP, Railroad can be held jointly and severally liable for all environmental costs associated with a site.
Environmental costs include initial site surveys and environmental studies of potentially contaminated sites as well as costs for remediation and restoration of sites determined to be contaminated. Liabilities for environmental clean-up costs are initially recorded when Railroad's liability for environmental clean-up is both probable and a reasonable estimate of associated costs can be made. Adjustments to initial estimates are recorded as necessary based upon additional information developed in subsequent periods. Railroad conducts an ongoing environmental contingency analysis, which considers a combination of factors, including independent consulting reports, site visits, legal reviews, analysis of the likelihood of participation in and ability to pay for clean-up by other PRPs, and historical trend analysis.
Liabilities for environmental costs represent Railroad's best estimates for remediation and restoration of these sites and include asserted and unasserted claims. Railroad's best estimate of unasserted claims was approximately $5 million as of the end of 1993. Although recorded liabilities include Railroad's best estimates of all costs, without reduction for anticipated recovery from insurance, Railroad's total clean-up cost at these sites cannot be predicted with certainty due to various factors such as the extent of corrective actions that may be required, evolving environmental laws and regulations, advances in environmental technology, the extent of other PRPs participation in clean-up efforts, developments in ongoing environmental analyses related to sites determined to be contaminated, and developments in environmental surveys and studies of potentially contaminated sites. As a result, charges to income for environmental liabilities could possibly have a significant effect on results of operations in a particular quarter or fiscal year as individual site studies and remediation and restoration efforts proceed or as new sites arise. However, expenditures associated with such liabilities are typically paid out over a long period, in some cases up to 40 years, and are therefore not expected to have a material adverse effect on Railroad's consolidated financial position, cash flow or liquidity.
10. COMMITMENTS AND CONTINGENCIES
LEASE COMMITMENTS
Railroad has substantial lease commitments for railroad, highway and data processing equipment, office buildings and a taconite dock facility. Most of these leases provide the option to purchase the equipment at fair market value at the end of the lease. However, some provide fixed purchase price options.
Lease rental expense for operating leases was $205 million, $222 million and $211 million for the years ended December 31, 1993, 1992 and 1991, respectively.
Minimum annual rental commitments were as follows (in millions):
Capital Operating Year ended December 31, Leases Leases - ----------------------- ------- --------- 1994......................................... $ 5 $ 209 1995......................................... 4 185 1996......................................... 2 162 1997......................................... - 146 1998......................................... - 145 Thereafter................................... 1 911 --- ------ Total.................................... 12 $1,758 Less amount representing interest............ 2 ====== --- Present value of minimum lease payments.. $10 ===
In addition to the above, Railroad also receives and pays rents for railroad equipment on a per diem basis, which is included in equipment rents.
OTHER COMMITMENTS AND CONTINGENCIES
During 1993, Railroad entered into an agreement to acquire 350 new-technology alternating current traction motor locomotives. Railroad accepted delivery of one locomotive in 1993 and anticipates delivery of between approximately 60 and 100 each year from 1994 through 1997.
Railroad has two locomotive electrical power purchase agreements, expiring in 1998 and 2001, that currently involve 199 locomotives. Payments required by the agreements are based upon the number of megawatt hours of energy consumed, subject to specified take-or-pay minimums. The rates specified in the two agreements are renegotiable every two years. Railroad's 1994 minimum commitment obligation is $48 million. Based on projected locomotive power requirements, Railroad's payments in 1994 are expected to be in excess of the minimum. Payments under the agreements totaled $53 million, $56 million and $55 million in 1993, 1992 and 1991, respectively, which exceeded the applicable minimums in each year. In 1990, Railroad entered into a letter of credit for the benefit of a vendor. This letter of credit is a performance guarantee for up to $15 million in major overhauls to be performed on the power purchase equipment.
In connection with its program to transfer certain rail lines to independent operators, Railroad has agreed to make certain payments for services performed by the operators in connection with traffic that involves the shortlines and Railroad as carriers. These payments are not fixed in amount, will vary with such factors as traffic volumes and shortline costs and are not expected to exceed normal business requirements for services received. These payments are reflected as reductions to revenue to conform with reporting to the ICC. Revenues for these joint moves, including amounts applicable to the independent operator portion of the line haul, are reflected by Railroad as revenue from operations.
There are no other commitments or contingent liabilities which Railroad believes would have a material adverse effect on the consolidated financial position, results of operations or liquidity.
11. OTHER INCOME (EXPENSE), NET
Other income (expense), net includes the following (in millions):
Year ended December 31, 1993 1992 1991 - ----------------------- ---- ---- ---- Gain on property dispositions..................... $19 $ 9 $ 4 Interest income................................... 9 11 5 Loss on sale of receivables....................... (9) (11) (20) Litigation settlement agreement................... - 47 - Miscellaneous, net................................ (7) 1 1 --- ---- ---- Total......................................... $12 $ 57 $(10) === ==== ====
In the first quarter of 1992, both Railroad and BNI were parties to a settlement agreement relating to the reimbursement of attorneys' fees and costs incurred by Railroad in connection with litigation filed by Energy Transportation Systems, Inc., and others, and reimbursement of a portion of the amount paid in prior years by Railroad in settlement of that action. Under the terms of the settlement, Railroad received approximately $50 million before legal fees.
12. ACCOUNTING CHANGES
Effective January 1, 1993, Railroad adopted SFAS No. 109, "Accounting for Income Taxes." SFAS No. 109 modifies SFAS No. 96, which established the liability method of accounting for income taxes, and had been adopted by Railroad effective January 1, 1986. Railroad adopted SFAS No. 109 consistent with the transitional guidelines of SFAS No. 109. The effect of the adoption was to increase the current portion of the deferred income tax asset with a corresponding increase in the noncurrent deferred income tax liability of $26 million at January 1, 1993. There was no effect on net income, stockholder's equity or cash flows.
In January 1992, the Emerging Issues Task Force of the FASB reached a consensus that origination of service revenue recognition was not an acceptable method beginning in 1992 for the freight services industry. Accordingly, effective January 1, 1992, Railroad changed its method of revenue recognition from one which recognized transportation revenue at the origination point, to a method whereby transportation revenue is recognized proportionately as a shipment moves from origin to destination. The cumulative effect, net of a $7 million income tax benefit, of the change on the prior year's revenue, at the time of adoption, decreased 1992 net income by $11 million.
In the fourth quarter of 1992, effective January 1, 1992, Railroad adopted SFAS No. 106, "Employers' Accounting for Postretirement Benefits Other Than Pensions," and elected immediate recognition of the $16 million transition obligation. The cumulative effect, net of a $6 million income tax benefit, of the change on prior years', at the time of adoption, decreased 1992 net income by $10 million.
Financial results for the first quarter of 1992 have previously been restated for the cumulative effect of the change in accounting method for revenue recognition, which had previously been reported in other income (expense), net and for the cumulative effect of the implementation of the accounting standard for postretirement benefits. There was no material effect on the second and third quarter, and those quarters were not restated for the adoption of SFAS No. 106.
13. 1991 SPECIAL CHARGE
Included in 1991 results was a pre-tax special charge of $708 million related to railroad restructuring costs and increases in liabilities for casualty claims and environmental clean-up costs. The 1991 special charge included the following components:
RESTRUCTURING
This program provided for work force reduction of employees. The restructuring program and related charge had two components:
. $185 million to provide for employee related costs for the elimination of surplus crew positions.
. $40 million to provide for employee related costs for a separation program.
OTHER
. $350 million to increase casualty reserves based on an actuarial valuation and escalations in both the cost and number of projected hearing loss claims.
. $133 million to increase environmental reserves based on studies and analyses of potential environmental clean-up and restoration costs.
The special charge reduced 1991 net income by $442 million.
14. RELATED PARTY TRANSACTIONS
In addition to various corporate-related transactions with its parent, BNI, Railroad also rents under operating leases rolling stock and other property from BN Leasing Corporation (BNLC), a wholly owned subsidiary of BNI. The following is a summary of balances representing the result of transactions with related parties (in millions):
December 31, 1993 1992 - ------------ ---- ---- Short-term: Payable to BNLC for rent associated with property and equipment....................... $ 8 $ 6 ==== ==== Receivable from BNLC for accrued interest associated with the notes receivable for hub centers and rail facilities........................................ $ 2 $ 2 ==== ====
Long-term: Receivable from BNI, representing net settlement account for dividends, taxes and other............ $ 9 $ 43 Notes receivable from BNLC for hub centers.......... 28 28 Note receivable from BNLC for rail facilities....... 41 41 Investments in affiliates........................... 7 7 Receivable from other affiliates.................... 19 14 ---- ---- Total investments in and advances to affiliates... $104 $133 ==== ====
Railroad recorded the following amounts for transactions with related parties (in millions):
Year ended December 31, 1993 1992 1991 - ----------------------- ---- ---- ---- Rental expense.......................... $ 39 $ 32 $ 18 Interest income......................... 7 8 3
In prior years, Railroad transferred the Denver and Houston hub centers to Burlington Northern Railroad Holdings, Inc. (BNRRHI), a wholly owned subsidiary of Railroad. BNRRHI subsequently sold the hub centers to BNLC. The hub centers, with a combined book value of $22 million, were sold for the fair market value of $28 million. BNRRHI received two promissory notes due October 31, 2000, with interest at 10.05 percent from BNLC for the total sale price. The notes will be paid off using proceeds generated from rental payments from Railroad to BNLC for use of the facilities at the rate of $3 million per year. No gain was recorded on the sale of the property.
In prior years, Railroad purchased certain rail facilities at and between Ortonville, Minnesota and Terry, Montana from the South Dakota Rail Authority. These properties were subsequently sold to BNLC for the recorded net book value of the property. Railroad received a promissory note from BNLC for the purchase price of $41 million. Interest at a rate of 10.0 percent is due annually. Principal is due at maturity on August 31, 2001. Railroad will make rental payments of $5 million per year until 2001 for use of these facilities. No gain or loss was recorded on the sale of the property.
REPORT OF INDEPENDENT ACCOUNTANTS
To the Stockholder and Directors of Burlington Northern Railroad Company and Subsidiaries
We have audited the consolidated financial statements and financial statement schedules of Burlington Northern Railroad Company and Subsidiaries listed in Item 14 of this Form 10-K. These consolidated financial statements are the responsibility of the Company's management. Our responsibility is to express an opinion on these consolidated financial statements and financial statement schedules based on our audits.
We conducted our audits according to generally accepted auditing standards. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for our opinion.
In our opinion, the consolidated financial statements referred to above present fairly, in all material respects, the consolidated financial position of Burlington Northern Railroad Company and Subsidiaries as of December 31, 1993 and 1992, and the consolidated results of their operations and their cash flows for each of the three years in the period ended December 31, 1993 in conformity with generally accepted accounting principles. In addition, in our opinion, the financial statement schedules referred to above, when considered in relation to the basic financial statements taken as a whole, present fairly, in all material respects, the information required to be included therein.
As discussed in Note 12 to the consolidated financial statements, the Company changed its method of accounting for income taxes in 1993 and for revenue recognition and postretirement benefits other than pensions in 1992.
COOPERS & LYBRAND
Fort Worth, Texas January 17, 1994
QUARTERLY FINANCIAL DATA-UNAUDITED
ITEM 9.
ITEM 9. CHANGES IN AND DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND FINANCIAL DISCLOSURE
None
PART III
ITEMS TEN, ELEVEN, TWELVE AND THIRTEEN
DIRECTORS AND EXECUTIVE OFFICERS OF THE REGISTRANT; EXECUTIVE COMPENSATION; SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT; AND CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS
Not applicable - see Table of Contents note.
PART IV
ITEM 14.






ITEM 14. EXHIBITS, FINANCIAL STATEMENT SCHEDULES AND REPORTS ON FORM 8-K
Page ---- Financial Statements: Consolidated Statements of Operations for the three years ended December 31, 1993................................ 17 Consolidated Balance Sheets at December 31, 1993 and 1992 18 Consolidated Statements of Cash Flows for the three years ended December 31, 1993................................ 19 Consolidated Statements of Changes in Common Stockholder's Equity for the three years ended December 31, 1993.................................... 20 Notes to Consolidated Financial Statements............... 21 Report of Independent Accountants.......................... 34 Quarterly financial data-unaudited......................... 35 Consolidated Financial Statement Schedules for the three years ended December 31, 1993: Schedule V-Property, Plant And Equipment................. 40 Schedule VI-Accumulated Depreciation, Depletion, And Amortization of Property, Plant And Equipment...... 41 Schedule VIII-Valuation And Qualifying Accounts.......... 42 Schedule X-Supplementary Income Statement Information.... 43
Schedules other than those listed above are omitted for the reason that they are not required or not applicable, or the required information is included in the consolidated financial statements or related notes.
Exhibit Index
The following exhibits are filed as part of this report.
Exhibit Page Number Description Number - ------- ----------- ------ 3.1 Certificate of Incorporation of Burlington Northern ** Railroad Company as amended through July 20, 1987. 3.2 By-Laws of Burlington Northern Railroad Company ** as amended through July 17, 1991. 4.1 The Company has either previously filed with the * Securities and Exchange Commission or upon request will furnish a copy of any instrument with respect to the long-term debt of the Company (1989 Form 10-K, filed March 1990). 10.1 Trade Receivables Purchase and Sale Agreement, dated as * of December 15, 1989, as amended by Amendment dated as of December 15, 1989, by and among Burlington Northern Railroad Company, Corporate Asset Funding Company, Inc. and Citicorp North America, Inc. (1989 Form 10-K Amendment No. 1, filed March 1990). 10.2 Trade Receivables Purchase and Sale Agreement, dated as * of December 15, 1989, as amended by Amendment dated as of December 15, 1989, by and among Burlington Northern Railroad Company, the banks parties thereto and Citicorp North America, Inc. (1989 Form 10-K Amendment No. 1, filed March 1990). 10.3 $500,000,000 Competitive Advance Facility and Revolving * Credit Facility Agreement, dated October 18, 1991, between Burlington Northern Railroad Company and a consortium of lenders (Form 10-Q for the quarter ended September 30, 1991, filed October 1991). 10.4 Employment Agreement, dated as of September 4, 1990, by * and between Burlington Northern Railroad Company and Mr. John T. Chain (1990 Form 10-K, filed March 1991). 10.5 Employment Agreement, dated as of September 18, 1991, by * and between Burlington Northern Railroad Company and Mr. Richard A. Russack (1991 Form 10-K, filed February 1992).
* Exhibit is incorporated by reference as indicated. ** Exhibit is filed with Form 10-K for the year ended December 31, 1993.
REPORTS ON FORM 8-K
During the fourth quarter of 1993, there were no reports filed on Form 8-K.
SIGNATURES
Pursuant to the requirements of 13 or 15(d) of the Securities Exchange Act of 1934, Burlington Northern Railroad Company has duly caused this report to be signed on its behalf by the undersigned, thereunto duly authorized.
BURLINGTON NORTHERN RAILROAD COMPANY
By /s/ GERALD GRINSTEIN ------------------------------------ Gerald Grinstein, Chairman and Chief Executive Officer
Date February 14, 1994
Pursuant to the requirements of the Securities Exchange Act of 1934, this report has been signed below by the following persons on behalf of Burlington Northern Railroad Company and in the capacities and on the dates indicated.
/s/ GERALD GRINSTEIN Chairman and - ------------------------- Chief Executive Officer February 14, 1994 Gerald Grinstein
/s/ DAVID C. ANDERSON Executive Vice President and - ------------------------- Chief Financial Officer February 14, 1994 David C. Anderson
/s/ DON S. SNYDER Vice President, Controller and - ------------------------- Chief Accounting Officer February 14, 1994 Don S. Snyder
/s/ EDMUND W. BURKE Director - ------------------------- February 14, 1994 Edmund W. Burke
/s/ WILLIAM E. GREENWOOD Director - ------------------------- February 14, 1994 William E. Greenwood
SCHEDULE V BURLINGTON NORTHERN RAILROAD COMPANY AND SUBSIDIARIES PROPERTY, PLANT AND EQUIPMENT FOR THE YEARS ENDED DECEMBER 31, 1993, 1992 AND 1991 (IN MILLIONS)
See accompanying notes to consolidated financial statements for information regarding depreciation methods and other matters.
SCHEDULE VI BURLINGTON NORTHERN RAILROAD COMPANY AND SUBSIDIARIES ACCUMULATED DEPRECIATION, DEPLETION, AND AMORTIZATION OF PROPERTY, PLANT AND EQUIPMENT FOR THE YEARS ENDED DECEMBER 31, 1993, 1992 AND 1991 (IN MILLIONS)
See accompanying notes to consolidated financial statements for information regarding depreciation methods and other matters.
SCHEDULE VIII
BURLINGTON NORTHERN RAILROAD COMPANY AND SUBSIDIARIES VALUATION AND QUALIFYING ACCOUNTS FOR THE YEARS ENDED DECEMBER 31, 1993, 1992 AND 1991 (IN MILLIONS)
SCHEDULE X
BURLINGTON NORTHERN RAILROAD COMPANY AND SUBSIDIARIES SUPPLEMENTARY INCOME STATEMENT INFORMATION FOR THE YEARS ENDED DECEMBER 31, 1993, 1992 AND 1991 (IN MILLIONS)
Exhibit Index