Inspired by what must have been a less than luxurious train ride from Buffalo to New York in the early 1860s, George Pullman founded the Pullman Palace Car Company in Illinois in 1867. The company had a long and illustrious business cycle that spanned more than a century. Starting from humble beginnings based solely upon the vision of one man , the company rose to grandeur via the railroad boom of the early 1900s. At one point, Pullman even owned it's own "company town." The town, called Pullman, was located 14 miles south of downtown Chicago and was home to nearly 9,000 men, women, and children at its peak under the control of Pullman.
As one would expect, just when things were in high gear for Pullman, the government intervened. In the interest of antitrust laws, Pullman Inc. was ordered by the Justice Department to divest itself of either the Pullman Company (operating) or the Pullman-Standard Car Manufacturing Company (manufacturing). After three years of negotiation, the Pullman Company was sold to a railroad consortium for approximately $40 million. In much the same way, the Justice Department is making trouble on the rails again today.
The Pullman Co. didn't vanish as much as it was fractured and absorbed. It began with the 1944 sell off of passenger car operating rights and continuing through until 1987 when subway car manufacturing, performed under the name Pullman Technology, was sold to Candian conglomerate, Bombardier. The merger and acquisition history of Pullman from 1981 through today reads like a who's who of transportation, oil, engineering, and associated technologies. In fact, I believe that George Pullman would be amazed to discover that the original thread of the Pullman name was still active in manufacturing as late as 2004, when Pullman is reported to have been manufacturing "rubberized" automotive parts under the control of Tenneco Automotive.
Let us know in the comments what you miss about Pullman. And be sure to check out other Companies That Have Vanished.
Bipartisan legislation aimed specifically at increasing government regulation of railroads threatens to hamstring 25 years of successful growth and investment by that industry. The Railroad Antitrust Enforcement Act of 2007 (H.R.1650) would effectively undo specific and narrow antitrust process exemptions that were provided for the railroads by the Staggers Rail Act of 1980. The Staggers act effectively halted what had previously been a massive and staggering decline by American railroads. Currently, the railroads are effectively and efficiently regulated by the Surface Transportation Board.
The American Association of Railroads reported in a press release, "Since Staggers, railroads and their customers have benefited enormously. Railroads have reinvested $420 billion back into their systems since 1980. The result has been improved service and safety, and nearly double their traffic volumes -- all while lowering average rates by more than 50 percent in inflation-adjusted terms. That means the average rail [shipping customer] can move twice as much freight today for the same price as in 1980." AAR further reports that a just-released Morgan Stanley survey found customer satisfaction with rail service is at a historical high.
It should also be noted that the devastating decline suffered by the railroads prior to passage of Staggers is arguably the lynch pin of this nation's inability to establish reliable, desirable, and profitable mass transit for commuters by rail. The rate of investment by our freight railroads since 1980 could be one facet in bringing effective local and nationwide passenger rail service back within our grasp. The passage of H.R.1650 may effectively destroy any further hope of developing high-speed, cross-continental passenger rail service and the further expansion of local commuter rail services.
In an age when surface transportation is becoming incredibly more expensive and our airlines are in perilous distress, do we really need to limit our options by passing legislation which could severely injure a system that works? You may wish to consider contacting your legislators in an effort to halt H.R.1650 dead in its tracks.
On April 3, the American Association of Railroads released its monthly freight movement report for March 2008. The numbers again reflect weak consumer spending, with no relief in sight for the wilted home building industry. Carload volume, which does not include semi trailers or shipping containers, dropped 0.1% compared with March 2007 figures. Intermodal traffic volume consisting of shipping containers and truck trailers loaded on flat cars dropped 5.6% compared with one year ago.
Spurred by the weaker dollar, carload commodities for export are maintaining respectable volume, with carloads of grain increasing 13.9% and carloads of coal increasing 5.9%. However, the AAR press release indicates that of the 19 major commodity categories tracked by the AAR, 12 saw carload declines in March. Carloads of motor vehicles and equipment declined considerably, with a 19.4% drop in loading compared to 2007. Infrastructure and construction staples of crushed stone, sand and gravel showed a carload decline of 13.4% compared with a year ago. Lumber and wood products loadings remain in decline. AAR Senior Vice President John T. Gray gives perspective to the numbers by stating simply: "Recent disappointing economic news helps explain why rail traffic is not more robust."
The report of February rail freight movements was released Thursday March 6, by The Association of American Railroads. Again this month the report reveals some mentionable trends. The report on the AAR website indicates a gain in rail freight volume of 2.8 percent, for the first nine weeks of 2008. An estimated 296.1 billion ton-miles total volume was reported for the period.
There are declines showing in inter-modal traffic. Trailer and container loading is down 3.4 percent for the first two months of 2008. This means that a higher volume of freight is moving by rail, yet less of it is getting to the rails via truck. I could speculate that railroads shall continue to become increasingly more cost effective for volume shipment of freight. Watch for new possibilities with direct-from-rail distribution centers. Watch for rapid growth and development in the RFID sector.
A quick look at freight traffic via railroads indicates no surprising changes in our economic landscape. However, the numbers do reaffirm some interesting trends. Total rail freight volume for the fourth week of January 2008 was estimated at 32.4 billion ton-miles, a decrease of 1.2% from one year ago. Some of the decline is attributed to severe weather conditions early in the month, especially in the eastern states.
What bears special concern in the Association of American Railroads rail freight traffic report are the few categories of freight that are showing significant reductions in rail freight loading volume when compared to 2007. Coal coke, which is used mainly as an industrial fuel showed a major decline in loading volume of 36.8%. This could be due in part to a shifting away from hydrocarbon fuels. Lumber and wood products loadings declined by a significant 22.35%, which does not bode well for the construction and furnishing trades. Primary forest product loadings dropped by 19.9% which further indicates a slow start to the coming building season.
I read a quote in an article recently which stated, "What Wall Street is about is smart guys thinking about ways to make money from dumb ones." That quote is attributed to one John E. Fitzgibbon, the publisher of an online newsletter, in an article from Eric Dash via The New York Times. While Mr. Fitzgibbon's remark might validate special investing skill on the part of some smart and timely investors, I take exception to the notion that all those investors who lost money in the markets over the past year are the dumb ones.
The question now is, where is the smart money headed?
After learning that Warren Buffett, the value investor's equivalent of A-Rod, was putting his money into U.S. Railroad firm, Burlington Northern Santa Fe (NYSE: BNI), railroad stocks suddenly became trendy. Driven by increasing consumption for commodities and transportation services, railroads have been targets for value investors for a long time. Buffett's investment put the industry back on the investment map.
So, it wouldn't be surprising to see that hedge funds are playing the same hand. CSX Corp. (NYSE: CSX), a large integrated transportation company servicing everything from ports, trucks and rails, has been in the news lately as the target of an activist hedge fund based out of London, named the Children's Investment Fund.
The fund, started in 2003 by Chris Hohn, has been very active and successful in extracting shareholder value from a variety of situations. It forced the resignation of the Deutsche Borse CEO after he refused to abandon his plan to take over the London Stock Exchange.
It seems like the CIF hit a snag with CSX, though.
In response to the Fund's demands, CSX accepted none of them. In a great response sent by the CSX Board to TCI, management makes a strong case. You can read the letter here.
Over the past year, transportation stocks have lagged other shares. Since last October, for example, the Dow Jones Transportation Index has lost 5.1%, while the S&P 500 index has gained 13.25%.
But not all stocks in the transport group have tracked the index. Railroad shares, for example, have outperformed both the sector and the overall market, with the S&P Supercomposite Railroad Index (a sub-index of the S&P Composite 1,500 index) rising by 17.3% over the period. That compares to, say, the S&P Supercomposite Trucking Index, which has dropped by 6.6%
Among the reasons for the relative strength in railroad shares: interest from value investors like Warren Buffett, and the fact that rising oil prices don't hurt this segment as much as other, more fuel-dependent industries.
Still, some might argue that at this point, much of the news, whether good or bad, is probably factored into prices. If you combine that with the fact that the railroad sector is back to long-term resistance levels relative to its trucking company counterpart, that suggests it might be a good idea to sell the former and buy the latter.
Otherwise, given a worrisome economic outlook and the relative underperformance of the transportation sector generally, it could be time for those who've been riding the rails to jump off the train -- before it runs out of track.
It's a big deal whenever Warren Buffett so much as sneezes, and this morning was no different. Berkshire Hathaway's (NYSE: BRK.A) decision to boost its stake in Burlington Northern Santa Fe (NYSE: BNI) made the expected splash, and up went Burlington's stock 3%.
Back in April, Berkshire disclosed an 11% stake in Burlington, and then in May it announced investments in two other railroads: Norfolk Southern Corp (NYSE: NSC) and Union Pacific Corp (NYSE: UNP). Buffett clearly sees value in riding the railroads.
Then today came Berkshire's disclose that it had raised its stake from August 3 through August 7 to 11.5% from 11% -- which, while not exactly earth shaking, is a strong indicator that Buffett sees the recent price weakness enveloping the market as a buying opportunity. Usually when the "oracle" Mr. Buffett sees something, it is worth paying attention.
Large investors such as Warren Buffett and Carl Icahn, as well as hedge funds, have invested more than $8 billion in railroad stocks, calculating that strong business conditions for the rails will continue. But are they on the mark or late to the railroad party?
The modest traffic dip - attributable primarily to the sluggish conditions in certain U.S. economic sectors - is not insignificant, analysts say. Still there are several long-term secular trends that suggest that the rail's recent strong run is far from over.
First, U.S. imports/exports remain strong: rails play a large role in transporting goods from and to coastal ports. Energy costs are driving part of this traffic increase: as diesel and gasoline prices rise, rail transport becomes a better transport value for many businesses/customers.
Second, commodity demand -- particularly in emerging-market and recently-developed countries -- is strong, and is expected to remain solid in 2007 and 2008, as the global economy continues to expand at a greater than 4% rate.
Further, the major U.S. rails are the survivors -- winners, really -- of a sector that scaled down and decreased the number of providers in the 1970s and 1980s. Translation: the rails have a pricing power advantage with regard to many contracts and clients.
In Thursday afternoon trading, Burlington Northern gained 74 cents to $87.87, Union Pacific rose $1.06 to $118.81, and Norfolk Southern climbed 74 cents to $55.31.
To be sure, if the U.S. economy dips into a recession, or if the global economy slows dramatically, the investments by Buffett, Icahn, etc., would then look like riskier ventures, but so long as the secular trends remain in place, their calculation appears to be prudent, to say the least.
Judging by the most recently available statistics from the American Association of Railroads, the trade and productivity numbers currently coming out of Washington appear to be a bunch of bunk. Will someone please tell Ben Bernanke that cold hard facts will supplant pipe dreams any day?
Rail freight numbers for the week ended June 9 continue to trend downward and are consistent with trending for the year so far. By now, industrial surpluses and inventories should have been reduced to the point that manufacturing would be demanding an increased influx of raw materials, but such is not the case. Plainly put, consumer demand and domestic manufacturing are down, and it shows plainly in reduced freight numbers. The breakdown for the week ending June 9 is as follows:
Intermodal freight (truck trailers or shipping containers): Down 3.2 percent from last year.
Carload freight (not including intermodal): Down 5.6 percent.
4.0 percent fewer carloads originated from the West and 7.8 percent fewer originated from the East.
Total cumulative rail freight volume for the first 23 weeks of 2007 was an estimated 754.9 billion ton-miles, down 3.1 percent from last year.
Canadian and Mexican railroad reports show similar trending, though not as significantly as the American declines. The single remarkable exception is the Mexican railroad, Kansas City Southern de Mexico (KCSM), which has reported intermodal volume of 4,878 trailers or containers, up 18.4 percent from the 23rd week of 2006. That significant increase, my friends, is reflective of manufactured goods they're shipping up to us.
Bear these numbers in mind the next time you get your statistical hogwash from Washington. They can tell you that more people are working and they can tell you that companies are manufacturing more stuff, but the true facts come out when the train cars get loaded (or don't).
Canadian Pacific Railway Ltd. (NYSE: CP) maintenance workers have walked off the job in pursuit of a 13% wage increase over the next three years. This is the second strike this year against one of Canada's national railways and it affects approximately 3,000 rail workers. The previous strike in February involved engineers and yard workers. That dispute is currently in the hands of mediators.
Teamsters union leader William Brehl, indicated that for most of the workers involved in the current walkout, wages are the central issue. Union members are demanding a three year, 13% total wage increase, but the company has refused to agree to an increase of more than 10%. The deadlock indicates little promise for early resolution. The company has stated that the vacated work positions shall be immediately staffed with cross trained management personnel and it anticipates little effect to business operations.
At least one Canadian economist has indicated that this knot in Canadian logistics has the potential to push some would be Canadian rail traffic southward into the U.S. Jayson Myers, chief economist with the Canadian Manufacturers & Exporters, told CBC News, "We can't afford to see continuing series of strikes in our transportation sector, and then pretend that we have an efficiently working logistics system here in Canada."
A brief look at railroad freight traffic numbers offers some tell-tale signs as to where our economy is heading. I like to review railroad loading statistics because they can give you a crystal-ball edge in guessing where the big money is leaning in the volatile economic food chain. Basically, right now the numbers are firm year over year, but the freight demographics are what I find interesting.
According to the Association of American Railroads: Total rail freight volume is up 8.9% as compared to 2006, but while container volume is up about 14%, trailer volume is down 6.2%. That indicates that for the year so far, the railroads are probably moving more imported product than domestic product.
While total carload freight (not including inter-modal) was down nearly 1% this week as compared to the same week last year, total ton-miles increased 0.3%, indicating that less freight is moving but it is traveling more miles. That is clearly due to the decreasing inventories of manufactured product, which should bode well for manufacturers in the second and third quarters. That's assuming that consumer spending maintains current levels.
Nonmetallic mineral shipments have increased nearly 20% by volume over last year. This shows strength in base chemicals, base raw materials, glass, concrete, asphalt, industrial construction, and infrastructural improvements. Metallic ore shipments are down over 50%; I believe that shows weakness most especially in steel, tin, aluminum, and copper. Lumber and wood product shipments declined nearly 25% -- no reprieve for the home building market there! Petroleum product shipments are up 9.2% year over year, and coal shipments have increased 3.1%. Here's a tip, it looks like road building and resurfacing will be a big gainer this summer!
Investors in Rail America, (formerly NYSE:RRA), got a Valentine's Day present in the form of a buyout offer of $16.35 for each share of Rail America stock owned. Rail America is a short-line rail service provider operating 42 railroads over 7,800 miles of track, primarily in the United States, but also operating in Canada and, until recently, in Australia. Rail America was bought by several private equity funds managed by affiliates of Fortress Investment Group LLC (NYSE:FIG). Over 74% of shares held voted in favor of the acquisition. Fortress Investment Group began trading on the NYSE on 9 February 2007. Its IPO began at $18.50 per share. FIG stock closed on Friday, 2 March 2007, at $27.75.
With over $1.2 billion in assets, Rail America was an attractive buy for Fortress Investment Group. No one commodity comprises more than 16% of Rail America's shipping business. It interchanges with several Class I railroads throughout the country and has one of the strongest safety records in the rail transportation industry. Rail America is poised to grow in terms of carload volume but needed access to more funds to do so. With over $30 billion in assets under management, Fortress Investment Group can provide that access. As part of the buyout, Rail America CEO Charles Swinburn will retire. He will be replaced by John E. Giles, who brings 35 years of experience in railroads and the transportation industry to the CEO suite.
As a supporter of wildlife and national parks, I am writing to express concern about Burlington Northern Santa Fe Corporation's (NYSE: BNI) alleged plan to use military artillery and other explosives for avalanche control in the southern boundary of Glacier National Park.
As you may be aware, Glacier National Park is a very special place for wildlife, providing habitat for a population of fascinating and valuable animals including the grizzly bear, gray wolf, Canada lynx and wolverine. All of these species occur in the southern portion of the Park being considered for shelling by Burlington Northern. I am very concerned that the possible use of explosives for avalanche control could have a measurable impact on the wildlife in the park.
According to local newspaper reports, there have been town meetings regarding this very issue, and several alternative plans are also on the table. Burlington Northern could invest in less destructive and more long-term solutions including repairing and expanding the network of snow sheds along the sections of avalanche-prone track. This choice would provide a more permanent and safer solution for the park's wildlife and visitors.
I would be horrified if Burlington Northern was serious about its proposal to blast one of our most treasured places. There must be solutions which would be far less dangerous and disturbing to the wildlife that lives there. If BNSF is considering this option, we owe it to ourselves and to the animals to be fully aware of the possible impact.
This post is part of a series on some of the most memorable companies that have disappeared.
Bipartisan legislation aimed specifically at increasing government regulation of railroads threatens to hamstring 25 years of successful growth and investment by that industry. 
On April 3, the American Association of Railroads released its monthly freight movement report for March 2008. The numbers again reflect weak consumer spending, with no relief in sight for the wilted home building industry. Carload volume, which does not include semi trailers or shipping containers, dropped 0.1% compared with March 2007 figures. Intermodal traffic volume consisting of shipping containers and truck trailers loaded on flat cars dropped 5.6% compared with one year ago.
The report of February rail freight movements was released Thursday March 6, by 
I read a quote in an article recently which stated, "What Wall Street is about is smart guys thinking about ways to make money from dumb ones." That quote is attributed to one John E. Fitzgibbon, the publisher of an online newsletter, in an 
After learning that Warren Buffett, the value investor's equivalent of A-Rod, was 
Over the past year, transportation stocks have lagged other shares. Since last October, for example, the 
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As a supporter of wildlife and national parks, I am writing to express concern about Burlington Northern Santa Fe Corporation's (NYSE: BNI) alleged plan to use military artillery and other explosives for avalanche control in the southern boundary of 
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