Document/ExhibitDescriptionPagesSize 1: 10-K Annual Report HTML 1.43M
2: EX-10.CC Material Contract HTML 58K
3: EX-10.EE Material Contract HTML 62K
4: EX-10.FF Material Contract HTML 65K
5: EX-10.GG Material Contract HTML 66K
6: EX-10.KK Material Contract HTML 62K
7: EX-10.LL Material Contract HTML 66K
8: EX-10.MM Material Contract HTML 65K
9: EX-10.VV Material Contract HTML 62K
10: EX-10.WW Material Contract HTML 66K
11: EX-10.XX Material Contract HTML 67K
12: EX-10.YY Material Contract HTML 61K
13: EX-21 Subsidiaries List HTML 46K
14: EX-23 Consent of Expert or Counsel HTML 30K
15: EX-31.A Certification -- §302 - SOA'02 HTML 34K
16: EX-31.B Certification -- §302 - SOA'02 HTML 34K
17: EX-32 Certification -- §906 - SOA'02 HTML 32K
23: R1 Cover Page HTML 94K
24: R2 Audit Information HTML 35K
25: R3 Consolidated Statements of Income HTML 96K
26: R4 Consolidated Statements of Comprehensive Income HTML 61K
27: R5 Consolidated Balance Sheets HTML 121K
28: R6 Consolidated Balance Sheets (Parenthetical) HTML 38K
29: R7 Consolidated Statements of Cash Flows HTML 117K
30: R8 Consolidated Statements of Changes In HTML 70K
Stockholders' Equity
31: R9 Consolidated Statements of Changes In HTML 32K
Stockholders' Equity (Parenthetical)
32: R10 Summary of Significant Accounting Policies HTML 50K
33: R11 Railway Operating Revenues HTML 57K
34: R12 Other Income - Net HTML 40K
35: R13 Income Taxes HTML 92K
36: R14 Fair Value Measurements HTML 43K
37: R15 Investments HTML 49K
38: R16 Properties HTML 99K
39: R17 Current Liabilities HTML 46K
40: R18 Debt HTML 55K
41: R19 Leases HTML 68K
42: R20 Other Liabilities HTML 41K
43: R21 Pensions and Other Postretirement Benefits HTML 201K
44: R22 Stock-Based Compensation HTML 111K
45: R23 Stockholders' Equity HTML 88K
46: R24 Stock Repurchase Programs HTML 32K
47: R25 Earnings Per Share HTML 60K
48: R26 Commitments and Contingencies HTML 50K
49: R27 Valuation and Qualifying Accounts HTML 64K
50: R28 Summary of Significant Accounting Policies HTML 73K
(Policy)
51: R29 Railway Operating Revenues (Tables) HTML 53K
52: R30 Other Income - Net (Tables) HTML 40K
53: R31 Income Taxes (Tables) HTML 95K
54: R32 Fair Value Measurements (Tables) HTML 37K
55: R33 Investments (Tables) HTML 42K
56: R34 Properties (Tables) HTML 97K
57: R35 Current Liabilities (Tables) HTML 46K
58: R36 Debt (Tables) HTML 49K
59: R37 Leases (Tables) HTML 69K
60: R38 Other Liabilities (Tables) HTML 41K
61: R39 Pensions and Other Postretirement Benefits HTML 198K
(Tables)
62: R40 Stock-Based Compensation (Tables) HTML 118K
63: R41 Stockholders' Equity (Tables) HTML 85K
64: R42 Earnings Per Share (Tables) HTML 58K
65: R43 Summary of Significant Accounting Policies HTML 58K
(Details)
66: R44 Railway Operating Revenues - Disaggregation of HTML 51K
Revenues (Details)
67: R45 Railway Operating Revenues - Additional HTML 42K
Information (Details)
68: R46 Railway Operating Revenues - Schedule of Account HTML 37K
Receivables (Details)
69: R47 Other Income - Net (Details) HTML 37K
70: R48 Income Taxes - Provisions For Income Taxes HTML 53K
(Details)
71: R49 Income Taxes - Reconciliation Of Statutory Rate To HTML 59K
Effective Rate (Details)
72: R50 Income Taxes - Schedule Of Deferred Tax Assets And HTML 54K
Liabilities (Details)
73: R51 Income Taxes - Narrative (Details) HTML 43K
74: R52 Income Taxes - Reconciliation Of Unrecognized Tax HTML 42K
Benefits (Details)
75: R53 Fair Value Measurements (Details) HTML 37K
76: R54 Investments - Schedule of Investments (Details) HTML 45K
77: R55 Investments - Narrative (Details) HTML 80K
78: R56 Properties (Details) HTML 83K
79: R57 Properties - Narrative (Details) HTML 42K
80: R58 Current Liabilities (Details) HTML 62K
81: R59 Debt - Debt With Interest Rates And Maturities HTML 57K
(Details)
82: R60 Debt - Debt Maturities (Details) HTML 46K
83: R61 Debt - Narrative (Details) HTML 66K
84: R62 Leases - Narrative (Details) HTML 56K
85: R63 Leases - Operating Lease Amounts Included on HTML 46K
Consolidated Balance Sheets (Details)
86: R64 Leases - Components of Total Lease Expense HTML 38K
(Details)
87: R65 Leases - Other Information Related to Operating HTML 34K
Leases (Details)
88: R66 Leases - Future Minimum Lease Payments (Details) HTML 49K
89: R67 Other Liabilities (Details) HTML 52K
90: R68 Pensions and Other Postretirement Benefits - HTML 93K
Benefit Obligations and Plan Assets (Details)
91: R69 Pensions and Other Postretirement Benefits - HTML 81K
Narrative (Details)
92: R70 Pensions and Other Postretirement Benefits - HTML 55K
Benefit Cost Components (Details)
93: R71 Pensions and Other Postretirement Benefits - Other HTML 55K
Changes Recognized in Other Comprehensive Loss
(Details)
94: R72 Pensions and Other Postretirement Benefits - HTML 54K
Benefit Assumptions (Details)
95: R73 Pensions and Other Postretirement Benefits - HTML 39K
Health Care Cost Trend Assumptions (Details)
96: R74 Pensions and Other Postretirement Benefits - HTML 42K
Pension Plan Weighted-Average Asset Allocations,
By Asset Category (Details)
97: R75 Pensions and Other Postretirement Benefits - Fair HTML 79K
Value of Plan Assets (Details)
98: R76 Pensions and Other Postretirement Benefits - HTML 47K
Estimated Future Benefit Payments (Details)
99: R77 Stock-Based Compensation - Narrative (Details) HTML 92K
100: R78 Stock-Based Compensation - Schedule of Options HTML 43K
Granted Under LTIP and TSOP (Details)
101: R79 Stock-Based Compensation - Schedule of HTML 35K
Compensation Costs and Tax Benefit (Details)
102: R80 Stock-Based Compensation - Schedule of Assumptions HTML 39K
Used for LTIP and TSOP Grants (Details)
103: R81 Stock-Based Compensation - Schedule of Stock HTML 53K
Option Activity (Details)
104: R82 Stock-Based Compensation - Summary of Stock HTML 40K
Options Exercised (Details)
105: R83 Stock-Based Compensation - Schedule of Options HTML 42K
(Details)
106: R84 Stock-Based Compensation - Summary of Stock Awards HTML 68K
Outstanding (Details)
107: R85 Stock-Based Compensation - Schedule of Stock HTML 40K
Available for Future Grants (Details)
108: R86 Stockholders' Equity - Narrative (Details) HTML 34K
109: R87 Stockholders' Equity - Accumulated Other HTML 49K
Comprehensive Loss (Details)
110: R88 Stockholders' Equity - Other Comprehensive Income HTML 66K
(Loss) Of Equity Investees (Details)
111: R89 Stock Repurchase Programs - Narrative (Details) HTML 40K
112: R90 Earnings Per Share (Details) HTML 76K
113: R91 Earnings Per Share - Antidilutive Securities HTML 32K
Excluded from Computation of EPS (Details)
114: R92 Commitments and Contingencies (Details) HTML 57K
115: R93 Valuation and Qualifying Accounts (Details) HTML 46K
118: XML IDEA XML File -- Filing Summary XML 203K
116: XML XBRL Instance -- nsc-20211231_htm XML 3.14M
117: EXCEL IDEA Workbook of Financial Reports XLSX 128K
19: EX-101.CAL XBRL Calculations -- nsc-20211231_cal XML 267K
20: EX-101.DEF XBRL Definitions -- nsc-20211231_def XML 732K
21: EX-101.LAB XBRL Labels -- nsc-20211231_lab XML 1.99M
22: EX-101.PRE XBRL Presentations -- nsc-20211231_pre XML 1.25M
18: EX-101.SCH XBRL Schema -- nsc-20211231 XSD 208K
119: JSON XBRL Instance as JSON Data -- MetaLinks 518± 729K
120: ZIP XBRL Zipped Folder -- 0000702165-22-000007-xbrl Zip 660K
(Exact name of registrant as specified in its charter)
iVirginia
i52-1188014
(State
or other jurisdiction of incorporation or organization)
(I.R.S Employer Identification No.)
i650 West Peachtree Street NW
i30308-1925
iAtlanta,
iGeorgia
(Address
of principal executive offices)
(Zip Code)
i(855)
i667-3655
(Registrant’s telephone number, including area code)
Securities registered pursuant to
Section 12(b) of the Act:
Title of each class
Trading Symbol(s)
Name of each exchange on which registered
iNorfolk Southern Corporation Common Stock (Par Value $1.00)
iNSC
iNew
York Stock Exchange
Securities registered pursuant to Section 12(g) of the Act: NONE
Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. iYes☒ No ☐
Indicate
by check mark if the registrant is not required to file reports pursuant to Section 13 or 15(d) of the Act. Yes ☐iNo☒
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the
registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.iYes☒ No ☐
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§ 232.405 of this chapter) during the preceding 12 months (or for such shorter period that
the registrant was required to submit such files). iYes ☒ No ☐
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of "large accelerated filer", "accelerated
filer", "smaller reporting company", and "emerging growth company" in Rule 12b-2 of the Exchange Act.
iLarge accelerated filer☒ Accelerated filer ☐ Non-accelerated filer ☐ Smaller reporting company i☐ Emerging
growth company i☐
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ☐
Indicate by check mark
whether the registrant has filed a report on and attestation to its management’s assessment of the effectiveness of its internal control over financial reporting under Section 404(b) of the Sarbanes-Oxley Act (15 U.S.C. 7262(b)) by the registered public accounting firm that prepared or issued its audit report. i☒
Indicate by check mark whether the registrant is
a shell company (as defined in Rule 12b-2 of the Act). Yes i☐ No ☒
The aggregate market value of the voting common equity held by non-affiliates at June 30, 2021 was $i65,486,012,788
(based on the closing price as quoted on the New York Stock Exchange on June 30, 2021).
GENERAL – Norfolk Southern Corporation (Norfolk Southern) is an Atlanta, Georgia-based company that owns a major freight railroad, Norfolk Southern Railway Company (NSR). We were incorporated on July 23, 1980, under the laws of the Commonwealth of Virginia. Our common stock (Common Stock) is listed on the New York
Stock Exchange (NYSE) under the symbol “NSC.”
Unless indicated otherwise, Norfolk Southern Corporation and its subsidiaries, including NSR, are referred to collectively as NS, we, us, and our.
We are primarily engaged in the rail transportation of raw materials, intermediate products, and finished goods primarily in the Southeast, East, and Midwest and, via interchange with rail carriers, to and from the rest of the United States (U.S.). We also transport overseas freight through several Atlantic and Gulf Coast ports. We offer the most extensive intermodal network in the eastern half of the U.S.
We make available free of charge through our website,
www.norfolksouthern.com, our annual report on Form 10-K, quarterly reports on Form 10-Q, current reports on Form 8-K, and all amendments to those reports as soon as reasonably practicable after such material is electronically filed with or furnished to the U.S. Securities and Exchange Commission (SEC). In addition, the following documents are available on our website and in print to any shareholder who requests them:
•Corporate Governance Guidelines
•Charters of the Committees of the Board of Directors
•The Thoroughbred Code
of Ethics
•Code of Ethical Conduct for Senior Financial Officers
RAILROAD OPERATIONS – At December 31, 2021, we operated approximately 19,300 route miles in 22 states and the District
of Columbia.
Our system reaches many manufacturing plants, electric generating facilities, mines, distribution centers, transload facilities, and other businesses located in our service area.
Corridors with heaviest freight volume:
•New York City area to Chicago (via Allentown and Pittsburgh)
•Chicago to Macon (via Cincinnati, Chattanooga, and Atlanta)
•Central Ohio to Norfolk (via Columbus and Roanoke)
•Birmingham
to Meridian
•Cleveland to Kansas City
•Memphis to Chattanooga
K4
The miles operated, which include major leased lines between Cincinnati and Chattanooga, and an exclusive operating agreement for trackage rights over property owned by North Carolina Railroad Company, were as follows:
We
operate freight service over lines with significant ongoing Amtrak and commuter passenger operations and conduct freight operations over trackage owned or leased by Amtrak, New Jersey Transit, Southeastern Pennsylvania Transportation Authority, Metro-North Commuter Railroad Company, Maryland Department of Transportation, and Michigan Department of Transportation.
The following table sets forth certain statistics relating to our operations for the past five years:
Revenue
ton miles (thousands) per railroad employee
9,694
8,191
7,939
7,822
7,474
Ratio of railway operating expenses to railway
operating
revenues (railway operating ratio)
60.1%
69.3%
64.7%
65.4%
66.6%
RAILWAY OPERATING REVENUES– Total railway operating revenues were $11.1 billion in 2021. Following is an overview of our three commodity groups. See the discussion of merchandise revenues by major commodity group, intermodal revenues,
and coal revenues and tonnage in Item 7 “Management’s Discussion and Analysis of Financial Condition and Results of Operations.”
MERCHANDISE– Our merchandise commodity group is composed of four groupings:
•Agriculture, forest and consumer products includes soybeans, wheat, corn, fertilizer, livestock and poultry feed, food products, food oils, flour, sweeteners, ethanol, lumber and wood products, pulp board and paper products, wood fibers, wood pulp, scrap paper, beverages, canned goods, and consumer products.
•Chemicals includes sulfur and related chemicals, petroleum
products (including crude oil), chlorine and bleaching compounds, plastics, rubber, industrial chemicals, chemical wastes and sand.
•Metals and construction includes steel, aluminum products, machinery, scrap metals, cement, aggregates, minerals, clay, transportation equipment, and items for the U.S. military.
•Automotive includes finished motor vehicles and automotive parts.
In 2021, we handled 2.3 million merchandise carloads, which accounted for 60% of our total railway operating revenues.
K5
INTERMODAL– Our intermodal commodity group consists of shipments moving in domestic and international containers and trailers. These shipments are handled on behalf of intermodal marketing companies, international steamship lines, premium customers and asset owning companies. In 2021, we handled 4.1 million intermodal units, which accounted for 28% of our total railway operating revenues.
COAL– Coal revenues accounted for 12% of our total railway operating revenues in 2021. We handled 73 million tons, or 0.7 million carloads, most of which originated on our lines from major eastern coal basins, with the balance from major western coal basins received via the Memphis and Chicago
gateways. Our coal franchise supports the electric generation market, serving approximately 50 coal-fired power plants, as well as the export, domestic metallurgical and industrial markets, primarily through direct rail and river, lake, and coastal facilities, including various terminals on the Ohio River, Lamberts Point in Norfolk, Virginia, the Port of Baltimore, and Lake Erie.
FREIGHT RATES– Our predominant pricing mechanisms, private contracts and exempt price quotes, are not subject to regulation. In general, market forces are the primary determinant of rail service prices.
RAILWAY
PROPERTY
Our railroad infrastructure makes us capital intensive with net properties of approximately $32 billion on a historical cost basis.
Property Additions– Property additions for the past five years were as follows:
2021
2020
2019
2018
2017
($
in millions)
Road and other property
$
1,041
$
1,046
$
1,371
$
1,276
$
1,210
Equipment
429
448
648
675
513
Total
$
1,470
$
1,494
$
2,019
$
1,951
$
1,723
Our
capital spending and replacement programs are and have been designed to assure the ability to provide safe, efficient, and reliable rail transportation services.
K6
Equipment– At December 31, 2021, we owned or leased the following units of equipment:
Owned
Leased
Total
Capacity
of Equipment
Locomotives:
(Horsepower)
Multiple purpose
3,068
—
3,068
11,940,400
Auxiliary units
138
—
138
—
Switching
4
—
4
4,400
Total
locomotives
3,210
—
3,210
11,944,800
Freight cars:
(Tons)
Gondola
17,781
2,643
20,424
2,282,819
Hopper
8,113
—
8,113
925,510
Covered
hopper
5,664
—
5,664
629,896
Box
2,684
706
3,390
308,515
Flat
1,428
136
1,564
131,168
Other
1,558
—
1,558
69,649
Total
freight cars
37,228
3,485
40,713
4,347,557
Other:
Chassis
33,751
880
34,631
Containers
18,310
—
18,310
Work
equipment
5,502
243
5,745
Vehicles
2,833
19
2,852
Miscellaneous
2,245
—
2,245
Total
other
62,641
1,142
63,783
The following table indicates the number and year built for locomotives and freight cars owned at December 31, 2021:
2021
2020
2019
2018
2017
2012- 2016
2007- 2011
2006
& Before
Total
Locomotives:
No. of units
—
10
35
15
55
266
259
2,570
3,210
%
of fleet
—
—
1
%
1
%
2
%
8
%
8
%
80
%
100
%
Freight
cars:
No. of units
—
—
200
—
470
5,745
8,041
22,772
37,228
%
of fleet
—
—
1
%
—
1
%
15
%
22
%
61
%
100
%
K7
The
following table shows the average age of our owned locomotive and freight car fleets at December 31, 2021 and information regarding 2021 retirements:
Locomotives
Freight Cars
Average age – in service
26.7 years
25.7 years
Retirements
2
units
2,308 units
Average age – retired
31.5 years
42.2 years
Track Maintenance– Of the 35,300 total miles of track on which we operate, we are responsible for maintaining 28,700 miles, with the remainder being operated under trackage rights from other parties responsible for maintenance.
Over 84% of the main line trackage (including first, second, third, and branch main tracks, all excluding rail operated pursuant to trackage rights) has rail ranging from 131 to 155 pounds per
yard with the standard installation currently at 136 pounds per yard. Approximately 41% of our lines, excluding rail operated pursuant to trackage rights, carried 20 million or more gross tons per track mile during 2021.
The following table summarizes several measurements regarding our track roadway additions and replacements during the past five years:
2021
2020
2019
2018
2017
Track
miles of rail installed
458
418
449
416
466
Miles of track surfaced
4,225
4,785
5,012
4,594
5,368
Crossties
installed (millions)
2.0
1.8
2.4
2.2
2.5
Traffic Control– Of the 16,200 route miles we dispatch, 11,300 miles are signalized, including 8,500 miles of centralized traffic control (CTC) and 2,800 miles of automatic block signals. Of the 8,500 miles of CTC, 7,600 miles are controlled by data radio originating at 355 base station radio sites.
ENVIRONMENTAL
MATTERS– Compliance with federal, state, and local laws and regulations relating to the protection of the environment is one of our principal goals. To date, such compliance has not had a material effect on our financial position, results of operations, liquidity, or competitive position. See Note 17 to the Consolidated Financial Statements.
HUMAN CAPITAL MANAGEMENT
Workforce– We employed an average of 18,500 employees during 2021, and 18,100 employees at the end of 2021. Approximately 80% of our railroad employees – referred to as “craft”
employees – are covered by collective bargaining agreements with various labor unions. See the discussion of “Labor Agreements” in Item 7 “Management’s Discussion and Analysis of Financial Condition and Results of Operations.” The remainder of our workforce is composed of management employees.
Craft Workforce Levels and Productivity– Maintaining appropriate headcount levels for our craft-employee workforce is critical to our on-time and consistent delivery of customers’ goods and operational efficiency goals. We manage this human capital metric through forecasting tools designed to ensure the optimal level of staffing to meet business demands while controlling costs. We measure and monitor employee productivity based on gross ton miles per train and engine employee.
Safety– We are dedicated to providing employees with a safe workplace and the knowledge and tools they need to work safely and return home safely every day. Our commitment to an injury-free workplace is illustrated by our “I am Coming Home” safety message, which is featured prominently in our yards, shops, and facilities and further reinforces the importance of working safely. We measure employee safety performance through internal metrics such as lost-time injuries and serious injuries per 200,000 employee-hours and metrics established by the Federal
K8
Railroad Administration (FRA), such as FRA reportable injuries per 200,000 employee-hours. Given the importance of safety among our
workforce and business, in 2020, our Board of Directors established a standing Safety Committee that, among other duties, reviews, monitors, and evaluates our compliance with our safety programs and practices.
Attracting and Retaining Management Employees– Our talent strategy for management employees is essential to attracting strong candidates in a competitive talent environment. We evaluate the effectiveness of that strategy by studying market trends, benchmarking the attractiveness of our employee value proposition, and analyzing retention data.
We also focus on driving employee engagement, which is key to increasing employee productivity, retention, and safety. We take a data-centric approach, including the use of quarterly surveys among management employees, to
identify new initiatives that will help boost engagement and drive business results.
Employee Development and Training– We provide a range of developmental programs, opportunities, skills, and resources for our employees to work safely and be successful in their careers. We provide hands-on training and simulation training designed to improve training effectiveness and safety outcomes.
We also use modern learning and performance technologies to offer robust professional growth opportunities. Through on-demand digital course offerings, custom-built learning paths, and performance-management tools, our platforms deliver a contemporary, convenient, and inclusive approach to professional development.
Diversity,
Equity and Inclusion– As a leading transportation service company, we understand that competing in the global marketplace requires recruiting the most qualified, talented, and diverse people. We strive to create a diverse, equitable, and inclusive workplace where a wide range of perspectives and experiences are represented, valued, and empowered to thrive.
While our current workforce reflects a broad range of backgrounds and experiences, we continue to focus on building an even more diverse workforce, using technology-driven outreach and multiple recruiting relationships to maintain a robust pipeline of diverse talent.
To underscore our commitment to cultivating a workplace experience where the unique experiences, perspectives, and contributions of all our people are
valued, our senior management team recently signed a pledge reaffirming our commitment to diversity, equity, and inclusion. To advance that commitment, senior leaders from across the company serve on an Inclusion Leadership Council, which is accountable for setting our enterprise inclusion strategy and articulating measurable goals and actions needed to achieve them.
GOVERNMENT REGULATION– In addition to environmental, safety, securities, and other regulations generally applicable to all business, our railroads are subject to regulation by the U.S. Surface Transportation Board (STB). The STB has jurisdiction to varying extents over
rates, routes, customer access provisions, fuel surcharges, conditions of service, and the extension or abandonment of rail lines. The STB has jurisdiction to determine whether we are “revenue adequate” on an annual basis based on the results of the prior year. A railroad is “revenue adequate” on an annual basis under the applicable law when its return on net investment exceeds the rail industry’s composite cost of capital. This determination is made pursuant to a statutory requirement. The STB also has jurisdiction over the consolidation, merger, or acquisition of control of and by rail common carriers.
The relaxation of economic regulation of railroads, following the Staggers Rail Act of 1980, included exemption from STB regulation of the rates and most service terms for intermodal business (trailer-on-flat-car, container-on-flat-car), rail boxcar shipments, lumber, manufactured
steel, automobiles, and certain bulk commodities such as sand, gravel, pulpwood, and wood chips for paper manufacturing. Further, all shipments that we have under contract are effectively removed from commercial regulation for the duration of the contract. Approximately 90% of our revenues comes from either exempt shipments or shipments moving under transportation contracts; the remainder comes from shipments moving under public tariff rates.
K9
Efforts have been made
over the past several years to increase federal economic regulation of the rail industry, and such efforts are expected to continue in 2022. The Staggers Rail Act of 1980 substantially balanced the interests of shippers and rail carriers, and encouraged and enabled rail carriers to innovate, invest in their infrastructure, and compete for business, thereby contributing to the economic health of the nation and to the revitalization of the industry. Accordingly, we will continue to oppose efforts to reimpose increased economic regulation.
Government regulations are further discussed within Item 1A “Risk Factors” and the safety and security of our railroads are discussed within the “Security of Operations” section contained herein.
COMPETITION–There is continuing strong competition among rail, water, and highway carriers. Price is usually only one factor of importance as shippers and receivers choose a transport mode and specific hauling company. Inventory carrying costs, service reliability, ease of handling, and the desire to avoid loss and damage during transit are also important considerations, especially for higher-valued finished goods, machinery, and consumer products. Even for raw materials, semi-finished goods, and work-in-progress, users are increasingly sensitive to transport arrangements that minimize problems at successive production stages.
Ourprimary rail competitor is CSXCorporation (CSX); both we and CSX operate throughout much of the same territory. Other
railroads also operate in parts of the territory. Wealso compete with motor carriers, water carriers, and with shippers who have the additional options of handling their own goods in private carriage, sourcing products from different geographic areas, and using substitute products.
Certain marketing strategies to expand reach and shipping options among railroads and between railroads and motor carriers enablerailroadsto compete more effectively in specific markets.
SECURITY OF OPERATIONS – We continue to enhance the security of our rail system. Our comprehensive
security plan is modeled on and was developed in conjunction with the security plan prepared by the Association of American Railroads (AAR) post September 11, 2001. The AAR Security Plan defines four Alert Levels and details the actions and countermeasures that are being applied across the railroad industry to mitigate the risk of terrorist, violent extremist or seriously disruptive cyber-attack increases or decreases. The Alert Level actions include countermeasures that will be applied in three general areas: (1) operations (including transportation, engineering, and mechanical); (2) information technology and communications; and, (3) railroad police. All of our Operations Division employees are advised by their supervisors or train dispatchers, as appropriate, of any change in Alert Level and any additional responsibilities they may incur due to such change.
Our
security plan also complies with U.S. Department of Transportation (DOT) security regulations pertaining to training and security plans with respect to the transportation of hazardous materials. As part of the plan, security awareness training is given to all railroad employees who directly affect hazardous material transportation safety, and is integrated into hazardous material training programs. Additionally, location-specific security plans are in place for rail corridors in certain metropolitan areas referred to as High Threat Urban Areas (HTUA). Particular attention is aimed at reducing risk in a HTUA by: (1) the establishment of secure storage areas for rail cars carrying toxic-by-inhalation (TIH) materials; (2) the expedited movement of trains transporting rail cars carrying TIH materials; (3) reducing the number of unattended loaded tank cars carrying TIH materials; and (4) cooperation with federal, state, local, and tribal governments to identify those locations
where security risks are the highest.
We also operate five facilities that are under U.S. Coast Guard (USCG) Maritime Security Regulations. With respect to these facilities, each facility’s security plan has been approved by the applicable Captain of the Port and remains subject to inspection by the USCG.
Additionally, we continue to engage in close and regular coordination with numerous federal and state agencies, including the U.S. Department of Homeland Security (DHS), the Transportation Security Administration, the Federal Bureau of Investigation, the FRA, the USCG, U.S. Customs and Border Protection, the Department of Defense, and various state Homeland Security offices.
In 2021, through the Norfolk Southern Operation Awareness and Response Program as well as participation
in the Transportation Community Awareness and Emergency Response Program, we provided rail accident response
K10
training to approximately 3,500 emergency responders, such as local police and fire personnel, utilizing a combination of online training and face-to-face training sessions. In addition, 2021 saw the return of the Safety Train Tour; we conducted an abbreviated Six-Stop Safety Train Tour that provided hands-on training to approximately 700 first responders.
We also continually evaluate ourselves for appropriate business continuity and disaster recovery planning, with test scenarios that include cybersecurity attacks. Our risk-based information security program helps ensure our defenses and resources
are aligned to address the most likely and most damaging potential attacks, to provide support for our organizational mission and operational objectives, and to keep us in the best position to detect, mitigate, and recover from a wide variety of potential attacks in a timely fashion.
Item 1A. Risk Factors
The risks set forth in the following risk factors could have a materially adverse effect on our financial position, results of operations, or liquidity in a particular year or quarter, and could cause those results to differ materially from those expressed or implied in our forward-looking statements. The information set forth in this Item 1A “Risk Factors” should be read in conjunction with the rest of the information
included in this annual report, including
Item 7 “Management’s Discussion and Analysis of Financial Condition and Results of Operations” and Item 8 “Financial Statements and Supplementary Data.”
REGULATORY AND LEGISLATIVE RISKS
Significant governmental legislation, regulation, and Executive Orders over commercial, tax, operating and environmental matters could affect us, our customers, and the markets we serve. Congress can enact laws that could increase economic regulation of the industry. Similarly, regulations promulgated by agencies and the issuance of Executive Orders can affect us, our customers, and the markets we serve. Railroads presently are subject to commercial regulation by the STB, which has jurisdiction to varying extents over rates, routes, customer access
provisions, fuel surcharges, conditions of service, and the extension or abandonment of rail lines. The STB also has jurisdiction over the consolidation, merger, or acquisition of control of and by rail common carriers. Additional economic regulation of the rail industry by Congress or the STB, whether under new or existing laws, could have a significant negative impact on our ability to negotiate prices for rail services, on railway operating revenues, and on the efficiency of our operations. Such additional industry regulation, as well as enactment of any new tax laws, could also negatively impact cash flows from operating activities and, therefore, could result in reduced capital spending on our rail network or abandonment of lines.
Railroads are also subject to the enactment of laws by Congress and regulation by the DOT and the DHS, which regulate most aspects of our operations related to safety
and security. The Rail Safety Improvement Act of 2008, the Surface Transportation Extension Act of 2015, and the implementing regulations promulgated by the FRA required us (and each other Class I railroad) to implement an interoperable positive train control system (PTC) on main lines over which five million or more gross tons of annual traffic and certain hazardous materials are transported, and on any main lines over which intercity or commuter rail passenger transportation is regularly provided. We completed our PTC implementation prior to the December 31, 2020 deadline. PTC is designed to prevent train-to-train collisions, speed-related derailments, and certain other accidents caused by human error, but it will not prevent all types of train accidents or incidents. The PTC system will continue to result in additional operating costs and capital expenditures, and may result in increased claims and litigation costs.
Our
operations are subject to extensive federal and state environmental laws and regulations concerning, among other things: emissions to the air; discharges to waterways or groundwater supplies; handling, storage, transportation, and disposal of waste and other materials; and, the cleanup of hazardous material or petroleum releases. The risk of incurring environmental liability, for acts and omissions, past, present, and future, is inherent in the railroad business. This risk includes property owned by us, whether currently or in the past, that is or has been subject to a variety of uses, including our railroad operations and other industrial activity by past owners or our past and present tenants.
Environmental problems that are latent or undisclosed may exist on these properties, and we could incur environmental liabilities or costs, the amount and materiality of which cannot be estimated reliably at this
time, with
K11
respect to one or more of these properties. Moreover, lawsuits and claims involving other unidentified environmental sites and matters are likely to arise from time to time.
OPERATIONAL RISKS
Pandemics, epidemics or endemic diseases could further impact us, our customers, our supply chain and our operations. The magnitude and duration of a pandemic, epidemic or endemic disease, and its impact on our customers and general economic conditions will influence the demand for our services and affect our revenues. In addition, such outbreaks could affect our operations and business continuity if a significant number
of our essential employees, overall or in a key location, are quarantined from contraction of or exposure to the disease or if governmental orders prevent our employees or critical suppliers (including individuals that have not received mandated vaccinations) from working. Our compliance with vaccine mandates could lead to employee absences, resignations, labor disputes or work stoppages. The COVID-19 pandemic negatively impacted the economy and continues to generate economic uncertainty. Future pandemics, epidemics or endemic diseases may cause similar consequences. To the extent such diseases adversely affects our business and financial results, they may also have the effect of heightening many of the other risks described in the risk factors included herein, or may affect our operating and financial results in a manner that is not presently known to us.
A significant cybersecurity incident or other
disruption to our technology infrastructure could disrupt our business operations. We rely on information technology, and improvements in that technology, in all aspects of our business. If we experience significant disruption or failure of one or more of information technology systems operated by us or under control of third parties, including computer hardware, software, and communications equipment, we could experience a service interruption or other operational difficulties. Although we maintain comprehensive security programs designed to protect our information technology systems, we are continually targeted by threat actors attempting to access our networks. While we have experienced cybersecurity events that have had minimal impact, future events may result in more significant impacts to business operations. These potentially impactful events could include unauthorized access to our systems, viruses, ransomware, and/or compromise,
acquisition, or destruction of our data. We also could be impacted by cybersecurity events targeting third parties that we rely on for business operations, including third party vendors that have access to our systems or data and third parties in our supply chain. Such a direct or indirect cybersecurity incident could interrupt our service, cause safety failures or operational difficulties, decrease revenues, increase operating costs, impact our efficiency, damage our corporate reputation, and/or expose us to litigation or government investigations, which could result in penalties, fines or judgments. In addition, our failure to comply with privacy-related or data protection laws and regulations could result in government investigations and proceedings against us, or litigation, resulting in adverse reputational impacts, penalties, and legal liability.
Our business may be seriously harmed if we fail to
develop, implement, maintain, upgrade, enhance, protect and integrate our information technology systems. If we do not have sufficient capital to develop, acquire or implement new technology, we may suffer a competitive disadvantage within the rail industry and with companies providing alternative modes of transportation service.
As a common carrier by rail, we must offer to transport hazardous materials, regardless of risk. Transportation of certain hazardous materials could create catastrophic losses in terms of personal injury and property (including environmental) damage and compromise critical parts of our rail network. The costs of a catastrophic rail accident involving hazardous materials could exceed our insurance coverage. We have obtained insurance for potential losses for third-party liability and first-party property damages (see Note 17 to the
Consolidated Financial Statements); however, insurance is available from a limited number of insurers and may not continue to be available or, if available, may not be obtainable on terms acceptable to us.
We face competition from other transportation providers. We are subject to competition from motor carriers, railroads and, to a lesser extent, ships, barges, and pipelines, on the basis of transit time, pricing, and quality and reliability of service. While we have used primarily internal resources to build or acquire and maintain our rail system, trucks and barges have been able to use public rights-of-way maintained by public entities. Any future improvements, expenditures, legislation, or regulation materially increasing the quality or reducing the cost of alternative modes of transportation in the regions in which we operate (such as granting materially greater latitude
K12
for motor carriers with respect to size or weight limitations or adoption of autonomous commercial vehicles) could have a material adverse effect on our ability to compete with other modes of transportation.
Capacity constraints could negatively impact our service and operating efficiency. We could experience capacity constraints on our rail network related to increased demand for rail services, locomotive or employee shortages, severe weather, congestion on other railroads, including passenger activities, or impacts from changes to our network structure or composition. Such constraints could result in operational inefficiencies or adversely affect our operations.
Significant
increases in demand for rail services could result in the unavailability of qualified personnel and resources like locomotives. Changes in workforce demographics, training requirements, and availability of qualified personnel, particularly for engineers and conductors, could have a negative impact on our ability to meet short-term demand for rail service. Unpredicted increases in demand for rail services may exacerbate such risks and could negatively impact our operational efficiency.
Constraints on the supply chain or the operations of carriers with which we interchange may adversely affect our operations. Our ability to provide rail service to customers in the U.S. and Canada depends in large part upon a functioning global supply chain and our ability to maintain collaborative relationships with connecting carriers (including shortlines and regional railroads) with respect to,
among other matters, freight rates, revenue division, car supply and locomotive availability, data exchange and communications, reciprocal switching, interchange, and trackage rights. Deterioration in the supply chain or operations of or service provided by connecting carriers, or in our relationship with those connecting carriers, could result in our inability to meet our customers’ demands or require us to use alternate train routes, which could result in significant additional costs and network inefficiencies. Additionally, any significant consolidations, mergers or operational changes among other railroads may significantly redefine our market access and reach.
The vast majority of our employees belong to labor unions, and labor agreements, strikes, or work stoppages could adversely affect our operations. Approximately 80% of our railroad employees are covered by collective
bargaining agreements with various labor unions. If our craft employees were to engage in a strike, work stoppage, or other slowdown, we could experience a significant disruption of our operations. Additionally, future national labor agreements, or renegotiation of labor agreements or provisions of labor agreements, could significantly increase our costs for health care, wages, and other benefits.
We may be affected by terrorism or war. Any terrorist attack, or other similar event, any government response thereto, and war or risk of war could cause significant business interruption. Because we play a critical role in the nation’s transportation system, we could become the target of such an attack or have a significant role in the government’s preemptive approach or response to an attack or war.
Although we currently
maintain insurance coverage for third-party liability arising out of war and acts of terrorism, we maintain only limited insurance coverage for first-party property damage and damage to property in our care, custody, or control caused by certain acts of terrorism. In addition, premiums for some or all of our current insurance programs covering these losses could increase dramatically, or insurance coverage for certain losses could be unavailable to us in the future.
We may be affected by supply constraints resulting from disruptions in the fuel markets or the nature of some of our supplier markets. We consumed over 380 million gallons of diesel fuel in 2021. Fuel availability could be affected by any limitation in the fuel supply or by any imposition of mandatory allocation or rationing regulations. A severe fuel supply shortage arising from production curtailments, increased
demand in existing or emerging foreign markets, disruption of oil imports, disruption of domestic refinery production, damage to refinery or pipeline infrastructure, political unrest, war or other factors could impact us as well as our customers and other transportation companies.
Due to the capital-intensive nature, as well as the industry-specific requirements of the rail industry, high barriers of entry exist for potential new suppliers of core railroad items, such as locomotives and rolling stock equipment. Additionally, we compete with other industries for available capacity and raw materials used in the production of
K13
locomotives and certain track and rolling stock materials. Changes in the competitive
landscapes of these limited supplier markets could result in increased prices or significant shortages of materials.
LITIGATION RISKS
We may be subject to various claims and lawsuits that could result in significant expenditures. The nature of our business exposes us to the potential for various claims and litigation related to labor and employment, personal injury, commercial disputes, freight loss and other property damage, and other matters. Job-related personal injury and occupational claims are subject to the Federal Employer’s Liability Act (FELA), which is applicable only to railroads. FELA’s fault-based tort system produces results that are unpredictable and inconsistent as compared with a no-fault worker’s compensation system. The variability inherent in this system could result in actual costs being different
from the liability recorded.
A catastrophic rail accident, whether on our lines or another carrier’s, involving any or all of release of hazardous materials, freight loss, property damage, personal injury, and environmental liability could compromise critical parts of our rail network. Losses associated with such an accident involving us could exceed our insurance coverage, resulting in a material adverse effect on our liquidity. Any material changes to current litigation trends could also have a material adverse effect on our liquidity to the extent not covered by insurance.
We have obtained insurance for potential losses for third-party liability and first-party property damages (see Note 17 to the Consolidated Financial Statements); however, insurance is available from a limited number of insurers and may not continue to be available
or, if available, may not be obtainable on terms acceptable to us.
CLIMATE CHANGE RISKS
Severe weather and disasters have caused, and could again cause, significant business interruptions and expenditures. Severe weather conditions and other natural phenomena resulting from changing weather patterns and rising sea levels or other causes, including hurricanes, floods, fires, landslides, extreme temperatures, significant precipitation, and earthquakes, have caused, and may again cause damage to our network, our workforce to be unavailable and us to be unable to use our equipment. Additionally, shifts in weather patterns caused by climate change are expected to increase the frequency, severity or duration of certain adverse weather conditions, which could cause more significant business interruptions that result in increased
costs, increased liabilities, and decreased revenues.
Concern over climate change has led to significant federal, state, and international legislative and regulatory efforts to limit greenhouse gas (GHG) emissions. Restrictions, caps, taxes, or other controls on GHG emissions, including diesel exhaust, could significantly increase our operating costs and decrease the amount of traffic we handle.
In addition, legislation and regulation related to GHG emissions could negatively affect the markets we serve and our customers. Even without legislation or regulation, government incentives and adverse publicity relating to GHG emissions could negatively affect the markets for certain of the commodities we carry and our customers that (1) use commodities we carry to produce energy, including coal, (2) use significant amounts
of energy in producing or delivering the commodities we carry, or (3) manufacture or produce goods that consume significant amounts of energy associated with GHG emissions.
MACROECONOMIC AND MARKET RISKS
We may be affected by general economic conditions. Negative changes in domestic and global economic conditions, including reduced import and export volumes, could affect the producers and consumers of the commodities we carry. Economic conditions could also result in bankruptcies of one or more large customers.
We may be affected by energy prices. Volatility in energy prices could have a significant effect on a variety of items including, but not limited to: the economy; demand for transportation services; business related to the
energy sector, including crude oil, natural gas, and coal; fuel prices; and, fuel surcharges.
K14
The state of capital markets could adversely affect our liquidity. We rely on the capital markets to provide some of our capital requirements, including the issuance of debt instruments and the sale of certain receivables. Significant instability or disruptions of the capital markets, including the credit markets, or deterioration of our financial position due to internal or external factors could restrict or eliminate our access to, and/or significantly increase the cost of, various financing sources, including bank credit facilities and issuance of corporate bonds. Instability or disruptions of the capital markets and
deterioration of our financial position, alone or in combination, could also result in a reduction of our credit rating to below investment grade, which could prohibit or restrict us from accessing external sources of short- and long-term debt financing and/or significantly increase the associated costs.
Item 1B. Unresolved Staff Comments
None.
Item 3. Legal Proceedings
In 2007, various antitrust class actions filed against us and other Class I railroads in various Federal district
courts regarding fuel surcharges were consolidated in the District of Columbia by the Judicial Panel on Multidistrict Litigation. In 2012, the court certified the case as a class action. The defendant railroads appealed this certification, and the Court of Appeals for the District of Columbia vacated the District Court’s decision and remanded the case for further consideration. On October 10, 2017, the District Court denied class certification. The decision was upheld by the Court of Appeals on August 16, 2019. Since that decision, various individual cases have been filed in multiple jurisdictions and also consolidated in the District of Columbia. We believe the allegations in the complaints are without merit and intend to vigorously defend the cases. We do not believe the outcome of these proceedings will have a material effect on our financial position, results
of operations, or liquidity.
In 2018, a lawsuit was filed against one of our subsidiaries by the minority owner in a jointly-owned terminal railroad company in which our subsidiary has the majority ownership. The lawsuit alleged violations of various state laws and federal antitrust laws. It is reasonably possible that we could incur a loss in the case; however, we intend to vigorously defend the case and believe that we will prevail. The potential range of loss cannot be estimated at this time.
Item 4. Mine Safety Disclosures
Not applicable.
K15
Information
About Our Executive Officers
Our executive officers generally are elected and designated annually by the Board of Directors (Board) at its first meeting held after the annual meeting of stockholders, and they hold office until their successors are elected. Executive officers also may be elected and designated throughout the year as the Board considers appropriate. There are no family relationships among our officers, nor any arrangement or understanding between any officer and any other person pursuant to which the officer was selected. The following table sets forth certain information, at February 1, 2022, relating to our officers.
Prior to joining Norfolk Southern, served as Vice President, Finance and Chief Financial Officer at segments of United Technologies Corporation. The positions were Vice President Finance, Strategy, IT and Chief Financial Officer at Otis Elevator Company from October 2015 to May 2019, and Vice President Finance and Chief Financial Officer at Carrier Corporation from June 2019 until joining Norfolk Southern.
Prior to joining Norfolk Southern, served as served as Vice President Network Planning & Operations at Union Pacific from May 2019 to September 2020 and as Regional Vice President – Western Region from February 2018 to May 2019. Previously served as Executive Vice President and Chief Operating Officer at CSX from September 2015 to November 2017.
Lorri J. Kleine, 57, Senior Vice President Law and Chief Legal Officer
Item
5. Market for Registrant’s Common Equity, Related Stockholder Matters and Issuer Purchases of Equity Securities
STOCK INFORMATION
Common Stock is owned by 20,616 stockholders of record as of December 31, 2021, and is traded on the New York Stock Exchange under the symbol “NSC.”
ISSUER PURCHASES OF EQUITY SECURITIES
Period
Total
Number
of Shares
(or Units)
Purchased(1)
Average Price Paid per Share (or Unit)
Total
Number of
Shares (or Units)
Purchased as
Part of Publicly
Announced Plans
or Programs(2)
Maximum Number
(or
Approximate
Dollar Value)
of Shares (or Units)
that may yet be
Purchased under
the Plans or Programs(2)
October 1-31, 2021
861,374
$
268.13
861,374
10,467,071
November
1-30, 2021
269
282.17
—
10,467,071
December 1-31, 2021
2,427,166
287.85
2,426,998
8,040,073
Total
3,288,809
3,288,372
(1)Of
this amount, 437 represent shares tendered by employees in connection with the exercise of stock options under the stockholder-approved Long-Term Incentive Plan (LTIP).
(2)On September 26, 2017, our Board of Directors authorized the repurchase of up to an additional 50 million shares of Common Stock through December 31, 2022. As of December 31, 2021, 8.0 million shares remain authorized for repurchase.
K17
Item 7. Management’s Discussion and
Analysis of Financial Condition and Results of Operations
The following discussion and analysis should be read in conjunction with the Consolidated Financial Statements and Notes.
OVERVIEW
We are one of the nation’s premier transportation companies, moving goods and materials that help drive the U.S. economy. We connect customers to markets and communities to economic opportunity with safe, reliable, and cost-effective shipping
solutions. Our Norfolk Southern Railway Company subsidiary operates in 22 states and the District of Columbia. We are a major transporter of industrial products, including agriculture, forest and consumer products, chemicals, and metals and construction materials. In addition, in the East we serve every major container port and operate the most extensive intermodal network. We are also a principal carrier of coal, automobiles, and automotive parts.
During 2021, revenue growth and the absence of two prior-year charges resulted in substantial increases in operating income, net income and earnings per share. Our current year results compare favorably to the prior year, during which there was a pandemic-induced decline in demand which resulted in reduced earnings.
The COVID-19 pandemic continues to impact the U.S. and global economies and
has resulted in ongoing supply chain challenges. We are monitoring and reacting to the evolving nature of the pandemic, governmental responses, and their impacts on our business, including employee availability. We remain committed to protecting our employees, operating safely, and providing excellent transportation service products for our customers.
SUMMARIZED RESULTS OF OPERATIONS
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
($ in millions, except per share amounts)
(% change)
Income from railway operations
$
4,447
$
3,002
$
3,989
48
%
(25
%)
Net
income
$
3,005
$
2,013
$
2,722
49
%
(26
%)
Diluted earnings per share
$
12.11
$
7.84
$
10.25
54
%
(24
%)
Railway
operating ratio (percent)
60.1
69.3
64.7
(13
%)
7
%
Income from railway operations increased in 2021 compared to 2020, the result of a 14% increase in railway operating revenues and a 1% reduction in railway operating expenses. Revenue growth was driven by increased average revenue per unit and higher volumes, the result of improved
customer demand. The decline in railway operating expenses was largely due to the absence of two charges, as 2020 results were adversely impacted by a $385 million loss on asset disposal related to locomotives and a $99 million impairment charge related to an equity method investment. For more information on these charges, see Notes 7 and 6, respectively. Higher fuel costs, purchased services, and compensation and benefits expense mostly offset the reduction associated with these charges. Additionally, gains on the sale of operating properties increased compared to the prior year. The 48% increase in income from railway operations drove comparable increases in net income and diluted earnings per share. Our railway operating ratio (a measure of the amount of operating revenues consumed by operating expenses) decreased to 60.1 percent.
Income from railway operations declined in 2020 compared to 2019
as railway operating revenues fell 13% which exceeded a 7% reduction in operating expenses. Railway operating revenues declined as lower customer demand resulted in reduced volume. Additionally, negative mix and lower fuel surcharge revenue, partially offset by increased pricing, led to lower average revenue per unit. Railway operating expenses decreased due to declines in
K18
fuel price and consumption, reduced employment levels, lower volumes and operational efficiency improvements. These decreases in expenses were partially offset by the impact of the aforementioned charges.
The following tables adjust our 2020 U.S. Generally Accepted Accounting Principles (GAAP) financial results to exclude the effects
of the loss on asset disposal and investment impairment. The income tax effects on these non-GAAP adjustments were calculated based on the applicable tax rates to which the non-GAAP adjustments relate. We use these non-GAAP financial measures internally and believe this information provides useful supplemental information to investors to facilitate making period-to-period comparisons by excluding the 2020 charges. While we believe that these non-GAAP financial measures are useful in evaluating our business, this information should be considered as supplemental in nature and is not meant to be considered in isolation from, or as a substitute for, the related financial information prepared in accordance with GAAP. In addition, these non-GAAP financial measures may not be the same as similar measures presented by other companies.
Non-GAAP
Reconciliation for 2020
Reported (GAAP)
Loss on Asset Disposal
Investment Impairment
Adjusted (non-GAAP)
($ in millions, except per share amounts)
Railway operating expenses
$
6,787
$
(385)
$
(99)
$
6,303
Income
from railway operations
$
3,002
$
385
$
99
$
3,486
Income before income taxes
$
2,530
$
385
$
99
$
3,014
Income
taxes
$
517
$
97
$
25
$
639
Net income
$
2,013
$
288
$
74
$
2,375
Diluted
earnings per share
$
7.84
$
1.12
$
0.29
$
9.25
Railway operating ratio (percent)
69.3
(3.9)
(1.0)
64.4
In
the table below, references to 2020 results and related comparisons use the adjusted, non-GAAP results from the table above.
2021
Adjusted
Adjusted
vs.
Adjusted
2020
2020
2020
(non-GAAP)
2021
(non-GAAP)
2019
(non-GAAP)
vs. 2019
($
in millions, except per share amounts)
(% change)
Railway operating expenses
$
6,695
$
6,303
$
7,307
6
%
(14
%)
Income
from railway operations
$
4,447
$
3,486
$
3,989
28
%
(13
%)
Income before income taxes
$
3,878
$
3,014
$
3,491
29
%
(14
%)
Income
taxes
$
873
$
639
$
769
37
%
(17
%)
Net income
$
3,005
$
2,375
$
2,722
27
%
(13
%)
Diluted
earnings per share
$
12.11
$
9.25
$
10.25
31
%
(10
%)
Railway operating ratio (percent)
60.1
64.4
64.7
(7
%)
—
%
K19
DETAILED
RESULTS OF OPERATIONS
Railway Operating Revenues
The following tables present a three-year comparison of revenues, volumes (units), and average revenue per unit by commodity group.
Revenues
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
($ in millions)
(% change)
Merchandise:
Agriculture, forest and consumer products
$
2,251
$
2,116
$
2,256
6
%
(6
%)
Chemicals
1,951
1,809
2,092
8
%
(14
%)
Metals
and construction
1,562
1,333
1,461
17
%
(9
%)
Automotive
905
830
994
9
%
(16
%)
Merchandise
6,669
6,088
6,803
10
%
(11
%)
Intermodal
3,163
2,654
2,824
19
%
(6
%)
Coal
1,310
1,047
1,669
25
%
(37
%)
Total
$
11,142
$
9,789
$
11,296
14
%
(13
%)
Units
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
(in thousands)
(% change)
Merchandise:
Agriculture, forest and consumer products
725.5
704.4
763.7
3
%
(8
%)
Chemicals
529.7
482.0
588.9
10
%
(18
%)
Metals
and construction
669.0
601.2
685.1
11
%
(12
%)
Automotive
345.4
329.7
394.7
5
%
(16
%)
Merchandise
2,269.6
2,117.3
2,432.4
7
%
(13
%)
Intermodal
4,104.1
3,992.1
4,207.2
3
%
(5
%)
Coal
658.0
574.1
914.0
15
%
(37
%)
Total
7,031.7
6,683.5
7,553.6
5
%
(12
%)
Revenue
per Unit
2021
2020
2021
2020
2019
vs. 2020
vs. 2019
($ per unit)
(% change)
Merchandise:
Agriculture,
forest and consumer products
$
3,102
$
3,004
$
2,953
3
%
2
%
Chemicals
3,684
3,753
3,553
(2
%)
6
%
Metals
and construction
2,334
2,216
2,133
5
%
4
%
Automotive
2,621
2,518
2,517
4
%
—
%
Merchandise
2,938
2,875
2,797
2
%
3
%
Intermodal
771
665
671
16
%
(1
%)
Coal
1,991
1,824
1,826
9
%
—
%
Total
1,584
1,465
1,495
8
%
(2
%)
K20
Revenues
increased $1.4 billion in 2021 and decreased $1.5 billion in 2020 compared to the prior years. Higher revenue for 2021 was the result of increased average revenue per unit, driven by pricing gains, higher fuel surcharge revenue, increased intermodal storage service charges and improved mix, as well as volume growth. In 2020, lower revenue was the result of decreased volumes and lower fuel surcharge revenue, partially offset by pricing gains.
The table below reflects the components of the revenue change by major commodity group.
2021
vs. 2020
2020 vs. 2019
Increase (Decrease)
Increase (Decrease)
($ in millions)
Merchandise
Intermodal
Coal
Merchandise
Intermodal
Coal
Volume
$
438
$
75
$
153
$
(881)
$
(144)
$
(621)
Fuel surcharge
revenue
91
178
4
(92)
(124)
(13)
Rate,
mix and
other
52
256
106
258
98
12
Total
$
581
$
509
$
263
$
(715)
$
(170)
$
(622)
Approximately
90% of our revenue base is covered by contracts that include negotiated fuel surcharges. These revenues totaled $622 million, $349 million, and $578 million in 2021, 2020, and 2019, respectively.
MERCHANDISE revenues increased in 2021 but decreased in 2020 compared with the prior years. In 2021, revenues rose due to increased volume and higher average revenue per unit driven by increased fuel surcharge revenue and pricing. Volumes increased in all merchandise commodity groups, reflecting continued economic recovery following the onset of the COVID-19 pandemic. In 2020, revenues decreased due to volume declines in all commodity groups which were partially offset by higher
average revenue per unit, driven by pricing gains.
For 2022, merchandise revenues are expected to increase, the result of higher revenue per unit, driven by pricing gains and increased fuel surcharge revenue, and higher volumes.
Agriculture, forest and consumer products revenues increased in 2021 but decreased in 2020 compared with the prior years. In 2021, the rise was the result of higher volume across almost all markets as the economy has improved since the early months of the pandemic in 2020 and increased average revenue per unit, the result of pricing gains and higher fuel surcharge revenue. Gains in ethanol, pulpboard, beverages, lumber and wood, and woodchips more than offset declines in soybeans and pulp. In 2020, the decline was the result of reduced volume partially offset by higher average revenue per unit,
driven by pricing gains partially offset by lower fuel surcharge revenue. Volume declined due to the impact of COVID-19 on the demand for ethanol, corn, food service products, and building, industrial and commercial products.
In 2022, agriculture, forest and consumer products revenues are expected to rise, a result of increased volume and average revenue per unit increases resulting from pricing gains. We expect volumes to increase in most markets led by corn, soybeans, pulpboard, and feed.
Chemicals revenues rose in 2021 and fell in 2020 compared with the prior years. In 2021, the increase was the result of volume growth partially offset by lower average revenue per unit, driven by mix of traffic. The increase in volume was due to economic and production recovery since the beginning of the pandemic, despite ongoing
challenges in the energy markets. The markets with the largest gains were solid waste, industrial chemicals, sand, natural gas liquids, and plastics. In 2020, the decrease was the result of volume declines partially offset by higher average revenue per unit, due to pricing gains. Volume declined due to the impact from COVID-19 and ongoing disruptions in the energy markets. The onset of the pandemic created an overabundance of products in the market
K21
as companies reduced stockpiles before requiring more products. Oil and petroleum shipments were negatively impacted due to reductions in gasoline/jet fuel demand and travel.
For 2022, chemicals revenues are anticipated to increase, a result of higher average
revenue per unit, driven by pricing gains, and increased volume. We expect carload increases in plastics, solid waste, and petroleum products to be partially offset by reduced volumes of inorganic chemicals.
Metals and construction revenues were higher in 2021 but declined in 2020 compared with the prior years. In 2021, revenue growth was driven by increased volumes and higher average revenue per unit, the result of pricing gains and higher fuel surcharge revenue. Volume increased across almost all markets due to economic improvement since the beginning of the pandemic. The markets serving the metal production industry, including coil steel, scrap metal, and iron and steel, experienced the largest gains. In 2020, volume declines were partially offset by higher average revenue per unit, the result of pricing gains. Volume declines were largely the result of weakened demand
due to reductions in metal and domestic vehicle production. The onset of the pandemic caused industries to suspend production which heavily impacted customers’ needs for materials and shipping of finished and semi-finished goods. These declines were partially offset by increased demand for cement.
For 2022, metals and construction revenues are expected to rise, a result of higher average revenue per unit, driven by pricing gains, and increased volume. As the economic recovery continues, volume growth is expected in almost all markets led by aggregates, coil steel, scrap metal, and construction.
Automotive revenues rose in 2021 but were lower in 2020 compared with the prior years. The increase in revenues in 2021 were driven by volume growth and higher average revenue per unit, driven by an increase in fuel surcharge
revenue and pricing gains. Automotive volumes were higher due primarily to increased retail demand and the impact of prior-year pandemic-induced production shutdowns. This was partially offset by the impact of the microchip shortage on production. In 2020, revenue declines were driven by lower volume and fuel surcharge revenue, partially offset by pricing gains. The volume decline was mostly the result of unplanned automotive plant shutdowns in the first half of the year, primarily due to the COVID-19 pandemic, which was partially offset by increased demand in the second half of the year.
In 2022, automotive revenues are expected to increase as a result of higher volume, as inventories replenish, and increased average revenue per unit driven by pricing gains.
INTERMODAL
revenues increased in 2021 but decreased in 2020 compared with the prior years. The rise in 2021 was primarily the result of higher average revenue per unit driven by increased storage service charges, higher fuel surcharge revenue and pricing gains. The decline in 2020 was driven by lower volume and fuel surcharge revenue, which were partially offset by pricing gains and favorable mix.
For 2022, we expect intermodal revenues to rise, the result of increased volume, higher fuel surcharge revenue and pricing gains, partially offset by lower storage service charges.
Intermodal units by market were as follows:
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
(units in thousands)
(% change)
Domestic
2,630.6
2,568.7
2,593.5
2
%
(1
%)
International
1,473.5
1,423.4
1,613.7
4
%
(12
%)
Total
4,104.1
3,992.1
4,207.2
3
%
(5
%)
K22
Domestic
volume increased in 2021 but decreased in 2020 compared with the prior years. Volume rose due to strong consumer demand which was partially offset by overall supply chain congestion, including chassis availability issues. In 2020, volume declined due to supply chain disruptions related to the onset of the pandemic and strong over-the-road competition in the first half of the year. Inventory replenishment and a strong peak season in the second half of the year assisted in dampening the overall volume decline.
For 2022, we expect higher domestic volume driven by new business and growth from existing customers.
International volume rose in 2021 but fell in 2020. The increase in 2021 was the result of continued strong import demand despite being limited by various supply chain constraints, including chassis availability
issues. The decline in 2020 resulted from supply chain disruptions due to the onset of the pandemic.
For 2022, we expect international volume growth due to increased demand and supply chain recovery.
COAL revenues increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was due to increased volumes and higher average revenue per unit driven by pricing gains and positive mix. The decrease in 2020 was a result of significant volume declines.
For 2022, we expect coal revenues to decline due to lower average revenue per unit and decreased volume driven by coal supply challenges.
As
shown in the following table, total tonnage increased in 2021 but decreased in 2020.
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
(tons in thousands)
(% change)
Utility
33,169
32,479
60,278
2
%
(46
%)
Export
24,886
18,900
23,324
32
%
(19
%)
Domestic
metallurgical
11,804
9,441
13,562
25
%
(30
%)
Industrial
3,595
3,566
4,655
1
%
(23
%)
Total
73,454
64,386
101,819
14
%
(37
%)
Utility
coal tonnage increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was due to higher natural gas prices and increased demand from coal-sourced electrical generation. The decline in 2020 was due to low natural gas prices, diminished industrial and commercial electricity demand, and high stockpiles.
For 2022, utility coal tonnage is expected to decline due to higher coal prices, lower natural gas prices, uncertainty regarding coal production and impacts of weather on demand.
Export coal tonnage increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was a result of strong seaborne pricing, improved global economic conditions, and greater global demand. The decline in 2020 was a result of weak seaborne pricing, COVID-19-related
global disruptions, and import restrictions.
For 2022, export coal tonnage is expected to decrease due to uncertainty regarding the global coal market and tight coal supply availability.
Domestic metallurgical coal tonnage increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was the result of strong recovery in the steel market. The decrease in 2020 was a reflection of reduced domestic steel demand which led to idled customer facilities and lower production.
K23
For 2022, domestic metallurgical coal tonnage is expected to decrease due to customer sourcing
challenges and tight coal supply availability.
Industrial coal tonnage increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was a result of improved demand. The decrease in 2020 was driven by pressure from natural gas conversions and customer sourcing changes.
For 2022, industrial coal tonnage is expected to decrease due to continued natural gas conversions and coal supply sourcing challenges.
Railway Operating Expenses
Railway operating expenses summarized by major classifications were as follows:
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
($ in millions)
(% change)
Compensation and benefits
$
2,442
$
2,373
$
2,751
3
%
(14
%)
Purchased
services and rents
1,726
1,687
1,725
2
%
(2
%)
Fuel
799
535
953
49
%
(44
%)
Depreciation
1,181
1,154
1,138
2
%
1
%
Materials
and other
547
653
740
(16
%)
(12
%)
Loss on asset disposal
—
385
—
Total
$
6,695
$
6,787
$
7,307
(1
%)
(7
%)
In
2021, expenses declined primarily as a result of the absence of the 2020 loss on asset disposal and the equity method investment impairment charge, which is included in purchased services and rents. This was partially offset by higher fuel costs, increased other purchased services, and higher compensation and benefits expense. In 2020, expenses fell as our strategic initiatives to improve productivity and asset utilization resulted in lower compensation and benefits expense, declines in fuel consumption, reduced purchased services, and lower materials expense. Fuel expense also declined due to lower prices. These expense reductions were partially offset by the loss on asset disposal and impairment charge previously discussed.
Compensation and benefits increased in 2021, reflecting changes in:
•incentive
and stock-based compensation (up $128 million),
•overtime and recrews (up $47 million),
•increased pay rates (up $41 million),
•health and welfare benefits for craft employees (down $19 million),
•employment levels (down $154 million), and
•other (up $26 million).
K24
In 2020, compensation and benefits decreased, a result of changes in:
•employment
levels (down $309 million),
•health and welfare benefits for craft employees (down $77 million),
•overtime and recrews (down $54 million),
•incentive and stock-based compensation (down $38 million),
•increased pay rates (up $50 million),
•lower capitalized labor (additional expense of $51 million), and
•other (down $1 million).
Our employment averaged 18,500 in 2021, compared with 20,200 in 2020, and 24,600 in 2019.
Purchased services and
rents includes the costs of services purchased from external vendors and contractors, including the net costs of operating joint (or leased) facilities with other railroads and the net cost of equipment rentals.
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
($ in millions)
(% change)
Purchased services
$
1,409
$
1,387
$
1,434
2
%
(3
%)
Equipment
rents
317
300
291
6
%
3
%
Total
$
1,726
$
1,687
$
1,725
2
%
(2
%)
The
increase in purchased services in 2021 was due to increased technology costs, higher intermodal-related expenses, and increased Conrail costs. This was partially offset by the absence of a prior year $99 million impairment related to an equity method investment. The decrease in purchased services in 2020 resulted from volume-related declines and strategic initiatives to improve productivity and asset utilization, partially offset by the impairment of an equity method investment.
Equipment rents, which includes our cost of using equipment (mostly freight cars) owned by other railroads or private owners less the rent paid to us for the use of our equipment, increased in both periods. In 2021, equipment rents were higher for general-use equipment due to decreased network velocity and increased volume. These increases were partially offset by lower intermodal costs and higher equity in TTX earnings. In
2020, the increase was primarily the result of lower equity in TTX earnings and increased automotive equipment expenses partially offset by decreased intermodal equipment expenses.
Fuel expense, which includes the cost of locomotive fuel as well as other fuel used in railway operations, increased in 2021 but decreased in 2020 compared with the prior years. The increase in 2021 was primarily due to locomotive fuel prices (up 43%), which increased expenses $224 million. Additionally, locomotive fuel consumption increased 4%. The decline in 2020 was primarily due to locomotive fuel prices (down 32%), which decreased expenses $235 million. We consumed 384 million gallons of diesel fuel in 2021, compared with 368 million gallons in 2020 and 451 million gallons in 2019.
Depreciation expense increased
in both periods, a reflection of reinvestment in our infrastructure, rolling stock, and technology.
K25
Materials and other expenses decreased in both periods as shown in the following table.
2021
2020
2021
2020
2019
vs.
2020
vs. 2019
($ in millions)
(% change)
Materials
$
250
$
274
$
327
(9
%)
(16
%)
Claims
165
179
193
(8
%)
(7
%)
Other
132
200
220
(34
%)
(9
%)
Total
$
547
$
653
$
740
(16
%)
(12
%)
Materials
expense decreased in both periods due primarily to lower maintenance requirements as a result of fewer locomotives and freight cars in service.
Claims expense includes costs related to personal injury, property damage, and environmental matters. The decrease in 2021 was primarily the result of lower costs associated with derailments and personal injuries. In 2020, claims expense declined, the result of lower costs related to environmental remediation matters that were partially offset by increased derailment costs.
Other expense decreased in 2021, primarily due to higher gains from sales of operating property. Gains from operating property sales amounted to $82 million, $26 million, and $64 million in 2021, 2020, and 2019, respectively. In 2020, other expense decreased largely due to the absence of the 2019 write-off of a $32 million receivable
as a result of a legal dispute. Additionally, 2020 benefited from reduced travel expenses resulting from the COVID-19 pandemic. These reductions were partially offset by lower gains from sales of operating property.
Loss on asset disposal
During 2020, we recorded a $385 million charge related to the disposal of 703 locomotives. For more information on the impact of the charge, see Note 7.
Other income – net
Other income – net decreased in 2021 but increased in 2020. Other income fell in 2021 due to lower net returns on corporate-owned life insurance (COLI) and lower gains on sales of non-operating property. The increase in 2020 was driven by the absence of a prior year $49 million impairment loss related to natural
resource assets, lower pension and postretirement benefit expenses, and higher returns on COLI investments, which more than offset the absence of coal royalties and lower gains on sales of non-operating property.
Income taxes
The effective income tax rate was 22.5% in 2021, compared with 20.4% in 2020 and 22.0% in 2019. All three years benefited from favorable tax benefits associated with stock-based compensation and COLI returns. The current year benefited from a reduction in deferred taxes associated with state tax law changes, while 2020 benefited from a reduction of taxes upon the resolution of our 2012 amended return (see Note 4).
For 2022, we expect an effective income tax rate between 23% and 24%.
K26
FINANCIAL
CONDITION, LIQUIDITY, AND CAPITAL RESOURCES
Cash provided by operating activities, our principal source of liquidity, was $4.3 billion in 2021, $3.6 billion in 2020, and $3.9 billion in 2019. The increase in 2021 was primarily the result of improved operating results. The decline in 2020 reflected a decrease in income from railway operations offset in part by lower income tax payments. We had negative working capital of $354 million at December 31, 2021 and working capital of $158 million at December 31, 2020. Cash and cash equivalents totaled $839 million and $1.1 billion at December 31, 2021, and 2020, respectively. We expect cash on hand combined with cash provided
by operating activities will be sufficient to meet our ongoing obligations. In addition, we believe our currently-available borrowing capacity, access to additional financing, and ability to reduce property additions and shareholder distributions, including share repurchases, provide additional flexibility to meet our ongoing obligations. Nonetheless, we continue to monitor the ongoing impacts of the COVID-19 pandemic, which could lead to a reduction in cash flows from operations.
Contractual obligations at December 31, 2021, including those that may have material cash requirements, include interest on fixed-rate long-term debt, long-term debt (Note 9), unconditional purchase obligations (Note 17), long-term advances from Conrail Inc. (Conrail) (Note 6), operating leases (Note 10), agreements with Consolidated Rail Corporation (CRC)
(Note 6), and unrecognized tax benefits (Note 4).
Total
2022
2023
- 2024
2025 - 2026
2027 and Subsequent
Other
($ in millions)
Interest on fixed-rate long-term debt
$
16,014
$
593
$
1,136
$
1,063
$
13,222
—
Long-term
debt principal
14,816
553
1,006
1,156
12,101
—
Unconditional purchase obligations
916
586
159
75
96
—
Long-term
advances from Conrail
534
—
—
—
534
—
Operating leases
470
92
156
124
98
—
Agreements
with CRC
103
42
61
—
—
—
Unrecognized tax benefits*
21
—
—
—
—
21
Total
$
32,874
$
1,866
$
2,518
$
2,418
$
26,051
$
21
* This
amount is shown in the Other column because the year of settlement cannot be reasonably estimated.
Off balance sheet arrangements consist primarily of unrecognized obligations, including unconditional purchase obligations and future interest payments on fixed-rate long-term debt, which are included in the table above.
Cash used in investing activities was $1.2 billion in both 2021 and 2020, and $1.8 billion in 2019. In 2021, lower proceeds from property sales were mostly offset by reduced COLI policy loan repayments and lower property additions. In 2020, the decrease was primarily driven by lower property additions.
Capital spending and track and equipment statistics can be found within the “Railway Property” section
of Part I of this report on Form 10-K. For 2022, we expect property additions will be between $1.8 billion and $1.9 billion.
Cash used in financing activities was $3.3 billion in 2021, compared with $1.9 billion in 2020, and $2.0 billion in 2019. The increase in 2021 reflects higher repurchases of Common Stock and debt repayments, partially offset by increased proceeds from borrowings. In 2020, the change reflects lower repurchases of Common Stock and debt repayments, partially offset by reduced proceeds from borrowings.
Share repurchases of $3.4 billion in 2021, $1.4 billion in 2020, and $2.1 billion in 2019 resulted in the retirement of 12.7 million, 7.4 million, and 11.3 million shares, respectively. As of December 31, 2021, 8.0 million shares remain authorized by
our Board of Directors for repurchase. The timing and volume of future share repurchases
K27
will be guided by our assessment of market conditions and other pertinent factors. Repurchases may be executed in the open market, through derivatives, accelerated repurchase and other negotiated transactions and through plans designed to comply with Rule 10b5-1(c) under the Securities and Exchange Act of 1934. Any near-term purchases under the program are expected to be made with internally generated cash, cash on hand, or proceeds from borrowings.
In August 2021, we issued $600 million of 2.90% senior notes due 2051.
In May 2021, we issued $500 million
of 2.30% senior notes due 2031 and $600 million of 4.10% senior notes due 2121. The net proceeds of the 2.30% senior notes due 2031 will be used to finance or refinance, in whole or in part, new or existing eligible projects with environmental benefits, as outlined in our Green Financing Framework.
In May 2021, we renewed, amended and restated our accounts receivable securitization program with a maximum borrowing capacity of $400 million. The term expires in May 2022. We had no amounts outstanding under this program and our available borrowing capacity was $400 million at both December 31, 2021 and December 31, 2020.
We also have in place and available an $800 million credit agreement expiring in March 2025, which provides for borrowings at
prevailing rates and includes covenants. We had no amounts outstanding under this facility at December 31, 2021 or December 31, 2020. In addition, we have investments in general purpose COLI policies and had the ability to borrow against these policies up to $715 million and $750 million at December 31, 2021 and December 31, 2020, respectively.
We discuss our credit agreement and our accounts receivable securitization program in Note 9, and we have authority from our Board of Directors to issue an additional $3.0 billion of debt or equity securities through public or private sale, all of which provide for access to additional liquidity should the need arise. Our debt-to-total capitalization ratio was 50.4%
at December 31, 2021, compared with 46.2% at December 31, 2020.
Upcoming annual debt maturities are disclosed in Note 9. Overall, our goal is to maintain a capital structure with appropriate leverage to support our business strategy and provide flexibility through business cycles.
CRITICAL ACCOUNTING ESTIMATES
The preparation of financial statements in accordance with GAAP requires us to make estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the financial
statements, and the reported amounts of revenues and expenses during the reporting period. These estimates and assumptions may require judgment about matters that are inherently uncertain, and future events are likely to occur that may require us to make changes to these estimates and assumptions. Accordingly, we regularly review these estimates and assumptions based on historical experience, changes in the business environment, and other factors we believe to be reasonable under the circumstances. The following critical accounting estimates are a subset of our significant accounting policies described in Note 1.
Pensions and Other Postretirement Benefits
Accounting for pensions and other postretirement benefit plans requires us to make several estimates and assumptions (Note 12). These include the expected rate of return from
investment of the plans’ assets and the expected retirement age of employees as well as their projected earnings and mortality. In addition, the amounts recorded are affected by changes in the interest rate environment because the associated liabilities are discounted to their present value. We make these estimates based on our historical experience and other information we deem pertinent under the circumstances (for example, expectations of future stock market performance). We utilize an independent actuarial consulting firm’s studies to assist us in selecting appropriate actuarial assumptions and valuing related liabilities.
K28
For 2021, we assumed a long-term investment rate of return of 8.0%, which was supported by our long-term total
rate of return on pension plan assets since inception, as well as our expectation of future returns. A one-percentage point change to this rate of return assumption would result in a $27 million change in annual pension expense. We review assumptions related to our defined benefit plans annually, and while changes are likely to occur in assumptions concerning retirement age, projected earnings, and mortality, they are not expected to have a material effect on our net pension expense or net pension liability in the future. The net pension liability is recorded at net present value using discount rates that are based on the current interest rate environment in light of the timing of expected benefit payments. We utilize analyses in which the projected annual cash flows from the pension and postretirement benefit plans are matched with yield curves based on an appropriate universe of high-quality corporate bonds. We use the results of the yield curve analyses to select
the discount rates that match the payment streams of the benefits in these plans. A one-percentage point change to this discount rate assumption would result in a $20 million change in annual pension expense.
Properties and Depreciation
Most of our assets are long-lived railway properties (Note 7). “Properties” are stated principally at cost and are depreciated using the group method whereby assets with similar characteristics, use, and expected lives are grouped together in asset classes and depreciated using a composite depreciation rate. See Note 1 for a more detailed discussion of assumptions and estimates.
Expenditures, including those on leased assets, that extend an asset’s useful life or increase its utility are capitalized. Expenditures capitalized include
those that are directly related to a capital project and may include materials, labor, and other direct costs, in addition to an allocable portion of indirect costs that relate to a capital project. A significant portion of our annual capital spending relates to self-constructed assets. Costs related to repairs and maintenance activities that, in our judgment, do not extend an asset’s useful life or increase its utility are expensed when such repairs are performed.
Depreciation expense for 2021 totaled $1.2 billion. Our composite depreciation rates for 2021 are disclosed in Note 7; a one-year increase (or decrease) in the estimated average useful lives of depreciable assets would have resulted in an approximate $45 million decrease (or increase) to annual depreciation expense.
Personal Injury
Claims
expense, included in “Materials and other” in the Consolidated Statements of Income, includes our estimate of costs for personal injuries.
To aid in valuing our personal injury liability and determining the amount to accrue with respect to such claims during the year, we utilize studies prepared by an independent actuarial consulting firm. The actuarial firm studies our historical patterns of reserving for claims and subsequent settlements, taking into account relevant outside influences. We adjust the liability quarterly based upon our assessment and the results of the study. The accuracy of our estimate of the liability is subject to inherent limitation given the difficulty of predicting future events and, as such, the ultimate loss sustained may vary from the estimated liability recorded.
See Note 17 for a more detailed
discussion of the assumptions and estimates we use for personal injury.
Income Taxes
Our net deferred tax liability totaled $7.2 billion at December 31, 2021 (Note 4). This liability is estimated based on the expected future tax consequences of items recognized in the financial statements. After application of the federal statutory tax rate to book income, judgment is required with respect to the timing and deductibility of expenses in our income tax returns. For state income and other taxes, judgment is also required with respect to the apportionment among the various jurisdictions. A valuation allowance is recorded if we expect that it is more likely than not that deferred tax assets will not be realized. We have a $60 million valuation allowance on $461 million of
K29
deferred
tax assets as of December 31, 2021, reflecting the expectation that substantially all of these assets will be realized.
OTHER MATTERS
Labor Agreements
Approximately 80% of our railroad employees are covered by collective bargaining agreements with various labor unions. Pursuant to the Railway Labor Act, these agreements remain in effect until new agreements are reached, or until the bargaining procedures mandated by the Railway Labor Act are completed. We largely bargain nationally in concert with other major railroads, represented by the National Carriers Conference Committee. Moratorium provisions in the labor
agreements govern when the railroads and unions may propose changes to the agreements. The current round of bargaining commenced on November 1, 2019 with both management and the unions serving their formal proposals for changes to the collective bargaining agreements and negotiations are ongoing.
Market Risks
At December 31, 2021, we had no outstanding debt subject to interest rate fluctuations. Market risk for fixed-rate debt is estimated as the potential increase in fair value resulting from a one-percentage point decrease in interest rates as of December 31, 2021 and amounts to an increase of approximately $1.9 billion to the fair value of our debt at December
31, 2021. We consider it unlikely that interest rate fluctuations applicable to these instruments will result in a material adverse effect on our financial position, results of operations, or liquidity.
New Accounting Pronouncements
For a detailed discussion of new accounting pronouncements, see Note 1.
Inflation
In preparing financial statements, GAAP requires the use of historical cost that disregards the effects of inflation on the replacement cost of property. As a capital-intensive company, we have most of our capital invested in long-lived assets. The replacement cost of these assets, as well as the related depreciation expense, would be substantially greater than the amounts reported on the basis of
historical cost.
FORWARD-LOOKING STATEMENTS
Certain statements in Management’s Discussion and Analysis of Financial Condition and Results of Operations are “forward-looking statements” within the meaning of the “safe harbor” provisions of the Private Securities Litigation Reform Act of 1995, as amended. These statements relate to future events or our future financial performance and involve known and unknown risks, uncertainties, and other factors that may cause our actual results, levels of activity, performance, or our achievements or those of our industry to be materially different from those expressed or implied by any forward-looking statements. In some cases, forward-looking statements can be identified
by terminology such as “may,”“will,”“could,”“would,”“should,”“expect,”“plan,”“anticipate,”“intend,”“believe,”“estimate,”“project,”“consider,”“predict,”“potential,”“feel,” or other comparable terminology. We have based these forward-looking statements on our current expectations, assumptions, estimates, beliefs, and projections. While we believe these expectations, assumptions, estimates, beliefs, and projections are reasonable, such forward-looking statements are only predictions and involve known and unknown risks and uncertainties, many of which involve factors or circumstances that are beyond our control. These and other important factors, including those discussed in Item 1A “Risk Factors,” may cause actual results, performance, or achievements to differ materially from those expressed or implied by these forward-looking statements.
The forward-looking statements herein are made only as of the date they were first issued, and unless otherwise required by applicable securities laws, we disclaim any intention or obligation to update or revise any forward-looking statements, whether as a result of new information, future events, or otherwise.
Item
7A. Quantitative and Qualitative Disclosures About Market Risk
The information required by this item is included in Item 7 “Management’s Discussion and Analysis of Financial Condition and Results of Operations” under the heading “Market Risks.”
K31
Item 8. Financial Statements and Supplementary Data
Management is responsible for establishing and maintaining adequate internal control over financial reporting. In order to ensure that Norfolk Southern’s internal control over financial reporting is effective, management regularly assesses such controls and did so most recently as of December 31, 2021. This assessment was based on criteria for effective internal control over financial reporting described in Internal Control – Integrated Framework(2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission. Based on this assessment, management has concluded that we maintained effective internal control over financial reporting as of December
31, 2021.
KPMG LLP, independent registered public accounting firm, has audited our financial statements and issued an attestation report on our internal control over financial reporting as of December 31, 2021.
Report of Independent Registered Public Accounting Firm
To the Stockholders
and Board of Directors
Norfolk Southern Corporation:
Opinion on Internal Control Over Financial Reporting
We have audited Norfolk Southern Corporation and subsidiaries’ (the Company) internal control over financial reporting as of December 31, 2021, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission. In our opinion, the Company maintained, in
all material respects, effective internal control over financial reporting as of December 31, 2021, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the consolidated balance sheets of the Company as of December 31, 2021 and 2020, the related consolidated statements of income, comprehensive income, cash flows, and changes in stockholders’ equity
for each of the years in the three-year period ended December 31, 2021, and the related notes and financial statement schedule of valuation and qualifying accounts as listed in Item 15(A)2 (collectively, the consolidated financial statements), and our report dated February 4, 2022 expressed an unqualified opinion on those consolidated financial statements.
Basis for Opinion
The Company’s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control over financial reporting, included in the accompanying Management's Annual Report on Internal Control Over Financial Reporting. Our
responsibility is to express an opinion on the Company’s internal control over financial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audit in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all material respects. Our audit of internal control over financial reporting included obtaining an understanding
of internal control over financial reporting, assessing the risk that a material weakness exists, and testing and evaluating the design and operating effectiveness of internal control based on the assessed risk. Our audit also included performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.
Definition and Limitations of Internal Control Over Financial Reporting
A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control over financial reporting includes those policies and procedures that (1) pertain
to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company’s assets that could
have a material effect on the financial statements.
K34
Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.
Report of Independent Registered Public Accounting Firm
To the Stockholders and Board of Directors
Norfolk
Southern Corporation:
Opinion on the Consolidated Financial Statements
We have audited the accompanying consolidated balance sheets of Norfolk Southern Corporation and subsidiaries (the Company) as of December 31, 2021 and 2020, the related consolidated statements of income, comprehensive income, cash flows, and changes in stockholders’ equity for each of the years in the three‑year period ended December 31, 2021, and the related notes and financial statement schedule of valuation and qualifying
accounts as listed in Item 15(A)2 (collectively, the consolidated financial statements). In our opinion, the consolidated financial statements present fairly, in all material respects, the financial position of the Company as of December 31, 2021 and 2020, and the results of its operations and its cash flows for each of the years in the three‑year period ended December 31, 2021, in conformity with U.S. generally accepted accounting principles.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the Company’s
internal control over financial reporting as of December 31, 2021, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission, and our report dated February 4, 2022 expressed an unqualified opinion on the effectiveness of the Company’s internal control over financial reporting.
Basis for Opinion
These consolidated financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on
these consolidated financial statements based on our audits. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the consolidated financial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of the consolidated financial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such
procedures included examining, on a test basis, evidence regarding the amounts and disclosures in the consolidated financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall presentation of the consolidated financial statements. We believe that our audits provide a reasonable basis for our opinion.
K36
Critical Audit Matter
The critical audit matter communicated below is a matter arising from the current period audit of the consolidated financial statements that was communicated or required to be communicated to the audit committee and that: (1) relates to accounts or disclosures
that are material to the consolidated financial statements and (2) involved our especially challenging, subjective, or complex judgments. The communication of a critical audit matter does not alter in any way our opinion on the consolidated financial statements, taken as a whole, and we are not, by communicating the critical audit matter below, providing a separate opinion on the critical audit matter or on the accounts or disclosures to which it relates.
Sufficiency of audit evidence related to the capitalization of property expenditures
As discussed in Note 1 to the consolidated financial statements, expenditures that extend an asset’s useful life or increase its utility are capitalized. The Company has recorded $31,653 million
in net book value of properties at December 31, 2021 and has recorded $1,470 million in property additions for the year ended December 31, 2021. Expenditures capitalized include those that are directly related to a capital project and may include materials, labor and other direct costs, in addition to an allocable portion of indirect costs that relate to a capital project. A significant portion of the Company’s annual capital spending relates to self-constructed assets. Costs related to repair and maintenance activities, that in the Company’s judgment, do not extend an asset’s useful life or increase its utility are expensed when such repairs are performed.
We
identified the evaluation of the sufficiency of audit evidence related to capitalization of property expenditures as a critical audit matter. Subjective auditor judgment was required in determining procedures and evaluating audit results related to the capitalization of purchased services and compensation due to their usage for both self-constructed assets and repairs and maintenance.
The following are the primary procedures we performed to address this critical audit matter. We applied auditor judgment to determine the nature and extent of procedures to be performed over capitalized property expenditures. We evaluated the design and tested the operating effectiveness of certain internal controls over the Company’s process to capitalize property expenditures, including controls over the determination
of whether purchased services and compensation expenditures extend an asset’s useful life or increase its utility. For a sample of property addition expenditures, we inquired and inspected support to evaluate that the expenditure extended an asset’s useful life or increased its utility. We evaluated the sufficiency of audit evidence obtained by assessing the results of the procedures performed, including the appropriateness of the nature of such evidence.
The following Notes are an integral part of the Consolidated Financial Statements.
1. iSummary
of Significant Accounting Policies
i
Description of Business
Norfolk Southern Corporation is a Georgia-based holding company engaged principally in the rail transportation business, operating i19,300
route miles primarily in the Southeast, East, and Midwest. These consolidated financial statements include Norfolk Southern and its majority-owned and controlled subsidiaries (collectively, NS, we, us, and our). Norfolk Southern’s major subsidiary is NSR. All significant intercompany balances and transactions have been eliminated in consolidation.
NSR and its railroad subsidiaries transport raw materials, intermediate products, and finished goods classified in the following commodity groups (percent of total railway operating revenues in 2021): intermodal (i28%);
agriculture, forest and consumer products (i20%); chemicals (i18%); metals and construction (i14%);
coal (i12%); and automotive (i8%). Although most of our customers are domestic, ultimate points of origination or destination for some
of the products transported (particularly coal bound for export and some intermodal shipments) may be outside the U.S. Approximately i80% of our railroad employees are covered by collective bargaining agreements with various labor unions.
/
i
Use
of Estimates
The preparation of financial statements in accordance with GAAP requires us to make estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the financial statements, and the reported amounts of revenues and expenses during the reporting period. We periodically review our estimates, including those related to the recoverability and useful lives of assets, as well as liabilities for litigation, environmental remediation, casualty claims, income taxes and pension and other postretirement benefits. Changes in facts and circumstances may result in revised estimates.
i
Revenue
Recognition
Transportation revenues are recognized proportionally as a shipment moves from origin to destination, and related expenses are recognized as incurred. Certain of our contract refunds (which are primarily volume-based incentives) are recorded as a reduction to revenues on the basis of our best estimate of projected liability, which is based on historical activity, current shipment counts and expectation of future activity. Certain ancillary services, such as switching, demurrage and other incidental activities, may be provided to customers under their transportation contracts. These are distinct performance obligations that are recognized at a point in time when the services are performed or as contractual
obligations are met.
i
Cash Equivalents
“Cash equivalents” are highly liquid investments purchased three months or less from maturity.
i
Allowance
for Doubtful Accounts
Our allowance for doubtful accounts was $i8 million and $i6
million at December 31, 2021 and 2020, respectively. To determine our allowance for doubtful accounts, we evaluate historical loss experience (which has not been significant), the characteristics of current accounts, and general economic conditions and trends.
/
K43
i
Materials
and Supplies
“Materials and supplies,” consisting mainly of items for maintenance of property and equipment, are stated at the lower of average cost or net realizable value. The cost of materials and supplies expected to be used in property additions or improvements is included in “Properties.”
i
Investments
Investments in entities over which we have the ability to exercise significant influence but do not control the entity are accounted
for using the equity method, whereby the investment is carried at the cost of the acquisition plus our equity in undistributed earnings or losses since acquisition.
i
Properties
“Properties” are stated principally at cost and are depreciated using the group method whereby assets with similar characteristics, use, and expected lives are grouped together in asset classes and depreciated using a composite depreciation rate. This
methodology treats each asset class as a pool of resources, not as singular items. We use approximately i75 depreciable asset classes.
Depreciation expense is based on our assumptions concerning expected service lives of our properties as well as the expected net salvage that will be received upon their retirement. In developing these assumptions, we utilize periodic depreciation studies that are performed by an independent outside firm of consulting engineers and approved by the STB. Our depreciation
studies are conducted about every ithree years for equipment and every isix years for track assets and other roadway property. The frequency of these studies is consistent with guidelines established by the STB. We adjust our rates based on the results of these studies and implement the changes prospectively. The studies
may also indicate that the recorded amount of accumulated depreciation is deficient (or in excess) of the amount indicated by the study. Any such deficiency (or excess) is amortized as a component of depreciation expense over the remaining service lives of the affected class of property, as determined by the study.
Key factors that are considered in developing average service life and salvage estimates include:
•statistical analysis of historical retirement data and surviving asset records,
•review of historical salvage received and current market rates,
•review of our operations including expected changes in technology, customer demand, maintenance practices and asset management
strategies,
•review of accounting policies and assumptions, and
•industry review and analysis.
The composite depreciation rate for rail in high density corridors is derived based on consideration of annual gross tons as compared to the total or ultimate capacity of rail in these corridors. Our experience has shown that traffic density is a leading factor in the determination of the expected service life of rail in high density corridors. In developing the respective depreciation rate, consideration is also given to several rail characteristics including age, weight, condition (new or second-hand) and type (curved or straight).
We capitalize interest on major projects during the period of their
construction. Expenditures, including those on leased assets, that extend an asset’s useful life or increase its utility are capitalized. Expenditures capitalized include those that are directly related to a capital project and may include materials, labor, and other direct costs, in addition to an allocable portion of indirect costs that relate to a capital project. A significant portion of our annual capital spending relates to self-constructed assets. Removal activities occur in conjunction with replacement and are estimated based on the average percentage of time employees replacing assets spend on removal functions. Costs related to repairs and maintenance activities that, in our judgment, do not extend an asset’s useful life or increase its utility are expensed when such repairs are performed.
/
K44
When
depreciable operating road and equipment assets are sold or retired in the ordinary course of business, the cost of the assets, net of sales proceeds or salvage, is charged to accumulated depreciation, and no gain or loss is recognized in earnings. Actual historical cost values are retired when available, such as with most equipment assets. The use of estimates in recording the retirement of certain roadway assets is necessary based on the impracticality of tracking individual asset costs. When retiring rail, ties and ballast, we use statistical curves that indicate the relative distribution of the age of the assets retired. The historical cost of other roadway assets is estimated using a combination of inflation indices specific to the rail industry and those published by the U.S. Bureau of Labor Statistics. The indices are applied to the replacement value based on the age of the retired assets. These indices are used because they closely correlate with the costs
of roadway assets. Gains and losses on disposal of operating land are included in “Materials and other” expenses. Gains and losses on disposal of nonoperating land and nonrail assets are included in “Other income – net” since such income is not a product of our railroad operations.
A retirement is considered abnormal if it does not occur in the ordinary course of business, if it relates to disposition of a large segment of an asset class and if the retirement varies significantly from the retirement profile identified through our depreciation studies, which inherently consider the impact of normal retirements on expected service lives and depreciation rates. Gains or losses from abnormal retirements are recognized in income from railway operations.
We review the carrying amount of properties whenever events or changes in
circumstances indicate that such carrying amount may not be recoverable based on future undiscounted cash flows. Assets that are deemed impaired as a result of such review are recorded at the lower of carrying amount or fair value.
i
New Accounting Pronouncements
In June 2016, the Financial Accounting Standards Board (FASB) issued Accounting Standards Update (ASU) 2016-13, “Credit Losses - Measurement
of Credit Losses on Financial Instruments,” which replaced the current incurred loss impairment method with a method that reflects expected credit losses. Short-term and long-term financial assets, as defined by the standard, are impacted by immediate recognition of estimated credit losses in the financial statements, reflecting the net amount expected to be collected. Historically, losses associated from the inability to collect on accounts receivable have been insignificant, with little divergence in collection trends through varying economic cycles. We adopted the standard on January 1, 2020 and there was no material impact to the financial statements upon adoption.
In December 2019, the FASB issued ASU 2019-12,“Simplifying the Accounting for Income
Taxes,” which added new guidance to simplify the accounting for income taxes, changed the accounting for certain income tax transactions, and made other minor changes. We adopted the standard on January 1, 2021 and there was no material impact to the financial statements upon adoption.
K45
2. iRailway
Operating Revenues
iThe following table disaggregates our revenues by major commodity group:
2021
2020
2019
($
in millions)
Merchandise:
Agriculture, forest and consumer products
$
i2,251
$
i2,116
$
i2,256
Chemicals
i1,951
i1,809
i2,092
Metals
and construction
i1,562
i1,333
i1,461
Automotive
i905
i830
i994
Merchandise
i6,669
i6,088
i6,803
Intermodal
i3,163
i2,654
i2,824
Coal
i1,310
i1,047
i1,669
Total
$
i11,142
$
i9,789
$
i11,296
/
We
recognize the amount of revenues to which we expect to be entitled for the transfer of promised goods or services to customers. A performance obligation is created when a customer under a transportation contract or public tariff submits a bill of lading to us for the transport of goods. These performance obligations are satisfied as the shipments move from origin to destination. As such, transportation revenues are recognized proportionally as a shipment moves, and related expenses are recognized as incurred. These performance obligations are generally short-term in nature with transit days averaging approximately one week or less for each commodity group. The customer has an unconditional obligation to pay for the service once the service has been completed. Estimated revenues associated with in-process shipments at period-end are recorded based on the estimated percentage
of service completed. We had no material remaining performance obligations at December 31, 2021 and 2020.
We may provide customers ancillary services, such as switching, demurrage and other incidental activities, under their transportation contracts. These are distinct performance obligations that are recognized at a point in time when the services are performed or as contractual obligations are met. These revenues are included within each of the commodity groups and represent approximately i7%,
i5% and i5%, respectively, of total “Railway operating revenues” on the Consolidated Statements of Income for the
years ended December 31, 2021, 2020 and 2019.
Revenues related to interline transportation services that involve another railroad are reported on a net basis. Therefore, the portion of the amount that relates to another party is not reflected in revenues.
K46
Under the typical terms of our freight contracts, payment for services is due within ififteen
days of billing the customer, thus there are no significant financing components. i“Accounts receivable – net” on the Consolidated Balance Sheets includes both customer and non-customer receivables as follows:
Non-customer
receivables include non-revenue-related amounts due from other railroads, governmental entities, and others. “Other assets” on the Consolidated Balance Sheets includes non-current customer receivables of $ii23/
million at both December 31, 2021 and 2020. We do not have any material contract assets or liabilities at December 31, 2021 and 2020.
3. iOther
Income – Net
i
2021
2020
2019
($
in millions)
Pension and other postretirement benefits (Note 12)
$
i102
$
i91
$
i63
COLI
– net
i17
i85
i69
Other
(i42)
(i23)
(i26)
Total
$
i77
$
i153
$
i106
/
4. iIncome
Taxes
i
2021
2020
2019
($
in millions)
Current:
Federal
$
i553
$
i307
$
i356
State
i136
i68
i83
Total
current taxes
i689
i375
i439
Deferred:
Federal
i186
i111
i280
State
(i2)
i31
i50
Total
deferred taxes
i184
i142
i330
Income
taxes
$
i873
$
i517
$
i769
/
K47
Reconciliation
of Statutory Rate to Effective Rate
i
“Income taxes” on the Consolidated Statements of Income differs from the amounts computed by applying the statutory federal corporate tax rate as follows:
2021
2020
2019
Amount
%
Amount
%
Amount
%
($
in millions)
Federal income tax at statutory rate
$
i814
i21.0
$
i531
i21.0
$
i733
i21.0
State
income taxes, net of federal tax effect
i109
i2.8
i85
i3.3
i110
i3.1
Excess
tax benefits on stock-based compensation
(i25)
(i0.6)
(i39)
(i1.5)
(i29)
(i0.8)
Other,
net
(i25)
(i0.7)
(i60)
(i2.4)
(i45)
(i1.3)
Income
taxes
$
i873
i22.5
$
i517
i20.4
$
i769
i22.0
/
Deferred
Tax Assets and Liabilities
Certain items are reported in different periods for financial reporting and income tax purposes. Deferred tax assets and liabilities are recorded in recognition of these differences. iThe tax effects of temporary differences that give rise to significant portions of the deferred tax assets and deferred tax liabilities are as follows:
Compensation and benefits, including postretirement benefits
$
i181
$
i218
Accruals,
including casualty and other claims
i92
i93
Other
i188
i198
Total
gross deferred tax assets
i461
i509
Less
valuation allowance
(i60)
(i57)
Net
deferred tax assets
i401
i452
Deferred
tax liabilities:
Property
(i7,016)
(i6,820)
Other
(i550)
(i554)
Total
deferred tax liabilities
(i7,566)
(i7,374)
Deferred
income taxes
$
(i7,165)
$
(i6,922)
Except
for amounts for which a valuation allowance has been provided, we believe that it is more likely than not that the results of future operations will generate sufficient taxable income to realize the deferred tax assets. The valuation allowance at the end of each year primarily relates to subsidiary state income tax net operating losses and state investment tax credits that may not be utilized prior to their expiration. The total valuation allowance increased by $ii3/
million in both 2021 and 2020, and $i4 million in 2019.
K48
Uncertain Tax Positions
i
A
reconciliation of the beginning and ending amount of unrecognized tax benefits is as follows:
Additions
based on tax positions related to the current year
i3
i4
Additions
for tax positions of prior years
i3
i—
Settlements
with taxing authorities
(i5)
(i4)
Lapse
of statutes of limitations
(i2)
(i2)
Balance
at end of year
$
i21
$
i22
/
Included
in the balance of unrecognized tax benefits at December 31, 2021 are potential benefits of $i17 million that would affect the effective tax rate if recognized. Unrecognized tax benefits are adjusted in the period in which new information about a tax position becomes available or the final outcome differs from the amount recorded.
The statute of limitations on Internal Revenue Service (IRS) examinations
has expired for all years prior to 2018. The IRS accepted our 2012 amended income tax return. As a result, we received a refund of $i46 million and recognized a tax benefit of $i19
million in 2020. State income tax returns generally are subject to examination for a period of three to four years after filing the return. In addition, we are generally obligated to report changes in taxable income arising from federal income tax examinations to the states within a period of up to two years from the date the federal examination is final. We have various state income tax returns either under examination, administrative appeal, or litigation.
5. iFair
Value Measurements
FASB Accounting Standards Codification (ASC) 820-10, “Fair Value Measurements,”established a framework for measuring fair value and a fair value hierarchy that prioritizes the inputs to valuation techniques used to measure fair value into three broad levels, as follows:
Level 1
Inputs to the valuation methodology are unadjusted quoted prices for identical assets or liabilities in active markets that we have the ability to access.
Level
2
Inputs to the valuation methodology include:
• quoted prices for similar assets or liabilities in active markets,
• quoted prices for identical or similar assets or liabilities in inactive markets,
• inputs other than quoted prices that are observable for the asset or liability, and
• inputs that are derived principally from or corroborated by observable market data by
correlation or other means.
If
the asset or liability has a specified (contractual) term, the Level 2 input must be observable for substantially the full term of the asset or liability.
Level 3
Inputs to the valuation methodology are unobservable and significant to the fair value measurement.
The asset or liability’s fair value measurement level within the hierarchy is based on the lowest level of any input that is significant to the fair value measurement.
K49
Fair Values of Financial Instruments
The
fair values of “Cash and cash equivalents,”“Accounts receivable – net,” and “Accounts payable” approximate carrying values because of the short maturity of these financial instruments. The carrying value of COLI is recorded at cash surrender value and, accordingly, approximates fair value. There are no other assets or liabilities measured at fair value on a recurring basis at December 31, 2021 or 2020. iThe carrying amounts and estimated fair
values, based on Level 1 inputs, of long-term debt consist of the following at December 31:
Through a limited liability company, we and CSX jointly own Conrail, whose primary subsidiary is CRC. We have a ii58/%
economic and ii50/% voting interest in the jointly-owned
entity, and CSX has the remainder of the economic and voting interests. We are amortizing the excess of the purchase price over Conrail’s net equity using the principles of purchase accounting, based primarily on the estimated useful lives of Conrail’s depreciable property and equipment, including the related deferred tax effect of the differences in book and tax accounting bases for such assets, as all of the purchase price at acquisition was allocable to Conrail’s tangible assets and liabilities. At December 31, 2021, our investment in Conrail exceeds our share of Conrail’s underlying net equity by $i487
million.
CRC owns and operates certain properties (the Shared Assets Areas) for the joint and exclusive benefit of NSR and CSX Transportation, Inc. (CSXT). The costs of operating the Shared Assets Areas are borne by NSR and CSXT based on usage. In addition, NSR and CSXT pay CRC a fee for access to the Shared Assets Areas. “Purchased services and rents” and “Fuel” include expenses payable to CRC for operation of the Shared Assets Areas totaling $i147
million in 2021, $i129 million in 2020, and $i149
million in 2019. Future payments for access fees due to CRC under the Shared Assets Areas agreements are as follows: $i42 million in 2022, $i43
million in 2023, and $i18 million
K50
in 2024. We provide certain general and administrative support functions to Conrail, the fees for which are billed in accordance with several service-provider arrangements and approximate $i6
million annually.
In 2020, we converted $i254 million of accounts payable into long-term advances from Conrail included in “Other liabilities.”“Accounts payable” includes $i112
million at December 31, 2021, and $i56 million at December 31, 2020, due to Conrail for the operation of the Shared Assets Areas. “Other liabilities” includes $ii534/
million at December 31, 2021 and 2020, respectively, for long-term advances from Conrail, maturing in 2050 that bear interest at an average rate of i1.31%.
Our equity in Conrail’s earnings, net of amortization, was $i56
million for 2021, $i58 million for 2020, and $i53 million for 2019. These amounts partially offset the costs of
operating the Shared Assets Areas and are included in “Purchased services and rents.” Equity in Conrail’s earnings is included in the “Other – net” line item within operating activities in the Consolidated Statements of Cash Flows.
Investment in TTX
We and ieight other North American railroads collectively own TTX Company (TTX), a
railcar pooling company that provides its owner-railroads with standardized fleets of intermodal, automotive, and general use railcars at stated rates. We have a i19.65% ownership interest in TTX.
Expenses incurred for use of TTX equipment are included in “Purchased services and rents.” This amounted to $i246
million, $i250 million, and $i244
million, respectively, for the years ended December 31, 2021, 2020 and 2019. Our equity in TTX’s earnings partially offsets these costs and totaled $i53 million for 2021, $i48
million for 2020, and $i58 million for 2019. Equity in TTX’s earnings is included in the “Other – net” line item within operating activities in the Consolidated Statements of Cash Flows.
Impairment ofInvestment
In 2020, we recorded an other-than-temporary impairment of $i99
million related to the carrying value of an equity method investment. This non-cash impairment charge is recorded in “Purchased services and rents” on the 2020 Consolidated Statements of Income and had a $i74 million impact on net income.
(1)Composite
annual depreciation rate for the underlying assets, excluding the effects of the amortization of any deficiency (or excess) that resulted from our depreciation studies.
Loss on Asset Disposal
In 2020, we sold i703 locomotives deemed excess and no longer needed for railroad operations. We evaluated these locomotive retirements and concluded they were abnormal (see Note
1). Accordingly, we recorded a $i385 million loss to adjust their carrying amount to their estimated fair value, which resulted in a $i97
million tax benefit.
Capitalized Interest
Total interest cost incurred on debt was $i657 million, $i639
million, and $i620 million during 2021, 2020 and 2019, respectively, of which $i11 million, $i14
million, and $i16 million was capitalized during 2021, 2020 and 2019, respectively.
Notes and debentures, with weighted-average interest rates as of December
31, 2021:
i3.40% maturing to 2026
$
i2,699
$
i3,273
i4.26%
maturing 2027 to 2031
i2,614
i2,114
i4.02%
maturing 2037 to 2055
i8,097
i7,497
i5.22%
maturing 2097 to 2121
i1,384
i784
Finance
leases
i22
i25
Discounts,
premiums, and debt issuance costs
(i976)
(i1,012)
Total
debt
i13,840
i12,681
Less
current maturities
(i553)
(i579)
Long-term
debt excluding current maturities
$
i13,287
$
i12,102
/
K54
Long-term
debt maturities subsequent to 2022 are as follows:
2023
$
i603
2024
i403
2025
i554
2026
i602
2027
and subsequent years
i11,125
Total
$
i13,287
In
August 2021, we issued $i600 million of i2.90% senior notes due 2051, resulting in $i589
million in net proceeds.
In May 2021, we issued $i500 million of i2.30% senior notes due 2031, resulting in $i495
million in net proceeds and $i600 million of i4.10% senior notes due 2121, resulting in $i592
million in net proceeds. The net proceeds of the i2.30% senior notes due 2031 will be used to finance or refinance, in whole or in part, new or existing eligible projects with environmental benefits as outlined in our Green Financing Framework.
In May 2021, we renewed, amended and restated our accounts receivable securitization program with a maximum borrowing capacity of $i400
million. The term expires in May 2022. We had iino/
amounts outstanding under this program and our available borrowing capacity was $ii400/
million at both December 31, 2021 and December 31, 2020.
Credit Agreement and Debt Covenants
We also have in place and available an $i800 million credit agreement expiring in March 2025, which provides for borrowings at prevailing rates and includes covenants. We had iino/
amounts outstanding under this facility at either December 31, 2021 or December 31, 2020, and we are in compliance with all of its covenants.
10. iLeases
We are committed under long-term lease agreements for equipment, lines of road,
and other property. We combine lease and non-lease components for new and reassessed leases. Some of these agreements are variable lease agreements that include usage-based payments. These agreements contain payment provisions that depend on an index or rate, initially measured using the index or rate at the lease commencement date, and are therefore not included in our future minimum lease payments. Our long-term lease agreements do not contain any material restrictive covenants.
Our equipment leases have remaining terms of less than i1 year to i5
years and our lines of road and land leases have remaining terms of less than i1 year to i136 years. Some of these leases include options to extend the leases for up to i99
years and some include options to terminate the leases within i30 days. Because we are not reasonably certain to exercise these renewal options, the options are not considered in determining the lease term, and associated payments are excluded from future minimum lease payments.
Leases with an initial term of twelve months or less are not recorded on the balance sheet. We recognize lease expense for these leases on a straight-line basis over the lease term.
K55
i
Operating
lease amounts included on the Consolidated Balance Sheets are as follows:
The
components of total lease expense, primarily included in“Purchased services and rents,” are as follows:
2021
2020
($ in millions)
Operating lease expense
$
i106
$
i109
Variable
lease expense
i44
i42
Short-term lease
expense
i9
i9
Total
lease expense
$
i159
$
i160
/
In
March 2019, we entered into a non-cancellable lease for an office building. In 2021, the construction of the office building was completed and the lease commenced. The initial lease term is ifive years with options to renew, purchase, or sell the office building at the end of the lease term. The lease contains a residual value guarantee of up to ieighty-three
percent of the total construction cost of $i499 million.
Other information related to operating leases is as follows:
Weighted-average remaining lease term (years) on operating leases
i7.49
i8.18
Weighted-average
discount rates on operating leases
i3.04
%
i3.50
%
As
the rates implicit in most of our leases are not readily determinable, we use a collateralized incremental borrowing rate based on the information available at the lease commencement date in determining the present value of future payments. We use the portfolio approach and group leases into short-, medium-, and long-term categories, applying the corresponding incremental borrowing rates to these categories.
K56
During 2021 and 2020, respectively, ROU assets obtained in exchange for new operating lease liabilities were $i57
million and $i22 million. Cash paid for amounts included in the measurement of lease liabilities was $i103
million and $i109 million in 2021 and 2020, respectively, and is included in operating cash flows.
i
Future minimum lease payments under
non-cancellable operating leases are as follows:
Net
other postretirement benefit obligations (Note 12)
i244
i306
Casualty
and other claims (Note 17)
i170
i169
Deferred
compensation
i109
i107
Other
i153
i187
Total
$
i1,879
$
i1,987
/
K58
12. iPensions
and Other Postretirement Benefits
We have both funded and unfunded defined benefit pension plans covering eligible employees. We also provide specified health care benefits to eligible retired employees; these plans can be amended or terminated at our option. Under our self-insured retiree health care plan, for those participants who are not Medicare-eligible, certain health care expenses are covered for retired employees and their dependents, reduced by any deductibles, coinsurance, and, in some cases, coverage provided under other group insurance policies. Eligible retired participants and their spouses who are Medicare-eligible are not covered under the self-insured retiree health care plan, but instead are provided with an employer-funded health reimbursement account which can be used for reimbursement of health insurance premiums or eligible out-of-pocket medical expenses.
i
Pension
and Other Postretirement Benefit Obligations and Plan Assets
Pension Benefits
Other Postretirement Benefits
2021
2020
2021
2020
($
in millions)
Change in benefit obligations:
Benefit obligation at beginning of year
$
i2,845
$
i2,588
$
i471
$
i457
Service
cost
i43
i40
i6
i6
Interest
cost
i55
i74
i7
i12
Actuarial
(gains) losses
(i13)
i294
(i29)
i35
Plan
amendment
(i2)
i—
i—
i—
Benefits
paid
(i151)
(i151)
(i38)
(i39)
Benefit
obligation at end of year
i2,777
i2,845
i417
i471
Change
in plan assets:
Fair value of plan assets at beginning of year
i2,675
i2,462
i165
i170
Actual
return on plan assets
i317
i345
i29
i21
Employer
contributions
i20
i19
i17
i13
Benefits
paid
(i151)
(i151)
(i38)
(i39)
Fair
value of plan assets at end of year
i2,861
i2,675
i173
i165
Funded
status at end of year
$
i84
$
(i170)
$
(i244)
$
(i306)
Amounts
recognized in the Consolidated Balance Sheets:
Other assets
$
i442
$
i189
$
i—
$
i—
Other
current liabilities
(i20)
(i19)
i—
i—
Other
liabilities
(i338)
(i340)
(i244)
(i306)
Net
amount recognized
$
i84
$
(i170)
$
(i244)
$
(i306)
Amounts
included in accumulated other comprehensive
loss (before tax):
Net loss
$
i666
$
i869
$
i10
$
i57
Prior
service benefit
(i2)
i—
(i202)
(i228)
/
K59
Our
accumulated benefit obligation for our defined benefit pension plans is $ii2.6/
billion at both December 31, 2021 and 2020, respectively. Our unfunded pension plans, included above, which in all cases have no assets, had projected benefit obligations of $i358 million and $i359
million at December 31, 2021 and 2020, respectively, and had accumulated benefit obligations of $i332 million and $i330
million at December 31, 2021 and 2020, respectively.
i
Pension and Other Postretirement Benefit Cost Components
2021
2020
2019
($
in millions)
Pension benefits:
Service cost
$
i43
$
i40
$
i35
Interest
cost
i55
i74
i93
Expected
return on plan assets
(i193)
(i190)
(i179)
Amortization
of net losses
i66
i51
i43
Amortization
of prior service cost
i—
i1
i1
Net
benefit
$
(i29)
$
(i24)
$
(i7)
Other
postretirement benefits:
Service cost
$
i6
$
i6
$
i6
Interest
cost
i7
i12
i17
Expected
return on plan assets
(i12)
(i14)
(i14)
Amortization
of net losses
i1
i—
i—
Amortization
of prior service benefit
(i26)
(i25)
(i24)
Net
benefit
$
(i24)
$
(i21)
$
(i15)
/
i
Other
Changes in Plan Assets and Benefit Obligations Recognized in Other Comprehensive Income
2021
Pension Benefits
Other Postretirement Benefits
($ in millions)
Net
gains arising during the year
$
(i137)
$
(i46)
Prior
service effect of plan amendment
(i2)
i—
Amortization
of net losses
(i66)
(i1)
Amortization
of prior service benefit
i—
i26
Total
recognized in other comprehensive income
$
(i205)
$
(i21)
Total
recognized in net periodic cost and other comprehensive income
$
(i234)
$
(i45)
/
Net
gains arising during the year for both pension benefits and other postretirement benefits were due primarily to higher actual returns on plan assets and increases in discount rates.
K60
The estimated net losses for the pension plans that will be amortized from accumulated other comprehensive loss into net periodic cost over the next year are $i48
million. The estimated net losses and prior service benefit for the other postretirement benefit plans that will be amortized from accumulated other comprehensive loss into net periodic benefit over the next year is $i25 million.
Pension and Other Postretirement BenefitsAssumptions
Costs
for pension and other postretirement benefits are determined based on actuarial valuations that reflect appropriate assumptions as of the measurement date, ordinarily the beginning of each year. The funded status of the plans is determined using appropriate assumptions as of each year end. iA summary of the major assumptions follows:
2021
2020
2019
Pension
funded status:
Discount rate
i2.97
%
i2.67
%
i3.38
%
Future
salary increases
i4.44
%
i4.21
%
i4.21
%
Other
postretirement benefits funded status:
Discount rate
i2.72
%
i2.27
%
i3.13
%
Pension
cost:
Discount rate - service cost
i3.14
%
i3.71
%
i4.55
%
Discount
rate - interest cost
i1.95
%
i2.92
%
i3.99
%
Return
on assets in plans
i8.00
%
i8.25
%
i8.25
%
Future
salary increases
i4.44
%
i4.21
%
i4.21
%
Other
postretirement benefits cost:
Discount rate- service cost
i2.71
%
i3.41
%
i4.39
%
Discount
rate - interest cost
i1.57
%
i2.69
%
i3.83
%
Return
on assets in plans
i7.75
%
i8.00
%
i8.00
%
Health
care trend rate
i6.00
%
i6.25
%
i6.50
%
To
determine the discount rates used to measure our benefit obligations, we utilize analyses in which the projected annual cash flows from the pension and other postretirement benefit plans were matched with yield curves based on an appropriate universe of high-quality corporate bonds. We use the results of the yield curve analyses to select the discount rates that match the payment streams of the benefits in these plans.
We use a spot rate approach to estimate the service cost and interest cost components of net periodic benefit cost for our pension and other postretirement benefit plans.
Health Care Cost Trend Assumptions
For measurement purposes at December 31, 2021, increases in the per capita cost of pre-Medicare covered
health care benefits were assumed to be i6.50% for 2022. We assume the rate will ratably decrease to an ultimate rate of i5.0%
for 2028 and remain at that level thereafter.
K61
Assumed health care cost trend rates affect the amounts reported in the financial statements. iTo illustrate, a one-percentage point change in the assumed health care
cost trend would have the following effects:
One-percentage Point
Increase
Decrease
($ in millions)
Increase (decrease) in:
Total
service and interest cost components
$
i1
$
(i1)
Postretirement
benefit obligation
i7
(i7)
Asset
Management
iEleven investment firms manage our defined benefit pension plan’s assets under investment guidelines approved by our Benefits Investment Committee that is composed of members of our management. Investments are restricted to domestic and international equity securities, domestic and international fixed income securities, and unleveraged exchange-traded options and financial futures. Limitations restrict investment concentration and use of certain derivative
investments. The target asset allocation for equity is i75% of the pension plan’s assets. Fixed income investments must consist predominantly of securities rated investment grade or higher. Equity investments must be in liquid securities listed on national exchanges. No investment is permitted in our securities (except through commingled pension trust funds).
i
Our
pension plan’s weighted-average asset allocations, by asset category, were as follows:
The
other postretirement benefit plan assets consist primarily of trust-owned variable life insurance policies with an asset allocation at December 31, 2021 of i65% in equity securities and i35%
in debt securities compared with i68% in equity securities and i32%
in debt securities at December 31, 2020. The target asset allocation for equity is between i50% and i75%
of the plan’s assets.
The plans’ assumed future returns are based principally on the asset allocations and historical returns for the plans’ asset classes determined from both actual plan returns and, over longer time periods, expected market returns for those asset classes. For 2022, we assume an i8.00% return on pension plan assets.
K62
Fair
Value of Plan Assets
The following is a description of the valuation methodologies used for pension plan assets measured at fair value.
Common stock: Shares held by the plan at year end are valued at the official closing price as defined by the exchange or at the most recent trade price of the security at the close of the active market.
Common collective trusts: The readily determinable fair value is based on the published fair value per unit of the trusts. The common collective trusts hold equity securities, fixed income securities and cash and cash equivalents.
Fixed income securities: Valued based on quotes received from independent
pricing services or at an estimated price at which a dealer would pay for the security at year end using observable market-based inputs.
Commingled funds: The readily determinable fair value is based on the published fair value per unit of the funds. The commingled funds hold equity securities.
Cash and cash equivalents: Short-term Treasury bills or notes are valued at an estimated price at which a dealer would pay for the security at year end using observable market-based inputs; money market funds are valued at the closing price reported on the active market on which the funds are traded.
i
The
following table sets forth the pension plan’s assets by valuation technique level, within the fair value hierarchy. There were no level 3 valued assets at December 31, 2021 or 2020.
The
following is a description of the valuation methodologies used for other postretirement benefit plan assets measured at fair value.
Trust-owned life insurance: Valued at our share of the net assets of trust-owned life insurance issued by a major insurance company. The underlying investments of that trust consist of a U.S. stock account and a U.S. bond account but may retain cash at times as well. The U.S. stock account and U.S. bond account are valued based on readily determinable fair values.
The other postretirement benefit plan assets consisted of trust-owned life insurance with fair values of $i173
million and $i165 million at December 31, 2021 and 2020, respectively, and are valued under level 2 of the fair value hierarchy. There were no level 1 or level 3 valued assets.
Contributions and Estimated Future Benefit Payments
In 2022, we expect to contribute approximately $i20
million to our unfunded pension plans for payments to pensioners and approximately $i34 million to our other postretirement benefit plans for retiree health and death benefits. We do not expect to contribute to our funded pension plan in 2022.
i
Benefit
payments, which reflect expected future service, as appropriate, are expected to be paid as follows:
Pension Benefits
Other
Postretirement
Benefits
($ in millions)
2022
$
i148
$
i34
2023
i148
i32
2024
i148
i31
2025
i147
i30
2026
i147
i29
Years
2027 – 2031
i738
i134
/
K64
Other
Postretirement Coverage
Under collective bargaining agreements, Norfolk Southern and certain subsidiaries participate in a multi-employer benefit plan, which provides certain postretirement health care and life insurance benefits to eligible craft employees. Premiums under this plan are expensed as incurred and totaled $i21 million in 2021, $i22
million in 2020, and $i31 million in 2019.
Section 401(k) Plans
Norfolk Southern and certain subsidiaries provide Section 401(k) savings plans for employees. Under the plans, we match a portion of employee contributions, subject to applicable limitations. Our matching contributions, recorded as an expense,
totaled $i23 million in 2021, $i21 million in 2020, and $i22
million in 2019.
13. iStock-Based Compensation
Under the stockholder-approved LTIP, the Compensation Committee (Committee), which is made up of nonemployee members of the Board, or the Chief Executive Officer (when delegated authority by such Committee), may
grant stock options, stock appreciation rights (SARs), restricted stock units (RSUs), restricted shares, performance share units (PSUs), and performance shares, up to a maximum of i104,125,000 shares of our Common Stock, of which i8,609,075
remain available for future grants as of December 31, 2021.
The number of shares remaining for issuance under the LTIP is reduced (i) by i1 for each award granted as a stock option or stock-settled SAR, or (ii) by i1.61
for an award made in the form other than a stock option or stock-settled SAR. Under the Board-approved Thoroughbred Stock Option Plan (TSOP), the Committee may grant stock options up to a maximum of i6,000,000 shares of Common Stock. We use newly issued shares to satisfy any exercises and awards under the LTIP and the TSOP.
The LTIP also permits the payment, on a current or a deferred
basis and in cash or in stock, of dividend equivalents on shares of Common Stock covered by stock options, RSUs, or PSUs in an amount commensurate with regular quarterly dividends paid on Common Stock. With respect to stock options, if employment of the participant is terminated for any reason, including retirement, disability, or death, we have no further obligation to make any dividend equivalent payments. Regarding RSUs, we have no further obligation to make any dividend equivalent payments unless employment of the participant is terminated as a result of qualifying retirement or disability. Should an employee terminate employment, they are not required to forfeit dividend equivalent payments already received. Outstanding PSUs do not receive dividend equivalent payments.
i
The
Committee granted stock options, RSUs and PSUs pursuant to the LTIP for the last three years as follows:
2021
2020
2019
Granted
Weighted-
Average Grant-Date Fair Value
Granted
Weighted- Average Grant-Date Fair Value
Granted
Weighted- Average Grant-Date Fair Value
Stock options
i42,770
$
i62.49
i43,770
$
i52.05
i47,360
$
i45.74
RSUs
i183,093
i240.09
i178,190
i210.11
i219,710
i164.47
PSUs
i50,100
i240.72
i78,830
i212.66
i102,250
i160.97
/
Recipients
of certain RSUs and PSUs pursuant to the LTIP who retire prior to October 1st will forfeit awards received in the current year. Receipt of certain LTIP awards is contingent on the recipient having executed a non-compete agreement with the company.
K65
We account for our grants of stock options, RSUs, PSUs, and dividend equivalent payments in accordance with FASB ASC 718, “Compensation - Stock Compensation.” Accordingly, all awards result in charges to net income while dividend equivalent payments, which are all related to equity classified awards, are charged to retained income. Compensation cost for the
awards is recognized on a straight-line basis over the requisite service period for the entire award. iRelated compensation costs and tax benefits during the years were:
2021
2020
2019
($
in millions)
Stock-based compensation expense
$
i54
$
i28
$
i53
Total
tax benefit
i34
i44
i37
Stock
Options
Option exercise prices will be at least the higher of (i) the average of the high and low prices at which Common Stock is traded on the grant date, or (ii) the closing price of Common Stock on the grant date. All options are subject to a vesting period of at least ione year, and the term of the option will not exceed iten
years. Holders of the options granted under the LTIP who remain actively employed receive cash dividend equivalent payments for ifour years in an amount equal to the regular quarterly dividends paid on Common Stock.
For all years, options granted under the LTIP and the TSOP may not be exercised prior to the fourth and third anniversaries of the date of grant, respectively, or if the optionee retires or dies before that anniversary date, may not be exercised before the later of one year after the grant date or the date of the optionee’s retirement or death.
The
fair value of each option awarded was measured on the date of grant using the Black-Scholes valuation model. Expected volatility is based on implied volatility from traded options on, and historical volatility of, Common Stock. Historical data is used to estimate option exercises and employee terminations within the valuation model. Historical exercise data is used to estimate the average expected option term. The average risk-free interest rate is based on the U.S. Treasury yield curve in effect at the time of grant. A dividend yield of izero
was used for the LTIP options during the vesting period. For 2021, 2020, and 2019, a dividend yield of i1.64%, i1.76%,
and i2.06%, respectively, was used for all vested LTIP options.
i
The
assumptions for the LTIP grants for the last three years are shown in the following table:
2021
2020
2019
Average
expected volatility
i26
%
i22
%
i23
%
Average
risk-free interest rate
i0.75
%
i1.47
%
i2.56
%
Average
expected option term
i7.5 years
i7.5
years
i7.2 years
/
K66
i
A
summary of changes in stock options is presented below:
The
aggregate intrinsic value of options outstanding at December 31, 2021 was $i209 million with a weighted-average remaining contractual term of i4.1
years. Of these options outstanding, i953,680 were exercisable and had an aggregate intrinsic value of $i196
million with a weighted-average exercise price of $i92.43 and a weighted-average remaining contractual term of i2.5
years.
i
The following table provides information related to options exercised for the last three years:
2021
2020
2019
($
in millions)
Options exercised
i470,632
i1,171,786
i770,597
Total
intrinsic value
$
i83
$
i144
$
i86
Cash
received upon exercise
i42
i98
i53
Related
tax benefits realized
i17
i29
i18
/
At
December 31, 2021, total unrecognized compensation related to options granted under the LTIP was $i1 million, and is expected to be recognized over a weighted-average period of approximately i2.6
years.
Restricted Stock Units
RSUs granted primarily have a iifour-year/
ratable restriction period and will be settled through the issuance of shares of Common Stock. Certain RSU grants include cash dividend equivalent payments during the restriction period in an amount equal to regular quarterly dividends paid on Common Stock.
At
December 31, 2021, total unrecognized compensation related to RSUs was $i34 million, and is expected to be recognized over a weighted-average period of approximately i2.6
years.
Performance Share Units
PSUs provide for awards based on the achievement of certain predetermined corporate performance goals at the end of a ithree-year cycle and are settled through the issuance of shares of Common Stock. All PSUs will earn out based on the achievement of performance conditions and some will also earn out based on a market condition. The market condition fair value was measured on the date of grant using a Monte Carlo simulation model.
At
December 31, 2021, total unrecognized compensation related to PSUs granted under the LTIP was $i4 million, and is expected to be recognized over a weighted-average period of approximately i1.7
years.
K68
Shares Available and Issued
i
Shares of Common Stock available for future grants and issued in connection with all features of the LTIP and the TSOP at December 31, were as follows:
2021
2020
2019
Available
for future grants:
LTIP
i8,609,075
i8,995,582
i9,294,726
TSOP
i435,867
i435,699
i434,401
Issued:
LTIP
i632,279
i1,270,208
i852,869
TSOP
i72,639
i204,102
i258,315
/
14.
iStockholders’ Equity
Common Stock
Common Stock is reported net of shares held by our consolidated subsidiaries (Treasury Shares). Treasury Shares at December 31, 2021 and 2020 amounted to ii20,320,777/,
with a cost of $ii19/ million at both dates.
Accumulated
Other Comprehensive Loss
i
The components of “Other comprehensive income (loss)” reported in the Consolidated Statements of Comprehensive Income and changes in the cumulative balances of “Accumulated other comprehensive loss” reported in the Consolidated Balance Sheets consisted of the following:
Reclassification
adjustments for costs included in net income
i20
(i5)
i15
Subtotal
i101
(i25)
i76
Other
comprehensive loss of equity investees
(i4)
i—
(i4)
Other
comprehensive income
$
i97
$
(i25)
$
i72
/
15. iStock
Repurchase Programs
We repurchased and retired i12.7 million, i7.4
million, and i11.3 million shares of Common Stock under our stock repurchase programs in 2021, 2020, and 2019, respectively, at a cost of $i3.4
billion, $i1.4 billion, and $i2.1 billion, respectively.
K70
On
September 26, 2017, our Board of Directors authorized the repurchase of up to an additional i50 million shares of Common Stock through December 31, 2022. As of December 31, 2021, i8.0 million
shares remain authorized for repurchase.
16. iEarnings Per Share
i
The
following table sets forth the calculation of basic and diluted earnings per share:
Basic
Diluted
2021
2020
2019
2021
2020
2019
($
in millions except per share amounts, shares in millions)
Net income
$
i3,005
$
i2,013
$
i2,722
$
i3,005
$
i2,013
$
i2,722
Dividend
equivalent payments
(i2)
(i3)
(i5)
i—
(i2)
i—
Income
available to common stockholders
$
i3,003
$
i2,010
$
i2,717
$
i3,005
$
i2,011
$
i2,722
Weighted-average
shares outstanding
i246.9
i255.1
i263.3
i246.9
i255.1
i263.3
Dilutive
effect of outstanding options
and share-settled awards
i1.2
i1.5
i2.3
Adjusted
weighted-average shares outstanding
i248.1
i256.6
i265.6
Earnings
per share
$
i12.16
$
i7.88
$
i10.32
$
i12.11
$
i7.84
$
i10.25
/
In
each year, dividend equivalent payments were made to holders of stock options and RSUs. For purposes of computing basic earnings per share, dividend equivalent payments made to holders of stock options and RSUs were deducted from net income to determine income available to common stockholders. For purposes of computing diluted earnings per share, we evaluate on a grant-by-grant basis those stock options and RSUs receiving dividend equivalent payments under the two-class and treasury stock methods to determine which method is more dilutive for each grant. For those grants for which the two-class method was more dilutive, net income was reduced by dividend equivalent payments to determine income available to common stockholders. There are iiino//
options excluded from the dilution calculations due to exercise prices exceeding the average market price of Common Stock for each of the years ended December 31, 2021, 2020, and 2019.
17. iCommitments and Contingencies
Lawsuits
We
and/or certain subsidiaries are defendants in numerous lawsuits and other claims relating principally to railroad operations. When we conclude that it is probable that a liability has been incurred and the amount of the liability can be reasonably estimated, it is accrued through a charge to earnings and, if material, disclosed below. While the ultimate amount of liability incurred in any of these lawsuits and claims is dependent on future developments, in our opinion, the recorded liability is adequate to cover the future payment of such liability and claims. However, the final outcome of any of these lawsuits and claims cannot be predicted with certainty, and unfavorable or unexpected outcomes could result in additional accruals that could be significant to results of operations in a particular year or quarter. Any adjustments to the recorded liability will be reflected in
earnings in the periods in which such adjustments become known. For lawsuits and other claims where a loss may be reasonably possible, but not probable, or is probable but not reasonably estimable, no accrual is established but the matter, if potentially material, is disclosed below. We routinely review relevant information with respect to our lawsuits and other claims and update our accruals, disclosures and estimates of reasonably possible loss based on such reviews.
K71
In 2007, various antitrust class actions filed against us and other Class I railroads in various Federal district courts regarding fuel surcharges were consolidated in the District of Columbia by the Judicial Panel on Multidistrict Litigation. In 2012, the court certified
the case as a class action. The defendant railroads appealed this certification, and the Court of Appeals for the District of Columbia vacated the District Court’s decision and remanded the case for further consideration. On October 10, 2017, the District Court denied class certification. The decision was upheld by the Court of Appeals on August 16, 2019. Since that decision, various individual cases have been filed in multiple jurisdictions and also consolidated in the District of Columbia. We believe the allegations in the complaints are without merit and intend to vigorously defend the cases. We do not believe the outcome of these proceedings will have a material effect on our financial position, results of operations, or liquidity.
In 2018, a lawsuit was filed against one of our subsidiaries
by the minority owner in a jointly-owned terminal railroad company in which our subsidiary has the majority ownership. The lawsuit alleged violations of various state laws and federal antitrust laws. It is reasonably possible that we could incur a loss in the case; however, we intend to vigorously defend the case and believe that we will prevail. The potential range of loss cannot be estimated at this time.
Casualty Claims
Casualty claims include employee personal injury and occupational claims as well as third-party claims, all exclusive of legal costs. To aid in valuing our personal injury liability and determining the amount to accrue with respect to such claims during the year, we utilize studies prepared by an independent consulting actuarial firm. Job-related personal injury and occupational claims are subject to FELA, which
is applicable only to railroads. The variability inherent in FELA’s fault-based tort system could result in actual costs being different from the liability recorded. While the ultimate amount of claims incurred is dependent on future developments, in our opinion, the recorded liability is adequate to cover the future payments of claims and is supported by the most recent actuarial study. In all cases, we record a liability when the expected loss for the claim is both probable and reasonably estimable.
Employee personal injury claims – The largest component of claims expense is employee personal injury costs. The independent actuarial firm we engage provides quarterly studies to aid in valuing our employee personal injury liability and estimating personal injury expense. The actuarial firm studies our historical patterns of reserving for claims and subsequent settlements,
taking into account relevant outside influences. The actuarial firm uses the results of these analyses to estimate the ultimate amount of liability. We adjust the liability quarterly based upon our assessment and the results of the study. The accuracy of our estimate of the liability is subject to inherent limitation given the difficulty of predicting future events such as jury decisions, court interpretations, or legislative changes. As a result, actual claim settlements may vary from the estimated liability recorded.
Occupational claims – Occupational claims include injuries and illnesses alleged to be caused by exposures which occur over time as opposed to injuries or illnesses caused by a specific accident or event. Types of occupational claims commonly seen allege exposure to asbestos and other claimed toxic substances resulting in respiratory diseases or cancer. Many such
claims are being asserted by former or retired employees, some of whom have not been employed in the rail industry for decades. The independent actuarial firm provides an estimate of the occupational claims liability based upon our history of claim filings, severity, payments, and other pertinent facts. The liability is dependent upon judgments we make as to the specific case reserves as well as judgments of the actuarial firm in the quarterly studies. Our estimate of ultimate loss includes a provision for those claims that have been incurred but not reported. This provision is derived by analyzing industry data and projecting our experience. We adjust the liability quarterly based upon our assessment and the results of the study. However, it is possible that the recorded liability may not be adequate to cover the future payment of claims. Adjustments to the recorded liability are reflected in operating expenses in the periods in which such adjustments become
known.
Third-party claims – We record a liability for third-party claims including those for highway crossing accidents, trespasser and other injuries, property damage, and lading damage. The actuarial firm assists us with the calculation of potential liability for third-party claims, except lading damage, based upon our experience including the number
K72
and timing of incidents, amount of payments, settlement rates, number of open claims, and legal defenses. We adjust the liability quarterly based upon our assessment and the results of the study. Given the inherent uncertainty in regard to the ultimate outcome of third-party claims, it is possible that the actual loss may differ from
the estimated liability recorded.
Environmental Matters
We are subject to various jurisdictions’ environmental laws and regulations. We record a liability where such liability or loss is probable and reasonably estimable. Environmental specialists regularly participate in ongoing evaluations of all known sites and in determining any necessary adjustments to liability estimates.
Our Consolidated Balance Sheets include liabilities for environmental exposures of $i49
million at December 31, 2021, and $i54 million at December 31, 2020, of which $ii15/
million is classified as a current liability at the end of both 2021 and 2020. At December 31, 2021, the liability represents our estimates of the probable cleanup, investigation, and remediation costs based on available information at i88 known locations and projects compared with i100
locations and projects at December 31, 2020. At December 31, 2021, isixteen sites accounted for $i36
million of the liability, and no individual site was considered to be material. We anticipate that most of this liability will be paid out over ifive years; however, some costs will be paid out over a longer period.
At ieight
locations, one or more of our subsidiaries in conjunction with a number of other parties have been identified as potentially responsible parties under the Comprehensive Environmental Response, Compensation and Liability Act of 1980 or comparable state statutes that impose joint and several liability for cleanup costs. We calculate our estimated liability for these sites based on facts and legal defenses applicable to each site and not solely on the basis of the potential for joint liability.
With respect to known environmental sites (whether identified by us or by the Environmental Protection Agency or comparable state authorities), estimates of our ultimate potential financial exposure for a given site or in the aggregate for all such sites can change over time because of the widely varying costs of currently
available cleanup techniques, unpredictable contaminant recovery and reduction rates associated with available cleanup technologies, the likely development of new cleanup technologies, the difficulty of determining in advance the nature and full extent of contamination and each potential participant’s share of any estimated loss (and that participant’s ability to bear it), and evolving statutory and regulatory standards governing liability.
The risk of incurring environmental liability for acts and omissions, past, present, and future, is inherent in the railroad business. Some of the commodities we transport, particularly those classified as hazardous materials, pose special risks that we work diligently to reduce. In addition, several of our subsidiaries own, or have owned, land used as operating property,
or which is leased and operated by others, or held for sale. Because environmental problems that are latent or undisclosed may exist on these properties, there can be no assurance that we will not incur environmental liabilities or costs with respect to one or more of them, the amount and materiality of which cannot be estimated reliably at this time. Moreover, lawsuits and claims involving these and potentially other unidentified environmental sites and matters are likely to arise from time to time. The resulting liabilities could have a significant effect on financial position, results of operations, or liquidity in a particular year or quarter.
Based on our assessment of the facts and circumstances now known, we believe we have recorded the probable and reasonably estimable costs for dealing with those environmental matters of which we are aware. Further, we believe that it is unlikely that
any known matters, either individually or in the aggregate, will have a material adverse effect on our financial position, results of operations, or liquidity.
K73
Insurance
We purchase insurance covering legal liabilities for bodily injury and property damage to third parties. This insurance provides coverage above $i75
million and below $i800 million ($i1.1
billion for specific perils) per occurrence and/or policy year. In addition, we purchase insurance covering damage to property owned by us or in our care, custody, or control. This insurance covers i87% of potential losses above $i75
million and below $i275 million per occurrence and/or policy year.
Purchase Commitments
At December 31, 2021, we had outstanding purchase commitments totaling $i916
million through 2030 for locomotives, track material, long-term service contracts, track and yard expansion projects in connection with our capital programs, freight cars and containers.
Change-In-Control Arrangements
We have compensation agreements with certain officers and key employees that become operative only upon a change in control of Norfolk Southern, as defined in those agreements. The agreements provide generally for payments based on compensation at the time of a covered individual’s involuntary or other specified termination and for certain other benefits.
Indemnifications
In a number of instances, we have
agreed to indemnify lenders for additional costs they may bear as a result of certain changes in laws or regulations applicable to their loans. Such changes may include impositions or modifications with respect to taxes, duties, reserves, liquidity, capital adequacy, special deposits, and similar requirements relating to extensions of credit by, deposits with, or the assets or liabilities of such lenders. The nature and timing of changes in laws or regulations applicable to our financings are inherently unpredictable, and therefore our exposure in connection with the foregoing indemnifications cannot be quantified. No liability has been recorded related to these indemnifications.
K74
Item
9. Changes in and Disagreements with Accountants on Accounting and Financial Disclosure
Not applicable.
Item 9A. Controls and Procedures
Disclosure Controls and Procedures
Our Chief Executive Officer and Chief Financial Officer, with the assistance of management, evaluated the effectiveness of our disclosure controls and procedures (as such term is defined in Rules 13a-15(e) and 15d-15(e) under the Securities Exchange Act of 1934, as amended (Exchange Act)) at December 31, 2021. Based on such evaluation, our officers have concluded
that, at December 31, 2021, our disclosure controls and procedures were effective to ensure that information required to be disclosed in our reports under the Exchange Act is recorded, processed, summarized, and reported, within the time period specified in the SEC’s rules and forms, and that such information is accumulated and communicated to management, including the Chief Executive Officer and the Chief Financial Officer, as appropriate, to allow timely decisions regarding required disclosure.
Management’s Annual Report on Internal Control Over Financial Reporting
We are responsible for establishing and maintaining adequate internal control over financial reporting. Our internal control over financial reporting includes those policies and procedures that pertain to our ability to
record, process, summarize, and report reliable financial data. We recognize that there are inherent limitations in the effectiveness of any internal control over financial reporting, including the possibility of human error and the circumvention or overriding of internal control. Accordingly, even effective internal control over financial reporting can provide only reasonable assurance with respect to financial statement preparation. Further, because of changes in conditions, the effectiveness of internal control over financial reporting may vary over time.
Our Board of Directors, acting through its Audit Committee, is responsible for the oversight of our accounting policies, financial reporting, and internal control. The Audit Committee of our Board of Directors is comprised of outside directors who are independent of management. The independent registered public accounting firm and our internal
auditors have full and unlimited access to the Audit Committee, with or without management, to discuss the adequacy of internal control over financial reporting, and any other matters which they believe should be brought to the attention of the Audit Committee.
We have issued a report of our assessment of internal control over financial reporting, and our independent registered public accounting firm has issued an attestation report on our internal control over financial reporting at December 31, 2021. These reports appear in Item 8 of this report on Form 10-K.
Changes in Internal Control Over Financial Reporting
During the fourth quarter of 2021, we have not identified any changes in internal control over financial reporting
that have materially affected, or are reasonably likely to materially effect, our internal control over financial reporting.
Item 9B. Other Information
None.
Item 9C. Disclosure Regarding Foreign Jurisdictions that Prevent Inspections
Item 10. Directors, Executive Officers and Corporate Governance
In accordance with General Instruction G(3), information called for by Part III, Item 10, is incorporated herein by reference from the information appearing under the caption “Election of Directors,” under the caption “Delinquent Section 16(a) Reports,” under the caption “Committees of the Board,” under the caption “Shareholder Recommendations and Nominations,”
and under the caption “The Thoroughbred Code of Ethics” in our definitive Proxy Statement for our 2022 Annual Meeting of Stockholders, which definitive Proxy Statement will be filed electronically with the SEC pursuant to Regulation 14A. The information regarding executive officers called for by Item 401 of Regulation S-K is included in Part I hereof beginning under “Information about our Executive Officers.”
Item 11. Executive Compensation
In accordance with General Instruction G(3), information called for by Part III, Item 11, is incorporated herein by reference from the information:
•under
the caption “Compensation of Directors;”
•under the caption “Compensation Discussion and Analysis,” the information appearing in the “Summary Compensation Table” and the “2021 Grants of Plan-Based Awards” table, including the narrative to such tables, the “Outstanding Equity Awards at Fiscal Year-End 2021” and “Option Exercises and Stock Vested in 2021” tables, and the tabular and narrative information appearing under the subcaptions “Retirement Benefits,”“Deferred Compensation,” and “Potential Payments Upon a Change in Control or Other Termination of Employment;” and,
•under the captions “Compensation Committee Interlocks and Insider Participation,”“Compensation Policy Risk Assessment,” and “Compensation Committee Report,”
in
each case included in our definitive Proxy Statement for our 2022 Annual Meeting of Stockholders, which definitive Proxy Statement will be filed electronically with the SEC pursuant to Regulation 14A.
K76
Item 12. Security Ownership of Certain Beneficial Owners and Management and Related Stockholder Matters
In accordance with General Instruction G(3), information on security ownership of certain beneficial owners and management called for by Part III, Item 12, is incorporated herein by reference from the
information appearing under the caption “Beneficial Ownership of Stock” in our definitive Proxy Statement for our 2022 Annual Meeting of Stockholders, which definitive Proxy Statement will be filed electronically with the SEC pursuant to Regulation 14A.
Number
of securities to be issued upon exercise of outstanding options, warrants and rights
Weighted- average exercise price of outstanding options, warrants and rights
Number of securities
remaining available
for future issuance
under equity
compensation plans(1)
(a)
(b)
(c)
Equity
compensation plans
approved by securities holders(2)
1,820,307
(3)
$
109.88
(5)
8,609,075
Equity
compensation plans
not approved by securities holders
185,552
(4)
90.35
435,867
(6)
Total
2,005,859
9,044,942
(1)Excludes
securities reflected in column (a).
(2)LTIP.
(3)Includes options, RSUs and PSUs granted under LTIP that will be settled in shares of Common Stock.
(4)TSOP.
(5)Calculated without regard to 909,964 outstanding RSUs and PSUs at December 31, 2021.
(6)Reflects shares remaining available for grant under TSOP.
Norfolk Southern Corporation Long-Term Incentive Plan
Established on June 28, 1983, and approved by our stockholders at their Annual Meeting held on
May 10, 1984, LTIP was adopted to promote the success of our company by providing an opportunity for non-employee Directors, officers, and other key employees to acquire a proprietary interest in Norfolk Southern Corporation (the Corporation). The Board of Directors amended LTIP on January 23, 2015, which amendment was approved by shareholders on May 14, 2015, to include the reservation for issuance of an additional 8,000,000 shares of authorized but unissued Common Stock.
The amended LTIP adopted a fungible share reserve ratio so that, for awards granted after May 13, 2010, the number of shares remaining for issuance under the amended LTIP will be reduced (i) by 1 for
each award granted as an option or stock-settled SAR, or (ii) by 1.61 for an award made in the form other than an option or stock-settled SAR. Any shares of Common Stock subject to options, PSUs, restricted shares, or RSUs which are not issued as Common Stock will again be available for award under LTIP after the expiration or forfeiture of an award.
K77
Non-employee Directors, officers, and other key employees residing in the U.S. or Canada are eligible for selection to receive LTIP awards. Under LTIP, the Committee, or the Corporation’s chief executive officer to the extent the Committee delegates award-making authority pursuant to LTIP, may grant incentive stock options, nonqualified stock options, SARs, RSUs, restricted shares,
PSUs and performance shares. In addition, dividend equivalent payments may be awarded for options, RSUs and PSUs. Awards under LTIP may be made subject to forfeiture under certain circumstances and the Committee may establish such other terms and conditions for the awards as provided in LTIP.
The option price is at least the higher of (i) the average of the high and low prices at which Common Stock is traded on the date of grant, or (ii) the closing price of Common Stock on the date of the grant. All options are subject to a vesting period of at least one year, and the term of the option will not exceed ten years. LTIP specifically prohibits option repricing without stockholder approval, except that adjustments may be made in the event of changes in our capital structure or Common Stock.
PSUs entitle a recipient to receive
performance-based compensation at the end of a three-year cycle based on our performance during that period. For the 2021 PSU awards, corporate performance will be based directly on return on average capital invested, with total return to stockholders serving as a modifier, and will be settled in shares of Common Stock.
RSUs are payable in cash or in shares of Common Stock at the end of a restriction period. During the restriction period, the holder of the RSUs has no beneficial ownership interest in the Common Stock represented by the RSUs and has no right to vote the shares represented by the units or to receive dividends (except for dividend equivalent payment rights that may be awarded with respect to the RSUs). The Committee at its discretion may waive the restriction period, but settlement of any RSUs will occur on the same settlement date as would have applied absent a waiver of restrictions,
if no performance goals were imposed. RSUs will be settled in shares of Common Stock.
Norfolk Southern Corporation Thoroughbred Stock Option Plan
Our Board of Directors adopted TSOP on January 26, 1999, to promote the success of our company by providing an opportunity for management employees to acquire a proprietary interest in our company and thereby to provide an additional incentive to management employees to devote their maximum efforts and skills to the advancement, betterment, and prosperity of our company and our stockholders. Under
TSOP there were 6,000,000 shares of authorized but unissued Common Stock reserved for issuance. TSOP has not been and is not required to have been approved by our stockholders.
Active full-time management employees residing in the U.S. or Canada are eligible for selection to receive TSOP awards. Under TSOP, the Committee, or the Corporation’s chief executive officer to the extent the Committee delegates award-making authority pursuant to TSOP, may grant nonqualified stock options subject to such terms and conditions as provided in TSOP.
The option price may not be less than the average of the high and low prices at which Common Stock is traded on the date of the grant. All options are subject to a vesting period of at least one year, and the term of the option will not exceed ten years. TSOP specifically prohibits repricing
without stockholder approval, except for capital adjustments.
K78
Norfolk Southern Corporation Directors’ Restricted Stock Plan
The Plan was adopted on January 1, 1994, and was designed to increase ownership of Common Stock by our non-employee Directors so as to further align their ownership interest in our company with that of our stockholders. The Plan has not been and is not required to have been approved by our stockholders.
Effective January
23, 2015, the Board amended the Plan to provide that no additional awards will be made under the Plan. Prior to that amendment, only non-employee Directors who are not and never have been employees of our company were eligible to participate in the Plan. Upon becoming a Director, each eligible Director received a one-time grant of 3,000 restricted shares of Common Stock. No additional shares may be granted under the Plan. No individual member of the Board exercised discretion concerning the eligibility of any Director or the number of shares granted.
The restriction period applicable to restricted shares granted under the Plan begins on the date of the grant and ends on the earlier of the recipient’s death or the day after the recipient ceases to be a Director by reason of disability or retirement. During
the restriction period, shares may not be sold, pledged, or otherwise encumbered. Directors forfeit the restricted shares if they cease to serve as a Director of our company for reasons other than their disability, retirement, or death.
Item 13. Certain Relationships and Related Transactions, and Director Independence
In accordance with General Instruction G(3), information called for by Part III, Item 13, is incorporated herein by reference from the information appearing under the caption “Related Persons Transactions” and under the caption “Director Independence”
in our definitive Proxy Statement for our 2022 Annual Meeting of Stockholders, which definitive Proxy Statement will be filed electronically with the SEC pursuant to Regulation 14A.
Item 14. Principal Accountant Fees and Services
Our independent registered public accounting firm is KPMG LLP, Atlanta, GA, Auditor Firm ID: i185.
In
accordance with General Instruction G(3), information called for by Part III, Item 14, is incorporated herein by reference from the information appearing under the caption “Ratification of Appointment of Independent Registered Public Accounting Firm” in our definitive Proxy Statement for our 2022 Annual Meeting of Stockholders, which definitive Proxy Statement will be filed electronically with the SEC pursuant to Regulation 14A.
Schedules
other than the one listed above are omitted either because they are not required or are inapplicable, or because the information is included in the consolidated financial statements or related notes.
Instruments Defining the Rights of Security Holders, Including Indentures:
(a)
Indenture,
dated as of January 15, 1991, from Norfolk Southern Corporation to First Trust of New York, National Association, as Trustee, is incorporated by reference to Exhibit 4.1 to Norfolk Southern Corporation’s Registration Statement on Form S-3 (No. 33-38595).
In
accordance with Item 601(b)(4)(iii) of Regulation S-K, copies of other instruments of Norfolk Southern Corporation and its subsidiaries with respect to the rights of holders of long-term debt are not filed herewith, or incorporated by reference, but will be furnished to the Commission upon request.
The following financial information from Norfolk Southern Corporation’s Annual Report on Form 10-K for the year ended December 31, 2021, formatted in Inline Extensible Business Reporting Language
(iXBRL) includes: (i) the Consolidated Statements of Income for each of the years ended December 31, 2021, 2020, and 2019; (ii) the Consolidated Statements of Comprehensive Income for each of the years ended December 31, 2021, 2020, and 2019; (iii) the Consolidated Balance Sheets at December 31, 2021 and 2020; (iv) the Consolidated Statements of Cash Flows for each of the years ended December 31, 2021, 2020, and 2019; (v) the
Consolidated Statements of Changes in Stockholders’ Equity for each of the years ended December 31, 2021, 2020, and 2019; and (vi) the Notes to Consolidated Financial Statements.
* Management contract or compensatory arrangement.
Financial statement schedules and separate financial statements specified by this Item are included in Item 15(A)2 or are otherwise not required or are not applicable.
Exhibits
23, 31, and 32 are included in copies assembled for public dissemination. All exhibits are included in the 2021 Form 10-K posted on our website at www.norfolksouthern.com under “Invest in NS” and “SEC Filings” or you may request copies by writing to:
Office of Corporate Secretary Norfolk Southern Corporation 650 West Peachtree Street NW Atlanta, Georgia30308-1925
Each person whose signature appears on the next page under SIGNATURES hereby authorizes Lorri J. Kleine and Mark R. George, or any one of them, to execute in the name of each such person, and to file, any amendments to this report, and hereby appoints Lorri J. Kleine and Mark R. George, or any one of them, as attorneys-in-fact to sign on his or her behalf, individually and in each capacity stated below, and to file, any and all amendments to this report.
SIGNATURES
Pursuant
to the requirements of Section 13 or 15(d) of the Securities Exchange Act of 1934, Norfolk Southern Corporation has duly caused this report to be signed on its behalf by the undersigned, thereunto duly authorized, on this 4th day of February, 2022.
Pursuant to the requirements of the Securities Exchange Act of 1934, this report has been signed below on this 4th day of February, 2022, by the following persons on behalf of Norfolk Southern Corporation and in the capacities indicated.
