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1012620_13_item7_p47_s0
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1012620_12_item7_p30_s0
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1012620_13_item7_p66_s0
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1012620_13_item7_p48_s0
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1012620_12_item7_p35_s0
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While changes in foreign currency exchange rates can have a material impact on our operating revenues and operating expenses, they should not have a material impact on our operating ratio.
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1012620_13_item7_p72_s0
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1012620_12_item7_p39_s16
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Net gain on sale of assets was $5.7 million in the year ended December 31, 2011 , compared with $6.4 million in the year ended December 31, 2010 .
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Net (gain)/loss on sale and impairment of assets was $5.7 million in the year ended December 31, 2011 , compared with $6.4 million in the year ended December 31, 2010 .
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1012620_13_item7_p57_s2
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1012620_12_item7_p44_s2
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The $52.0 million increase in freight revenues consisted of an increase of $45.0 million from existing operations and $7.0 million from new operations.
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The $24.0 million increase in freight revenues consisted of an increase of $2.9 million from existing operations and $21.1 million from new operations.
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1012620_13_item7_p47_s0
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1012620_13_item7_p66_s0
|
1012620_12_item7_p50_s0
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1012620_13_item7_p43_s0
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1012620_12_item7_p53_s0
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1012620_13_item7_p63_s0
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1012620_12_item7_p53_s0
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The following information discusses the significant changes in freight revenues by commodity group from existing operations.
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1012620_13_item7_p83_s12
|
1012620_12_item7_p59_s6
|
Of the $36.8 million for 2011 , $25.6 million was due to a reduction in accounts payable and accrued expenses and $12.3 million was due to an increase in accounts receivable driven by an increase in business in 2011.
|
Of the $36.8 million change in working capital for 2011 , $25.6 million was due to a reduction in accounts payable and accrued expenses and $12.3 million was due to an increase in accounts receivable driven by an increase in business in 2011.
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1012620_13_item7_p84_s1
|
1012620_12_item7_p60_s1
|
For 2011 , primary drivers of cash used in investing activities from continuing operations were $178.7 million of cash used for capital expenditures, including $78.2 million for the investment in new Australian locomotives and wagons and $89.9 million of net cash paid for acquisitions, partially offset by $22.6 million in cash received from grants from outside parties and $9.5 million in cash proceeds from the sale of property and equipment.
|
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1012620_13_item7_p84_s2
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1012620_12_item7_p60_s1
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|
For 2011 , primary drivers of cash used in investing activities from continuing operations were $178.7 million of cash used for capital expenditures, including $78.2 million for Australia new business investments, and $89.9 million in net cash paid for acquisitions, primarily related to the acquisition of AZER, partially offset by $22.6 million in cash received from grants from outside parties and $9.5 million in proceeds from the disposition of property and equipment.
| 2 |
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1012620_13_item7_p86_s6
|
1012620_12_item7_p61_s0
|
Cash Repatriation At December 31, 2011, we had cash and cash equivalents totaling $27.3 million , of which $13.0 million was held in our foreign subsidiaries.
|
At December 31, 2012 , we had cash and cash equivalents totaling $64.8 million , of which $33.6 million was held in our foreign subsidiaries.
| 2 |
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1012620_13_item7_p93_s1
|
1012620_12_item7_p65_s2
|
The Credit Agreement allows for borrowings in United States dollars, Australian dollars, Canadian dollars and Euros.
|
The Prior Credit Agreement allowed for borrowings in United States dollars, Australian dollars, Canadian dollars and Euros.
| 2 |
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1012620_13_item7_p23_s0
|
1012620_12_item7_p6_s2
|
In addition, we operate the Tarcoola to Darwin rail line, which links the Port of Darwin to the Australian interstate rail network in South Australia.
|
As a result of the acquisition, GWA North is now the concessionaire and operator of the approximately 1,400-mile Tarcoola to Darwin rail line, which links the Port of Darwin to the Australian interstate rail network in South Australia.
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1012620_13_item7_p22_s3
|
1012620_12_item7_p73_s0
|
In 2010, as part of the FreightLink Acquisition, we assumed debt with a carrying value of A $1.8 million (or $1.7 million at the exchange rate on December 1, 2010), which represented the fair value of an A $50.0 million (or $51.0 million at the exchange rate on December 31, 2011) non-interest bearing loan due in 2054 .
|
In addition, as part of the acquisition, we assumed debt with a carrying value of A$1.8 million (or $1.7 million at the exchange rate on December 1, 2010), which represented the fair value of an A$50.0 million (or $48.2 million at the exchange rate on December 1, 2010) non-interest bearing loan due in 2054 .
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1012620_13_item7_p72_s12
|
1012620_12_item7_p7_s3
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Income from continuing operations in the year ended December 31, 2011 was $119.5 million , compared with income from continuing operations of $78.7 million in the year ended December 31, 2010 .
|
Income and Earnings Per Share from Continuing Operations Income from continuing operations, net of tax, in the year ended December 31, 2011 was $119.5 million , compared with income from continuing operations, net of tax, of $78.7 million in the year ended December 31, 2010 .
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1012620_13_item7_p113_s1
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1012620_12_item7_p88_s0
|
year programs, which substantially upgrade the bridge s capacity to carry increased loading and/or to allow for a carrying speed beyond the original or existing capacity of the bridge, are capitalized.
|
For example, costs incurred to modify a railroad bridge, either through individual projects or pre-established multi-year programs, which substantially upgrade the bridge s capacity to carry increased loads and/or to allow for a carrying speed beyond the original or existing capacity of the bridge, are capitalized.
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1012620_14_item7_p0_s1
|
1012620_13_item7_p0_s1
|
We have led the railroad industry in safety for the past four years and our goal for 2013 is continuous improvement in safety and a consolidated injury frequency ratio of 0.45 reportable injuries per 200,000 man hours.
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We have led the railroad industry in safety for the past five years and our goal for 2014 is an injury frequency ratio of 0.45 reportable injuries per 200,000 man hours.
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1012620_14_item7_p102_s3
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1012620_13_item7_p106_s2
|
(5) Includes estimated casualty obligations of $13.6 million , deferred compensation of $8.5 million , locomotive parts purchase obligations of $4.5 million and certain other long-term liabilities of $1.8 million .
|
(5) Includes estimated casualty obligations of $11.4 million , deferred compensation of $11.2 million and certain other long-term liabilities of $8.8 million .
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1012620_14_item7_p106_s0
|
1012620_13_item7_p110_s0
|
We account for businesses we acquire using the acquisition method of accounting.
|
Business Combinations We account for businesses we acquire using the acquisition method of accounting.
| 2 |
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1012620_14_item7_p117_s6
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1012620_13_item7_p126_s6
|
RailAmerica's primary liability policies currently have self-insured retentions of up to $1.0 million per occurrence as of December 28, 2012, and prior self-insured retentions have been as high as $4.0 million per occurrence.
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Our primary liability policies currently have self-insured retentions of up to $1.0 million per occurrence.
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1012620_14_item7_p117_s10
|
1012620_13_item7_p127_s0
|
Our property damage policies currently have various self-insured retentions, which vary based on type and location of the incident, of up to $1.0 million .
|
Our property damage policies currently have various self-insured retentions, which vary based on type and location of the incident, of up to $1.0 million per occurrence except in Australia where our self-insurance retention for property damage due to a cyclone or flood is A$2.5 million .
| 2 |
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1012620_14_item7_p117_s6
|
1012620_13_item7_p127_s1
|
RailAmerica's primary property damage policies currently have self-insured retentions of up to $1.5 million per occurrence.
|
Our primary liability policies currently have self-insured retentions of up to $1.0 million per occurrence.
| 2 |
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1012620_14_item7_p129_s1
|
1012620_13_item7_p137_s2
|
Recently Issued Accounting Standards See Note 23 to our Consolidated Financial Statements included elsewhere in this Annual Report.
|
Recently Issued Accounting Standards See Note 20 , Recently Issued Accounting Standards , to our Consolidated Financial Statements included elsewhere in this Annual Report.
| 2 |
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1012620_14_item7_p24_s2
|
1012620_13_item7_p15_s1
|
The results from CCH s operations have been included in our statement of operations effective July 1, 2012 and are included in our North American European Operations segment.
|
The results from HAL s operations have been included in our consolidated statements of operations since January 1, 2012 and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p25_s4
|
1012620_13_item7_p15_s1
|
The results from CCH s operations have been included in our statement of operations effective July 1, 2012 and are included in our North American European Operations segment.
|
The results from AZER s operations have been included in our consolidated statements of operations since September 1, 2011, and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p22_s1
|
1012620_13_item7_p17_s2
|
The results from HAL s operations have been included in our statement of operations since January 1, 2012 and are included in our North American European Operations segment.
|
The results from CCH s operations have been included in our consolidated statements of operations since July 1, 2012 and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p25_s4
|
1012620_13_item7_p17_s2
|
The results from HAL s operations have been included in our statement of operations since January 1, 2012 and are included in our North American European Operations segment.
|
The results from AZER s operations have been included in our consolidated statements of operations since September 1, 2011, and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p22_s1
|
1012620_13_item7_p18_s4
|
The results from AZER s operations have been included in our statement of operations since September 1, 2011 and are included in our North American European Operations segment.
|
The results from CCH s operations have been included in our consolidated statements of operations since July 1, 2012 and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p24_s2
|
1012620_13_item7_p18_s4
|
The results from AZER s operations have been included in our statement of operations since September 1, 2011 and are included in our North American European Operations segment.
|
The results from HAL s operations have been included in our consolidated statements of operations since January 1, 2012 and are included in our North American European Operations segment.
| 2 |
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1012620_14_item7_p32_s0
|
1012620_13_item7_p20_s0
|
In July 2012, GWA announced that it had expanded two existing rail haulage contracts with Arrium Limited (formerly OneSteel) to transport an additional 2.7 million tons per year of export iron ore in South Australia.
|
Australia Arrium Limited: In July 2012, our subsidiary, Genesee Wyoming Australia Pty Ltd (GWA), announced that it had expanded two existing rail haulage contracts with Arrium Limited (formerly OneSteel) to transport additional export iron ore in South Australia.
| 2 |
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1012620_14_item7_p33_s1
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1012620_13_item7_p21_s1
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We completed the purchase of the Alice Springs intermodal and freight terminal in June 2012 for A$9.0 million (or $9.2 million at the exchange rate on June 30, 2012 ) plus A$0.5 million (or $0.6 million at the exchange rate on June 30, 2012 ) tax liability for stamp duty (an Australian asset transfer tax).
|
GWA completed the purchase of the Alice Springs intermodal and freight terminal in June 2012 for A$9.0 million (or $9.2 million at the exchange rate on June 30, 2012 ) plus A$0.5 million (or $0.6 million at the exchange rate on June 30, 2012 ) tax liability for stamp duty (an Australian asset transfer tax).
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1012620_14_item7_p93_s0
|
1012620_13_item7_p22_s3
|
In addition, as part of the acquisition, we assumed debt with a carrying value of A$1.8 million (or $1.7 million at the exchange rate on December 1, 2010), which represented the fair value of an A$50.0 million (or $48.2 million at the exchange rate on December 1, 2010) non-interest bearing loan due in 2054 .
|
In 2010, as part of the acquisition of FreightLink, we assumed debt with a carrying value of A $1.8 million (or $1.7 million at the exchange rate on December 1, 2010), which represented the fair value of an A $50.0 million (or $48.2 million at the exchange rate on December 1, 2010) non-interest bearing loan due in 2054 .
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1012620_14_item7_p3_s1
|
1012620_13_item7_p23_s0
|
As a result of the acquisition, GWA North is now the concessionaire and operator of the approximately 1,400-mile Tarcoola to Darwin rail line, which links the Port of Darwin to the Australian interstate rail network in South Australia.
|
In addition, we operate the Tarcoola to Darwin rail line, which links the Port of Darwin to the Australian interstate rail network in South Australia.
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1012620_14_item7_p27_s0
|
1012620_13_item7_p32_s0
|
Purchase Price Allocation We accounted for the RailAmerica, AZER and FreightLink acquisitions using the acquisition method of accounting under U.S. GAAP.
|
Determination of Fair Value We accounted for the RailAmerica and AZER acquisitions using the acquisition method of accounting under U.S. GAAP.
| 2 |
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1012620_14_item7_p41_s0
|
1012620_13_item7_p47_s0
|
The following information discusses the significant changes in non-freight revenues from existing operations.
|
The following information discusses the significant changes in freight revenues from existing operations by commodity group.
| 2 |
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1012620_14_item7_p61_s0
|
1012620_13_item7_p47_s0
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The following information discusses the significant changes in non-freight revenues from existing operations.
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The following information discusses the significant changes in freight revenues by commodity group from existing operations.
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1012620_14_item7_p1_s3
|
1012620_13_item7_p4_s0
|
In addition to the integration of the RailAmerica acquisition, we will continue to work on a number of potential projects located across the geographic markets in which we currently operate.
|
We continue to work on a number of potential projects located across the geographic markets in which we currently operate.
| 2 |
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1012620_14_item7_p48_s12
|
1012620_13_item7_p50_s13
|
The decrease was primarily due to the sale of our fuel-sales business in the township of Cook, South Australia in the third quarter of 2012.
|
The decrease was primarily due to the sale of our third-party fuel-sales business in South Australia in the third quarter of 2012.
| 2 |
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1012620_14_item7_p56_s9
|
1012620_13_item7_p50_s13
|
The decrease was primarily due to the sale of our fuel-sales business in the township of Cook, South Australia in the third quarter of 2012.
|
The $11.5 million decrease in fuel sales to third parties was primarily due to the sale of our fuel-sales business in South Australia in the third quarter of 2012.
| 2 |
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1012620_14_item7_p69_s1
|
1012620_13_item7_p50_s13
|
The decrease was primarily due to the sale of our fuel-sales business in the township of Cook, South Australia in the third quarter of 2012.
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The decrease was primarily due to the sale of our third-party fuel-sales business South Australia in the third quarter of 2012.
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1012620_14_item7_p69_s2
|
1012620_13_item7_p51_s0
|
Net (gain)/loss on sale and impairment of assets was $11.2 million in the year ended December 31, 2012 , compared with $5.7 million in the year ended December 31, 2011 .
|
Net gain on sale of assets was $11.2 million in the year ended December 31, 2012 , compared with $5.7 million in the year ended December 31, 2011 .
| 2 |
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1012620_14_item7_p69_s7
|
1012620_13_item7_p51_s5
|
The increase was primarily attributable to an increase in trackage rights and property tax expenses and $1.3 million from new operations.
|
The increase was primarily attributable to an increase in property tax expenses and $0.9 million from new operations.
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1012620_14_item7_p53_s3
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1012620_13_item7_p53_s5
|
See Note 10 to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract and Note 24 to our Consolidated Financial Statements included elsewhere in this Annual Report for details regarding the conversion of the Series A-1 Preferred Stock.
|
See Note 10 , Derivative Financial Instruments , to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract.
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1012620_14_item7_p71_s2
|
1012620_13_item7_p53_s5
|
See Note 10 to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract and Note 24 to our Consolidated Financial Statements included elsewhere in this Annual Report for details regarding the conversion of the Series A-1 Preferred Stock.
|
See Note 10 , Derivative Financial Instruments , to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract and Note 4 , Earnings Per Common Share , to our Consolidated Financial Statements included elsewhere in this Annual Report for details regarding the conversion of the Preferred Stock.
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1012620_14_item7_p8_s5
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1012620_13_item7_p53_s5
|
See Note 10 to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract and Note 24 to our Consolidated Financial Statements included elsewhere in this Annual Report for details regarding the conversion of the Series A-1 Preferred Stock.
|
See Note 10 , Derivative Financial Instruments , to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract.
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1012620_14_item7_p53_s5
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1012620_13_item7_p54_s3
|
The increase in the effective income tax rate for the year ended December 31, 2012 was primarily attributable to the expiration of the Short Line Tax Credit on December 31, 2011.
|
The decrease in the effective income tax rate for the year ended December 31, 2013 as compared with the year ended December 31, 2012 was primarily attributable to the renewal of the United States Short Line Tax Credit through December 31, 2013.
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1012620_14_item7_p8_s7
|
1012620_13_item7_p54_s3
|
The increase in the effective income tax rate for the year ended December 31, 2012 was primarily attributable to the expiration of the Short Line Tax Credit on December 31, 2011.
|
The decrease in the effective income tax rate for the year ended December 31, 2013 as compared with the year ended December 31, 2012 was primarily attributable to the renewal of the United States Short Line Tax Credit through December 31, 2013.
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1012620_14_item7_p2_s0
|
1012620_13_item7_p5_s1
|
In addition, we expect with the expanded rail footprint provided by the RailAmerica acquisition, we will increase our industrial development focus with the goal of adding new customers and/or facilities to our railroads.
|
In the United States, with the expanded rail footprint provided by the RailAmerica acquisition, our industrial development is focused on the goal of adding new customers and/or facilities to our railroads.
| 2 |
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1012620_14_item7_p42_s2
|
1012620_13_item7_p63_s8
|
The increase in average freight revenues per carload included a benefit of $4.4 million due to the appreciation of the Australian and Canadian dollars relative to the United States dollar.
|
The decrease in average freight revenues per carload included a 3.9%, or $2.4 million, negative impact due to the depreciation of the Australian and Canadian dollars relative to the United States dollar.
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1012620_14_item7_p43_s17
|
1012620_13_item7_p63_s8
|
The increase in average freight revenues per carload included a benefit of $4.4 million due to the appreciation of the Australian and Canadian dollars relative to the United States dollar.
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The decrease in average freight revenues per carload included a 7.3%, or $6.7 million, negative impact due to the depreciation of the Australian and Canadian dollars relative to the United States dollar.
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1012620_14_item7_p42_s2
|
1012620_13_item7_p64_s2
|
The increase in average freight revenues per carload included a benefit of $1.5 million due to the appreciation of the Australian and Canadian dollars relative to the United States dollar.
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The decrease in average freight revenues per carload included a 3.9%, or $2.4 million, negative impact due to the depreciation of the Australian and Canadian dollars relative to the United States dollar.
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1012620_14_item7_p43_s17
|
1012620_13_item7_p64_s2
|
The increase in average freight revenues per carload included a benefit of $1.5 million due to the appreciation of the Australian and Canadian dollars relative to the United States dollar.
|
The decrease in average freight revenues per carload included a 7.3%, or $6.7 million, negative impact due to the depreciation of the Australian and Canadian dollars relative to the United States dollar.
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1012620_14_item7_p41_s0
|
1012620_13_item7_p66_s0
|
The following information discusses the significant changes in non-freight revenues from existing operations.
|
The following information discusses the significant changes in freight revenues from existing operations by commodity group.
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1012620_14_item7_p61_s0
|
1012620_13_item7_p66_s0
|
The following information discusses the significant changes in non-freight revenues from existing operations.
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The following information discusses the significant changes in freight revenues by commodity group from existing operations.
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1012620_14_item7_p46_s0
|
1012620_13_item7_p68_s0
|
While changes in foreign currency exchange rates can have a material impact on our operating revenues and operating expenses, they should not have a material impact on our operating ratio.
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Changes in foreign currency exchange rates can have a material impact on our operating revenues and operating expenses.
| 2 |
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1012620_14_item7_p66_s0
|
1012620_13_item7_p68_s0
|
While changes in foreign currency exchange rates can have a material impact on our operating revenues and operating expenses, they should not have a material impact on our operating ratio.
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1012620_14_item7_p48_s5
|
1012620_13_item7_p71_s0
|
Purchased services expense, which consists of the costs of services provided by outside contractors for repairs and maintenance of track property, locomotives, freight cars and other equipment as well as contract labor costs for crewing and drayage services, was $78.7 million in the year ended December 31, 2011 , compared with $52.1 million in the year ended December 31, 2010 , an increase of $26.6 million , or 51.1% .
|
Purchased services expense, which consists of the costs of services provided by outside contractors for repairs and maintenance of track property, locomotives, freight cars and other equipment as well as contract labor costs for crewing services, was $120.9 million in the year ended December 31, 2013 , compared with $80.6 million in the year ended December 31, 2012 , an increase of $40.3 million , or 50.0% .
| 2 |
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1012620_14_item7_p49_s3
|
1012620_13_item7_p71_s5
|
The increase was attributable to $10.3 million from new operations and a $5.0 million increase from existing operations.
|
The increase was attributable to $47.3 million from new operations, including $19.3 million from Atlas, and a $5.7 million increase from existing operations.
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1012620_14_item7_p75_s2
|
1012620_13_item7_p75_s2
|
The $52.0 million increase in freight revenues consisted of an increase of $45.0 million from existing operations and $7.0 million from new operations.
|
The $24.0 million increase in freight revenues consisted of an increase of $2.9 million from existing operations and $21.1 million from new operations.
| 2 |
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1012620_14_item7_p39_s3
|
1012620_13_item7_p78_s4
|
All remaining traffic decreased by a net 146 carloads.
|
All remaining traffic decreased by a net 37 carloads.
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1012620_14_item7_p20_s0
|
1012620_13_item7_p7_s0
|
RailAmerica, owned and operated 45 short line freight railroads in North America with approximately 7,100 miles of track in 28 U.S. states and three Canadian provinces as of the acquisition date.
|
Headquartered in Jacksonville, Florida with approximately 2,000 employees, RailAmerica owned and operated 45 short line freight railroads in North America with approximately 7,100 miles of track in 28 U.S. states and three Canadian provinces as of the October 1, 2012 acquisition date.
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1012620_14_item7_p8_s1
|
1012620_13_item7_p7_s2
|
Excluding the impact of the significant items listed in the table below of $77.3 million that primarily relate to the RailAmerica acquisition for the year ended December 31, 2012 and significant items listed in the table below of $13.9 million for the year ended December 31, 2011 , net income in the year ended December 31, 2012 would have been $129.7 million , compared with net income of $105.6 million in the year ended December 31, 2011 .
|
Excluding the impact of the significant items listed in the table below of $30.1 million for the year ended December 31, 2013 and $77.3 million for the year ended December 31, 2012 , net income in the year ended December 31, 2013 would have been $242.0 million , compared with net income of $129.7 million in the year ended December 31, 2012 .
| 2 |
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1012620_13_item7_p7_s3
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Our diluted earnings per share (EPS) from continuing operations attributable to our common stockholders in the year ended December 31, 2012 were $1.02 with 51.3 million weighted average shares outstanding, compared with diluted EPS from continuing operations attributable to our common stockholders of $2.79 with 42.8 million weighted average shares outstanding in the year ended December 31, 2011 .
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Our diluted EPS in the year ended December 31, 2012 were $1.02 with 51.3 million weighted average shares outstanding, compared with diluted EPS in the year ended December 31, 2011 of $2.79 with 42.8 million weighted average shares outstanding.
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1012620_13_item7_p7_s3
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1012620_13_item7_p82_s0
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Dividends on the Series A-1 Preferred Stock are cumulative and payable quarterly in arrears in an amount equal to 5.00% per annum of the issuance price per share.
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Dividends on the Preferred Stock were cumulative and payable quarterly in arrears in an amount equal to 5.00% per annum of the issuance price per share.
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1012620_14_item7_p81_s3
|
1012620_13_item7_p83_s1
|
The Series A-1 Preferred Stock was also convertible into the relevant number of shares of Class A common stock on the second anniversary of the date of issuance, subject to the satisfaction of certain conditions.
|
The Preferred Stock was also mandatorily convertible into the relevant number of shares of Class A common stock on the second anniversary of the date of issuance, subject to the satisfaction of certain conditions.
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1012620_14_item7_p75_s22
|
1012620_13_item7_p83_s11
|
The $30.1 million reduction in accounts payable and accrued expenses included $9.1 million associated with the settlement of a cross-currency swap that matured in December 2012 and $6.3 million in net cash payments related to the December 2011 Edith River derailment.
|
Of the $30.9 million change in working capital for 2012 , $30.1 million was due to a reduction in accounts payable and accrued expenses, which included $9.1 million associated with the settlement of a cross-currency swap that matured in December 2012 and $6.3 million in net cash payments related to the December 2011 Edith River derailment.
| 2 |
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1012620_14_item7_p87_s1
|
1012620_13_item7_p89_s1
|
Under the New Credit Agreement we must have an interest coverage ratio of at least 3.50 to 1.00 as of the last day of any fiscal quarter.
|
Under the Credit Agreement, we may not have an interest coverage ratio less than 3.50 to 1.00 as of the last day of any fiscal quarter.
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1012620_14_item7_p89_s4
|
1012620_13_item7_p93_s0
|
Australian term loan and a C $23.6 million ( $25.0 million at the July 29, 2011 exchange rate) Canadian term loan.
|
The Prior Credit Agreement included a $425.0 million revolving credit facility, a $200.0 million United States term loan, an A$92.2 million ( $100.0 million at the July 29, 2011 exchange rate) Australian term loan and a C $23.6 million ( $25.0 million at the July 29, 2011 exchange rate) Canadian term loan.
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1012620_15_item7_p124_s1
|
1012620_14_item7_p113_s1
|
When factors indicate that an asset should be evaluated for possible impairment, we use an estimate of the related undiscounted future cash flows over the remaining life of such asset in measuring whether or not impairment has occurred.
|
When factors indicate that an asset or asset group may not be recoverable, we use an estimate of the related undiscounted future cash flows over the remaining life of such asset or asset group in measuring whether or not impairment has occurred.
| 2 |
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1012620_15_item7_p126_s0
|
1012620_14_item7_p115_s0
|
Grants from Outside Parties Grants from outside parties are recorded as long-term liabilities and are amortized as a reduction to depreciation expense over the same period during which the associated assets are depreciated.
|
Grants from Outside Parties Grants from outside parties are recorded as deferred revenue within deferred items - grants from outside parties, and are amortized as a reduction to depreciation expense over the same period during which the associated assets are depreciated.
| 2 |
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1012620_15_item7_p134_s1
|
1012620_14_item7_p119_s4
|
The fair value of each option grant is estimated on the date of grant using the Black-Scholes pricing model and straight-line amortization of compensation expense is recorded over the requisite service period of the grant.
|
The grant date fair value of performance-based restricted stock units is estimated on the date of grant using the Monte Carlo simulation model and straight-line amortization of compensation expense is recorded over the requisite service period of the grant.
| 2 |
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1012620_15_item7_p136_s0
|
1012620_14_item7_p120_s2
|
The assumption for the volatility of the stock is based on a combination of historical and implied volatility.
|
Volatility is based on a combination of historical and implied volatility.
| 2 |
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1012620_15_item7_p137_s5
|
1012620_14_item7_p122_s3
|
The total income tax benefit recognized in the consolidated statement of operations for equity awards, including the benefit recognized from the acceleration of equity awards related to the integration of RailAmerica, was $5.3 million for the year ended December 31, 2013 .
|
The total income tax benefit recognized in the consolidated statement of operations for stock-based awards was $5.3 million for the year ended December 31, 2013 .
| 2 |
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1012620_15_item7_p137_s8
|
1012620_14_item7_p122_s6
|
The total income tax benefit recognized in the consolidated statement of operations for equity awards, including the benefit recognized from the acceleration of equity awards related to the integration of RailAmerica, was $4.5 million for the year ended December 31, 2012 .
|
The total income tax benefit recognized in the consolidated statement of operations for stock-based awards was $4.5 million for the year ended December 31, 2012 .
| 2 |
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1012620_15_item7_p137_s3
|
1012620_14_item7_p122_s7
|
For the year ended December 31, 2011 , compensation cost from equity awards was $7.7 million .
|
For the year ended December 31, 2013 , compensation cost from stock-based awards was $11.7 million .
| 2 |
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1012620_15_item7_p137_s6
|
1012620_14_item7_p122_s7
|
For the year ended December 31, 2011 , compensation cost from equity awards was $7.7 million .
|
For the year ended December 31, 2012 , compensation cost from stock-based awards was $7.9 million .
| 2 |
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1012620_15_item7_p137_s2
|
1012620_14_item7_p122_s8
|
The total income tax benefit recognized in the consolidated statement of operations for equity awards was $2.6 million for the year ended December 31, 2011 .
|
The total income tax benefit recognized in the consolidated statement of operations for stock-based awards was $4.4 million for the year ended December 31, 2014 .
| 2 |
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1012620_15_item7_p137_s5
|
1012620_14_item7_p122_s8
|
The total income tax benefit recognized in the consolidated statement of operations for equity awards was $2.6 million for the year ended December 31, 2011 .
|
The total income tax benefit recognized in the consolidated statement of operations for stock-based awards was $5.3 million for the year ended December 31, 2013 .
| 2 |
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1012620_15_item7_p137_s8
|
1012620_14_item7_p122_s8
|
The total income tax benefit recognized in the consolidated statement of operations for equity awards was $2.6 million for the year ended December 31, 2011 .
|
The total income tax benefit recognized in the consolidated statement of operations for stock-based awards was $4.5 million for the year ended December 31, 2012 .
| 2 |
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1012620_15_item7_p11_s3
|
1012620_14_item7_p14_s3
|
All remaining traffic increased by a net 12,563 carloads.
|
All remaining traffic increased by a net 440 carloads.
| 2 |
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1012620_15_item7_p33_s3
|
1012620_14_item7_p14_s3
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All remaining traffic increased by a net 12,563 carloads.
|
All remaining traffic increased by a net 440 carloads.
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1012620_15_item7_p48_s4
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1012620_14_item7_p19_s2
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On February 13, 2013, we exercised our option to convert all of the outstanding Series A-1 Preferred Stock into 5,984,232 shares of our Class A common stock.
|
On February 13, 2013, we converted all of our outstanding Series A-1 Preferred Stock into 5,984,232 shares of our Class A Common Stock.
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1012620_15_item7_p68_s2
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1012620_14_item7_p19_s2
|
On February 13, 2013, we exercised our option to convert all of the outstanding Series A-1 Preferred Stock into 5,984,232 shares of our Class A common stock.
|
On February 13, 2013, we exercised our option to convert all of the outstanding Preferred Stock issued to Carlyle in conjunction with the RailAmerica acquisition into 5,984,232 shares of our Class A Common Stock.
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1012620_15_item7_p83_s13
|
1012620_14_item7_p19_s2
|
On February 13, 2013, we exercised our option to convert all of the outstanding Series A-1 Preferred Stock into 5,984,232 shares of our Class A common stock.
|
On February 13, 2013, we exercised our option to convert all of the outstanding Preferred Stock issued to Carlyle into 5,984,232 shares of our Class A Common Stock.
| 2 |
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1012620_15_item7_p15_s1
|
1012620_14_item7_p27_s0
|
Determination of Fair Value We accounted for the RailAmerica and AZER acquisitions using the acquisition method of accounting under U.S. GAAP.
|
We accounted for the acquisition as a business combination using the acquisition method of accounting under U.S. GAAP.
| 2 |
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1012620_15_item7_p20_s1
|
1012620_14_item7_p27_s0
|
Determination of Fair Value We accounted for the RailAmerica and AZER acquisitions using the acquisition method of accounting under U.S. GAAP.
|
We accounted for the RailAmerica acquisition using the acquisition method of accounting under U.S. GAAP.
| 2 |
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1012620_15_item7_p28_s1
|
1012620_14_item7_p34_s1
|
In August 2012, we announced that our newly formed subsidiary, KeRail Inc. (KeRail), entered into a long-term agreement with Tata Steel Minerals Canada Ltd. (TSMC), for KeRail to provide rail transportation services to the direct shipping iron ore mine TSMC is developing near Schefferville, Quebec in the Labrador Trough (the Mine).
|
In August 2012, we announced that our newly formed subsidiary, K rail Inc. (K rail), entered into a long-term agreement with Tata Steel Minerals Canada Ltd. (TSMC), for K rail to provide rail transportation services to the direct shipping iron ore mine TSMC is developing near Schefferville, Quebec in the Labrador Trough (the Mine).
| 2 |
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1012620_15_item7_p29_s0
|
1012620_14_item7_p34_s3
|
Operated as part of our Canada Region, KeRail is expected to haul unit trains of iron ore from its rail connection with the Mine, which will then travel over three privately owned railways to the Port of Sept- les for export primarily to Tata Steel Limited's European operations.
|
Operated as part of our Canada Region, K rail hauls unit trains of iron ore from its rail connection with the Mine, and then travels over three privately owned railways to the Port of Sept- les for export primarily to Tata Steel Limited's European operations.
| 2 |
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1012620_15_item7_p33_s8
|
1012620_14_item7_p40_s4
|
Average freight revenues per carload were also positively impacted by the changes in the mix of customers within certain commodity groups, primarily metallic ores.
|
Average freight revenues per carload were also negatively impacted by the changes in mix of customers within certain commodity groups, primarily other commodity group traffic and waste traffic.
| 2 |
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1012620_15_item7_p36_s9
|
1012620_14_item7_p43_s6
|
The carload increase was primarily due to increased shipments in the northeastern and southern United States.
|
The carload increase was primarily due to increased shipments of steel in the United States.
| 2 |
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1012620_15_item7_p61_s0
|
1012620_14_item7_p45_s1
|
The increase was attributable to $150.5 million from new operations, including construction revenues of $41.7 million from Atlas, a rail construction business acquired in the RailAmerica acquisition, partially offset by a decrease of $9.0 million from existing operations.
|
Total non-freight revenues in the year ended December 31, 2013 included $150.5 million from new operations, including construction revenues of $41.7 million from Atlas, a rail construction business acquired in the RailAmerica acquisition, which were partially offset by a decrease of $9.3 million from non-freight revenues from existing operations compared with the year ended December 31, 2012 .
| 2 |
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1012620_15_item7_p65_s11
|
1012620_14_item7_p48_s12
|
The decrease was primarily due to the sale of our third-party fuel-sales business in South Australia in the third quarter of 2012.
|
The decrease in cost of diesel fuel sold to third parties was primarily due to the sale of our third-party fuel-sales business in South Australia in the third quarter of 2012.
| 2 |
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1012620_15_item7_p19_s4
|
1012620_14_item7_p52_s0
|
On February 13, 2013, we exercised our option to convert all of the outstanding Preferred Stock issued to Carlyle in conjunction with the RailAmerica acquisition into 5,984,232 shares of our Class A common stock.
|
On February 13, 2013, we exercised our option to convert all of the outstanding Series A-1 Preferred Stock into 5,984,232 shares of our Class A Common Stock.
| 2 |
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1012620_15_item7_p45_s9
|
1012620_14_item7_p53_s3
|
See Note 10 , Derivative Financial Instruments , to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the contingent forward sale contract.
|
See Note 10 , Derivative Financial Instruments , to our Consolidated Financial Statements included elsewhere in this Annual Report for further details on the repayment and termination of our cross-currency swap agreements.
| 2 |
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1012620_15_item7_p65_s11
|
1012620_14_item7_p56_s9
|
The $11.5 million decrease in fuel sales to third parties was primarily due to the sale of our fuel-sales business in South Australia in the third quarter of 2012.
|
The decrease in cost of diesel fuel sold to third parties was primarily due to the sale of our third-party fuel-sales business in South Australia in the third quarter of 2012.
| 2 |
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