The National Corridors Initiative, Inc.
Destination:Freedom

A Weekly North American Transportation Update

For transportation advocates and professionals, journalists,
and elected or appointed officials at all levels of government

Publisher: James P. RePass      E-Zine Editor: Molly McKay
Foreign Editor: David Beale      Webmaster: Dennis Kirkpatrick

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November 9, 2009
Vol. 10 No. 47

Copyright © 2009
NCI Inc., All Rights Reserved
Our 10th Year

Home Page: www.nationalcorridors.org

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IN THIS EDITION...   In This Edition...

  News Items…
With BNSF Purchase, Buffett Bets On Growth In Container Traffic
Buffett’s Deal Boosts CN, CP Railway Shares
  Political Lines…
Anti-Rail Transit Referendum Loses In Cincinnati
  Across The Pond…
Intercity Competition Coming Down The Tracks
 
  Selected Rail Stocks…
  Commentary….
It’s Time To Rebuild Our Passenger Railroad System
Strength In Numbers
  Editorial…
Warren Buffett And America’s Future
  Publication Notes …


NEWS OF THE WEEK... News Items...

With BNSF Purchase, Buffett Bets On Growth In Container Traffic

DF Staff From Internet Sources
[Dallas Daily News And Company Press Releases]

FORT WORTH, NOV 4 --Warren Buffet’s purchase of a large share of Burlington Northern Santa Fe (BNSF) is an “investment in America,” writes Jim Landers for the Dallas Daily News on the Internet. It’s also a bet on growth in container traffic.

On November 3, the announcement from Berkshire Hathaway and the railroad corporation resonated with optimism –

“The boards of directors of Berkshire Hathaway Inc. (NYSE: BRK.A; BRK.B) and Burlington Northern Santa Fe Corporation (BNSF; NYSE: BNI) today announced a definitive agreement for Berkshire Hathaway to acquire for $100 per share in cash and stock the remaining 77.4 percent of outstanding BNI shares not currently owned to increase its holdings to 100 percent. Based on the number of outstanding BNI shares (including shares currently owned by Berkshire) on Nov. 2, 2009, the transaction is valued at approximately $44 billion, including $10 billion of outstanding BNSF debt, making it the largest acquisition in Berkshire Hathaway history.”

“ ‘Our country’s future prosperity depends on its having an efficient and well-maintained rail system,’ said Warren E. Buffett, Berkshire Hathaway chairman and chief executive officer. ‘Conversely, America must grow and prosper for railroads to do well. Berkshire’s $34 billion investment in BNSF is a huge bet on that company, CEO Matt Rose and his team, and the railroad industry.’

If the deal closes as planned early next year, it would give Berkshire 32,000 miles of track across 28 states, largely between the Mississippi River and the Pacific Ocean. BNSF competes in the western U.S. with Union Pacific Corp., which is based in Buffett’s hometown of Omaha, Neb. The two companies are in a virtual dead heat to be the nation’s largest railroad.

BNSF rails link key West Coast container ports such as Long Beach to inland distribution hubs such as the one adjacent Fort Worth’s Alliance Airport. Moving containers from ships to trains to trucks is a network primed to pump Asian wares to American consumers when the global economy rights itself.

“ ‘Most important of all, however, it’s an all-in wager on the economic future of the United States,’ said Mr. Buffett. ‘I love these bets.’ ”

“ ‘We are thrilled to have the opportunity to become a part of the Berkshire Hathaway family,’ said Matthew K. Rose, Burlington Northern Santa Fe chairman, president and chief executive officer. ‘We admire Warren’s leadership philosophy supporting long-term investment that will allow BNSF to focus on future needs of our railroad, our customers and the U.S. transportation infrastructure. This transaction offers compelling value to our shareholders and is in the best interests of all of our constituents including our customers and employees.’ ”

BNSF Corporation is the nation’s top railroad in intermodal transportation, in which container cargoes move from ships to rail cars to trucks and back again. The nation’s biggest container ports are in Southern California, where BNSF trains load up millions of containers of Asian goods each year for inland markets like Dallas-Fort Worth.

Terrance Pohlen, director of the Center for Logistics Education and Research at the University of North Texas, said intermodal is the future.

“Looking down the road a few years, with everybody’s views on what’s likely to happen with fuel prices and congestion, intermodal is the long-term solution,” Pohlen said.

Container traffic has plunged during this Great Recession. The ports of Los Angeles and Long Beach recently reported their worst September in nine years. That’s slowed business for BNSF. A plan to build a large intermodal facility in southern Dallas to transfer cargo containers between trucks and trains was temporarily put on the shelf. Slated to be built between 2012 and 2014, Rose said. “I think it’s well beyond that.”

BNSF had bought 198 acres of land in the 6,000-acre Dallas Logistics Hub, with an option to buy another 164 acres.

Union Pacific Railroad already operates an intermodal hub at what’s called the International Inland Port of Dallas.

It’s also slowed traffic for inland ports like Hillwood Properties’ Alliance Texas north of Fort Worth, where the rail line delivers many of its containers.

But now, with this new purchase, apparently BNSF, Alliance, and Warren Buffett expect the container business to revive and keep on growing.

“It seems like it’s bottomed out, and in the long run, Alliance is in a 40-year master plan, and we are only in year 20, so there’s a lot of positive to grow,” said Steve Boecking, a vice president with Hillwood Properties.

Boecking said Alliance Texas and BNSF have an “almost symbiotic” relationship.


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Buffett’s Deal Boosts CN, CP Railway Shares

The Canadian Press On The Internet

MONTREAL, NOV 4 -- Canada’s two largest railways enjoyed a "Buffett bounce" yesterday after legendary American investor Warren Buffett announced he will pay a premium price for Burlington Northern Santa Fe.

Shares of CN Rail and Canadian Pacific jumped in early trading on news of the purchase.

Despite a slight pullback from their peaks, Canadian National’s shares closed up 85 cents, or 1.62 per cent, to $53.42, while Canadian Pacific’s shares gained $1.38, or 2.92 per cent to $48.60 in trading on the Toronto Stock Exchange.

Edward Jones analyst Dan Ortwerth said yesterday the railway industry’s appeal was buttressed by the Oracle of Omaha’s investment.

“Buffet’s move today is really a kind of validation of the positive long-term view of the rail industry that we have,” Ortwerth said.

CN Rail and Burlington National are viewed as the two best-run railways in North America, he said.

But even average railways stand to benefit in the long term as rising fuel costs give the sector a competitive advantage over the trucking industry.


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POLITICAL LINES... Political Lines...  

Anti-Rail Transit Referendum Loses In Cincinnati
Issue 9 Fails At The Polling Booth

From Internet Sources and DF Staff

CINCINNATI One of the few transit-related ballot measures before voters on election day this past 3rd of November was Issue 9 in the City of Cincinnati. Issue 9 proposed an amendment to the Cincinnati charter that would require voter approval before the city could spend money for any passenger rail transportation. Issue 9 was defeated by approximately an 8% margin.

The Scripps news service and other mainstream news media services called the defeat of Issue 9 “a failure for transit”, but in reality the defeat of the ballot measure means the city can continue to consider investment in rail transit projects without a requirement for special voter approval, just as it does with other projects and infrastructure such as roads and streets, public buildings, parks, law enforcement, utilities and social services.. The defeated ballot measure singled-out future rail transit spending and investment for new restrictions via repetitive election referendums and, as presented, could have ended up being such a major delay that any rail transit project might not move forward at all.

The text of Issue 9 is:

“Shall the Charter of the City of Cincinnati be amended to prohibit the city, and its various boards and commissions, from spending any monies for right-of-way acquisition or construction of improvements for passenger rail transportation (e.g. a trolley or streetcar) within the city limits without first submitting the question of approval of such expenditure to a vote of the electorate of the city and receiving a major affirmative vote for the same, by enacting new Article XIV?”


Photo: Cincinnati-oh.gov

Cincinnati’s Union Terminal

The case in Cincinnati came up when a number of Cincinnati government and business leaders proposed building a $200 million streetcar system linking Downtown, Over-the-Rhine and the Uptown area around the University of Cincinnati main campus.

Several civic organizations opposed the streetcar project and obtained enough signatures to the amendment on the ballot. The proposed streetcar route has generated significant controversy in the city and even some pro-transit observers question the effectiveness and benefits of the proposed streetcar route. Hamilton County voters (including the City of Cincinnati) voted in Nov. 2004 against construction of a regional light rail network that would have linked downtown Cincinnati with a number of suburban areas north and east of the city as well with suburbs south of downtown in northern Kentucky and the area's main airport located between Erlanger and Hebron, KY.

The story from Scripps continues with the pro and con arguments:

FOR:

AGAINST:

Nevertheless, there appears to be much interest in rail transit in Cincinnati. Queen City leaders who are promoting streetcar concept visited Portland, Oregon, to see first-hand how the system operates and how it has generated additional business along the route.

Federal officials have talked about high-speed rail service connecting Cincinnati, Columbus and Cleveland. Stimulus dollars could be made available for such a project. A station is planned which will be located at Cincinnati Lunken Airport.


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ACROSS THE POND... Across The Pond...  

From David Beale
NCI Foreign Correspondent
 

Intercity Competition Coming Down The Tracks

Deutsche Bahn Faces New Competitors On Inter City Routes In 2010

Via Financial Times Deutschland

Cologne (Köln), Germany - Travelers will soon have a choice between rail companies on certain heavily traveled rail lines in Germany. Two companies, SNCF of France and Berlin-based Locomore, in partnership with Pittsburgh PA based Rail Development Corporation, have filed for train paths and operating permits for long distance intercity trains in Germany.

Until now Deutsche Bahn’s competition for passenger trains has been limited mostly to regional commuter trains where the company competes for long term contracts of five to ten years against a wide variety of other rail companies to provide exclusive services on certain commuter and regional rail lines to various state and local governments in Germany. The exception is an intercity train service operated by Veolia subsidiary Interconnex between Leipzig and Rostock via Berlin. The Interconnex route is not head-to-head competition for DB, as the Interconnex connection operates with regional trains which perhaps are cheaper but also are significantly slower than the intercity services operated by DB along this route.

SNCF’s German subsidiary Keolis filed for intercity train operations along a route extending from Strasbourg France to Hamburg via Karlsruhe, Cologne, Munster and Bremen. The company already operates commuter rail services in several parts of the German state of North Rhein Westphalia (NRW). Keolis plans to operate the route with locomotive-hauled rolling stock made surplus in France by additional deployments of new TGV trains.

Separately Berlin-based Locomore GmbH, with backing from USA based Rail Development Corporation, filed to operate services as well along the Cologne-Hamburg route in the second half of 2010. The company plans to offer three daily trips in each direction initially. The company plans future passenger train services between Hamburg and Stuttgart as well as between Berlin and Cologne, although the train paths and slots for these routes have yet to be secured. Locomore’s chairman Derek Ladewig stated that the company is confident it will obtain slots from DB’s infrastructure division DB Netz: “this company is built for the long term”.

All of this new competition on long distance routes is a direct result of EU law that opens up access of national rail systems to intercity passenger rail competition from other rail companies as of June 2010. Rail freight is already open access, and Deutsche Bahn already faces numerous smaller rail freight competitors operating across Germany and into neighboring countries on the German rail network. DB likewise has purchased rail freight operators in Great Britain, France, Spain and Poland in order to compete in those markets. Deutsche Bahn managers have hinted in the past that the railroad would be interested in competing against Eurostar on the Brussels – London corridor via the Channel Tunnel.


Photo: David Beale

All tracks lead to competition – an ICE-3 International train set pulls out of Düsseldorf’s main train station heading for Amsterdam as an IC locomotive-hauled train (on the right side of the photo) from Kassel and Paderborn approaches the station in May 2009. Düsseldorf is one of several large German cities which is slated to be served by the two new intercity passenger train operators.

The newly announced intrusion of SNCF into the German domestic intercity rail market resulted in some tense words from DB’s senior vice president of passenger operations, Ulrich Homburg: “This is war. And in war there are no winners. This will become a bloody battle that will leave some deep scars.” He indicated that the company may escalate their concerns to German Chancellor Angela Merkel for follow-up discussions with her French counterpart, President Nicholas Sarkozy.

Separately Eurostar, which operates high speed passenger trains between London and Brussels and well as London and Paris is looking at acquiring new trains to offer services to Holland. Air France/KLM continue to look at the rail network in France, Belgium, Holland and western Germany as a possible alternative to offer connecting services to their passengers departing or landing in their Paris CDG and Amsterdam Schiphol airport hubs.


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STOCKS...  Selected Rail Stocks...

Source: MarketWatch.com

   This
Week
Previous
Week
Burlington Northern & Santa Fe(BNI)97.2376.12
Canadian National (CNI)51.6148.00
Canadian Pacific (CP)46.7243.11
CSX (CSX)47.6942.34
Genessee & Wyoming (GWR)31.6329.01
Kansas City Southern (KSU)27.9324.23
Norfolk Southern (NSC)52.0746.73
Providence & Worcester (PWX)11.3311.30
Union Pacific (UNP)62.3655.56


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COMMENTARY... Commentary...  

It’s Time To Rebuild Our Passenger Railroad System

By James Howard Kunstler, Chelsea Green Publishing
Posted On November 4, 2009, Printed On November 7, 2009
http://www.alternet.org/story/143716/

This Article Was Forwarded To NCI By Howard Harding
Who Has Provided Many Interesting News Items For Destination: Freedom.

(Editor’s note: I have heard James Howard Kunstler speak in person and have read several of his books. The opening line of the speech I heard was “Our rail system would embarrass the Bulgarians!!!!”

With humor and passion, Kunstler is way out front in delivering the story of America’s tragic predicament after decades of auto-centric growth.)

The following is from the foreword of Waiting on a Train: The Embattled Future of Passenger Rail Service by James McCommons (Chelsea Green, 2009).

 

The world economic fiasco, which I call “The Long Emergency,” may be speeding us into a future of permanent nostalgia in which anything that is not of the present time looks good.

I say this to avert any accusations that I am trafficking in sentimentality where the subject of railroads is concerned. For the moment, any suggestion that a railroad revival in America might be a good thing is generally greeted as laughable for reasons ranging from the incompetence of Amtrak, to the sprawling layout of our suburbs, to our immense investment in cars, trucks and highways -- motoring culture now overshadowing all other aspects of our national identity.

This said, I will hazard to engage in a personal sentimental journey to the memory bank of my many adventures on trains, starting with the best: my yearly journey from New York City to summer camp in New Hampshire, which I repeated for several years beginning in 1959.

Apart from my delirious joy at getting out of the city for two whole summer months, the trip itself was magical. The camp rented two Pullman sleeper cars. They smelled deliciously of machine oil and freshly washed linens and were air-conditioned to arctic levels of temperature. Whatever wasn’t luxuriously plush was polished to a high sheen, including a lot of chrome and brass.

We departed from Pennsylvania Station about 9 p.m. for the overnight trip. Most of us stayed awake until the wee hours, terrorizing the porter with our water guns, visiting in each others’ berths (sharing troves of Zagnut bars, Raisinets and sometimes even booze filched from our parents’ liquor cabinets) and watching the cavalcade of the New England landscape scroll through the window in the moonlight, past the tobacco-growing sheds of the Connecticut River valley, the ghostly switching yards and the quiet streets of nameless small towns. Eventually, the rocking train lulled most of us to an hour of sleep.

We pulled into our destination, White River Junction, Vt., near the crack of dawn, and then we bleary little insomniacs were stuffed into an old U.S. Army-surplus troop truck for the last leg of the journey across the river to New Hampshire -- then a wonderfully backward corner of the country with no interstate highways and lots of men with beards.

The reverse trip home at the end of August was fun, too, in the same way, except for our tragic fate of having to return to the rigors of school.

I rode the Long Island Railroad commuter line a lot in the 1960s because I lived in Manhattan with my mom and stepfather and was exported on Saturdays twice a month to visit my father in the suburbs.

While it became routine, it was never dull watching the endless lumpenprole precincts of Queens County, with their unimaginably dreary asphalt-shingled shoebox houses, numberless auto scrap yards and chaotic shopping boulevards of colorful folks from foreign lands.

I often rode back Monday mornings with my father, along with a thousand other identical men in suits and hats. Up until 1963, the great old Pennsylvania Station still existed, and one rose out of the transportation bowels of the city with those ranks of suited and hat-wearing executives like a conquering legion through a set of triumphant vaults to the great global engine that was New York in the postwar decades.

Train service went straight to hell by the late ‘60s. In college, I took the old New York Central from Rochester to New York City a few times, but by then the rolling stock had developed the ambience of a lavatory, with trash everywhere and the upholstery rotting and odoriferous men snoring across the rows of seats.

There were mysterious delays all along the way. The old Beaux Arts train stations in Syracuse and Albany had not yet been turned into banks, but you could no longer buy so much as a stick of gum in them. The inducement to drive, instead, on the brand-spanking-new New York State Thruway, was huge.

By the mid-1970s, American passenger rail, in near total disarray, fell under the baleful sway of Conrail and Amtrak, both apparently created on a Soviet management model, with an extra overlay of Murphy’s Law to insure maximum entropy of service.

In 1974, I took the San Francisco Zephyr from New York to Oakland, Calif. It was, of course, uncomfortable, filthy and cold, with worn-out rolling stock, iffy linens and onboard food consisting of mystery-meat sandwiches prepared solely in a “Radar Range.”

The most remarkable thing about this journey was how we managed to avoid anything scenic. The initial run was overnight from New York to Chicago in the November darkness. In Chicago, we had such a long layover -- all day, really -- that I was able to tour the Art Institute, the Field Museum and even take in a movie before we resumed our journey on a different train.

We rolled through Iowa and Nebraska all night, and I woke up somewhere along the bleak prairie outside of Denver. In that city, we parked on a siding near a stockyard all day long for reasons never explained and departed at dusk for the leg through the Rockies.

Things finally got interesting the next morning in Sparks, Nev., when we entered the Sierra, but the Radar Range cuisine had introduced some malign flora into my guts, and I spent most of that final leg in the bathroom.

Since then, train travel in the United States has become a pretty bare-bones affair. Amtrak has become the laughingstock of the world. Most Americans now living have never even been passengers on a train -- for them it’s as outmoded as the stagecoach.

The final three-decade blowout of the cheap fossil-fuel fiesta led to the supremacy of the automobile and the fabulous network of highways that provided so much employment and so many real-estate development opportunities. This is all rather unfortunate because we are on the verge of experiencing one of the sharpest discontinuities in human history.

We’re heading into a permanent global oil crisis. It is going to change the terms of everyday life very starkly. We will be a far less affluent nation than we were in the 20th century. The automobile is now set to become a diminishing presence in our lives. We will not have the resources to maintain the highways that made Happy Motoring so normal and universal.

The sheer prospect of permanent energy-resource problems has, in my view, been the prime culprit behind the cratering of our financial system for the simple reason that reduced energy “inputs” lead inexorably to the broad loss of capacity to service debt at all levels: personal, corporate, government. It’s quite a massive problem, and it’s not going away anytime soon, which is why I call it “The Long Emergency.”

There are many additional pieces to it, including very troubling prospects for agriculture, for commerce, manufacturing -- really for all the “normal” activities of daily life in an “advanced” civilization.

I think we’re going to need trains again desperately. Among the systems in trouble (and headed for more, very soon) is commercial aviation. In my opinion, the airline industry as we know it will cease to exist in five years.

Combine this with the threats to our car culture -- including resumed high fuel costs and the equal probability of scarcities and shortages, along with falling incomes and lost access to credit -- and you have a continental-sized nation that nobody can travel around.

Rebuilding the nation’s passenger railroad has got to be put at the top of our priority list. We had a system not so long ago that was the envy of the world; now we have service that the Bulgarians would be ashamed of.

The tracks are still lying out there rusting in the rain, waiting to be fixed. The job doesn’t require the reinvention of anything -- we already know how to do it. Rebuilding the system would put scores of thousands of people to work at meaningful jobs at all levels. The fact that we’re barely talking about it shows what an unserious people we have become.

Rebuilding the American passenger-railroad system has an additional urgent objective: We need a doable project that can build our confidence and sense of collective purpose in facing all the other extraordinary challenges posed by the long emergency -- especially rebuilding local networks of commerce and re-localizing agriculture.

There’s been a lot of talk about “hope” in our politics lately. Real hope is generated among people who are confident in their abilities to contend with the circumstances that reality sends their way, proving to themselves that they are competent and able to respond intelligently to the imperatives of their time.

We are, in effect, our own generators of hope. Rebuilding the American railroad system is an excellent place to start recovering our sense of purpose.

Read more of James Howard Kunstler’s work at www.Kunstler.com


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Strength In Numbers

By Kevin Brubaker, Deputy Director
Environmental Law & Policy Center (
www.elpc.org)
Used By Permission

[ Publisher’s note: the following was written by Kevin Brubaker of Chicago’s Environmental Law & Policy Center, one of the savviest policy analysts in America, and a long time advocate and tireless worker for better rail service. We could not have said this better ourselves, because even though we have the word “corridors” in our name, we fully support the notion that whatever gets built needs to be part of an integrated transportation system, and not be stand-alone, one-off experiment. The Northeast Corridor works because it is fed by, and helps feed, hundreds of different transit lines, both bus and rail, as well as the airline system. ]

 

As America embarks on its first investment in passenger rail in decades, it is important to remember that the strength of our transportation system lies not in single corridors, but in networks. The less reliant we are on a single corridor or mode, the stronger our transportation system.

Thus, when critics of high-speed rail point to the small portion of Americans who will use a particular train, they are missing the point.

Many components of America’s transportation infrastructure with local and regional, if not national, significance carry only a small percentage of regional travelers or trips:

Nobody would seriously suggest that any of these pieces of transportation infrastructure is “wasteful” because it serves such a small portion of its potential users. Let’s not let critics go unchallenged in saying the same about rail investments.


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EDITORIAL... Editorial...  

Warren Buffett And America’s Future

By James P. RePass, Publisher, Destination: Freedom
And President & CEO, The National Corridors Initiative

At a time when so much of America is in the very slough of economic despond, wandering somewhere between Destruction and the pathway out, it was heartening to learn this week that the legendary investor Warren Buffett was making a $34 billion bet on America’s future, by buying up control of the Burlington Northern Santa Fe Railroad, one of the nation’s largest railroads and, by most accounts, its best-run, under the stewardship of its Chairman Matt Rose.

Buffett, one of the most successful businessmen in the history of Planet Earth, made his fortune by acquiring good but undervalued companies with already strong management teams, like BNSF, and then allowing those teams to keep running what they had built up --- but now with the backing of Buffett’s, or more properly his investment vehicle Berkshire Hathaway’s, many billions in assets.

They also get the benefit of Warren Buffett’s halo effect. Because his track record is so incredibly strong, his very act of involvement with a company is enough to boost its fortunes, and make its future success more likely, because Buffett’s involvement makes a statement that “this company is special.”

But there is another benefit to Mr. Buffett’s acquisition of BNSF. It is an endorsement and acknowledgement of the importance of infrastructure in the fate of the economy, at a time when there is a very public debate in America about the wisdom of government spending to boost that infrastructure: President Obama has committed billions to infrastructure, while the opposition has decried that as wasteful spending, demanding tax cuts instead. By investing in BNSF, Buffett has signaled that his bet is on infrastructure, and that Obama’s stimulus program is beginning to work.

The fate of our economy, indeed of our nation, depends to a very great degree upon our confidence that the future will be better than the present. With 10% unemployment, millions losing their homes, and a rapacious banking segment that has repaid its taxpayer-funded bailout by continuing to gouge and foreclose, gouge and foreclose, confidence is in short supply. Congress needs to step in, and act now to repeal the bankruptcy laws the bankers re-wrote a couple of years ago to guarantee their own sorry hides while making irresponsible lending bets backed by fake insurance policies, and then foreclosing on the people they preyed upon. That’s a subject for another day, but we hope Chris Dodd is listening…

It may therefore seem an odd time to praise a billionaire for his acquisition of yet another company, when so many of our friends and neighbors around us are in pain and in want, and are looking to next week’s mortgage payment, or tomorrow’s meal, with anxiety and trepidation, but it is not. Warren Buffett has given away most of his personal money to a foundation, so he is not acquiring BNSF for personal aggrandizement. He’s been there, done that. He clearly does love what he does for a living, and is clearly good at it, but he seems well beyond the “greed is good” ethos of Wall Street. So we do like this acquisition, for all of the above reasons, and for one other: Warren Buffett proves that there is such a thing as ethical capitalism, and that it is possible to do well for yourself by doing the right thing. That’s the kind of example America needs to see more of in its business community, and less of the manipulative, financial fakery of Wall Street, perpetrated, sadly enough, by so many graduates of the Harvard Business School. Perhaps they should go back to school. In Omaha.

Good luck, Warren, and good luck, Matt. May the tide of your fortunes rise --- along with those of the rest of us! --- and may this Winter of our discontent be made into a glorious Summer, once again.


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END NOTES...  Publication Notes...

Copyright © 2009 National Corridors Initiative, Inc. as a compilation work and original content. Permission is granted to reproduce content provided acknowledgements to NCI are given. Return links to the NCI web site are encouraged and appreciated. Color Name Courtesy of Doug Alexander. Content reproduced by NCI remain the copyrights of the original publishers.

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