Canadian National Railway Research Articles

Canadian National Railway Co.

AbstractRail Transport (MIC: 15.5 SIC: 4011 NAIC: 482111)Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid‐America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, MN/Superior, WI, Green Bay, WI, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, MS, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive.

Canadian National Railway Co.

AbstractRail Transport (MIC: 15.5 SIC: 011 NAIC: 82111)Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid‐America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, Minnesota/Superior, Wisconsin, Green Bay, Wisconsin, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, Mississippi, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive.

Ethnic Factors in One Company

The purpose of this research project was to visualize the impact of ethnic factors within Canadian National Railways Company. Attention was particularly focused on possible discrimination. Here are presented the research results which seem to be of general interest bearing on such issues as education, language, mobility, promotion, and discrimination.

Canadian National Railway Co.

AbstractRail Transport (MIC: 15.5 SIC: 4011 NAIC:482111)Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid‐America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, Minnesota/Superior, Wisconsin, Green Bay, Wisconsin, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, Mississippi, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive.

Canadian National Railway Co.

Mergent's Dividend AchieversVolume 2, Issue 2 p. 324-324 Canadian Company Report Canadian National Railway Co.† First published: 22 April 2005 https://doi.org/10.1002/div.2493 † Contact: : David G. A. McLean — Chmn. Address: : 935 de La Gauchetiere Street West, Montreal Web Site: : www.cn.ca AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Abstract Rail Transport (MIC: 15.5 SIC: 011 NAIC: 82111) Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid-America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, Minnesota/Superior, Wisconsin, Green Bay, Wisconsin, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, Mississippi, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive. Volume2, Issue2Spring 2005Pages 324-324 RelatedInformation

Canadian National Railway Co.

AbstractRail Transport (MIC: 15.5 SIC: 4011 NAIC:482111)Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid‐America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, Minnesota/Superior, Wisconsin, Green Bay, Wisconsin, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, Mississippi, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive.

Canadian National Railway Co.

AbstractRail Transport (MIC: 15.5 SIC: 4011 NAIC:482111)Canadian National Railway is engaged in the rail transportation business. Co. spans Canada and mid‐America, from the Atlantic and Pacific oceans to the Gulf of Mexico, serving the ports of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans and Mobile, Alabama, and the cities of Toronto, Buffalo, Chicago, Detroit, Duluth, Minnesota/Superior, Wisconsin, Green Bay, Wisconsin, Minneapolis/St. Paul, Memphis, St. Louis and Jackson, Mississippi, with connections to all points in North America. Co.'s movement of goods includes petroleum and chemicals, grain and fertilizers, coal, metals and minerals, forest products, intermodal and automotive.

The deployment of accounting‐related rhetoric in the prelude to a privatization

This paper addresses the discursive struggle surrounding the privatization of Canadian National Railway (CN). It analyses aspects of the way in which accounting language, concepts and information were deployed by Paul Tellier, CEO of CN in the two and a half years prior to the formal announcement, in February 1995, that the Canadian Government intended to privatize CN. Particular focus is applied to the text of Tellier's articles in CN's monthly internal employee newspaper. The paper highlights the potential for accounting to be implicated in constructing a “privatization mentality” and in persuading employees to accept a change in organizational orientation and culture. The study finds that the language and technical features of accounting were exploited in the prelude to privatization to help sustain the economic wisdom of a privatization decision.

Canadian National Railway Experience with 136-lb Thick Web Rail Switch Points

In 1999, Canadian National Railway was the first Class 1 railroad to move away from switch points with reinforcing straps and introduce the use of thick web rail into all its 136-lb turnouts. A review of the history of reinforcing straps on switch points in North America indicates that this is an obsolete practice carried on unnecessarily. The moment of inertia of a 136-lb thick web rail is nearly 2.5 greater than that of the European Zu1-60 asymmetrical thick web section, which has performed so well in tangential geometry turnouts in North America. The advantages of adopting the 136-lb thick web rail section as a standard for use in switch points is one of economy, primarily related to the labor savings in the fabrication of the switch point.

Rail Mergers, Trade, and Federal Regulation in the United States and Canada

Federal rail regulation in the United States and Canada is strongly centralized. The Burlington Northern Santa Fe and the Canadian National railways' 1999 merger application called the existing rules into question. In the United States, the Surface Transportation Board ordered a 15-month moratorium and produced stricter rules. In Canada, the BNSF/CN application coincided with a major review of federal transportation policy. Among the recommendations was a new merger review process. This article surveys the relevant legislation, the effects of NAFTA on rail traffic, conflicts between rail carriers and shippers, and the two governments' treatment of market forces. In determinations of the public interest, the article concludes, states and provinces are interested parties among many. Copyright 2002, Oxford University Press.

Confessions of an Ethnographer: Reflections on Fieldwork with Graffiti Writers in Montreal

Tonight, jumped over a fence dividing city from federally owned Canadian National railway property. It took me longer than it would have any writer. They're used to it. I'm not. Still, managed to pull myself over the 6-foot steel fence, complete with barbed wire and positioned slightly at an angle that made it difficult for me to rest my feet and lower body on the fence while pulled myself up with my arms. had to rely on my upper-body strength--of which don't have much--and haul myself over to reach the other side. Not an easy job. imagined for a moment what it could be like trying to run from the cops. walked on and along the railroad tracks with my guide, a local writer, who mindfully pointed out sections of various freight trains stationed along the strip that showed graffiti. saw trains punctuated with tags, others with throw-ups, still others with beautifully executed pieces.(2) As usual, the on the freights all listed from where they came: Santa Fe, Chicago, Vancouver, Montreal. After taking snapshots and discussing a few of the most stylistically meaningful pieces, we slowly made our way out of the site. It was then that my guide suddenly said: I don't believe jumped a fence with Louise Gauthier tonight. He had first seen me on CBC television's City Beat in the role of graffiti expert. He saw me as an authority on and respected me for it. respected him because, being a writer, he knew more about the practice of than did.As with the other writers came to know, issues of gender, age, education and class worked themselves through our relations with one another. sometimes had the sense of being perceived as the matriarch of graffiti--given my age, sex and educational background. ended up studying the activities of young men, who were very different from me. Nevertheless, they let me in and felt privileged that they allowed me to be a temporary insider. When could do something to help them out, did: reclaim a camera from a police station which had been kept following a graffiti-related arrest; work out some of the logistics needed to successfully put on events; share photographs of had taken during trips to other cities; discuss with them what it means to write.Figure 1 [Not Transcribed]In the field, slowly developed relationships with writers. worked particularly closely with a small number of them. This helped me develop a better understanding of who they are, and at the same time made me see more clearly who am. While many would have felt threatened by some of these young men most people see as deviants, criminals, or freaks, felt safe and accepted. And this despite the fact that some (and therefore most likely all) knew about my personal life: queer. Some of them followed me through my separation with my partner of five years, though they never pried into the matter or asked questions. walked and talked with the writers both alone and in groups, visited desolate places with them both during the day and late at night, and wandered in areas most people try to avoid. Some of them knew my former partner and during our relationship included her in activities and conversations, and treated her with respect. Despite my queerness, or maybe because of it, we were able to develop warm relationships, devoid of sexual tension, and in some cases discussed gender roles, love and commitments. In this respect, became one of the boys.During a recent press conference at Montreal City Hall that served to officially launch the city's new zero-tolerance plan with regard to the practice and presence of in the metropolitan area, recall being both upset and unsure about the kind of impact this plan would have on the writing community. was already witnessing fragmentation within the community and feared that this kind of effort would dismantle whatever bond had been created among writers, and between writers and myself. …

STB HALTS ALL RAIL MERGERS

The Surface Transportation Board's (STB) 15-month moratorium on railroad mergers has temporarily set aside concerns over the combination of Burlington Northern Santa Fe Corp. (BNSF) and Canadian National Railway (CN) and its impact on chemical manufacturers and other shippers (C&EN, March 27, page 11). However, the debate that the merger proposal triggered about competition and possible service disruptions—like those experienced during the Union Pacific (UP) merger and later with the Conrail split-up—may last until only two major rail systems span North America. STB will spend the next 15 months re-examining the dogma that it and its predecessor, the Interstate Commerce Commission, have looked to for guidance since the Staggers Rail Act, the law that deregulated the rail industry, was passed in 1980. Although the fiscal well-being of the railroads has been its top priority over the past two decades, STB may have to rethink its emphasis now that larger, more powerful railroads have outgrown the ...

Concessions should precede rail merger, CMA says

Chemical companies have suffered long enough from disrupted service and elevated shipping rates due to relentless railroad consolidation, the Chemical Manufacturers Association says. It has therefore decided to oppose the merger between Burlington Northern Sante Fe railway (BNSF) and Canadian National Railway (CN), announced Dec. 20,1999, unless certain concessions are made. Combined, BNSF and CN have routes that cover about 50,000 miles, employ about 67,000 people, and generate revenues of $12.5 billion. The merger, according to BNSF, would create North America's largest railroad. CMA isn't alone in its opposition to the merger. Many shippers, regulators, legislators, and even rival railroads going through their own consolidations have warned that the BNSF-CN deal may just prolong service problems. The chemical industry, CMA points out, hasn't gotten a break in recent years from problems associated with frequent railroad mergers. The industry's difficulties began with the 1980 deregulation of the rail in...

A Branch-First, Cut-Second Approach for Locomotive Assignment

The problem of assigning locomotives to trains consists of selecting the types and number of engines that minimize the fixed and operational locomotive costs resulting from providing sufficient power to pull trains on fixed schedules. The force required to pull a train is often expressed in terms of horsepower and tonnage requirements rather than in terms of number of engines. This complicates the solution process of the integer programming formulation and usually creates a large integrality gap. Furthermore, the solution of the linearly relaxed problem is strongly fractional. To obtain integer solutions, we propose a novel branch-and-cut approach. The core of the method consists of branching decisions that define on one branch the projection of the problem on a low-dimensional subspace. There, the facets of the polyhedron describing a restricted constraint set can be easily derived. We call this approach branch-first, cut-second. We first derive facets when at most two types of engines are used. We then extend the branching rule to cases involving additional locomotive types. We have conducted computational experiments using actual data from the Canadian National railway company. Simulated test-problems involving two or more locomotive types were solved over 1-, 2-, and 3-day rolling horizons. The cuts were successful in reducing the average integrality gap by 52% for the two-type case and by 34% when more than 25 types were used. Furthermore, the branch-first, cut-second approach was instrumental in improving the best known solution for an almost 2,000-leg weekly problem involving 26 locomotive types. It reduced the number of locomotives by 11, or 1.1%, at an equivalent savings of $3,000,000 per unit. Additional tests on different weekly data produced almost identical results.

Railway rehabilitation geotextiles

Geotextiles were introduced into North American railway tracks in the 1970s based on non-railway proven applications so as to correct some of the major track support problems. Failures soon resulted. These failures were studied by examining both the track conditions and the change in the properties of the exhumed geotextiles at different time intervals. Soil fouling content, change in permeability ratio, change in geotextile strength and the like geotextile properties were examined. The study established a railway rehabilitation geotextile's primary functions/properties as separation, drainage, filtration, abrasion resistance and elongation. From the study a track rehabilitation geotextile and installation specification was established for use in North American tracks. After several years geotextiles manufactured and installed in accordance with the recommendations were exhumed. The performance of these installations were found to be satisfactory and have continued to be installed since early 1981 on Canadian National Railway's Maritime Region and other railway companies tracks. In conclusion, it is evident that correctly installed geotextiles meeting the final specification are able to give satisfactory performance in track rehabilitation applications and are able to be cost effective.

Shear Strength of Douglas Fir Timber Bridge Ties

Tests on 480 240- × 290-mm (nominal 10- × 12-in.) bridge ties, both old and new, indicate that the characteristic strengths for shear given in most North American codes of practice seem to be unduly conservative. As a result of this test program, it is suggested that design requirements for shear in timber codes of practice be revised to reflect more correctly the structural behavior of the material, using concepts such as the weakest link principle and fracture mechanics considerations. The test program also clearly demonstrates that in many cases the allowable shear capacity can be doubled by using an overhang equal to the beam depth. The research indicates a savings on paper of over Can$200 million for the Canadian National Railway Company if the recommendations presented in this research are followed instead of those in the current Canadian Standards Association design code (086.1, 1994), the American Railway Engineering and Maintenance of Way Association’s manual of recommended practice, or other typical North American codes of practice.

From TCA to Air Canada: The Political Patterns of a Future Prime Minister

On March 3, 1964, in its first legislative act since opening of session, Canada's House of Commons gave unanimous approval to private member's bill that proposed to change name of Trans-Canada Lines (TCA), government-owned airline, to Air (1) TCA had been formed by another act of Parliament in 1937 as subsidiary of Canadian National Railways. Its inaugural routes were flown with just pair of planes. From that pioneering era until change in corporate name, company had been known in English as Trans-Canada. In French, it was Les lignes aeriennes Trans-Canada, moniker that one author admitted made unwieldy mouthful.... (2) Newspapers of day portrayed switch to Air as an unexpected development and a surprise move. (3) Whether anticipated or not, though, proposal flew through Commons in 40 minutes with all-party support. thus escaped the remorseless slaughter of private members' motions and public bills in House debate and, instead, became one of rare exceptions to be enacted into Canadian law. (4) An Interesting Example On surface, TCA bill represented little that was novel: almost identical legislation had appeared on Order Paper not once but twice before, during each of previous two sessions of Parliament. In interim, French-speaking members from several parties had argued repeatedly in favor of incorporating name for national air carrier that was intelligible in their language; successive ministers of transport were nagged in Question Periods to make change. Moreover, airline itself had already begun using designation Air unofficially in advertising to Francophone communities, as well as in some of its international operations. (5) In many respects, bill merely hastened realization of what was probably inevitable, if somewhat delayed. More noteworthy for discussion of contemporary politics and policy in Canada is that member who moved second reading of this measure was Liberal backbencher from Quebec who, at thirty years of age, had spent less than eleven months in House. It was interesting example of what effect lone MP can have..., he later reflected on action. (6) His name, by way, was Jean Chretien. (7) After more than three decades, he has advanced to engage greater challenges, including leadership of Liberal party and of Canada. A Lifetime of Lessons As young M.P., Chretien tutored himself in arcane conduct of private members' business, what probably most prominent contemporary student of Parliament's procedures has labelled essentially relic from bygone days at Westminster. (8) In process, neophyte learned how to do basic work of lawmaking. He discovered value of selecting issues to which public accorded some symbolic weight. He learned how to navigate toward popular position through wash of potential controversy. He saw how to use partisan program to shape opinion in his own caucus while his appealing personality sealed friendships that extended across party lines. He appreciated how practical reasoning can defuse opposition. He learned importance of championing good cause, but he did not forget how to count votes. This paper is less contribution to history of aviation in Canada than it is attempt to chronicle early stage in political education of future prime minister. In course of changing name of TCA to Canada, Jean Chretien gathered lifetime of lessons in science and art of federal politics. Much of pattern that editorial commentators today identify as Chretien's unique public and personal style can be traced at least as far into past as this initial legislative success. Its effects, one could maintain, have been lasting. After all, Jean Chretien is simply too perceptive politician not to understand what motivates his success, or to doubt that nothing succeeds quite like it. …

The Economics of Canadian National Railway v. Norsk Pacific Steamship (The Jervis Crown)

The Economics of Canadian National Railway v. Norsk Pacific Steamship (The Jervis Crown)

Public Enterprise as an Expression of Sovereignty: Reconsidering the Origin of Canadian National Railways

AbstractRailway nationalization, the anvil on which national public enterprise was hammered together between 1917 and 1923, forms a misunderstood episode in the development of the Canadian state. This article examines the convergence of domestic politics and international economics that facilitated an unprecedented transformation of Canada's capacity to control its economy. State autonomy was used to create public enterprise as an instrument by which the gains of industrial restructuring could be distributed to favoured domestic financiers while its costs were imposed upon foreign investors. This power to manage the gains and losses arising from industrial change formed a new expression of economic sovereignty, one that ought to be viewed as an important step in the transition from imperial to national governance.

Blockades and Bannock: Aboriginal Protests and Politics in Northern Ontario, 1980-1990

1 ayno Fisher, Lenus 'Tubby Door and I sauntered along the main line of the Canadian National Railway. rom heavy use the two steel ribbons usually glisten like the edge of a newly sharpened knife. But on this particular Sunday evening, the nineteenth day of August, 1990, the tracks were covered with a thin coating of rust. We walked to the outer border of Long Lake Reserve 58. Then we turned back towards our protest camp at the other end of the one-square mile reserve about 200 miles northeast of Thunder Bay. Only hours earlier we had removed the obstacles that had blocked east-west traffic on the line for seven days. About 80 miles to the south, the people of Mobert Reserve held firm to their blockade of the main Canadian Pacific Railway line. These actions were but part of an extraordinary Indian summer of activism initiated in June when Elijah Harper (Cree) successfully blocked the progress of the Meech Lake accord through the Manitoba legislature. Practically overnight Elijah became a hero for millions of Canadians opposed to Meech Lake, but particularly for Native people who were suddenly given a champion in a system of Canadian government that until then had proven almost impervious to the direct exercise of aboriginal political will. No doubt some of the anger aroused by the aboriginal sabotage of Meech Lake found expression on July 11 in the armed assault of the Sur6t6 du Quebec on the Mohawk defenses against the expansion of a golf course in Oka, Quebec. Leading the successful repulse of the Quebec provincial police were members of the Mohawk Warriors Society, intent on gaining the credibility lost to them earlier that spring in gun battles with their Mohawk opponents at Akwesasne on the Ontario-Quebec-New York border. At the heart of this bitter disagreement in Indian country were different views about the uses and abuses of aboriginal sovereignty. A major case in point involved the existence of gambling casinos in the New York sector of the reserve. Drawing heavily on the writings of Mohawk elder Louis Hall, the Warriors looked to gambling as one pillar of a viable Mohawk economy independent from the meddling hand of outside governments. On the other hand the Warriors' opponents saw the casinos as part of larger intrusion of many non-Indian influences, including those associated with organized crime, onto the reserve. The striking TV images of Elijah Harper and of the Mohawk Warriors, the former working within the existing political order and the latter representing a radical alternative to it, struck a powerful chord in Indian country. Both alternatives seemed to hold out a ray of hope for many Native people who were losing any confidence that it was possible to reverse the overwhelming trend in history aimed at their collective dispossession and the gradual dismemberment of their distinct aboriginal societies. Implicit in the defensive tactics of both Elijah Harper and the Mohawk Warriors at Oka was a call to action. Aboriginal people throughout Ontario and across Canada answered. The Mohawks of Kanewake on the south shore of the St. Lawrence just east of Montreal were the first to support their endangered relatives who were locked in siege with the Sur6t6 du Quebec. The Kanewake Mohawks placed blockades on the Mercier Bridge, infuriating commuters from nearby Chateauguay and Lasalle. Before the summer was over Canadians were to watch with astonishment the TV pictures of outraged mobs on the south shore burning Indians in effigy and stoning escaping vehicles full of Mohawk women, elders