Canadian National

Motive Power News


The first 67 of the 260 Tier 4 ET44AC units and Tier 3 ES44AC (Tier 4 certified) units to be built by GE Transportation in Fort Worth, Texas, into 2020 were delivered in 2018 as follows:

ES44AC 3806-3835 (serial 64744-64773)
ET44AC 3133-3162 (serial 64774-64803)
ET44AC 3163-3169 (serial 65858-65864).
The next 93 include: - ET44AC 3170-3222 (serial 65865-65917), followed by - ES44AC 3836-3875 (serial 65818-65857)

Kent Held photographed brand new GE-Fort Worth, Texas-built ET44AC numbers 3846 to 3854 all DIT on a BNSF train to Kansas City January 30th in Oklahoma. These nine were delivered to Blair, WI on February 2nd, 2019 and to Nennah, WI, with CN 3846, 3847, 3850, 3853, 3848, 3851, 3854, 3852. Note the End of train (EOT) device on the rear unit.

On February 2nd , 2019 Michael Palmieri posted a new unit outbound on the BNSF interchange in Fort Worth, TX; CN ES44AC 3855 65837 418,000 pounds.

Andre St-Amant caught one of the newest in service leading CN ES44AC 3840 was on a late-CN 369 (Chambord-Toronto) at St-Paulin, QC, on a cold winter day in mid-February.

CN GE ORDERS (from 2018):

As we now know CN placed an order for 200 Tier 4 equivalent units in 2018, then added another 60 more to their order in 3Q/18. Of these units half will be ES44AC Tier 4 Credit Units from 3806 on up, and half will be ET44AC from 3133 on up for delivery in 2019-2020.

CN 3806-3835 ES44AC (T4C) = 64744-64773, should be builders dates of 05/18-08/18 (but needs confirmation).
CN 3133-3170 ET44AC = 64774-64803, 65858-65865, should be builders dates of 11/18-12/18 but needs confirmation.

GE ORDERS (for 2019, and into 2020):

This is a multi-year order for a mix of ES44AC (T4C) and ET44AC. As a multi-year order quantities built each year can vary as can the # of each type of unit. So the road numbers will continue on from where they left off in 2018. As to serials, we will have to see where they go in the future. Obviously, both the GE T4C and ET's have broken serial number sequences.


There is No difference in financing between the two because it has absolutely nothing to do with financing. ES44ACs are Tier 2 or Tier 3 physically. EPA rules allow the railroad builders that produce Tier 4 locomotives to earn credits if those locomotives exceed the Tier 4 emissions. When enough credits are earned, those credits can be applied to Tier 3 units so that they meet Tier 4 regulations on paper. So physically an ES44AC Tier 3 is the same as an ES44AC Tier 4 Credit unit -- however, to the EPA the latter meets Tier 4 emissions due to the application of earned credits. Each builder cannot produce more Tier 4 Credit units than Tier 4 units (they can be equal amounts), and has to do with total production by year rather than what individual railroads order (so if RR A buys 60 Tier 4s but only 20 T4Cs and credits are earned the builder can supply 40 T4Cs to another customer). For example: Andre Kristopans suggested, "In a perverse way it's like it would be ok for somebody to drive 65 in a 55 zone as long as somebody else is going only 45, as the combined total equals 55 for each..." Sean Graham-White kindly added: A US railroad cannot purchase an ES44AC, however they can purchase an ES44AC T4C. Both GE and EMD have sold EPA non-compliant locomotives … for example the GE ES44AC and EMD SD70ACe to railroads in Mexico and Canada - however they are forbidden from operating into the USA, but a few still have of course. A GE Texas Report on January 8th, 2019 posted by Michael Palmieri showed these completed units seen at the North side of the Fort Worth Plant: CN ET44AC 3169, 3170, 3171, and 3172.

David Balko shot ET44AC Tier 4 Demonstrator, GECX 2015 at Erie PA.

CN ET44AC (Blue fleet) Renumbering:

GECX 2029 to CN 3121, GECX 2033 to CN 3122, GECX 2034 to CN 3123, GECX 2035 to CN 3124, GECX 2036 to CN 3125, GECX 2037 to CN 3126, GECX 2038 to CN 3127, GECX 2039 to CN 3128, GECX 2040 to CN 3129, GECX 2041 to CN 3130, GECX 2042 to CN 3131, GECX 2043 to CN 3132 (Courtesy Sean Graham-White).

CN leased Locomotive Roster (to date): NEWEST*

• CIT Group (CEFX) AC4400CW 1011, 1014, 1016-1018, 1024; and (CITX) SD70M-2 140-142.
• CitiCorp (CREX) ES44AC 1501-1525.
• General Electric Co. (GECX): Former CSXT Dash 8-40CW: 7302 (now GECX 9149), 7303, 7306, 7309, 7312, 7313, 7315, 7316, 7325, 7326 (now GECX 9147), 7327-7330, 7332, 7333, 7334 (now GECX 9135), 7336, 7341, 7342, 7344, 7347, 7349, 7351, 7353-7356, 7358, 7362, 7365-7368, 7370, 7371, 7375, 7377, 7378 (now GECX 9151), 7379 (now GECX 9144), 7383, 7384 (now GECX 9142), 7387, 7388, 7391 (now GECX 9148), 7392, 7395, 7653, 7676, 7700, 7703, 7733, 7785, 7819, 7822, 7865, 7893, 7897,
• General Electric Co. (GECX): Former UP Dash 8-40CW: 9366 (now GECX 9129), 9369 (now GECX 9130), 9380, 9382, 9385 (now GECX 9124), 9400 (now GECX 9136), 9406, 9411, 9439 (now GECX 9141), GECX 9149 (Ex-GECX 7302), 9450, 9456, 9461, 9473, 9497, 9507, 9513, 9515, and 9520.
• Progress Rail (PRLX) former BNSF, nee ATSF SD75M 200, 201, 203-205, 208, 211, 213*, 214, 219, 228, 235, 236, 240*, 244, 250, 257*; former CSXT SD70ACe 4831, 4835
• CEFX AC4400CW (CEFX) 1007, 1011, 1014, 1016, 1017, 1018, 1019*, 1023, and 1024
• EMDX 1605, 1606
• GMTX GP38-2 (25 Units) 2163, 2214, 2227, 2248, 2250, 2252, 2254, 2255*, 2257, 2260, 2264, 2271, 2273, 2274, 2277, 2279, 2281, 2284, 2289, 2293, 2323, 2325, 2695.

NOTE: The following leased locomotives have been returned to the lessor:

• GMTX 2256* and GMTX 2693* (which had been expected to join the fleet) never actually got leased by CN, and have been removed from our list.
• GECX (Ex-CSX) 7318, 7345, 7369 (AKA 9150), 7397, 7763, 7927, 7928
• GECX (Ex-UP) 9350, 9358, 9409, 9410, 9415* (leased to NS since July 2018), 9440, 9451, 9455, 9480, 9498, 9526, 9539
• CEFX (former SOO) SD60 6002, 6007, 6017, 6020 (*Most recent locomotives to go “Off Lease.”)

On February 23rd, Mark Tracy shot CEFX SD60 6007 at the CN Woodcrest Shop in Homewood, Illinois. All four ex-SOO SD60’s are c there (as we went to press on February 27th), and are to be returned to the lessor.

In early February, Mark bagged EMDX SD70ACe Tier 4 1606 sitting outside the Woodcrest Shop, to receive a minor repair of some sort. CN is still leasing two of them (EMDX 1605 and 1606).


With almost no snow in Quebec and Ontario in the first two months of winter, February snow storms came in with a vengeance! Here In the midst of a blizzard on February 13th, 2019, Andre St-Amant shot a late CN 369 (Chambord-Toronto) at St-Paulin, Quebec, with CN 5703, CN 3063 and CN 3115 dashing through the fresh white snow at MP 67.7 of CN Joliette Subdivision.

One day before Valentine's Day on February 13th, 2019, Francois Jolin was on the Canadian National Rouses Point Subdivision in St-Valentin, Quebec, where he captured CN C44-9W 2685 leading northbound train 323 busting through the fresh snow.

CN ES44AC 2962 and CN ET44AC 3012 are the GE motive power on CN X106 as it heads eastbound through Dorval to Taschereau Yard. Michael Berry took this shot at VIA Dorval Station on the CN Kingston Sub on February 9, 2019.

Rob Walsh shot CN Gypsum Train 511 (CN 8943 leading) as it approaches the crossing at Mile 29.72, in Enfield, Nova Scotia. On February 14, 2019.

On February 14th, 2019, Francois Jolin shot Canadian National 522, a road switcher passing by the old Grand Trunk depot on the CN Rouses Point Subdivision in St-Jean-sur-Richelieu, Quebec. Leading is GP40-2LW 9591 with GP9RM 7272.

On February 17, 2019 Michael Berry photographed CN 305 with CN 2228, CN 2429, CN 2135, CN 8000 hauling 128 railcars, as they passed through St-Henri, QC on the CN Montreal Sub, much later than the train usually does. A GE-built ES44DC (CN 2228) leads the large consist.

Jason Noe shot CN train L568 heading west through Baden on the Guelph Subdivision, on the former Goderich-Exeter leased line, with CN 1439, GMTX 2279 and GMTX 2289. The train was heading to Stratford to set-off and lift traffic with the Goderich-Exeter Railway as well as service customers on the west end of the line. January 31, 2019.

CN 568 is seen building its train in the Kitchener Yard with CN 1439, GMTX 2279 and GMTX 2289. The train would eventually depart with four hoppers for the industries in the town of Shakespeare, Ontario on January 26, 2019.

CN train L540 with CN GP9RM 4130 and GMTX 2255, are just light units as they cross Queen Street on the Huron Park Spur in Kitchener, making their way to the interchange with Canadian Pacific to lift cars. CN A431 has not run in several days from MacMillan yard, hence there are no cars for them to take to CP. February 2, 2019.

Chad Smith caught rivals teaming up on CN 149 at mile 13.29 on the CN Strathroy Sub, with CP ES44AC 8727 leading, and CN SD60 5482 trailing on February 8th 2019. The CP unit was of course repaying H-P-H to CN.

Marc Dease was able to catch CN 276 east out of Sarnia, ON., with UP SD70M 3812 leading and a friendly wave from the Engineer, February 6, 2019. photo by Marc Dease.

Mark Tracy took this great photo inside the Woodcrest Shop before he started to work on her on February 6th, 2019. CN was in the process of putting a new set of rebuilt trucks under her.

At Homewood, Illinois on February 13th, 2019 Mike Garza snapped this pair of Grand Trunk Western geeps (GTW 4623 and 4632) working in the CN yard.

CN at NRE LOCO SHOP in Silvis, IL:

The CN SD60 RCL Program continues at NRE with CN 5427 back at the shop and now receiving Nforce and remote commissioning. CN 5474 is almost done with RCL completed, but the Nforce installation has not been started yet. CN has expressed some concerns that NRE has been taking way too long to do these RCL upgrades, and this may be why another unit CN 5440 is being worked on by an NRE field service employee.


CN SD60 5427 is back at NRE once again and is receiving her Nforce installation
CN SD60 5440 is progressing on RCL installation
CN SD60 5474 is progressing on RCL installation


CN SD60 5472 RCL-equipped RELEASED
CN SD60 5403 RCL-equipped RELEASED
CN SD60 5402 RCL-equipped RELEASED
CN GP38-2W 4776 received RCL, AESS start system, new CCCB Air Rack, Witronix, and Nforce installation RELEASED


CN 5526 Sold in late August to Aberdeen Carolina & Western Railway (ACWR) *MOST RECENT
CN 5500-5503 (nee GMD SD50AF 9900-9903, 1985) retired in 2017 - 5500 and 5501 to Dakota, Missouri Valley & Western in 10/2017
CN 5502 and 5503 to K&K Recyclers in 2/2018.
CN 5504-5511, 5513, 5515-5563 (GMD SD60F, 1989) retired in 2017
CN 5504, 5510, 5516, 5522, 5523, 5528. 5546, 5550, 5551 and 5557 to LTEX in 2018;
CN 5506,5509 and 5556 to K&K Recyclers in 2/2018;
CN 5513, 5515, 5517, 5518, 5525, 5529, 5535, 5537, 5538, 5540, 5541, 5542, 5543, 5547, 5552, 5553, 5555, 5561 and 5562 sold to Northern Plaines Railroad in 2017 (most for dismantling);
CN 5544 to Dakota, Missouri Valley & Western in 10/2017; 5520, 5521, 5526, 5527, 5530, 5531, 5534, 5536, 5539, 5545, 5548, 5549, 5558, 5559 and 5560 sold to Aberdeen Carolina & Western Railway in 2018.
CN 5512 (GMD SD60F, 1989) retired in 5/2003 (derailment and fire at mile 7.9, Fraser Subdivision, on 14/05/2003).
CN 5514 (GMD SD60F, 1989) retired in 1994 (washout accident on 22/08/1993).


CN 1401, 1434 and 1435 have been sold to Cando Rail Services. Ex-CN 1401 is now renumbered to CCGX 1009 and is working on the Central Manitoba Railway.CN 1401 is now renumbered to CCGX 1009, and is working on the Central Manitoba Railway (CEMR). CN 7044, 7220, 7221 and 7511 (All GP9RM units) were scrapped at the diesel Shop in Winnipeg, MB in November 2018
CN 5504, 5508, 5511, 5524, 5532, 5533 and 5554 (the remaining SD60F’s), have all been scrapped (with some at K&K in Pickering, ON).
CN 1401, 1434, 1435 are three GMD1u locomotives that in October 2018 were sold to Cando Rail Services.
CN 7044, 7220, 7221 are GP9RM locomotives reported to be on the scrap list.
CP 7511 is a GP38-2 reported to be earmarked for scrapping
CS04 and CN 1396 (Both Retired) have recently been scrapped.

Eric Aucoin shot retired SD60F units CN 5563 and 5511 in Montreal, QC January 30th, 2019, being prepared for transit to MacMillan Yard, and then scrapping.

SO LONG OLD FRIENDS Four days later On February 3rd, 201 Terry Allen shot the same two SD60F locomotives, CN 5563 and 5511 at their final destination the K&K scrap yard in Pickering, originally they were scrapped at K&K's facility. It was later on, that they decided to allow K&K on their property to scrap them.

Canadian National News


In the CN Jasper Yard, at mile 235.7 Edson Sub, a Yard Assignment with light engines (CN 2252 and CN 5736) were proceeding when CN 2252, derailed upright at a crossing on wye track YC56, due to snow and ice buildup. There were No injuries. No leaks. (2019/02/03).

A CN train assignment proceeding southbound on track EL07, derailed the lead axle on locomotive CN 2648, on a private crossing at Warren street in Fort Erie yard. No injuries. No dangerous goods involved.(2019/02/03).

A CN Hostler Crew, while shoving cars onto shop track AS87, derailed locomotive CN 5689 upright, one axle, due to snow and ice build-up on the crossing. No injuries. No damage. No leaks. (2019/02/04).

A CN Pointe-St-Charles belt-pack assignment, proceeding with light engines at 4 MPH on yard track PB12 with units GMTX 2257, CN 227, CN 7233, derailed 1 set of wheels on locomotive GMTX 2257 due to ice and snow build-up. No switches involved. No injuries. No leaks. (2019/01/31).

A CN train assignment, proceeding northbound on the Newmarket Sub. with CN 5766, CN 2137, 1L,5E,13R, 674T, 961F, struck a backhoe at private crossing at Mile 179.55. Local Emergency Services responded and advised the lone occupant sustained fatal injuries. Lead Locomotive, CN 5766, sustained damage to ditch lights and front door and leaking fuel. (2019/01/31).

A CN train assignment, proceeding westbound on the Kingston Sub at 41 MPH with distributed power CN 2834, CN 2967, 212L, 1E, 12096T, 13542F, struck a vehicle that had become stuck in the snow on the public crossing equipped with FLB&G located at Mile 35.74. The Occupant vacated the vehicle prior to contact. No injuries. No damage. No DG's involved. (2019/02/13 at 03:46am).

A CN train assignment, proceeding eastbound on the Kingston Sub. on the North Track with locomotives CN 2430, and CN 2008 and handling 62L, 4225T, 5866F, struck a southward vehicle stalled on public crossing, equipped with FLB&G at Mile 22.07. The vehicle occupants vacated the vehicle prior to impact. No injuries. No damage to rail equipment. No dangerous goods involved. (2019/01/23)

CN reported a fire occurred on trailing locomotive, NS 8024, inside the engine compartment of a westward train at Mile 74.0 on Kingston Sub. The fire was extinguished and unit was drained. There were No injuries. (2019/01/29)

A CN train assignment, operating west on the St-Hyacinthe Sub. with CN 5423, CN 5481, CN 9584, 57L, 12E, 7R, 8208T, 4347F, stopped at Mile 50.9 account of traction motor fire on unit CN 5423. The St-Hilaire fire department were dispatched on site. No injuries. No leaks. (2019/01/29)

A CN assignment, entering customer track NH11 with light engines (CN 3829/CN 2336/CN 5615) to lift loaded rail cars, derailed the B-end of lead set of wheels on unit CN 5615. No injuries. No leaks. (2019/02/08)

A CN train assignment, proceeding north with CN 2282, CN 8003, 147L, 5933T, 9077F, at 34 MPH on the Bala Sub., struck an unoccupied vehicle at public crossing equipped with FL&B at Mile 126.60. The vehicle became stuck on the crossing. The driver was outside the vehicle at the time of impact and was not injured. Minor damage caused to locomotive CN 2282. No injuries to crew. No DG's involved. (2019/02/17)

37 Oil Tank cars derailed near Manitoba town of St. Lazare on February 16th, 2019. The cleanup was underway not long after the 37 train cars derailed early Saturday morning in rural Manitoba.CN Rail confirmed 37 cars went off the tracks at about 3:30 a.m. near St. Lazare, Man. which is 303 km west of Winnipeg near the Saskatchewan border. Some of those cars, which were carrying crude oil, were leaking and CN is assessing the damage, said CN spokesperson Jonathan Abecassis. “Our environmental team is responding to start clean up, remediate the site and protect the environment,” he said. CN crews will conduct a full site assessment to determine how much product has spilled and exactly how many cars are involved. First responders are on location.” There were no immediate reports of fires and no injuries. As well the Transportation Safety Board of Canada deployed a team of investigators to the site.

A CN assignment proceeding Eastward collided with a Westward CN assignment on the main track at Nattress mile 50.2 Rivers Sub, with lead locomotives CN 3009 and GECX 7371 on the Eastbound train derailed and leaked diesel fuel. Both leaks plugged. Lines 95-102 on the Westward train derailed and line 94 sustained collision damage but did not derail. Conductor on Eastward train sustained minor injuries.(2019-01-03) This is what remains of ET44AC 3009 after a train collision near Portage La Prairie (Manitoba) on January 3, 2019 (Source: BST).

Regarding the CN DERAILMENT in SK in January 2019: The TSB investigation reported A CN train assignment, proceeding south on the Warman Sub. with distributed power CN 2278, CN 8860, IC 2699 (DPU), and handling 155L, 21896T, 8787F, experienced an undesired emergency brake application at Mile 10.6. Inspection revealed 29 loaded grain cars derailed on side, including DP locomotive IC 2699, positioned between lines 51 and 52 of the consist. IC 2699 is reported to be leaking fuel. (2019/01/22) The wrecked DPU locomotive was IC Dash 9-44CW 2699. The Tracks cleared off the highway by Thursday January 24th, and CN crews had cleared all the damaged grain cars from the mainline scene of the train derailment by Friday. The DPU CN locomotive and Thirty of 156 rail cars (Not 52 as originally reported by the media), on the Canadian National Railway freight carrying grain which left the tracks Tuesday (February 22nd, 2019 in the morning at a crossing on Highway 11. CN said no one was injured, and no dangerous goods were involved, but derailed IC Dash-9-44CW 2699 did leak diesel fuel and firefighters had to put out the blaze engulfing the locomotive. Emergency officials said repairs to the track were almost complete on the weekend and the highway was reopened after inspection and repairs. One lane southbound is now open, although speed and traffic restrictions are in effect. The Canadian Transportation Safety Board investigators arrived the night of January 22nd, 2019 to begin work finding the actual cause of the accident.


A crane crashed down onto a container ship in the Port of Vancouver the morning of January 28th, 2019, The accident happened at around 4 a.m. at the Global Container Terminal at 1300 Stewart Street. Global Container Terminal spokeswoman Louanne Wong said there were no injuries. The container vessel was docking at the facility when it made contact with the ship-to-shore crane. The vessel is currently being held alongside with tugs as the crane boom is on top of a container stack at the aft end,” Wong said. The vessel has been identified as the Ever Summit, a 300-metre container ship out of Panama. It’s owned by the Taiwanese shipping company Evergreen Marine Corporation. “While we continue to assess the situation, an exclusion zone has been set up to ensure the safety of all those at the terminal and for any operational impacts,” said Wong. “Our primary concern continues to be the safety of our employees and workforce, and all port workers. No vessel operations are active at GCT Vanterm at this moment.” Danielle Jang of the Port of Vancouver says in a statement that no other operations outside that terminal have been impacted. She said a pilot with B.C. Coast Pilots was aboard the ship involved in the incident. The port authority is providing incident support to the terminal operator to ensure work resumes in a safe and efficient manner, Jang said. The Transportation Safety Board is deploying a team of investigators to the Port of Vancouver. The independent agency is tasked with advancing transportation safety and says it does not assign fault or determine civil or criminal liability. Even though CN has the Evergreen Container contract, and this was a ship of their loads, both railways have access to this dock, but it’s actually on CP’s track. Photo by Andy Cassidy.


Congestion at Port Metro Vancouver, Canada’s busiest port, has been resolved and rail operations are now “fluid,” Canadian National Railway Co said on January 26th, 2019 Canadian National and rival Canadian Pacific Railway were rationing space on trains traveling in the Vancouver area and prioritized some commodities over others to deal with congestion, causing complaints from shippers. Canada is a top shipper of crops, fertilizer, oil and pulp, but has in recent years needed government intervention to keep commodities moving, as new free trade deals with European and Pacific nations drive up demand. Fluidity in Vancouver improved this month because of actions taken by CN and other companies in the supply chain, CN spokesman Jonathan Abecassis said in a statement. He was not immediately available for comment on whether CN is continuing to ration space and prioritize some commodities. The Canadian Transportation Agency is holding a hearing next week in Vancouver for shippers to voice concerns about congestion at the port in late 2018 and early this month.

Company representatives told the CTA that some shippers and terminals “have not and will not take steps to make sure inbound (rail car) flows match (terminal) unload capacity,” a scenario that turns CN operating yards into “parking lots” for loaded rail cars waiting to be delivered. The company also defended its decision to use freight embargoes and embargoes with permits as a means of controlling incoming rail car traffic, saying embargoes were the most effective way to relieve pressure in CN railyards and restore fluidity. “CN would prefer that shippers and terminals … manage their own traffic flows, but our experience is that this does not happen,” said Shauntelle Paul, CN’s vice-president of network operations. “Therefore, the only mechanism available to manage these types of flows is an industry process … an embargo with permits.” Congestion and rail car backlogs began to develop at some points in the Vancouver area rail network in late October and early November and worsened throughout much of December, the CTA panel heard this week. In mid-January, the CTA launched an investigation into the causes of rail service disruptions in the Vancouver area. The investigation, the first of its kind initiated by the CTA, was endorsed earlier this year by federal Transportation Minister Marc Garneau. A panel of investigators led by CTA chair Scott Streiner gathered information during two days of oral testimony in Vancouver this week. The agency heard from shippers, commodity groups, Port of Vancouver officials and railway companies, including CN and Canadian Pacific Railway).

Representatives from CN have steadfastly denied insinuations that the company breached its service obligations under the Canada Transportation Act or discriminated against certain shippers. According to a preliminary report prepared by the CTA, a total of 15 freight embargoes were imposed in late 2018, including 12 by CN and three by CP. Among other things, the CTA investigation was aimed at determining if rail embargoes put in place represented discriminatory actions against certain shippers or commodities. In its oral presentation, CN said it issued two categories of freight embargoes in late 2018. The first category involved a system of embargoes with permits imposed on BNSF interchange traffic — traffic that arrives on another carrier’s rail network and is transferred to BNSF tracks for further movement. Under that system, rail traffic was still being received but only if shippers requested a permit. CN officials said BNSF interchange traffic arriving at the Thornton rail yard increased by 20 percent in the November-December period. The second category of embargoes affected incoming pulp shipments. CN said recent pulp shipments into the area had already exceeded the receiving terminals’ unload capacity. Accepting additional carloads into an already congested system would have further impeded CN’s ability to move other traffic. Paul likened the situation to a commercial airline that sends a flight from Toronto to Vancouver but does not have clearance to land until the following week. “You can circle the airport for a week or you can decide not to allow the plane to take off from Toronto,” she said. “It was critical and necessary to take the action that we did,” added Doug Ryhorchuk, CN’s vice-president for the western region. The company needs all supply chain partners to have consistent investment in their terminals, he added. Doug Hodson, a transportation lawyer representing CN, questioned the “procedural fairness” of the CTA investigation, suggesting that no specific case was levelled against the company. CN was placed in the “unfair position” of having to defend its performance against generalized, unsubstantiated complaints and anecdotal information that implied wrong-doing. “The railways have a fundamental right to know the case being levelled against them,” Hodson said. There must be a particularized allegation of breach.”


The federal government, CN Rail and the body that oversees trade through Canada’s busiest port have signed an agreement allowing CN to build a second railway track to move more cargo. The federal government, CN Rail and the body that oversees trade through Canada’s busiest port have signed an agreement allowing CN to twin part of an existing railway track to move more cargo and increase trade through Vancouver’s harbour. CN says the project is part of a long-term strategy to double-track a four-kilometre section of rail that links expanding import and export terminals on the south shore of Burrard Inlet to the company’s national network. The four-kilometre single-line stretch is part of the line from the waterfront through Strathcona to the Glen work rail yard in the False Creek Flats, then gets funneled through the Grandview Cut. Most of it is already twin tracked. The stretch to be doubled is 4.2 kilometres from Powell Street at the northern port end, down to Nanaimo Street. Two years ago, Canadian National Railway increased traffic on the Burrard Inlet Line to up to six trains a day.


A Federal Arbitrator has upheld CN Rail’s firing of a Winnipeg locomotive engineer who sent a train careening down a hill after numerous speeding and train-handling violations. The case surrounds a Winnipeg-bound train that crested a hill in Wade, Ont., about 25 kilometres east of the Manitoba border on April 21, 2018, plunging at a high speed for 79 seconds. At that point, the locomotive engineer, identified in the ruling as John Carson, pulled the emergency brake. Such a move is only meant to stop a train. Carson had already engaged the train’s throttle, its dynamic brake, as well as its automatic brake, in an attempt to get it to slow down. The company did not allege the train broke speed limits, but rather Carson didn't adequately control his train.

CN fired Carson after nearly 13 years with the company. It noted he’d amassed six reprimands between 2014 until the incident last spring, three involving excessive speed and the rest surrounding train-handling procedures. Teamsters Canada Rail Conference argued CN did not conduct an impartial investigation by asking leading questions, and by suggesting Carson should’ve had "better forward planning." The arbitrator, Graham Clarke, wrote internal probes are more informal than court trials, as they aim to establish what actually took place in an event, instead of what risks people created. "Laypeople, including inexperienced lawyers, seem to have difficulty formulating open-ended questions. They often fail to start questions with words like ‘who,’ ‘what,’ ‘when,’ ‘where’ and ‘why,’" reads Clarke’s Jan. 24 ruling on behalf of the Canadian Railway Office of Arbitration. Major railway companies formed the arm’s-length body five decades ago to issue rulings that are considered binding — although companies and unions sometimes cut deals that differ from arbitrators' decisions. The Teamsters also argued Carson’s punishment for the April 2018 incident was too harsh. However, Clarke ruled Carson failed to adequately review train records and plan for the trip’s varied terrain. His decision to use three slowing measures so quickly could have caused "in-train forces," Clarke wrote, referring to when a train’s back-end lurches, possibly wearing down equipment or even fish-tailing. "Proper planning would have eliminated the need to use the emergency brake in this particular case," wrote Clarke. CN had attempted "progressive discipline," such as classroom sessions, simulator and assisted trips in the cabin. Clarke noted Carson "had been experiencing some serious family challenges in recent years" and "displayed candour and honesty during his investigative interview," but upheld the firing, because he wasn’t showing an improvement in his performance after CN’s multiple attempts.


Canadian National profits on increased crude oil and grain shipments: CN boasted quarterly profits January 30th due to higher volumes of petroleum crude and Canadian grain. A lack of pipelines to the United States and oversupply have led Canadian energy producers to look for alternatives such as railroads to ship crude. As a result, Canada's largest railway operator said total carloads, the amount of freight loaded into cars, rose about 5 percent in the final quarter of 2018. In late September, Canadian oil producer Cenovus Energy decided to ship crude through CN Rail's network from the final quarter of 2018 as part of a three-year deal. The company said it saw a "significant ramp-up" in crude volumes in the second half of 2018, moving on average 230,000 barrels per day (bpd) in the quarter compared with about 130,000 bpd in the prior quarter. This drove an about 50 percent jump in revenue in its petroleum and chemicals segment, which contains its crude-by-rail shipments. Overall revenue rose nearly 16 percent to CDN $3.81 billion ($2.87 billion USD).

The company said it was in talks with the Alberta government to start shipping crude from the region by the end of 2019 or early 2020. The Alberta government has said it was looking to buy rail cars to transport 120,000 bpd of crude oil after congested pipelines stranded much of Western Canada's expanding crude output. CN raised its cash dividend by 18 percent and set a stock buyback of up to 22 million shares. The company also forecast earnings per share growth in the low double-digit range in 2019, compared with C$5.50 it earned on an adjusted basis in 2018. The railroad operator said its quarterly operating ratio, which measures operating costs as a percentage of revenue, fell to 61.9 percent from 62.7 percent a year earlier. The lower the ratio, the more efficient the railroad. Excluding one-time items, the railroad company earned C$1.49 per share, beating the analyst average estimate of C$1.47, according to IBES data from Refinitiv.


“I’m very pleased with our fourth quarter results and the strong finish to 2018," said JJ Ruest, president and chief executive officer of CN. “With approximately C$1.3 billion of revenue growth in the final three quarters of the year, CN regained its position of strength and demonstrated again its ability to grow at low incremental cost. 2019 will be a year of building on this momentum.”

“We are focused on operational productivity and services that resonate with customers,” Ruest continued. “In 2019, our record capital program of C$3.9 billion will be focused on investing in the renewal of a more efficient and reliable locomotive fleet, adding network capacity to accommodate our solid pipeline of growth in diverse markets and bringing technology to our Precision Scheduled Railroading.”

Financial results highlights Fourth-quarter 2018 compared to fourth-quarter 2017

Full-year 2018 compared to full-year 2017

2019 outlook and shareholder distribution

“With CN-specific growth opportunities, combined with a broadly positive economic backdrop, we expect high single-digit volume growth in 2019 in terms of revenue ton miles (RTMs),” said Ruest.

CN expects to deliver EPS growth in the low double-digit range this year compared to adjusted diluted EPS of C$5.50 in 2018.

The Company’s Board of Directors today approved an 18 per cent increase to CN’s 2019 quarterly cash dividend, effective for the first quarter of 2019, demonstrating our confidence in the long-term financial health of the Company. In addition, the Company’s Board of Directors also approved a new normal course issuer bid that permits CN to purchase, for cancellation, over a 12-month period up to 22 million common shares, starting on Feb. 1, 2019, and ending no later than Jan. 31, 2020.

Foreign currency impact on results

Although CN reports its earnings in Canadian dollars, a large portion of its revenues and expenses is denominated in U.S. dollars. The fluctuation of the Canadian dollar relative to the U.S. dollar affects the conversion of the Company’s U.S.-dollar-denominated revenues and expenses. On a constant currency basis, CN’s net income for the three months and year ended Dec. 31, 2018 would have been lower by C$24 million (C$0.03 per diluted share) and higher by C$4 million (C$0.01 per diluted share), respectively.

Fourth-quarter 2018 revenues, traffic volumes and expenses

Revenues for the quarter increased by 16 per cent to C$3,808 million, when compared to the same period in 2017. Revenues increased for petroleum and chemicals (C$272 million or 50 per cent), intermodal (C$75 million or nine per cent), grain and fertilizers (C$74 million or 13 per cent), coal (C$30 million or 21 per cent), forest products (C$29 million or seven per cent), metals and minerals (C$20 million or five per cent), other revenues (C$13 million or seven per cent), and automotive (C$10 million or five per cent).

The increase in revenues was mainly attributable to higher volumes of petroleum crude and Canadian grain, freight rate increases, higher applicable fuel surcharge rates, and the positive translation impact of a weaker Canadian dollar; partly offset by lower volumes of frac sand.

Carloadings for the quarter increased by five per cent to 1,537 thousand.

RTMs, measuring the weight and distance of rail freight transported by CN, increased by 12 per cent. Rail freight revenue per RTM increased by four per cent.

Operating expenses for the quarter increased by 14 per cent to C$2,356 million, mainly due to higher labor costs mainly as a result of an increase in headcount, and employee termination benefits and severance costs related to a workforce reduction program; higher fuel prices; higher costs as a result of increased volumes of traffic; and the negative translation impact of a weaker Canadian dollar.

Full-year 2018 revenues, traffic volumes and expenses

Revenues for 2018 increased by 10 per cent to C$14,321 million, when compared to 2017. Revenues increased for petroleum and chemicals (C$452 million or 20 per cent), intermodal (C$265 million or eight per cent), metals and minerals (C$166 million or 11 per cent), grain and fertilizers (C$143 million or six per cent), coal (C$126 million or 24 per cent), forest products (C$98 million or five per cent), other revenues (C$25 million or three per cent), and automotive (C$5 million or one per cent).

The increase in revenues was mainly attributable to freight rate increases, higher applicable fuel surcharge rates and higher volumes of petroleum crude, refined petroleum products, coal, international container traffic and Canadian grain.

Carloadings increased by four per cent to 5,976 thousand.

RTMs increased by five per cent. Rail freight revenue per RTM increased by five per cent, mainly driven by freight rate increases and higher applicable fuel surcharge rates.

Operating expenses increased by 13 per cent to C$8,828 million, (2) mainly due to higher fuel prices, higher costs as a result of increased volumes of traffic and operating performance below 2017 levels.

(1) Non-GAAP Measures

CN reports its financial results in accordance with United States generally accepted accounting principles (GAAP). CN also uses non-GAAP measures in this news release that do not have any standardized meaning prescribed by GAAP, including adjusted performance measures, constant currency, free cash flow and adjusted ROIC. These non-GAAP measures may not be comparable to similar measures presented by other companies. For further details of these non-GAAP measures, including a reconciliation to the most directly comparable GAAP financial measures, refer to the attached supplementary schedule, Non-GAAP Measures.

CN's full-year adjusted EPS outlook (4) excludes the expected impact of certain income and expense items. However, management cannot individually quantify on a forward-looking basis the impact of these items on its EPS because these items, which could be significant, are difficult to predict and may be highly variable. As a result, CN does not provide a corresponding GAAP measure for, or reconciliation to, its adjusted EPS outlook.

(2) Accounting Standard Update (ASU)

The Company adopted ASU 2017-07: Improving the Presentation of Net Periodic Pension Cost and Net Periodic Postretirement Benefit Cost in 2018 on a retrospective basis. Comparative figures have been adjusted to conform to the current presentation. The adoption of ASU 2017-07 had the effect of increasing the Company's operating ratio by 1.9 percentage points and 2.1 percentage points for the three months and year ended Dec. 31, 2018, respectively (2.3 percentage points and 2.4 percentage points for the three months and year ended Dec. 31, 2017, respectively).

(3) Operating Margin

Operating margin is defined as operating income as a percentage of revenues.

(4) Forward-Looking Statements

Certain statements included in this news release constitute “forward-looking statements” within the meaning of the United States Private Securities Litigation Reform Act of 1995 and under Canadian securities laws. By their nature, forward-looking statements involve risks, uncertainties and assumptions. The Company cautions that its assumptions may not materialize and that current economic conditions render such assumptions, although reasonable at the time they were made, subject to greater uncertainty. Forward-looking statements may be identified by the use of terminology such as “believes,” “expects,” “anticipates,” “assumes,” “outlook,” “plans,” “targets,” or other similar words.

2019 key assumptions

CN has made a number of economic and market assumptions in preparing its 2019 outlook. The Company assumes that North American industrial production for the year will increase by approximately two per cent, and assumes U.S. housing starts of approximately 1.28 million units and U.S. motor vehicle sales of approximately 17 million units. For the 2018/2019 crop year, the grain crops in both Canada and the United States were in line with their respective three-year averages. The Company assumes that the 2019/2020 grain crops in both Canada and the United States will be in line with their respective three-year averages. CN assumes total RTMs in 2019 will increase in the high single digits versus 2018. CN assumes continued pricing above inflation. CN assumes that in 2019, the value of the Canadian dollar in U.S. currency will be approximately $0.75, and assumes that in 2019 the average price of crude oil (West Texas Intermediate) will be in the range of US$50 to US$55 per barrel. In 2019, CN plans to invest approximately C$3.9 billion in its capital program, of which C$1.6 billion is targeted toward track and railway infrastructure maintenance.

Forward-looking statements are not guarantees of future performance and involve risks, uncertainties and other factors which may cause the actual results or performance of the Company to be materially different from the outlook or any future results or performance implied by such statements. Accordingly, readers are advised not to place undue reliance on forward-looking statements. Important risk factors that could affect the forward-looking statements include, but are not limited to, the effects of general economic and business conditions; industry competition; inflation, currency and interest rate fluctuations; changes in fuel prices; legislative and/or regulatory developments; compliance with environmental laws and regulations; actions by regulators; increases in maintenance and operating costs; security threats; reliance on technology and related cybersecurity risk; trade restrictions or other changes to international trade arrangements; transportation of hazardous materials; various events which could disrupt operations, including natural events such as severe weather, droughts, fires, floods and earthquakes; climate change; labor negotiations and disruptions; environmental claims; uncertainties of investigations, proceedings or other types of claims and litigation; risks and liabilities arising from derailments; timing and completion of capital programs; and other risks detailed from time to time in reports filed by CN with securities regulators in Canada and the United States. Reference should be made to Management’s Discussion and Analysis in CN’s annual and interim reports, Annual Information Form and Form 40-F, filed with Canadian and U.S. securities regulators and available on CN’s website, for a description of major risk factors.


CN enjoys distinct advantages including a deep moat and a Chicago bypass, and having the shortest route to Asia via Prince Rupert gives CN the edge. Canadian National Railway after a difficult 2017, and early 2018, have fully bounced back. A Company with distinct advantages. When many first invest in CN Rail many years ago they looked at their business in a fairly simplistic way. They looked at them as a company that benefited in most market conditions. Serving both the import and export market, within North America or around the world they benefited from all forms of trade making talk of trade surpluses and deficits irrelevant. Canadian National has been around for more than 100 years and is the only transcontinental Class 1 railway with a network that connects it to three coasts, the Atlantic, the Pacific and the Gulf of Mexico. That network includes over 20,000 miles of track along corridors that move it through the heartland of North America connecting importers and exporters to major population centers as well as key deep water ports. So if you were a competitor and you wanted to recreate this access, it would not be possible. In an era when building any infrastructure means obtaining permission from a multitude of special interests, companies like CN Rail operate with a generous social license. That infrastructure creates for them a deep moat and provides them with a distinct advantage. The other advantage that CNI enjoys over their competitors is an industry leading efficiency ratio. That means that CN Rail trains are able to move faster from point A to point B meaning their assets are utilized in the most efficient means possible. For customers that means faster deliveries and competitive pricing. For shareholders this means increased profitability.


Canadian National, flush with growth in western Canada, is turning to acquisitions and partnerships to help fill up the rest of its railroad. But it’s not looking at traditional railroad targets, like the short-line buying spree it went on over the past two decades. “We’re looking at other ways to actually bring more business on the railroad,” CEO Jean-Jacques Ruest told investors and analysts on the railway’s fourth-quarter earnings call this week. The first was TransX, a Canadian trucking and intermodal company CN announced it would purchase in October. The deal is awaiting regulatory approval. “We believe they can help us to bring more business to the CN railroad using our network,” Ruest says of potential new domestic intermodal traffic in Canada. CN aims to bring more international intermodal traffic to the Eastern portion of its system through the Port of Halifax, Nova Scotia. CN is the sole railroad to serve the port, which is Canada’s fourth busiest. In December, CN said it and a partner were bidding to acquire the Halterm container terminal at the Port of Halifax. The partnership would expand the terminal, so it could handle two large container ships simultaneously. “We are going to market it as the Prince Rupert of the east,” says Keith Reardon, senior vice president f consumer product supply chain growth. The Port of Prince Rupert, B.C., is the fastest-growing container port in North America, with most of its traffic bound for the U.S. Midwest on CN stack trains. The balance of the traffic moves to Canadian markets via CN, the lone railroad to serve the port. A Halifax terminal deal could be finalized in the next few months, Ruest says. Halifax has advantages over Montreal, the busiest container port in Eastern Canada. Halifax is an ice-free, deepwater port that can handle today’s big containerships and is on direct global trade routes, Reardon says. “We’re planning on that to be big ship, big train ready,” he says. More manufacturing plants are being built in Malaysia, Indonesia, and Vietnam as costs rise in China, a trend that may boost the fortunes of the Port of Halifax. “As that trade moves further south, that gets right into the wheelhouse of the Halifax-Suez Canal connection and we feel very, very comfortable that we would be able to play in that market,” Reardon says. “That's one of the reasons why we are looking at Halifax so extensively.” The Halifax traffic would not cannibalize CN’s current international business at Montreal, which is more of a niche market. “They are two separate markets,” Reardon says. “We look at them in two different ways. And I believe our customers do as well.” Intermodal analyst Larry Gross says CN’s plan could work by shifting some container volumes that currently land at the Port of New York and New Jersey and are bound for the Midwest. Halifax is about 20 hours of sailing time closer to the Mediterranean than New York, he points out. “Plus, you will get through Halifax and onto the train much faster and cheaper than congested New York,” Gross says. “So, it would be a contender for volume moving into the upper Midwest and Ontario, particularly Toronto, Detroit, and Chicago.” CN is at a significant mileage disadvantage, however, when measured against either CSX Transportation or Norfolk Southern between New Jersey and Chicago. It’s around 1,700 miles from Halifax to Chicago, versus 900 or so from New Jersey to Chicago. “Of course, nothing prevents the CN from pricing the service more aggressively, which is certainly what they have done with Prince Rupert,” Gross says, adding that while CN’s plans aren’t a “slam dunk,” he wouldn’t bet against the railway. CN is the fastest-growing of the big six Class I systems, but its growth is concentrated in Western Canada, where the railroad is making major investments in new sections of double-track and new and extended passing sidings. It’s a different story in the East, where CN has underused capacity between Halifax, Montreal, Toronto, and Chicago. “Our objective, our appetite is to find ways to make more use of the existing network,” Ruest says.

Canadian National Photos

Great Shot! On January 27th, 2019, Francois Jolin photographed Northbound Canadian National 324 approaching the Canada/U.S border at Lacolle, QC, on the CN Rouses Point Subdivision on a sunny but very chilly day.

Again on the Canadian National Rouses Point Subdivision but now in St-Jean-sur-Richelieu, Quebec, on January 30th, 2019, Francois Jolin clicked Canadian National M324 on its way to Montreal led by CN SD60 5481.

Grant Hansen shot CN C40-8 2030 leading train U704 East at Cherry Valley, IL., on the CN Freeport Sub December 28th, 2018. The CN Freeport Subdivision runs in Illinois between 6th Street, in downtown Chicago to Freeport, Illinois.

CN 310 has SD70I CN 5616, and ex-CSXT C40-8W GECX 7303 for power, as it heads east through the VIA Station on a clear, but cold and windy morning. Michael Berry took this shot at Dorval, Quebec, February 9th, 2019.

A rare daylight CN 529, is crossing from the south to the north track at Turcot West with all Norfolk Southern Power: NS 9144, NS 8010, NS 9517 and 39 cars. Michael Berry took this shot on the CN Montreal Sub (the NEW Section) in Montreal, Quebec, Canada on January 27th, 2019. The line now curves to the left whereas for many, many years it curved off to the right to bypass the yard (Which now also no longer exists).

CN 271 with 101 autoracks and led by CN 8907 and CSXT 8138 for power ducks under a signal gantry at Dorval. Michael Berry took this shot on the CN Montreal Sub at Dorval, Quebec, on February 2nd, 2019.

On the CN Kingston Sub at Baie-D'Urfé, Quebec on January 12th, 2019, Michael Berry shot CN 377 as it approached CN Caron with CN C44-9W 2618 and CSX AC44CW 460 for power.

On February 2nd, 2019 on the CN Montreal Sub Michael Berry shot a late CN 120 passing by the RTM VIA Station at Dorval QC at track speed with CN 2281 and DPU CN 8829.

Marc Dease caught this nice lash-up as CN Train 384 clears Wyoming, ON, eastbound led by CN 8836 on the morning of January 30th, 2019.

On February 8th, 2019 Marc Dease bagged a second great lash-up as well; CN 394 is departing Sarnia, Ontario eastbound with CN 2684, CN 2425, BCOL 4610 and GTW 6420 (DIT). (These photos are all by Marc Dease).

On February 9th, 2019, Jason Noe took this great shot of CN GMD1u 1444 (the highest numbered in the series) with GMTX GP38-2 2695 bringing CN train L540 by the frozen landscape along the Huron Park Spur, near Queen Street in Kitchener, Ontario. The train is returning with cars lifted from the Canadian Pacific interchange in Kitchener, ON.

CN 2555 and CN 5626 were shot by Ron Visockis leading train 309 at Belleville, ON, January 25th, 2019.

IC 2704 and CN 8826 lead train 369 in Belleville, Ontario January 25th, 2019 with dozens of brand new Wells Fargo Rail Leasing (WFRX) Grain Connect Canada hopper cars.

Glen Mounk caught CN Train 357 going northbound on the Rainy Sub in Fort Frances, Ontario with IC 2718, CN 2165, and Distributed Braking Car CN00018 on the tail end. With the “Arctic Vortex” creating havoc this year in Canada, and the USA, these are a God-send.

BCOL C40-8Mu 4611 and CN SD75I 5790 team up to haul their train on the CN Kingston Sub, in Belleville, ON, January 25th, 2019. (Ron Visockis).

Chris Gertz caught CN 331 going westbound by Paris Junction in Paris Ontario with CN C40-8M 2425 and PRLX SD75M 219 on January 31st, 2019.

On February 1st, 2019 Chris Gertz caught Eastbound CN 382 with a GECX (Ex-CSX) C40-8W Lease locomotive leading at Paris Junction in Paris, Ontario. It is always interesting to catch one of the older lease units leading.

On a very cold morning, with minus 22 Celsius, a late CN 369 (Chambord-Toronto) was shot by Andre St-Amant with IC SD70 1010 leading a five-unit lash-up MP 67.7 on the CN Joliette Sub at St-Paulin, Quebec, on February 9th, 2018.

CN 461 (Garneau-Taschereau), is seen at Saint-Paulin, QC, enroute to Montreal was shot by Andre St-Amant at MP 67.7 on the CN Joliette Sub on January 12th, 2019.

Kim Kafura shot EJ&E GP38-2 703 far from home at Neenah, WI, on December 3rd, 2018. She is a former Birmingham Southern GP38-2 built by EMD in December 1972.

On February 3rd, 2019, Kalel Harrison shot brand new GE ET44AC (CN 3145) leading CN potash train 759, as it headed upgrade on the New Westminster Sub. The tail end DPU (CN SD70M-2 8906), was shot pushing hard in the snowstorm.

The morning of February 3rd, 2019, Marc Dease shot CN train 394 eastbound out of Sarnia, ON.

The same day, Marc caught CN train 509 departing Sarnia, ON, eastbound for London, February 3rd, 2019. (both photos by Marc Dease).

Canadian National Vignettes

Richard Manicom took this pretty shot at the engine terminal at Joffre, Quebec on August 8, 1963. By this time, there was so much MLW power around it was cause for excitement to see a GMD-Built GP9 for a change! CN GP9 4472 is sharing the stage with MLW products in idle mode (CN RS10 3814, RS18 3885, and FA1 9402), easily drowning out the sound of the 567 engine on the lonely GM product.

Rebuilt CN RS18m 3153 with HEP equipment removed in the nose after a 1969 derailment. This photo was taken by Ron Visockis on June 23rd, 1973.

With the well known St-Henri landmark of the steeples of the Saint-Zotique church on Rue Notre-Dame, in background Jacques Bélanger took this shot on January 12th, 1975 of CN Train No 1 passing westbound with a trio of covered wagons (CN 6501-6619-6620) leading the Super Continental over the Montreal Sub, nearing the De Courcelles Street level crossing.

Jacques Bélanger also shot CN RS18 3743, back in good old days at the Montreal Yard on January 26th, 1974.

A roster photo of CN yard booster (built from a retired S-3) CN Slug 307 on January 26th, 1974, in the CN yard in Montréal, QC.

July 10th, 1998 CN 305 was shot by Pierre Fournier in Drummondville, QC, led by an almost brand new GMD-built SD75I, and CN 5681.

GREAT SHOT! At one of Pierre Fournier’s favourite locations in St-Leonard, QC, CN 121 is seen stopped on the main line for CN 784 and its empty 68 tank train cars enter the passing siding on September 27th, 2006.

Click here to submit photos to Canadian National. Click here to read our guidelines for photo submission.

All photos used with permission of the photographer. Contact the editor if you feel your photo has been used without permission.

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