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Post Info TOPIC: CN to spend $1.7 billion on capital investments in 2011


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CN to spend $1.7 billion on capital investments in 2011
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CN to spend $1.7 billion on capital investments in 2011

(CN issued the following press release on February 9, 2011.)

CN announced on February 9 plans to invest C$1.7 billion in 2011 to maintain a safe and fluid railway network, to grow the business efficiently and to continue to provide customers with a high level of service.

Claude Mongeau, president and chief executive officer, said: CN is focused on running a safe, sustainable railway and growing our business profitably at low incremental cost. We are pursuing this agenda through infrastructure investments, strengthening ties with our customers, and innovative service improvements. Our service innovations include first-mile/last-mile' initiatives that respond to customer needs at origin and destination, and supply chain collaboration that emphasizes an end-to-end view of service quality.

CN's capital spending program is critical to these safety, growth and service objectives. In the last five years, CN spent almost C$8 billion on capital improvements. Such investments serve to build a quality network that, in turn, supports economic growth across Canada and the United States.

Approximately C$1 billion of CN's 2011 capital investment program will be targeted on track infrastructure to maintain safe railway operations and to improve the productivity and fluidity of its rail network. This includes replacement of rail, ties and other track materials and bridge improvements, as well as rail-line improvements on the Elgin, Joliet and Eastern Railway Company (EJ&E) that CN acquired in 2009. The EJ&E addresses the missing link for CN in Chicago, connecting its five rail lines entering the city; full integration of the EJ&E will result in improved reliability and service.

CN's infrastructure envelope includes funds for strategic initiatives across the system and additional network improvements in western and eastern Canada.

Equipment spending, which is intended to improve the quality of the fleet to meet customer requirements and includes the acquisition of new fuel-efficient locomotives as well as new freight cars, is targeted to reach approximately C$200 million in 2011.

CN also expects to spend approximately C$500 million on facilities to grow the business, including transloads and distribution centers to serve off-line customers; new information technology to support operational and service excellence and other projects to increase productivity.

Thursday, February 10, 2011



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Is there a grade that exceeds 1% on the entire railroad?
Would vote for a new paint scheme while they are in a
spending mood.

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Do you guys realize what this is going to do for attitudes at CN?

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The Krink wrote:

Is there a grade that exceeds 1% on the entire railroad?



Yes.

 



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The Krink wrote:

Is there a grade that exceeds 1% on the entire railroad?



 Look at the ex BCR trackage.



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steam300 wrote:

Look at the ex BCR trackage.


Steamer, Snippy has trouble believing you on this one. After CN took over BCR, they found out that BCR had been wasting money on locomotives with dynamic brakes. Train speeds increased quickly and rather dramatically.

http://www.cbc.ca/canada/british-columbia/story/2006/07/14/bc-train.html



-- Edited by Snippy on Saturday 12th of February 2011 07:01:43 PM

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See, it was just like I was saying, CN was working on attitudes and I'm sure they made a few new ones with that move.

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Snippy wrote:
Steamer, Snippy has trouble believing you on this one. After CN took over BCR, they found out that BCR had been wasting money on locomotives with dynamic brakes. Train speeds increased quickly and rather dramatically.

http://www.cbc.ca/canada/british-columbia/story/2006/07/14/bc-train.html



-- Edited by Snippy on Saturday 12th of February 2011 07:01:43 PM

That situation was just damn horrible. One of our ex-yardmasters was part of the recovery crew. He commented to us once , that when the investigation was being done, the man in charge from CN "head quarters" had to be escorted by the RCMP, because of his poor taste and attitude. I guess one of his comments was found to be in rather poor taste and the big mouth was "nudgeed" to the ground by someone on seen.

That incident was one of a string of CN blunders on ex BCR trackage, along with the Checamus river spill
http://www.env.gov.bc.ca/eemp/incidents/2005/cheakamus_05.htm

 



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steam300 wrote:

The Krink wrote:

Is there a grade that exceeds 1% on the entire railroad?



 Look at the ex BCR trackage.



Jeez I embarrassed myself. Forgot about all the takeovers (mergers)
like the BCR and DMIR. The CN philosophy is "flatland". Quite evident
with the BCR as they quickly made it a one train a day line. The DMIR
was able to continue as is. Illinois Central was a flat as a pancake
railroad. Same for Wisconsin Central.

 



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Krink, WC has some impressive grades, the grade into White Pine and L'Anse hill, both Michigan are 3+%. Byron Hill right outside of Fon Du Lac is something like 1.5% and Hawthorne Hill is between 1.3 and 1.8% Granted it's not mountain railroading like Calvin runs on, but it is enough to get newbies in trouble.

What's really pathetic is that we have some engineers who are in an absolute panic if they don't have dynamic brakes and they have to go down those hills. Air brake train handling is such a lost art that the skills are not there anymore if they are needed. Unless I was feeling lazy and unmotivated I would use the air coming down our hill just to try to keep things sharp. When I worked the way freights it wasn't uncommon to have an IC unit in the lead with no Dyno's and the train lengths were up to 7000 feet long. It sure was nice to know what I was doing. Once I relieved a crew on the side of the hill and the hog made sure that he was out of the unit and in the taxi before I got behind the control stand. (It was the fastest I had ever seen this guy move, I should have known something was up.) Sure enough, he had used over 20 pounds to get stopped. It's a good thing he left, I would have slapped him otherwise.

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Reminds me of the lowlife, scumbag, blankety-blank-blank-blanks, who left me a train drawn down to about 40 lbs. one night setting on the side of the big hill that descended into the AFHT. I wanted to turn somebody in that night but . . .and I always wondered if they did it on purpose or were they trying to get stopped. Sure left us a potential trap but we got it out of there.

No, they weren't there when we got there.

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Can't use the air even if I wanted too. On our division it's use dynos or face discipline. It sucks.

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Slugger, with LAMCO's enlightened views regarding dynamic brake. . .uh, scratch that.

Leave it sufficient to say that you would not want to descend this hill on some trains without air in good working order. Either that or start W-A-A-Y back. And then there's the next district they come to going south, I'm sure that's a thrill ride at times.

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I think I need to shutup. The "original CN" bragged about the 1%
maximum grades on the transcon through Canada. It was like
"who needs dynamic brakes"? Since CN went on the big expansion
gobbling up IC, WC, DMIR, BCR, yes there are some different
additions to the railroad profile. The BCR was easy to rectify, don't
run any trains. DMIR is a mining railroad and that's pretty much all
they do, not part of the main system that hauls double stack
container trains. The IC was a perfect fit as the Chicago-New
Orleans line is all down river. The IC also dint have much need
for dynamic brakes. Now when it comes to the WC, I'm sure
they got some fairly level trackage and as Blackdog pointed
out some hills of distinction tuu. I guess my point is...CN has it
tuu easy compared to the other "bigs". My preference is rr's
that have to conquer mountains, blood and guts battles on
the 2.2%

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