I'll take a stab at this until someone more familiar with Canadian airspace chimes in.
Posting chart images is difficult for me because I don't believe there is a free website that offers Canadian approach plates or IFR charts. The closest I have is the US Detroit sectional chart and IFR chart (thanks to the fact that Pearson airport is close to the US border and therefore is covered by US charts).
Here is the low IFR chart that covers the Toronto Pearson airport. Note by my annotations that there are four non-directional beacons (beacons for short) that are used as outer markers for each direction's ILS approach. Two of the names you listed are clearly marked there, but I am not sure where BULGE is. BULGE, if you heard that correctly, is most likely an intersection farther out that is used as the initial approach fix. Without an approach plate, though, I can't tell.
Most aircraft being vectored for the ILS approach will be vectored to intercept a point about 3-5 miles farther out than these NDBs, or outer markers. Well, actually in the case of a busy airport like Pearson the aircraft are probably strung out in a line a lot longer than 5 miles, but that is irrelevant to my next point.
By the time the aircraft cross these NDBs they will be navigating by the localizer radio signal that emanates from a radio tower adjacent the runway. The localizer provides lateral navigation, or runway centerline guidance as part of the ILS. So, yes, the aircraft physically fly right over the beacon at a height of around 2,000 feet above the ground or so, assuming the pilot (or autopilot, as the case may be) is properly tracking the localizer.
In most cases these particular beacons, or outer markers, are used to provide situational awareness for the approach and to denote the final approach fix but they are not used as primary means of navigation; that is what the localizer provides.