Senior VIA News Editor (East) Tim Hayman
VIA News Co-Editor (West) Terry Muirhead
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vianews@canadianrailwayobservations.com

In July, F40PH-2d 6403 was renumbered to 6459, This unit had worn the CBC Radio Canada wrap four years ago, but we have not ascertained why this engine had to be renumbered.

In June, the very first rebuilt LRC Business Class (Club) car, #3475, finally entered service with VIA. The new began refurbishment by IRSI in Moncton, but was completed by CAD staff following IRSI’s closure, and was moved from Moncton before receiving its final graphics. The car sports a brand new interior, featuring larger seats in a 2+1 arrangement, seat-back tray tables, small seat-side tables, and refurbished washrooms. The exterior of the car has been repainted into a striking new scheme, which will remain unique to the Business Class cars. Like the rebuilt LRCs, the Canada flag has been dropped from the cars. The new “Business/Affaires” logo also makes its first appearance on a piece of VIA equipment, replacing the previous “VIA 1” logo.

Interestingly, this car does not appear to have had the same degree of work done on it as the previous LRC coach rebuilds. Most notably, the ends of the cars appear unaltered, with marker lights still in place, and the old key-operated door mechanisms remain in place of the new key-pad system installed on the rebuilt LRC coaches.

Guy-Pasqual Arcouette snapped the first new VIA business Class LRC car in service crossing the Lachine Canal, on the CN Montreal Sub July 19th on VIA 50.. When complete, all LRC consists will have one of those new Business cars. For the time being, the first car has been seeing service on VIA 50/59/659.

In early June, Ray Farand photographed 3475 around Ottawa. In these photos, we see 3475 from both the inside and out at Ottawa station during crew familiarization, and in lovely sunshine on the tail end of VIA 43 at Fallowfield. (Ray Farand Photos)

TSB Report on 2012 Burlington Derailment

On June 11, 2013, the long-awaited report from the Transportation Safety Board (TSB) investigation into last year’s tragic Burlington derailment was released. On February 26, 2012, VIA Train 92 entered a 15mph crossover at 67mph and derailed, killing all three men in the cab, and severely injuring a number of passengers. The TSB report gives an in depth description of the events of the crash, and also offers the findings of the investigation into the crash.

The key findings of the report, with regard to the cause of the accident, are summarized as follows:
VIA 92 entered crossover No. 5, which had an authorized speed of 15 mph, while travelling at 67 mph. Due to the excessive speed, the locomotive and all 5 coaches derailed.

The operation of the train and its speed of 67 mph at the crossover were consistent with the actions of a crew that had misperceived or misinterpreted signal 334T2’s indication as being more permissive allowing them to proceed at track speed.

The stop at Aldershot Station interrupted the continuous progression of signals, which may have contributed to the locomotive crew forgetting that the previous advance signal 348T2 displayed a Clear to Slow (Y/Y) indication.
The frequent use of track 2 may have influenced the misperception of the signal 334T2 as being more permissive, which led to inappropriate train control for the restrictive signal indication displayed.

The VIA 92 crew members may have become focussed on the more salient FY/FG aspects and misinterpreted that signal 334T2 displayed Advance Clear to Limited (Rule 412), which allowed them to proceed at track speed rather than Slow to Limited (Rule 432), which should have restricted VIA 92 to 15 mph.

The crew’s advance knowledge of an upcoming wheelchair passenger disembarkment at Oakville may have created an expectation that they would remain on track 2 and cross over from track 2 to track 1 near Oakville, which reinforced the perception bias towards a permissive signal indication.

The crew’s situational awareness was likely focussed on resolving the apparent track occupancy conflict of the signals work crew working ahead on track 2 rather than properly identifying the signal 334T2 indication and complying with the requirement to slow their train.

The TSB acknowledged the difficulty caused by the absence of any form of in-cab voice recorders or video cameras, and recommended that these systems be installed. All of VIA’s locomotives have since been, or are being outfitted with forward-facing cameras, and VIA has also announced plans to install in-cab voice recorders along with other operational safety measures. Once again, the TSB recommended that some form of automatic train stop system be considered, and offered thoughts on several different types of system that could be employed. However, there is no indication at present that VIA or its host railways are seriously considering the installation of any such system in the foreseeable future.

The report is intricately detailed, and provides a comprehensive overview of the events that led to and transpired in Burlington. You can read the full TSB report here.

In June, labour negotiations between the Canadian Auto Workers (CAW) Union, which represents many of VIA’s onboard service, sales and maintenance staff, nearly resulted in a strike. The CAW had given notice of its intent to strike on June 14 if no deal was reached. VIA had prepared a contingency plan for minimum train service in the event of a strike, as negotiations continued to the last minute. Just before the deadline, a tentative deal was reached, and the strike was successfully averted.

On June 7, a mudslide near Kingston briefly disrupted VIA services. The only trains significantly affected were Trains 54 and 56, which were replaced by buses early on in their route. At 1400, delayed trains 54 and 56 (running as a J-train) were just west of Port Hope after suffering damage to the lead locomotive (906). Passengers from the two trains were transferred to buses at Cobourg, after which a rescue train from Toronto consisting of VIA locomotives 6453 and 6408, with freshly rebuilt business car 3475, towed the damaged train to Montreal.

VIA has recently completed the installation of onboard WiFi on the Ocean (Trains 14/15). WiFi is provided by antennas on top of the two service cars, visually similar to the newest equipment installed on Corridor equipment. As of late June, both consists are equipped, and the WiFi is freely available.

With the summer season underway, the Ocean’s consist has grown again. On June 22, Terry Muirhead reported the following consist for VIA 14:

6443 F40PH-2d
6432 F40PH-2d
7003 Renaissance Baggage
7220 Ren Coach
7226 Ren Coach
70217 Ren Accessible Coach
7227 Ren Coach
7303 Ren Service Car (now WiFi equipped)
7400 Ren Diner
7314 Ren Service Car (now WiFi equipped)
79515 Ren Accessible Sleeper
7525 Ren Sleeper
7509 Ren Sleeper
7506 Ren Sleeper
7508 Ren Sleeper
7507 Ren Sleeper
7503 Ren Sleeper
7504 Ren Sleeper
7600 Ren Transition
8704 Evangeline Park
Consists in the West are also expanding for the summer, as The Canadian moves into its summer high season. On June 20, Terry also reported this consist for VIA #1 departing Toronto:
6407 F40PH-2d
6420 F40PH-2d
8615 HEP1 Baggage
8120 HEP1 Coach
8106 HEP1 Coach
8504 Skyline
8402 Diner Alexandria
8515 Skyline
8330 Hunter Manor
8317 Cornwall Manor
8341 Thompson Manor
8340 Stuart Manor
8316 Christie Manor
8223 Chateau Rigaud
8507 Skyline
8413 Diner Louise
8314 Cameron Manor
8322 Drummond Manor
8313 Cabot Manor
8715 Tremblant Park

Freshly rebuilt VIA Rail RDC1 6105 has joined RDC-4 6250 and 6251, and RDC-2 6217 on the Sudbury - White River service. Un-refurbished VIA RDC-2 6205 which had all of its seats removed for use as a baggage car, is no longer needed and was moved from Sudbury to Toronto in June.

In late July, it was reported that VIA will be either removing staff or entirely closing several stations in Ontario and Quebec. Stations in Cornwall, Guildwood, Aldershot, Woodstock, Chatham, Brampton
and Stratford will be unstaffed starting in October of this year, with self-serve ticketing kiosks replacing the station agents. Numerous stations in Quebec will also be unstaffed or closed later this year, as reported in the LaPress article below. In addition to the station changes, redcap service in Montreal and Toronto is being eliminated.
The Toronto Star reported on some of the upcoming changes here.

And LaPresse reported on some of the upcoming changes in Quebec.

On July 24th, Michael Berry caught VIA 39 led by VIA 905 heading west to Ottawa from Montreal in the late day sun.

A pair of rebuilt VIA RDC cars power train 185 through the Northern Ontario wilderness at MP 86 on the Cartier Sub, just outside of Chelmsford, ON, May 18th.

http://www.railpictures.net/viewphoto.php?id=436873&nseq=21

VIA 6427-6436 lead Train #1 “The Canadian” northbound at Lake City, BC mile 146.5, on the CN New Westminster Sub February 26th, 2013. Andy Cassidy

With the city of Detroit in the background in Douglas Leffler photographed VIA FP9A 6569 riding the turntable in Windsor, Ontario in 1983. Her CP RAIL Action Red heritage is showing through under the peeling paint.

CN 7920 is seen at Windsor Ontario in September, 19 SD40-2’s 85.

CN 7920 is seen at Windsor Ontario in September, 1985. Doug Leffler

© CRO August 2013