The troublesome British-built Renaissance cars used in VIA Rail’s downsized Atlantic Canada service were never designed for life in Canada, and are in urgent need of replacement. But Budget 2018 makes provision only for fleet renewal in the Quebec City-Windsor corridor.
[Originally published in the Spring-Summer 2018 edition of “The Bulletin”]
After four decades of neglect by successive federal governments, there finally seems to be some significant support in Ottawa for passenger rail. In certain parts of Canada – that is. That was the gist of a significant appropriation contained in the Trudeau Government’s Budget 2018, tabled on February 27.
The first commitment to new rolling stock in 40 years promises a complete renewal of VIA Rail Canada’s aging and tired corridor fleet. No actual cost figures were given because of the pending procurement process, but it’s clearly an investment in the billion-plus category. VIA subsequently posted a summary of the fleet renewal program on its website, and on June 18 announced a short-list of four qualified suppliers that will have until October 5 to submit proposals. A contract is expected to be awarded before the end of 2018, with the first of the new rolling stock in service within four years.
In short, the plan calls for 32 new bi-directional trainsets for use in the Quebec City to Windsor corridor. Primarily the new rolling stock will replace the so-called LRC equipment, built in the early 1980s, and now rapidly approaching the end of its useful life. Many LRC cars will need to be retired before the new orders are delivered. Continue reading “Our Canada includes passenger trains…and it doesn’t end at Quebec City.”→
In 2018 Canada’s national passenger rail service is marking the 40th anniversary of its creation. Some critics will ask if there’s really anything to celebrate after decades of retrenchment and cutbacks, but optimists think there just might be a headlight at the end of the tunnel.
[Originally published in the Spring-Summer 2018 edition of “The Bulletin”]
On April 1, 1978, a Government of Canada order in council created a new Crown corporation. VIA Rail Canada had been established as a subsidiary of Canadian National Railways (then also publicly-owned) the previous year, but now attained new status as a parent corporation under the Financial Administration Act. It was the next step in a government initiative to control the cost of supporting passenger rail across Canada, with a primary objective of addressing duplication of services. The intent was for the new corporation to assume full responsibility for the passenger trains operated at that time by CN and CP Rail. It turned out to be a phased-in process, with the first step being consolidation of marketing. Eventually VIA absorbed other managerial responsibilities, first from CN and later from CP. The new corporation took ownership of passenger rolling stock as well, including locomotives, and train crews eventually became VIA employees.
This year, VIA is holding a celebration to mark the anniversary. And there actuallyis a little bit of positive icing to decorate the birthday cake – the first in a long time. This year’s federal budget included a major commitment to replace the entire VIA fleet in the Quebec City-Windsor Corridor, with particular emphasis on the Toronto-Montreal-Ottawa triangle. It’s the first significant investment by any government in new passenger rail equipment since the earliest days of the corporation’s history. For the most part, it’s been a long, sad tale of neglect and retrenchment.
While we don’t mean to rain on VIA’s birthday parade, it is significant to note just how much passenger rail in Canada has deteriorated over the past four decades. This country’s struggling network now ranks dead last among the G7 nations – even well behind the United States, which hasn’t exactly done a stellar job in keeping up with the rest of the industrialized world either. Continue reading “VIA celebrating 40th birthday…but it hasn’t been a roadbed of roses”→
Although they are among the newest rolling stock in VIA Rail Canada’s fleet, the British-built Renaissance cars are arguably the most problematic. Their early replacement should be a high priority says Transport Action Atlantic.
Transport Action Atlantic is viewing recent statements from both Prime Minister Trudeau and Transport Minister Marc Garneau on the future of VIA Rail service with a mixture of optimism and concern. Both have been quoted in media interviews as being supportive of the Crown corporation’s proposals for enhanced rail passenger service in the Quebec City-Windsor corridor, as well as the urgent need to replace severely aging equipment.
In an interview with the Globe and Mail, Minister Garneau indicated the Government of Canada is treating VIA’s initiatives as two separate funding decisions, and expressed clear support for VIA’s fleet renewal request.
“There’s no question that VIA train service must continue and that some of the train cars are getting old,” he told the newspaper. “We need to address the issue so that we continue to have a reliable and predictable service. We need to replace the hardware once in a while.”
That’s really quite an understatement. The last federal investment in new intercity rail passenger cars was nearly 40 years ago, and some coaches in VIA’s active fleet date back to 1947. But the most troublesome component is the so-called Renaissance equipment – acquired second-hand from the UK in 2001 after the overnight Channel Tunnel service they were intended for failed to get off the ground. Many of the partially-completed cars in the 139-unit purchase never turned a wheel in revenue service, and were eventually scrapped, with some components salvaged to keep others operational. Most of the survivors are now running on VIA’s last remnant of service to Atlantic Canada – the tri-weekly Ocean.
Attempts to force-fit the British-built cars to the Canadian operating environment were far from a resounding success, and nearly two decades of exposure to winter weather and other conditions for which they were never designed have taken a severe toll. At this writing, one Ocean Renaissance train set is out of service for an indefinite period, following a massive electrical failure at Halifax in early January. The departure was cancelled, the passengers transferred to buses, and the empty train limped back to Montreal for repairs.
At one time, VIA fielded three sets of Renaissance cars, but only two were required after the ill-advised reduction in Ocean service frequency in 2012. Now, maintaining even a smaller number of cars in serviceable condition has evidently become a challenge for the corporation.
Arguably, a high priority for government and VIA should be replacement of the troublesome Renaissance cars with modern equipment of proven design that’s suitable for North American operation. Given the lead time required for order and delivery of passenger rolling stock, and the unfortunate reality that the British-built cars are already past their best-before date, it will be increasingly difficult to keep the Ocean running reliably even if the funding comes in the next federal budget. But Transport Action Atlantic is concerned that only the corridor service appears to be under consideration for new equipment at this time, leaving the run to the Maritimes in a precarious position indeed.
“Canada does not end at Quebec City,” says TAA president Ted Bartlett. “Passenger rail investment all across the country has been neglected for years by successive governments. The entire VIA network must be re-equipped, and the area where the need is most urgent cannot be overlooked. We acknowledge that the corridor is the vital heart of passenger rail in Canada, but the link to the Atlantic provinces is very important for connecting Canadians. Furthermore, many Maritime communities that are underserved by public transportation are heavily dependent on the service the Ocean provides.”
Bartlett added that the track infrastructure in the Maritimes – particularly in northern New Brunswick – is also in urgent need of attention. While the required investment is extremely modest when compared with VIA’s proposal for a dedicated passenger line in the corridor, it is necessary if trains are to once again operate safely at the same speeds that were in effect 20 years ago. As recently as 2005, VIA trains traveled from Moncton to Campbellton in four hours. The same trip today requires nearly six hours, because of deteriorated track.
