the via 1-4-10 plan€¦ · the quebec-windsor corridor is via’s heart, but it is not funceoning...
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TheVIA1-4-10PlanARecoveryStrategyfor
Canada’sRailPassengerService
For
TransportAcAonCanadaBy
GregGormickOnTrackStrategies
November6,2015
TableofContents
Acknowledgements.....................................................................................................iv
Execu:veSummary......................................................................................................v
1.0Se@ngaNewCourseforVIA.................................................................................1
2.0TheFounda:onofVIA’sRecovery.........................................................................3
2.1ANewRailPassengerAc:onForce...................................................................4
2.2AReformedandInformedBoardofDirectors...................................................6
2.3ManagerialRedirec:on.....................................................................................7
2.4AClearLegisla:veMandate............................................................................10
3.0OverhaulingtheFreightRailwayRela:onship.....................................................15
4.0ModernizingVIA’sFleet.......................................................................................23
4.1RollingStock...................................................................................................26
4.2Mo:vePower.................................................................................................30
4.3FleetProcurement..........................................................................................33
4.4Short-TermFleetMaximiza:on.......................................................................34
5.0AHigh-PerformanceQuebec-WindsorCorridor...................................................37
5.1VIA’sHigh-FrequencyRailProposal.................................................................38
5.2TheHigh-PerformanceRailAlterna:ve...........................................................41
5.2.1Montreal-O\awaUpgradingProject........................................................43
5.2.2CoteauCapacityExpansionProject..........................................................44
5.2.3GananoqueCutoff...................................................................................44
5.2.4Shannonville-NewcastleLineConsolida:on.............................................45
5.2.5BranaordBypass.....................................................................................46
5.2.6Windsor-DetroitConnec:on....................................................................46
5.2.7IncrementalCorridor-WideProjects.........................................................47
5.2.8VIA/GovernmentofOntarioCoordina:on...............................................50
5.2.9ImprovedIntermodalLinks......................................................................52
5.3TheMissingCorridor:Calgary-Edmonton........................................................53
i
6.0AnEquitableOff-CorridorVision..........................................................................57
6.1RevitalizingtheLong-HaulNetwork..............................................................57
6.2TheRemoteServiceReality...........................................................................61
7.0VIA’sNeedforGrowth.........................................................................................65
7.1RidershipGrowthIni:a:ves..........................................................................66
7.2Longer-TermNetworkExpansion...................................................................67
7.3Interna:onalServiceExpansion....................................................................69
7.4Tourism-RelatedServiceExpansion...............................................................69
7.5FeederBusServices.......................................................................................71
8.0Ini:a:ngVIA’sRecovery:2016............................................................................75
8.1ImprovedFleetU:liza:on.............................................................................76
8.2Service-DrivenPricingandProductRedesign.................................................78
8.3RebuildingtheVIABrand..............................................................................81
8.4ServiceRestora:onandStabiliza:on.............................................................82
8.4.1GaspéServiceRestora:on......................................................................82
8.4.2VancouverIslandServiceRestora:on.....................................................84
8.4.3SecuringNorthernManitoba’sServices..................................................85
8.4.4AlgomaCentralServiceRestora:on.......................................................85
8.4.5StabilizingtheOcean..............................................................................86
8.4.6StabilizingtheCanadian.........................................................................87
9.0AdvancingVIA’sRecovery:2017-2019.................................................................91
9.1EnhancedFleet..............................................................................................91
9.2TheHPRCorridorTakesShape.......................................................................92
9.3ImprovedInterna:onalConnec:ons..............................................................94
9.4GrowingtheLong-HaulMarkets.....................................................................95
9.5RemoteServiceImprovements......................................................................96
9.6ExperimentalRegionalRoutes........................................................................98
9.6.1Montreal-Sherbrooke.............................................................................99
9.6.2Toronto-NorthBay...............................................................................100
9.6.3Winnipeg-Regina..................................................................................101
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10.0Comple:ngVIA’sRecovery:2020-2025............................................................103
10.1FleetRenewalandGrowth.........................................................................103
10.2TheHPRCorridorinFull.............................................................................104
10.3ExpandedNa:onalSystem.........................................................................105
10.3.1DailyTranscon:nentalService............................................................106
10.3.2Winnipeg-Calgary-Banff......................................................................107
10.3.3Montreal-Sherbrooke-Portland..........................................................108
10.3.4Toronto-Peterborough........................................................................109
10.3.5Toronto-NorthBay-Kapuskasing.........................................................110
10.3.6Sudbury-SaultSte.Marie....................................................................112
10.3.7Winnipeg-Minneapolis/St.Paul..........................................................113
11.0APassengerRailwayforCanada’sFuture.........................................................115
©2015byGregGormickandTransportAc:onCanada
iii
Acknowledgements
Theauthorswishtothankthefollowingindividualsfortheirgenerousassistanceintheproduc6onofthisplan:
TedBartle\BarryBrake
Ma\hewBuchananAndyCassidyBillChesterRayFarandHarryGowDavidGunn
DanHammondBruceHarveyBobJohnstonPeterLaceyJohnLeemingHowardLevinePeterMiasekTonyTurri@nChrisWestKenWestcar
…andnumerousmembersoftherailindustry,whowishtoremainanonymous.
iv
Execu:veSummary
1.0 Se@ngaNewCourseforVIA
ThenewfederalgovernmentwillsoonhavetomakemajordecisionsaboutthefateofVIARail
Canada.Throughnofaultofitsown,thisgovernmenthasnowinheritedalltheproblemsthat
VIAhasaccumulatedsinceitwasimperfectlycreatedin1977.Theseproblemsarearesultof
previousgovernmentsnotdealingeffecEvelywiththeissue.
TheVIA1-4-10PlanisasuggestedblueprintforthenaEonwidereconstrucEonofVIAasamodern,affordableandeffecEvepublictransportaEonservice.Itrecognizesthereisno“silver
bullet”forfixingVIA;strongpoliEcalwill,visionandinvestmentwillberequired.
TheplanisbasedonfiveunderlyingassumpEons:
! VIA’srevivalshallbeapublicly-fundedprojectundertakeninthenaEonalinterest;
! VIAshallberetainedandimprovedasanaEonwideservice;
! Proventechniquesandtechnologiesmustbeemployedtominimizeriskanddeliver
improvementsattheearliestopportunity;
! Acapitalbudgetof$5billionoveraten-yearperiodisrequiredforprojectsthatwill
reducecosts,improveserviceandincreaserevenueincrementally;and
! Improvementsmustbedeliverablewithinone,fourandtenyears,forvalidpracEcal,
financialandpoliEcalreasons.
2.0 TheFounda:onofVIA’sRecovery
ToreviveVIA,therearefourfundamentalstepsthatmustbetakenforittohaveanyprospectof
recoveryandlong-termsuccess.Theseare:
! TheformaitonofaRailPassengerAcEonForce,composedofexperiencedrail
transportprofessions,tocreatetheofficialblueprintforVIAandprovidehigh-level
advicetothenewministeroftransport;
! Aninformedboardofdirectorsappointedonthebasisofregionalbalanceandrelevant
knoledge,notstrictlypoliEcalaffiliaEon;
! AredirecEonofVIAmanagementtoensureitisworkingwiththefullconfidenceofthe
boardtodeliverthenewgovernemtn'svisionforrailpassengerservice;and
! AclearlegislaEvemandate,intheformofaVIARailCanadaAct,tospelloutpreciselythegovernment'svisionintermsofVIA'smandate,itsrightsanditsobligaEons,andto
guidetheVIAboardandmangementindeliveringit.
v
3.0 OverhaulingtheFreightRailwayRela:onship
Onallbuttwopercentofits7,500-milenetwork,VIAisatenant,dependentonthetreatmentitreceivesfromitshostrailways.ThefeeschargedbythefreightrailwaysforVIA’soperaEonontheirtracksaremuchhigherthanthosepaidbyAmtrakintheU.S.Furthermore,thequalityofservicehasdeclinedgreatlyinrecentyears,badlydamagingVIA’son-EmeperformanceanditsaZracEvenesstotravellers.
Acarrot-and-sEckapproachtoresolvingthisuntenablesituaEonisrequired.ThefederalgovernmenthasaverybiglegislaEvesEckandthefreightrailwaysneedtoberemindedofthis.However,itwillbepreferabletoresolvethissituaEonamicablyandwithoutresorEngtopuniEvelegislaEvesoluEons.RevisedVIAserviceagreementswiththefreightrailwaysshouldbethesubjectofnegoEaEonbeforeanyconsideraEonisgiventostrongerlegislaEveopEonsbeyondthosecontainedintheproposedVIARailCanadaAct.
ThefreightrailwaysneedtoacceptthatVIAisnotgoingawayandabeZerpassenger/freightrelaEonshipmustbeforged.
4.0 ModernizingVIA’sFleet
ToreviveVIA,theremustbeastrategyforthecompleterenewalofitsanEquatedfleet.Iftherearenonewtrains,therewillbenoVIAinveryshortorder.VIAmustceaserefurbishingoldequipment,whichisatbestanexpensiveandtemporarysoluEon.
VIAwillrequireasufficientamountofhigh-performanceequipment,forbothlong-haulandcorridorservice,toreplaceandexpanditscurrentcapacity.Thiswillrequire160bi-levelcarsforcorridorservice,140bi-levelsforthelong-haultrainsand70high-performancelocomoEves.Forcorridorservice,thenewrollingstockmustbecapableofprovidingbi-direcEonal,push-pullservicetoreducetheEmerequiredatterminalsto“turn”VIA’sexisEngtrains.ThiswillincreaseequipmentuElizaEon,reducecostsandmakepossiblefrequencyincreases.
StepsmustbetakentoincreasetheuElizaEonofVIA’scurrentfleetpendingthearrivalofthenewone.Aswell,thebestelementsoftheexisEngfleetwillberequiredoverthenextdecadetoprovidesurgecapacityandtolaunchnewservices,whichwillbere-equippedwithaddiEonalnewlocomoEvesandcarsiftheymeetperformancecriteriasetbytheVIARailCanadaAct.
5.0 AHigh-PerformanceQuebec-WindsorCorridor
TheQuebec-WindsorCorridorisVIA’sheart,butitisnotfuncEoningatitsfullpotenEal.MuchEmeandefforthasbeenwastedinafruitlesspursuitofhigh-speedrail(HSR).Whileitistechnicallyfeasible,HSRwouldbeextremelyexpensiveandEmeconsuming,providingnobenefitsforsevenormoreyearsaeerconstrucEonbegins.NorwouldHSRgenerateanoperaEngprofitsufficienttocoveritshighcapitalcost.
vi
VIAisnowaZempEngtosecuregovernmentapprovalofa$4-billionhigh-frequencyrail(HFR)proposal,whichwouldconstructdedicatedlinesforitsexclusiveuseintheMontreal-OZawa-TorontoTriangle.HFRwouldoperateat110mphandwouldrequirefourtosevenyearstobuild.ItisanunprovenschemebasedonhighlyopEmisEcridershipandrevenueassumpEons.
TheprovenalternaEveishigh-performancerail(HPR).InaddiEontospeed,HPRisdefinedbyitsmulEpleserviceaZributes,includingfrequency,Ecketprice,comfort,all-weatherreliability,on-Emeperformance,connecEvitywithotherpublictransportaEonservicesanddoor-to-doortravelEme.
UnlikeHSRandtheVIAHFRproposal,HPRisn’ta“bigbang”approachthattakesyearstodeliveranybenefits.ItwouldproduceimprovementsincrementallyandbuildonpreviousinvestmentsintheexisEnglines,includingthemorethan$400millionVIAspentonthecurrentMontreal-OZawa-TorontoTriangleroutesbetween2009and2012.
TheVIA1-4-10Planoutlinesaflexible,phasedapproachtoconvertVIA’sQuebec-WindsorCorridortoHPR.Thiswillinvolveawiderangeofprojectstoincrementallydecreaseend-to-endrunningEmes,eliminatecapacitychokepoints,boostintermodalconnecEvity,increasefrequencyandgrowbothridershipandrevenue.Thenew,bi-levelequipmentandhigh-performancelocomoEveswillbekeycomponentsofthisplan.
AmajorrequirementforHPRserviceintheQuebec-WindsorCorridoriscooperaEonbetweenthefederalandOntariogovernments.Expansionofprovincially-fundedGOTransitcommuterserviceontwoofVIA’sSouthwesternOntariorouteshasdamagedVIA’sridershipbyduplicaEngserviceatpubliccost.Ontario’spromoEonofitsownHSRschemefortheToronto-London-WindsorcorridorwillonlyexacerbatethissituaEon.Acoordinatedfederal/provincialapproachisrequiredifVIA-operatedHPRserviceistobedeliveredandtheQuebec-WindsorCorridoristoperformatitsmaximumpotenEalatreasonablecost.
TheCalgary-EdmontonCorridorisalsoastrongcandidateforHPRservice,althoughthisissuehasalwaysbeenregardedasaprovincialmaZer;ithasnotbeenincludedinTheVIA1-4-10Plan.However,thefederalgovernmentandVIAshouldbepreparedtoparEcipateinanyplantointroducemodernrailpassengerserviceinthiscorridor,shouldtheGovernmentofAlbertadecidetopursuethisopEon.
6.0 AnEquitableOff-CorridorVision
WhiletheQuebec-WindsorCorridorisVIA’sheartanditmustfuncEonatitsmaximumpotenEalthroughtheimplementaEonofaprogressiveHPRprogram,therestofVIA’snaEonalsystemmustreceiveappropriateaZenEonandinvestment.VIA’slong-haulandremotetrainsplayvitalrolesinmanycommuniEesnaEonwidethatlackothertransportaEonopEons.
vii
VIA’stwoprimarylong-haultrains–theHalifax-MontrealOceanandtheToronto-VancouverCanadian–requirenew,bi-levelequipmentandfrequencyincreasestobemorecost-effecEveandpubliclyuseful.Amtrak’sapproachprovidesthemodelfordeliveringtherequiredimprovementsatareasonablepubliccost,someofwhichcanoccurearlyinVIA’srecovery.
VIA’sremotetrainsservelow-densityregionslackingothertransportaEonservices.Theyareexpensivetooperateandtherearealimitednumberofmeasuresthatcanbeundertakentoimprovetheirperformance.RatherthandwellingonthecostandlimitedridershippotenEalfortheseroutes,thereisaneedforthegovernmenttoacceptthemaspartofasocialcompactwiththeCanadianstheyserve.
7.0 VIA’sNeedforGrowth
Becauseofrepeatedcutstoitsfunding,servicelevelsandgeographiccoverage,VIAhaslostfartoomuchrelevancynaEonwide.Tobeastrong,sustainablecomponentofCanada’smixofintercitytransportaEonservices,VIAmustbegiventhemandateandtheresourcestobegingrowingincrementally.
AnaggressiveridershipgrowthstrategyisurgentlyrequiredtoincreaseVIA’srevenueandrelevancyonitsexisEngnetwork.WithacombinaEonofbeZerscheduling,improvedoperaEngpracEces,sometweakingofthecurrentfleetandarealisEc,performance-basedrelaEonshipwiththefreightrailways,VIAcanoperatemoretrainsdailyonitscorridorroutes.FrequencyandreliabilityarethekeystoVIA’sgrowthinthismarket.
FurthergrowthcanbesEmulatedthroughacloserworkingrelaEonshipwithAmtraktoincreasecross-bordertrafficatpointswherethetwosystemsconnect,suchasVancouver,NiagaraFallsandMontreal,orwheretheycanbeconnectedinthenearfuture,suchasWindsor-Detroit.AcloserworkingrelaEonshipwithCanada’stourismsectormustalsobedevelopedtomaximizeridershipandrevenueontrainsthatserveimportanttouristmarkets,suchastheCanadian.
TheaddiEonofcontractedfeederbusservices,modelledaeerthesuccessfulAmtrakThruwaysystem,willextendVIA’sreachtocommuniEeswithoutrailserviceandgenerateaddiEonalridershipandrevenue.
8.0 Ini:a:ngVIA’sRecovery:2016
MuchoftheworkwithinthefirstyearofVIA’srecoverywilloccurbehindthescenes,butthiswillhavesignificantlong-termbenefits.ThiswillincludethenewRailPassengerAcEonForce’sdevelopmentofthedetailedblueprintforVIA’ssustainablerecovery,theappointmentofthenewandengagedboardofdirectors,theredirecEonofVIAmanagementandthepassageoftheVIARailCanadaAct.Alsooutofpublicviewwillbethemanufacturingofthenewfleetandthelong-rangeinfrastructureprojects,whichwillhavealargeimpactatalaterstage.
viii
WhilethenewequipmentmustbeacornerstoneofVIA’simprovementandgrowth,therearesEllnumerousmeasuresandopportuniEestoincreaseservice,ridershipandrevenue.ThesewilldelivernoEceableimprovementsinVIA’spublicuElitywithinthefirstyearofitsrecovery,parEcularlyonsomeoftheunder-servedporEonsoftheQuebec-WindsorCorridor.
ImprovingtheuElizaEonoftheexisEngfleet,rebrandingVIAasamoredynamictravelopEonandtesEngnewapproachestofarepricingtosEmulateridershipmustbekeyelementsoftherecovery.AZenEonandresourcesshouldalsobedevotedtorestoringthetworoutesthathavebeensuspendedduetoinfrastructuredeterioraEon,namelytheGaspé-MontrealChaleurandtheVictoria-Courtenayservice.VIA’sinvolvementinrestoringthesuspended,federally-supportedAlgomaCentralserviceshouldalsobeconsideredbythenewgovernment.
Long-haulmarketgrowthwillbedifficultunElnewequipmentisreceived,buttherearesomemeasuresthatcanbeundertakenalmostimmediately.ThemostnotableoneswillbetherestoraEonofthetri-weeklyOceantodailyserviceandthere-rouEngoftheCanadianbetweenSudburyandWinnipegovertheCProutethroughThunderBay.ThelaZerwillbeaccompaniedbytheimplementaEonofamoreusefullocalserviceontheCNroutethroughNorthernOntario.
9.0 AdvancingVIA’sRecovery:2017-2019
Inthesecondphaseofitsrebirth,VIAwon’tyetbearailwayrecovered,butitwillbearailwayfullyintorecovery.Coupledwiththeadvancesmadeduringthefirstyear,thehighlyvisiblesignsofthisrecoverywillincludeVIA’smodifiedfleet,moreinfrastructureimprovements,morefrequenciesonitsexisEngroutes,restoraEonofsuspendedservicesandthreestrategicaddiEonstothenetwork.These“earlywins”willprovideproofofVIA’sprogressanddeliveraserviceofgrowingsignificancetomoretravellers.
ThecompleEonofsmallerinfrastructureprojectsacrosstheQuebec-WindsorCorridorwillmakepossiblesomesignificantimprovementsinfrequencybycreaEngaddiEonaltrackcapacityandeliminaEngtrafficchokepoints.ThiswillallbepartofthetransformaEonofthecorridorintoatruehigh-performanceoperaEonofferingmulEpledeparturesonaclock-faceschedulewithreducedrunningEmesandimprovedintermodalconnecEons.
TheaddiEonofthreedaylightroutesonanexperimentalbasiswillenlargeVIA’sserviceterritory.ThethreeroutesareMontreal-Sherbrooke,Toronto-NorthBayandWinnipeg-Regina.
Intotal,theimprovementsthatwilloccurduringthefirsttwophasesofVIA’srecoverywillprovidethenewgovernmentwithproofthattheircommitmenttoarevivedrailpassengerserviceisbringingmeaningfulmobilityimprovementstoasubstanEalporEonofthecountry.ThiswillbevitalwhenthegovernmentonceagainfacestheelectorateinOctober2019.
ix
10.0 Comple:ngVIA’sRecovery:2020-2025
ThethirdphaseofVIA’srecoverywillbeaperiodofdynamicchangethatwillbehighlyvisibleandincreasinglyrelevanttoCanadiansfromcoasttocoast.WhilethefirsttwophaseswillstabilizeVIAandbegintheturnaround,thethirdphasewillsecureitsposiEonasthemodern,resilientpassengerrailwayithasalwaysneededtobe.
ThemostsignificantphysicalfactorinVIA’sfullrecoverywillbethearrivalofthenewbi-levelfleet,forbothcorridorandlong-haulservice.ThenewequipmentwilldramaEcallyreducecosts,improveVIA’spublicaZracEvenessandenableserviceincreasesonaveryvisiblenaEonwidebasis;thenewtrainswillbethefaceofthenewVIA.
IncombinaEonwiththisnewequipment,thecompleEonoftheinfrastructureprojectsacrosstheenEreQuebec-WindsorCorridorwillmakeVIAthecoreofCentralCanada’sintercitytransportaEonsystem.RailtravelbetweenthemajorcentresandintermediatecommuniEeswillbefaster,morefrequentandbeZerconnectedtotheurbanandregionaltransitservicesthatprovidethenecessary“firstandlastmile”componentsofcar-freejourneys.WiththefulldeliveryofHPRservice,VIA’sQuebec-WindsorCorridorwillbeasolidfoundaEononwhichtoplanforHSRserviceinthefuture,ifandwhenthatinvestmentcanbejusEfied.
Beyondthecorridor,VIA’stwoprincipallong-haultrainswillbefullyre-equippedandfirmlyre-established,offeringreliableandcost-effecEveserviceonadailybasis.FurthernetworkgrowthwilloccurthankstotheoverallreducEonofVIA’soperaEngcostsanditsincreasedridershipandrevenuesystem-wide.Sixnewrouteswillbeaddedtoprovidegreatergeographiccoverageandincreasedmarketreach.
11.0 APassengerRailwayforCanada’sFuture
Ifthecourseoutlinedinthisplanisfollowed,CanadawillhaveahighlyeffecEveandaffordablerailpassengerservicetoadequatelymeetnaEonalneedswellintothefuture.ItsposiEveimpactonmobilityandproducEvitywillbelarge,especiallyintheQuebec-WindsorCorridor,whereitwillcomparefavourablywithfutureinvestmentsintheother,lessefficientandmoreenvironmentallydamagingmodes.
Butthisplancannotsupplytheoneelementthatisnowandalwayshasbeenrequired,whichispoliEcalcommitment.Thatmustcomefromthenewgovernment.
PrimeMinisterJusEnTrudeauhassaid,“InCanada,beZerisalwayspossible.”TheVIA1-4-10PlanisbasedonthatopEmisEcpremise.Ashasbeenproveninothercountries,itispossibletodeliverbeZerrailserviceatanaffordablecost.AbeZerVIAisdesirableifCanadaistobetheeconomically,sociallyandenvironmentallycompeEEvenaEonthenewgovernmentenvisions.
ItisnowuptothenewgovernmenttosetthatbeZercourseforVIA.
x
1.0 Se&ngaNewCourseforVIA
Inhisplay,TheTempest,WilliamShakespearewrote,“What’spastisprologue.”It’san
aptphraseforanyexamina=onofthestatusandthefutureofVIARailCanada.
Inthe38yearssinceVIAwasimproperlyandinadequatelycreatedasapublicly-owned
Crowncorpora=onbyaseriesoflegisla=veexpediencies,ithaslurchedfromcrisisto
crisis.Allofthemhavebeenwelldocumented;thereisnoneedtorecountthemallin
detailhere,althoughtheydoexplainmuchaboutVIA’senfeebledstate.WhatmaKersis
learningfromthosecrisesanderrorsofjudgmenttosetanewcourseforVIA.
ThisplanisasuggestedblueprintfortherevivalofVIAonanaffordableandsustainable
basis.ItdispenseswiththetypeofschemesthathavetoooOenbeenofferedupasVIA’s
salva=onandthenfailedduetotheirimprac=cally,highcostorlackofpoli=calappeal.
Itisbasedontechniquesandtechnologiesthathavebeenappliedsuccessfullyinsimilar
caseselsewhere,par=cularlyintheU.S.
Thereisno“silverbullet”forVIA.Nosinglemeasurewillcurethemul=pleillsithas
contractedsinceanini=al,pla=tudinouspolicystatementsentitdownapoli=cal
pathwaytoturmoilandtorment.NoristhereamethodtohealVIAwithoutpubliccost.
Inthepast,theanswerstoVIA’spredictableproblemshavealwaysbeenamputa=onand
astarva=ondiet.Thisclearlyhasn’tworked.Whatisrequiredisaregimenofstrong
medicineandtherapytoconvertahobbledpublictransporta=onserviceintoa
defensibly-affordablepublicassetofna=onalimpact,importanceandpride.
Itwilltakestrongpoli=calwilltotransformVIAintoaservice-drivencorpora=onthatcan
makeitsowndecisionswithinbothaprecisena=onalpolicyframeworkandanassured
budgetsetbythepoli=cianswhooverseeitonbehalfofitsrealowners,whoarethe
peopleofCanada.Toignorethispoli=calimpera=vewouldbetoproducean
incompleteplandoomedtofailurebecauseitwouldonlyaddresshalfofthesitua=on.
TheVIA1-4-10PlandrawsonpreviousworkbytheRailPassengerAc=onForce(RPAF)in1984-1985,VIA,Amtrak,variousgovernmentministriesandagenciesinCanadaandthe
U.S.,andnumerousthird-partyconsultants.Intheabsenceofactualcos=ngdatafrom
VIA,es=mateshavebeenbasedonsimilarprojectsundertakeninrecentyearsinCanada
andtheU.S.,par=cularlythosenowunderwayorproposedbyAmtrakanditsstate
fundingpartners.
1
TheVIA1-4-10Planisbasedonfiveunderlyingassump=onsregardingVIA’sfuture:
(1) Thecompleterenewalandmoderniza=onofVIAshallbeapublicly-funded
projectundertakeninthena=onalinterest,withallaspectsoftheprojectownedby
thepeopleofCanadaandentrustedtoVIA;
(2) VIAshallberetainedasana=onalsystemopera=ngcorridor,long-haul,regional
andremoteservicesfromtheAtlan=ctothePacifictoHudsonBay;
(3) Onlyinvestmentsandmethodsthathavebeenprovenbyotherrailpassenger
operators,notablyAmtrak,shallbeincludedduetothelackof=meandfunds
availabletotestunprovenandhigh-costtechniquesandtechnologiesthatrunthe
riskoffailure;
(4) TheVIA1-4-10Planwillrequireanassuredcapitalbudgetofapproximately$5
billionspreadover10yearstorebuildandexpandVIAasamodern,sustainableand
cost-effec=vena=onalsystemthatcanthendeliverahigherlevelofserviceata
defensibleannualopera=ngcosttothepublic;and
(5) Tomeetlegi=matepoli=calneeds,alloftheprojectswithinthemasterplan
shouldhavedemonstrableandinterlockingbenefitswithinone,fouror10years,
hencetheplan’s=tle.
Thelastassump=onisofparamountimportance.Nogovernmentwouldcommittoa
large-scaleprojectsuchasthisifitcouldn’tproduceresultsthatwoulddrawpublic
favourearlyinitsfour-yearmandate.IfCanada’snewgovernmentmakesthis
commitment,itwillhavetobereassureditsdecisionisyieldingbenefitsthatresonate
withvoters.Therewillalsobeaneedtodeliverseveralimprovementsofamuchmore
substan=alnaturejustpriortothe=mewhenthenewgovernmentmustonceagainface
thevoterswhoelectedit.
Previousgovernmentspromisedtosetaninnova=veandfiscallyresponsiblecoursefor
VIAandthenfailedtodeliver.Now,Canadahasanewgovernmentthatwillhavetodeal
withVIAandtheproblemsthathaveaccumulatedoverthe38yearssinceitwascreated
togiveCanadaaneffec=verailpassengerop=on.Itwon’tbeeasy.
InhisvictoryspeechofOctober19,PrimeMinisterJus=nTrudeausaid,“InCanada,
beKerisalwayspossible.”TheVIA1-4-10Planisbasedonthatop=mis=cpremise.As
hasbeenproveninothercountries,itispossibletodeliverabeKerrailpassenger
serviceatanaffordablepubliccost.AbeKerVIAisalsodesirableifCanadaistobethe
economically,sociallyandenvironmentallycompe==vena=onthenewgovernment
envisions.ThisplanisanaKempttohelpCanada’snewgovernmentsetthatcourse.
2
2.0 TheFounda;onofVIA’sRecovery
WhocontrolsVIA?Youwouldthinkthesimpleansweris“VIAmanagement.”Butthat’s
afarfromcompleteanswer.It’salsoabigpartofVIA’sfundamentalproblem.
Historically,intermsofdirectcontrolovervariousaspectsofVIA,thelistincludes:
⚫ PrimeMinister’sOffice(PMO),thePrivyCouncilOffice(PCO)andCabinet;
⚫ TransportCanada,FinanceandTreasuryBoard,underthedirec=onoftheir
ministersandministersofstate;
⚫ VIA’spoli=cally-appointedboardofdirectors;and
⚫ VIA’schairandpresident,whoareusuallyhand-pickedbythegovernment.
Someformofcontrolorinfluenceisalsoexercisedby:
⚫ TheCanadianTransporta=onAgencythroughalimitednumberofclausesinthe
CanadaTransportAct,notablySec=on152;⚫ ThefreightrailwaysthroughthetrainserviceagreementswithVIAandthe
qualityoftheday-to-dayservicestheyprovide;
⚫ TheTransporta=onSafetyBoardofCanada;and
⚫ TheOfficeoftheAuditorGeneralofCanada.
TheoneauthoritythatislargelymissingfromthismixisParliament.WhileMembersof
Parliamentcanques=onthegovernmentonVIAmaKersduringQues=onPeriodandat
theStandingCommiKeeonTransport’smee=ngs,norecommenda=onstheymakeare
bindingonamajoritygovernment.Inavote,theopposi=onpar=esareboundtolose.
ThiswasclearlydemonstratedbytherecentBillC-640,AnActrespec9ngVIARailCanadaandmakingconsequen9alamendmentstotheCanadaTransporta9onAct,asdraOedandintroducedbyformerMPPhilipToone(Gaspésie–Îles-de-la-Madeleine).
TabledonDecember4,2014,itwasunanimouslysupportedbyopposi=onMPs,
includingseveralwhoarenowpartofCanada’snewgovernment.OnApril29,2015,the
billwasunanimouslydefeatedbyformerPrimeMinisterStephenHarper’sgovernment.
TherehavebeentoomanyhandsonVIA’sthroKlefortoolongandonlyafewhavebeen
equippedforthetaskofrunningtherailwaywhilealsowithstandingthepoli=caland
bureaucra=cpressuresexertedonthem.Intheend,thegovernment-of-the-dayholds
theul=matepowerthroughtheamountoffundingitprovidesandthedirec=vesit
issues;noamountofprofessionalresistancecanovercomethat.
IfVIAistoevensurvive,itneedsahigh-powereddoseofnon-par=sanprofessionalism.
Ironically,onegovernmentdidprovidethat,onlytohalttheprocessbeforeany
meaningfulchangecouldoccur.
3
2.1 ANewRailPassengerAc;onForce
WhenPrimeMinisterBrianMulroney’sConserva=vegovernmentrolledintoOKawa
followingits1984elec=onvictory,itwasfreightedwithcommitmentstovotersin
severalregionstofixVIAandrestoreservicescutbythepreviousgovernment.The
meanstodothis,assetbyMinisterofTransportDonMazankowski,wasthroughthe
forma=onofaRailPassengerAc=onForce(RPAF).
Underthedirec=onofitschairman,formerAlbertaDeputyPremierHughHorner,the
RPAFsetouttostabilizeVIAandthenreformitthroughthedevelopmentofasetof
interlockingphysical,opera=onal,financialandlegisla=vemeasures.Theprimarystaff
fortheRPAFconsistedofa=ghtly-knitgroupofhighlyknowledgeablecivilservantswith
extensiveknowledgeofthesitua=on,allsecondedfromfederalorprovincialagencies.
Oneofthegroup’sfirstjobswastoarrangefortherestora=onofsomeofthetrainscut
in1981and1982.Thisitdid,butwithawarningthattherevivedtrainswouldbe
expensiveatfirstbecausetheywouldbeoperatedwitholdequipmentandtheywould
berebuildingmarketsVIAhadbeenorderedtoabandon.TheRPAFthenproceededto
designtheVIAblueprint,bringsomechangetoVIA’smanagement,nego=atewiththe
twomainfreightrailwaysforrevisedtrainserviceagreementsandopendiscussionswith
Canadianmanufacturersforthedeliveryofthenewmo=vepowerandrollingstockVIA
desperatelyrequired.
TowardsaModernandInnova9veVIARailCanada,theRPAF’sblueprint,wasandremainsamasterpiece.Itwaspredicatedon“twinpillarsofpolicy,”callingfor:
“Acapof600millionconstantdollarsontheannualbudget,as
establishedbyCabinetlastfall,andourgoalof50percentcostrecovery
by1989.Weknowofnootherwaytostopthedrainofgovernment
fundstoVIAthantomodernizethecorpora=on;infact,theonly
alterna=veistoscrapitcompletely.”
OneoftheRPAF’smanychallengeswascounteringthehos=lityofmanyseniorcivil
servantsandtheairlineandbusindustries,whichopposedanyinvestmentinVIA.
CertainmembersofthisgroupofVIAopponentsenjoyeddirectaccesstotheprime
minister’soffice.
Asaresultofthatinterven=on,theRPAFwasshutdownpriortothecomple=onofits
workfollowingtheJune1,1985,VIAservicerestora=ons.Itsrecommenda=onswere
largelyignoredanditsreportsandworkingpapersweresealed.Agoldenopportunity
waslostatacri=calpoint;thegovernment’s52percentslashingofVIAinJanuary1990
wasadirectconsequence.
4
HadtheadviceoftheRPAFbeenheeded,themoderniza=onofeveryaspectofVIA
wouldhaveresultedinarailpassengersystemtwiceaslargeastodayonabudget
comparabletotheoneVIAnowreceives.Thisac=onplanwouldhavedrivenVIA’s
opera=ngcostsdownby32percentoversevenyears,whilethenewfleetwouldhave
paidforitselfinopera=ngandmaintenancesavingsoverthesameperiod.
Today,withVIAinworseshapethanitwas30yearsago,theRPAFapproachistheone
thatneedstobeadoptedquicklybythenewgovernment.Aswasthecasein1984-
1985,anewRPAFgearedfortoday’sreali=esmustconsistofprofessionalswho
understandVIA’scondi=on,havein-depthknowledgeofthemeanstocorrectitsflaws
andthepoli=cally-grantedauthoritytomakethenecessarychanges.
Asin1984-1985,thenewRPAF’sdu=esshouldinclude,butnotbelimitedto:
⚫ RefinementofBillC-640,theVIARailCanadaAct;⚫ A10-yearsystemplanforVIA’sstabiliza=onandgrowth,withimprovements
achievableannuallythroughoutthefullrecoveryperiod;
⚫ A10-yearbudgetandafleetstrategylinkedtothesystemplan;
⚫ Atemplatefornewtrainserviceagreementscompensa=ngthefreightrailways
onthebasisofavoidablecostsandon-=meperformanceincen=ves;
⚫ OutreachtoAmtraktobenefitfromitsknowledgeandexperienceindealingwith
thechallengesnowfacingVIA;and
⚫ Discussionswithcertainprovinces,notablyOntario,forcoopera=ve,cost-shared
projectsandservicesthatareinthena=onalandprovincialinterests.
Anew,high-calibreRAPFcanbeassembledtotakeonthisdaun=nglistofchallenges.
Thepoolofrecently-re=redrailwayindustrytalentfamiliarwiththissitua=onand
possessingtheexperiencetosculpttherecoveryplanislarge.ThenewRPAFmust
includeindividualswithexper=sein,butnotbelimitedto:
⚫ Opera=onsplanning,par=cularlyinrela=ontotheneedtointegrateVIA’strains
oninfrastructurethatislargelyownedbythefreightrailways;
⚫ Equipmentdesign,u=liza=onandmaintenance;
⚫ Infrastructureplanning,designandimplementa=on(track,railtrafficcontrol
systems,structuresandsta=onfacili=es);
⚫ Cos=ngandbudgetplanning;
⚫ Governanceandlegisla=on;
⚫ Legalrequirements,par=cularlyinrela=ontothenego=a=onofcontractswith
thefreightrailwaysandsuppliers;and
⚫ Marketplanninganddevelopment.
5
Ineachoftheseareas,thereareindividualsnowavailablewhonotonlyhavethe
requiredskills,butalsotheenthusiasmfortherevivalofVIA.Indeed,manyofthem
spentmanyyearsatVIAorwithinthefederalcivilserviceaKemp=ngtomakethis
happen.Nowisthe=metoputthemtofulluse.
2.2 AReformedandInformedBoardofDirectors
AsVIA’sfutureisdraOedandthefirstcorrec=veac=onsaretaken,therewillbeaneed
foragroupofinformedandenthusias=cdirectorsatitshelm.ThatVIAhasrarelybeen
blessedwithsuchdirectorsispartofitsproblem.
TheappointmentofVIA’sfutureboardcan’tbestrictlyonthebasisofpartyaffilia=ons.
Whileeverypartyobviouslywishestoappointdirectorssuppor=ngitsobjec=ves,there
isnoreasonwhythatcan’tbecomplementedwithameasureoftheprofessionalismand
enthusiasmVIAhaslargelylackedinitsboardsinceitwascreated.
TheappointmentofAmtrak’sdirectorsinrecentyearspresentsarefreshingalterna=ve
totheCanadianapproach.WhileAmtrak,too,hasrepeatedlyacquireddirectorswho
couldbedescribedaspatronageappointments,manyofthemhavenotbeenwithout
relevantqualifica=ons.Somehaveevencomefromtheranksofthegovernment’s
opposi=onbecausetheyhavesolidcreden=alsandademonstratedenthusiasmfor
modern,cost-effec=verailpassengerservice.Thishaspar=cularlybeenthecaseinthe
appointmentofformermunicipalandstateofficialswhohavewitnessedfirsthandthe
localizedimpactofthepassengertrains.
AsimilarapproachmustbetakenatVIA.Itrequiresdirectorswho,aOerthenewRPAF
hascompleteditstaskinblueprin=ngVIA’srevival,canimplementthenewvision.Akey
willhavetobeadherencetotheconceptthatVIAismandatedtodeliverana=onal
serviceappropriatefortheneedsofitsdesignatedroutenetwork.
Theselec=onprocesswillneedtobalancethequalifica=onsandregionalperspec=vesof
thenextVIAboard.Itwillrequiredirectorswithtalentsrelevanttothewholebusiness
ofpublicly-supported,intercitypassengertransporta=on.Therefore,theselec=onofthe
nextVIAboardshouldaimtoincludedirectorswhohaveexperienceindealingwith:
⚫ Provincialgovernments;
⚫ Largeci=esandsmallercommuni=es;
⚫ Governance,legisla=onandlegalfunc=ons;
⚫ Railwayopera=ons,financeandlabourrela=ons;
⚫ Financialcos=ngandplanning;
⚫ Financialcos=ngandplanning;
⚫ Marke=ngandtourism-relatedbusinesses;and
⚫ Users,includingseniorsandthosewithspecialmobilityneeds.
6
AboardchosenonthisbasiswouldbringtoVIAasensibilityandexper=seithasnever
enjoyed.Alsochosenonaregionalbasis,thisboardwouldbeabletobalancethe
some=mesdivergentinterestsitmustserveacrossaroutenetworkthatstretchesfrom
theAtlan=ctothePacifictoHudsonBay.
ThehealthandperformanceofVIA,followingtheblueprintsetbythenewRPAF,willbe
dependentonitsboard.Thenewgovernmentmustchoosethosedirectorswisely.
2.3 ManagerialRedirec;on
IthasoOenbeensaidinrailwaycirclesthateventhebestmanagementteamcouldn’t
turnVIAaroundonitsown.Thereissometruthinthatstatement.Theprevious
governmentconstantlyansweredques=onsinParliamentaboutVIA’smanagerial
decisionswithaboilerplatestatementsayingVIAis“anarm’s-lengthCrowncorpora=on
thatmakesitsdecisionsbasedontheneedsofmoderntravellersandthefunding
providedtoit.”Thisisfarfromtruthful.
VIA’schairandpresidentareappointedunderthedirec=onandwiththeapprovalofthe
PMO.TherealityisthatnooneeverknowsexactlywhereVIAisheadingbecausethe
publicneverseestheconfiden=aldirec=onsgiventoVIA’sseniormanagersupontheir
appointment.Justasimportant,VIA’smanagementcanonlyperformwithinabudget
thatissetbythegovernmentitself;therecanbenomoredirectwaytocontrolthe
railway’sdirec=onandtheac=onsitwilltake.
However,thequalityofthemanagementteamselectedbythegovernmentdoesmaKer.
Initsearlyyears,VIA’smanagementteamwascomposedofindividualswithextensive
experienceinrailpassengerserviceatCNandCP.Over=me,thepercentageofthe
execu=vecorpswithhands-onrailwayexperiencehasvaried.Today,theVIAsenior
managementteamlacksasingleexecu=vewiththatexperience.
True,therearesomeVIAseniorexecu=veswithairlineexperience.Buttherearemany
aspectsofrailpassengerserviceconsiderablydifferentthanthosefacingairoperators.
Akeydifferenceistheneedintherailpassengerbusinesstonotjusttakeanend-to-end
viewofacorridorandthencatersolelytothatmarket,buttoalsoconsidertheoOen
substan=aldemandgeneratedbyintermediatepoints,wherepassengershavevery
differenttravelneedsthanthosegoingfrom,say,TorontotoMontreal.
Mostimportantistheneedtonotfocusoncertaingeographicmarketstotheexclusion
ofothers.Ontoomanyoccasions,VIAmanagementhashada“corridormentality”that
haspaidscantaKen=ontoitsotherservices.Thereisnodenyingthefactthatthe
Quebec-WindsorCorridorisVIA’sprimeterritory,intermsofthesizeofthepoten=al
marketandtheridershipandrevenueitcurrentlygenerates.Butthiscannotbethesole
7
focusofapublicly-supportedtransporta=oncorpora=onresponsibleforproviding
serviceinotherregions,someofwhichlackothertravelop=ons.
Thereisalsotheissueofmanagementpriori=esthathaverepeatedlyshiOedoverthe
years,oOenlinkedtooverly-ambi=ousplansrequiringbillionsinpublicinvestmentand
takingmanyyearstodeliver.VIAwentthroughthe1983-2001periodwithitssenior
managersfocusedofanall-new,high-speedrail(HSR)lineoverpor=onsoftheQuebec-
WindsorCorridor,par=cularlyintheMontreal-OKawa-Toronto(M-O-T)Triangle.
WhentheHSRproposalbecameobviouslyimpossibletolaunch,VIAshiOedin2002toa
moreplausibleandincrementalplanknownasVIAFast.Thiswouldhavedeliveredmany
HSRbenefitsatalowercostandonaphasedbasisthatcouldhaveproducedlarge
serviceandfinancialimprovementswithinfouryears.Thisplanwasendorsedbythe
soon-to-departgovernmentofPrimeMinisterJeanChre=enandthenimmediately
rejectedbythenextone.
VIA’sfallbackwasthe$923millioncapitalinvestmentplanof2007-2012,whichaimedto
deliversomeoftheVIAFastbenefitsandjus=fymoreimprovementsbasedonextremely
ambi=ousridershipandrevenuetargets.Thiswasthrownintodisarraybyaseriesof
events,manyofthemwithinthecontrolofthemanagementteamthatreplacedtheone
thathadcraOedtheinvestmentplanandconvincedthegovernmenttoapproveit.The
resultisthatthecapitalrenewalprogram–whichwasinadequateforafullVIA
turnaround–ranover-budgetandover-schedule,withsomeoftheprojectss=ll
incompletein2015andthetotalcostsunknown.
Today,VIA’smanagementteamispromo=ngyetanotherconcept,whichitdescribesas
high-frequencyrail(HFR).Thiscallsfortheprivatesectortoconstructadedicated,110-
mphpassengerlineintheM-O-TTriangleatacostthathasescalatedfrom$3billionto
$4billionsinceVIAfirstdiscusseditpublicly.Forthis,VIAwouldpaytheinvestorsona
tollbasiswithahighcommercialrateofreturn.
ThisplanisdebatableonseveralpointsanditisdiscussedingreaterdetailinChapter5
ofthisreport.Manyintherailindustryhaveques=oneditsprac=calityanditschances
ofsuccess.ResolvingVIA’ssystem-wideproblemscannothingeona$4-billionplanthat
wouldaffectonlyCentralCanadaand,atbest,wouldtakeseveralyearsofcomplexand
uncertainfinancing,environmentalassessment,designandconstruc=on.
Themosttellingindicatoroftherelevancyofanyrailpassengerserviceisitssuccessin
aKrac=ngpassengers.That,aOerall,isVIA’ssolereasontoexist.Thefiguresforthe
periodbetweenthecutsof1990andtheendof2014provideaclearpictureofwhich
VIAmanagementteamshavesucceededandwhichoneshaven’t.
ManyfactorsaffectVIA’sabilitytoaKractpassengersandthereisvalidityinclaimsthat
somearebeyondmanagement’scontrol.Theseincludedeep-discountairfareson
8
highlycompe==veroutes,freightrailwayconflictsandextremeweathercondi=onsthat
leadtopoorVIAon-=meperformance,alackofadequateequipmentandgovernment-
imposedbudgetconstraints.Butthetestmusts=llbewhetherthesefactors–whichare
alwayspresentinthecompe==vebusinessofintercitypassengertransporta=on–are
beingdealtwitheffec=velybythemanagementteam.
Itisinteres=ngtonotethatthemanagementteamsinplaceatVIAbetween1990and
theendof2009managedtogenerallyimproveridershipandfinancialperformancein
thefaceofmanyofthesesamefactors.VIA'sridershipaOerthe1990slashingofthe
systempeakedin2008,whichwasthebeginningofaneconomicrecession.Itwould
appeartheteaminchargewassuccessfulinbaKlingeventhisexternalfactor.
Bycomparison,atthesame=measVIAridershipfell17percent,Amtrak’straffic
increasedby14percent,growingfrom27.2millionin2009to30.9millionin2014.
Amtrakmanagementalsohadincreasingsuccessinconvincinggovernmentthatit
requiredlargeamountsofcapitalfundingtobeginovercomingthebacklogofdeferred
investmentit,too,hasweathered.
Thereareotherdangersignsthatraiseques=onsaboutthepriori=esofthecurrentVIA
managementteam,especiallyindealingwithitsominousfinancialoutlook.Thereisa
chillingmessagecontainedinVIA’sSummaryofthe2013-2017CorporatePlanregardingthissitua=on:
“OverthecourseofthePlanperiod,VIA’sopera=ngdeficitisprojectedto
exceeditsreferencelevelsby$582.1million.Produc=vityini=a=vesarebeingimplementedtoreduceopera=ngfundingrequirementsby$181
millionoverthePlanperiod....
“VIAexpectstoincuranopera=ngfundingshorsallovertheperiodofthe
Plan.Toreducetheopera=ngshorsall,VIAisintheprocessof
implemen=nganumberofini=a=vesthatweredevelopedaspartofthis
CorporatePlanandthe2011-2015CorporatePlan.However,evenwith
successfulimplementa=onofongoingini=a=vestoreduceitsopera=ng
requirements,VIAwillbeunabletooperatewithinitsrevisedopera=ng
referencelevels….
“TrainServiceAgreementchargesformasignificantpor=onofVIA’s
opera=ngcosts.VIAandCNconcludedaten-yearTrainService
Agreementin2009thatprovidesforannualrateescala=onoverthe
2009-2018period….
“VIAcannotfunditspensionplancostswithinitsopera=ngfunding
referencelevel.TheaccumulatedfundingshorsallinVIA’spensionplans
overthePlanperiodis$295million.”
9
Notallofthesesitua=onsareduetomanagerialdecisions,butenoughofthemarethat
ques=onsmustberaised.Thenewgovernmentwillhavetoreachitsownconclusions
aboutVIAmanagement’sadequacyingrapplingwithaseriousdeclinethatwillhavea
long-las=ngimpactonitsabilitytoevencon=nueopera=ngitscurrentservices.
OncetheRPAFhaspresenteditsblueprinttothegovernment,therecons=tutedboard
willhaveprimarycontrolinbringingVIA’sprac=cesandperformanceinlinewithits
straitenedcircumstances.Butitwillbethemanagementteamthatwillhavetodeliver
theimprovedservicedesignedbytheRPAFandapprovedbythenewboard.VIA
management’sabilitytodosomustbeamajorconcern.
ThelargestomissionfromthecurrentseniorVIAmanagementteamistalentwith
substan=alexperienceinrailpassengertransporta=on.Thismustbedealtwithquickly,
giventhenumerousservicefailuresthathaveoccurredatanincreasingrateoverthelast
yearandtheongoingridershipdecline.Theacquisi=onofmanagerialtalentwith
opera=onalandrailmarke=ngexperiencewillbecri=caltosolvingtheseproblems.
Whatisnotbeingtappedfullyistherangeofenthusias=candexperiencedtalentwithin
VIA’sranks.Therearelong-serviceemployeeswhohavegonethroughallofVIA’strials
andtravails,andmanagedtokeeptherailwayafloatopera=onallyunderdifficult
condi=ons.Therearealsoyoungeremployeeswhohavealreadydevelopedapassion
forpassengerrailroading.
Suchamo=vatedworkforcewillbeinvaluableindeliveringthecost-effec=ve,customer-
drivenservicethatshouldbeVIA’swholereasonforbeing.Credibleanddetermined
leadershipcanempoweremployeesateverylevelofthecorpora=on.
2.4 AClearLegisla;veMandate
Fromthedayitwassiredthroughaseriesofpoli=calandlegisla=veexpediencies,VIA
hasrequiredcomprehensivelegisla=on.Thatits=llhasn’treceiveditremainsoneofthe
greatestobstaclestoitssurvivalandsuccess.
WhenVIAwascreatedtotakeoverandrestorethedecliningrailpassengerservicesthen
beingprovidedbyCNandCP,itwasgivenfewofthetoolsrequiredtoaccomplishits
task.Themostfundamentalofthesewaslegisla=on,whichwouldhaveclearlyandfully
spelledoutthenewCrowncorpora=on’srights,powers,obliga=onsandmandate.
Withoutsuchlegisla=on,VIAwoundupakintoagigan=cshiplaunchedwithouta
rudder,naviga=onalaidsorevenreliablepropulsiongear.ThisleOtherailpassenger
servicetobebuffetedfromcrisistocrisisfornearlyfourdecades.
10
Fundinghasbeenerra=candmoderniza=onhasbeenscant.Chargesfortrackaccess
areexcessiveandthelackofstatutoryperformancestandardshasresultedinVIAbeing
shuntedasidetogivefreightpriority.Worstofall,thepublicinteresthasbeenbypassed
=meandagainwhenunsuppor=vegovernmentshavedecreedthattheonlyanswerto
VIA’sproblemsshouldberadicalsurgery,notra=onaltherapy.
ThiscontrastssharplywiththeU.S.,whereAmtrak–undersimilarcircumstances–was
foundedtoperformthesameroleasVIA.Beforeiteverturneditsfirstwheelin1971,
Amtrakwasgiventhestronglegisla=vefounda=onrequiredtorestoretheU.S.rail
passengersystem.ItsRailPassengerServicesActof1970setthecourseforitsgrowthintotheuseful,efficientandcost-effec=vepublictransporta=onserviceitistoday.
Whileithasn’talwaysbeensmoothsailing,Amtrakhasweatheredmanyfinancialand
legisla=vestormsbecauseofitsoriginalactandsubsequentlegisla=vereauthoriza=ons.
Whatisnowandalwayshasbeenrequiredislegisla=onthatwilldothesameforVIA,as
wellascommuteragencies,specializedtouristtrainoperatorsandAmtrakontheroutes
itcurrentlyoperatesintoCanada.LiketheactthatlaunchedAmtrak,itmustspellouta
mandatetoclearlydelineatewhatVIAmustdotodeliverana=onwiderailpassenger
servicetoplayastrategicroleintheeconomic,socialandenvironmentallifeofCanada.
Amongitsgoals,theVIARailCanadaActmust:
⚫ SpecifyaBasicNa=onalNetworkthatisalterableonlybyParliament;
⚫ Setrealis=candaKainableperformancestandardsreflec=ngthevariances
betweeneachofVIA’sservicetypes(corridor,long-haul,regionalandremote);
⚫ EndthebackroomdecisionmakingthathasonseveraloccasionswipedCanadian
communi=esofftherailpassengermap;
⚫ GiveVIAthefairandprac=calrightsrequiredtooperateeffec=velyinthereal
worldofcompe==ve,mul=-modaltransporta=on;
⚫ Establishacost-sharingformulabywhichVIAcanpartnerwithprovincialor
regionalgovernmentstoaddservicetotheBasicNa=onalNetwork;
⚫ Affirmtheneedforpassengertrainstohavereasonablepriorityoverfreight;
⚫ ProvideforthedevelopmentofafeeschedulethatgrantsVIAaccesstothe
freightrailways’linesontermsthatarefairtoallpar=es;and
⚫ Setthecriteriaforboardappointmentsandtheresponsibili=esthenewdirectors
shallbearindeliveringcost-effec=veservice,asprescribedbyVIA’smandate.
IfCanadaistobepartoftheworldwiderailrenaissance,thenVIAmustbeputonthe
samesolidlegisla=vefoo=ngthatunderpinsthoseotherrailpassengercarriers
elsewherethathavesucceededaspublicly-ownedand-supportedcorpora=ons.That
VIAhassurvivedthislongwithoutsuchadynamiclegisla=vemandateisatributetothe
inherentstrengthofthebasicconceptofpassengerrailroading.
11
Thisneedforlegisla=onismostsharplyillustratedbycomparingVIAwithAmtrak,which
survivedmanypar=sanpoli=calchallengesandremainedintactasana=onalsystem
principallybecauseofitslegisla=vefounda=on.AVIARailCanadaActwillplugthisCanadianlegisla=vegapbyprovidingasortof“billofrights”forpassengertrainsand
passengersmirroringtheAmtrakexperience.ItwillestablishthemandateVIA’sboard
andmanagershavealwaysrequiredtoguidethemindeliveringthetypeofrail-based
intercitymobilityneededby21stcenturyCanada.
TheneedforaprecisemandatewasrecognizedbytheRPAFof1984-1985.Thiswasthe
coreoftheactthegroupdraOed,aimedatempoweringareformedVIAboardand
managementbyclearlysta=ngwhatwasexpectedofthemandnotleavingtheirmission
opentointerpreta=on.
ThemandateproposedbytheRPAFalsoaimedtoprovideVIAwiththerequisitepowers
toactwithoutinterferencefromOKawacivilservantswhohaddemonstratedtheir
hos=litytotheforma=onandongoingmaintenanceofVIAasanindependentand
ac=on-orientedCrowncorpora=on.Onthispoint,theRPAFstated:
“ThereappearstobeafeelingthatVIAmustbekeptonavery=ghtleash,
withreportsandapprovalsrequiredtoanextentfarinexcessofthose
requiredbytheamendedFinancialAdministra9onAct(FAA)asitappliestoCrowncorpora=ons.TherealsoappearstobeafearthatVIAwillsomehow
getaroundalloftheFAAcontrolsandothersproposed,andstartuphotelchainsandotherac=vi=esnotdirectlyrelatedtotheprovisionofrail
passengerservice.
“Wehaveaverydifferentview.TheFAAcontrols,andthoseprescribedinthisreport,willbemorethanadequate.IfCanadaistohaveaCrown-owned
railpassengercorpora=on,thatcorpora=onisgoingtohavetobeabletoact
withini=a=veandconsiderableautonomy–within,ofcourse,approved
budgetsandplans.”
ThosewhofeargivingVIAsuchamandateandpowersoOenpointtoques=onable
decisionsmadebymanagementinthepast,par=cularlywhentheyfocusedtherailway
oncertainroutesandregions,whileignoringothersorevenrecommendingtheybe
dropped.Thesafeguardagainstsuchac=onswillbethelegisla=verequirementto
operateaprescribedBasicNa=onalNetwork.Thislegisla=veprovisionwouldprotect
theservicetocommuni=esbymanda=ngtheircon=nua=ononaroute-by-routebasis.
Complemen=ngthiswouldbeamechanismtorestoreservicethatwastoooOencut
throughdraconianorders-in-councilfromOKawa.Thiswouldincludefairperformance
targetsthatmustbemetiftheserestoredorexperimentalroutesaretobeaddedtothe
BasicNa=onalNetworkthroughsubsequentamendmentstotheVIARailCanadaAct.
12
Alsorequiredisaclear,legislatedmechanismtoformpartnershipswithprovincialand
regionalgovernmentsfortheimprovementandexpansionofservicethathasmutual
benefits.ThiswasincludedinAmtrak’senablinglegisla=onandithasproventobea
maindriverofAmtrak’ssuccess.UnderSec=on403(b)oftheRailPassengerServiceActof1970,whichalsoestablishedacost-sharingformula,itwasprovidedthat:
“AnyState,regional,orlocalagencymayrequestoftheCorpora=onrail
passengerservicebeyondthatincludedwithinthebasicsystem.The
Corpora=onshallins=tutesuchserviceiftheState,regional,orlocalagency
agreestoreimbursetheCorpora=onforareasonablepor=onofanylosses
associatedwithsuchservices.”
TheseserviceshaveextendedAmtrak’sregionalreach,evenduringperiodswhen
Amtrakwasfacingextremefederalfundingproblemssimilartothoseencounteredby
VIA.OtherdriversofthisgrowthhavebeentheAmtrakThruwaybusfeederprogram,
whichaKendedtomarketsnoteasilyservedbyrailandhasworkedinconjunc=onwith
state-fundedprogramstoassistbusoperators,revamprailsta=onsorbuildnew
intermodalterminals.
Today,19statessupport29Amtrakcorridorsof750milesorless.Allofferprac=cal
modelsforimprovingintercitypublictransporta=onacrossCanada,usingVIAasastrong
corethat,insomecases,wouldbejointlyfundedbythefederalandprovincial
governments.TheopportunitytoduplicatethisU.S.successmustbeincorporatedinto
theVIARailCanadaAct.
Inwrappingupitsworkwhenitsownmandatewasterminated,theRPAFof1984-1985
toldthenMinisterofTransportDonMazankowski,“Theearlypassageoflegisla=onis
s=llanecessity,andthatlegisla=onmustgiveafuture,revitalizedVIAsufficientpowers
toimplementitsmandateefficientlyandeffec=vely.”
Aswithsomanyofitsfindings,theRPAF’sviewsontheneedtomakeaVIARailCanadaActapriorityremainasvalidtodayasin1985.Now,thatneedisevenmorepressing
andthe=meleOtotakeac=onisfinite.Comprehensivelegisla=onwouldstoptheclock
onVIAasitisnowcons=tutedandassistinrestar=ngitproperly.
13
THISPAGEINTENTIONALLYLEFTBLANK
14
3.0 OverhaulingtheFreightRailwayRela;onship
TosaythatVIA’srela=onshipwiththefreightrailwaysonwhichitdependsforthebulkof
itsinfrastructureisrockyistheheightofunderstatement.Whenheappearedbefore
theHouseofCommonsStandingCommiKeeonTransportonMarch11,1998,thenCN
PresidentPaulTelliersaid,“IfIhadthechoiceofnothavingVIARailonourtracks,I
wouldprefernottohaveVIARailonourtracksbecauseIdon’tliketohaveacustomerI
cannotsa=sfy.”
Thisless-than-cordialrela=onshipwiththefreightrailways–par=cularlyCN–hasnot
improvedsincethat=me.Infact,ithasgoKenworse.VIAsuffersfromabasicproblem
thatwashighlightedinWhereisVIAGoing?,apaperdeliveredbyMalcolmG.Birdatthe
CanadianPoli=calScienceAssocia=onconferenceatOKawa’sCarletonUniversityon
May14,2009:
“CNhasavestedinterestinamarginally-runVIARail.IfVIAwereableto
provideconvenient,=melyservice,itwouldmaketakingthetrain,
par=cularlyinthecentralCanadiancorridor,amuchmoreaKrac=vetransit
op=on.MoreVIApassengers,ofcourse,wouldmeanaddi=onaltrainson
CN’stracksandthesetrains,inturn,wouldlikelyimpedeitsownfreight
haulingbusiness.
“Itisnotsurprisingthattheprofit-maximizingCNgivesitsownhundred-car
freighttrains,whichcarrymul=plemillionsofdollarsingoods,priorityover
VIA’spassengertrainsthat,atbest,carryafewhundredpassengerseach.
Theop=maloutcomeforCNwouldbeifVIAdisappearedaltogether.”
ThefailureofpreviousgovernmentstoestablishVIA’srightsandthetermsforits
opera=ononthetracksofanyfreightrailwayisakeycontributortothedeclineof
Canada’spassengerservice.Onallbuttwopercentofits7,500-milenetwork,VIAisa
tenant,dependentonthetreatmentitreceivesfromitshostrailways.Thisisespecially
thecasewithCN,whichaccountsfor70percentofVIA’sroutemileage.
TheresultisthatagooddealofVIA’sperformanceisdeterminednotbyVIA,butby
landlordswhodon’twantthepassengertrainsontheirtracks.Correc=ngthissitua=on
isvitaltoanyVIAturnaroundplan.
Thistoxicsitua=onisalegacyofVIA’slaunchwithoutcomprehensivelegisla=on.When
itbegan,therewasnoestablishmentoftheclear,equitabletermsVIArequiredto
assumethestatutoryobliga=onfromthefreightrailwaysfortheopera=onofthe
passengertrains.Beginningin1968,thepowertoalterorendthisobliga=onona
route-by-routebasiswasvestedintheCanadianTransportCommission(CTC)underthe
Na9onalTransporta9onActof1967.
15
UnderthegovernmenttakeoveroftheremainingCNandCPtrains,VIAwasauthorized
toenterintocontractswiththerailwaysforspecificroutesorservicesonbehalfofthe
Crown.ThefreightrailwaychargestoVIAweredeterminedundertheCTC’sCos=ng
OrderR-6313,whichhadbeendevelopedforapplica=ontofreightbranchlinecos=ng.
Thiswasacontroversialandfarfromsa=sfactoryformulaforseungVIA’scharges.
R-6313usedanavoidablecos=ngprinciplethatallowedtherailwaystochargeVIAnot
justtheirout-of-pocketoravoidablecosts,butalsoapercentageoftheirsystemor
overheadcosts.Asaresult,VIAcouldbechargedmorewhenarailway’sfreightbusiness
declined,absorbingagreaterpercentageofthatrailway’ssystemoverheadcosts.As
well,R-6313allowedforareseKlementoftherailways’monthlychargestoVIAatthe
endofeachyearandagainaOeritsowninternalauditoccurredasmuchasayearlater.
ThismadeVIA’sbudgetaryplanningdifficult,neverknowingun=llongaOerthefactwhat
CNandCPwouldchargeundertheseso-called13thand14thbills.
ThiscontrastswithAmtrak’srela=onshipwithitshostrailways,whichwasestablishedat
thestartundertheRailPassengerServiceActof1970.Inexchangeforreleasingtherailwaysfromtheirstatutoryobliga=ontoprovidepassengerservice,itestablishedfairer
andmoreprecisetermsthanthosefoistedonVIA.
TheAmtrakcos=ngformulacontainstwocomponents.Thefirstisbasedonthedirector
avoidablecoststhefreightrailwaysincurbecauseofAmtrak.Thesecondisanincen=ve
paymentfundthatenablesthefreightrailwaystoearnafaircontribu=ontotheir
overheadorindirectcostsbymee=ngstrictservicestandards.Theamountofthe
monthlyincen=vepaymentisdeterminedbyafreightrailway’son-=mehandlingof
Amtrak’strains,withdelaysaKributabletoAmtrakandothernon-freightrailwayfactors
excluded.Freightrailwaysthatperformpoorlyearnnoincen=ves,onlycompensa=on
fordirectcosts.
TheRailPassengerAc=onForce(RPAF)of1984-1985par=allysucceededinbringingthis
typeofcos=ngandperformance-basedcontrac=ngtoVIAthroughitsnego=a=onof
mastertrainserviceagreementswithCNandCP.Overmanyobjec=onsbythefreight
railways,thisAmtrak-inspiredapproachwasafirststepinreplacingtheroute-by-route
agreementsandtheCTC’sR-6313cos=ngformula.Alsoincludedwasaperformance-
basedincen=veclause,whichwouldallowCNandCPtoearnmorebasedonthe
percentageofVIA’strainstheyexpeditedforon-=mearrival.
However,virtuallyeverythingtheRPAFaccomplishedwaswashedawaybysubsequent
trainserviceagreementsthathavebeennego=atedsincethelate1990s.Whathasalso
beensomehowremovedfromthewholeprocessisanyacknowledgementthatthe
freightrailwayshaveneverbeenformallyrelievedoftheirpassengerserviceobliga=ons.
16
Today,VIAisembroiledinasitua=onthatcanbestbecharacterizedasalandlord-tenant
rela=onshipgonebad.Theworstaspectsofthisstrainedandul=matelydestruc=ve
situa=onareembeddedinthe10-yearCNtrainserviceagreementthatVIAwasleOto
nego=atewithoutthegovernment’ssupportorassistancein2009.
Thiscontrastswiththehands-onapproachgovernmentoOentakesonothermaKers
whereitseekstoprotectthepublicinterest.Onerecentexampleistheprevious
government’saKempttounsnarltherailmovementofwesterngrainthroughitspassage
oftheFairRailforGrainFarmersActof2014,whichincludedfinancialpenal=estoresolvethiswidespreadservicefailure.
Yet,thesamegovernment’sviewofthenego=a=onsbetweenVIAandCNin2009was
thatthiswasastrictlycommercialarrangementbetweentwofor-profitcorpora=ons.
Thisfailedtoaddressthefactthatonepartywasashrewd,for-profitfreightrailwayand
theotherwasapublicly-ownedpassengercarrier,whichusespublicdollarstodeliver
servicetoandonbehalfofthepublic.
Therewasnodiscerniblepublicinterestaspecttothesenego=a=onsandthatwas
reflectedintheagreementthatemerged.Onerailprofessionalwhowasprivytothe
nego=a=onslatercommented,“CNshearedVIAlikeaninnocentliKlelamb.”
Inthefirstfiveyearsofthe2009trainserviceagreement,CN’schargestoVIAincreased
by42percent.Thosechargeswillhaverisenanother40percentbythe=meitexpires
in2018.Inthesameperiod,CN’sdeliveryofservicetoVIAdeclinedandaccountedfor
muchofthedropinVIA’ssystem-wideon-=meperformance(OTP)from83percentto
76percent.InthecaseoftheToronto-VancouverCanadian,thefall-offinOTPhasbeenevensteeper:from70percentin2012to32percentin2014.
Thissitua=oncontrastssharplywiththeU.S.,whereAmtrakhashadtotakeatough
standindealingwithfreightrailwaysthathave,onmanyoccasions,beenjustas
unaccommoda=ngofitstrainsastheCanadianroadsareofVIA.ButAmtrakenjoys
considerableprotec=oninitslegisla=on,andboththecorpora=onandthefederal
governmentaren’treluctanttouseit.
In2012,duetoCN’sdelaysandsub-standardtrainhandling,Amtrakfiledaformal
complaintwiththeSurfaceTransporta=onBoardunderSec=on213ofthePassengerRailInvestmentandImprovementAct(PRIIA)of2008.Thelegisla=onspecifies:
“Exceptinanemergency,intercityandcommuterrailpassenger
transporta=onprovidedbyorforAmtrakhaspreferenceoverfreight
transporta=oninusingarailline,junc=on,orcrossingunlesstheBoard
ordersotherwiseunderthissubsec=on.
17
“Arailcarrieraffectedbythissubsec=onmayapplytotheBoardforrelief.
IftheBoard,aOeranopportunityforahearingundersec=on553of=tle
5,decidesthatpreferenceforintercityandcommuterrailpassenger
transporta=onmateriallywilllessenthequalityoffreighttransporta=on
providedtoshippers,theBoardshallestablishtherightsofthecarrier
andAmtrakonreasonableterms.”
InanycasewhereAmtrakoranyotherpassengeroperatorreceiveslessthanthis
legislatedpriorityservice,andithasfiledacomplaint,PRIIAsetsouttheremediesand
thedamagesthatmaybeawardedbytheSTB.Inshort,Amtrakenjoysconsiderable
protec=onfromuncoopera=vehostrailways,unlikeVIA.
WhileCNdidengageinsomenego=a=onswithAmtrakandtooksomeac=on,this
wasn’tenoughforAmtraktowithdrawthecomplaint.ThemaKerisproceedingwiththe
encouragementofsomepowerfulpoli=cianswhorepresentthedistrictswhereCN’s
treatmentofAmtrakisaffec=ngthereliabilityofitsservice.
AmtrakandtheU.S.FederalRailroadAdministra=onarealsowagingalegalbaKle
againstaKemptsbyallthefreightcarriers,throughtheAssocia=onofAmerican
Railroads,torepealthelegisla=verightthatgivespassengertrainsreasonablepriority
overfreight.Sofar,thepassengerpriorityrulehasremainedineffect,ashasAmtrak’s
cos=ngformulaforfreightrailwaycharges.
Evenintheabsenceoflegisla=onasdefini=veasthatenjoyedbyAmtrak,VIAmustbe
heldpar=allyaccountableforitsowndilemma.Thecorpora=onhasfailedtospeakout,
allegedlybecauseVIA’smanagersfearCNwillretaliatebypurposelyhamperingthe
performanceofitstrains.
ButVIAdoeshavesomeclout,whichithasrarelyexercised.Whilecurrentfederal
legisla=onoffersliKleprotec=onforVIA,theapplica=onofaclauseintheCanadaTransporta9onActcouldbegintocorrectthesub-standardtreatmentitreceivesfrom
thefreightrailways,par=cularlyCN.
UnderSec=on152oftheCTA,VIAhastherighttochallengetheservicedeliveredbythefreightrailways.Itspecifies:
“Wheneverapublicpassengerserviceproviderandarailwaycompany
areunabletoagreeinrespectofanymaKerraisedinthecontextofthe
nego=a=onofanyagreementconcerningtheuseoftherailway
company’srailway,land,equipment,facili=esorservicesbythepublic
passengerserviceproviderorconcerningthecondi=ons,ortheamount
tobepaid,forthatuse,thepublicpassengerserviceprovidermay,aOer
reasonableeffortstoresolvethemaKerhavebeenmade,applytothe
AgencytodecidethemaKer.
18
“Wheneverapublicpassengerserviceproviderandarailwaycompany
areunabletoagreeinrespectofanymaKerraisedinthecontextofthe
implementa=onofanymaKerpreviouslydecidedbytheAgency,either
thepublicpassengerserviceproviderortherailwaycompanymay,aOer
reasonableeffortstoresolvethemaKerhavebeenmade,applytothe
AgencytodecidethemaKer.”
VIAhasinvokedthissec=onoftheCTAindealingwithtwoshortlinefreightrailwaysandinasitua=onwhereCPaKemptedtobreachitsagreementtoallowaprescribednumber
ofVIAtrainsthroughatrackjunc=onatSmithsFalls,Ontario.VIAwoneachofitscases
beforetheCanadianTransporta=onAgencyandobtainedthereliefitsought.ButVIA
hasneverdonethiswithCN.
BecauseofitsimportanceintryingtogetVIAupandrunningproperly,itisnotsurprising
thatthe1984-1985RailPassengerAc=onForce(RPAF)devotedmuchefforttoproducea
newstructureforVIA’sfuturerela=onshipwiththefreightrailways.
TheRPAFdevelopedaveryclearapproachtothissitua=onanditiss=lltheonethat
shouldbepursuedtoday.Initsfinalreport,theRPAFrecommendedthattheproposed
VIARailCanadaActclarifyandvastlyimproveVIA’srela=onshipwiththefreightrailways
onthebasisoffivekeypoints:
“Toassumethestatutoryresponsibilityforprovidingrailpassenger
services,VIAmustbeassuredthatthenecessaryCNandCPfacili=eswillbe
providedand,whereliabilityisconcerned,CNandCPmustagreethatthe
basicprincipleofeachpartybearingthelegalconsequencesofitsown
acts,omissionsornegligencewillapply.
“CNandCPshouldhavetheresponsibilityofdispatchingVIA’strains
accordingtotheprincipleofpassengerpriority;ofmaintainingVIA-used
linesinpropercondi=ons;andofmakingimprovementsneededbyVIAfor
theopera=onofitstrains.
“Wesupportasystemofcompensa=onforVIAbasedondirect‘outof
pocket’costs,plusanaddi=onalpaymentforindirectcosts.Thisaddi=onal
payment,however,mustbeincen=vebased,i.e.dependentuponaKaining
performancecriteriaestablishedbyVIA.OurproposalwilltreatCNandCP
fairlybycompensa=ngthemonlyforiden=fiable,avoidablecostsactually
incurredand–mostimportantly–willforcethemtoperformatpeak
efficiencyiftheyaretoearnaddi=onalincen=ve-basedcompensa=on….
19
“Anewmechanismforbindingarbitra=onwillbenecessary,preferably
independentofexis=ngbodies…anddesignedsoastoencouragethe
par=estoresolveallbutthemostintractabledisputesthemselves.
“Finally,VIAneedstohavefullaccesstodatarequiredforplanning
purposesandtoensureaccuracyandreliabilityofbudgetsandoverallcost
control.”
Withonlyslightvaria=onstoreflectsomechangesthathaveoccurredsince1985,this
five-pointplanshouldformthebasisofthenew,legislatedrela=onshipbetweenVIAand
thefreightrailways,andbeincorporatedintotheVIARailCanadaAct.
Indoingso,itissuggestedthatacarrot-and-s=ckapproachbetaken.Withitslegisla=ve
powers,agovernmenthasaverybigs=ckandthefreightrailwaysneedtobereminded
ofthis.Thepreviousgovernment’s2014FairRailforGrainFarmersActisbutoneexampleofhowbroadandswiOthoselegisla=vepowerscanbe.
However,itwouldbepreferabletoaKempttoresolvethissitua=onamicablyand
withoutresor=ngtotheuseofthegovernment’sfullpowers.Therevisedtrainservice
agreementsVIAurgentlyrequiresshouldbethesubjectofnego=a=onbeforeany
considera=onisgiventostrongerlegisla=veop=onsbeyondtheproposedVIARailCanadaAct.
Althoughthesemoreaggressivemeasurescanbeemployedifnecessary,thiswould
furtherstrainVIA’salreadyunsa=sfactoryrela=onshipwiththefreightrailways.Today
andinthefuture,thefreightrailwaysneedtobeconvincedthatitisintheirbest
intereststobemorecoopera=vethanintherecentpast.
Butthefreightrailwaysdoneedtoberemindedthatthegovernmentcanunleash
considerablepoweronthegroundsthattheserailwayss=llbearresidualpassenger
serviceobliga=onsthatcanbeinvoked.Alsotobeconsideredisthefactthattheywere
relievedofthelargefinancialandopera=onalburdenofdirectlyprovidingpassenger
servicethroughVIA’sassump=onoftheremainingCNandCPtrains.
Thisposi=veviewpointhashelpedshapetheautudesofthemoreenlightenedU.S.
freightrailwaysthatdeliverfairly-pricedandresponsiveservicetoAmtrak,evenifthey
s=llques=onthecompensa=ontheyreceive.ThecorporateviewofNorfolkSouthern
andBurlingtonNorthernSantaFeisthatthecrea=onofapublicly-fundedna=onalrail
passengercorpora=onwasablessingbecauseitrelievedthemofalargefinancial
burden.Thesemoreenlightenedfreightrailwaysbelieveitbehoovesthemtoholdup
theirendofthebargainbytrea=ngthepublic’srailwayreasonably.
20
Aswell,Amtrak’sbeKerserviceprovidersalsounderstandtheyaren’tlikelytosucceedin
obtainingpublicfundsforrailfreightprojectsthroughpublic-privatepartnershipsifthey
beatupthepublic’spassengertrains.
Thesearepointsthenewgovernmentisgoingtohavetoemphasizeandwhichthe
freightrailwaysaregoingtohavetograspifthereisgoingtobeanewdealforVIA.
Properlynego=atedandlegisla=velyaffirmed,thisnewrela=onshipcanbebeneficialto
allthepar=cipants.
21
THISPAGEINTENTIONALLYLEFTBLANK
22
4.0 ModernizingVIA’sFleet
Whilecomprehensivelegisla=onisapriorityinrevivingandre-establishingVIAasa
sustainablepublictransporta=onservice,itwillallbefruitlessifthecorpora=onisnot
properlyre-equippedtodeliveronitsnewlegisla=vemandate.Constantlyrebuilding
obsoleteandinefficientequipmentonlydelaysaninevitablecollapseofVIAundera
combina=onofrisingcosts,fallingreliabilityandlowpassengeraKrac=on.
Amajorflawinthefederalgovernment’srailpassengerprogramsinceVIA’sforma=on
hasbeentheabsenceofastrategytodealwiththesystem’sconstantly-pressingneed
fornewequipment.TherehasbeenliKlerecogni=onofthefactthatthemost
importantphysicalelementofaservicedependentontrainsisthetrainsthemselves.
VIA’spromo=onofitsunsubstan=ateddedicatedtrackproposalfortheMontreal-
OKawa-Toronto(M-O-T)Trianglehasonlyhelpedtoperpetuatethisfalselogic.
Anotherfactorhasbeentheinsa=abledemandbyOKawaforaseeminglyendlessarray
ofconsul=ngstudiesandanalysisbeforeapprovingVIA’sequipmentdecisions.Asthe
RailPassengerAc=onForce(RPAF)of1984-1985said:
“FederalofficialsbearatleastpartoftheblameforVIA’spastapproach.
Theyhaveapprovedmillionsofdollars’worthoflong-rangestudies,perhaps
beingunawareofexis=ng,availablework,insomecasescarriedoutbyother
Federaldepartmentsandagencies.Indeed,thequalita=veandquan=ta=ve
basesforourrecommenda=onsonequipmentinpar=cularhavebeen
availableforseveralyears….
“Studiescausedelayandenablegovernmentofficialstointurndelaymaking
decisions;inthis,theyaresome=meswelcomedbythosegovernment
officials–thelongdelayintranscon=nentalmoderniza=onbeingacasein
point.ButallthismustchangeinthefutureifVIAistobecomethetypeof
innova=ve,ac=on-orientedcompanywebelieveisessen=al.”
Ratherthan“bi=ngthebullet”andfacingVIA’sperpetualequipmentdeficiencieshead
on,theresulthasbeenaseriesofBand-Aidsolu=ons.Theseeffortsinrecentyearshave
beenmadeworsebyafocusonfrills,suchasinteriorappointments,ratherthanthe
basicmechanicalandopera=onalaspectsoftheequipment.
Theseineffec=vemeasureshavealwaysfallenshortoffullyaddressingVIA’sneedfor
new,reliableandcost-effec=veequipmentthatcanbequicklyplacedinservicetocutits
highper-car-mileopera=ngandmaintenancecosts.ThishasbeenthecasesinceVIA
tookovertheobsoleteequipmentusedfortheCNandCPpassengerservices.
23
TheincompleteprogramtorebuildtheLight,Rapid,Comfortable(LRC)cars,whichare
31to35yearsold,isaclassicexampleofthisfailuretodealwiththevitalneedtore-
equip.TheLRCprojectcon=nuestoeatupscarcecapitalthatshouldbegoingtoanew
fleetembodyingallthedesignadvancessincethesecarswereconceivedinthelate
1960sandbuiltintheearly1980s.
Intotal,$327.6millionoftheoriginal$923millionVIAcapitalrenewalbudgetapproved
bythegovernmentin2007wenttorebuildingoldequipment.Thetotalcostiss=llnot
knownbecausesomeoftheseprojects–notablytheLRCremanufacturing–remain
incompleteandcon=nuetoconsumeaddi=onalcapitalfunds.BasedonotherNorth
Americanintercityrailpassengerorderscurrentlyinprogress,thesefundscouldhave
purchasedasmanyas100state-of-the-artintercitycoaches.
Otherrecentequipmentdecisionsareequallyperplexing.Twodaysbeforethefederal
elec=onwascalled,thepreviousgovernmentannounceda$102-millionVIAMontreal-
OKawaimprovementproject.Itincludedfundsforthereac=va=onofseveralproblem-
plaguedRenaissancecars,whichwerebuiltinEnglandin1995-1996,modifiedfor
Canadianservicein2001-2006andthenunderwentseveralmoremodifica=onsfor
variousreasons.
Thatthefleetsitua=onhasbecomeseriousisconfirmedbyVIA’sissuanceofarequest
forproposalsfortheshort-termleasingofsuitableintercityequipmentonJune2,2015:
“VIARailneeds,from=meto=me,tosupplementitsexis=ngfleetof
railroadrollingstockoverashorttomediumtermduetoshortagein
equipmentavailabilitywhichimpactsouropera=ngrequirements,namely
ourabilitytomeetdemandduringpeakperiods.
“Therefore,VIARailislookingtoiden=fyserviceproviderswhocan
supply,forshorttomediumtermleasing,ready-to-operateintercity
passengerrailroadrollingstock.”
WithmanyLRCcarsoutofserviceforrebuildingandthebulkoftheRenaissance
corridorfleetmothballedbecauseofcostandreliabilityissues,VIAisclearlyshortof
equipment.Arailwaythatdoesn’thaveafleetadequateforitsdailyneedsishardlyone
poisedfortheridershipandrevenuegrowthrequiredtojus=fyitsexistence.
Fortunately,atemplateforVIA’sfleetrenewalexists.ItistheAmtrakFleetStrategyof2010,whichhasbeenupdatedontwooccasionstoreflectthesupplyindustry’s
capabili=es,itsownfinancialcapacityandprojectedridershipgrowth.
Inthefirstparagraphofthelatestversion,theAmtrakFleetStrategyestablishesitsimportanceanddynamicnature:
24
“TheheartofAmtrak’sabilitytodelivercompe==veintercityrail
transporta=onserviceisthefleetthatweoperate.Thefleetaffects
customerpercep=on,thewillingnesstouseourproductandservices,
productreliability,andthecostsofmaintenanceandservicedelivery….”
IfVIAistoberevived,itmustdevelopasimilarstrategy.Thismustbeendorsedearlyby
thenewgovernmentnotjustassomethingtoconsider,butasabasicnecessityforVIA’s
survival.Iftherearenonewtrains,therewillbenoVIAinveryshortorder.Acentral
principleinVIA’sfleetstrategymustbetheoneestablishedbyAmtrakregardingthe
needfornew,notremanufacturedandrefurbishedequipment.Itstates:
“Rebuildingagingequipmentisalwaysatemporarysolu=onanddoesnot
savemoneyinthelongterm.Ifpassengerrailserviceistobesustainedand
grown,equipmentinvestmentmustbeacceptedaspartoftheprocess.”
TheAmtrakapproachispredicatedonmakinginvestmentdecisionsbasedonthe“lifing”
ofmo=vepowerandrollingstock,whichitdefinesusingtwocriteria:
“ThefirstisUsefulLifeandthesecondisCommercialLife.UsefulLifeisagenericandsomewhatarbitraryage-baseddefini=onof30yearsfor
locomo=vesand40yearsforpassengercars.Itdoesnottakeaccountof
condi=onoftheequipmentorinvestmentstoextenditslife.Amtrakreports
onthepercentageofitsequipmentthatisbeyonditsusefullifeaspartof
StateofGoodRepair(SOGR).
“CommercialLifeisacombina=onofanumberoffactors.Themain
elementsareasfollows:
⚫ Maintainability–equipmentcondi=on;abilitytosupportequipment
components,basedonobsolescence,costinmanpower,support
infrastructureandpartsconsump=onnecessarytomaintainthe
equipment;thereliabilityexperiencedinservicewithassociatedimpact
onservicedelivery.
⚫ Availability–numberofcarsandlocomo=vesavailabletosupport
demandrequirements.
⚫ Technicalcapability–abilitytomeettherequirementsoftheservice.
⚫ Customeracceptance–thewillingnessofcustomerstopaytoridethe
equipmentandtheimpactonridershiporrevenuethatcanbeachieved
bychangingequipmenttypes.
⚫ Capitalavailability–capabilityoftheorganiza=ontofundthecapital
investmentrequiredtoprovidereplacementequipment.
“Thecombina=onofthesefactorswillresultinaproposedcommerciallife
forequipment.Thisisusuallyashortertermthantheusefullife.”
25
Bythismeasure,virtuallyallofVIA’sfleetisbeyonditscommerciallife.Yet,VIAhasnow
commiKedfundsfromitsuncertainbudgettorebuildequipmentthatis,inthecaseof
theLRCs,initsfourthdecadeofservice.
Thisshouldbecomparedwiththeinterlockingfleetstrategiesnowbeingpursuedby
Amtrakandsomeofits19statepartners.Intotal,Amtrakandfiveofthestates
currentlyhaveordersunderwaywiththreebuildersfor70electriclocomo=ves,32
diesel-electrics,130single-levelcarsfortheeasternlong-haultrainsand175bi-levelcars
forMidwestandCaliforniacorridorroutes.
By2023,Amtrakwillreceive25high-speedelectrictrainsetsfortheNortheastCorridor,
500bi-levellong-haulcars,825single-levelcorridorandlong-haulcars,and300diesel-
electriclocomo=ves.State-fundedpurchasesofsingle-andbi-levelcorridorequipment
willbeinaddi=ontotheseAmtrakequipmentacquisi=ons.
IfthenewgovernmentfundsVIAatalevelthatcompelsittocon=nuerebuilding
equipmentthatiscommerciallylife-expired,itwillbeseriouslymisalloca=ngpublic
funds.Attheveryleast,theproposedreac=va=onof30ormoreRenaissancecorridor
carsneedstobeweighedbytheRPAFagainstothershort-termequipmentop=onsthat
wouldincreasetheu=liza=onofVIA’sBuddandLRCfleets,andmaydeliverbeKervalue
fortheinvestmentinvolved.
4.1 RollingStock
TheaspectofVIA’sfleetthatrequiresthemostaKen=onistherollingstockassignedto
bothitscorridorandlong-haulservices.Inthelongerterm,VIAwillalsorequirerolling
stockbeKersuitedtothedemandsoftheremoteroutes,butthatsitua=onfallsfar
behindtheurgentneedtoaddressthecorridorandlong-haulrequirements.
Today,VIAoperatesfivetypesofsingle-level,locomo=ve-hauledcarsincorridor,long-
haulandremoteservice,consis=ngof:
⚫ 174remanufacturedBuddcarsofvariousconfigura=onsforlong-hauland
remoteservice;
⚫ 33remanufacturedBuddcoachesandBusinessClasscarsforcorridorservice;
⚫ 3glass-roofedcoachesfortheCanadianwestofEdmontonandtheJasper-Prince
Ruperttrain;
⚫ 106RenaissancecarsforcorridortrainsandtheOcean,withseveralcurrentlystoredoutofservice;and
⚫ 97LRCcoachesandbusinessclasscarsincorridorserviceonly.
UnderTheVIA1-4-10Plan,thelocomo=ve-hauledfleetwouldbereducedtotwobasic
types,bothofwhichwouldbebi-level.UnlikeAmtrak,whichmustcontendwith
26
clearancerestric=onsonitseasternlinesthatprecludetheuseofbi-levelrollingstock,
VIAfacesnositua=onswherebi-levelspoten=allycannotbeused.Theeconomicand
opera=onaladvantagesofbi-levelequipmentmakeittheclearchoiceforallofVIA’s
locomo=ve-hauledservices,whichincludecorridor,long-haulandallbuttworemoteor
regionaltrains.
In1983,ananonymousgovernmenttransporta=onanalystpreparedareportforthe
advocacygroup,Transport2000(nowTransportAc=on),infavourofre-equippingVIA’s
long-haultrainswithbi-levelequipment,usingdataregardingtheperformanceof
Amtrak’sthenrela=velynewSuperlinersforcos=ngpurposes.Thereportstated:
“Thetwo-storeybi-levelcarshaveahigherpassengercapacitythan
conven=onal[single-level]equipmentandofferthepossibilityof
combiningdifferentaccommoda=onsandservicesintoasinglecar.The
economicefficiencyofrailserviceisenhancedascarmilesarereduced,
trainweightsarereduced,andfueleconomyisimproved….
“Theinvestmentinnewbi-levelequipmentisthemosteconomically
advantageous[onethat]thegovernmentcanmakeinequippingthe
transcon=nentalservices.Opera=ngcostswilldecreaseby32percent
fromthecostofopera=ngthecurrent[steam-heated]single-level
equipmentandby28percentfromthecostofopera=ngrebuiltsingle-
levelequipment.Passengerrevenueswouldincreaseduetotheon-=me
reliabilityoftheequipment,theabilitytomeetfasterschedules,andthe
aKrac=onofthenewequipment.Thecombinedeffectsofthereduc=on
incostsandincreasesinrevenueswithbi-levelequipmentwouldbeto
reducelossesbyasmuchas46percent.”
Whilethe1983reportdealtsolelywithVIA’slong-haultrains,thesameefficienciesalso
applytobi-levelequipmentincorridorservice.Onaverage,abi-levelpassengercarcan
accommodate40percentmorepassengersthananequivalentsingle-levelcar.When
thismaKerwasstudiedin-depthbythe1984-1985RPAF,theconclusionwasthatsingle-
levelcoachescouldbereplacedbybi-levelsonatwo-for-threebasis.Forsleepingcars,
thereplacementra=owasone-for-two.
VIA’scurrentfleetisroughlycomposedof186corridorcarsand227long-haulcars.
Thereissomeoverlapthroughtheuseofcertainpiecesofequipmentforbothtypesof
service,suchastheRenaissancecoachesandlounge/cafécarsdeployedoncorridor
trainsandtheOcean,andbaggagecarsthatareassignedtoalltypesofservice.Intotal,VIA’s413-carfleetcanprovideapproximately13,000coachorbusinessclassseatsand
2,100sleepingcarspaces,plusnon-revenuedining,loungeandbaggagecapacity.
27
TheMulroneygovernment’sRailPassengerAc=onForceof1984-1985recommendedthepurchaseof214
Amtrak-provenSuperlinersforthemoderniza=onoftheVIAlong-haulnetwork,buttheywereignored.
TheeconomicconsequencesarenowreadilyapparentinVIA’smoun=nglong-haulcosts.Theonlyhope
forthelong-termreten=onofthesetrainsrestsontheacquisi=onofthistypeofbi-levelequipmentto
reducecostsandimproveperformance.PhotoscourtesyofBombardierTransporta=on
28
Includingthediningandloungecarsrequiredforthelong-haultrains,replacingthis
capacitywithbi-levelequipmentforVIA’scurrentneedsandtoallowforareasonable
amountofserviceexpansionwouldrequire160carsforthecorridorand140forthe
long-haultrainsandtwooftheremoteservices.Itisassumedthatsingle-levelBudd
baggagecarswilloperateinconjunc=onwiththenewbi-levelfleetonthelong-hauland
remoteroutes,whilesecurebaggageandbicyclestoragefacili=eswillbeincorporated
intoonecoachineachcorridortrainset.Asisstandardprac=ce,thepurchasecontracts
forthisnewequipmentwouldincludeop=onsfortheaddi=onalcarsrequiredto
accommodatefrequency,ridershipandnetworkgrowthinthefuture.
Basedoncos=ngdataprovidedbymembersoftherailmanufacturingsector,itis
es=matedtheaveragecostofthenewbi-levelequipmentwouldbe$5millionpercar.
Theini=alrequirementwould,therefore,befor$1.5billiontopurchaseenoughrolling
stocktocoverVIA’sprimaryfrontlineneedsandabsorbapercentageofitsgrowth
throughthelifeofTheVIA1-4-10Plan.Thisincludesenoughsparecarstoallowforprogrammedmaintenanceandtrafficsurgesduringthepeaktravelperiods.Itisalso
dependentonthecon=nueduseofthebestelementsofVIA’sexis=ngfleettoprovide
addi=onalsurgecapacityandtolaunchtheexperimentalservicesthatareoutlinedlater
inthisplan.
Theactualdesignofthebi-levelcorridorandlong-haulcars,andthefinalsizeofthe
orders,aremaKersfortheRPAF,VIAandthequalifiedbidderstoworkout.Withno
intercityrollingstockproducedrecentlyinCanada,itisnotamaKerofsimplypullinga
designofftheshelfandendorsingitsimmediatepurchase.However,pastandpresent
U.S.experience,aswellaspreviousCanadianstudies,clearlyestablishesthebasic
specifica=onsoftheequipmentrequired.
ForVIA’scorridorservices,thenewbi-levelswouldfollowthedesignconceptofthe175
corridorbi-levelsnowbeingproducedbySumitomoinRochelle,Illinois,forthestate-
supportedAmtrakservicesinMichigan,Illinois,MissouriandCalifornia.Thisdesignis
basedonpreviousonesemployedintheproduc=onof66CaliforniaCarsin1995-1996
and62Surflinersin2000-2002.Inturn,thesetwobi-leveldesignswerederivedfrom
thelong-haulSuperliners.Asaresult,allfourtypesofcarsareopera=onallycompa=ble.
Amajorrequirementofthenewcorridorbi-levelfleetisthatitshouldbeequippedfor
bi-direc=onal,push-pullservice.Oneofthemainproblemsaffec=ngtheflexibility,
u=liza=onandcost-effec=venessofVIA’scurrentcorridortrainsetsisthattheycan
operateinonedirec=ononlyandmustbeturnedbymeansofawye–athree-point
turnfortrains–oralooptrackattheirterminals.Thisisa=me-consumingprocessthat
keepsthetrainsandcrewsoutofrevenue-producingserviceforlongperiodsof=meand
preventsquickturnaroundsatendterminals.
29
Thealterna=veispush-pullopera=on,whichisstandardforNorthAmericancommuter
opera=on,andisappliedwidelybyAmtrak.Thebi-levelcorridorcarsnowbeingbuiltby
Sumitomoarealsopush-pull.Withalocomo=veatoneendandafully-equippedcabcar
ontheother,apush-pulltrainsetarrivingatitsterminalcanbereadytoheadinthe
oppositedirec=onwithinthe=meittakesforpassengerstodisembarkandboard,and
thelocomo=vecrewtowalktotheoppositeendofthetrain.Havingthisopera=onal
flexibilityisanabsolutegiveninthedesignofVIA’snewcorridorequipment.
Forthelong-haulfleet,thedesignbaselineshouldbeBombardier’sSuperliners,which
areemployedonnineofAmtrak’s15long-haultrains.Themixofcarstobeacquired
includescoaches,sleepers,dinersandloungecars.Withoutrequiringmajordesignor
structuralaltera=ons,theVIAlong-hauldesignmusthavetheflexibilitytomixsomeof
thesefunc=onstoprovidecombina=oncarsthataregearedtothetrafficdemandsof
certainroutes.Forexample,whenthe1984-1985RPAFdrewupitslistofproposedbi-
levelrollingstock,itincludedanumberofsleeper-loungesanddiner-loungesfortrains
thatdidn’tgenerateenoughridershiptojus=fytheuseoffullloungeanddiningcars.
Thereareotherissuestobeconsideredinthewri=ngofthespecifica=onsforVIA’snew
bi-levelfleet.AmajoroneisthemaKerofdoorheight.Alltheintercitybi-levelcars
nowinserviceoronorderintheU.S.aredesignedforusewithlow-levelsta=on
plasorms.However,theplasormsatMontrealCentralSta=onandQuebec’sGaredu
Palaisarehigh-level.Amajorques=oniswhetherthebi-leveldesignshouldbemodified
toaccommodatetheseplasormsortheplasormsmodifiedfortherollingstock.
ThenewRPAFshouldconsultwithAmtrakbeforeitproceedswiththeseungofthebi-
levelfleetspecifica=ons.TheknowledgeAmtrakhasgainedthroughyearsofactualbi-
levelopera=on,thedevelopmentofitsfleetstrategyandtheawardingofitsmostrecent
orderswillbeinvaluableinhelpingtoshapeastrategyforVIA.
Consulta=onwithAmtrakwillalsoensureahighdegreeofcommonalitybetweenthe
futurefleets,whichisdesirableforshared,cross-borderservices,suchasthecurrent
Toronto-NewYorkCityMapleLeaf.Therecouldbeopportuni=esforjointVIA-Amtrak
equipmentpurchases,whichwouldproduceeconomiesofscaleforboth.
4.2 Mo;vePower
Newmo=vepowerwillalsoberequired,althoughthisisn’tasurgentastheneedfor
newrollingstock.VIA’sfleetnowconsistsoftwotypesofdiesel-electricmo=vepower:
⚫ 21GeneralElectric(GE)P42DCunitsbuiltin2001,ratedat4,250HPandgeared
foramaximumspeedof100mph;and
⚫ 53GeneralMotorsDiesel(GMD)F40PH-2unitsbuiltbetween1985and1989,
ratedat3,000HPandgearedforamaximumspeedof90mph.
30
Themodelforthere-equipmentofVIA’scorridorservicesistheprogramnowunderwayonthestate-supported
AmtrakroutesintheMidwest,PacificNorthwestandCalifornia.Thisincludestheacquisi=onofbi-levelrolling
stockequippedforpush-pullserviceandhigh-performancediesel-electriclocomo=ves,aswellasincremental
infrastructureimprovementstoallowforincreasedfrequencyanddecreasedrunning=mesusingthisstate-of-the-
artmo=vepowerandrollingstock.
.
31
The53GMDF40sunderwenta$100-millionrebuildprogrambetween2009and2012,
whichhasimprovedtheirreliability,fuelconsump=onandoverallperformancetoa
degree.However,theseunitsarebeyondtheirdesirablecommerciallivesandwillneed
tobereplacedprogressivelyattheearliestopportunity.ComparableAmtrakunitswere
longagosold,scrappedorconvertedtootheruses.Whentheywererebuilt,VIA
es=matedtheirremainingservicelifeas15to20years,althoughindustrysources
suggestthatisop=mis=c.
Whenthe21GEP42sreceivedsomemidlifeoverhaulworkin2009-2010,VIAsaidthis
wouldgivethemanother1millionmilesoreightyearsofaddi=onallife.Theseunits
are,therefore,closetothepointwheretheywillhavetobefullyremanufacturedor
replaced.Giventhe=meitwouldtaketoreplacethem,andthefactthattheyarethe
onlyunitsinVIA’sfleetthatcanbeusedforitsfastestcorridortrains,theP42swould
mostlikelyhavetoberebuiltatacostofmorethan$1millionperunitforanother
decadeofservice.
Asfornewmo=vepower,thechoicesarelimited.Aswell,withtheclosureofthe
formerGMDplantinLondon,Ontario,in2012,Canadalostitslastlocomo=ve
manufacturer,sofutureVIAmo=vepowerwillhavetobebuiltintheU.S.
Theonlyintercitypassengerlocomo=vecurrentlyavailableisthenewSiemensCharger,
whichhasbeenorderedbyacoali=onoftheMichigan,Illinois,Missouri,Washington
andCaliforniadepartmentsoftransporta=onforuseontheAmtrakcorridortrainsthey
supportfinancially.
TheChargerisahigh-performance,4,400-HPunitdesignedforamaximumservice
speedof125mphandmee=ngthecurrentTierIVemissionstandards.Itmakesuseof
designsandsub-systemsSiemenshasemployedonitssuccessfulVectronseriesof
Europeanelectricanddiesellocomo=ves,aswellasthe70ACS-64Ci=esSprinterelectric
locomo=vesitrecentlydeliveredtoAmtrak.
Thestatecoali=on,whichplaceditsorderin2014,ispaying$7million(U.S.)perunitand
holdsanop=onfor75moreconfiguredforcorridorserviceand150foruseonAmtrak’s
long-haultrains.Thefirstunitsareexpectedtoarriveinlate2015.
Foritscurrentrequirementsandtoaccommodatethegrowthan=cipatedunderTheVIA1-4-10Plan,VIAwouldrequireaminimumof70Chargerlocomo=vesforbothcorridor
andlong-haulservicebetween2016and2025.Allowingforinfla=onandfluctua=onsin
theexchangerate,thisAmerican-builtmo=vepowerwillcostapproximately$700
millioninCanadianfundsbythe=meitisdelivered.
32
4.3 FleetProcurement
ItwouldbelogicaltosuggestthattheeasiestandfastestwaytoacquireVIA’snewfleet
wouldbebypiggybackingonthecurrentAmtrakandstateorders.Theproblemisthat
thisequipmentisbeingmanufacturedtotallyintheU.S.underfederalfunding
guidelinesrequiring100percentAmericancontent.SimplyaddingtotheU.S.orders
wouldbeexpedi=ous,butitwouldproducenoeconomics=mulusbenefitsinCanada.
Thedomes=ceconomics=mulusthatresultsfromapublicspendingprogramaslargeas
thetotalre-equippingofVIAmustbeaconsidera=on.Oneofthefactorsinfavourof
publicinvestmentinrailpassengerprojectsisitslargeeconomicspinoff.TheU.S.
DepartmentofCommerceandothercrediblesourceses=matecapitalinvestmentinrail
passengerprojectshaveaneconomics=muluspaybackra=oofthree-orfour-to-one.
Whilethenew,American-builtlocomo=veswillgeneratenodomes=ceconomic
s=mulus,therollingstockwill.Atatotalcostof$1.5billionovera10-yearperiod,this
wouldproduceasmuchas$6billionineconomicspinoff.
Canadacurrentlyhastwocompanieswithexperienceinthemanufacturingofintercity
passengerequipment,withtheobviousandmostac=veonebeingBombardier.VIA’s97
LRCcoaches,195ofAmtrak’s479Superlinercarsand20Acelahigh-speedtrainsetsfor
Amtrak’sNortheastCorridorwerebuiltbyBombardier.WhiletheBombardierplantsin
LaPoca=ère,Quebec,andThunderBay,Ontario,haveturnedouthundredsofcommuter
railandurbantransitcarsinrecentyears,nointercityworkhasbeenundertakensince
theThunderBayplantmodifiedVIA’sRenaissancecarsbetween2001and2006.
Addi=onally,FrenchrailmanufacturerAlstomnowhasapresenceinCanadathroughits
jointcontractwithBombardierforMontreal’sAzurmetrocars.WhileAlstomdoesnot
currentlyhaveanyNorthAmericanintercitypassengercarorders,itdeliveredthe62bi-
levelSurflinercarsforCalifornia’sstate-supportedAmtraktrainsin2000-2002.
ThecurrentAmtrakordershavegonetoSumitomo/NipponSharyoinRochelle,Illinois,
CAFinElmira,NewYork,andSiemensinSacramento,California.Thesefirmswould
likelybeinterestedinbiddingonanyVIAorders,undertherightcondi=ons.Toobtain
thebestequipmentatthebestprice,compe==vebiddingguidelinesshouldincludeall
oftheseestablishedmanufacturers,whicharenowgainingconsiderableexperiencein
theproduc=onofNorthAmericanintercitypassengerequipment.
VIA’sfutureequipmentpurchasingwillhavetobalancetwomajorobjec=ves.Firstand
foremostisthemoderniza=onofVIA’sfleetwiththemostreliableandcost-effec=ve
equipmentavailable.Thesecondobjec=veisthegenera=onofmaximumdomes=c
manufacturings=mulus.
33
Whatmustbeguardedagainstisleungthesecondobjec=veovertakethefirstand
defea=ngtheproject’sgoal.ThisoccurredinVIA’searlyyearswiththepurchaseofits
LRCfleet,theconsequencesofwhichares=llaffec=ngitsperformance.Itisahistory
lessonthatneedstoberecalledinfutureequipmentdecisionmaking.
VIAcannotaffordtogothroughanyfurtherequipmentmisfires.Thebasisfordecision
makingmustbalancetheprimaryneedfornewequipmenttodras=callyreformVIA’s
costlyopera=onswiththevalidconsidera=onofitspoten=aldomes=cmanufacturing
sectors=mulus.
Sor=ngthismaKeroutshouldbeoneofthetasksoftheRPAF.Thegroupwillneedto
setthecriteriaforthenewequipmenttypesandthequan==esrequiredbyVIA,and
thenopenthediscussionswithallqualifiedbuilders.Ashasbeendoneinseveralrecent
Canadiantransitprocurementprograms,thebestapproachmayberequiringa
reasonablepercentageofCanadiancontentandbalancingthisagainstabidder’sability
todeliveraproven,qualityproductatafavourablepriceandona=melybasis.
4.4 Short-TermFleetMaximiza;on
NomaKerwhichdesignsandmanufacturersareselected,anunfortunatefactthatmust
befacedisthatthefirstelementsofVIA’snewfleetwon’tarriveforthreetofouryears
aOertheordersareplaced.Thisisalegacyofthecollapseoftherailpassengerbusiness
priortothecrea=onofAmtrakandVIA,andtheon-offnatureofintercityequipment
purchasinginthesubsequenteraofpublicly-fundedopera=on.
Un=lthemid-1950s,passengerequipmentmanufacturingwasclosetoaproduc=online
business,withmodifiable,off-the-shelfdesignsavailableandordersplacedatregular
intervalsbynumerousrailways.Sincethen,ithasbecomeanerra=candcustomized
business,withtheordersunevenlyspacedoutandinsufficientdemandforthe
manufacturerstoupdatetheirdesignsinthehopeofs=mula=ngorders.Theresultis
thatittakesagreatdealof=mefordesignwork,prototypedevelopmentandtes=ng
beforeasteadystreamofnewequipmentcanbedeliveredonaproduc=on-linebasis.
Thecurrentsitua=onintheU.S.givesagoodindica=onofhowlongtheVIAre-
equipmentprogramwilltake.TheorderforAmtrak’s130single-levellong-haulcarswas
signedwithCAFinJuly2012.Thefirstpre-produc=onpilotcarsweredeliveredinJune
2014andproduc=oncarswillbearrivingbeforetheendof2015.Thefullorderwon’t
becompletedun=ltheendof2016,attheearliest.
Becauseofthisinabilitytoquicklysecurenewequipment,andbecauseofthelarge
investmentthathasbeenmadeinrefurbishingVIA’soldequipment,theRPAFmust
developastrategytomaximizetheu=liza=onofthecurrentfleet.Anotherverygood
reasontodosoisthefactthattoomuchVIAequipmentnowsitsidlebetweenruns
34
becauseoflowservicefrequencyandinefficientopera=ngprac=ces.Thesetrainsneed
tobeoutontheroadgenera=ngridershipandrevenue.
Inpar=cular,thebestelementsofVIA’sexis=ngfleetwillberequiredfortheproposed
experimentalservicesthatwillbeaddedprogressivelythroughoutthedura=onofTheVIA1-4-10Plan.Doingsomayrequiresomeshort-termfleetinvestmentstoboost
equipmentavailabilityandu=lity.Theaddi=onofcabcarstoVIA’scorridortrainsetsis
themostobviousandpoten=allyproduc=veexample.
Amtrakcreatedapoolofcabcarsmorethan20yearsagousinglife-expiredlocomo=ves
androllingstockitreconfiguredin-housetoenableitsunidirec=onal,locomo=ve-hauled
corridortrainsetstoprovidebi-direc=onal,push-pullservice.ComparedwithVIA’s
corridorfleet,theseAmtrakpush-pulltrainsetsrunmoremilesandproducemore
revenuedaily,whilealsoreducingopera=ngcosts.ThishasenabledAmtraktoboost
servicefrequencieswithinalimitedopera=ngbudget.
Anotherpossibilityisshort-termleasingofequipmentalreadyconfiguredforpush-pull
opera=on.WhilethereisliKleintercityequipmentavailable,thereispush-pull
commuterequipmentthatcouldbeadaptedandtemporarilyemployedtoexpand
serviceinSouthwesternOntariopendingthearrivalofanewVIAfleet.Therearealsoa
limitednumberofbi-direc=onalex-VIABuddraildieselcars(RDCs)thatcouldbeleased
toserveonsomeroutesduringtheperiodwhentheVIAfleetmoderniza=onis
occurring,althoughCNhasraisedsometechnicalissuesthatmightmakethisdifficult.
Theseshort-termsolu=onsarediscussedfurtherinChapter8.1ofthisplan.
35
THISPAGEINTENTIONALLYLEFTBLANK
36
5.0 AHigh-PerformanceQuebec-WindsorCorridor
TheQuebec-WindsorCorridorisVIA’score.Italwayshasbeenanditalwayswillbe.
Manyoutsidethecorridorhavejus=fiablycomplainedthatittoooOenpreoccupiesVIA
managementandgovernmenttothedetrimentoftherestofthena=onalsystem.
Whilethisshouldn’tbethecaseifVIAistobeatrulyna=onalservice,thereisno
denyingthatthecorridordemandsthebulkoftheaKen=on.Infact,itcouldeasilybe
saidthatVIAcan’teverhopetofunc=onproperlyasana=onalsystemifthecorridoris
notopera=ngatitshighestpoten=al.
ItisalsointheQuebec-WindsorCorridorthatVIAcanprovethewisdomofinvestment
inrailasanalterna=vetotheothermodes,par=cularlytheautomobile.Thehighway
conges=onproblemsoftheMontrealandTorontoareasnowspreadwellbeyondthe
areasservedbytheregionaltransitoperatorsandintowhathavetradi=onallybeenVIA’s
markets.Investmentinasubstan=alimprovementinVIAcanbeposi=onedasacost-
effec=veandenvironmentallysuperioralterna=vetofurtherhighwayspending,which
neverdefini=velysolvestheproblemandbringswithitahostofenvironmentalandland
useproblems.
However,thesimplefactisthattheQuebec-WindsorCorridor,despitetheaKen=onit
hasreceivedsinceVIA’screa=on,isfarfromperformingatitsfullpoten=alor
demonstra=ngrail’saKrac=venessasanalterna=vetobothhighwayandavia=on
spending.Betweensomecitypairs,itprovidesamoderatelyusefulservicethataKracts
areasonablelevelofridership,butits=llfallsfarshortofwhatitcouldbe.
TheproblemisthattherehasneverbeenaconsistentplantogrowtheQuebec-Windsor
Corridor.WhenfundinghasbeenavailabletoVIA,ithasbeenappliedonapiecemeal
basiswithoutaclearobjec=ve,onlyfuzzyprojec=onsofincreasedridershipand
improvedperformance.Thisisquiteclearinthedeliveryofandtheresultsfromthe
mostrecentVIAinvestmentplan.
Thebulkofthe$923millionthepreviousgovernmentallocatedtoVIAforcapital
renewalbetween2007and2012wasdevotedtothecorridor,butithashadanegligible
effectonridership,revenueorservicefrequency.Elementsofthisplanares=ll
incompleteandrunningseriouslyoverbudgetthreeyearsaOeritwassupposedtobe
completed.
Acomplica=ngfactorthroughoutmuchofVIA’sexistencehasbeenthesugges=onthat
VIAortheprivatesectorshouldbuildanall-new,electrifiedhigh-speedrail(HSR)service
forpartoralloftheQuebec-WindsorCorridor.HSRemergedoverseasinthe1960s
whenexis=ngpassengerroutesreachedtheirspeedandcapacitylimits.
37
Newhigh-speedlinescorrectedthelimita=onsoftheoldones,whichremainedin
serviceforfastregionaltrainsconnec=ngwiththenewexpressservices,whichoperate
atspeedsof150mphormoreonthesededicated,passenger-onlylines.Underlying
theseoverseasinvestmentsinHSRhavebeengovernmentpoliciesaimedatestablishing
railasthebackboneoftheiren=retransporta=onsystemsontheirmostdensely-
populatedcorridors.
HSRhasbeenstudiedrepeatedlyinCanada,buttheresultshavealwaysbeenthesame.
WhileHSRisaKrac=veatfirstlook,itwouldbemonstrouslyexpensive,itwouldnot
repayitscapitalcostthroughopera=ngprofitsandwould,therefore,requirepublic
investment.Aswell,itwouldtakesevenormoreyearsbeforeanyHSRlinewould
becomeopera=onalandyieldanypublicbenefits.
VIApromotedtheHSRop=onfrom1983un=l2001,butnevergainedanygovernment
support.Third-partyinves=ga=onsalsocameupempty-handedandnoprivate-sector
investorseversteppedforwardtotakeiton.
The$923-millioncapitalinvestmentplanof2007-2012was,inmanyways,the
replacementforVIA’spreviousHSRstrategy.Whenitwasannounced,VIAandthe
governmentsaiditwouldimproveitsconven=onal,100-mphcorridorservicestosuch
anextentthatitwould“accommodatemorethanonemillionaddi=onalpassengers–an
increaseinridershipof32percent–whentheinfrastructureimprovementsare
completedby2012.”
Infact,thisprogramwasthoroughlyinadequateforsuchagoal.Ithasamountedtojust
con=nuingthesamepaKernofinves=ngmarginallyinVIA’scorridorservicewithno
prospectofbringingaboutthemajorturnaroundthatwoulddrama=callyincrease
ridershipandrevenuebyofferingconsiderablymorefrequenciesandslightlyreduced
running=mes.IthasbroughtliKlemeaningfulimprovementtotheQuebec-Windsor
Corridorandhasnotposi=onedVIAforgrowth.
Now,VIAisproposingaturnaroundstrategybasedonamuchlargercapitalinvestment
schemefortheQuebec-WindsorCorridor,althoughfarshortofHSR.Thisraisesserious
issuesthatneedtobeaddressedbeforeanyaddi=onalcapitalisexpendedonfutureVIA
infrastructureprojects.
5.1 VIA’sHigh-FrequencyRailProposal
ThemostrecentproposalfromVIAisasketchyplantobuildadedicated,110-mphline
intheMontreal-OKawa-Toronto(M-O-T)Triangle.The$4billionprojectwouldbe
financedbyinvestorssuchastheCaissededépôtetplacementduQuébec,theOntario
MunicipalEmployeesRe=rementSystemandtheOntarioTeachers’PensionPlan.This
linewouldbeusedbyVIAonacontractedtollbasisthatwouldobviouslyhaveto
generateaprofitfortheinvestors.
38
Theprivate-sectorfinancingapproachwouldbetakenpar=allybecauseVIACEOYves
Desjardins-SicilianosaysthegovernmenthassuppliedenoughmoneytoVIAandit
wouldbe“unfair”toexpectmore.Headded,“VIARailisanincreasingburdenon
Canada’staxpayersduetodeteriora=ngon-=meperformanceandthelackof
frequenciestoberelevant.”
GiventhedepthsofVIA’saccumulatedwoesandthefactthatitwillrequiresteadyand
assuredcapitalfundingtogetitoutofitsdeeppit,thisso-calledhigh-frequencyrail
(HFR)projectringsalarmbells.Itispredicatedonano=onthatonlyadedicatedlinewill
endthedelaysandconflictsnowafflic=ngVIAthroughitsshareduseofCNfreight
infrastructure.Whiletheobjec=veofbeingtotallyfreeoffreighttrafficisadmirable,its
likelihoodisques=onable.Attheveryleast,VIAisgoingtohavetolivewithsome
infrastructureownedbyandsharedwiththefreightandcommuterrailwaysinthe
TorontoandMontrealterminalareas,whichVIAcouldneverduplicate.
Thereisalsothecuriousrou=ngtobeconsidered.VIA’strainswouldexitMontreal
CentralSta=onandproceed46.7milesalongtheexis=ngCNcorridortotheVIA-owned
por=onoftheAlexandriaSubdivisionnorthofCoteau,Quebec.ThisVIAlinesegmentto
OKawaUnionSta=onconnectsdirectlywithVIA’sex-CNSmithsFallsSubdivision,which
underwent$19millioninupgradingaspartofthe2007-2012capitalrenewalproject
and,liketheVIAsegmentoftheAlexandriaSubdivision,handlesveryliKlefreighttraffic.
WestofSmithsFalls,VIA’strainswouldproceedfor15.5milesondedicatedtrackbuilt
alongsideCP’sMontreal-Torontofreightline.AtGlenTay,theVIAlinewouldveeroffon
theabandonedpor=onoftheCPHavelockSubdivision,withthe92milesofmissing
trackrebuiltto110-mphpassengerstandards.
FromHavelockwest,VIA’strackswouldbebuiltalongsideac=veCPfreightrights-of-way
throughPeterboroughtoLeaside,thendowntheDonValleytoUnionSta=onovera
mothballedex-CPlineownedbyGOTransit.
Intotal,theVIAHFRprojectwouldconsistof366routemiles,ofwhichmorethan200
mileswouldbenewandanaddi=onal107mileswouldbetrackpreviouslypurchased
fromCNandupgradedbyVIA.Exclusiveofmo=vepowerandrollingstock,thecostof
thisHFRprojectisanes=mated$2billion,onwhichVIAsaystheprivatesectorwill
demandadouble-digitreturnoninvestment.Es=matesofVIA’sannualopera=ngcosts
haven’temerged.The110-mphtrainsets,es=matedtocost$1billion,wouldbe
purchasedbyVIAwithpublicfunds.
Asfornewequipment,thiswouldbedesignedandorderedaOertheprivatesector
agreedtobuildtheline.With110-mphservice,VIAsaysthetrainshavetobe“fiKed”
carefullytotheinfrastructure.ThisignoresthefactthatmanyVIAtrainsnowrunatup
39
to100mphandAmtrakalreadyoperatesseveralconven=onal,diesel-hauledtrainsat
110mph.VIA’sLRCrollingstockis,infact,designedfor125-mphservice.
VIAisalsopromo=ngitsHFRconceptonthebasisthatitwillgenerate3.5=mesthe
currentridershipontheMontreal-OKawa-Torontoroute,whichhandled2.1million
passengersin2014.Theexpecta=onofaridershipincreaseofthismagnitudeisoverly
op=mis=c,especiallygiventhelevelofair,busandautomo=vecompe==onthroughout
theM-O-TTriangle.ItmustalsobenotedthatVIA’sridershipforecastsinrecentyears
havebeenhighlyunreliable.In2007,atthestartoftheCNKingstonSubdivision
upgradingproject–whichcameinover-budgetat$373million–VIAsaidtheinvestment
wouldboostridershiponitscorridorroutesby32percent.Infact,theseservicesshed
224,000passengersbetween2010and2014.
BeforetheVIAHFRprojectconsumesanymoremanagerialeffortandpublicly-provided
consul=ngdollars,somemajorques=onsneedtobeasked.Theseinclude:
⚫ WouldVIAcon=nuetoserveKingston,Bellevilleandotherhigh-volumepointson
thepreviously-improvedCNMontreal-Torontoline?
⚫ Wouldtherebeenoughrevenuegeneratedonthededicatedroutethrough
Peterboroughtocross-subsidizetheexis=ngroutes,iftheywereretained?
⚫ Whathappenstothemorethan$373millionVIAsankintoCN-owned
infrastructureimprovementsbetweenTorontoandBrockvilleaspartofthe
corridorcomponentofthe2007-2012capitalrenewalplan?
⚫ WouldVIAmakeuseofanyoftheimprovedCNinfrastructure?
⚫ Sinceitwouldn’tbepartoftheHFRroutenetwork,whyisVIAspendingan
undisclosedamounttoacquireCP’sSmithsFalls-Brockvilleline,inwhichit
previouslyinvested$21millionforsubstan=alupgrading?
⚫ Whatwouldthecostbetopubliclyfundthisprojectversustheprivatesector
approach,whichwillincludeadouble-digitreturnforinvestors?
⚫ HaveCNandCPbeenconsulted?
Confusingthesitua=onfurtherhavebeenrecentpressreportsindica=ngtheHFRplan
hasshiOedfroma$3-billion,diesel-poweredservicetoanelectrifiedone,whichwould
addatleastanother$1billionincapitalcosts.Thisnowmakesita$4-billionproject.
WhenVIA’sHFRplanwasfirstdiscussedpublicly,itsdependenceondieseltrac=onwas
promotedasoneitsvirtues.Thissuddenchangeintheplanthroughtheaddi=onof
electrifica=onisreasonforseriousconcern.Proposalstoelectrifythecommuterrail
40
servicesprovidedbyGOTransitinTorontoandAMTinMontrealwereturneddownby
CNandCP,bothofwhichhavestatedtheyarenotwillingtoallowthesuperimposi=on
ofelectrifiedserviceontheirinfrastructure.
HowdoesVIAproposeopera=ngfromtheeasternendofitsdedicatedline,near
Coteau,Quebec,toMontrealCentralSta=on,whenthiswillrequirethecon=nueduseof
CNinfrastructure?HasCNevenbeenconsulted?
Intheend,VIA’sHFRproposalisfartooreminiscentofotherlong-termschemesthe
corpora=onhasannouncedandneverbeenabletodeliver.Eachofthesepreviousplans
has=edupfundingandmanagerialaKen=onthatwouldhavebeenbeKerappliedto
moreprac=calandlessflashyplansthatwouldhaveimprovedservice,ridershipand
revenuewithinareasonable=mespan.
VIAcannotaffordtogothroughthisprocessagainifitisgoingtoberebuiltasamuch
moreusefulandcost-effec=vecomponentoftheCentralCanadiantransporta=on
systemintheshortest=mepossible.Somethingmuchmorerealis=cthanVIA’sHFR
proposalisrequired.
5.2 TheHigh-PerformanceRailAlterna;ve
Theprac=calalterna=veistheadop=onoftheconceptknownashigh-performancerail
(HPR)passengerservice.HPRisaprovenmiddlegroundbetweenhigh-cost,high-speed
rail(HSR)andVIA’scurrentconven=onalopera=on.HPRis,infact,whatEuropeand
AsiabuiltinadvanceoftheirimpressiveHSRsystems.There,itcon=nuestooperateon
manymainandsecondaryroutes,complemen=ngandfeedingtraffictotheHSRlines.
Inaddi=ontospeed,HPRisdefinedbyitsmul=pleserviceaKributes,including:
⚫ frequency;
⚫ pricevis-à-visothermodes;
⚫ comfortandonboardameni=es;
⚫ on-=meperformance;
⚫ sta=onconvenience;
⚫ connec=vitywithotherpublicmodes;and
⚫ door-to-doortravel=me.
AkeyfeatureinfavourofHPRisthatitisn’ta“bigbang”approachthattakesyearsto
deliverallinonego,asdoesHSR.Itgrowsincrementally,withinvestmentpeggedtothe
successofeachphase.Newlinesegmentsarebuiltonlywhentheoldonesreachtheir
speedandcapacitylimits.Aswell,HPRcanbeoperatedwithelectricordiesel-electric
trac=on,whereasHSRrequiresfullelectrifica=on.
41
HPRisaprac=calrealityfortoday,whileHSRisanadmirablevisionfortomorrow.Itis
alsoalogical,cost-effec=veplasormonwhichtoconstructHSRinthefuture.VIA’sHFR
proposalseemstofitneithermold.Withitslowerspeedsanddieseltrac=on,itis
somewhatlikeHPR.ButlikeHSR,itwouldbeunabletodelivermostofitsbenefitsun=l
thewholelinewascompleted,whichcouldtakeuptoadecade.VIAcannotwaitthis
longtobringaboutthesubstan=alimprovementsrequiredjusttosurvive.
TherearefourexamplesofHPRserviceinopera=oninNorthAmericanow.Theprime
exampleisAmtrak’sBoston-WashingtonNortheastCorridor(NEC),whichoffershigh
frequenciesandoperatesat150mphonsomesegments.Italsohandlesacomplexmix
ofslowerintercitypassengerandcommutertrains,plussomefreight.Connectedtothe
NECisthePhiladelphia-HarrisburgKeystoneCorridor,whichisoperatedat125mphand
provides14dailyroundtrips.Boththeseroutesareelectrified.
Aswell,theNewYork-Albanysec=onoftheEmpireCorridorandtheLosAngeles-San
DiegosegmentofthePacificSurflinerserviceareHPR.Botharedieselpowered,offer
mul=pledeparturesandconnectwithnumerousfeederbuses,urbantransitand
commuterrailservices,andotherAmtrakroutes.
HPRupgradingisalsounderwayonthePon=ac-Detroit-Chicago,Chicago-St.Louisand
Albany-NiagaraFallsroutes.ThesetwoMidwestprojectsarecomponentsofaplanned
ChicagohubnetworkofHPRandconven=onalservices,somedesignatedforHSR
upgradinginthefuture.Otherswillfollowasmul=-routeregionalsystemsarebuilton
thefounda=onofmanycurrentstate-supportedAmtrakroutesthroughouttheU.S.that
arenowbuildingtowardsanHPRlevelofservicefrequency,speedandintermodal
connec=vity.
Asmen=onedinChapter2ofthisplan,VIAdidseekgovernmentapprovalforaproject
thatwouldhavecompletelyrecastitsQuebec-WindsorCorridoralongthelinesofthe
HPRprojectsnowunderwayintheU.S.ThiswasVIAFast,whichwouldhavebeenbuilt
incrementallyoveraperiodoffourtofiveyearsatacostof$2.6billion.Theincreased
revenueandreducedcostsineachphaseoftheprojectwouldhavejus=fiedeach
successivesetofimprovements,aswellasreducedVIA’ssystem-widefunding
requirementsby$125millionannually.
Aswell,VIAFastwouldhavebuiltonthe$401.9millioninvestmentTransportMinister
DavidColleneKesecuredforVIAin2000.Althoughtheministerendorsedtheplan,it
wasshelvedwhenhesteppeddownin2003.
42
AmongtheVIAFastbuildingblockswere:
⚫ Upgradedfreightrailwaylinesegmentsoverthebulkofthecorridor;
⚫ DedicatedVIAtracksonsomepor=onsoftheexis=ngfreightrights-of-way;
⚫ 50milesofnew,VIA-onlyinfrastructure,includingaMontrealairportloopline;
⚫ Aconnec=onwestofChathamfromVIA’slinetoCP’stoserveanewdowntown
Windsorsta=onandenableanextensiontoDetroit.
⚫ Fleetmoderniza=onwithoff-the-shelf,diesel-hauledequipment;
⚫ Majorrunning=mereduc=onsandfrequencyimprovements;and
⚫ Improvedintermodalconnec=ons.
TheincrementalconversionoftheQuebec-WindsorCorridorintoanHPRopera=on
similartothoseemergingonseveralU.S.corridorsandtheonecontemplatedinthe
VIAFastproposaliscentraltoTheVIA1-4-10Plan.
AswiththeVIAHFRproposal,oneaimistocreatethemaximumamountof110-mph,
passenger-onlyinfrastructureaspossible.However,thiswouldbedonewithout
forfei=nganyofthevaluefromVIA’spreviousinvestmentsinCN’sKingstonSubdivision
betweenBrockvilleandOshawa.
ToreachthisHPRobjec=veaffordablyandwithinareasonableperiod,thereareseveral
infrastructureprojectsthroughouttheQuebec-WindsorCorridortobeundertaken,most
ofwhichhavebeenproposednumerous=mesinthepast.
5.2.1 Montreal-OXawaUpgradingProject
Twodaysbeforethewritwasdroppedforthe2015elec=on,VIAandtheprevious
governmentannounceda$102-millionprogramforawidearrayofinvestmentsinthe
Montreal-OKawaservice.Thelast-minutepressreleasefromthegovernmentsaidthe
projectstobefundedwouldinclude:
⚫ Reac=va=onofRenaissancecarstoprovideaconsistentlevelofservicewestof
Montrealbyreplacingolderequipmentandenhanceaccessibility;
⚫ ReplacementofculvertsandupgradebridgesinAlexandriaandtheOKawaarea;
⚫ AnewsidingandotherchangestoallowmorefluidityatBarrhaven;
⚫ Upgradingthecentralizedtrafficcontrolsystemandwaysidesignals;
⚫ UpgradingOKawaSta=oninfrastructure,mechanicalandelectricalsystems,and
buildhighlevelplasorms;and
⚫ Replacementofthejointedrailwithcon=nuousweldedrailonVIA’sBeachburg,
AlexandriaandSmithFallssubdivisions.
43
Whiletheideaofreac=va=ngtheproblema=cRenaissancecarsisques=onable,there
areseveralelementsofthisplanthatwouldappeartohavebothshort-andlong-term
valueaspartofarollingprogramofHPRinvestments.
However,thisprojectrequiresathoroughanalysisbythenewRailPassengerAc=on
Force(RPAF)beforeitisallowedtomoveforward.Ifapproved,itmustbepartofa
broader,long-rangeplanthatmaximizestheu=lityofeveryscarcecapitaldollardirected
toVIAandtheconsiderableinvestmentsthathavepreviouslybeenmade.
5.2.2 CoteauCapacityExpansionProject
Onelargeelementofthe2007-2012CNKingstonSubdivisionupgradingandcapacity
expansionprojectiss=lloutstandinganditmustbeundertakenattheoutsetofVIA’s
recoveryplan.ThisisatCoteau,Quebec,wherethelinesfromTorontoandOKawa
meetontheapproachtoMontreal.CoteauisthesiteofabusyCNfreightyard,which
cannotbeconstrainedbyVIA’sopera=ons,whichhasledtoCNdemandingextra
capacitybeforeitwillallowmoreVIAtrainsthroughthischokepoint.Theworkinvolved
includesreconfiguringCN’syardtrackageandthemainline,aswellastheconstruc=on
ofahighwayoverpasstoeliminateagradecrossingatthewestendoftheyard.
Withoutthecomple=onofthe$125-millionCoteauproject,VIA’ssubstan=al2007-2012
investmentintheKingstonSubdivisioncan’tbefullyrealized,asitwaspredicatedonthe
addi=onofmoretrainsonallthreeroutesthatmakeuptheM-O-TTriangle,notjustthe
OKawa-Torontoservice.Theaddi=onoftheMontreal-OKawaandMontreal-Toronto
frequenciesthatwerelargecomponentsofthatplancan’toccurun=ltheCoteauproject
iscompleted.Itis,therefore,apriorityinfrastructureproject.
Thatthiscrucialprojectwasnotincludedinthepre-elec=onannouncementofthe$102
millionMontreal-OKawainvestmentprogramisaclearindica=onthatthelaKerwillbe
insufficienttomakeVIAafaster,morefrequentcarrierinthismarket.Italsoexplains
whyitwillonlyallowforanincreasetosevendailyroundtripsfromthecurrentfive.
5.2.3 GananoqueCutoff
TherejectedVIAFastcontainedseveralHPRcomponentss=llworthyofimplementa=on
throughoutthecorridor.Aprimeexampleistheconstruc=onofa42-mileSmithsFalls-
GananoquecutoffforexpresstrainsontheOKawa-Torontorun.Thisrouteisoneof
VIA’sfewbrightspotsintermsofridershipandcostrecovery,anditnowhostseight
roundtripsdaily,includingtwoexpressfrequencies.
44
The110-mphGananoqueCutoffwouldbeusedonlybyanexpandedexpressservice,
withatleasteightlocal-serviceroundtripss=lloperatedthroughBrockvilleand
Gananoque.Itwouldcutupto15minutesfromtoday’sfour-hourexpressrunning=me,
makingVIAmorecompe==vewithairintermsofdoor-to-doortravel=me.
Construc=onoftheGananoqueCutoffwouldbesubjecttoafullenvironmental
assessment(EA)anditwouldlikelyrequireaminimumoffiveyearsforthecomplete
approvalandconstruc=onprocess.Basedonsimilarprojectsthathavebeenstudied
andcostedintheU.S.recently,itwouldcostapproximately$500million.
5.2.4 Shannonville-NewcastleLineConsolida;on
Thelargestcorridorinfrastructureprojectwouldconsolidateandexpandthecapacityof
theparallelCNandCPMontreal-TorontolinesfromShannonville,justeastofBelleville,
totheeastsideofNewcastle,attheCPsidingknownasLovekin.Theresultwouldbea
71-mile,passenger-onlylineforVIAandanadjacent,freight-onlylinesharedbyCNand
CP;bothwouldbedouble-tracked.
Thisprojectwouldalsoallowfortheelimina=onofCP’sroutealongBelleville’s
waterfront,shiOingtheCPfreighttraffictotheCNcorridornorthofdowntownand
elimina=ng18gradecrossingswithinthecitylimits.
Combinedwiththetriple-trackingVIAfundedontheCNKingstonSubdivisionaspartof
the2007-2012capitalprogram,thisprojectwouldgreatlyreducefreightconflictsand
removeseveralspeedrestric=ons.Withthesepara=onofthepassengerandfreight
traffic,andtheelimina=onofallgradecrossings,VIAwouldoperateat110mph.
Incombina=onwiththepreviousimprovementstotheKingstonSubdivisionandthose
tobeundertakenelsewhereunderTheVIA1-4-10Plan,theShannonville-NewcastleprojectwouldgreatlyassistinreducingVIA’sToronto-OKawaandToronto-Montreal
running=mesbyupto30minutes,makingthemmuchmoreaircompe==ve.
Thisprojectises=matedtocostapproximately$1billion,withthetotalcapitalcosttobe
bornebyVIA.AfullEAwouldberequired.Aswell,itwouldbecon=ngentongaining
theapprovalofCNandCP,whichwouldhavenoreasontocontemplateaprojectofthis
naturebasedpurelyontheirownfreightopera=ngneeds.
Oneofthepointsthatshouldhelpsellthisprojecttothetwofreightrailwaysisthe
poten=alreduc=onincoststhatbothwouldenjoybyconsolida=ngtheiropera=onsona
single,upgradedlinethatwillinvolvenocapitaloutlayontheirpart.CNwouldalso
benefitfromnothavingtodealwithanyVIA-relatedconflictsanddelaysonwhat
amountstoroughlyone-fiOhofitsMontreal-Torontoroute.
45
5.2.5 Bran^ordBypass
AsmallerprojectthatwouldhaveasignificantimpactonVIA’scompe==venessin
SouthwesternOntariowouldbethereconstruc=onofCN’s11.2-mileBransordBypass
betweenLyndenandParisJunc=on.Rebuildingthislong-abandonedroutewasoneof
theprojectsendorsedbytheMulroneygovernment’sRPAFin1985.Thebypasswould
beusedbynewexpresstrainsservingtheToronto-Londonroute,cuung10minutesoff
therunning=me.Withotherimprovements,thiswouldmakeaToronto-Londonexpress
scheduleoflessthantwohoursfeasible.
TheBransordBypasswouldalsoallowforthere-rou=ngofthroughCNfreighttrainsoff
theexis=ng16.9-milelinethatloopsthroughthecity.Thiswouldfreeupcapacityon
theexis=nglinesegmentforexpandednon-expressservice,whichwouldcon=nueto
provideBransordwithatleastsixroundtripfrequencies.
Becauserailservicewasabandonedonthisright-of-waydecadesago,reconstruc=ngand
reac=va=ngitwillbesubjecttoanEA.Itises=matedthattheBransordBypassproject
wouldcost$150million,whichwouldincludetheconstruc=onofanew,double-track
bridgeovertheGrandRiver.
5.2.6 Windsor-DetroitConnec;on
IthasbeenrepeatedlysuggestedthatVIAextenditsToronto-Windsortrainsbywayof
CP’sDetroitRiverTunneltotaptheSoutheasternMichiganmarket.Atrackconnec=on
totheCProutethroughthetwin-tube,double-tracktunnelwouldalsoallowforadirect
connec=onwithAmtrak’sexpandingPon=ac-Detroit-ChicagoWolverineCorridorservice.
Por=onsofthisstate-supportedroutearenowopera=ngat110mphandextensive
upgradingtoreducerunning=mesandexpandfrequencyisinprogress.
TheMichiganDepartmentofTransporta=on(MDOT)haslongproposedconnec=ngthe
WolverineCorridorwithVIAaspartofthemul=-statevisionknownastheMidwestHigh
SpeedRailIni=a=ve.However,nointeresthasbeenexpressedbytheGovernmentof
Canada,whichhasaggressivelypromotedthe$2.2-billionDetroitRiverInterna=onal
Crossingproject,whichwillincludetheGordieHoweInterna=onalBridge,major
expansionofthehighwaysystemontheCanadiansideoftheDetroitRiverandthe
construc=onofatollplazaontheU.S.sideatCanadianexpense.
TheVIAFastplanenvisionedaDetroitextension.Itcalledforaconnec=onfromVIA’sex-
CNChathamSubdivisiontotheCPWindsorSubdivisionwouldhavebeenbuiltat
Ringold,justwestofChatham,with45milesoftheCPlineupgradedandthe36-mile
VIA-ownedlineabandoned.AnewWindsorsta=on,closertodowntownthanthe
currentoneintheWalkervilleneighbourhood,wouldhavebeenbuiltontheCPline
southoftheDetroitRiverTunnelportal.
46
Sincethen,VIAhasinvestedapproximately$20millionimprovingitssegmentofthe
ChathamSubdivision;itwouldbedifficulttojus=fyabandoningthisinfavourof
substan=alinvestmentinanewroutebuiltontheCPright-of-way.Instead,underTheVIA1-4-10Plan,VIAwouldcon=nuetomakeuseofitsownlinetoapointjusteastof
theWalkervillesta=on,whereitconnectswiththeEssexTerminalRailway(ETR),ashort
lineindustrialcarrierthatalsoconnectswithCP’stunnellinethreemilestothewest.
Thesingle-trackETRlinewouldbeupgradedanddouble-trackedtoaccommodateVIA
withoutdisrup=ngfreightopera=ons.Thiswouldrequiretheconstruc=onofgrade
separa=onsatsomestreetcrossingsandanewVIAsta=onneardowntownWindsor.
VIA’strainswouldthenproceedthroughthedouble-trackCPtunneltoaconnec=onwith
theConrailandCNlinesleadingtoAmtrak’ssta=oninDetroit’sMidtownDistrictat
WoodwardAvenue.
AlsoincludedwouldbeasecureborderprocessingfacilityatAmtrak’sDetroitsta=on,
similartotheonenowinusefortheAmtrakCascadesatVancouver’sPacificCentralSta=onandtheoneproposedfortheextendedAmtrakVermonterserviceatMontreal
CentralSta=on.
WhilethisextensionwouldnotbesubjecttoanEA,itwouldundoubtedlyrequire
lengthynego=a=onswithAmtrak,theMDOT,CP,ETRandtheborderagenciesinboth
countries.Itises=mateditwouldcostaminimumof$200million.
5.2.7 IncrementalCorridor-WideProjects
ThereareseveralsmallerinfrastructureprojectsrequiredtotransformVIA’sQuebec-
WindsorCorridorintoanHPRserviceandincrementallyincreasespeed,frequencyand
reliability.
Oneofthemajorcontributorstothefreight-inflicteddelayshasbeentheadop=onby
CNandCPofopera=ngplansbasedontheopera=onoftrainsthatare10,000feetor
longer.Tobefullyeffec=ve,thisrequiresexpansionoftheoldsidings,whichwerebuilt
toaccommodatetrainsthatwereusuallynomorethan6,000feet.Bothrailwaysarefar
fromdoingthistotheextentnecessaryacrosstheirsystems,withtheresultthatVIA’s
shorttrainsareinvariablyputintothesidingstomeettheseover-lengthfreighttrains.
Inves=ngcoopera=velywithCNandCPinarollingprogramofsidingextensionswould
bemoneywellspentbyVIA.WorkofthisnatureneedstobeundertakenifVIAisgoing
toimproveitsperformanceandtheaKrac=venessofitsserviceonbusyfreightlinesthat
itcannotpossiblyaffordtoreplacewithnew,passenger-onlyinfrastructure.
Forexample,thelengtheningofsomeoftheseveralshortsidingsonCN’ssingle-track
DrummondvilleSubdivisionbetweenCharnyandSte-Rosaliewouldallowforfrequency
increases,running=mereduc=onsandon-=meperformanceimprovementsonVIA’s
47
Quebec-Montrealroute.InSouthwesternOntario,asimilarprogramonthe49.8miles
ofCN’sfreight-heavyStrathroySubdivisionbetweenKomokaandSarniawouldyieldthe
samebenefitsforVIA’sToronto-Sarniatrains.
Astrategicsec=onoftriple-trackwillbebuiltatKingstonsoCNfreighttrafficmaypass
whenVIA’strainsarestoppedatthesta=on.Inser=ngthistriple-tracksegmentwill
requireshiOingtheplasormandtheshelterstructurethatnowservethesouthtrack.
Thiswillrequirethemodifica=onofthepassengertunnelthatconnectsthesouthside
facili=eswiththemainsta=onbuildingonthenorthsideoftheline.
Alsotoberesolvedatvariousloca=onsistheneedforVIA’strainstobeabletoserve
intermediatesta=onswithoutsnarlingthemixed-trafficopera=on.Onsingle-tracklines,
thesestopstodisembarkandboardpassengershalttheflowoffreighttrafficinboth
direc=ons.Ondouble-tracklines,theyoOencomplicateopera=onsduetothelackof
plasormsonthefarsideofthetracks.Thisrequiresthepassengertrainstocrossback
andforthtoservethesesingle-plasormloca=ons,ea=nguptrackcapacity.Evenwhere
narrowplasormsnowexistbetweenthetwomainlinetracksandcrossovermovesare
notmade,thisrequiresthehal=ngoftrainsontheothermainlinetrackduringVIA’s
sta=ondwell=meforsafetyreasons.
Thissitua=oncouldbeeliminatedatCornwall,Brockville,BransordandWoodstock–all
ofthemondouble-trackroutesegments–byrearrangingthetwomainlinetracks,
construc=ngplasormstoservethesideofthetracksoppositethesta=onbuildingsand
linkingthemwithfully-accessibleunder-trackpassengertunnelsoroverheadwalkways.
TobedeterminedbytheRPAFandVIAisthedesirabilityofundertakingsimilarprojects
atNapanee,Gananoque,PrescoKandIngersoll.Thesesta=onscurrentlyhavealow
levelofserviceandbuildingthesenewplasormsandconnec=ngtunnelsoroverhead
structuresmaynotbewarranted.Thedeterminingfactorwillbethelevelofserviceto
beprovidedaspartofthecorridorexpansionprogram.Iftheservicelevelincreases
significantly,thentheinfrastructurerevisionswillbejus=fiedintheinterestofpassenger
safetyandminimizingconflictswithCN’sfreighttraffic.
Similarsitua=onsatBramptonandGeorgetownonVIA’sToronto-LondonNorthMain
Line(NML)willberesolvedbyprovincially-fundedGOTransit,whichownsthesta=onsat
theseloca=ons.InBrampton,afully-accessible,far-sideplasormalreadyexists,
althoughitisnotusedregularlybyVIA.AtGeorgetown,far-sideplasormsalreadyexist
withinGO’slayoveryardforitsGeorgetown-Torontocommutertrains,butVIAwillnot
beabletomakeuseofthemun=lfurtherGO-fundedworkoccurs.Itisexpectedthese
improvementswilloccurbeforetheendof2016,whenGOisslatedtoincreaseits
Toronto-Kitchenercommuterservicetofourweekdayroundtrips.
48
Addi=onalsec=onsoftriple-track,lengthenedsidings,gradesepara=onsandmoresta=onimprovementprojectsat
strategicloca=onswouldeliminatechokepointsandspeedrestric=onsthroughouttheQuebec-WindsorCorridor
onaprogressivebasis.TheseinvestmentsmustbemadeifVIAisgoingtoimproveitsperformanceandincrease
servicefrequencyonbusyfreightlinesthatitcannotpossiblyaffordtoreplacewithnew,passenger-only
infrastructure.ImagescourtesyofVIARailCanada
49
OntheToronto-Sarniaroute,theconstruc=onofsignalledsidingsatStrathroyand
WyomingwouldallowVIA’strainstoexitthebusyCNToronto-Chicagomainlinefortheir
sta=onstops.Formerlyadouble-trackline,theCNStrathroySubdivision’sright-of-wayis
wideenoughtoaccommodatethiscapacityexpansion.
AtSarnia,amoresubstan=alimprovementcouldbeundertaken.Thecurrentheritage
sta=onisonthenorthsideoftheCNmainlineontheapproachtotheSt.ClairRiver
TunnelthatlinksSarniaandPortHuron,Michigan,andservesasavitalcomponentof
thisheavily-usedfreightcorridor.Thesta=onispoorlysitedinrela=ontoSarnia’smain
businessdistrictanditsdowntowntransithub.
Anewsta=oncouldbebuiltdowntownnearFrontandGeorgestreetsontheCNPoint
Edwardspurline,whichcurvesnorthwestfromthemainlinejustwestofthecurrent
sta=onandproceedsnorthalongthewaterfront.ThiswouldallowVIA’strainstoclear
theCNmainlineandprovideformoretransitconnec=onsatamorevibrantloca=on.
Inaddi=ontothesesite-specificHPRimprovements,afederalprogramofgrade
separa=onsandgradecrossingimprovementsshouldproceedacrossthecorridor.In
manycases,gradecrossingsimposerestric=onsonbothpassengerandfreighttrains,
oOenbecauseofobstructedsightlinesthatrequirethetrainstoreducespeedforsafety
reasons.ByliOingthesespeedrestric=onsthroughaconcertedprogramofgrade
separa=ons,crossingsafetyimprovementsandtheclosureoflightly-usedcrossings,=me
canbewrungoutofVIA’sschedulesprogressively.Anaddi=onalbenefitthroughoutthe
corridorwillbeaconsiderableimprovementinpublicsafety.
5.2.8 VIA/GovernmentofOntarioCoordina;on
AlocalizedissuethatmustbepartoftheHPRcorridorapproachismutually-beneficial
coordina=onbetweenVIAandGOTransit,oneofthethreeopera=ngdivisionsofthe
ProvinceofOntario’sMetrolinx.GOhasexpandedthroughouttheGreaterTorontoand
HamiltonArea(GTHA)overthelastdecadeandmuchmoregrowthisscheduledto
occur.TheagencyhasalsoacquiredaconsiderableamountofCNtrackage,whichVIA
usesatsomepointforallofitsToronto-basedservices.
Asitisnowbeingconducted,GOexpansionisadouble-edgedswordforVIA.Onthe
onehand,dealingwithGOratherthanCNforsomeofitstrackaccessisgenerallyan
advantage.ButthisexpansionhasalsocutintoVIA’sridershipanddestabilizedits
servicetoNiagaraFallsandontheToronto-LondonNorthMainLine(NML).
Evenwithitslongerrunning=mesandthelowercomfortlevelsofitsshort-haul
commuterrollingstock,GO’slowerfaresandoff-peakbusserviceshaveaKractedsome
formerVIApassengers,par=cularlyontheNMLasfarwestasKitchener,whereGO
serviceterminates.ThishasalsooccurredonVIA’sNiagaraFallsline,whereGOnow
operatesregionalbusconnectorstoitsrailserviceatBurlingtonandsummerweekend
50
trainsoverthefullroute.Thelossofthesepassengerswasoneofthejus=fica=onsfor
VIA’s2012servicereduc=onsonbothroutes.
Atthesame=me,GO’sridershiptoandfromcertainpointshasbeenlowandacquired
atgreatcost.TheextensionoftwoGOweekdayrush-hourtrainsfromGeorgetownto
KitcheneronVIA’sNMLroutehasonlyaKractedabout250dailypassengers.The
summerweekendrailservicetoNiagaraFallshasalsogeneratedlowridershipandis
reportedlyonlycovering20percentofitshighmarginalopera=ngcosts.
Boththesemovesbytheprovincehaveuninten=onallydamagedVIA’su=lityandcost-
effec=venessinSouthwesternOntario.Inessence,onepublicly-fundedservicenow
competeswithanotherpublicly-fundedservice–andnottotheadvantageoftaxpayers
intermsofmobilityorfinances.
Complica=ngthisfurtherisOntario’srecentinterestinHSRforSouthwesternOntario.
Justbeforethe2014provincialelec=on,thegovernmentofPremierKathleenWynne
announcedthat,ifre-elected,itwouldcoupleitsGOToronto-Kitchenerexpansionplan
withaToronto-LondonHSRproject.Acostof$6billionandanes=mateof10to12
yearsfortheservicelaunchweregiven.
ThisHSRproposalwasreconfirmedandexpandedfollowingtheelec=on.Premier
Wynneannouncedthegovernmentwasadvancingtheenvironmentalassessmentsand
planningforahybridroutecombiningexis=ngrights-of-wayandnewalignments
betweenToronto,PearsonInterna=onalAirport,Kitchener,LondonandWindsor.The
premieralsosaidshehopedthefederalgovernmentwouldcontributetotheHSRplan,
inasmuchasitisalreadyfundsconven=onalVIAserviceinthesamemarket.
Thepublic,mediaandmunicipalresponsewasmixed.Somemunicipalrepresenta=ves
inthelargecommuni=eswelcomedtheconceptofbringingbeKerrailservicetothe
region,whileotherspointedouttheHSRplanwouldn’tdeliverserviceforadecadeor
more,ifitevenproceeded.
Aswell,becauseofphysicalconstraintsontheexis=nglineusedbyVIAandGO,itwould
bypassdowntownGuelphinfavourofanewsta=onsouthofthecity.Thelinewould
alsouseanewalignmentfromKitchenertoLondon,excludingStrasordandSt.Marys.
Theprovince’ssketchypre-feasibilitystudysuggestedsomelower-speedservicecould
bemaintainedonthecurrentNMLtoconnectwiththeHSRtrains.
OntopoftheproblemsthathaveresultedfromGOexpansionwithoutcoordina=onwith
theexis=ngVIAservices,theOntarioHSRplanrepresentsyetmoreduplica=onof
publicly-fundedac=vi=eswithnoprospectofasolu=onthatimprovesrailserviceinthe
neartermandatareasonablecosttotaxpayers.Whyembarkonaprovincially-driven
intercitysolu=onwhenVIAalreadyservesthesemarketsandcouldplayamajorrolein
solvingthemobilityproblemsofSouthwesternOntarioandNiagara?
51
Ajointsolu=on,similartothosetakenbyseveralregionaltransitagencies,state
departmentsoftransporta=onandAmtrak,wouldreducecostsforbothGO,VIAand
taxpayers,aswellasprovidebeKerservicewithinashorter=meframe.Witha
delinea=onofwhichmarketseachoperatorwouldserveaspartofacoordinated,
jointly-fundedplan,VIAandGOcouldthentoplaylogicalandcomplementaryroleson
theNMLandintheNiagaraRegionatreducedpubliccost.
TheopportunitytoimplementthisjointVIA-GOapproachtotheNMLandNiagara
situa=onswilloccurin2016,whentheMetrolinxActundergoesitslegislated,10-yearreview.WiththismaKerseKledthroughVIA’spresenta=onofastrongbusinesscasefor
coordinatedimprovementonthetworoutesmostaffectedbyGOexpansion,mutually-
beneficialimprovementswillproceed.TheresultwillbethatVIAwillbeabletoplaya
structured,sustainableroleinconjunc=onwithMetrolinx.Thiscouldalsobeaworking
modelforanexpandedpartnershipwithAMTintheGreaterMontrealArea.
5.2.9 ImprovedIntermodalLinks
ForVIA’sHPRcorridorservicestosucceedfully,thereisaneedforacloserworking
rela=onshipwithnotjustGO,butallofthetransitagenciesthatserveitssta=onsand
providepassengerswiththenecessary“firstandlastmile”iftheyaregoingtomake
seamless,car-freejourneys.Partoftheproblemtodatehasbeenthegenerallylow
levelofVIAserviceandthefeelingthatitsfuturehasbeenfarfromsecure.Working
withlimitedbudgetsthatarestretchedthin,ithasbeendifficultfortransitoperatorsto
jus=fymakingchangestoexis=ngroutesoraddingnewonestoconnectwithanintercity
servicethatmayvanishandrendertheirinvestmentswasted.
Withastrongpublicpolicystatementbythenewgovernmentanditscommitmentto
theVIArenewalplan,thatno=onwouldbegintoretreat.Theincreasedlevelofservice
woulddemonstratethepolicystatementsarenothollowandVIAwillbeanintegralpart
ofCanada’stransporta=onsysteminthefuture.
VIAnowhassomedegreeofconnec=vitywiththreeregionaltransitagencies:
⚫ RéseaudetransportdelaCapitale(RTC)inQuebec;
⚫ Agencemétropolitainedetransport(AMT)intheGreaterMontrealArea;and
⚫ MetrolinxintheGreaterTorontoandHamiltonArea(GTHA),whichoperatesthe
GOTransitrailandbussystems,andtheUPExpressairportraillink.
Addi=onally,VIAhasaninterlineagreementwithRobertQAirbusinSarniaandLondon.
TomakeVIAthecoreoftheQuebec-WindsorCorridor’spublicgroundtransporta=on
system,theexis=ngpartnershipsmustbeimprovedthroughbeKerpromo=onofthese
interconnectedservicesandincreasedeaseofuse.VIAserviceincreaseswillcontribute
bymakingmoreconnec=onspossible.
52
Aseeminglysmallbutsignificantcomponentofthisprogramwouldbeimprovedsignage
andwayfindingaidsatthesta=onswhereVIAconnectswiththeseandotheroperators.
Atloca=onsstaffedonlybytheothertransporta=onproviders,employeeswouldreceive
trainingatVIAexpensesoastobeabletoprovidepassengerinforma=onandassistwith
=cke=ngatVIA’selectronicself-servekiosks.
Wherenecessary,capitalinvestmentswouldbemadeatsta=onstoenabletransitand
intercitybusoperatorstomoreefficientlyuseVIA’sfacili=es.Insomeloca=ons,the
degreeofpoten=alconnec=vityisalreadyhigh,withthesta=onsVIAshareswithGOin
theGTHAandAMTintheGreaterMontrealAreabeingtheprimeexamples.In
Quebec,VIAandOrléansExpresssharetheGareduPalais,althoughthisintercitybus
operatordoesnotcurrentlyhaveaninterlineagreementwithVIA.
InToronto,amajoropportunitytoconnectVIAwithbusoperatorswilloccurwiththe
construc=onofthenewterminalonthesouthsideofUnionSta=on.Inaddi=onto
servingtheGOregionalbusesthatnowmakeuseofatemporaryfacilityatUnion
Sta=on,theinten=onistoincludethefiveintercitybusoperatorsthatnowusethe
TorontoCoachTerminalatDundasandBaystreets.Theintercitycomponentofthe
$106-millionprojectremainstobeseKledbyMetrolinx’sprivate-sectordevelopment
partner,butitisexpectedthenewterminalwillbeopenin2018.
Whilethecondi=onsandopportuni=eswillvarybyloca=on,directlyconnec=ngasmany
exis=ngintercitybusandtransitserviceswithVIAwillbeanimportantpartofthe
intermodalpartnershipdevelopmentworkVIAwillundertake.
5.3 TheMissingCorridor:Calgary-Edmonton
Thereisanotherpoten=alCanadianrailpassengercorridorthathasbeenomiKedfrom
TheVIA1-4-10Planstrictlybecauseithastradi=onallybeenregardedasaprovincialmaKer.ThisistheCalgary-Edmontonroute.
Interestindevelopingthiscorridordatesbacktothelate1970s,whenVIAwass=ll
opera=ngtheremnantsoftheformerCPserviceandprovidingtworoundtripsdaily
usingself-propelledBuddraildieselcars(RDCs).RidershipontheCPservicedeclined
greatlyinthe1960sduetoinvestmentintheparallelHighway2,whichhassincebeen
four-lanedandchristenedtheQueenElizabethII(QE2)Highway.WhenVIAplacedits
secondorderforBombardierLRCtrainsetsin1981,thefederalgovernmentsaidsomeof
themwouldbedeployedontheCalgary-Edmontonroute,butthisneverhappened.
TheroutewasexaminedinVIA’sfirstHSRreportin1984,butitwasdeterminedthat
“thetotaltravelmarketfromwhichrailpassengerswouldhavetobeaKractedwas
foundtobeinsufficienttorecover,onacommercialbasis,theinvestmentnecessaryto
provideahigh-performancerailservice.”NotonlywasCalgary-Edmontondroppedfrom
53
VIA’ssubsequentaKemptstosellHSRtothefederalgovernment,butthemeagreRDC
serviceitwasthenprovidingontheroutewasterminatedin1985.
Attheprovinciallevel,aseriesofinves=ga=onsofthepoten=alforHSRwasconducted
between1980and1985,allofwhichconcludeditwastechnicallyfeasible,butthehigh
costsandrisksmadeilladvisedatthe=me.Thesameconclusionswerereachedina
1995provincialre-examina=onoftheissue.
In2004,Calgary’sVanHorneIns=tute(VHI)receivedfederal,provincialandrailindustry
assistanceforastudyoftheCalgary-EdmontonCorridorthatconsiderednotjustan
electrified,200-mphHSRapproach,butalso125-mphdiesel-poweredHPRserviceon
upgradedCPinfrastructureand150-mphdiesel-orturbine-poweredserviceonthe
samegreenfieldrouteproposedforelectrifiedHSRop=on.
TheresultsoftheVHIstudyweremoreencouragingthanthoseintheearlierHSR
studies,butnoac=onwastakenbythefederalorprovincialgovernments,ortheprivate
sector.VHIproducedthefollowingupdatedcos=ngandrevenueprojec=onsforthe
threeop=onsinDecember2013:
125MPHNON-ELECTRICONUPGRADEDCPLINE
150MPHNON-ELECTRICONGREENFIELDLINE
200MPHELECTRICON
GREENFIELDLINEAverageTravelTime 2:00 1:45 1:35
RoundtripsDaily 8 10 14
2021Ridership(Low)
2021Ridership(High)
1,200,000
2,200,000
2,000,000
3,600,000
3,300,000
5,600,000
CapitalCost $2,576,600,000 $3,925,400,000 $5,186,300,000
AnnualOpera=ngand
MaintenanceCost
$92,600,000 $125,100,000 $128,700,000
2021Revenue(Low)
2021Revenue(High)
$60,600,000
$119,200,000
$105,300,000
$223,000,000
$328,200,000
$485,300,000
TheviabilityofCalgary-EdmontonHSRwasexaminedyetagainin2013-1014bythe
Legisla=veAssemblyofAlberta’sStandingCommiKeeonAlberta’sEconomicFuture.The
commiKee’soverridingconcernwasthatanynewrailserviceshouldbeledbythe
privatesectorwithasliKlepublicfinancialinvolvementaspossible.Onthatbasis,the
commiKeedeterminedthattheprovince“shouldnotinvestinahigh-speedrailtransit
systemintheEdmonton-Calgarycorridoratthis=mebecausethepopula=onofthe
corridorisnotsufficienttosupporttheprofitableopera=onofsuchasystem.”
Thatrecommenda=onseemedtoonceagainpushtherailpassengersolu=onfaroffinto
thefuture.However,recenttransporta=ondevelopmentsinAlbertaarenowaffec=ng
thissitua=oninwaysthatmayreviveitsoonerthanexpected.InearlyOctober2015,
theGovernmentofAlbertaannounceditwasgoingtoinves=gatethegrowing
conges=onproblemsontheQE2Highway,whichisnowhandling80,000-90,000vehicles
54
dailybetweenCalgaryandEdmonton.PremierRachelNotleyalsosaidthatexpanding
theQE2tosixlaneswillnotbetheonlyop=onunderinves=ga=on;railwillbepartof
theanalysis.
WhilethismaKeriss=llonlyinthepreliminarystagesofinves=ga=on,itdoesrepresent
yetanotheropportunitytoexaminethebenefitsoffast,frequentandmodernrail
passengerserviceinacorridorthathasalwaysseemedideallysuitedtoit.Amongthe
manysellingpointsofaCalgary-Edmontonrailpassengerserviceisthefactthatitwould
offerconvenientdowntown-to-downtownservicelinkedatbothendstothrivingand
growingurbanlightrailtransitsystemsandcouldcontributesignificantlytoareduc=on
inautomo=vetravel.Furthermore,theCPright-of-wayonwhichtheHPRop=onwould
bebuiltisquiteclosetotheinterna=onalairportsinbothci=esandcouldeasilybe
designedtoservethemdirectly.
WhilenotacomponentofTheVIA1-4-10Plan,thepossibilityofaCalgary-Edmontonrail
planmustbeacknowledged.IfitproceedsfurtherunderAlberta’sstewardship,thereis
liKledoubttheprovincewouldseekfederalpar=cipa=onanditshouldreceiveserious
considera=onfromCanada’snewgovernment,ifitsinvolvementisrequested.
55
THISPAGEINTENTIONALLYLEFTBLANK
56
6.0 AnEquitableOff-CorridorVision
Noonewouldeverques=onthefactthattheQuebec-WindsorCorridorisandalways
willbetheheartofVIA.Itcaterstothelargestmarketinthecountry,generatesthe
mostridershipandrevenue,andoffersastrongalterna=vetopublicinvestmentinother,
lessefficientformsofintercitytransporta=on.Forallthesereasonsandmore,itis
impera=vethatthecorridorfunc=onatmaximumefficiency.
However,thecorridorcannotbetheonlymarketthatreceivesmanagerialaKen=onand
publicinvestmentifVIAistobeana=onalservice.Ontoomanyoccasions,thelong-
haulandremotetrainshavebeenregardedbygovernmentandVIAasnuisancesthat
distractfromwhattheyperceivetobeVIA’ssolefunc=on,namelyservingCentral
Canada.VIAmusthenceforthbeproperlyviewedasapublicly-fundedcorpora=on
mandatedtodeliverappropriateandaffordablelevelsofservicena=onwide.
Therefore,inunisonwithaclearplanforthefutureoftheQuebec-WindsorCorridor,
theremustbesimilarplansforthelong-haulandremotetrains.Theseplansmustbe
imbuedwithasinceredesiretoimproveandmaximizetheiropera=onwithinadequate
budgets;theymustnolongerbetreatedasproblemchildrencompe=ngwiththe
corridorformanagerialaKen=onandpublicfunding.
6.1 RevitalizingtheLong-HaulNetwork
IfVIAistohavena=onalrelevancy,stepsmustbetakenearlytoreducethecostand
improvetheeffec=venessofVIA’slong-haulnetwork,whichconsistsoftheCanadian,theOceanandthetemporarilysuspendedChaleur.
Inthepast,someVIAmanagementteams,seniorcivilservantsandMPshavetakenthe
viewthatthelong-haultrainsshouldbereducedfurtheroreveneliminated;thecurrent
lowlevelofserviceisalegacyofthatapproach.However,therearemanyvalidreasons
fornotjustretainingthesetrains,butexpandingthemusingmodernequipmentand
reformedopera=ng,cos=ngandmarke=ngprac=ces.
Thera=onaleformaintainingandimprovinglong-haultrainssuchastheOceanandtheCanadianiswellstatedbyAmtrakinitsFY2015BusinessandBudgetPlanpointsout:
“Amtrak’sLong-Distanceroutesarethebackboneofourna=onalsystem.
TheyprovidetheonlyAmtrakservicetomorethanhalfoftheStatesand
sta=onsweserve.Theyconnectthena=on’smajorregions,providea
founda=onofintercitypassengerrailservice,andpreserveintercity
mobilityforunderservedcommuni=esandpopula=ons.Thesetrainsare
heavilypatronized,andincreasinglyimportanttothecommuni=esand
peoplealongtheirroutesthathavebeenlosingbusandairservices.
57
“Congressexpresseditssupportformaintainingthisna=onalpassenger
railnetworkwhenitstatedinPRIIASec=on228(b):
“SENSEOFTHECONGRESS.—ItisthesenseoftheCongressthat—(1)long-distancepassengerrailisavitalandnecessarypartofourna9onaltransporta9onsystemandeconomy;and(2)Amtrakshouldmaintainana9onalpassengerrailsystem,includinglong-distanceroutes,thatconnectsthecon9nentalUnitedStatesfromcoasttocoastandfrombordertoborder.”
TheAmtrakapproachtodeliveringthislong-haulserviceismarkedlydifferentthanVIA’s.
Amajoraspectofthisisservicefrequency.WhenAmtrakwasforcedtocutlong-haul
frequenciesasaresultofdras=cbudgetcutsinthemid-1990s,thenetwork’scostswere
reducedmarginally,butridershipandrevenuefellevenmore.Thishassincebeen
correctedandallbuttwoAmtraklong-haultrainsnowoperatedaily.
Initscongressionally-mandatedimprovementplanforitsNewYork-Cincinna=-Chicago
Cardinal,Amtrakoutlinedthefactorsthatinherentlyhamperthetrainnowbecauseof
itstri-weeklyopera=on:
“Tri-weeklyserviceisamajordriverofinefficiencyinthecurrentCardinalservice.Attheendofmosttrips,andontwoofthefiveroutesegments
onwhichtrainandenginecrewswork,theCardinal’semployeesand/or
equipmenthaveaonetotwodayturnarounddelayduringwhich
employeesreceiveheld-awaypayandequipmentsitsidlewithout
genera=ngany=cketrevenues....
“DailyserviceresultsinbeKeru=liza=onbecauseiteliminatesthe=me
thatequipmentsitsidleatendpointsbetweenalternatedaydepartures.
Muchofthemaintenancecostassociatedwithlocomo=vesandcarsis
calendarbased.It,therefore,cons=tutesafixedcostthatcanbe
allocatedovermorecarandlocomo=vemiles.”
UnderAmtrak’splantoincreasetheCardinaltodailyopera=on:
⚫ Ridershipincreases96%;
⚫ Revenueincreases123%from$7.3millionto$16.3millionannually;
⚫ Costrecoveryincreasesfrom27%to35%;
⚫ Lossperpassenger-miledecreases31%from$0.42to$0.29;
⚫ Passenger-milesincreases122%,buttrain-milesriseonly93%;and
⚫ Passenger-milespertrain-mileimprove15%from109.1to125.5.
58
Thisincreasehasarela=velylowpricetag.Conver=ngtheCardinalfromtri-weeklyto
dailywillonlyincreaseitsannualopera=ngcostfrom$19.5millionto$21.6million.So,
foraninepercentincreaseincosts,thepublicwillreceivemorethantwicetheservice.
Themul=plebenefitsofdailyserviceareclearlydemonstratedbycomparingthe
performanceoftheCanadianwithAmtrak’sChicago-SeaKle/PortlandEmpireBuilder,whichtraversesaslightlyshorterroutethantheCanadian’s,butencountersverysimilar
geographic,clima=canddemographiccondi=ons.
Amtrak’sEmpireBuilderVersusVIA’sCanadian–2013
KEYINDICATOR EMPIREBUILDER(DAILY)
THECANADIAN(BI-/TRI-WEEKLY)
ROUTEMILES Chicago-SeaKle:2,205
Chicago-Portland:2,255
2,775
RUNNINGTIME Chicago-SeaKle:46’10”
Chicago-Portland:45’55”
86’42”
AVERAGESPEED Chicago-SeaKle:48mph
Chicago-Portland:49mph
32mph
ROLLINGSTOCKTYPE Bi-LevelSuperlinerIandII Single-LevelBuddHEP1
ROLLINGSTOCKBUILT 1978-1981and
1993-1996
1946-1955
Rebuilt1989-1993
TRAINSETSREQUIRED 5 4
ONE-WAYTRIPSOPERATED 730 264
TRAIN-MILESOPERATED 1,884,860 707,520
RIDERSHIP 536,391 99,171
PASSENGER-MILES 365,161,290 118,100,000
REVENUES $72,900,000 $45,252,000
EXPENSES $129,500,000 $99,807,000
OPERATINGLOSS $56,600,000 $54,555,000
SUBSIDYPERPASSENGER $105.52 $550.11
SUBSIDYPERPASSENGER-MILE 15.5¢ 46.2¢
COSTPERTRAIN-MILE $68.70 $141.06
REVENUEPERTRAIN-MILE $38.67 $63.96
SUBSIDYPERTRAIN-MILE $30.03 $77.10
COSTRECOVERY 56% 45%
Withmodernbi-levelequipmentandthelowertrackaccesschargesmandatedby
Amtrak’slegisla=on,thedailyEmpireBuilderdeliversnearlythree=mesasmuchservice
andcarriesmorethanfive=mesthepassengersasthebi-weekly/tri-weeklyCanadianforonlyslightlymorepublicfunding.Thereisnoreasontobelievesimilarmeasures
59
appliedtotheCanadian,theOceanandtheChaleurwouldn’tmorethanjus=fythe
investmentinnewequipmentandanincreasetodailyservice.
ThismaKerneedstobeaddressedquicklybytheRPAFbecauseofanominouswarning
containedinVIA’sSummaryofthe2013-2017CorporatePlan:
“ThemarketsforVIA’stwo(sic)long-distancetrainservices–the
CanadianandtheOcean–arehighlyseasonal.TheCanadianaKractsbothdomes=candinterna=onaltouristsduringthepeakseason,namely
fromMaytoOctober.Inmorefavourableeconomicclimates,the
Canadianhasbeenfinanciallyviableonapartlyallocatedbasis.Duringtheoff-peakseason,demandisnotsufficienttojus=fycurrenttrain
frequenciesfromacommercialperspec=ve.
“ThisisalsotrueoftheOcean,wherecostrecoveryislowevenduringthepeakseason,andissteadilydecliningduetocompe==onfromroadand
airtravel....”
Theimplica=onisclear:Tolivewithinitsexpectedopera=ngfundinglevel,VIAislikely
tofurtherreducethefrequencyoftheOceanandtheCanadian.Asthereduc=onsof2012demonstrated,thisyieldsmeagresavings,butdamagesridershipandrelevancy.
Thisnega=vemindsetmustbereplacedwithaproduc=veonethataimstoincrease
long-haulfrequency,wheredemandwarrantsitandresourcesallowforit.
AlsotobeguardedagainstincraOinganeffec=veandposi=velong-haulvisionisthe
influenceofaprivateoperatorthathasstatedonmanyoccasionsitwouldpreferVIAto
vanishfromthewesternlong-haulmarket:RockyMountaineerRailtours(RMR).
WhenthegovernmentorderedVIAtocutitsroutenetworkin1990,italsocompelledit
topriva=zetheseasonalRockyMountaineertouristserviceitlaunchedatveryliKlecostonadual-prongedVancouver-Calgary/Jasperrou=ngin1988.ItwastransferredtoRMR
(thenknownasGreatCanadianRailtours),whichboughttherequiredequipmentfrom
VIAandstartedopera=onsforthe1990touristseason.
RMRhasgrownthisbusinesstremendouslyandevenaddedtwoaddi=onalroutes,one
ofwhichoperatesovertheeasternpor=onofVIA’sJasper-PrinceRuperttrain.RMR
deliversahigh-qualitytourismproduct,butitisnotabasictransporta=onservicelike
VIA.WhiletheCanadianobviouslyaKractsalargenumberofpassengersfromthesame
discre=onarytourismmarket,italsoprovidesayear-roundservicethataccommodates
travelerswithen=relydifferenttransporta=onneeds.Despitethat,RMRtakestheview
thatVIAisunfairlydilu=ngamarketwhichisitsexclusivedomain.Thisisnotthecase.
60
AseriesofTransportCanadastaffbriefingnotespreparedin2010-2011inadvanceof
mee=ngswithRMRexecu=vesandtheirlobbyistsfromGlobalPublicAffairsin2010-
2011,andobtainedundertheFreedomofInforma9onAct,state:
“WhileRMRhasbeencri=calofthegovernment’scon=nuingrolein
subsidizingVIA’sopera=onsinthisarea,RMRwasunderaclear
understandingthatVIAwouldbeopera=ngtheToronto-Vancouvertrain
overthesameroutewhenitpurchasedtherightstoVancouver-Calgary
andVancouver-JasperfromVIAin1990andstarteditsbusiness.”
TheRMReffortsactuallyderailedVIA’sownexpansionplansfortheCanadian,asthebriefingnotesestablish:
“VIAhadalsoaKemptedonseveraloccasionstoincreasefrequencyon
theexis=ngJasper-Vancouverroute.However,whileasalesagreement
betweenthetwoserviceproviders[VIAandRMR]specificallyallowedVIA
toincreasethefrequencyontheJasper-Vancouverlegofits
transcon=nentalroute,RMR’slobbyingeffortsin1997and2005were
influen=alinpreven=ngproposedfrequencyincreasesfrombeing
approved.”
ThismustchangeifCanadaistohaveatrulyna=onalrailpassengerservicethatrequires
long-haultrainssuchastheCanadian,whethervestedinterestslikeitornot.BecauseoftheirlongstandingstatusasVIA’sflagshiptrainsandtheirimportancetomany
communi=esacrossthecountry,stabilizingthelong-haultrainsmustbetreatedasa
priorityearlyinVIA’srecovery.
Thereisoneotherconsidera=onthatfactorsintotheadop=onofanewlong-haulvision
atVIA.Inaddi=ontoalltheprac=calreasonsAmtrakgivesformaintainingitslong-haul
network,Amtrakmanagersalwaysmakeitclearthattheyaren’tlikelytoreceivelarge
andcrucialinvestmentsfortheeight-stateNortheastCorridor(NEC)iftherestofthe
na=onalsystemisscrappedandtheotherregionsaredeprivedofrailpassengerservice.
Astheypointout,itcanneverbeforgoKenthatthetaxand=cketdollarsofAmericans
na=onwidesupporttheen=reAmtraksystem,includingitscoreNECroute.Thisisno
lessthecasewithVIA.
6.2 TheRemoteServiceReality
VIA’sremotetrainsservelow-densitymarketslackingotherformsoftransporta=on,
includingall-weatherroads.Theycanbeimprovedandtheircostsreducedmarginally,
butthefacthastobefacedthattheywillremainthemostcostlytrainsintheVIA
system.Whatisrequiredisanenlightenedpolicydecisionthatrecognizesthesetrains
aspartofasocialcompactwiththoseCanadianswholivealongthelinestheyserve;
discon=nuanceisnotanop=on.
61
Inlate1989,whenVIA’s50-per-centcutbackplanwasannounced,ninetrainswere
designatedasessen=alremoteservicesthatwouldbemaintainedinthepublicinterest.
Thesewere:
⚫ Montreal-Jonquiere;
⚫ Montreal-Senneterre;
⚫ Senneterre-Cochrane;
⚫ Sudbury-WhiteRiver;
⚫ Sudbury/Capreol-Winnipeg;
⚫ Winnipeg-Churchill;
⚫ Wabowden-Churchill;
⚫ ThePas-LynnLake;and
⚫ Jasper-PrinceRupert.
Sincethedeclara=onofthemandatorystatusofthesetrainsin1989,theSenneterre-
CochranetrainhasbeendroppedduetoCN’sabandonmentofapor=onoftheline,the
servicefromThePastoLynnLakehasbeentransferredtoFirstNa=onsopera=onbythe
Keewa=nRailwayusingVIAequipmentandtheothertwonorthernManitobaservices
havebeenrearrangedtocon=nueprovidingthelong-haulservicefromWinnipegto
Churchillonatwice-weeklybasisandanaddi=onalweeklyrunnorthfromThePas.
ShiOingtheCanadianin1990fromtheCProutetotheCNCapreol-Winnipeglinewas
saidtobepar=allyduetoaneedtoprotectthatremoteroute.Toreducecostsand
beKerservelocalneeds,theJasper-PrinceRupertSkeenawasconvertedin1996froma
throughtrainequippedwithcoaches,sleepersandadiner-loungecartoalower-cost
daylighttrainrequiringanovernighthotelstayinPrinceGeorgeforpassengerstravelling
thefull721-mileroute.
OnefactortobeweighedinseungasensiblecourseforVIA’sremotetrainsisthehigh
costofreplacingthemwithnewhighwaysorairservices.A1991TransportCanada
studyoftheSudbury-WhiteRivertraines=matedthecapitalcostofreplacementroads
as$62.24million,plus$2.15millioninannualcosts.Atri-weeklyairservicelinkingfour
pointswithSudburyandWhiteRiverwouldhaverequiredacapitalinvestmentof$23.7
millionandanannualsubsidyonly$90,000lessthanthetrain.
Con=nuingtheSudbury-WhiteRivertrainwasmorecost-effec=veanditdidn’thavethe
unknownenvironmentalcostsofthehighwayandairalterna=ves.Alsotobeconsidered
wasthedisrup=veimpactthatseverewinterweatherwouldhaveondrivingandair
travel,butmuchlesssothetrain.
Inseungamoreproduc=vecourseforVIA’sremoteroutes,eachshouldbesubjectto
extensivecommunityconsulta=onbyVIAstaffandelectedofficialstoensurethey
deliverthemaximumservicepossibleforthefundingavailable.TheWinnipeg-Churchill
62
andJasper-PrinceRuperttrainsbothhavetourismappealandstepsneedtobetakento
maximizetheirfullridershipandrevenuepoten=al.
Onelonger-termissuethatneedstobeinves=gatedbytheRPAFandVIAconcernsthe
equipmentusedontheNorthernQuebec,NorthernOntario,ThePas-Churchilland
Jasper-PrinceRuperttrains.Thisisacapitalinvestmentdecisionthatwouldhavea
posi=veimpactonopera=ngcosts.ItisdiscussedinChapter9.5ofthisplan.
Asforthethrough,full-serviceWinnipeg-Churchilltrain,itshouldul=matelybere-
equippedwithbi-levellong-haulrollingstock,whichwouldimproveitscostrecoveryand
tourism-relatedmarketability.
63
THISPAGEINTENTIONALLYLEFTBLANK
64
7.0 VIA’sNeedforGrowth
WhentheCanadianTransportCommission(CTC)conductedits1976transcon=nental
passengertrainhearingsinadvanceofVIA’sforma=on,themembersofthecommiKee
notedtheprevailingviewofthepublic:
“[T]hemostgeneralandpersistentthemeswerethatthereshouldbeno
furtherreduc=oninrailpassengerservicesinviewoftheuncertain
energysitua=on,becauseairandhighwaymodeshavereceivedlarge
indirectsubsidies,andbecausethepresentleveloftranscon=nental
serviceswasfeltbymanytobeatanirreducibleminimum.”
OneisleOtowonderhowthoseCanadianswhospokeattheCTChearingswould
characterizethelevelofrailpassengerservicetodayiftheyconsideredittobeatan
“irreducibleminimum”in1976.Atthat=me,thecombinedCNandCPpassenger
systems–whichhadalreadybeguncontrac=ngintheearly1960s–totalled17,714
route-miles.Sincethosehearings,thefollowingreduc=onshaveoccurred:
⚫ TheCNandCPnetworkswereshornofseverallighter-densitytrains
priortoVIAtakingovertheremainingtrains,beginninginOctober1978;
⚫ Thegovernment-orderedcutsofNovember1981removed20percentofthe
three-year-oldVIAsystem’sroute-miles;
⚫ Anotherroundofgovernment-orderedcutsinJanuary1990eliminatedhalfof
VIA’strain-milesonits11,100-milesystem,includingsomeservicesitordered
reinstatedinJune1985;and
⚫ Furtherpruningbetween1994and2012eliminatedtheHalifax-Montreal
Atlan9c,theToronto-ChicagoInterna9onalandsomefrequenciesonVIA’s
remaining7,500-milenetwork,whichis58percentlessthanwasbeingoperated
in1976.
Thesecutshavebeenonlypar=allyoffsetbyafewaddi=onalfrequenciesoncorridor
routeseastofToronto.ItisdifficulttodisagreewithformerAmtrakPresidentandCape
BretonresidentDavidGunn’scommenttoaMonctonreporterin2014:“Allofthe
ac=onsfromVIAhavebeenbasicallyreducingservicesinceitwassetup.”
Whilethefullna=onalnetworkthatexistedin1976didhaveseveralroutesthatwere
unsustainablebecauseoflowridershipandextremelyhighcosts,somethatvanishedby
governmentedictcouldhavebeenretainedhadVIAbeenmodernizedtobringdownits
unitcosts.Synergiesthatonceexistedbetweencertainlong-haul,intercityandregional
routeshavebeenlost.Withitsgeographiccoverageandthefrequencyofmanyroutes
reduced,VIAhasbecomeirrelevanttoalargepor=onofthepopula=on,par=cularlyin
WesternCanada.
65
IfVIAistobecomemorerelevanttomoreCanadians,twotypesofgrowthmustoccur.
Thefirstisintermsofservicefrequencyandridershipontheexis=ngnetwork,wherea
keydisincen=vetotakingthetrainisthelowfrequencyoftoomanyroutes.Thiswill
needtobedealtwithfirsttoensureVIAstrengthensitsexis=ngcorenetwork.Inthe
absenceofnewandmorecost-effec=veequipmentforatleastfouryears,thisisgoingto
requirethekindofinnova=onthathasbeenshowninsimilarcircumstancesbyother
passengerrailways.
Thissitua=onisnotuniquetoVIA.EvenonthevauntedrailwaysofWesternEurope,
certainpassengerserviceshavebeenallowedtosag,par=allyduetothestrongfocuson
thedevelopmentoftheirextensive,mul=-na=onalhigh-speedrail(HSR)system.With
poli=calbacking,thishasnowcausedpublicly-ownedrailwayssuchastheSociété
na=onaledescheminsdeferfrançais(SNCF)todevelopplansfortherevivaloftheir
regionalandlonger-distancetrains.
Thethree-pointSNCFplaninvolvesastrategicrearrangementoftheservices,frequency
increasesandinvestmentinnewequipmenttoimproveefficiencyandmarketability.
ThisisexactlywhatneedstobeundertakenattheoutsetbythenewRailPassenger
Ac=onForce(RPAF)andVIA.
7.1 RidershipGrowthIni;a;ves
ItisoOensaidtherearethreekeystosuccessinpublictransporta=on:frequency,
frequencyandfrequency.VIA’slowfrequencyonmostroutesispar=allyafunc=onof
itsper-train-milecosts,whicharehighbycomparisonwithAmtrak.
ToomanyofVIA’sphysicalandhumanresourcessitidlefortoomanyhourseveryday.
Trainsandcrewsthataren’tatworkaren’tproducingrevenue.Ittakes28trainsetsof
varyingtypesandlengthstooperateVIA’sQuebec-WindsorCorridorservices.Intotal,
thosetrainsandtheircrewslogatotalof17,786train-milesperday.Theresultisthat
theaverageforthewholecorridorfleetisonly563.8train-milesdailypertrainset.By
railindustrystandards,thisisaverylowrateofu=liza=on.
Withacombina=onofbeKerscheduling,improvedopera=ngprac=ces,sometweaking
ofthecurrentfleetandamoreperformance-basedrela=onshipwiththefreight
railways,VIAcouldoperatemoretrainsdailyonitscorridorroutes.
AdmiKedly,increasingfrequencyonmostroutesoutsidethecorridorwillbedifficult
un=lnewequipmentarrives.However,theremaybenear-termgrowthopportuni=es
throughbeKerequipmentandcrewu=liza=ononsomeroutes,suchastheHalifax-
MontrealOcean.
66
Intheshort-term,VIAmustmaximizetheuseofitsexis=ngresourcesthroughoutits
systemtoincreasefrequencyonrouteswherelatentdemandnowexists.Thiswilllay
thefounda=onforalonger-termgrowthstrategybasedontheefficienciesderivedfrom
newequipment,beKercontractualagreementswiththefreightrailwaysandimproved
on-=meperformance.Stepstakennowtos=mulatemuch-neededridershipand
revenuemustleadtoandinterlockwiththatcomprehensive,long-rangeplan.
Asaresult,theRPAFwillneedtoassessonesketchyproposalVIAunveiledonJune16,
2015,ataStrasordChamberofCommerceluncheon.Inresponsetodecliningridership
andpubliccallsformoreandbeKerserviceinSouthwesternOntario,VIAannounceda
slateofimprovementswithoutanyapparentbusinesscaseanalysisorevenafirm
delivery=metable.Theseincluded:
⚫ AnewStrasord-TorontomorningtrainwithalateaOernoonreturntrip;
⚫ ShiOingtheToronto-SarniatrainsfromtheNorthMainLinethroughStrasordto
theSouthMainLinethroughBransord;
⚫ IncreasingtheToronto-Sarniafrequencyfromonetotworoundtrips;and
⚫ ShuKletrainsfromLondontobothWindsorandSarniausingtheBuddraildiesel
cars(RDCs)fromtheSudbury-WhiteRiverserviceandthosethatarestored
pendingtherestora=onoftheVancouverIslandservice.
Inannouncingtheseplannedserviceincreases,VIAalsorevealedtherehadnotbeen
anydiscussionswithCN,GOTransitandtheGoderich-ExeterRailway,whichownthe
infrastructureonwhichthesetrainswouldoperate.Theridershiptargetwillbea
minimumof120passengerspertraintocovertheaddi=onalout-of-pocketopera=ng
costs,althoughVIAhasdonenoanalysisofthisproposedthreshold.
Aswell,thecommuni=esweregivenno=cethattheymustleadthecampaignto
s=mulateridershipandastrict“useitorloseit”rulewillapply.Asforimplementa=on,
VIAwouldonlysaythattheinten=onwastorolloutthenewtrains“maybebytheend
oftheyear,probablyearlynextyear,butdefinitelybytheendof2016.”
ThesuggestedSouthwesternOntariogrowthstrategymustbeanalyzedcarefullybythe
newRPAFtoensurethisplanistechnicallyfeasible,ithasareasonablechanceof
succeedinganditwon’tconsumeresourcesthatwillbeinshortsupplyun=lthenew
equipmentarrivesoramodestamountcanbeleasedonashort-termbasis.
7.2 Longer-TermNetworkExpansion
ExpansionofVIA’sroutenetworkmustproceedcau=ously.Itwilltake=meforthefleet
improvements,thenewcos=ngarrangementwiththefreightrailwaysandothercost
containmentmeasurestosignificantlyreduceVIA’sopera=ngcosts.
67
WhentheMulroneygovernmentorderedthe1985reinstatementofhalfoftheroutes
cutin1981,itwaswarnedbytheRPAFthatthiswouldcomewithhighopera=ngcosts
becauseoftheobsoleteequipmentthathadtobeusedini=ally.Itwouldalsotake=me
torecapturetheridershiplostwhenthetrainswerecutin1981.
Whenthenewequipmentwasn’torderedandmanyofthereformsrecommendedby
theRPAFdidn’toccur,thiscreatedasitua=onthatwasusedtojus=fytheVIAcutsof
January1990.Thegovernmentsaidthetrainsfailedthe“useitorloseit”testbecause
theridershipwastoolow.Thehighcostofthereinstatedtrainswasalsohighlighted.
Thenewgovernmentmustguardagainstinadvertentlycrea=ngasimilarsitua=onbynot
promisingthequickrevivalofseveralabandonedroutes,eveniftheywillbedesirable
addi=onstotheVIAnetworkinthefuture.OnebrakeagainstthisisthatVIAsimply
doesn’thavetherequiredequipmenttoquicklylaunchnewroutes.Ifanyshort-term
leasingofalimitedamountofequipmentcanbeundertaken,itwillonlybeenoughto
slightlyincreasethefrequencyofsomeoftheexis=ngcorridorservices.
ThereareobviousgapsinthecurrentVIAnetwork,mostofthemduetotheroute
elimina=onsthatoccurredin1981,1986,1990,1994and2005.Othersdatebacktothe
periodjustbeforeVIAstartedtakingovertheopera=onoftheCNandCPservicesinthe
fallof1978.Theseabandonedservicesfallintothreecategories:
⚫ Long-haultrainsprovidingacombina=onofintercityandtourism-relatedservice,
suchastheHalifax-SaintJohn-MontrealAtlan9c,theToronto-KapuskasingNorthland(operatedjointlywiththeprovincially-ownedOntarioNorthlandRailway)andtheCanadianonitsoriginalCProu=ngontheLakeSuperiorNorthShore,acrosstheSouthernPrairiesandontoVancouverviaBanff;
⚫ Short-andmedium-haultrainsoncurrentlyunservedcorridorssuchasCalgary-
Edmonton,Toronto-Peterborough,Sudbury-SaultSte.MarieandMontreal-
QuebecCityviaTrois-Rivières;and
⚫ Day=me,coach-onlytrainsonsegmentsofthelong-haulroutes,suchas
Moncton-CampbelltonandMont-Joli-QuebecCity.
Cost-effec=vegrowthwillbedifficultun=lnewequipmentisreceivedtorevitalizethe
exis=ngtrains,whichmustbeapriority.Themoderniza=onofthosetrainswould,asa
minimum,allowfortheolderequipmenttobeusedtotestthemarketonnewroutes
undertheexperimentalserviceprovisionsoftheVIARailCanadaAct.
OnlyaOertheseexperimentaltrainsmeettheirtargetsandareaddedtothelegislated
BasicNa=onalNetworkwouldconsidera=onbegiventore-equippingthem;op=ons
builtintotheoriginalpurchaseagreementswouldprotectforthisfleetexpansion.And
onlywhentheexis=ngVIAcoresystemisrevivedandputonasolidfoo=ngcannetwork
expansionoccur.
68
7.3 Interna;onalServiceExpansion
Alsotobeaddressedisthelowlevelofinterna=onalserviceoperatedinconjunc=on
withAmtrak.TheonlytraininthiscategorytodayistheToronto-NewYorkCityMapleLeaf,whichisalsothelasttrainservingNiagaraFalls,Ontario.TheToronto-Sarnia-ChicagoInterna9onalendedin2004duetovariouscomplica=ons,whichVIAwasn’table
toaddressinamannersa=sfactorytoAmtrakandtheStateofMichigan,whichpaida
percentageofitscoststoprimarilyservethePortHuron-Chicagoroutesegment.
Amtrakandsomeofthepro-railpassengerstatesalongtheborderhavebeenmuch
moreeffec=veandenthusias=cpar=cipantsintheinterna=onalmarket.TheMapleLeafcon=nuestooperateonlybecauseofthefinancialsupportitreceivesfromAmtrakand
theNewYorkDepartmentofTransporta=on.
WithoutanyVIApar=cipa=on,theNewYorkCity-MontrealAdirondackandtheSeaKle-VancouverCascadesarefullysupportedbyAmtrakandthegovernmentsofNewYork
andWashington,respec=vely.ThankstoAmtrakandtheStateofVermont,theNew
YorkCity-St.AlbansVermonterisslatedforextensiontoMontreal,althoughCN’shigh
trackaccessfeesremainacomplica=on.
Therehavealsobeenstudiesofotherinterna=onalservicesbyvariousBorderStates.
AmongthemareproposalsforservicelinkingMontrealwithbothBostonandPortland,
Maine.Aswell,MichiganandtheothereightstatesthatcomprisetheMidwestHigh-
SpeedRailIni=a=ve(MWHSRI)arekeentore-establishcross-borderservice,preferably
throughWindsor-Detroit,aspartoftheir3,000-mile,mul=-statenetworkradia=ngfrom
Chicago.Morethan$2billioninfederalfundinghasalreadygonetoincreasingthe
frequencyanddecreasingtherunning=mesofthestate-supportedAmtrakserviceson
someoftheseroutes,withmoretofollow.Pluggingintothisgrowingnetworkwouldbe
advantageoustoCanadianandAmericantravelers.
Theseandotherinterna=onalroutesneedtobeexaminedbytheRPAFandVIAto
determinehowtheycanbeestablishedincollabora=onwithAmtrakandthestates.All
ofthosemen=onedabovehavestrongpoten=alintermsofbothintercityu=lityandasa
meansofencouragingtwo-waytouristtravel.
7.4 Tourism-RelatedServiceExpansion
NewservicestobolsterCanada’stourismsectorshouldalsobeinves=gated,aswas
doneaspartofVIA’s1989ReviewofPassengerRailTransporta9oninCanada,(ortheVIA’89Review).ThereportanalyzedeachaspartoftheVIAsystem,asitthenexisted,
toproducea20-yearvisionbasedonaseriesofop=ons.Theserangedfromstatusquo
tosubstan=alrestructuringandinvestment.Onitslong-haulroutes,par=cularlyinthe
West,maximiza=onoftouristrevenuewasakeyconsidera=on.
69
TheVIA’89Reviewnotedtherapidgrowthofnew,for-profittouristtrainsworldwideandtheirimpactonoff-traintouristoperators.Theyearbefore,VIAhadlaunchedits
two-day,coach-onlytouristservicefromVancouvertoJasper,BanffandCalgary,then
knownastheRockyMountainsbyDaylight.Begunonashoestringusingsurplusrollingstock,thetwo-prongedservicewasanimmediatehit,provingtherewasanuntapped
marketonthewesternsegmentsoftheCanadianandtheSuperCon9nental,whichregularlysoldoutduringthepeakseason.RenamedtheRockyMountaineer,itgeneratedanopera=ngprofitofapproximately$1millionin1989.
IntheVIA’89Review,oneop=onwasextensionoftheRockyMountaineer’sserviceperiodandtheaddi=onofaluxurycruisetrainontheVancouver-Calgaryroute,both
usingrefurbishedBuddrollingstock.ThelaKerwouldhaveoperatedafullsummer
serviceandareduced,off-peakschedule.Bothtrainswouldhavegeneratedaprofitand
helpedreducethelossesontheyear-roundlong-haultrains.
TheVIA’89Reviewes=matedtherewerethen25milliontouristsperyearfromtheU.S.,
Japan,GreatBritain,WesternEuropeandCanadawhowereinterestedinlong-distance
travelinCanada.Withinthismarketsegment,10millionwerespecificallyinterestedin
thetypeoftravelexperienceVIAcouldprovidethroughtheCanadianRockies.Thisisa
marketthatneedstobeanalyzedbythenewRPAFandVIAtodeterminewhatcanbe
donetomaximizetheuseofthecurrenttrainsinaKrac=ngmoreofthesetravelers.
Aswell,thereistheques=onofwhichaddi=onalroutesorservicescouldcontributeto
trafficgrowthnotjustintheWest,butna=onwide.Onecomplica=oninthewestern
marketwillbeprivately-ownedRockyMountainRailtours,whichacquiredVIA’sRockyMountaineerin1990,whenthegovernmentcompelledVIAtopriva=zeit.Thisissueis
dealtwithinmoredetailelsewhereinthisplan.
VIAmustdomoretoaKracttouristsfortwoverygoodreasons.First,thoseaddi=onal
passengersandrevenuearegreatlyneededata=mewhenVIA’sridershipisundeniably
sta=c.Justasimportant,Canada’stourismindustryrequiresthekindofassistancethat
VIA’suniqueservicescanprovide.TourismisatopCanadianemployer,suppor=ngmore
thanonemillionjobsandgenera=ng$84billionineconomicac=vityannually.
Furthermore,studieshaveestablishedthateverydollarspentbytouristsforrailtravel
generatesthreeormore=mesthatamountinoff-trainspendingforlodging,mealsand
otherac=vi=es.
Moreengagementwithtourismoperatorsmustbepartofthiscampaign.VIAoncedid
anexcellentjobinpartneringwithtourismoperatorstoofferrail-basedpackagetripsto
uniquelyCanadianaKrac=ons,rangingfromwhalewatchingintheGulfofSt.Lawrence
toskiinginJasper.Aggressivedevelopmentofthesemarketsincollabora=onwiththe
70
tourismoperatorsisagivenifVIAistobuildridership,revenuesandrelevancy,and
increasetheroleitplaysinsupportoftheCanadiantourismsector.
7.5 FeederBusServices
Anotherini=a=vethatwouldcontributesignificantlytoVIA’strafficbaseandexpandthe
impactofitsnetworkistheaddi=onoffeederbusroutes.Thelackofsuchasystemhas
longbeenamajorgapinVIA’sopera=on.Coordinatedfeederbuses,connec=ngdirectly
withthetrainsatsta=onsmodifiedtoaccommodatethem,andwiththrough=cke=ng
andbaggagehandling,isaconceptemployedbyrailsystemsaroundtheworld.
Whiletherehavebeenalimitednumberofinterlinearrangementsinthepastbetween
intercitybusoperatorsandVIA(aswellasthepredecessorCNandCPpassenger
opera=ons),theywereneverworkedwithmuchenthusiasmbyanyofthepartners.For
avarietyofreasons,thepartnershipsreachedsince2012byVIAhavealsobeenless
thanadequateinofferingpassengersaneffec=vemeansofmakingseamless,car-free
trips.
Onceagain,VIA’sworkingexamplemaybefoundatAmtrak,whichhasbenefitedgreatly
fromitsThruwaybussystem.OneofthesebusroutesnowlinkspointsinBri=sh
ColumbiawiththeAmtraktrainsservingcommuni=esjustsouthoftheborder.
Priortotheforma=onofAmtrakin1971,therehadbeenagreementsbetweenthe
railwaysandbusoperatorsinnumerousloca=ons.However,ashadbeenthecasein
Canada,theseinterlineservicesoOenweren’tdeliveredwithmuchenthusiasmbecause
oftheanimositybetweentherailandbusoperators,whichsaweachotheras
compe=tors.
Whilethemodesobviouslydocompeteinmanymarkets,therealcompe==onforboth
railandbusismoretheautomobileandairservice.Privatebusoperatorsinboth
CanadaandtheU.S.haveoOentriedtoportrayVIAandAmtrakasunfair,subsidized
compe==on,buttheelimina=onofrailserviceinmanymarketshasnothaltedthelong
declineinbusprofitabilityandservicethathasbeenoccurringsincethe1970s.
PriortotheAmtrakThruwayprogram,somestatesbroughtaboutlimitedcoopera=on
andcoordina=onthroughfundingtoconvertAmtraksta=onsintointermodalterminals
forrail,intercitybusandurbantransitservices.Somealsoprovidedassistanceto
strugglingbusoperatorstomaintainservicetocommuni=esthathadlongbeforelost
theirpassengertrains.Inthis,MichiganandCaliforniawereleaders.
MainlythroughtheeffortsandinvestmentsmadebytheCaliforniaDepartmentof
Transporta=on(Caltrans),thebrandedThruwayservicegrewrapidly,providinga
workingmodelforotherU.S.regions.ItssuccessinCaliforniaspreadandAmtrak,in
conjunc=onwithitsstatefundingpartners,privatebusoperatorsandregional
71
transporta=onagencies,nowoffersThruwayservicethatextendsthereachofitstrains
onmorethan100routesacrosstheU.S.
WhiletheAmtrakThruwaynetworkappearstobeahomogenousopera=on,itisnot.It
isactuallycomposedoftwotypesofservice,definedas“dedicated”and“coordinated.”
Thededicatedservicesareoperatedtotallyinconjunc=onwiththerailserviceasfeeders
thatareavailableonlytothosemakingcombinedrailandbusjourneys.Thecoordinated
Thruwayservicesareroutesoperatedbymunicipalagenciesorthroughstate-supported
programsprimarilyaslocalorinterurbanservicesintheirownright,butdoingdouble
dutyascoordinatedcomponentsoftherailservices.Inbothcases,Amtrakanditsstate
partnersarenotbusoperators;theycontractfortheprovisionoftheservice.
EstablishingthistypeoffeederserviceshouldbeanimportantpartoftheVIA1-4-10Plan.Intercitybusestopointsthatcan’tbeservedbyrailbecauseoflowpassengervolumeortheabsenceofrailinfrastructurewoulddrawridershipbybroadeningVIA’s
catchmentarea.Thisservice,combinedwithbeKerlocaltransitconnec=vity,wouldact
astheso-called“firstandlastmile”ofrailjourneys,makingcar-freemobilitypossible.
Thefirststepinbuildingthisfeedernetworkonana=onalscaleshouldbegreater
engagementwithVIA’sexis=ngbusandregionaltransitpartners.Improvementand
expansionofthisbasicnetworkofintermodalfeederswouldbefollowedwithnew
routesthatcandodoubledutyasregionalservicestobeginfillingthelargegapsin
Canada’sdecliningnetworkofruralandintercitybusservices.
Fartoomanysmallercommuni=es–andevenwholeregions–arebeingregressively
slicedoutofthepublictransporta=ongrid,deprivingthemoftheaccessandmobility
thatensureseconomicandsocialsustainability.ArevivedVIAwithacoordinatedand
connectedbusfeedersystemwillreversethistrend.
Oneofthecomplica=onsintryingtoprescribethescopeoftheVIAfeedersystemis
causedbytheregula=onsthatapplytointercitybusservice,whichvarybyprovince.In
someprovinces,itwillbepossibleforVIAtoworkwithexis=ngoperatorstolaunchnew
servicessimplybycontrac=ngwiththem.Inothers,theregula=onsgoverningintercity
busopera=onswillmakethataverycomplexmaKer.
InOntario,forexample,routesarelicensedtoindividualcarriersandhead-to-head
compe==onisnotallowed.Ifanexis=ngbusoperatorholdsalicenseforarouteand
doesn’twanttopar=cipatewithVIA,anothercarriercannotbeautoma=callycontracted
byVIAtoprovideit.
However,thereareexis=ngbussystemsthatcouldeasilybecoupledwitharenewedVIA
system,ifonlytherailservicewasfrequentenoughtoplayitsrole.InVancouver,bus
operators(andAmtrak’sCascadestrainstoSeaKle)shareVIA’sPacificCentralSta=on.InHalifaxandMoncton,Mari=meBususestheVIAsta=onsasitscityterminalsandalready
72
hasaninterlinepartnershipwithVIA.OrléansExpressalsosharesQuebec’sGaredu
Palais,althoughitdoesn’thaveapartnershipwithVIA.
Atotherloca=ons,connec=vityispoordespiteinterlinepartnershipsbetweenVIAand
busoperators.PassengersarrivinginEdmontonmustusetaxistoreachRedArrow’s
downtownterminalfromthepoorly-locatedVIAsta=oninthenorthwestsec=onofthe
city,whichlacksanypublictransitservice.AsurprisingdevelopmentisGreyhound
Canada’sneedtovacateitscurrentterminalclosertoEdmonton’sdowntownandits
interestinatleasttemporarilyren=ngspacefromVIA.
Anotheropportunityforintermodalcoopera=onandcoordina=onexistsintheformof
theprovincially-ownedSaskatchewanTransporta=onCompany(STC),whichoperates
busesthroughouttheprovinceandserves11communi=esalsoservedbyVIA.STC
wouldbealogical,ready-madefeederforVIA,butitwon’thappensolongas
Saskatchewan’srailserviceconsistsoftheinfrequentCanadianandasmallpor=onof
therouteofVIA’sless-frequentWinnipeg-Churchilltrain.
TheneedforaVIAfeedernetworkthatmakesthebestuseofexis=ngbusservicessuch
astheseisamaKerthatmustreceiveconsiderableaKen=onbytheRPAFin2016and
follow-upbytheVIAboardandmanagementteam.Italsorequirestheinvolvementof
thefederalandprovincialagenciesthathavethestatutoryresponsibilityforvarious
aspectsofCanada’sdisjointedanddecliningnetworkofbusservices.Thisisaques=on
ofpublicpolicyandsocialresponsibility,whichVIAcannotdecideorsolveonitsown.
BeyondtheobviousbenefitstoVIA,thedevelopmentofanequivalentofAmtrak’s
ThruwaynetworkcanhelpstabilizeCanada’sdecliningintercitybussystem.Thereare
somewithintheindustrywhofearallCanadianintercitybusservicecouldvanishwithin
adecade.Theescala=ngreduc=onofthena=onwidebussystemoverthelastdecade
underscoresthatpossibility.
ArevitalizedVIAisthelogicalpublicagencytodeliveronsuchaposi=vechangein
transporta=onpolicyna=onwide.Asastrengthenedtranscon=nentalservicethatits
poten=alpartnersnolongerfeelmayvanishjustwiththesigningofanorder-in-council
inOKawa,itcanbethefocalpointandthedriverforthisoverduechange.
AshasbeendemonstratedintheU.S.andmanyotherna=ons,makingtrainsandbuses
partnersintheprovisionofseamlessservicewillpaydividendsforall.Itisespecially
urgentifinjec=ngadegreeofregionalfairnessismadeaprioritybyboththefederaland
provincialgovernmentsacrossCanada.
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Newfoundlandand Labrador
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Canadian Rail Passenger Services in 2016
JASPER
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VANCOUVER
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MATAPEDIA
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AMTRAK/VIA to NYC
AMTRAKto NYC
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VICTORIA
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MOOSONEE
PUKATAWAGAN
SEPT-ILES
EMERIL JCT.
SCHEFFERVILLE TRT
QN
S&L
ON
TC
AC
R (C
N)
KR
KS
VIA Rail Canada
VIA (service suspended)
Amtrak
Joint VIA/Amtrak service
Other rail passenger services
Other rail passenger services (suspended)
THOMPSON
KS Kaoham SchuttleKR Keewatin RailwayACR Algoma Central Railway (CN)ONTC Ontario Northland Transportation Commission
TRT Tshiuetin Rail Transportation
Seasional tourist trains not shown
Other Rail Passenger Services:OTTA
WA
SAULT STE. MARIE
MONTREAL
QUEBEC CITY
JONQUIERE
MONT-JOLI
SENNETERRE
CHICAGO
8.0 Ini;a;ngVIA’sRecovery:2016
ThephasesofVIA’srecoveryshouldbethree.Thefirstwouldbethecoordinatedwork
bythenewRailPassengerAc=onForce(RPAF),therecons=tutedVIAboardandthe
redirectedmanagementteam.Theseeffortswouldbuildafounda=onforthenewVIA,
par=cularlyintermsofitslegisla=onanditsrela=onshipwithitshostfreightrailways.
Theremustalsobeno=ceableimprovementsforpassengers.VIAisgoingtohaveto
becomeamorefrequent,reliableandtrustedtravelop=onasrapidlyaspossibleifit’s
goingtojus=fyitsexistencewiththepublicandgovernment.ThehardrealityisthatVIA
haslostmuchofitsrelevancetoCanadiansandtheirelectedrepresenta=ves.Whereit
operates,itisnolongerviewedasaservicewithafuture.Whereitnolongeroperates,
ithasvanishedfromthepublicandpoli=calmindsets.
Althoughitwillnodoubtberesisted,asitwasin1984-1985,theRPAFmustbegiven
sweepingauthoritytoreview,alter,approveorrejectVIA’scurrentplans.Thelimited
fundingthatwasapprovedbythepreviousgovernmentmustbeappliedcarefullytothe
maintenanceofthecurrentopera=ononaday-to-daybasisandthefirststagesofthe
capitalrenewalprogram.Henceforth,allcapitalinvestmentsmusthavelas=ngvalue
thathelpsbuildVIAincrementallythroughthethreephasesofitsfullrecovery.
TheRPAFmustundertakeanimmediateanalysisofVIA’sfinancialandopera=onal
status,itsabilitytos=mulateridershipandrevenue,andthemeasuresnecessaryfor
costcontainment.AsdiscussedinChapter2ofthisplan,VIA’sSummaryofthe2013-2017CorporatePlancontainsawarningabouttheoutlook,ifmajorstepsaren’ttaken
soon.TheRPAFmustdeterminetheseriousnessofthissitua=onandwhatstepswillbe
takentopreventfurtherhemorrhagingofrevenues,ridershipandpublicfunds.
TherearealsothreemajorVIAprojectsinunknownstagesofdevelopmentthatmustbe
turnedovertotheRPAFforreview.Nobusinessanalysishasbeenputforwardpublicly
todemonstratethatanyoftheseprojectswillbringlas=ngandsubstan=alvaluetoa
currentlynon-existentlong-rangerenewalplan.Thethreeprojectsare:
⚫ Thelast-minute,pre-elec=onannouncementofthe$102-millionVIAMontreal-
OKawaproject,whichinvolvesinfrastructureandequipmentinvestmentsthat
willhavetobecompa=blewithalonger-rangeQuebec-WindsorCorridorhigh-
performancerail(HPR)improvementplan;
⚫ Theexpansionandreconfigura=onofserviceinSouthwesternOntario,which
wasannouncedinStrasordonJune16,2015;and
⚫ Thehigh-frequencyrail(HFR)projectthathasbeenpromotedwithout
suppor=nganalysisanddocumenta=onsincelate2014.
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TheRPAFmustdecidewhichcomponentsoftheseplans,ifany,meshwithitslonger-
termstrategyandwhethertherearemorecost-effec=veop=onsavailable.VIAcanno
longerdependonprojectsthatareeithercostlyBand-AidswithliKlelas=ngvalueor
require=meandfundsitcanillaffordtowasteonplansthatmayormaynotproduce
posi=veresultsfaroffinthefuture.
8.1 ImprovedFleetU;liza;on
Anotherini=a=vetheRPAFmustinves=gateearlyistheoutcomeofVIA’s2015callfor
short-termleasingofmo=vepowerandrollingstockforitscorridorservices.Thepool
ofavailable,service-readyintercityequipmentinNorthAmericaislow.Amtrakis
makingextensiveuseofitsen=refleetanditcon=nuesto“backshop”damaged
equipmenttomeetitsgrowingridershippendingthearrivalofnewsingle-andbi-level
cars,soitwillnotbeinaposi=ontoassistVIAtoanygreatextent.
Themosturgentac=onrequiredisthemodifica=onofVIA’sunidirec=onalcorridorfleet
forbi-direc=onal,push-pullopera=on.Facedwithasimilarsitua=on,Amtrakdealtwith
itinalow-costfashionbyremovingthedieselenginesandtrac=ongearfrom
locomo=vesslatedforre=rementandturningthemintoinexpensivecab-baggagecars.
ToduplicatethisAmtrakapproach,theop=onsformodifyingVIA’scorridorfleetforbi-
direc=onal,push-pullserviceinclude:
⚫ Posi=oningVIAlocomo=vesonbothendsofeachtrainset,withoneunit
servingasadefactocabcar;
⚫ Leasingsecondhandlocomo=vestoservethesamepurpose;
⚫ Purchasingandrebuildingsecondhandunitsasnon-poweredcabcars;and
⚫ LeasingAmtrakcab/baggagecars,ifavailable.
VIAbrieflyusedtwolocomo=vesonsomeofthetrainsetsitthrough-routesbetween
QuébecandOKawa.Inthisfashion,thetrainsenteredMontréalCentralSta=on
northboundwithonelocomo=veleadingandthenexitedsouthboundwiththeother
leading,whicheliminatedtheneedtoturnthetrain.
Anotherop=onistheleasingof23fully-rebuiltpush-pullcommutercarsfromthe
MichiganDepartmentofTransporta=on(MDOT).Thestateagencyissearchingfora
lessorforthesebi-level,gallery-stylecoachesandcabcars,whichwereacquiredfortwo
commuterprojectsthathavebeenseriouslydelayed.Althoughnotasspaciousand
luxuriousasVIA’ssingle-levelcars,theMDOTcarswouldboostcapacityandallowfor
push-pullopera=onontheshortercorridorroutesinSouthwesternOntario.Seungthe
faresslightlylowerforthetrainsassignedthegallerycarswouldbealogicalwayto
compensateforthereduc=onincomfort,whilealsos=mula=ngridership.Thereare
enoughMDOTcarstoformsevencompletetrainsets.
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Theuseoftwolocomo=vesoneitherendofVIA’scurrentcorridortrainsets(top)andtheleasingofpush-pullbi-
levelcommutercarsfromtheMichiganDepartmentofTransporta=onareamongtheshort-termop=onsfor
improvingVIA’scorridorequipmentu=liza=onservicespendingthearrivalofnewequipment.PhotosbyRay
Farand(above)andtheMichiganAssocia=onofRailroadPassengers(below)
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Yetanotherop=onmightbeleasing13formerVIABuddraildieselcars(RDCs)from
TrinityRailwayExpress(TRE)inDallas-FortWorth.Thesebi-direc=onalcarswerefully
remanufacturedbyCNinthemid-1990sforthecommuterservice’slaunch.Since
replacedbyBombardierbi-levelpush-pulltrains,theRDCsarenowinstorage.
Acomplica=onwiththissolu=onisCN’sprohibi=onontheuseofRDCsatspeedsgreater
than50mph.AlthoughtheyoperatedextensivelyonCNlinespriortothe1990VIAcuts,
CNmaintainstheydon’treliablytriprailtrafficcontrolandgradecrossingprotec=on
trackcircuits.IftheproblemsCNallegescanberesolved,thentheshort-termuseofthe
13TRERDCswouldprovideanotherequipmentop=onforVIA.Theywouldprovide
extracapacityandtheirabilitytomakequickterminalturnaroundswouldmakepossible
theintroduc=onofaddi=onalfrequenciesoncertaincorridorroutes.
Finally,thereistheop=onofpurchasingthetwo14-carTalgoSeries8trainsbuiltfor
Chicago-Milwaukee-Madisonservice.ThisprojectwasaxedbyWisconsinGovernor
ScoKWalkerwhenhetookofficein2011andtheequipmentwas=edupbyalawsuit
againstthestate.ThecasewasrecentlydecidedinfavourofTalgoandthetwo,service-
readytrainsarenowitsproperty.
TheTalgosare110-mphtrainsetsthatincludecabcarsandmaybepoweredbyany
NorthAmericanmainlinepassengerlocomo=ve,suchasVIA’s100-mphGeneralElectric
P42units.TheycouldbeusefulastemporaryshowcasetrainsononeofVIA’sprimary
corridorroutes,suchasToronto-WindsororToronto-OKawa.
WhiletheTalgoswouldbeorphansinVIA’sfuturefleet,theywouldgivepassengersa
tasteofmodernizedrailpassengerservice.Theywouldalsolikelyhaveresalevalue,
perhapsasaddi=onstotheseven-trainTalgofleetontheAmtrakCascadesCorridorin
thePacificNorthwest.
TheboKomlineisthatVIAneedssomeshort-termequipmentreliefifitisgoingto
improveservicefrequency,reducecostsandaKractmorepassengersandrevenue.The
opportuni=esarefew,buttheydoexist.ItwillbeuptotheRPAFtodeterminethebest
methodfordoingthispendingthedeliveryofVIA’snewfleet,whichwon’tlikelybe
completeun=l2023.
8.2 Service-DrivenPricingandProductRedesign
Justasimportantasshort-termfleetmaximiza=onmustbemarke=ngini=a=vesthat
s=mulateridershipandrevenue.Therehavebeenpersistentpubliccomplaints
na=onwidethatVIAistooinfrequent,itdoesapoorjobofpromo=ngitsservicesandits
faresaretoohightomaketraintravelanaKrac=vealterna=vetodriving.
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Thetwo110-mphTalgotrainsetsbuiltforthecancelledWisconsinhigher-speedrailpassengerprojectshouldbe
consideredforpurchaseorleasetoaugmentVIA’scurrentcorridorfleet.WhiletheTalgoswouldbeorphansinthe
futurebi-levelcorridorfleet,theirshort-termusewouldgivepassengersatasteofmodernrailpassengerservice
earlyinVIA’srecovery.TheywouldalsolikelyhaveresalevalueintheU.S.PhotoscourtesyTalgoAmerica(above)
andAmtrak(below)
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VIA’shighfaresarealegacyofthe1990cuts,whichcamewithinstruc=onsfromthe
governmenttoincreasefarestohelpmeetthehighercostrecoverytargetsitgaveVIA.
Despitethelargecostreduc=onsmadebyVIAinthe1990s,furtherbudgetreduc=ons
havecomplicatedaKemptstoholdthelineonfares.Airline-styledemandyield
managementandunpredictableseatsalesdon’tappeartohavechangedthepublic’s
viewthatVIAisaninfrequent,high-costtravelop=on.
Witha2014averageloadfactorof60percentand131passenger-milespertrain-mile
(lessthantwofullcarloads),toomuchexis=ngcapacityisgoingtowaste.Theearly
stabiliza=onplanforVIAmustincludemorecrea=ve,targetedpromo=onand
experimenta=onwithpricingthatisaimedatsellingVIA’sunsold“inventory,”which
evaporatestheminuteatraindeparts.Theremustbemoreeffec=veeffortstofillthose
emptyseatsandceaseforfei=ngcapacitythatcan’tbestoredforsaleatalater=me.
Thecost-effec=veaddi=onoffrequenciesonrouteswheremarketresearchdetermines
thereislatentdemandshouldbepartofthisstrategy.Inthecorridor,moreemphasis
mustbeplacedonthecommuni=esbetweenthemajorendpointsthatanchorthe
routes,especiallygiventhecon=nuingdeclineorlossofalternatebusservicetomanyof
them.Therearetoomanycorridorloca=onsthatarenowservedbyabareminimumof
trains,withtoomanythroughtrainsbypassingthem.
IntheabsenceofthenewequipmentthatwillaKackVIA’shighopera=ngcostsandput
anewfaceonitsproduct,therewillneedtobeaheavyrelianceoninnova=vepricing
andmarke=ng.Inareaswherethepubliccontendsthathighfaresandlowfrequency
preventthemfromusingthetrainmoreoOen,VIAmustdetermineifalower-priced
servicewills=mulateridershipandyieldhigherrevenue.Forexample,theshort-term
useoftheMichiganDOTpush-pullgallerycarstoprovidemorefrequenciesonsome
corridorrouteswouldbeaccompaniedbylowerfaresthatwouldreflectthelower
comfortofthesecars.
Itislikelythatmanyoftheresidentsincommuni=esthathavecalledforincreased
servicewouldrespondtotheprovisionofthese“discounttrains.”Theincreased
ridershipandrevenuewouldbesufficienttocoverthemarginalcostoftheaddi=onal
trains,buildingalargermarketforthesetrainswhentheyarere-equippedwithnew
rollingstockandthefarescanberaisedtoreflecttheirimprovedcomfort.
Therearealsosomespecializedmarketsthatremainuntapped.Oneisthegrowing
popularityofcyclingvaca=onsandtheuseofbicyclesforthefirst-and-last-mile
componentofintercitytrips.ThishasbeenrecognizedintheU.S.andaddressedon11
state-supportedcorridorsandrecentlyonAmtrak’sWashington-PiKsburgh-Chicago
CapitolLimited.ThisservicehasprovedpopularanditisbeingrolledouttootherAmtrakroutes.WhilepassengerscantransporttheirbicyclesonsomeVIAtrains,the
serviceislimitedanditisnotwellpromoted.Thisisalostopportunitytoappealtoa
nichemarketthatisaperfectfitwithrailtravel.
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8.3 RebuildingtheVIABrand
VIA’smainstreampromo=onaleffortshavebeeninfrequentanderra=cinrecentyears,
withlukewarmcampaignstobuildVIA’soverallbrandnameandotherstargeung
servicesthathavebeenslipping,suchastheOceanandtheCanadian.ThesepalebycomparisonwiththecampaignsofthebeKerpassengerrailwaysaroundtheworld,
whichcapitalizeonthedis=nc=veandappealingcharacteris=csofrailtravelthat
dis=nguishitfromthecompe=ngmodes.
Whatisespeciallydisconcer=ngisthatVIA’srecentpromo=onofitsvariedserviceshave
blanchedthemofanyevoca=ve,rail-relatedcolour.ExceptinthecaseoftheOceanandtheCanadian,trainnameshavebeendropped.Aswell,theindividualityofVIA’sroutes
hasneverbeenestablishedandevenitsaccommoda=onshavebeenrelabelledusingthe
colourlessjargonemployedbyairlinesandcruiseshipoperators.
ThisshouldbecomparedwiththeU.S.,whereAmtrakanditsstatepartnershave
appliednames,logosandroute-specificmarke=ngcampaignstoeachpartofthe
na=onalsystem.Thishasbuiltalocaliden=tyandaprideofownershiponmanyroutes,
contribu=ngtotheirgrowth.Asimilarapproachaimedatcrea=ngapublicexcitement
aboutrailtravelmustbeadoptedbyVIA.
VIAmustalsobuildbeKercommunityrela=onshipsthroughanongoingoutreach
program.Insomeregions,suchasSouthwesternOntario,VIAhaschallengedci=zens,
communitygroupsandlocalpoli=cianstotaketheleadinboos=ngridership,employing
a“useitorloseit”threattomo=vatethem.Thisisnowaytoengageci=zens.
Anini=a=veVIAshouldborrowfromAmtrakisitsna=onwideTrainDayscelebra=on.
Thisprogramhasgrownintoatwo-=eredcampaignhighligh=ngtheongoingroleofthe
passengertraininAmericanlife.Insomecommuni=es,theAmtrakExhibitTrainserves
asthefocalpointoftheevents,whicharestagedonarota=ngbasisbetweenMayand
November.Inaddi=ontothelarge-scaleeventsusingtheexhibittrainandwhich
Amtrakorganizes,therearenumerousothereventsstagedbysmallercommuni=es,in
whichAmtrakandlocalhistoricalandserviceorganiza=onspar=cipate.
InCanada,thedevelopmentofsuchaprogrambyVIAmightlogicallybelinkedwith
Na=onalRailwayDay,whichisNovember7,theanniversaryofthedrivingofCP’slast
spikein1885.Proclaimedbythelastgovernment,itisintendedtocommemoratethe
roletherailwaysplayedinCanada’sdevelopment.Annualpro-railcelebra=onslinkedto
theobservanceofthisna=on-buildingeventwouldresonatesoundlywithCanadians.
Crea=ngapro-railpublicmindsetmustbepartofVIA’srenewalplan.Asotherrailways
aroundtheworldhavediscoveredtotheirprofit,ci=zenswhounderstandandare
enthusias=cabouttheuniqueroleofthepassengertrainsaremorelikelytonotjustuse
them,buttomaketheirsupportknowntotheirelectedofficials.
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8.4 ServiceRestora;onandStabiliza;on
TwoVIAservicesarecurrentlysuspendedandrequireurgentaKen=onfromtheRPAF,
VIAandthenewgovernment.ThesearetheChaleurandtheVancouverIslandservicefromVictoriatoCourtenay.Whilevariouspar=eshavebeeninvolvedinthesesitua=ons,
noonehassteppedforwardtotakechargeandbringabouttheconsensusand
leadershipnecessarytogetthemopera=ngagain.
Underlyingthesetwoservicesuspensionsisasitua=onthatmustbedealtwithona
system-widebasis.TheGaspéandVancouverIslandshutdownsarepartofalooming
infrastructurecrisisiden=fiedintheVIA2013-2017CorporatePlan:
“ThemajorityofVIA'sregionalandremotetrainservicesdependonshort
linesfortrackaccess,andtrainperformancehassteadilydeteriorateddueto
deferredmaintenanceandlackofinvestmentintheinfrastructure.
“Mi=ga=onmeasuresaredependentuponspecificcircumstancesand
condi=ons,butarelargelyrestrictedtoscheduleadjustments.However,
mi=ga=onmeasurescan,ifnecessary,includeservicetrunca=on,temporary
alternatetransporta=onorservicecancella=on.”
Thesitua=onsintheGaspéandonVancouverIslandarenotgoingtobethelastones
withwhichVIAwillhavetocontend.ThisissuemustbedealtwithquicklybytheRPAF,
VIAandthenewgovernmentifmoreremoteservicesarenottobecancelled,stranding
residentswithouttransporta=onalterna=ves.
8.4.1 GaspéServiceRestora;on
TheChaleur’ssuspensionstartedonapor=onoftheMatapédia-Gaspésegmentofits
routeinDecember2011andithasbeentotalsinceAugust2013.Thislossisaffec=ng
Gaspéresidentsandtheregion’stourismsector.Areduc=onintheparallelOrléans
Expressbusserviceinearly2015hascompoundedtheproblem.
Atissueisthedeteriora=onoftheformerCNline,whichsufferedfromdeferred
maintenanceevenbeforeCNsoldittoashortlineoperatorin1996.The202-mileline
wassubsequentlysoldtothenot-for-profitSociétédechemindeferdelaGaspésieInc.
(SFG),formedbyfourregionalcountymunicipali=es.Moreinfrastructureproblemsled
tothesuspensionofallservicebyacontractoperator.TheSFG-ownedlinewasrescued
inMay2015whenitwastakenoverbytheGovernmentofQuebec.Theprovince
intendstorestoreonlytheeasternandwesternendsoftheline,withthe85-mile
Caplan-Percésec=onleOinplace,butoutofserviceindefinitelyduetoawashoutat
PortDanielandfourbridgesrequiringextensiverepairs.
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Rus=ngbridges,roung=esandotherinfrastructuredeteriora=onaredisrup=ngVIAservicesna=onwide,
especiallythoseoperatedoverstrugglingshortlinerailwaysintheGaspé(above),northernManitobaand
onVancouverIsland(below).PublicinvestmentisrequiredtomaintainVIAserviceovertheseroutes,two
ofwhicharealreadysuspended.PhotosbyDennisJarvis(above)andAlasdairMcLellan(below)
83
BringingtheSFGlineuptoafullstateofgoodrepairforsafefreightandpassenger
opera=onoveritsfulllengthmayrequireinexcessof$100million.Quebec,whichhas
previouslyprovidedfinancialassistance,saysitcan’taffordtorestoretheen=relinein
lightofthefactthattherearenoac=vefreightcustomerseastofNewRichmond.
Althoughthefederalgovernmentdidfundsomerehabilita=onincoopera=onwith
Quebecin2009,nofurtherassistancehasbeenprovidedorevendiscussed.
Thisisajointna=onal/provincialpolicyissuethatisnotVIA’ssoleresponsibility.
However,federalinvolvementiscrucialiftheChaleuristoberestored.Determining
howtoproceed,thetotalfundingrequiredandwhoshouldtakechargeoftheprojectis
anothermaKerfortheRPAFtoanalyzeandhelpresolve.Theobjec=veshouldbethe
restora=onoftheinfrastructuretoenabletheChaleur’srelaunchby2017.
Intheinterim,considera=onshouldbegiventoopera=ngatemporarybusservicethat
connectsinbothdirec=onswiththeOceanatMatapediaorCampbellton.VIAdidoffer
areplacementbusoverthepor=onsoftheroutethatweresuspendedbetween
December2011andSeptember2012,butthenwithdrewit.Thisemergencyservice
couldeasilyberevivedun=lsuch=meastheraillinecanbemadeopera=onalandthe
Chaleurrestored.
8.4.2 VancouverIslandServiceRestora;on
InthemaKerofthesuspendedVIAservicebetweenVictoriaandCourtenayon
VancouverIsland,responsibilityisnowdividedbetween:
⚫ Thefederalandprovincialgovernments;
⚫ Thenon-profitIslandCorridorFounda=on(ICF),apartnershipoffiveregional
districts,14municipali=esand12FirstNa=onsterritories;
⚫ TheSouthernRailwayofVancouverIsland(SVI),whichmaintainsthelineand
operatesthefreightandpassengerservicesfortheICF;and
⚫ VIA,whichcontractswiththeICFandSVItoprovidethepassengerserviceusing
itsequipmentandotherresources.
Thedeteriora=onoftheICF-ownedinfrastructureledVIAtohaltitsserviceduetosafety
concernsonMarch19,2011.A$20.4-millionrehabilita=onagreementhassincebeen
reachedbetweenthetwoseniorlevelsofgovernments,butaprovincialconsul=ngstudy
revealedthisamountwouldn’tbeenoughtogetthelinetoalong-termstateofgood
repairandrelaunchthepassengerservice.Thestudypeggedtheline’sfullrehabilita=on
at$103million,althoughthatamounthasbeenques=onedbytheICF.
TheVancouverIslandissueisaCatch-22situa=onthatneedstoberesolvedbyhaving
onepartytakecharge.Thepriorityrelaunchingofthisserviceisataskthatshouldbe
assignedtotheRPAF.
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8.4.3 SecuringNorthernManitoba’sServices
StepsmustbetakentoensureVIA’sWinnipeg-Churchilltrain,formerlyknownasthe
HudsonBay,doesn’talsowindupsuspendedduetoinfrastructuredeteriora=ononthenorthernpartoftheformerCNline,whichisnowownedbytheHudsonBayRailway
(HBRY).Servicehasbeendisruptedonseveraloccasions,themostseriousoccurrences
beinginthesummerof2014duetotwofreightderailments.Acontributorhasbeen
increasedthawingandheavingofthetundra,whichhascreatedseveretrackproblems.
Along-termsolu=onisrequiredand,withtheHBRYstrugglingtodealwithabacklogof
infrastructureissues,itisobviousthatsomeformoffederaland/orprovincialassistance
willberequired.FurtherVIAsuspensionswouldleavemanyresidentsinisolated
loca=onsalongtheremotelinestranded,aswellasaffec=ngthatpor=onofChurchill’s
seasonaltourismsectorthatdependsonVIA’sservicetoaKractvisitors.Thepassenger
andfreightservicesonthisrouteformaregionallifelinethatmustbemaintained.
8.4.4 AlgomaCentralServiceRestora;on
ThereisanotherrailpassengerservicesuspensionnotrelatedtoVIA,buttheRPAFand
VIAshouldbeassignedtocorrectthissitua=ononbehalfofthegovernment.Thisisthe
federally-fundedAlgomaCentralRailway(ACR)passengerservicefromSaultSte.Marie
toHearstoverthe296-mileformerACRlinenowownedbyCN.
Theabrupttermina=onoftheACRserviceoveritsremoterouteonJuly15,2015,was
theculmina=onofnearlytwoyearsofindecisionandinac=on.Thefederalsubsidythat
haskepttheservicerunningsince1977wastoendonMarch31,2014,butwasgivena
one-yearextensionatthelastmoment.Undercommunitypressure,itwaseventually
renewedatalowerrateforthreeyears,effec=veApril1,2015.
However,CNannounceditwasnolongerwillingtooperatetheACRserviceandathird-
partyoperatorwouldhavetotakeover.Thiswastobedonethroughacontractwiththe
CityofSaultSte.Marie,whichhadfoundedtheACRStakeholdersCommiKeeandits
PassengerServiceWorkingGroup.ThecommiKeeincludesFirstNa=ons,affected
communi=es,coKagers,touristoperatorsandotherbusinesses.
Inapprovingthesubsidyrenewal,thegovernmentshiOedresponsibilityforthefunds
andoversighttotheCityofSaultSte.Marie.However,thethird-partyopera=onfailed
andCNcon=nuedopera=ngtheHearsttrainun=lJuly15,2015,whenitmadeitslast
run.Un=lOctober12,2015,CNcon=nuedtheAgawaCanyonTourTrain,whichhasa
majortourismimpactontheSoo.Nowthattheseasonhascometoanend,thefuture
ofthisserviceisalsoupintheair,asCNhasmadeitclearithasnointerestinresuming
itforthe2016season.
85
InanAugust13,2014,studyfortheACRPassengerServiceWorkingGrouppreparedby
BDOCanada,itwases=matedthatthedirect,indirectandinducedeconomicimpactof
thetwoACRpassengerservicesrangedfrom$38,136,000to$48,072,000annually.
Thetermina=onoftheACRservicehasstrandedresidentsoftheisolatedcommuni=es
alongtheline,whohavenoroadorairaccess.Ithasalsofrustratedtheremotelodge
operatorswho,aOermanyslowyears,hadhopedthiswouldbeamorelucra=ve
summerseasonthankstothefavourableexchangerateenjoyedbyAmericantourists.
OnAugust14,2015,theACRStakeholdersWorkingGroupissuedarequestforproposals
fromprivateoperatorsqualifiedtorestarttheservice,subjecttoapprovalbyCN.Anew
operatormaybeinplacebyDecember.Havinggonethroughasimilarexercisethat
resultedinthecollapseoftheACRpassengerservice,itmaybeoverlyop=mis=cto
expectadifferentresult.
Intheinterestofrestoringopera=onsnowandbringingsomeassurancethatthetwo
ACRserviceswon’tbesuspendedinthefuture,thenewgovernmentshouldturnthe
maKerovertotheRPAFandVIA.Asaqualifiedintercityoperator,VIAcouldrestartthe
serviceunderanemergencydirectedserviceorderfromthegovernment.Whetherit
wouldbebeneficialtotransfertheACRservicestoVIAonalong-termbasisissomething
fortheRPAFtoexamineandthenewgovernmenttodecide.
8.4.5 StabilizingtheOcean
Oncewellpatronized,theOceanhadbeenlosingridershipfornearly20years.From254,146passengersin1997,itdropped48percentto132,704in2011.Deep-discount
airfares,Atlan=cCanada’seconomicwoes,theconversionfromBuddrollingstocktothe
lessappealingandcrampedRenaissancecars,andvariousotherfactorscombinedto
thwartsincereeffortsbythepre-2010VIAmanagementteamtoreversethedecline.
AOerboKomingoutat128,737in2010,theOcean’sridershipincreased,butthe2012cutputitbackindecline.Thisalsodamageditsfinancialperformancefurther.Withhalf
oftheservicegone,ridershipdropped45percentandthelossperpassenger-mile
increasedfrom$0.55in2011to$0.93in2014.Asaresult,theOcean’sopera=ngsubsidyhasremainedrela=velyunchanged,totaling$35.6millionin2014.TheOceanisnowcos=ngasmuchtooperatetri-weeklyasitdidwhenthetrainwasdeliveringtwice
asmuchservice.Aswell,ridershiphascon=nuedtodecline,fallingfrom76,337in2013
toanall-=melowof74,175in2014.
TheOcean’sproblemhasbeencompoundedbyVIA’slong-haulequipmentsitua=on.
TheRenaissancecarsthatreplacedtherebuiltBuddequipmentonthetrainin2003
havenotperformedwellorpleasedpassengers.Oneoftheissueswiththeuseofthis
equipmentontheOceanisthelackofthesleepingcarspacesthatweremostdesirable
inthismarket,namelytheopensec=ons.TheRenaissancesleepersofferonlyenclosed,
86
two-passengerbedroomsand,althoughthesespacescanbepurchasedatareduced
rateforsingle-passengeroccupancy,thisishigherthanwhatwaschargedfortheupper
andlowerberthsintheopensec=onsinthepast.
TheRenaissancetrainsetsusedontheOceanhavealsocomewithhigheropera=ngand
maintenancecoststhantheBuddrollingstocktheyreplaced.Thisequipmentwasbuilt
foropera=onintheU.K.andWesternEurope,andithasnotadaptedwelltoCanadian
clima=candtrackcondi=ons.
ReplacingtheRenaissancecarsontheOceanwiththemoreefficientandmarketable
Buddequipmentwouldbealogicalsolu=on,butthisisnotcurrentlypossibleonayear-
roundbasis.BecauseofthelengthenedschedulefoistedonVIAbyCNfortheCanadianin2008,itnowrequiresanaddi=onalBuddtrainset.Inthepeakseason,thisconsumes
VIA’sBuddfleet,makingitimpossibletoassigntherequiredequipmenttotheOcean.
However,therearemeasuresthatcanbeundertakeninthefirstyearofVIA’srecovery
planandcon=nuedun=lthenewlong-haulequipmentarrives.Firstandforemost,the
Oceanneedstoberestoredtodailyopera=on.Thiswouldrequirethereac=va=onofthethirdRenaissancetrainsetthatwasdeployedontheroutepriortoOctober2012,
whenservicewasofferedsixdaysweekly.
BecausetheRenaissanceequipmentismoreexpensivetooperatethantheBuddrolling
stock,thelaKershouldbesubs=tutedfromlateOctobertoearlyMay,whenitisnot
requiredtomeettheCanadian’speak-seasonneeds.TheBuddequipmentwillreduce
costs,offeraccommoda=onsthataretradi=onallymorepopularinAtlan=cCanadaand
providegreaterflexibilityinexpandingandcontrac=ngtheOcean’sconsisttomeetany
fluctua=onsintraveldemand.
8.4.6 StabilizingtheCanadian
TheCanadian’ssitua=onisequallyserious,especiallysinceitgeneratesthemostper-
trainrevenueandthelargestper-trainlossintheVIAsystem.Thelengthenedschedule
foistedonVIAin2008andthe2012reduc=onfromtri-weeklytobi-weeklybetween
mid-OctoberandearlyMayhaveseriouslyunderminedtheCanadian’sperformance.
TheCanadian’sreputa=onwithinterna=onaltouroperators,whogeneratemuchofits
high-revenuetraffic,hasalsobeenharmedbyitson-=meperformance(OTP),whichhas
dippedbelow25percentduringseveralmonthlyrepor=ngperiodsoverthelastthree
years.Thisnotonlyleavespassengersdissa=sfied,itaddsmorecoststotheCanadian’sopera=on.ItssuspensionbetweenTorontoandWinnipegfromFebruary17and21,
2015,andbetweenMarch10andApril10duetothreeCNfreightderailmentsin
NorthernOntariorepresentedthenadiroftheCanadian’sdeteriora=ngOTP.
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Beyondtheurgentneedtore-equiptheCanadianwithbi-levelrollingstock,otherstepsshouldbeadvancedbytheRPAFandimplementedin2016.Theseinclude:
⚫ Re-rou=ngbetweenSudburyandWinnipegontheCPmainlineviatheLake
SuperiorNorthShoreandThunderBay,DrydenandKenora;
⚫ Implementa=onofamorelocally-usefulserviceontheCNmainline;
⚫ Re-establishmentofayear-roundtri-weeklyschedule,followedbydailyservice
aOeritisre-equipped;and
⚫ AnincreasetodailyserviceonthepopularVancouver-Edmontonroutesegment
attheearliestopportunity.
Therehavebeennumerouspublicandpoli=calcallstore-routetheCanadiantotheCPline.Thehigherpopula=onandscenicaKrac=onoftheroutemakeitamuchmore
logicaloneforatranscon=nentaltrainthatishighlydependentontouristtraffic.The
factthattheCPinfrastructureappearstobebeKersuitedtoreliablyaccommoda=nga
passengerserviceonlyaddstotheadvisabilityofalteringtheCanadian’sroute.
Implemen=ngthisre-rou=ngwould,however,requireareplacementserviceontheCN
NorthernOntarioroute.Theques=onofthepropertypeofserviceforthislinewas
inves=gatedonmanyoccasionspriorto1990,whentheCanadianwass=llontheCProuteandaseparateCapreol-WinnipegtrainwasoperatedontheCNline.TheVIA’89Reviewdetermined:
“Thecurrenttrainservesthreegeographicallydis=nctmarkets;thereis
veryliKlethroughtraffic.TheseasonaldemandfromWinnipeg-based
coKagerswestofFarlaneisconcentratedonsummerweekendsand
requiresconsiderablymorecapacitythanisrequiredeastofthere.
“ThesecondmarketisbetweenSiouxLookoutandHornepayne,mainly
comprisedoflocaltraffic.
“Thethirdmarket,betweenHornepayneandCapreol,islargelylocal
trafficwithsomeconnec=ngtrafficthroughtoSudburyandbeyond.
“Toprovidearestructuredservicemorecloselyalignedtotheactual
markets,threeseparatedaylighttrainscouldbecreatedusingself-
propelledvehicles:Capreol-Hornepayne,Hornepayne-SiouxLookoutand
SiouxLookout-Winnipeg.”
Withthere-rou=ngoftheCanadianbacktotheCPline,theopportunitywouldbecreatedtofinallyproduceasolu=onthatfullyaddressesthelocalneedsoftheresidents
andbusinessoperatorsontheCNline.Aspreviousstudiesdetermined,thiscouldbe
donebestwitheithertwoorthreeseparatedaylighttrainsgearedtotheroute’sdis=nct
88
markets.Alsotobeaddressedwouldbetheschedulesandtheques=onofconnec=vity
withtheCanadianatSudburyand/orWinnipeg.
Whicheverop=onischosen,thetrainsshouldconsistofalocomo=ve,abaggagecarand
oneortwocoaches.Thebaggagecarwouldneedtobeequippedtohandlepersonal
belongings,pets,provisions,construc=onsupplies,kayaksandcanoes,andflammable
fuels.
Tobemosteffec=ve,there-designoftheCapreol-Winnipegserviceshouldbedonein
consulta=onwiththecommuni=esitserves.ThisisamaKertheRPAFandVIAshould
addressearlyinordertohavethereplacementservicereadyforthere-rou=ngofthe
Canadianbylate2016.
Withasharpenedmanagerialfocusandamoreproduc=verela=onshipwithVIA’shost
railways,theseimprovementscouldbeimplementedbytheendof2016.Thiswould
allowtheCanadiantoservealargermarket,improveitsusefulnessasbothanintercity
transporta=onserviceandacontributortoNorthernOntario’stourismeconomy,and
generatemuch-neededrevenue.
Stepsmustalsobetakentoencouragegreateroff-peakuseoftheCanadian.Itsappealremainshighenoughtogenerateoverflowcrowdsathighfaresduringthesummer
peak,butridershipdeclinessubstan=allyintheperiodfrommid-OctobertoearlyMay.
Anaggressivemarke=ngcampaign,accompaniedbyevenmorereasonableoff-peak
faresthanVIAhasbeenoffering,shouldbetestedtodeterminetheridershippoten=al
throughouttheen=reyear.ThiswasdoneextensivelyonCN’seasternandwestern
transcon=nentaltrainsduringitspro-passengerperiodinthe1960s,boos=ngyear-
roundridershipveryquicklyandmakingbeKeruseofequipmentandcrewsthatwould
haveotherwisebeenidledforlongperiodsannually.
TheimportanceoffirmlyestablishingVIA’sna=onalmandatethroughtheseearly
improvementstotheCanadianandtheOceancannotbeunderstated.Beyondtheimprovedpublicu=litythatthesemeasureswillbringabout,therearealso
understandableandimportantpoli=calconsidera=ons.
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Newfoundlandand Labrador
NewBrunswick
Québec
Ontario
Manitoba
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BritishColumbia
Alberta
BANFF
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SASKATOON
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THUNDER
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SUDBURY
TORONTOCanadian Rail Passenger Services in 2019
JASPER
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VANCOUVER
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OTTAWA
KINGSTON
MATAPEDIA
GASPE
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HALIFAX
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WINDSOR
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KITCHENER
BRANTFORD
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AMTRAK/VIA to New York City
AMTRAKto Seattle
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Other Rail Passenger Services:.
AMTRAK toNYC & Boston
SPRINGFIELD
NEW HAVEN
SHERBROOKE
NORTH BAY
MONTREAL
QUEBEC CITY
JONQUIERE
MONT-JOLI
SENNETERRE
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DETROITAMTRAKconnectionto CHICAGO
CHICAGO
SAULT STE. MARIE
9.0 AdvancingVIA’sRecovery:2017-2019
Inthesecondphaseofitsrevitaliza=on,VIAwouldn’tyetbearailwayrecovered,butit
wouldbearailwayrecovering.Muchworkwouldremaintobedone,butVIAwouldbe
inbeKershapethanithaseverbeensinceitsfoundingin1977.
Bytheirverynature,someofthegainsmadeinthefirstphaseofVIA’srecoverywould
notbevisibletothepublic,suchastheimpactofthenewVIARailCanadaActandtheimprovedrela=onshipwiththehostfreightrailways.Alsooutofpublicviewwouldbe
themanufacturingofthenewfleetandthelong-rangeinfrastructureprojectsthat
wouldsecurelyposi=onVIAasasustainableandintegralcomponentofCanada’s
na=onalpublictransporta=onsystem.
However,thevisiblesignsofVIA’srecoverywouldbeclearerandmoreproduc=veinthe
secondphaseofTheVIA1-4-10Plan.Theseincludeitsmodifiedfleet,someupgraded
andimprovedinfrastructure,morefrequenciesonitsexis=ngroutes,restora=onof
suspendedservicesandthestrategicaddi=onstothenetwork.These“earlywins”
wouldprovideproofofVIA’sprogress,withthepromiseofmoretocome.
DuringthefirstphaseofVIA’srecovery,theRailPassengerAc=onForce(RPAF)wouldbe
thepartymostresponsibleforspearheadingtherequiredcourseofurgentac=onand
craOingthelong-rangeplan.Inthesecondandthirdphases,VIA’snewboardand
managementteamwouldbejointlyresponsibleforthecon=nuedadvancementofthe
long-rangeplan,aswellasprogressivelyimprovingservicequality,ridershipandcost
recovery.
9.1 EnhancedFleet
VIA’scurrentfleetlacksthespecializedcarsrequiredtoop=mizeu=liza=on,par=cularly
inthecorridor.Thekeyproblemistheunidirec=onalnatureofitslocomo=ve-hauled
fleet,withhigh=meandlabourcoststoreverseandposi=oneachtrainattheendofa
run.Thispreventsthequick“turning”ofthetrainsforpassengerboardingand
departureaOertheydisembarkpassengersattheirterminals.
Aspreviouslyoutlinedinthisplan,thepossiblemodifica=onsofVIA’sfleetforbi-
direc=onal,push-pullservicethroughouttheQuebec-WindsorCorridorinclude:
⚫VIAlocomo=vesposi=onedonbothendsofeachtrainasdefactocabcars;
⚫ Secondhandlocomo=vesservingascabcars;
⚫ Secondhandlocomo=vesrebuiltasnon-poweredcabcars;and
⚫ LeasedAmtrakcab/baggagecars,ifavailable.
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Otherop=onsincludetheleasingofU.S.push-pullcommuterrollingstock,adaptedfor
intercityuse,suchastheMichiganDOTgallerycars,orthe13ex-VIABuddRDCsnow
surplustotheneedsofTrinityRailwayExpressinDallas-FortWorth.Theleaseor
purchaseofthetwoTalgopush-pulltrainsetsfromthecancelledWisconsinhigher-speed
railprojectcouldalsobepartofthisprogram,ifitisdeterminedbytheRPAFandVIA
thatthisinvestmentisfinanciallyandopera=onallybeneficial.
Itisassumedthesefleetdecisionsandrevisionswouldbecompletedby2017andVIA’s
corridorfleetu=liza=onwillincreasesubstan=ally.Thiswouldnotonlyenablefrequency
increasesonthecorridorroutes,butitwouldalsoallowsomeBuddlocomo=ve-hauled
rollingstocktobecascadedtoalimitednumberofnewroutesduringtheperiodpriorto
thearrivalofthenewfleet,whichwouldallowforgreaterexpansion.
9.2 TheHPRCorridorTakesShape
AsdetailedinChapter5,VIA’sobjec=vemustbetoupgradeitsen=reQuebec-Windsor
Corridortohigh-performancerail(HPR)standards.Increasedfrequency,higheraverage
speeds,reducedrunning=mesandbeKerintermodalconnec=vitywouldallbeelements
ofthisapproach.Thiswouldrealizethefullpoten=aloftheinvestmentsmadepriorto
2016byVIAandthepreviousgovernment.
WhilethemajorHPRinvestmentsinthisplanwouldnotbecompletedun=lthethird
phaseofVIA’srecovery,smalleroneswouldbeatworkdeliveringsubstan=allyimproved
serviceduringthesecond.The$125-millionCoteaucapacityexpansionprojecttoallow
addi=onalVIAtrainsthroughthisbusyjunc=ontopsthe2017-2019worklist.Alsotobe
completedwithinthisperiodwouldbesomeelementsofthe$102-millionMontreal-
OKawainvestmentprojectannouncedjustpriortothe2015dissolu=onofParliament.
Thecumula=veeffectofthevariousinfrastructureprojectsandimprovementsinfleet
u=liza=onwouldbetheaddi=onofmorecorridorfrequenciesandamajorrevisionof
thescheduling.Initsoriginalplanfortheserviceimprovementsthatweretoresultfrom
the$923-millioncapitalrenewalprogramof2007-2012,VIA’sobjec=vewastomove
towardaclock-facescheduleforthethreelegsoftheMontreal-OKawa-Toronto(M-O-T)
Triangle.Asprovenbyotherintercitypassengertransporta=onsystemsaroundthe
world,clock-faceschedulinghasaprofoundeffec=veonpassengerautudesandthe
aKrac=venessoftheservice.
Withtrainsdepar=ngatconsistentintervals,itiseasierforpassengerstomemorizethe
schedulesbecausedeparture=mesrepeatatthesamepointontheclockthroughout
theday.Appliedbynumerouspublictransporta=onoperatorsofallmodes,this
constant-scheduleconceptappliedoverthecourseofawholedayalsospreadsdemand
byaKrac=ngmorepassengerstotheoff-peaktrips,par=cularlyiftheyarepricedlower
thanthepeaktrips.
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Aswell,fromanoperator’sperspec=ve,clock-faceschedulingisaKrac=vebecausethe
repea=ngpaKernmakesbeKeruseofpersonnel,infrastructureandequipment,whichin
turnmakesopera=onalresourceplanningeasier.
Today,VIA’scorridor=metablingisdrivenpurelybydemandandvariousopera=ng
constraints.ThisresultsinirregulardeparturesthatareoOenconfusingforpassengers.
VIA’sinabilitytoturnitstrainsquicklyattheirendpointsandtheconsequentlow
equipmentu=liza=onhavecontributedtoitsinabilitytoimplementclock-face
schedulinginthepast.
AppliedfirsttotheM-O-TTriangle,clock-faceschedulingwouldberolledout
progressivelytotheotherQuebec-WindsorCorridorroutes.Thiswouldcreateinter-
routeconnec=vity,makingitpossibleforpassengerstoreliablyandeasilytransfer
betweentrainsontheseven-routenetwork.Thisprecisionopera=onwoulddemand
highlevelsofon-=meperformanceandclosercoordina=onbetweenVIAanditshost
railways.
Withthereducedcostsandhigherequipmentu=liza=onresul=ngfromthepush-pull
corridortrainopera=on,frequencyincreaseswouldbemucheasiertojus=fyfinancially.
Theobjec=veshouldbeaminimumof12roundtripsoneachoftheM-O-TTriangle
routes.Thislevelofservicewas,infact,oneoftheobjec=vesofthe2007-2012capital
investmentprogram.
Theincrementaladdi=onofmoreserviceontheQuebec-MontrealandSouthwestern
Ontariorouteswouldnotonlyprovideincreasedu=lityalongtheirlengths,butthey
wouldalsoincreasinglyfeedtraffictothecoreM-O-TTriangleroutes.Evenslight
upwardadjustmentsinthecompara=velyinfrequentserviceseastofMontrealandwest
ofTorontowouldincreasethedesirabilityoftheen=recorridorandinduceridership.
IncreasedcorridorfrequencywouldalsoprovidebeKerservicetoseveralintermediate
sta=ons.Serviceisnowespeciallylowatsomepoints,makingday-returntripsdifficult
or,insomecases,impossible.Thiswouldchangeunderthecombina=onofincreased
frequencyandtheadop=onofclock-facescheduling.
Addi=onalfrequenciesontheprimeMontreal-TorontoandOKawa-Torontoroutes
wouldalsoallowfortheopera=onofmoreexpressservices,whichwillincreaseVIA’s
aKrac=venessvis-à-visairtravelforend-to-endjourneys.
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9.3 ImprovedInterna;onalConnec;ons
By2019,thebenefitsofanimprovedandmoreac=verela=onshipbetweenVIAand
Amtrakwouldbearfruit.Thatthishasn’thappenedinthepastisnotAmtrak’sfault.In
partnershipwithBorderStatessuchasNewYork,MichiganandWashington,Amtrakhas
donefarmoretoimprovecross-borderservicethanVIAanditsfederalmasters.
Today,therearetwocross-borderservicesoperatedwithoutanyCanadiancontribu=on:
thedailyMontreal-NewYorkCityAdirondackandthedouble-dailyVancouver-SeaKleCascades.Aswell,thejointVIA-AmtrakToronto-NewYorkCityMapleLeafhascon=nuedlargelybecauseofU.S.fundingontheNewYorkpor=onoftherun.
Thecon=nua=onoftheproposedVIA-AmtrakWorkingCommiKeethatwouldbe
establishedbytheRPAFin2016wouldimprovethissitua=on,ensuringanongoingflow
ofideasandinforma=onbetweenthetwona=onalpassengercorpora=ons.Itwould
alsogreasethewheelsforanincreasingnumberofmutually-beneficialjointservice
improvements.BuildingontheinterestshowninthepastbyAmtrakanditsBorder
Statepartners,VIAwouldplayafullroleinexpandingthefewrailservicesthatlink
CanadaandtheU.S.in2015.
TheexpansionoftheEmpireCorridor(NewYorkCity-Buffalo-NiagaraFalls)providesan
opportunityformoreac=vepar=cipa=onbyVIAinthecross-bordermarket.Withthe
increasedfrequencyandreducedrunning=mesontheEmpireCorridor,expandedVIA
Toronto-NiagaraFallsservicecoulddirectlyconnectwiththesetrainsandoffertravelers
manymoreop=onsforrailtravelbetweenOntarioandpointsinNewYork.
The2017comple=onofthe$43-millionAmtraksta=onandHomelandSecurityfacility
ontheU.S.sideoftheWhirlpoolRapidsBridge,willimprovethebordercrossing
process,whichnowaddstwohoursormoretotheMapleLeaf’srunning=me.This
opportunityforcross-bordertrafficgrowthmakesitallthemoreimportantforVIAand
GOtocoordinatetheirservicestoceasecannibalizingthismarketathightaxpayercost.
Whilemoredifficulttoaddressinthe2016-2019periodbecauseofthecurrentlackofa
directrailconnec=on,VIAmustworkcloselywithAmtrakandtheMichiganDepartment
ofTransporta=on(MDOT)tobenefitfromtheexpansionandimprovementofthe
WolverineCorridor(Chicago-Detroit-Pon=ac).Nowservedbythreeroundtripsdailyand
operatedat110mphoverpartoftheroute,theWolverineCorridorwillgrowtoprovide
10Detroit-Chicagoroundtripsdailyusingnewbi-level,push-pullequipment.Further
infrastructureupgradingwillcuttwohoursfromitssix-and-a-half-hourrunning=me.
InadvanceofthemajorinfrastructureworkrequiredtodirectlyconnectVIA’sToronto-
WindsorservicewiththeWolverineCorridorinDetroit,adedicatedshuKlevanservice
couldsupplyatemporary,low-costlink.
94
AlthoughnotaVIAresponsibility,oneU.S.projectnowinadvancedplanningcanbe
madeopera=onalwiththeassistanceofthenewgovernment.Thisisthe69-mile
MontrealextensionofAmtrak’sstate-supportedNewYorkCity-St.AlbansVermonter.Thisservicerestora=onwillalsoprovideCanadianswithrailaccesstoBoston,thanksto
theworknowunderwaytosubstan=allyimproveserviceontheconnec=ngroutefrom
Springfield,MassachuseKs,toBoston.
TheVermonterdaylightserviceextensionisbeingfundedbyAmtrakandtheStateof
Vermont,anditincludestheconstruc=onofasecureborderpre-clearancefacilityat
MontrealCentralSta=on.VIA’splannedinvolvementwillconsistonlyoftheprovisionof
therequiredsta=onservicesandstablingthetrainovernightattheMontreal
MaintenanceCentre.
Whatiss=lllackingisanyassistancefromtheGovernmentofCanadainnego=a=nga
fairertrackaccessagreementthantheoneproposedbyCNandadvancingthecrea=on
oftheborderagencyfacilityatCentralSta=on.WithnumerousbenefitstotheCanadian
economyandtoVIA’sconnec=ngtrainsatMontreal,thegovernmentmustassistAmtrak
andthestateagenciesinrelaunchingthisservicebytheendof2016.
Otherprojectstoexpandcross-borderrailtravelinpartnershipwithAmtrakwouldoccur
inthethirdphaseofVIA’srecovery,whennewequipmentandreducedopera=ngcosts
wouldgiveittheflexibilitytoaddmoreserviceacrossthesystem,includingnewcross-
bordertrains.
9.4 GrowingtheLong-HaulMarkets
WiththefutureoftheOceanandtheCanadiandecidedintheirfavourascomponentsof
atrulyna=onalVIA,theseriousaKen=onthesetrainshavelongrequiredwouldfollow.
Theexis=ngsingle-levelfleetwilllimittheextentoftheimprovements,butthereare
somesignificantonesthatcouldbeundertaken.
AsoutlinedinChapter8ofthisplan,thestepstobeundertakenfortheOceanandtheChaleurin2016,andcon=nuedthroughthesecondphaseofVIA’srecovery,shouldinclude:
⚫ Temporaryreac=va=onoftheRenaissancerollingstocknecessarytoincreasethe
Ocean’scurrenttri-weeklyservicetodaily;⚫ Subs=tu=onofBuddequipmentfromlateOctobertolateApril,whenthis
equipmentisnotrequiredtomeettheCanadian’speak-seasonneeds;⚫ Implementa=onofaconnec=ngGaspébusservicependingtherestora=onofthe
tri-weeklyChaleurin2017.
95
FortheCanadian,theimprovementswouldinclude:
⚫ Re-rou=ngbetweenSudburyandWinnipegontheCPmainlineviaThunderBay;
⚫ Re-establishmentofayear-roundtri-weeklyschedule;and
⚫ DailyserviceontheVancouver-Edmontonroutesegment.
OnefurtherenhancementfortheCanadianwouldbere-rou=ngitbetweenTorontoandParrySound.Thecurrentrou=ngonCN’sBalaSubdivisionincludesnosta=onstops
beforeWashago,89milesnorthofTorontoUnionSta=on.Theuseofthislinealso
subjectstheCanadiantoheavyCNfreighttraffic,conflictsanddelays.
Thealternate,morepopulousroutewouldbenorthonGO’sex-CNNewmarket
SubdivisionthroughAurora,NewmarketandBradfordtoBarrie,agrowingregional
centreandTorontobedroomcommunityofmorethan130,000.Fromthere,the
Canadianwouldproceedwestonthemunicipally-ownedBarrie-CollingwoodRailwayto
CP’sMacTierSubdivisionnearColwellandthennorthtoBala,ParrySoundandSudbury.
UsingthisroutewouldenlargetheCanadian’spopula=oncatchmentareaby240,000
andreducethefreight-inflicteddelaysnowbeingexperiencedontheCNline.
InthethirdphaseofVIA’srecovery,therewouldbeaffordable,strategicgrowthinthe
frequencyandgeographiccoverageofVIA’slong-haulnetwork,asdetailedinChapter10
ofthisplan.Thatgrowthwouldbecon=ngentonthearrivalofthenewbi-levelfleetand
itsprioritydeploymentontheexis=nglong-haulservices.
9.5 RemoteServiceImprovements
WiththeacceptanceofthefactthatVIA’sremotetrainsaresocially-mandatedservices
cateringtosmallmarketswithlowrevenuegrowthpoten=al,workcouldbegintomake
themmoreeffec=ve.Torestate,thesixremainingVIAmandatoryremoteservicesare:
⚫ Montreal-Jonquiere;
⚫ Montreal-Senneterre;
⚫ Sudbury-WhiteRiver;
⚫ Sudbury/Capreol-Winnipeg;
⚫ Winnipeg-Churchill;and
⚫ Jasper-PrinceRupert.
AsdetailedinChapter8ofthisplan,thefirstopportunitytoimproveoneofthese
serviceswouldcomewiththere-rou=ngoftheCanadianthroughNorthernOntarioontheCPline,crea=ngtheneedforareplacementserviceontheCNlinefromtheSudbury
areatoWinnipeg.Greaterpromo=onoftheWinnipeg-ChurchillandJasper-Prince
Ruperttrainswouldalsobeexpectedtogenerateaddi=onaltourism-relatedridership
andrevenue.
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However,thelargestopportunitytoimprovethecostrecoveryandservicequalityofthe
bulkofVIA’sremotetrainsconcernstheequipment.InproducingtheVIA’89Review,itwasfoundthattheonlymeansforcostreduc=onrestedinsystem-wideproduc=vity
gainsandnewremoteserviceequipment.ThelaKerwasontheagendaofthe1984-
1985RPAF,butthegroupwasshutdownbeforethisissuecouldbeaddressed.
Intheearly1980s,considerableinterestwasshownbyvariouspar=esindevelopinga
Canadianself-propelleddieselmul=pleunit(DMU)cartoreplaceVIA’sagingBuddrail
dieselcars(RDCs).Mostofthisinterestcentredonadesignthathadbeendeveloped
butneverbuiltbyHawker-Siddeley’sCan-CarDivisioninThunderBay,whichhaspassed
throughseveralchangesofownershipandisnowownedbyBombardier.
TheproposedDMUwouldhavebeenbasedonthebi-levelcommutercarsoriginally
builtforGOTransit.Thisdesignwasflexibleenoughtobeconsideredasthebasisfor
newintercitycoachesandself-propelleddieselandelectriccars.TheDMUversions
wouldhavebeenbuiltastwo-car,bi-direc=onal“marriedpairs”consis=ngofone
poweredcarplusanon-poweredtrailer.
ThisdesignaKractedtheaKen=onoftheRPAFand,intheirlong-rangefleetstrategy,
theyincludedaprovisionforthepurchaseof20ofthesecars.Thebi-levelDMUwould
havebeenadaptableforVIA’sremoteservicesanditslight-densityregionaltrains
elsewhere.
Withalackofinterest,thedevelopmentofthisdesignwasnotpursued.ThisisamaKer
thatshouldberevisitedbytheRPAF,VIAandBombardier.Therailindustryruleof
thumbisthatself-propelledequipmentislessexpensivetooperatethanlocomo=ve-
hauledtrainsoffewerthanfourorfivecars.Iffeasibleandaffordable,thedevelopment
andacquisi=onoftheseCanadian-builtcarswouldhaveanimpactonseveralofVIA’s
remotetrains.Thebi-levelDMUsmightalsobeapplicabletootherlight-densityregional
andcommuter-orientedroutesinCanadaandtheU.S.
Analterna=veisaninves=ga=onoftheadaptabilityofvarioussingle-leveldesigns,such
astheSumitomoDMUsnowbeingusedonToronto’sUPExpressairportservice.There
aresometechnicalandsafetyfactorsweighingagainsttheuseofthistypeofequipment
forremoteservice,buttheymayberesolvable.
SeventeenSumitomocarsiden=caltothoseusedonToronto’sUPExpressserviceare
nowbeingdeliveredforthenew,70-mileSonomaMarinAreaRailTransit(SMART)
servicebetweenCloverdaleandLarkspur,inNorthernCalifornia.Theini=al43-mileSan
Rafael-SantaRosasegmentisscheduledtoopeninlate2016.
97
TheoneVIAroutewherenewsingle-levelDMUscouldbeappliedistherestored
VancouverIslandservice.Duetofactorsuniquetothisroute,DMUsmaymeetallthe
safetyandopera=ngrequirementsofthisrouteandimprovetheVictoria-Nanaimo-
Courtenayservice’scostrecovery,frequency,speedandpassengerappeal.
Adetermina=onoftheapplicabilityoftheseDMUstoVIA’sVancouverIslandserviceand
otherroutesshouldbeundertakenbytheRPAFandVIA’smechanicaldepartment.
9.6 ExperimentalRegionalRoutes
WithliKlesurplusequipmentpriortothedeliveryofthenewbi-levelrollingstock,route
expansionwillbedifficult.However,therearesomedaylightservicesthatcouldbe
testedinthesecondphaseofVIA’srecoveryusingtheexis=ngfleet.Therewouldbe
moreflexibilityinthislimitedpoolofequipmentfollowingtheintroduc=onofpush-pull
corridorserviceandtheimprovedu=liza=onitproduces.Inpar=cular,Buddcoaches
wouldbecomesurplustocorridorneedsandcouldbere-deployedtothenewroutes.
Threeexperimentalservicescouldbelaunchedbetween2016and2019.Asauthorized
undertheVIARailCanadaAct,theseregionaltrainswouldbeassessedthroughouttheirtestperiodoftwotothreeyears.TheywouldberequiredtoaKainasetlevelof
ridership,passenger-milespertrain-mileandcostrecovery.
Ifthesetrainsfailedtomeettheirtargets,buttheyhadareasonableprospectof
improvement,theycouldbeextendedbyministerialorder.Asthesetrainswouldbe
operatedwithVIA’scurrentequipment,whichwouldnotbeascost-effec=veoras
marketableasthenewrollingstock,thiswouldbefactoredintothescoringprocess.
Thethreenewservicesthatcouldbeimplementedinthe2016-2019periodare:
⚫ Montreal-Sherbrooke;
⚫ Toronto-NorthBay;and
⚫ Winnipeg-Regina.
Determiningwhichroutesshouldcomprisethefirstwaveofexperimentalregional
servicestobetestedfirstwasbasedonthreecriteria:
⚫ Istherequiredequipmentavailable?
⚫ Istheinfrastructureingoodenoughcondi=onthatitwill,atmost,requireonly
limitedimprovement?
⚫ Isthereadequatedemandtosupportrailservice,especiallywhere some
otherformofpublictransporta=onisnowprovided?
98
Thesethreeroutesmeetthosecriteria.Allaredaylightcoach-onlytrains,sotheir
opera=ngcostswouldbelow,evenwithVIA’sagingBuddsingle-levelfleet.
ThecaveatremainsthatVIA’sexis=ngcoreservicesmustreceivepriorityaKen=onand
beinrecoverybeforeanyrouteexpansionoccurs,includingthethreeexperimental
routesoutlinedhere.
9.6.1Montreal-Sherbrooke
SherbrookehasbeenwithoutrailservicesincetheDecember1994cancella=onofthe
tri-weeklyHalifax-SaintJohn-MontrealAtlan9c.PriortotheJanuary1990cuts,itwasalsoserveddailybyacoach-onlytrainthatoperatedroughlyonehourbehindthe
Atlan9cwestboundinthemorningandreturnedtoSherbrookeabout90minutesahead
oftheAtlan9cinthelateaOernoontoprovideacommuter-orientedservice.
Withapopula=onof202,000,Sherbrookeisthefourthlargestmetropolitanregionin
Quebec,withagrowingknowledge-basedeconomicsector.Sherbrookeisalsoan
educa=onalcentre,withapost-secondarystudentpopula=onofapproximately40,000
andeduca=on-relatedemploymentofabout11,000.
Witharunning=meoftwohoursand30minutes,the98-mileMontreal-Sherbrooke
servicewouldprovidefourroundtripsdaily,spacedthroughouttheday.Itwouldmake
same-dayroundtripspossibleinbothdirec=onsandsupportcommu=ngfrom
SherbrooketoMontréal.Connec=onstotheAMTcommuterservicewillbemadeat
Saint-HilaireandSaint-Lambert.
BetweenSherbrookeandSainte-Rosalie,theservicewouldusetheSt.Lawrence&
Atlan=cRailroad’sSherbrookeSubdivision,whichisasingle-tracklinecurrently
authorizedforamaximumpermissiblepassengerspeedof30mph.Limitedupgrading
wouldbenecessarytoincreasethespeedtotherequired60mph.
FromSainte-RosalietoMontréalCentralSta=on,theSherbrooketrainswouldoperateon
CN’sSaint-HyacintheSubdivision,whichisalsotherouteofVIA’sQuebec-Montreal
trains,theOceanandAMT’sSaint-Hilaire-Montrealcommuterservice.Thelineis
double-trackandequippedwithaCentralizedTrafficControl(CTC)system,witha
maximumpermissiblepassengerspeedof95mph.
Twotrainsetswouldberequired,consis=ngofalocomo=ve,abaggagecarequipped
withbikeracks,twotothreeBuddcoachesandasecondlocomo=veorcabcarforpush-
pullservice.Therearenoturningfacili=esatSherbrooke,sopush-pullopera=onwould
beessen=al.ThiswouldalsoallowforquickturningatMontrealCentralSta=on.
99
9.6.2Toronto-NorthBay
TheToronto-NorthBayroutewasservedun=lSeptember28,2012,bytheNorthlander,whichwasoperatedsixdaysweeklybetweenTorontoandCochranebytheprovincially-
ownedOntarioNorthlandTransporta=onCommission(ONTC).Parallelbusserviceby
theONTCwasmaintainedfollowingthecancella=onoftheNorthlander,whichwasfederallysubsidizedontheToronto-NorthBaypor=onofitsroute.
Priortothe1990VIAcuts,servicewasalsoprovidedonthisroutebytheovernight
Toronto-KapuskasingNorthland,whichwasjointlyoperatedbyVIAandtheONTC.TwoVIAweekend-onlyToronto-NorthBayroundtripswerealsoeliminatedin1990.
NorthBay,whichdescribesitselfas“TheGatewaytotheNorth,”isaregionalcentre
withametropolitanpopula=onof64,000.TheroutealsoincludesBeaverton,Washago,
Gravenhurst,Bracebridge,HuntsvilleandPowassan.ExcludingToronto,theroutehasa
catchmentareaofapproximately130,000.Theregionalsohasalargeseasonal
popula=onofcoKagersonthesegmentfromWashagotoNorthBay.
Thenew,228-mileVIAservicewouldbeoperatedtwicedailyineachdirec=on,with
earlymorningandlateaOernoondeparturesfrombothTorontoandNorthBay.The
running=mewouldbefivehoursandtheservicewouldbecoordinatedwiththeparallel
ONTCbusservicetoprovideawiderangeofschedulingop=onsfortravellers.
ThenewtrainswouldoperateoverCN’sBalaSubdivisionfromTorontotoWashago,
whichisalsotherouteofVIA’sCanadian.Itisasingle-tracklineequippedwithCTCandauthorizedforamaximumpermissiblepassengerspeedof70mph.AtWashago,the
trainswouldcrosstoCN’sNewmarketSubdivision.Thissingle-tracklinehasamaximum
permissiblepassengerspeedof60mph.
TheservicewouldoriginateandterminateinNorthBayattheONTCsta=on,whichis
locatedapproximatelytwomilesnorthoftheCNNewmarketSubdivisionontheONTC’s
TemagamiSubdivision.Connec=onswouldbemadeherewithONTCbusservicesfor
pointsnorth.
Twotrainsetswouldberequired,consis=ngofalocomo=ve,abaggagecarequipped
withbikeracks,twotothreeBuddcoaches(onemodifiedtoprovideatakeout
refreshmentandlightmealservice)andasecondlocomo=veorcabcarforpush-pull
opera=on.
100
9.6.3Winnipeg-Regina
TheCanadianservedtheWinnipeg-Reginaroutedailyinbothdirec=onsun=lthe1990
cutbacksshiOeditfromtheCPtranscon=nentalmainlinetoCN.Theroutehasbeen
withoutrailservicesincethen.InSeptember2015,Greyhoundannouncedareduc=on
inbusserviceontheroute,leavingonlyoneroundtripdailyandmanyques=onsabout
thefutureofitsserviceacrossthePrairies.
Includingitsendpoints,therestored357-mileWinnipeg-Reginaservicewoulddrawona
catchmentareaofapproximately1million.Includedinthismarketisthelargestudent
popula=onfromthenumerouspost-secondaryeduca=onalins=tu=onsinWinnipeg,
PortagelaPrairie,BrandonandRegina.
ThenewVIAservicewouldoperateonaseven-hourscheduletwicedailyineach
direc=on,withearlymorningandlateaOernoondeparturesfrombothWinnipegand
Regina.OnthedaystheCanadianoperates,across-plasormconnec=onwouldbemade
westboundinthemorningandeastboundintheeveningatWinnipegUnionSta=on.
Opera=onwestboundfromWinnipegwouldbeonCN’sdouble-trackRiversSubdivision,
whichistherouteoftheCanadianandtheWinnipeg-Churchilltrain.Itisequippedwith
CTCandithasamaximumpermissiblepassengerspeedof80mph.
AtPortagelaPrairie,thenewVIAtrainswouldcrossovertoCP’stranscon=nentalmain
line.Itisinexcellentcondi=on,equippedwithCTCandauthorizedforamaximum
permissiblefreightspeedof60mph.AlthoughtheCProuteislargelysingle-track,it
includesthreesec=onsofdouble-track,22sidingsandlongyardtracksatBrandon,
BroadviewandRegina.Withoutanymodifica=onstotheinfrastructure,thenew
passengertrainsshouldbeabletooperateatupto70mph;minorVIA-funded
upgradingwouldboostthisto80mph.
Twotrainsetswouldberequired,consis=ngofalocomo=ve,abaggagecarequipped
withbikeracksandtwoormoreBuddcoaches,oneofwhichwillbemodifiedtoprovide
takeoutrefreshmentandlightmealservice.Asecondlocomo=veorcabcarwouldbe
usedtoallowforquickturningofthetrainsinWinnipegandRegina.
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Newfoundlandand Labrador
NewBrunswick
Québec
Ontario
Manitoba
Saskatchewan
BritishColumbia
Alberta
BANFF
CALGARY
EDMONTON
SASKATOON
REGINAWINNIPEG
THUNDER
BAY
SUDBURYCanadian Rail Passenger Services in 2025
JASPER
LONGLAC
WHITE
RIVER
VANCOUVER
SIOUX
LOOKOUT
OTTAWA
KINGSTON
MATAPEDIA
GASPE
MONCTON
HALIFAX
SARNIALONDON
WINDSOR
NIAGARA FALLS
KITCHENER
BRANTFORD
KAMLOOPS
THE PAS
CHURCHILLPRINCERUPERT
PRINCEGEORGE
AMTRAK/VIA to New York City
AMTRAKto Seattle
VICTORIA
COUTENAY
SEATTLE
NEW YORK CITY
ALBANY
LILLO
OET
D'ARCY
FRANZ
OBAHEARST
COCHRANE
MOOSONEE
PUKATAWAGAN
SEPT-ILES
EMERIL JCT.
SCHEFFERVILLE TRT
QN
S&L
ON
TC
AC
R (V
IA)
KR
KS
VIA Rail Canada
Amtrak
Joint VIA/Amtrak service
Other rail passenger services
Joint VIA/ONTC service
Future HPR service
THOMPSON
KS Kaoham SchuttleKR Keewatin RailwayACR Algoma Central Railway (VIA)ONTC Ontario Northland Transporta- tion CommissionTRT Tshiuetin Rail Transportation
Seasional tourist trains not shown.
Other Rail Passenger Services:.
SPRINGFIELD
NEW HAVEN
SHERBROOKE
NORTH BAY
MONTREAL
QUEBEC CITY
JONQUIERE
MONT-JOLI
SENNETERRE
BOSTON
DETROITAMTRAKconnectionto CHICAGO
CHICAGO
KAPUSKASING
SAULT STE. MARIE
VIA
/ONTC
PORTLAND
ST. JOHN
TORONTO
PETERBORO
MINNEAPOLIS ST. PAUL
MILWAUKEE
LETHBRIDGE
CRAN-
BROOK
FARGO
CROOKSTON
GRANDFORKS
AMTRAK/VIA Winnipeg-Minneapolis St.Paul AMTRAK/VIA
Montreal-PortlandAMTRAK toNYC & Boston
10.0 Comple;ngVIA’sRecovery:2020-2025
ThethirdandfinalphaseofVIA’srecoverywouldbeaperiodofdynamicchangethat
wouldbehighlyvisibleandincreasinglyrelevanttothetravellingpublic.Whilethefirst
twophasesofTheVIA1-4-10PlanwouldstabilizeVIAandbegintheturnaroundinterms
offrequency,ridershipandcostrecovery,thethirdphasewouldmakeitthemodernand
resilientpassengerrailwayithasalwaysneededtobe.
10.1 FleetRenewalandGrowth
ThemostsignificantphysicalfactorinVIA’sfullrecoverywouldbethenewbi-levelfleet,
forbothcorridorandlong-haulservice.Whilealltheotherelementsoftherecovery
planarecrucial,theacquisi=onofmodernequipmentwouldbethemaindriverofVIA’s
opera=onalrevival.Withoutthisnewmo=vepowerandrollingstock,VIAnotonlycan’t
grow,itcan’tsurviveinitscurrentstate.
By2021,thefirstphaseofVIA’sfleetrenewalprogramwouldbecomplete.Itwould
deliver:
⚫ 70SiemensChargerlocomo=vesforcorridorandlong-haulservice;
⚫ 160bi-level,push-pullcorridorcars;and
⚫ 140bi-levellong-haulcarstoprogressivelyandsequen=allyre-equipthe
Canadian,theOcean,theChaleurandtheWinnipeg-ChurchillandJasper-Prince
Ruperttrains.
BasedonthecurrentU.S.situa=on,thefirstcarsforrevenueservicecouldbedelivered
aOerayearofprototypetes=ngpriortothestart-upoftheproduc=onlinesforthetwo
typesofrollingstock.Thelocomo=vesareassumedtobedeliverableonaslightlyfaster
schedule,giventhattheywillcomeoffanestablishedproduc=onlineandservicetes=ng
willhavebeencompletedbyotherrailpassengeroperatorsintheU.S.Thisfirstphase
ofthefleetrenewalprogramwouldfullyre-equipallthecorridorroutes,thethreelong-
haultrainsandtworemoteservices.
Asthenewmo=vepowerandrollingstockentersservice,leasedequipmentwouldbe
returnedtoitsowners.Assumingthefirstexperimentalservices(Montreal-Sherbrooke,
Toronto-NorthBayandWinnipeg-Regina)mettheirridershipandcostrecovery,they
wouldbeaddedtotheBasicNa=onalNetworkmandatedintheVIARailCanadaAct.Thesetrainswouldthenbere-equippedwithnewbi-levelcorridorrollingstock,which
wouldrequiretheexercisingoftheop=onsontheequipmentorderstoacquiresixmore
completebi-levelpush-pulltrainsetswithlocomo=ves,atanes=matedcapitalcostof
$150million.
103
Releasedfromthecoreservices,VIA’sexis=ngfleetwouldcon=nuetoprovidesurge
capacityonthere-equippedBasicNa=onalNetworkandsupportthenextwaveof
experimentalservices.Itisessen=altoderiveeverylastbitofvalueandu=lityfromthis
equipment,especiallyinlightofthepastinvestmentinrefurbishmentandtheneedfor
VIAtopaceitsfuturecapitalrequirements.Aswiththefirstexperimentalservices,
thoselaunchednextwouldbere-equippedwithbi-levelrollingstockandnew
locomo=vesfollowingtheirtrialperiodsandtheywouldthenbeaddedtotheBasic
Na=onalNetwork.
10.2 TheHPRCorridorinFull
InthethirdphaseofTheVIA1-4-10Plan,thecombina=onofmodernandthemore
efficientequipmentandthecomple=onofthelargeandsmallinfrastructureprojects
wouldtransformtheen=reQuebec-WindsorCorridorintoahigh-performancerail(HPR)
service.
Theresultwouldbemorefrequencies,reducedrunning=mes,increasedridershipand
improvedcostrecovery.BeKerintermodalconnec=onswithlocaltransitandfeederbus
routeswouldhelptomakeVIAthestrongspineofthepublicgroundtransporta=on
systemfromQuebectoNiagaraFalls,SarniaandWindsor.
OntheroutesintheMontreal-OKawa-Toronto(M-O-T)Triangle,VIAwouldbeableto
offeracombina=onofexpress,semi-expressandlocalservicesonaclock-faceschedule
toprovideaminimumof12roundtripsoneachroutesegment.Therewouldbefive
VIA-ownedsec=onstotaling251milesinthiscorenetwork,whichwouldallowfor
opera=onatupto110mphwithnofreightconflicts.Thelinesegmentswouldbe:
⚫ DeBeaujeu-OKawa(69miles)
⚫ OKawa-SmithsFalls(40miles)
⚫ SmithsFalls-Gananoque(43miles)
⚫ SmithsFalls-Brockville(28miles);and
⚫ Shannonville-Newcastle(71miles)
Ontheremaining272routemileswithintheM-O-TTriangle,VIA-fundedupgrades
wouldexpandcapacityatkeyloca=onstominimizeconflictswithCNfreightandGO
commutertrains.
Thecombina=onoftheinfrastructureimprovements,largeandsmall,plusthepriority
treatmentaffordedpassengertrainsundertheVIARailCanadaActwouldreducetheexpressrunning=mesto1:45forMontreal-OKawa,3:15forOKawa-Torontoand3:40
forMontreal-Toronto.Thesemi-expressandlocalrunning=mesonthesethreeroute
segmentswouldalsodecreasesignificantly.
104
OnthecorridorroutesoneithersideoftheM-O-TTriangle,VIA’sinvestmentinstrategic
upgradingprojectswouldalsoreducerunning=mes,booston-=meperformanceby
minimizingfreightconflictsandincreasefrequency.Runningonclock-faceschedules
synchronizedwiththoseonthetriangleroutes,therewouldbesixroundtripsdailyon
theQuebec-MontreallineandtheroutesfromTorontotoNiagaraFalls,Londonviathe
NorthMainLineandWindsor,whiletheSarniaservicewouldbeincreasedtofour.
TheextensionoftheToronto-WindsorservicetoDetroitwouldaKractnewU.S.
passengerstoVIAand,throughitsdirectconnec=ontotheWolverineCorridortrainsto
Chicago,makepossibleawidearrayofrailop=onsforCanadianstravellingtoU.S.
des=na=ons.So,too,wouldtheextensionoftheexpandedToronto-NiagaraFallsservice
tothenewsta=onandborderprocessingcentreontheAmericansideoftheWhirlpool
RapidsBridge,whereadirectconnec=onwouldbemadewithAmtrak’sBuffalo-Albany-
NewYorkCityEmpireCorridor.
WithHPRlevelsofspeed,comfort,frequency,reliabilityandintermodalconnec=vity,
VIA’sQuebec-WindsorCorridorwouldofferaneconomically-pricedproductthatwould
beapowerfulalterna=vetodrivingorflying.Furthermore,itwouldbeasolid
founda=ononwhichtobuildahigh-speedserviceinthefuture,iforwhenthatmassive
investmentcanbejus=fied.
10.3 ExpandedNa;onalSystem
ThebenefitsofathrivingHPRcorridorsystemwouldbefeltfarbeyonditsimmediate
catchmentarea.WiththeQuebec-WindsorCorridor’srenewalcomplete,itscapital
needswoulddeclinesubstan=ally,itsopera=ngcostswouldbereducedanditsrevenues
wouldrise.Withtheselargebudgetaryimprovementsinthecorridor,VIAwouldfinally
beabletoallocatethefinancialandphysicalresourcesrequiredtoexpandandmaintain
itslong-haulandregionalservices.
ThisisanecessityifCanada’srailpassengersystemisgoingtoregainitsrelevancyona
broadergeographicbasisandcontributemorefullytotheeconomyandthena=on’s
qualityoflife.
AsAmtrakhasprovedwiththerenewalandpromo=onofitslong-haultrains,theycan
delivernumerousna=onalandregionalbenefitsiftheyareequipped,operatedand
promotedproperly.AstheCanadianintercitybusindustrycon=nuestoretrench,VIA’s
long-haulandregionaltrainswouldincreasinglybecomepublictransporta=onlifelines
formanycommuni=es.Thecorridorwouldalsobenefitfromaddi=onalconnec=ng
traffictoandfromtheimprovedlong-haulandregionaltrains.
105
10.3.1DailyTranscon;nentalService
Asthe140bi-levelcarsfromtheini=allong-haulorderarrived,theywouldfirstbe
assignedtothetri-weeklyCanadian,withitsBuddequipmentcascadedtemporarilyto
theOcean.ThenextstepwouldbeincreasingtheCanadianfromtri-weeklytodaily
overitsfullroute.Thiswouldoccurwhenasufficientquan=tyofbi-levelcarsare
receivedtoformeightcompleteCanadiantrainsets,plussparecarstoprovidepeak-seasonsurgecapacityandallowforprogrammedmaintenance.
Re-equippingtheCanadianmustbetheprioritybecauseitgeneratesthehighestcosts
andthemostrevenueofanysingletrainintheVIAsystem.Aswell,becauseofitshigh
profileinthetouristtravelmarket,theCanadian’scompletemoderniza=onwouldsenda
strongmessagedomes=callyandworldwideaboutVIA’srecovery.
ReleasingtheCanadian’slargepoolofBuddrollingstockwouldhavetheaddedbenefitofprovidingthethreefulltrainsetsrequiredtoreplacetheRenaissanceequipmenton
theOceanonayear-roundbasis,improvingitspublicu=lityandmarketability.
WiththeupgradingoftheCanadianwithbi-levelrollingstock,12Buddcarswouldcon=nuetooperateinitsconsisttri-weekly.ThesearetheeightChateau-seriessleeping
carsandfourPark-seriessleeper-lounge-dome-observa=oncarsVIArebuiltatacostof
morethan$20millionforthe2014launchofitspremium-pricedPres=geClassservice.
Bypurchasingasuitablenumberofbi-leveltransi=oncars,whichallowsingle-leveland
bi-levelcarstobecoupledtogethertoprovidepassengeraccessbetweenthem,the
BuddPres=geClasscarswouldoperateonthetailendofthere-equippedCanadian.
Asmorebi-levellong-haulcarsarrived,theOceanwouldbeprogressivelyre-equipped,followedbytheChaleurandtheWinnipeg-ChurchillandJasperPrinceRuperttrains.As
well,thetri-weeklyChaleurwouldbeincreasedtodailywhenitwasre-equipped.
Asformo=vepower,thelong-haultrainswouldcon=nuetooperatewithunitsfrom
VIA’sexis=ngfleetun=lallthecorridortrainswererepoweredwiththenewChargers.
Followingthat,thebalanceofthefirst70-unitChargerorderwouldbedeployedinlong-
haulservice.
WiththeCanadian,OceanandChaleurre-equippedandoperateddaily,andtheWinnipeg-ChurchillandJasperPrinceRuperttrainsupgradedwithbi-levelcars,VIA
wouldhaveahighlyeffec=vena=onalsystemfromtheAtlan=ctothePacifictoHudson
Bay.Thiswouldserveasthestrongfounda=onformorenetworkexpansionata
jus=fiablecostbetween2020and2025.
106
10.3.2Winnipeg-Calgary-Banff
WiththeCanadianre-establishedonitsoriginalCProu=ngbetweenTorontoandWinnipeg,andaconnec=ngdaylightservicelaunchedontheCPWinnipeg-Reginaline,
extendingservicefurtherwestwouldbethenextstepinrebuildingVIA’slong-haul
network.
Althoughtherehavebeennumerouspublicandpoli=calcallstorestoreserviceoverthe
en=reCPtranscon=nentallinetoVancouversinceitwasdroppedin1990,afullroute
revivalwouldbecomplexandcostlyatthis=me.TheCProutebecomesconstrained
westofGolden,B.C.,whereaheavyvolumeofwestboundexportcoaltrafficfromthe
EastKootenayRegionflowsontotheline,addingtothetraffictoandfrompointseast.
Inser=ngadailypassengerserviceintothismixwouldrequiremajorcapacityexpansion
investments,allofwhichwouldhavetobebornebyVIA.
However,aOerimplemen=ngthenewWinnipeg-Reginaserviceduringthesecondphase
ofVIA’srecovery,extendingitasfarasBanffwoulds=lldelivermajorintercityand
tourism-relatedtravelbenefitsalongalargepor=onoftheformerroutetoVancouver.It
wouldenlargeVIA’scatchmentareabymorethan1.3millionandreconnectCalgary–
thelargestCanadiancitydevoidofrailpassengerservice–tothena=onalnetwork.
Opera=ngasasec=onoftheCanadian,withthroughcarstoandfromTorontovia
Winnipeg,thisservicewouldreplaceoneofthetwoWinnipeg-Reginadaylighttrainson
thatsegmentoftheroute.ThewestbounddeparturefromWinnipegwouldbeinthe
morning,followingtheCanadian’sarrivalfromToronto,withanarrivalearlythenext
morninginCalgaryandinBanffbymid-morning.Theeastboundtrainwoulddepart
Banffintheearlyevening,makealateeveningcallatCalgaryandarriveinWinnipegthe
nextevening,whereitwouldconnectwiththeeastboundCanadianfromVancouver.
CP’smainlinebetweenReginaandBanffisinexcellentcondi=on,equippedwithaCTC
railtrafficcontrolsystem,numeroussidingsof10,000feetorlonger,andsomedouble-
tracksec=ons.Itiscapableofprovidingforpassengeropera=onatupto70mph.Some
trackandsignalmodifica=onswouldberequiredatMooseJaw,SwiOCurrent,Medicine
HatandCalgarytoenabletheVIAtrainstocleartheCPfreighttrafficduringsta=on
stops.SpaceforVIAfacili=esatMooseJaw,SwiOCurrentandMedicineHatwouldbe
leasedfromCP,whichcon=nuestouseallorpartofthesesta=onsforitsownpurposes.
TheformerVIACalgarysta=onfacility,whichwaslocatedinaleasedspaceina
commercialbuildingon9thAvenueSE,wasreleasedandreconfiguredforother
purposesfollowingthe1990cuts.Asmallreplacementfacilitywouldneedtobe
constructedeastoftheformersite,preferablynear9thAvenueSEandMacleodTrailSE,
whichiswithinashortwalkofCalgaryTransit’sCTrainLRTserviceatCityHallSta=on.
107
AtBanff,thenewservicewouldmakeuseofthehistoricsta=onbuilding,whichisowned
byCPandleasedtoalocalheritagepropertymanagementfirm.Itnowservesasthe
BanffVisitorCentreandasaterminalfortheRockyMountaineer’sseasonaltourist
trainsandvariousbusservices.TheBanffwyetrack,northeastofthesta=on,would
needtobeextendedtomakepossibletheturningoftheVIAtrainsduringtheirlayover.
Thenewservicewouldbeoperatedwithbi-levelrollingstockandwouldrequirethe
exercisingofanop=onontheoriginal140-carorder.Includingthethroughcoachesand
sleepershandledintheCanadianbetweenTorontoandWinnipeg,andthe“local”cars
solelyforWinnipeg-Banffopera=on,thiswouldrequireaminimumof30bi-levels,ata
costofapproximately$150million.Infrastructurecostsarees=matedat$50million,
includingCPplantmodifica=ons,thenewCalgarysta=onandtheBanfflayoverfacili=es.
10.3.3Montreal-Sherbrooke-Portland
The2014MaineStateRailPlancallsforananalysisofpassengerservicebetweenMontrealandPortlandbywayofSherbrooke.Theinterestinrestoringserviceonthis
295-milecorridorflowspar=allyfroma2009ConferenceofNortheastGovernors
(CONEG)visionplan,whichiden=fieditasafollow-uptotheextensionofthestate-
supportedAmtrakBoston-Portland-BrunswickDowneastercorridortoLewiston/Auburn,Maine.Basedonmarketsurveys,theMaineDepartmentofTransporta=ones=matesa
Montreal-PortlandservicewouldaKract600,000passengersannually.
TheMaineStateRailPlaniden=fiesMontreal-Portlandpassengerserviceasalong-range
projectthatwouldnotbeundertakenun=laOer2020,withotherintra-staterailprojects
takingpriority,includingtheDowneasterLewiston/Auburnextension.Withthe
par=cipa=onofVIA,thisprojectcouldbeadvancedinconjunc=onwithAmtrakandthe
StateofMaine;itsimplementa=oniscon=ngentonsuchajointfundingapproach.
FromVIA’sperspec=ve,thisroutewouldbeanextensionofitsMontreal-Sherbrooke
service.ItwouldoperatesouthofSherbrookebywayofIslandPond,Vermont,and
Berlin,NewHampshire,toDanvilleJunc=on,Maine,ontheformerCNlinenowowned
bytheSt.Lawrence&Atlan=cRailroad(SL&A).SouthofDanvilleJunc=on,itwould
operateonaPanAmRailwayslinesegmentthatwouldbeupgradedfortheproposed
DowneasterextensiontoAuburn/Lewiston.
ThisroutewouldrequireupgradingoftheSL&AinfrastructurefromSherbrooketo
DanvilleJunc=ontoprovideamaximumpermissiblepassengerspeedof60mph.The
infrastructureupgradingfortheDowneasterPortland-Lewiston/Auburnextensionhasbeenes=matedataminimumof$1millionpermile;similarcostsareassumedforthe
Sherbrooke-DanvilleJunc=onlinesegment.Aswell,aborderprocessingfacilitywillbe
requiredattheStanhope,Quebec/Norton,Vermontcrossing.
108
Servicewouldconsistoftwodailyroundtrips,withmorningandaOernoondepartures
fromMontrealandPortland,andarunning=meofapproximatelysevenhours.These
trainswouldbeintegratedintotheMontreal-Sherbrookescheduletomaintainfour
roundtripsonthatsegmentoftheroute.
ThetypeandownershipoftherequiredequipmentwouldhavetobedecidedbyVIA,
AmtrakandtheStateofMaine.Oneop=onwouldbeforVIAtoini=allyprovidethetwo
trainsetsaspartofitscontribu=ontotheproject.Anotherop=onwouldbeforVIAand
Amtraktoprovideonetrainseteach.Inallcases,push-pulltrainsetsofferingbaggage,
coachandcaféservicewouldberequired.
10.3.4Toronto-Peterborough
Forsevenyears,therehasbeenapoli=cally-drivenefforttorestorepassengerserviceon
the76-mileToronto-Peterboroughroute,butithasbeenfraughtwithcontroversyand
delays.Theprojectbeganasacomponentofa$6.2-billionBuildingCanada
infrastructureagreementbetweenthefederalandOntariogovernmentsin2008.At
federalinsistence,thisprojectwasincludedandOntariogrudginglyagreedtomatcha
federalcontribu=onof$150million,givingita$300-millionbudget.
ThePeterboroughservicewascutfromtheVIAsystembyonefederalgovernmentin
1982,restoredbyanotherin1985andcancelledagainin1990.In1982and1990,
aKemptsbythefederalgovernmenttogetGOTransittoassumetheroutewere
rebuffedbyOntarioonthegroundsthatthiswasanintercityserviceand,therefore,not
aprovincialresponsibility.
Whatwaslostrightatthestartofthelatestrestora=oneffortwasaproperviewofthe
mixedmarketitwouldserve.Itsadvocateshavevisualizeditlargelyasacommuter
service,whenitreallyneededtobeimplementedasahybridcateringtomul=pletravel
needs.Inthatcontext,itslogicaloperatorshouldbeVIA.Sugges=onsthatprovincially-
ownedMetrolinxtakeresponsibilitywerenotwellreceived,especiallysincethatagency
isgrapplingwithlargerandmorepressingGOcommuterrailprojects.
Anothers=ckingpointhasbeentheunwillingnessofitsadvocatestofacesomeserious
cos=ngissues.Theoriginofthe$300-millioncapitales=mateusedasthebasisofthe
2008intergovernmentalagreementisunknown,butitwasclearlyinadequate.A2010
provincially-fundedstudyrevealedthecostcouldbeanywherefrom$541millionto$1.5
billion.
Furthermore,theintergovernmentalfundingagreementwaspredicatedonthefalse
beliefthatthisservicewouldnotrequireanopera=ngsubsidy.Thesameconsul=ng
studyconcludeditwouldandpeggeditat$21-25million.
109
Variousopera=ngscenariostestedaspartoftheprovincialconsul=ngstudydetermined
aToronto-PeterboroughservicecouldaKract3,000passengersdaily.However,the
demandmodellingwasbasedontwoweekday-only,commuter-orientedfrequencies.
Weekendopera=onwasarbitrarilyrejectedbasedofthepoorridershipgeneratedby
GO’sseasonalweekendservicefromTorontotoNiagaraFalls.
Thefullinfrastructurerequirements,andthetotalcapitalandopera=ngcosts,needto
berefinedandupdatedtoallowthenextfederalgovernmentandVIAtodecideif
relaunchingtheToronto-Peterboroughservice–withorwithoutfurtherprovincial
par=cipa=on–isjus=fiable,especiallywhencomparedwithotherpressingVIAfinancial
needs.AmongthevariablestobeassessedaretherecentchangesinCP’sfreight
opera=onsthatmayreducethecostofsomeelementsoftheproject.Thefailureofthe
Ontarioconsul=ngstudytoassessridershiponthebasisofmorethanjustamorning-
in/aOernoon-outweekdaycommuteropera=onisalsoproblema=c.
IftheToronto-Peterboroughservicerestora=onproceedsunderVIA,itwouldprovide
fourroundtripsdailywitharunning=meofapproximatelytwohours.Thiswouldmake
long-distancecommu=ngandsame-dayreturntripspossibleinbothdirec=ons,and
convenientlyconnectwithotherVIAroutesatTorontoUnionSta=on.
Ini=allyusingBuddorLRCequipment,theToronto-Peterboroughservicewouldrequire
twothree-cartrainsetsconsis=ngofalocomo=ve,abaggagecarequippedwithbike
racks,twotothreecoachesandasecondlocomo=veorcabcar.Therearenoturning
facili=esatPeterboroughorTorontoUnionSta=on,sopush-pullopera=onwouldbe
essen=al.
10.3.5Toronto-NorthBay-Kapuskasing
Publictransporta=onacrossNorthernOntariohasbeeninseriousdeclinesincetheVIA
cutsof1990andthisisaccelera=ng.Intercitybusservicehasbeenreducedonseveral
occasionsandwhatremainshasprovedinadequate,especiallyforthosewithmedical
condi=onsandmobilitychallenges.
The2012elimina=onoftheprovincially-fundedOntarioNorthlandTransporta=on
Commission(ONTC)Toronto-NorthBay-Cochranepassengertrain,theNorthlander,worsenedthesitua=onforresidentsofNortheasternOntario.Airserviceislimitedand
expensive,andwinterweathercondi=onsfrequentlydisruptallairandroadtravel.This
situa=onalsounderminespublicandprivatesectoreffortstoaKracttouristsfrom
outsidetheregion.
110
Asdetailedpreviously,TheVIA1-4-10Planincludesthreeearlymeasurestoassistin
reversingthedeclineinpublictransporta=oninNorthernOntario,whichare:
⚫ Re-rou=ngtheCanadiantotheCPSudbury-Winnipegmainlineandincreasingit
todailyuponthearrivalofthenewbi-levelequipment;
⚫ Locally-focusedreplacementservicesontheCNSudbury-Winnipegroute;and
⚫ Implemen=ngatwice-dailyToronto-NorthBayday=meservice.
ThenextstepwouldberevivingtheovernightToronto-NorthBay-Kapuskasingtrain,
formerlyknownastheNorthland,whichwasjointlyoperatedbyVIAandONTCpriortothe1990VIAcuts.Thiswouldbeundertakeninconjunc=onwithONTCandthefunding
requirementssharedbythefederalandOntariogovernments.Forthepurposesofthis
plan,itisassumedtheprovincialgovernmentwillseethevalueinsuppor=ngthis
federalini=a=vetoimprovemobilityforNorthernOntarians.
ThenewovernightservicewouldoperateonthesameCN-ownedrouteastheToronto-
NorthBaydaytrains,con=nuingnorthtoCochraneontheONTCTemagami,Ramoreand
Devonshiresubdivisions,thenwestonONTC’sformerCNKapuskasingSubdivision.The
ONTCinfrastructureisadequatefor60-mphpassengerserviceandfreighttrafficis
moderate.
Thepassengerfacili=esthatun=l2012servedtheNorthlanderwouldbeusedatNorthBay,Cochraneandtheintermediatesta=onstops,whichwouldinclude:
⚫ Temagami
⚫ Cobalt;
⚫ NewLiskeard;
⚫ Englehart;
⚫ Swas=ka;and
⚫ Matheson.
AshelterandashortplasormwouldberequiredatSmoothRockFallsandapor=onof
theKapuskasingsta=on,whichnowhousesthetown’seconomicdevelopment
departmentandtourismbureau,wouldbeleasedtoservethenewovernighttrain.
Opera=ngonaschedulesimilartothatofthediscon=nuedNorthland,thenewservicewouldhavearunning=meofapproximately14hoursovera551-mileroute.The
northbounddeparturefromTorontoUnionSta=onwouldbeatapproximately9p.m.,
witharrivalinCochraneat9a.m.andKapuskasingat11a.m.Asinthepast,ashuKle
busorvanservicecouldbeoperatedfromKapuskasingtoHearst,60milestothewest,
withareturnserviceinthelateaOernoontoconnectwiththesouthboundtrain.The
departurefromKapuskasingwouldbeat7p.m.andCochraneat9p.m.,witharrivalat
TorontoUnionSta=onat9a.m.
111
ThisservicewouldrequiretwosetsofBuddsingle-levelequipmentini=ally.Eachwould
consistofabaggagecar,twocoaches,oneormoresleepersandacafé-loungecar,which
wouldprovidebeveragesandsnacksthroughoutthenightandlightbreakfastselec=ons
inthemorning.
10.3.6Sudbury-SaultSte.Marie
AfurtherenhancementofNorthernOntario’snow-deficientpublictransporta=on
systemwouldbeprovidedbyanewSudbury-SaultSte.Marieservice,whichwouldhave
atotalpopula=oncatchmentareaofapproximately250,000.Itisaroutewithstrong
tourismpoten=althatisnowservedbyasingleroundtripGreyhoundbusfrequency.
Thisdailyroundtripservicewouldoperateinconjunc=onwiththere-routedanddaily
Canadian,providinga=med,cross-plasormconnec=oninSudburytomakeToronto-
SaultSte.Marierailjourneyspossibleforthefirst=meinnearly40years.Aswell,it
wouldhaveconsiderabletouristpoten=althatisnotbeingtappedbythesingle
Greyhoundbusfrequencynowprovided.
FromSudburytotheSoo,opera=onwouldbeontheHuronCentralRailway(HCRY)
WebbwoodSubdivision,whichbranchesofftheCPCar=erSubdivisionjustwestofthe
municipally-ownedformerCPsta=on.Thisisasingle-tracklinethatisgenerallyonly
capableofsuppor=ngapassengerspeedof30mphandupgradingoftheexis=ng
infrastructurewouldberequiredtoallowfor60-mphpassengerservice.Basedonthe
upgradingofsimilarlinesintheU.S.andprevious,publicly-fundedrehabilita=onwork
ontheHCRY,itises=matedthiswouldrequireaninvestmentof$20million.Afactorin
favourofsuchaninvestmentisthatitwouldalsoimprovetheHCRYfreightservice,
whichhasasignificantregionaleconomicimpact.
Newpassengersheltersandshortplasormswouldberequiredattheintermediate
sta=onstops,whichwouldinclude:
⚫ Walden/Whitefish;
⚫ McKerrow/Espanola;
⚫ SerpentRiver;
⚫ BlindRiver;and
⚫ Thessalon.
AusefuladjuncttotherailservicewouldbeavanorbusshuKleroutelinkingthe
SerpentRiversta=onwiththeregionalservice,tourismandre=rementcommunityof
ElliotLake,whichis18milesnorthoftherailwayviaHighway108.Thiscouldbe
accomplishedinconjunc=onwiththeCityofElliotLake’stransitservice.
InSaultSte.Marie,theservicewouldoperatethroughanupgradedconnec=onfromthe
HCRYlinetoCN’sSooSubdivisiontoaccessthedowntownAlgomaCentralsta=onon
112
BayStreet,whichservestheseasonalAgawaCanyonTourTrainandtheSaultSte.Marie-
Hearstremotetrain.
Withafour-hourrunning=me,theSaultSte.MarietrainwoulddepartSudburyat
approximately8a.m.,aOerconnec=ngwiththewestboundCanadian,andarriveintheSooatnoon.Theeastbounddeparturewouldbeat7p.m.,withanarrivalinSudburyat
11p.m.tomaketheconnec=onwiththeeastboundCanadianforToronto.
ThisservicewouldrequireonesetofBuddequipment,consis=ngofabaggagecar,two
tothreecoaches(onemodifiedtoprovideatakeoutsnackandrefreshmentservice)and
asecondlocomo=veorcabcarforpush-pullopera=on.
Basedonitsridershipandcostrecovery,itmightbeadvisabletoexpandthesingle-train
servicetoprovideaseconddailyfrequencythatwouldmakeday-returntripstoSudbury
possible.ThiswouldoriginateinSaultSte.Marieintheearlymorningandreturnfrom
SudburyinthelateaOernoonorearlyevening.Thiswouldrequireasecondtrainset.
10.3.7Winnipeg-Minneapolis/St.Paul
Railpassengerservicehasbeenabsentfromthe500-mileWinnipeg-Minneapolis/St.
Paulroutefornearly50years.Althoughthereisconsiderabletravelinthiscorridor,
mostofitisdonebycarandsomebyair;nobusserviceiscurrentlyprovided.
Thereins=tu=onofserviceonthisrouteisincludedinthe2015MinnesotaDradStateRailPlanasalong-rangeprojectthatwouldfollowotherimprovementsthestateisnow
advancingonanincrementalbasis.Amtrakalsoexamineditaspartofa2012reviewof
itsChicago-St.Paul-SeaKle/PortlandEmpireBuilder.Asafirststep,Amtrakconsidered
addingaWinnipeg-GrandForks,NorthDakota,feederbusconnec=ontotheEmpireBuilder.Thedrawbackisthattheconnec=onsinGrandForkswouldbemadeat1a.m.
southboundand5a.m.northbound.ThisAmtrakThruwaybusop=onhasnotbeen
pursued.
RevivingtheWinnipeg-TwinCi=esroutewouldhavebenefitsonbothsidesofthe
border.ForCanadians,itwouldprovideausefullinkwiththeTwinCi=esanda
connec=ontonumerouspointsintheU.S.MidwestviaChicago.TheAmtrakstudy
notedthatAmericantravellerswouldbenefitfromaconnec=ontoWinnipegbecauseit
would“provideourcustomerswiththeopportunitytoconnectfromtheEmpireBuildertotwoofVIARail’smajorlong-distanceroutes(theCanadianandtheChurchillservice)formul=plewesterni=neraries.”
LaunchingthisservicewouldhavetobeajointprojectinvolvingVIA,theGovernmentof
Canada,AmtrakandtheStateofMinnesota,asisthecasewiththeothernewcross-
borderservicesproposedaspartofTheVIA1-4-10Plan.Thecapitalandopera=ngcosts
113
wouldbeassumedbythevariouspar=esonabasispropor=onatetothebenefits
realizedbyeach.
ThenewservicewouldoperatefromWinnipegUnionSta=ontotheEmerson,
Manitoba/Noyes,Minnesota,bordercrossingonCN’sLetellierSubdivision.Ithandlesa
moderateleveloffreighttrafficanditiscapableof60-mphpassengeropera=onwith
somemodifica=ons.Southofthebordercrossing,thenewservicewouldoperateto
GrandForks,NorthDakota,onaBurlingtonNorthernSantaFe(BNSF)linethatis
currentlyfreight-onlyandcanaccommodatepassengeropera=onat60mph.
FromGrandForkstoSt.PaulUnionSta=on,theWinnipeg-TwinCi=estrainwouldbe
coupledtothetailendoftheEmpireBuilder,whichwouldminimizeopera=ngcostsand
eliminatetheneedforanycapacityexpansioninvestmentintheBNSFinfrastructure.As
well,sta=onfacili=esareinplaceatfourintermediatecommuni=es.
Witha12-hourrunning=me,thenewservicewoulddepartWinnipegat8p.m.and
arriveinGrandForksaroundmidnight,witharrivalinSt.Paulat8a.m.Northbound,the
departurefromSt.Paulwouldbeatapproximately10p.m.andarrivalwouldbein
Winnipegat10a.m.
Therearevariousop=onsavailablefortheprovisionoftheequipmentrequiredforthis
service.Whenthejointly-operatedInterna9onalservedthenow-discon=nuedToronto-Chicagoroute,itwasoperatedatonepointwithoneVIAtrainsetandonefromAmtrak.
Later,Amtrakbi-levelrollingstockwasused,buthauledbyVIAlocomo=ves.Another
approachistakenwiththeToronto-NewYorkCityMapleLeaf,whichoperatesstrictlywithAmtraktrainsets.
Thepreferredop=onfortheWinnipeg-TwinCi=esservicewouldbetheassignmentof
bi-levelSuperlinerrollingstockfromAmtrak’sfleet,whichwouldbefactoredintothe
divisionofcostsandrevenuesbetweenVIAandAmtrak.Thiswouldrequiretwo
trainsetsconsis=ngofacoach-baggagecar,acoach-cafécarandasleeper.Asingle
locomo=vewouldbeadequatefortheWinnipeg-GrandForkspor=onoftheroute,
haulingthesouthboundtrainintheeveningandreturningwiththenorthboundtrainin
themorning.Thismo=vepowercouldbeprovidedbyeitherVIAorAmtrak.
Anotherop=onisthrough-rou=ngtheWinnipegtrain’sequipmenteastofSt.Paulonthe
EmpireBuilder,insteadoftermina=ngandturningitthere.Thiswouldprovideone-seat
servicetoandfromChicago,dispensingwiththeneedforpassengerstochangecarsin
St.Paul.BasedontheEmpireBuilder’sscheduleanditsequipmentcycle,thiswould
requireoneaddi=onalsetofrollingstock.
114
11.0 APassengerRailwayforCanada’sFuture
Anyplancallingforapublicly-fundedcapitalinvestmentof$5billionwillnodoubtbe
viewedskep=callybythosewhodon’tappreciatethevalueofamodern,na=onwiderail
passengersystem.That’sunderstandablewhenoneconsiderstheextenttowhichVIA
hasbeenallowedtoslidebysuccessivegovernmentsoveraspanofnearly40years.
Therearenoeasyorinexpensivesolu=ons.
Theques=onsthatneedtobeaskedtodayarethesameonesMinisterofTransport
DavidColleneKeplacedbeforetheHouseofCommonsStandingCommiKeeon
Transportin1998:
“WhatistheroleofpassengerrailserviceinCanada?Doweneeda
na=onalpassengerrailservice?Willtherebeagreaterneedfor
passengerrailserviceinthefuture?CanCanadaaffordpassengerrail?
CanCanadaaffordnottohavepassengerrail?”
VIA’sfutureisverymuchindoubtbecausetheseques=onshaveneverbeenanswered
andacteduponbygovernment.Asaresult,ithasneverhadthelegisla=on,thefunding
oreventhemandatetodomorethanjustsurvivefromcrisistocrisis.
ThemeasuresproposedinTheVIA1-4-10Planaren’trevolu=onary.Allthetechniquesandtechnologiesoutlinedherehavebeenemployedbyotherpublicly-fundedrail
passengersystemsinfacingcomparablechallenges.Butthisplancannotsupplytheone
elementthatisnowandalwayshasbeenrequired,whichispoli=calcommitment.
AswasaccuratelystatedinVIA’sown1989reviewofitsfutureop=ons,“Theroleof
passengerrailmustbedecidedinthecontextofalargerpublictransporta=onpolicyand
intheevenlargersocialandeconomicpoliciesofthena=onalgovernment.Becauseof
this,ul=matedecision-makingrestswiththeGovernmentofCanada.”
ThebenefitsofrevivingVIAareeasytocalculate.ThecapitalinvestmentdetailedinTheVIA1-4-10Planwouldgenerateasmuchas$20billionindirecteconomics=mulus,
suppor=ngthousandsofCanadianmanufacturingandconstruc=onjobsthroughoutthe
recoveryphase.
Inves=nginVIAwouldalsobeprudentgiventhehighcostofmaintainingthecurrent,
outdatedsystem.Therenewalofthefleetwouldpayforitselfinlessthan10years
throughthelargeopera=ngsavingsitwouldproduce.Beyondthat10-yearperiod,a
revivedVIAwouldcontributeonanongoingbasistotheeconomic,environmentaland
socialvibrancyofthena=on.Itsimpactonmobilityandproduc=vitywouldbelarge,
especiallyintheQuebec-WindsorCorridor,whereitwouldcomparefavourablywith
investmentsintheothermodes.
115
WhatalsomustbeconsideredisthefactthateverysingleG-7na=onwithwhichCanada
competeshasfullyrecognizedthebenefitsofmodernrailpassengerserviceandis
inves=ngaccordingly.So,too,areemergingglobalpowerhouses,suchasChinaand
India.AsU.S.SecretaryofTransporta=onAnthonyFoxxrecentlysaidregardinghis
country’sambi=ousrailpassengerimprovementprogram,“Thisisnotavisionwhose
=mehascome,butavisionthatislongoverdue.”
WhetherCanadawillbepartofthisenlightenedworldwideembraceofmodernrail
passengerserviceisadecisiontobemadebythenewgovernment.Un=lthen,VIA’s
fatehangsinthebalance.Andtheclockis=cking.
116
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