Nine Conclusions from VIA Venture Mechanical Delay Reports and the VIA/Siemens TSSSA

A prime motivation for my viewing, reviewing and sharing three years of Siemens Venture incidents was to 'peek behind the curtain' of how the Venture implementation is going. As I waited for the information, I heard an increasing drumbeat of 'the Ventures are crap' via several social media sources. Was that true, and if it was, is it still true?

I approached the delay reports as an interested bystander with a layman's view. Yes, I'm obviously a rail enthusiast; I have no business connection or personal stake with VIA. I just like watching the trains roll by! We're all taxpayers and potential passengers, so we all have some stake in the Ventures' success. But purveying any positivity toward 'the Ventures are crap' proponents precipitously gets one painted a VIA apologist* - which I am not! (*noun - a person who argues in defence of a controversial, unpopular, or debated doctrine, policy, or belief, often regarding religion or politics).

But first, a message from our sponsor, The Apology. I'm not an apologist, but is it too late to 'pologize? Too laaaate....I apologize if you came to Trackside Treasure to wallow in 1980s nostalgia and instead you're drowning in VIA Ventures week after week. Like March Madness, it's Venture VIAcissitude! The stream of consciousness for these mechanical delay reports has now reached the waterfall scene like in Last of the Mohicans, so let's take the plunge!

From that position of objectivity, I've come to nine conclusions drawn from the elephantine emergence of evidence evinced by the mechanical delay reports. Here's what I came up with:

1. The mechanical challenges of the Siemens implementation have not been insignificant: 

• a significant learning curve for Mechanical (shop), Transportation (running trades), and even OTS (On-Board Services) crews.
• the use and amount of 'black-box' technology in the Ventures has surpassed that of any other VIA fleet.
• there ARE certain problematic components, such that VIA started using the term 'repeater' as a shorthand description in the reports
• derogation of door, brake and control issues over several runs or days is deferred maintenance purposely deferred.

2. Some of the recurring issues would be seriously inconvenient to crews and passengers alike:

• recurrent Hot Journal/Locked Axle/Air Suspension alarms.
• sets unable to start at originating station or maintenance centre, or suddenly losing power.
• unforeseen rain and ice effects on components.

3. The bidirectionally of the Ventures can be a mixed blessing:

• the recurrent issue of broken windshields, while posing a safety hazard and making that unit inoperable, did not result in the set being cut because if it could be wyed; once wyed, it could be operated from the opposite end (loco/cab car). 
• the method of switching operating control between the two ends has been problematic.

4. Attempts to reach CN-friendly axle counts and J-training of two Venture consists can also be a mixed blessing:

• trainlines have to be connected properly and flawlessly.
• delays to J-training at maintenance centres can delay on-time departure from originating station.

5. VIA's service and operational processes have not been well-tuned to the Venture implementation issues:

• run-through trains operating across two or more Corridor legs mean that mechanical delays can have follow-on effects for the next leg. 
• mechanical problems at maintenance centres (that VIA deems last-minute)  delay placement of sets at originating stations like Toronto and Montreal.
• semi-permanent coupling within the trainset means removing a problematic car does not happen.
• problems starting locomotives at end-points like Sarnia, Ottawa and Quebec have the same effect.

6. The number of incidents increased directly proportionally to the increasing number of sets in service:  Two examples, for the years 2023-->2024-->2025:

• all Brake System/Sub-system incidents increased 3-->35-->89.
• all Doors & steps Sub-systems incidents increased 12-->42-->98. 
• in many other Systems, the learning curve seems to have fortuitously flattened that line.

7. Complicating the assessment of that linearity, it's not clear to me that VIA's classification of incidents under various System/Sub-System headings is consistent. If it's not consistent as I suspect, the absolute number of incidents may not be a reliable indicator of serviceability trends. Systems and Sub-Systems increasing or decreasing as classification changed (i.e. SSE(B) markedly decreasing, BS(W) markedly increasing over the three years.

8. Some commenters cite the 'bathtub curve' for new equipment implementation. That is, high number of incidents upon introduction, curve dropping during early- and medium-term, then increasing again as the fleet ages and age-related problems increase. We are so early in the implementation that I think VIA has only just dipped its big toe into that bathtub. Remember, VIA is completely changing the bathwater - LRCs must disappear in less than a year, and Corridor HEP equipment must also disappear as Ventures reach full 32-set Corridor coverage. A smooth implementation was to allow complete fleet replacement in 2025; it will not happen now until at least 2026.

9. But let's not throw the baby out with the bathwater - there has to be some positivity:

• toilets have been thankfully unplagued (dare I say unplugged?) unlike those on the Canadian's HEP equipment!
• the training and experience Mechanical, Transportation and OTS crews have likely mitigated the effects of recurrent issues that they can handle without asking for support from VIA or Siemens.
• without CN-imposed crossing speed reductions, there would have been better OTP therefore increased time at terminals to deal with issues that caused delays due to last-minute servicing.
• most passengers really like riding Ventures - for their newness, the ride, the amenities, the bathrooms the size of Carnegie Hall, but mainly I think for their potential and the optimism for VIA's future that they represent.

THE VIA/SIEMENS TSSSA

Why this post has the longest-ever post title in Trackside Treasure blogging history! Having recently publishing the Venture mechanical delay reports, it's worth also publishing the conditions under which Siemens is supporting VIA's Venture implementation. The agreement between the two parties is called the Technical Support and Spares Supply Agreement (TSSSA), and was signed back in 2018 as part of VIA Rail Canada's Corridor Fleet Renewal Program. It is separate from the Manufacture and Supply Agreement that was also signed and came into effect around the same time. (I suppose that agreement says 'we will deliver this many trains by this date and all the bells and whistles will work.)

Sections 5-8 of this agreement include the details of Maintenance provided by Siemens, "the Supplier", with VIA Rail Canada being "the Owner". Siemens agreed to work in collaboration with VIA towards its goals and targets in Trainset maintenance. Siemens also agreed to provide Maintenance Facility Technical Support Personnel, to ensure successful, smooth [!] introduction of the fleet of Trainsets, without adversely affecting VIA's existing operations. Highlights are presented below.

The maintenance philosophy was agreed-upon as one of Reliability Centred Maintenance (RCM) and Condition Based Maintenance principles. Each party's responsibilities were set out in the Responsibility Matrix [coloured table below in this post]. Siemens was to develop and implement a maintenance plan in collaboration with VIA, considering the Train Plan for the Trainsets, allocation of responsibilities and utilization of Maintenance Facilities.

MAINTENANCE PLAN

The Maintenance Plan's tenets:

• maximized intervals between maintenance interventions, considering the basic maintenance needs for the Trainsets to operate in a safe, reliable manner in compliance with regulatory requirements.
• an average annual mileage of 200,000 miles per Trainset will be used for the purpose of Siemens maintenance planning. 
• the use of automatic self-check and self-diagnosis systems of critical functions
• a maintenance/cleaning strategy with most routine work taking place outside the Train Service Timetable.
• short turnaround times for maintenance, overhaul and unplanned repairs. 

The Maintenance Plan, based on mileage or time intervals supported by RCM analysis is capable of being performed in available Maintenance Windows. The structure of the Maintenance Plan provides:

• a proposed life cycle maintenance schedule and list of maintenance activities.
• a summary of proposed maintenance activities to be undertaken by VIA, including labour hours and material required to undertake each planned maintenance activity.
• a summary of Failure Repair (Unplanned Maintenance) activities to be undertaken by VIA, based on Siemens' experience with similar-sized fleets, predicted failure rates, hours and material required.
• mileage, time or condition-based criteria for maintenance of the Trainsets.
• coordination for the servicing of VIA's current non-Corridor trains as well as the Trainsets.

Trainset Utilization: For everyday Passenger Service, 28 Trainsets will be required. With four Trainsets not required for daily Passenger Service, three will be held at strategic locations to be available as operational service spares [guard consists]. This number represents 96.8% of the Trainset fleet as specified in the Technical Specification.

 MAINTENANCE CENTRES

Maintenance Windows for current Corridor trains are based on the following network operational demands:

• network operational hours of 0500-2359 Monday-Sunday.
• Maintenance Facilities are operational for train maintenance 24/7/365.
• Maintenance Facility shift patterns are generally three eight-hour shifts daily, varying depending on departure and arrival of trains.
• overnight off-peak and shut-down hours where Corridor trains are released for maintenance from 0000-0500.
• allocation of current Corridor trains to the cycling plan, ensuring that each Corridor train is routed to the appropriate Maintenance Facility at intervals required by VIA's Maintenance Program. 
• current Maintenance Windows are subject to change, with VIA and Siemens jointly developing a coordinated utilization of the Maintenance Facilities. 

Maintenance Facility shift team utilization is currently planned for safety inspections to be performed overnight and on weekends, with heavy repair work and preventative maintenance work performed on day and afternoon shifts. VIA will consider modifications to this arrangement.

Maintenance Facilities are located in Montreal - VIA's Montreal Maintenance Centre (MMC) located at 201 Ash Avenue and Toronto - VIA's Toronto Maintenance Centre (TMC) located at 50 Drummond Street. Maintenance activities are centralized at MMC with TMC primarily used for servicing activities. VIA also performs servicing activities at certain Layover Facilities, the locations of which do not appear in the agreement. Siemens will collaborate with VIA to finalize specifications and design of modifications to Maintenance and Layover Facilities. Siemens will be able to review and comment on design construction.

Siemens will procure and deliver all Maintenance Facility equipment, with VIA undertaking construction and installation work for that equipment. Title of such equipment will transfer from Siemens to VIA once VIA accepts delivery at its Facilities. VIA will be responsible for operation, maintenance and warranty support for such equipment. Once Maintenance Facilities are modified and equipment installed, Siemens will be further required to certify VIA's construction, installation and operation of facilities/equipment aligned with Siemens' Maintenance Plan. 

SIEMENS MAINTENANCE RESPONSIBILITIES AND SERVICES

• ongoing technical of VIA's trainers (skills transfer).
• all technical support, including design authority, configuration control and change management, authoring and revision of vehicle maintenance instructions and manuals. 
• technical expertise for fault-finding.
• technician resources to provide guidance and support for more complex technical repairs related to poor-performing Trainsets [repeaters].
• training and support for VIA's Mechanical Technical Assistants.
• technical expertise for investigations, performance monitoring and fleet improvement programs.
• development of maintenance and component overhaul program
• planning for Trainset Mid-Life Rebuild [!] if needed.
• materials management and procurement.
• all materials and spares required.
• management, updating and control of the TSSSA Library, all drawings and documents related to Trainsets.
• labour to undertake component overhauls, with all component overhaul activity occurring off-site from VIA facilities.

VIA MAINTENANCE RESPONSIBILITIES

VIA is responsible for performing routine maintenance activities with VIA personnel, including:

• all scheduled maintenance, daily inspection, servicing and preparation for service actives. This includes simple corrective tasks (minor defects) arising from these routine activities.
• provision of labour for unscheduled maintenance.
• providing of labour and resources to undertake on-site technical repairs related to Excluded Matter Damage (damage caused by Corridor Infrastructure within agreed-to parameters, or a breach by the Infrastructure Owner of its track maintenance obligations, not just fair wear-and-tear or minor damage.)
• day-to-day maintenance planning with Siemens.
• managing, updating and control of the inspection records.
• Trainset cleaning, daily and periodic, interior and exterior.
• management and supervision of VIA staff at Maintenance Facilities.
• management of quality and safety management systems.
• provision and upkeep of Maintenance Facilities and equipment.
• movement of Trainsets at facilities and associated yards.
• labour to remove and and replace Trainset components, not including fleet wide modifications initiated by Siemens.
• rescue of disabled Trainsets.

RESPONSIBILITY MATRIX

This Responsibility Matrix in the TSSSA provides details and further delination of VIA and Siemens resonsibilities, thought not limited to activities listed in the matrix (two activities show redaction):

Siemens provides Technical Support Services on-site at Maintenance Facilities, on-call technical support 24/7/365 and Mechanical Technical Assistants also on-call. Siemens will also audit VIA's maintenance activities to ensure the Trainsets are being maintained in accordance with the Maintenance Plan. Siemens and VIA are responsible for a continuous improvement process to improve Trainset availability and reduce maintenance costs. Siemens provides replacement wheel sets when wheel sets reach their condemning limit. Not included are diesel fuel, Diesel Exhaust Fluid, sand, crew kits shop supplies, windshield washer fluid and radios.

Costs for various eventualities are covered in the agreement, along with some complex accounting formulas, though these are beyond the scope of this post. Dollar figures and specific language in the agreement that is protected by Access to Information legislation has been redacted, primarily financial,  commercial, scientific or technical information that is confidential, supplied by a  third  party; information  the disclosure of which could reasonably be expected to result in material financial loss or gain to, or could reasonably be expected to prejudice the competitive position of, a third party; or information the disclosure of which could reasonably be expected to interfere with contractual or other negotiations of a third party.

Passenger Experience Availability is the proportion of time for one year to the nearest 0.2% during which Trainsets are running without Passenger Experience Failures (PEF's) which are faults attributable to a Trainset or the performance/non-performance of Services by Siemens that result in a Trainset losing functionality for more than five minutes. One or more PEF constitutes the PEF Duration. 

A PEF that results in a Cancellation of a service is a Service Affecting Failure (SAF). Trainset Reliability is the Mean Distance Between Service Affecting Failures (MDBSAF) calculated to the nearest 500 miles, calculated by dividing the SAF's in twelve months divided by the total miles travelled in a year. SAF'S have financial deductions assessed by the owner. For example, Cancellation or Withdrawn Trainset $20,000 reduced by $10,000 if another Trainset can be made available. For a delay of 1-24 hours a sum of $10,000 is assessed, reduced by $5,000 if another Trainset was made available, all up to a maximum of 20% of the total Service Payments made to Siemens in a calendar year.

Sample calculation for Passenger Experience Failure Duration

...and we'll end there before we get into the very involved calculation formulae, since the actual dollar amount attached to each one is redacted, anyway!

Running extra...

This week, VIA began adding buffer cars to LRC consists, as a result of inspections last September that revealed structural integrity issues. (I'm tracking the fleet status in this living post.) We have seen this movie before. The HEP fleet also had the buffer car treatment in October, 2022. The HEP fleet was representatively tested and VIA found it could mitigate the risk. Whether VIA will do the same with cars that have ten months before their hardline retirement date remains to be seen. LRC = Lengthy-Redundant-Consists.

In the first paragraph of this post, I used the words 'social media'. In light of this week's US jury verdict on Facebook's addictiveness, I must admit I don't miss it and its inherent doom-scrolling, er, dumb-scrolling. Let's go to Reddit - the best social medium out there? But wait! Someone posts a pithy post about a serious VIA issue = 3 comments. This week, someone posted a photo of the vegan bacon for breakfast on the Canadian = 75 posts in two hours! COMING NEXT MONTH to Trackside Treasure a new sub-section called Bacon Bits: How do you like your bacon, crispy or chewy? Two hours after posting on Reddit...Absolute Intelligence?

Video watch:

• Part 3 on the Canadian: Prime rib...yum, and Edmonton station...yuck.
• They say model railroading is dying. It may not be, but it does live on in a funeral home!
• Renaissance car testing with interior views, likely between Montreal and Ottawa. Still view of VIA 6905 and three test cars in original scheme, likely summer 2000 at Alexandria, ON:

First past the post...

I'm going to dedicate this post to all those VIA crews I've mentioned, especially those in the cabs, who have been on the pointed end of the Venture implementation over the past three-plus years, not to mention the procurement and New Generation Equipment era that led to it. I don't have to be a human factors specialist to know this process has been needlessly fatiguing a lot of the time. Stay safe out there!