I'm finally able to provide some specifics on the serviceability of VIA's Siemens Venture trainsets. I've been not-so-patiently waiting - for almost a full year - to be able to see, and now to share, informative and inviolable information. There has been so much innuendo that was incorrect and inane online about just what is interrupting and impeding the implementation of the Ventures. Everyone had an opinion, Everyone had a source. And sometimes they were correct! But surely nothing can be more accurate than primary source information, specifically VIA mechanical delay reports from 2023-2025. This post is the first in a three-part series, with one post for each of the most recent three full years. Watch for upcoming 2024 and 2025 posts.
These mechanical delay reports are tallied in a chronological VIA database comprising HEP, LRC and non-Corridor trains, though this post includes only Venture incidents, which total 632 in three years! Such incidents are usually called in by the locomotive engineers/service managers on the affected train. Siemens Maintenance Technical Advisors and VIA duty Mechanical Technical Assistants are often looped in on the calls as needed. Granted, a delay is not a delay is not a delay, (though ten bucks is ten bucks and Pigs Is Pigs)! Some delays last only a few minutes as a consist is late arriving at the originating station from the maintenance centre. Others problems en route are a quick fix, while still others require returning to the originating station for wye-ing or swapping with another set, or for repairs to be made at the maintenance centre. The delay reports do not provide a timeline for how long sidelined trainsets are out-of-service. Further investigations or work orders are begun. Some units are referred to as 'repeaters' due to multiple reoccurrences of a problem. Since each trainset's units are permanently coupled, an incident with a locomotive, cabcar or single coach can mean the entire set is "cut" - taken out of use and swapped for another, guard set. In 2023-24, a Failure Review Board (FRB) or a Function Mock-up Interface (FMI) were employed to test and/or assess repeat failures.
BRING IN THE CHARTS AND GRAPHS!
VIA provided 31 such pages of incidents, like the one above. Who doesn't like charts and graphs? If you're a visual person, feast your eyes on VIA's Venture Serviceability graph from December 18, 2023 to October 20, 2025 (below). With daily/weekly dates on the horizontal axis and percentage on the vertical axis, the three coloured lines represent three separate, but related, indices:
- Cycling Coverage % (Top/Red) =
The number of trainsets in service and available for guarding
the commercial commitment on the number of trainsets required in service
+ those required for guarding(protection of operations)
- Total Fleet Availability % (Middle/Blue) =
The number of Venture trainsets available for service
the number of Venture trainsets accepted
- BO % (Bottom/Green) =
The number of Venture trainsets currently out of service
the number of Venture trainsets accepted
In an effort to make the graph more readable, I have bisected it and included the 2024 and 2025 segments alone in subsequent posts in this series. It can be seen that all three indices change over time, but not by a lot. The exception is the early part of 2025, when a large number of Venture incidents occurred.
COMPARISON OF CITIZEN-SCIENCE AND OFFICIAL VENTURE SERVICEABILITY DATA
To quantify the data in more useable terms, I tallied the Total Fleet Availability from another VIA-created spreadsheet populated daily from December 2023-September 2024, thereafter to October 2025 on weekdays only. Deciding to use a median, rather than a more-challenging-to-calculate mean, I arrived at a median fleet availability percentage for each month. While accurate within ±3%, the medians may not be absolute figures, but mirror the graph above in relative terms. When the median was below 62%, I calculated a mean (through the disastrous winter of December 2024-April 2025) because I wanted to see just how low the percentages were!
December 2023: median = 87%
January 2024: medians = 77%
February 2024: 87%
March 2024: 77%
April 2024:90%
May 2024: 77%
June 2024: 77%
July 2024: 72%
August 2024: 77%
September 2024: 69%
October 2024: 69%
November 2024: 65%
December 2024: mean = 63%
January 2025: mean = 66%
February 2025: mean = 50%
March 2025: mean = 55%
April 2025: mean = 60%
May 2025: medians again = 65%
June 2025: 65%
July 2025: 69%
August 2025: 77%
September 2025: 72%
October 2025: 72%
My previously calculated serviceability rates for most of 2025. Because I was somewhat guessing that sets unobserved trackside meant they were bad-order or not in use, my percentages are reproducible but several percent higher for each month:
December, 2024: 68%
January, 2025: 60%
February: 62%
March: 67%
April: 67%
May: 73%
June:75%
July:81%
August: 87%
September: 85%
October, 2025: 79%
2023 - THE FIRST YEAR OF REPORTS
To put these VIA mechanical delay reports in operational context, in 2022-23 the Venture fleet was slowly arriving from Siemens' California plant, but only made its first Montreal-Ottawa revenue run in November, 2022. In January, 2023 revenue service resumed, with two sets in use by September in the 'M-O-Q triangle' (it's not a triangle, and geographically it's O-M-Q, so forgive me when I use the M-O-Q abbreviation!) and three by October. With seven sets arrived and five in revenue service, Ottawa-Toronto service was in its infancy in November, with two sets in service here by the end of 2023. The initial Venture set in service here arrived on September 21, and scheduled service started on October 24, nearly 25 months after Set 1 arrived at the MMC. Naturally, with a low number of sets and runs each week, mechanical issues would be statistically fewer.
The first of the 43 Venture incidents reported in 2023 was on March 21, though the majority were reported in the second half of that year. The number of reports quadruples in 2024 to 189, then increases by more than double in 2025 to 400! Here are the reported Venture incidents from 2023, the vast majority occurring on M-O-Q trains until late in the year when Ottawa-Toronto service was initiated. Delays related to training of mechanical and transportation employees were more numerous early in the implementation, perhaps understandably, as fixes that are responses to repeat issues get enshrined in training.
The Venture mechanical delay reports below are listed by date in 2023, locomotive or car number affected, train number delayed, four-letter VIA location codes, reported issue and repair information, system and sub-system in abbreviated form, and length of delay if over 100 minutes. The full unabbreviated systems and sub-systems are listed at the end of this post.
Mar21 - 2202, 26, FALO. No dynamic brake. (PDB,D)
May 2 - 2901, 39, DORV. Wheelchair lift not raising, breaks proximity switch magnets. (D&S,A)
May 2 - 2203, 39, MTRL. Penalty application. Not set up properly. (NMI,H)
May 8 - 2202, 37, QBEC. Not set up properly, HEP to be started no more than 30 minutes earlier. (NMI,P)
May27 - 2902, 24, CSLM. Washroom door issue. Breaker reset at MMC. (TOI,C)
Jun 3 - 2601, 622, SFOY. Unable to store wheelchair lift - door magnet design issue. (D&S,A)
Jun11 - 2302, 39, MTRL. Hot journal light on or dim? Low voltage ground. To be inspected. (SSE,B)
Jun29 - 2301, 35, ASTJ. Layover system left on - engine cooling fault, emergency brake application. (ME,C)
Aug 2 - 2302, 28, MTRL. Locked axle indicator. Brake control unit breaker hit by crew bag. Guard to be added to protect breaker. (MON,G)
Aug 4 - 2602, 35, QBEC. Door not closing. Limit switch broken. (D&S,A)
Aug23 - 2703, 28, MTRL. Refrigerators not working. Known issue with inverter drive parameters. (INT,R)
Sep 2 - 2704, 39, LAUR. 585 alarm - loose bolt in electrical power connection. Concerning. (HEP,C)
Sep14 - 2205, 37, QBEC. Bendix air start mechanism required appropriate grease from Cummins. (ME,C)
Sep22 - NA, 39, QBEC. Setup for cab car operation. Coordination issue. (NMI,P)
Sep26 - 2804, 35, QBEC. No power in car. Replaced I/O module, upgrade to hardware needed (HEP,C), then at CHNY I/O module. Check batch bad serial # (HEP,C) and coffee machines not working. Likely due to HEP dropped. (WS,W) 112 minute delay.
Oct 5 - 2305, 37, MTRL. Stopped on Wellington bridge 20 minutes after departure. Major air leak on piping feeding Knorr CCB2 electronic air brake system. Defective electronic brake valve. (BS,E) 367 minute delay.
Oct11- 2205, 31, MTRL. Engine layover system pump glycol leak on pump pipe/fitting. (ME,W)
Oct15 - 2206, 26, OTTW. Not starting. Diesel engine after cleaning message. (ME,F)
Oct18 - 2206, 38 OTTW. Not starting. Grease and 23mm socket wrench needed to change Bendix gears. (ME,E)
Oct20 - 2706, 39, WELL. Toilets continuously flushing. Reset controllers. HEP was off too long. (TOI,C)
Oct27 - 2306, 26, OTTW. Hot journal bearing alarm, temperature on axle 4L reached 350 degrees C. Reset, temp. probe replaced. (SSE,B) 144 minute delay.
Oct28 - 2303, 633, MTRL. Loco brake on, train-line not releasing in cab car. Loco control valve and CCB2 system to be investigated. Water in comms train-line. (BR,H) 60 minute delay.
Nov 4 - 2306, 29, SFOY + Nov 5 - 2306, 633, MAXV + Nov 5 - 2306, 26, CSLM. Wheel bearing temperature alarm, repeat issue. Replaced R4 probe. (SSE,B)
Nov 6 - 2605, 45, OTTW. No water pressure in cars due to HEP not setup properly, 60-minute timeout, then car goes into freeze/drain mode, "Guideline needed to prevent these issues". (HEP,C)
Nov 7 - 2206, 41, OTTW. Carman unable to start. Insufficient air pressure. (CA,AC)
Nov 8 - 2206, 41, OTTW. Carman unable to start. Layover system still on during startup. Fuel pressure investigated with Cummins. (ME,F)
Nov 8 - 2605, 48, FALO. Pinned left side 'A' end door. No defect found. (D&S,A)
Nov12 - 2805, 43, OTTW. Open door indicator. Repeat issue. (D&S,A)
Nov16 - 2301, 35, SCYR. Trailing 2202 not loading, due to layover mode. (PDB,C)
Nov17 - 2304, 33, PSCH. Cab car door not closing. No defect found. (CAB,G)
Nov20 - 2702, 45, OTTW. Open door indicator. No defect found (D&S,A)
Nov24 - 2905, 43, FALO. Fire alarm in car. 'A' end smoke detector full of dust. (COM,G)
Nov24 - 2206, 668, OSHA. Not loading. No defect found. (PDB,C)
Nov24 - 2302, 43, OTTW. Cab car alarm 559. Reset sequence, reboot Input/Output stations. "There is no official process to raise awareness on Venture fleet special instructions." (PDB,C) 190 minute delay.
Nov28 - 2305, 35, MTRL. Open door indicator. Control circuit interlock on door. (DS,C)
Dec 5 - 2806, 38, OTTW. Lost HEP. Battery charger breaker unclipped from DIN rail then tripped. Pin holding breaker was broken. (HEP,C)
Dec 6 - 2705, 33, DRMV. Steps not closing due to snow. Add'l step brushes added to all cars. (D&S,C)
Dec 6 - 2701, 28, SLAM. Steps not retracting. Step jammed at casing. (D&S,S)
Dec 8 - 2702, 39, MTRL. Delay swapping to Venture Set 5 at Central Station. (NMI,P)
Dec 9 - 2602, 37, SAPO. Bearing alarm on car. Wheel bearing temperature probe replaced. (SSE,B) 114 minute delay.
Dec20 - 2902, 31, DORV. Door open indicator. Door pinned. No defect found. (D&S,C)
Dec21 - 2801, 41, OSHA. Door not closing. Broken screw blocking. (D&S,S)
Dec21 - 2907, 33, CSLM. Wheelchair lift not closing. Closed manually. (D&S,S)
Dec26 - 2203, 35, QBEC. Not starting. Engine flywheel cranked manually, started. Reset engine control breakers. "FMI for starter bendix has been completed by Cummins. Mitigation plan for manual barring of engine needs to be communicated."(ME,C)
SYSTEMS AND SUB-SYSTEMS
VIA classifies each incident by System affected, then specific Sub-System. I've listed these in brackets after each individual incident. Here's VIA's List of Systems (& Subsystems by Abbreviation):
Brake System - A(ctuators), C(ontrols), E(CU), G(eneral), H(andbrake), W(heel-slide).
Cab - G(eneral).
Communication - G(eneral).
Compressed Air - A(ir)-C(ompressor), A(ir)-D(ryer), G(eneral).
Doors & Steps - A(ccess Doors), C(ontrols), D(oor/Step Controls), S(teps), V(estibule and End Doors).
Electrical - B(attery), G(eneral), T(rainline).
Head End Power system - A(lternator), C(ontrols), T(rainline).
HVAC - C(ontrols), Cool(ing), H(eating).
Interiors - G(eneral), R(efrigeration).
Lighting - G(eneral).
Main Engine - C(ombustion)-A(ir), C(ontrols), E(ngine), F(uel System), L(ub. Oil System), W(ater -Cooling).
Monitoring System - G(eneral).
Non-Mechanical Issue - H(uman), P(rocess).
Propulsion & Dynamic Braking - A(lternator), C(ontrols), D(ynamic-Braking), M(aster-Controller), T(raction-Motor).
Safety System, Equipment & Tools - B(earing-Temperature-Monitoring), C(rew-Alerter), G(eneral).
Toilet System - C(ontrols), F(reeze-Protection).
Trucks - G(eneral), S(uspension), W(heel-Sets).
Water System - G(eneral), W(ater-Raising).
The most commonly problematic systems and sub-systems in 2023:
D&S(all), HEP(C), NMI(P), PDB(C).
Since this first year of Venture mechanical delay reports is the first (and smallest!) of all three years I'm presenting, I'm adding some extra material pertinent to all three years below: definitions plus miscellaneous background information.
SOME TERMS USED IN THE REPORTS
Please keep in mind that I am none of the following: diesel locomotive mechanic, passenger car technician, nor electrician. Google gave me the following capsule descriptions of some issues and abbreviations I'd never heard of. They may or may not be specifically relevant to Venture and Charger locomotives issues.
- Barring engine - A Cummins engine is "barred over" (manually rotated) using a specialized barring tool inserted into the flywheel housing to engage the ring gear.
- Bendix gear - Replacement of a Bendix gear (starter drive) involves removing the starter motor, disassembling the housing, and replacing the drive pinion, often requiring a new retaining ring.
- Brake Control Unit (BCU). Knorr's CCB2 computer controlled brake is a microcomputer network-based system that provides faster response for full automatic and independent brake control on freight and passenger locomotives.
- Central Control Unit (CCU) - Controls the drives for all connected axes and also establishes the technological links between the drives and/or axes.
- Decelostat - Originally developed by Westinghouse, a wheel-slide detection system used to prevent over-braking.
- Derogation - An exception to a procedure, allowing problematic cars or equipment to remain in service. Derogation is provided for mechanical issues with condemned doors, ventilation, failed leakage test, handbrake not releasing, and hot journal sensors where probes are damaged and the engineers instead rely on wayside detectors to provide readings en route. Either known or new issues, it is expected that further investigation or repair the issue requiring derogation to complete a run or reach a maintenance centre.
- DIN rails (Deutsche Institut fur Normung, which translates loosely as German Institute for Standards) - Interior mounting rails used to hold small electrical components such as breakers and relays.
- Double Sliding Steps (DSS) - Sliding-plug side doors with trap doors and retractable low-level entry steps for high- and low-level platform access:
- Functional Mock-up Interface (FMI) - An open and tool-independent standard for exchange of models between tools.
- Human-Machine Interface (HMI) - A user interface that connects a person to a machine, system, or device, acting as a bridge to monitor processes through hardware and software.
- Input/Output (I/O) Modules - Form the interface between the controller and the process. The controller detects the current process state via the connected sensors and actuators, and triggers the corresponding reactions. This may be the 'central computer' installed in one of the coaches in a Venture set, not in the locomotive.
- Kips - A means of measuring wheel impact loads and triggering an alarm in the locomotive. (1 kip = 1,000 pounds.)
- Megger Test - An insulation resistance test on a transformer and a crucial maintenance procedure used to check the insulation integrity of the windings against the ground and between windings to prevent insulation breakdown, moisture ingress, or contamination.
- Multi-Vehicle Bus (MVB). A robust, high-speed, serial communication network. It connects critical, real-time devices like brakes, propulsion, and doors within a train, utilizing redundant lines and master-slave scheduling to ensure high reliability in harsh environments.
PROBLEMS WITH ICE AND SNOW
In the winter of 2024-25, in consultation with Siemens, VIA operated sets locomotive-first due to ducts ingesting snow, turning to ice and water on various components. The reports mention the following equipment incidents involved water/ice incursion issues, understandably primarily during winter months:
- Steps not closing - snow
- Galley floor drain - blocked by ice
- HEP loss/engine shutdown - hitting snowdrifts
- Step cavities - snow
- Parking brake - water ingress
- Brake resister blower - ice
- Decelostat brake valve - water
- Brake pressure switch conduit - water
- Trainline receptacles - water
- Underframe electrical equipment box - water
- High voltage cabinet - water
BROKEN WINDSHIELDS
Also in the winter of 2024-25, several cab cars experienced broken/cracked windshields, including: 2303, 2311, 2318; also locomotives including: 2205, 2222. Such cracks prohibited units from leading, requiring cutting trainset or wyeing. In October, 2025 at the TMC (above), 2320 was in Extreme Makeover - Windshield Edition. Not to mention fogging and distortion on non-cracked windshields, perhaps due to installation and all due to moving between warm and cold air.
GARNERING THE DATA FOR THESE THREE POSTS
This post may just look to some like a huge misuse of time on my part. Looking at an apparently unreadable VIA spreadsheet, requiring extensive enlargement and a sojourn amidst scrolling across several screen-widths, and for what? The columns being so spread out, with date and train number at the far left, repair and resolution at the far right made it quite a challenge. First, I ventured to view the Venture delays, separated them from Skylines and LRCs, RDCs and HEPs, F40s and P42s. Then, writing down the date, train number and location codes, I could scroll down, then across, to find details on the next scroll-through. Scribbling them in a scribbler, I scrolled yet again down through the spreadsheet, making targeted stops. Trying to summarize the information recorded in point form into a useable and consistent format, then gathering the systems and sub-systems and abbreviating them to a common format for later tabulation. Spanning tens of pages, it was then time to type out each of the hundreds of lines using a ruler to avoid transcribing part of the next one by mistake. My top speed was one report/line transcribed per minute, so for 600 that's ten hours just performing that one function! But if one person gets any use at all out of it, it has not been a waste of time. In fact, I believe people do what they want to do. And I actually enjoyed the process and its results, and hope you will, too!
Running extra...
Well, not when I was there they didn't. New York City Metro M3 cars at Kingston's VIA station? Early drone photography doesn't lie, does it? I must have been in school that day.
Definitely not-poseurs travelling from Winnipeg to Vancouver on the Canadian in a balanced video.
First past the post...
Thanks to my perilous pickleball posse paddlers: Alison, Karen and Paul. Challenging court coverage, devastating dinking, powerful punches and death-defying digs characterize our matches. Oh, and pain. It's tempting to watch YouTube how-to videos on this ultimate 'geezer game' but don't do it. There's no indication these people actually play the game. You know, those who can do, those who can't teach, and those who can't teach teach Phys Ed!
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