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  1. Sure but they were over leveraged before Boeing made their move with problems in their other divisions that had noting to do with Boeing.
  2. The Bombardier-Siemens merger didn't happen in the same context as today. Back then it didn't look like Bombardier was at risk of going out of business so the net effect of that merger would have clearly been fewer competitors in the market. Today the context is a bit different, with Bombardier risking financial ruin in a few years and not really any more assets to sell to avoid it the probability is there would be less competition whether the EU allowed the merger or not. I'd bet the railway maintenance and operations is the big carrot for Alstom. Bombardier seems like it's been selling off the best pieces first, analysts have pegged that as more profitable than business jets which seems to be about the last big piece. Well, they've had trouble delivering to NYC, just like Toronto and elsewhere. I actually don't think it's management trying to make a cash grab, I think it's management trying to save the company but doing so in a way that cannibalizes the best long term revenue potential. That I would describe as desperate and incompetent. Just like the everything around the C-Series/A220. If it was a normal publicly traded company where shareholders truly had control the management team would have been ousted long ago. I really liked the C-Series program but was turned off investing in the company because of incompetent management and no evidence that anything would change.
  3. It's hard to say now that they're no longer publicly traded because quarterly metrics and public disclosures aren't as important. I have heard they've made changes to the RBC/WestJet Mastercard that make it less attractive. It could be an indicator that they might be looking to wind down their in-house rewards scheme. Given that some sort or rewards scheme is the norm for anything but the ULCCs and that WestJet probably has it's sights set on being a more conventional international carrier it wouldn't surprise me if they join Sky Team.
  4. The nuance might be the data to generate a report -- the information you seek -- may indeed exist but that may not be a report normally produced so you have to ask. Data and information aren't the same thing. I can't say that's the reason in this case but I'm just throwing it out as a suggestion why the information you seek isn't already available.
  5. I'd imagine it will be cleaned up pretty quick. The CP line was reopened within a day, before the fire was even out after the oil train derailed in Saskatchewan a few weeks back. It doesn't seem like the TSB is too concerned with preserving the scene after rail accidents. That itself may be something to be concerned about but it won't change today.
  6. Via is showing an estimated departure of 8AM for #2, presumably tomorrow. I'm surprised they didn't aim for a departure this evening.
  7. It won't be 41 hours late arriving. As of Boston Bar it was just over 30 hours late and gaining time, likely arriving around noon Vancouver time or about 26 hours late. CN did a pretty good job clearing the way for it to high ball and make up time. Train #2 is scheduled to depart at 3pm today. Assuming there isn't an extra set of equipment I'm guessing it could depart not much later than schedule. Normally it turns in 2 hours in Winnipeg where they change crew, bring on supplies, add water/remove waste, add fuel to the locomotives, do minor repairs, etc. Add a couple hours to do a bit more thorough cleaning of the cars and maybe some mechanical inspections. Actual arrival/departure times of Via #1 departing Toronto on December 18.
  8. Assuming Via is running the consists with 3 locomotives and they had to leave one behind there would still be 2 providing HEP however there is no backup should another locomotive fail. Heading into northern Ontario without backup is risky. Remember 2 years ago when a Via train broke down near Spy Hill Saskatchewan leaving the train without heat the passengers were taken to a community center in the town. If that happened in middle of nowhere Ontario it would have been a much worse outcome. I assume Via opted for the wise choice of safety over schedule choosing to send replacement locomotives. And for Shaun, Toronto is much, much closer to Sudbury than Winnipeg is.
  9. We literally don't have any information on suspected causes so it's awfully premature to be discussing more oversight of maintenance procedures and track maintenance. We'll have to wait for the TSB to start analyzing the data they're currently collecting. Without more information it's just as likely to have been a moose running into the side of the train as a maintenance issue.
  10. It generally seems like via stations end up where it's convenient to the rail line, not necessarily where it's convenient for passengers leaving passengers to adapt. Saskatoon's Via station is practically inaccessible by public transit and is difficult to get to from most parts of the city even with a car. Sudbury Jct station isn't near the city of Sudbury or municipal transit. Winnipeg works out nice because the rail line still skirts downtown. With very infrequent service and a small number of passengers getting on and off each train it's hard to justify investing in connections to municipal transit. Contrast that with say Kingston where the station is in the middle of nowhere but trains are frequent enough with many people using it for commuting rather than long haul and it makes sense to have a bus route or two touch the station every hour. There may be some functional merit in locating the Edmonton Via stop near the Bellvedere LRT station but there really isn't a business case or political will to spend money it would cost to make a change.
  11. Unless that initiative funds the addition of another track crossing the river in the north end of the city I can't see it contributing to improved fluidity of the Canadian through Edmonton.
  12. I don't think the yard is the bottleneck, I think it's mostly the single track bridge between the yard and Sherwood Park combined with the fact that there's just lot of rail traffic through that bottleneck. Saskatoon has a similar configuration with a single track bridge on the main line just east of the yard but with less traffic converging and a station in the yard. Every time I've been on the Canadian it's spent some time waiting to cross that bridge in either direction, anywhere from 10 to 45 minutes. In Winnipeg where there is a double track bridge just east of the station Via is often delayed due to congestion. I have little doubt the single track bridge in Edmonton is a significant contributor to delays there. Technically the station in Edmonton is not in the yard, it's south of the yard across the Yellowhead, adjacent to the former airport. It was supposed to be a transit hub until Greyhound shut down service. It's not a bad location all things considered, it's just that it shares a really busy rail line with lots of freight traffic.
  13. I would guess from the trains 1 and 2 currently enroute and several hours late after passing through Edmonton that no, it's not much better than before.
  14. Followed the Canadian on https://tsimobile.viarail.com recently to see if it was (for a change) managing to keep it's schedule during the CN strike when there was less traffic on the network and noticed there seems to be a track at the south edge of the yard from one end to the other that Via uses that makes up part of the wye at the station. Previously I recall arriving in Edmonton from the east a few tracks north then backing in to the station moving over a couple tracks. So I think it's in place but it seemed like eastern edge of Walker yard (East of Fort Road) and through Cloverbar are still bottlenecks. There is the single track bridge where traffic converges from Wainwright sub/main line and the line to Camrose sub to Calgary and also the Vegreville sub converging just east of Fort Road where it's still only double track before the yard. There's a good illustration on the Canadian Railway Atlas.
  15. Their plans may not require the capacity. I'm purely speculating. They may have a number of wide bodies due for heavy maintenance that will take them out of service and need some capacity. In 5-6 year WestJet will have several Dreamliners of their own plying the same routes taking market share from Air Canada hoovering up any new demand. Or they just stumbled across an opportunity to get some spare capacity for a low price.
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