Wildlife Collisions Dominate VIA Rail's Incident Reports Over Eight Years

Government Files is The Canada Report’s public-records analysis series examining government documents obtained through Canada’s Access to Information (ATI) and provincial Freedom of Information (FOI) laws. These transparency laws allow members of the public to request internal government records from federal and provincial institutions. This article reviews documents released through those processes and summarizes what the records contain and what they show. While we strive for accuracy, this article represents an analysis and interpretation of the source material. For complete accuracy and full context, readers should review the original documents, which are available in full below.

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When Canadians board a VIA Rail train, few consider what obstacles might appear on the tracks ahead. But internal incident records spanning 2017 to 2025 reveal a railway system locked in a constant struggle with the natural world—and the human one.

An Access to Information request produced VIA Rail's comprehensive incident register, documenting thousands of reported events across the country. The records paint a detailed picture of the daily challenges facing Canada's national passenger rail service, from moose wandering onto Prairie tracks to trespassers in urban corridors, from signal malfunctions to equipment failures.

The Wildlife Challenge

The single most striking pattern in eight years of incident data is the overwhelming prevalence of wildlife strikes. Hundreds upon hundreds of entries document trains colliding with moose, deer, turkeys, bears, geese, and other animals. On some days, multiple trains reported striking wildlife on different subdivisions across the country.

The incidents span every season and every region where VIA operates. In January 2017, Train 1 struck a moose at Poilu on the Caramat subdivision, damaging the right side ladder. In September 2025, Train 15 hit a moose at Mile 130 of the Newcastle subdivision. Between these bookends lie countless similar entries.

Moose strikes appear particularly common on subdivisions in Quebec, Ontario, and the Maritime provinces. The animals are large enough to cause significant locomotive damage, frequently breaking ditch lights, mirrors, and windshields. Train 603 struck a moose at Mile 184.4 on the St. Maurice subdivision in February 2022, causing damage to the lead unit. In October 2021, multiple trains struck moose within days of each other.

Deer present an equally persistent challenge, particularly in southern Ontario and Quebec. The frequency of deer strikes increases noticeably in autumn months, corresponding with mating season when animals are more active near tracks. Wild turkeys emerge as an unexpected hazard, with dozens of documented strikes causing surprising amounts of damage despite the birds' smaller size. Turkey strikes frequently damage headlights, mirrors, and windshields.

Trees and branches represent another constant challenge, particularly during spring storms and winter weather. Multiple entries document trains striking fallen trees, overhanging branches, or debris from wind events. The Christmas 2022 Ontario-Quebec storm generated a cluster of tree-strike incidents across multiple subdivisions.

Human Encounters: The Trespasser Crisis

Behind the clinical language of incident reports lies a grimmer reality: dozens of trespasser incidents, many of them fatal. The records document people struck by trains at crossings, walking along tracks, or in some cases deliberately entering railway property.

Trespasser fatalities appear throughout the register with tragic regularity. In January 2017, Train 73 fatally struck a male trespasser at Tecumseh. In May 2022, Train 60 was involved in a trespasser fatality at Mile 179.3 on the Kingston subdivision. These incidents occur in both urban and rural settings, at all times of day and night.

Some entries reveal particularly concerning patterns. Multiple incidents document passengers who jumped or fell from moving trains. In March 2018, a passenger jumped from Train 1 at Wainwright. In September 2021, a passenger jumped from Train 002 at Parry Sound. The human cost behind each terse entry is immeasurable.

Recent incidents involving wildlife collisions have raised concerns about train safety, echoing the disruption caused by the Scarborough train collision during a snowstorm, which halted VIA Rail service and closed roads.

Crossing accidents where trains strike vehicles at public crossings appear regularly throughout the records. These range from minor property damage to serious collisions. In September 2017, Train 97 struck a vehicle at Mile 26.79 on the Grimsby subdivision. In October 2025, Train 603 struck a transport van.

Signal Drops and Technical Issues

Beyond wildlife and trespasser incidents, the records reveal the technical challenges of operating a complex rail network. "Signal drops"—instances where signals unexpectedly display stop indications, causing trains to make emergency brake applications—appear hundreds of times throughout the register. These events, often noted as "Technical 439" violations (referencing the relevant Canadian Rail Operating Rule), occur across all subdivisions and all seasons.

Signal drops can happen for various reasons, from equipment malfunctions to weather interference to issues with the signalling system itself. While most result in no injuries or damage beyond wear on brake systems, they represent disruptions to service and potential safety concerns. The frequency suggests ongoing challenges with signal reliability across the VIA network.

Speed violations, both critical and non-critical, appear regularly in the records. Some involve trains slightly exceeding posted temporary speed restrictions. Others document more serious violations where trains entered reduced-speed zones at substantially higher velocities. In January 2024, Train 73 committed a critical speed violation at Mile 59 of the Chatham subdivision. In April 2025, Train 645 exceeded speed requirements at Mile 270.4 of the Kingston subdivision.

Switch run-throughs—where trains or locomotives pass through switches not properly aligned for their movement—occur with concerning frequency, particularly in yard environments. These incidents typically occur during shunting operations, equipment moves, or when crews misunderstand track routing. While many cause no damage, they represent operational failures that could lead to derailments under different circumstances.

Equipment-Specific Patterns

The records reveal interesting patterns related to specific equipment types. Starting in 2024, a new category of incidents emerges: reports of "windshield distortion" on Siemens Venture trainsets, VIA's new fleet. Multiple entries document locomotive engineers reporting visual distortion through locomotive and cab car windshields, sometimes described as causing eye strain or difficulty focusing.

These windshield issues appear consistently from early 2024 through 2025, suggesting a systemic problem with the new equipment rather than isolated defects. The reports come from different subdivisions and different units within the fleet. Engineers on Train 37 in August 2024 reported windshield distortion on cab car 2311. In January 2024, an entry notes locomotive engineers experiencing headaches and difficulty seeing out of Charger locomotives and cab car windows.

Older equipment presents its own challenges. The Renaissance fleet cars, P42 locomotives, and F40 locomotives that formed VIA's backbone for decades show patterns of mechanical issues. Brake fires from stuck brake shoes appear periodically, particularly on older coach equipment. Electrical fires in equipment cabinets occur occasionally. Bearing failures on locomotives and cars necessitate setting off equipment en route.

Geographic and Seasonal Patterns

The Kingston subdivision between Toronto and Montreal emerges as the busiest corridor in the incident records, which makes sense given it carries the bulk of VIA's service. Incidents of all types—wildlife strikes, trespasser encounters, signal drops, speed violations—appear more frequently on this route simply due to the volume of trains operating.

The Drummondville, St. Hyacinthe, and Alexandria subdivisions in Quebec show high wildlife strike rates, particularly for moose and deer. The Chatham and Dundas subdivisions in southwestern Ontario appear frequently for similar reasons, with notable turkey strike activity.

Western subdivisions including the Rivers, Wainwright, and Ruel routes show wildlife patterns dominated by larger animals—moose, deer, and occasional bears. The more remote northern routes like the Churchill line and White River subdivision document wildlife encounters but fewer trespasser incidents, reflecting lower population density along these corridors.

Seasonal variations are apparent in the data. Winter months see increased tree-strike incidents during storm events. Spring brings flooding-related track protection issues and increased wildlife activity. Autumn shows elevated deer strike rates during mating season. Summer months document more trespasser incidents, possibly related to increased outdoor activity and tourism.

What's Not in the Documents

While the incident register is comprehensive, it excludes the category specifically requested: mechanical failures and breakdowns. The requester noted they were looking for railway events like accidents and on-track incidents, excluding mechanical issues. This means the register likely understates the full scope of operational challenges VIA faces.

The entries vary in detail. Some provide specific milepost locations, unit numbers, and damage descriptions. Others offer minimal information—"struck debris," "signal drop," "wildlife strike"—without elaboration. The most serious incidents, particularly trespasser fatalities and derailments, sometimes reference investigation numbers but don't include investigation findings or root cause analyses.

Cost information is completely absent. How much does each wildlife strike cost in locomotive repairs? What's the financial impact of signal-related delays? How much does VIA spend responding to trespasser incidents? These economic dimensions remain hidden from view.

The human element beyond bare facts is largely absent. Incidents involving passenger or employee injuries note transport to hospital or work-related impacts, but provide no follow-up on outcomes. The emotional toll on locomotive engineers repeatedly striking wildlife or, worse, people, goes unmentioned but must be substantial.

Operational and Safety Implications

The cumulative weight of thousands of incidents over eight years reveals a system managing constant challenges. Wildlife mitigation strategies—fencing, wildlife detection systems, vegetation management—require ongoing investment and maintenance. The persistence of wildlife strikes suggests these measures have limitations or are not universally deployed.

Trespasser incidents point to gaps in public education about railway safety and possibly inadequate fencing or access controls in some locations. The number of crossing accidents suggests some public crossings may need upgraded protection systems or closure where redundant.

Signal reliability issues, given their frequency, likely represent a significant maintenance challenge. Modern signalling systems are complex, weather-sensitive, and require regular upkeep. The persistence of signal drops suggests either aging infrastructure, insufficient maintenance resources, or inherent reliability limitations in the systems employed.

The speed violations and operational rule violations documented throughout the register indicate ongoing training and compliance challenges. While human error is inevitable, the frequency of certain violation types might suggest opportunities for additional training, clearer procedures, or technological interventions.

The windshield distortion issues with new Siemens equipment represent a concerning pattern that emerged only after the fleet entered service. These reports raise questions about whether design specifications adequately addressed Canadian operating conditions, whether quality control during manufacturing identified these issues, and how VIA and Siemens are addressing the problem.

The Broader Picture

VIA Rail operates in a challenging environment. The railway shares tracks with freight operators on most routes outside the Quebec City-Windsor corridor. Weather extremes test equipment and infrastructure. Wildlife populations that respect no property boundaries routinely enter railway right-of-way. The urban-rural interface creates complex safety challenges where railways intersect with roads, paths, and populated areas.

The incident register documents not systemic failure but rather the daily reality of operating passenger rail service across a vast, sparsely populated, wildlife-rich country. Every entry represents VIA employees—locomotive engineers, conductors, maintenance personnel, managers—responding to unexpected situations and working to keep passengers safe and trains moving.

For passengers, these records offer reassurance alongside sobering reality. The overwhelming majority of the thousands of train movements VIA operates annually proceed without incident. When incidents do occur, established procedures kick in. Emergency brakes work. Crews follow protocols. Damage gets repaired. Investigations happen.

Yet the records also document genuine dangers: trespassers struck and killed, serious crossing accidents, equipment failures, operational errors. Rail travel remains statistically very safe, but risks exist. The incident register makes visible challenges that passengers rarely see from their seats.

Looking Forward

As VIA Rail introduces new equipment and potentially expands service, the patterns documented in these records hold lessons. Wildlife mitigation requires sustained attention and investment. Trespasser prevention demands a combination of education, fencing, and community engagement. Signal and equipment reliability need ongoing maintenance investment.

The new Siemens fleet, despite teething problems, represents VIA's future. Working through issues like windshield distortion is part of introducing any new equipment platform. The key question is whether VIA and Siemens are systematically addressing these problems and incorporating lessons learned.

The incident register will continue growing with new entries. More wildlife strikes will occur. Signals will drop. Equipment will occasionally fail. The challenge for VIA is not eliminating incidents—an impossible goal—but rather learning from each one, implementing improvements where practical, and maintaining the strong safety culture that has kept passenger rail travel in Canada remarkably safe despite the many challenges these records reveal.

For anyone interested in the unglamorous reality behind passenger rail service, this incident register offers a window into a world of constant vigilance, unexpected obstacles, and dedicated professionals working to move passengers safely across a challenging landscape.

All information referenced is from VIA Rail Canada Inc., ATI Request 25-2523, obtained through Access to Information requests. The records contain VIA Rail's internal incident register documenting reported railway incidents from 2017 through 2025, excluding mechanical failures and breakdowns as specified in the request.