at 12:45 p.m. and arrived in Montreal at 4:44 p.m. Train 63 left Montreal at 12:45 p.m. and arrived in Toronto at 4:44 p.m. (Both were daily trains.) Train 68 left Toronto at 6:10 p.m. and arrived in Montreal at 10:14 p.m., while Train 69 left Montreal at 6:10 p.m. and arrived in Toronto at 10:14 p.m. (The evening trains did not run on Saturdays.) The trip took 3 hours and 59 minutes downtown-to-downtown on trains 62 and 63, while the evening trains were slightly slower, taking four hours and four minutes to complete the run. Turbo service was about a full hour faster than CN's previous express trains, the "Rapido". However, even the runs made by the Turbotrains in the late 1970s still fell substantially short of their intended 120 mph design speed; the fastest average speed for the Turbotrain in regular scheduled Canadian passenger service was an intermediate booking from Kingston to Guildwood (102 minutes for the 145.2 miles between the two cities nonstop at an average speed of 85.4 mph (137.4 km/hr). By 1974, after substantial modifications of the gearbox device and pendular suspension, and reinforcement of the sound insulation, the Turbotrains finally took up untroubled service. CN operated the Turbos until 1978, when their passenger operations were taken over by Via Rail, who continued the service. One of the three remaining trains developed an oil leak and caught fire on the afternoon run from Montréal to Toronto on May 29, 1979. It was stopped west of Morrisburg. It took some time for the fire engines to arrive as they were forced to drive on the trackbed. The power car and two coaches were totally destroyed. There were no injuries, although rapid disembarkation was needed. The train was eventually towed back to the Turcot yard in Montréal and remained there for several years, covered by tarpaulins. The Turbo's final run was on October 31, 1982, when they were replaced by the all-Canadian LRC trainsets from Bombardier Transportation, which employed conventional diesel-electric locomotives. Although they had an early reputation for unreliability, according to CN's records, the rebuilt TurboTrains had an availability rate of over 97% for their careers with CN and Via. The LRC suffered from similar teething problems, notably with the tilt system locking the cars in a tilted position. The withdrawal of the Turboliners was also precipitated by the rise in oil prices during the 1973