OK, it was 1980, but still... David Morris sent along the consists of 6 trains he and Bill Linley saw on December 20 and 21, 1980 in Saint John, all in 24 hours.
1. VIA #616
RDC-1 VIA 6105, RDC-2 VIA 6202
2. VIA #11 (First Section)
VIA 6775-VIA 6871-CP 8561
BONHEUR-ELCOTT-EVANSTON-REVERSING FALLS-EXPLOITS RIVER
3. VIA #11 (Second Section)
426-5714-FORTUNE BAY-1374-CAPE TORMENTINE
4. VIA #615
VIA RDC-2 6211, VIA RDC-1 6107
5. VIA #12 (First Section)
VIA SISIBOO FALLS-EXETER-EVELYN-HARMONIE-1348
ECUM SECUM RIVER-GREENLANE-5701-5733-765
6. VIA #12 (Second Section)
5702-BUCKLEY BAY-YUKON RIVER-1365-CAPE CANSO
What's up with the first and second sections? This dates from the timetable & train order period. Scheduled trains like VIA 11 and 12 ran on the times from the employee timetable. Sometimes there was more traffic than could fit on one train, so the dispatcher would run a second "section" of the same scheduled train after the first section. The trains would be referred to as "first 11" and "second 11" to show there were two sections. There could be third, fourth, fifth, etc. sections too.
For example, a January 29, 1957 order to train 113 reads: "No 113 Eng MEC 711 Meet Second 68 Eng 5302 at Bailey". So train #113, led by Maine Central 711, should meet the second section of train #68 (led by CP 5302) at Bailey.
The second section would have the same precedence over other trains that the first section had, and nobody could run in between the two sections unless a train order overrode that. The lead engine of the first* section flew green flags to indicate a second section was following.
(more reading about timetable and train order rules)
* actually, the lead engine of every section except the last flew green engines to indicate another section was following.