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    Canadian Transit, past and present, including what cities have or had transit, what companies and agencies operated transit, and what transit modes operated where and when. Interest spans transit buses, suburban and commuter buses, streetcars and light rail, trolley buses, subways, and commuter trains, and in fixed infrastructure like terminals, exchanges, shelters and stops.

    Also have a general interest in other modes of surface scheduled passenger transport, including Canadian and international long distance trains and buses, and ocean liners.

    I collect ephemera (maps, schedules, fare media) for any of the above.

    I belong to CPTdb, the Canadian Transit Heritage Foundation, the Manitoba Transit Heritage Assoc., the LRT Assoc., the Trolleybus Museum Co., the Canadian Railroad Historical Assoc., the Edmonton Radial Ry Soc., the Bus History Assoc., and the Toronto Transportation Soc.

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  1. DavidW


    Grimsby has cut transit start-up funding from its 2019 budget. Grimsby faces 9.28% tax hike during tough fiscal year NEWS 06:46 PM by Steve Henschel Grimsby Lincoln News
  2. DavidW

    Winnipeg Transit #901-910 tracking (D40i Invero)

    I don't have specific information but the Inveros as a group are close to if not all retired.
  3. DavidW

    Southwest Transitway Rapid Transit Project

    I'm not sure I like taking the 60 off Graham. An idea I heard that I thought was interesting was through-routing the 47 with the 60. It would eliminate duplication on Graham and force better frequency on Pembina Highway.
  4. DavidW

    Winnipeg Transit #901-910 tracking (D40i Invero)

    Winnipeg Transit has retired 907 and designated it for MTHA preservation...
  5. DavidW

    Southwest Transitway Rapid Transit Project

    Open house dates/locations for public engagement on the proposed Southwest Transitway route network. Date Time Location Format Wednesday, April 3, 2019 12 p.m. – 2:30 p.m. University of Manitoba Station Dafoe Road @ Gillson Street Drop-in (come and go) Wednesday, April 3, 2019 3:30 p.m. – 5:30 p.m. Osborne Junction Bus Loop Pembina Highway @ Osborne Street Drop-in (come and go) Thursday, April 4, 2019 2:15 p.m. – 4:30 p.m. University of Manitoba Station Dafoe Road @ Gillson Street Drop-in (come and go) Saturday, April 6, 2019 11 a.m. – 1 p.m. St. Norbert Farmers’ Market Eagles Club, 3459 Pembina Hwy. Drop-in (come and go) Monday, April 8, 2019 3 p.m. – 5 p.m. South Pointe School 615 Kirkbridge Dr. Drop-in (come and go) Monday, April 8, 2019 6 p.m. – 8 p.m. Kenaston Common 1665 Kenaston Blvd. (Walmart parking lot) Drop-in (come and go) And it looks like the engagement will be held on board a bus...
  6. I've been told Maple Bus Lines is carrying parcel freight between Winnipeg and Brandon, and is considering whether or not to replace the parcel van with a bus. They'll need to forecast both parcel and passenger revenue and understand why Brandon Bus Lines failed on the route.
  7. DavidW

    Commuter Rail for Calgary

    Mass transit between Banff National Park and Calgary makes sense: study By Staff The Canadian Press February 27, 2019 2:25 pm Updated: February 27, 2019 8:00 pm
  8. DavidW

    Winnipeg Transit and area

    I don't accept that. The terrible scheduling Winnipeg Transit delivers (and bunching of the 160/170/60 on the Southwest Transitway/Pembina Highway evenings and weekends is one of the worst) is fixable, and fixable relatively easily. There are currently enough trips on SWT/Pembina on Sundays equal to 12 minute frequency. With interlining at both ends, and tinkering with (extending) some layovers, it should be possible to achieve something close to an even 15 minute service between Jubilee and University Crescent. The problem isn't the quantity of service hours available, it's the behaviour of the schedulers and the techniques (or lack of them) they use. It is obvious from the delivered product that Winnipeg Transit schedules each route separately, as if it's unrelated to every other route. There's no recognition that they're operating a network. The only governing principle seems to be to keep each individual bus moving as much as possible and to do so by scheduling as speedily as possible and to keep layover/recovery/break time to the contractual minimum. It's the wrong perspective. The governing objective should be how the overall service on the street results. On the SWT/Pembina, for example, three buses (all the service) running together like elephants in a circus parade is the worst possible service with three overlapping routes and should never be scheduled to happen. It's a near waste of the second and third bus. They just don't see it, because it's not part of their objective. Secondly, after spending forty years shaving service, robbing frequency from the main lines to extend service into ever further suburbs, it's long past time to recognize that approach as the error it always has been. As the city, and ridership, grows, the system needs growth in bus hours per year (and the resources to deliver them... more drivers, more buses, more garage space, more mechanics, etc...). Each cut in service frequency has made the system less useful and less attractive, and a less viable alternative to driving. The system should be building up, not shrinking or barely hanging on. Thirdly, Winnipeg Transit has a serious problem with schedule adherence. Some buses and some routes are routinely tens (plural) of minutes late. It's just been getting worse. They blame traffic, and construction, and I don't know what else. Much of the traffic is weekdaily routine and needs to be accounted for in the schedules. Maybe long-running construction projects need to be scheduled for too. I've also observed drivers taking their full break/layover even when they are late. I don't know what the rule is there either. Obviously safety first, but there's a difference between driver's break and recovery time. The whole point of recovery time is to recover your schedule. I've also ridden late buses when the driver is obviously dogging it (driving slowly deliberately). I don't understand that. Is there a reason to drive slowly when you're late? They've also largely given up on measures to fix late running on-street. It used to be that if all the buses on a route got bunched together the late one(s) would be short turned, or sent ahead "not in service", to re-enter service closer to where they're supposed to be. I've been told with the one-way trips and complex interlining the scheduling software does these days that's no longer practical. So the more tightly managed efficiency results in a more fragile, less robust service... Arrrrgh! It's so difficult to get Winnipeg Transit administrators to look up from their desks and realize what they're doing needs to change.
  9. DavidW

    Manitoba Transit Heritage Association

    With Winnipeg Transit's fleet of NewFlyer Inveros fading fast the question a arisen... Should the MTHA preserve an Invero? If we did it might end up being the only preserved Invero anywhere. On the other hand they're not really "typical" of Winnipeg Transit's fleet in the first decade of the 21st Century... more of an anomaly, really. P.S. Separate from the "should we" question is the "Can we?" question. MTHA resources (donations and volunteers) are limited, and a 40ft bus is a lot of storage space.
  10. DavidW

    Winnipeg and Artic Buses

    I've heard a rumour that the new articulateds (is it 27 units?) Will be numbered in the 300s. I would guess then maybe 370-396 or 371-397. I've also heard that deliveries of the artics might begin following immediately after the current order of XD40s, so as early as late March 2019. It's all unconfirmed, so no promises... but maybe soon?
  11. DavidW

    Winnipeg and Artic Buses

    Unfortunately larger capacity vehicles is always (always always always) about frequency. It's simple unavoidable arithmetic. Passengers per hour divided by passengers per vehicle equals vehicles per hour. If a route has three buses per hour and there is overcrowding and pass-ups, there are only two ways to fix it. Either run bigger vehicles on the same frequency, or run higher frequency. Winnipeg Transit wants artics so they don't have to operate higher frequency. That would be OK if bus routes in Winnipeg were already high frequency but there is only one year-round high frequency route (the 11 between downtown and Polo Park) and the rest of the system is low frequency all or some of the (non-peak) time. Winnipeggers can't even dream of service like a Vancouver B-Line. Artics have a use. They're great capacity on routes that are already high frequency, but weekdays mid-day in Winnipeg (never mind weekends) they the wrong solution for capacity problems. Does anyone know which unit this is? It's hard to be sure from the picture but it looks like the bus is jacknifed. Isn't that usually a life-ending accident for an artic? Given the age of these used buses it'll be interesting to see if it's worth repairing.
  12. DavidW

    Winnipeg and Artic Buses

    I would be surprised (and very disappointed) if 90% of future bus orders were artics. The attraction of artics is they can provide more capacity with less frequency. Less frequency makes the transit service much, much worse for users, which lowers ridership which leads to service cuts which makes the transit service less useable which lowers ridership which leads to service cuts which...<infinity loop> Seriously. We've been cutting frequency on main routes and neighbourhood feeder routes for at least the last 30 years and in spite of population growth ridership is still less that 30 years ago.
  13. DavidW

    Southwest Transitway Rapid Transit Project

    I was very disappointed by today's open house. The information on display still said nothing about the transit service once Phase two is open. I was shown (for about 60 seconds) a proposed route map for the southwest several months ago, with some proposed frequencies, but I wasn't allowed to copy it or write down any of the details. I still have very low confidence in Transit Tom's plans. They still seem to see their transit service as a last-worst option for people who can't drive their car. Neither usefulness or convenience seem to be considerations, just cheapness and minimum service absolutely necessary.
  14. DavidW

    Winnipeg Transit 300-369 (2018 XD40)

    I have been told 356 and 357 were delivered to FRG today.
  15. DavidW

    Life After Greyhound

    Brandon Bus Lines, operating three round trips a week and charging a lower fare couldn't make it, but Brandon Dauphin Air Shuttle, with 28 round trips per week during the same period, and charging a higher fare, is reportedly overloaded (and on at least one occasion sent prospective passengers it couldn't accommodate to Brandon Bus Lines).