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DavidW

CPTDB Wiki Editor
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  • Website URL
    http://home.cc.umanitoba.ca/~wyatt/alltime/
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Profile Information

  • Gender
    Male
  • Location
    Winnipeg
  • Interests
    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.

Recent Profile Visitors

9,641 profile views
  1. Winnipeg Transit and area

    I'm concerned with the idea of putting high-frequency transit over roads like Chief Peguis or Bishop Grandin. They are designed for car flow, with no frontage addresses, few "side-age" addresses, sparse pedestrian crossing opportunities, and often no sidewalks. They don't really "serve" the areas they pass through, they only serve the traffic whizzing by as close to non-stop as possible. Winnipeg has no genuine freeways but these sorts of arterial streets are Winnipeg's pseudo-freeways, and you don't run high frequency local services on freeways (or "freeways"). (But you can run express buses on no-stopping streets). I agree, for example, that the St. Vital Bridge and Bishop Grandin Boulevard (BGB) represent an obvious traffic corridor in our city, but they should be avoided as much as possible for high-frequency local bus service. That's why in version 1.05 of the grid-map above route Blue 22 (BGB corridor) runs mostly on Meadowood and other streets parallel to BGB. Kenaston Boulevard (between the CNR main line and Scurfield) is uncategorizable example, featuring ditches and no sidewalks, few pedestrian crossing opportunities, and yet lots of commercial shopping. What I want to do with Kenaston is install sidewalks along both sides with frequent pedestrian access to the commercial and frequent pedestrian crossing opportunities, and then run high-frequency transit on it. Since there is no magic wand that builds sidewalks, I can see why the 78/Kenaston dipsy-doodles this-way and that trying to serve the area, because running straight down Kenaston wouldn't.
  2. Taxis in Diamond Lanes

    It is genuinely bewildering how many anti-Transit initiatives are coming out of the Legislature and City Hall simultaneously. And while I understand the provincial government is comprised largely of rural conservatives, this mayor is allegedly modern and urbanist, and professedly "pro-transit".
  3. Winnipeg Transit and area

    I really think this particular map is only a conversation starter. I believe that at successful network redesign process requires lots and lots of input data and proper data analysis. I'm also not sure a grid fits with Winnipeg. Perhaps a hub-and-spoke network would fit better. Are their other design concepts that should be considered? Some random points... Fewer routes through downtown does not directly imply less service. Once a route needs more than the ideal frequency it should get higher order transit. A basic principle of an ideal grid is that in one transfer you can reach any destination point. Hence each north-south line should intersect with each east-west line. That gets hard to do with Winnipeg's asymmetrical layout. There's certainly no point extending route 1 north through rural areas to meet route 2, or south through equally rural spaces to intersect with route 22. A high frequency link across the Assiniboine River between Assiniboia and Charleswood does seem like a missing link though. I think what the author was trying to do with this concept map was to ask that if infrastructure (charging stations) needs to be installed to implement battery-electric buses, should it be installed using the current (historical, accidental, byzantine, un-concepted, uncoordinated, unconnected) route network, or is this an opportunity to plan a more modern, thought-out new network? Can better service result? The Province as part of its carbon pricing/climate plan has committed itself to 100 battery-electric buses. Implementation falls to Winnipeg Transit. Horseman, you've mentioned VISUM modelling software. As I understand it Transit purchased this software several years ago but has yet to employ it in its intended capacity. Do you think Winnipeg Transit has the manpower (or willpower) to actually take on a review of its network? The last 30+ years strongly suggests not...
  4. Winnipeg Transit and area

    It's in the news that Executive Policy Committee of City Council has amended the 2018 City budget to eliminate the proposed transit service cuts. The fare increase is still in the budget but the reductions in bus routes are avoided.
  5. Automated Fare Boxes for Winnipeg

    I've been emailing back and forth with my friend Marilynne about her peggo card. Her card was arbitrarily cancelled earlier this year and she had quite an ordeal getting it replaced. This is her latest saga. Just this week she turned 65 years old so she went to Transit to replace her adult-fare peggo with a seniors-fare peggo. Once Marilynne got home she sent me a brief follow-up email...
  6. Winnipeg Transit and area

    Route 7 is supposed to be the Southwest Transitway, so the downtown terminal is probably supposed to be Balmoral Station. It's the one route handed to the concept pre-existing. (It also kind of doesn't fit the overall concept).
  7. D30LF RETIREMENT

    Should the MTHA preserve a D30LF?
  8. Winnipeg Transit Battery Electric Buses

    I just observed #997 in service on route 20. This is my first sighting of an XE40 in service in several weeks.
  9. Winnipeg Transit and area

    The driving force behind this project is a group that has been working with the Provincial government on electrification. FTW has been kept in the loop but FTW is busy with lobbying campaign(s) and hasn't worked directly on this. The concept was taken on Tuesday to a meeting with stakeholders. Here's version 1.05: It's my personal opinion that Winnipeg Transit's network needs a serious review. It's essentially grown without an underlying plan or concept, or governing principles, since streetcar and trolley bus days. Years (decades) of under funding have made the service planners at Winnipeg Transit experts at "making do" and stretching resources ever thinner across an ever larger urban area. The result has been an increasingly complex, largely low-frequency, poorly connected, meandering pile of uncoordinated routes that makes any journey not on a single route an ordeal. I found this was reflected in the conversations between the public and the planner at the Eastern Corridor, where each suggestion was replied with "and we could do that too", like we need fourteen variations of routes all operating with random frequencies between 23 and 68.4 minutes... No concept. No principles. Not even a notion they are responsible for a coordinated network. Just mad skills spreading the shrinking resources ever thinner. Something has to break, or we're going to be stuck in 1971 forever. I'm not sure this is the right concept to pursue but it's a conversation starter, and if it takes something like electrification to start the conversation then so be it.
  10. Winnipeg Transit and area

    An effort is underway to design a frequent transit network (FTN) for Winnipeg. The idea would be to replace much of the existing network with a grid of east-west and north-south routes whose daytime frequency would be every 10 minutes. Here is the draft map, version 1.02. One of the goals of this exercise is to facilitate electrification with battery-electric buses and charge stations. Comments?
  11. Winnipeg Transit and area

    "Dart" isn't a route, its four routes which are already on the list: 101, 102, 109, and 110. So there are only 22 routes on this list. The Free Press article says "22 routes". Here's the list with a little geographic info: 44 Grey, 45 Talbot, 56 (old St. Boniface fixed route), 66 Grant, 71 Arlington, 76 (St. Vital Centre - St. Vital Road - UofM), 79 Charleswood, 82 (Westwood feeder), 83 (northern Assiniboia feeder), 85 (North Kildonan feeder), 87 (South Transcona feeder), 89 (McMeans feeder in Transcona), 92 (North Transcona feeder), 93 (south St. Vital feeder), 95 (Riverview - Taylor - south Tuxedo), 97 (North End - Jarvis, Aberdeen), 98 (south Charleswood feeder), 99 (Midtown bridge to either upper Pembina or Osborne Village), 101 (Riel dial-a-ride), 102 (Southdale/Island Lakes dial-a-ride), 109 (St. Norbert dial-a-ride), 110 (old St. Boniface dial-a-ride) Which ones do we think will be complete route cancellations? The four DARTs, 56, 97?
  12. Eastern Transit Corridor

    There are Eastern Corridor public workshops scheduled all this week. I went to the one at Manitoba Hydro downtown this Monday around noon. The planning is still in the criteria and process phase. The workshop didn't present any route or design alternatives. Instead there was a map of the study area with all of the possible paths marked on it. The public was encouraged to mark their preferred route with sticky coloured string. There appear to be both on-street and off-street path options under consideration. Regent, Nairn, Mission, Provencher, the CN line, the CP line, and all sorts of other potential paths were available for your sticky string to be stuck to. This is all fine for an early, exploratory phase, but eventually professionals with knowledge and analytical skills will have to advance a few alternatives. I prefer putting the line where people travel now, enhancing service, rather than creating a new, separate parallel path and splitting service across them so neither service is good.
  13. Winnipeg Transit and area

    Yay! I see today that signage (electronic signs and simple bus stop signs) has yet to be installed. The individual bus stops in the terminal are marked by temporary signs.
  14. Winnipeg Transit and area

    The bus stop signs have been deliberately blurred but they're quite obviously Winnipeg. Anyone recognize the location? I'm thinking someplace down near Cambridge or Poseidon between Taylor and Grant...
  15. Winnipeg Transit and area

    Installation of a heated shelter at the stop at the Outlet Collection mall is underway: (25 November 2017) The mall gets approximately hourly service towards downtown (route 84 to Fort Rouge Station) and from downtown (route 84 to eastern Lindenwoods). The "option B" access by transit is the route 78 (Polo Park - via Kenaston - UofManitoba) stop at IKEA, about a 10 minute walk away from the mall. This seems remarkably little bus service for such a large indoor shopping mall. The whole big-box retail park on both sides of Sterling Lyon Parkway is very sprawled out and exceptionally difficult to serve via transit. I sort-of want the 78 to serve the mall stop too, except that I already dislike how the 78 Kenaston dipsy-doodles this-way and that off Kenaston and adding more meandering would only make it worse. I guess the only hope for better transit service to the mall might be the large multi-building apartment complex under construction immediately west of the mall. Maybe a couple thousand more residents will lead to more frequent bus service...
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