DavidW

CPTDB Wiki Editor
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About DavidW

  • Birthday September 20

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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.

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  1. I think the generous layover time is probably a product of abundant caution. This is, after all, a trial implementation of a new technology. And if I was to characterize Winnipeg Transit vis-a-vis new technology (new best practices, new ideas, new anything, really) it would be that Winnipeg Transit is very, very conservative. "Risk Adverse" should be the motto on their logo.
  2. All interesting questions. I haven't heard any information that would answer them. I do wonder if there is enough available charge time on the existing charger to add a second route. One of the things I wonder about is the very long layover time scheduled for route 20 under the charger. Buses that arrive on time at the airport can sit for nearly a half hour under the charger before departing. It's scheduled as the sum of a nearly maximum charge time plus the route's normal layover/recovery time. It seems to me that the schedule could be tightened up somewhat, at least assuming that some of those minutes could be counted against both needs. There is a notion to improve the software scheduling by feeding delay data (collected from GPS) into the model. That should tailor travel times closer to typical traffic conditions hour by hour and perhaps they could stop padding every trip all day with the rush hour recovery time. As it stands now the electrics are parked for 30 minutes for every 2 hour round trip. That's 20% idle, a significant overhead that makes the electrics look less efficient than I think they should.
  3. This proposal has adopted the brand RuralLynx and has a website. They appear to be soliciting interest from potential bus contractors.
  4. I've been advised to check when 170 goes into service to see if the multi-coloured stripe lower body side decals that were left off 831-888 have been applied. Apparently they want to see if they can work out a placement.
  5. A private operator named AV Transit plans to launch a commuter bus service connecting Warman, Martinsville and Saskatoon beginning 01 May 2017. The service will operate every 2 hours between 6am and 8pm.
  6. I was told this week that Winnipeg Transit was about to acquire four more XE40s but I'm not sure that is a reliable rumour. I think more likely that as the four year trial project comes to an end that Winnipeg Transit might take ownership of the four trial units already operating. Either way the end of the four year trial should mean some changes are coming.
  7. New transit services planned for rural hamlets By Cullen Bird, Today staff Thursday, March 30, 2017 6:30:26 MDT PM
  8. I can see Greyhound possibly being interested in the two reportedly profitable routes (Regina - Saskatoon and Saskatoon - Prince Albert) and in some portion of the parcel business, but I doubt much else. The parcels they would do by van (as they do in Manitoba). Regina - Saskatoon is probably useful to Greyhound's network. S'toon - P.A. not so much. STC's other "corridor" might be Regina - Moose Jaw. As for the rest... maybe some local operators might give some routes a try but most of them would I think struggle to do much better than STC (but perhaps with lower driver wages and cheeper vehicles... it might work). Greyhound would need to find depots in places where they now operate through STC bus stations, and sign-up or replace STC parcel agents elsewhere. It's a lot to do in a short time but not impossible.
  9. I think the whole area along Kenaston: Linden Woods, Whyte Ridge, IKEA, the new mall, the Kenaston commercial strip, and the Bridgewater neighbourhoods, needs a rethink. The current service is fragmented, very confusing, low frequency, circuitous (we used to say "pretzelated") and most uselessly anchored off-peak to Stafford loop. It needs a complete redesign.
  10. The Spring service changes are posted on the Winnipeg Transit website. There are no route changes. There are the usual end-of-University weekday schedule changes (36, 72, 75, 78, 160, 161, and 162) plus weekday schedule changes for the 95 and 163. I suppose schedule changes for the 163 might be tied to interscheduling with University routes. I wonder what they've done to the 95... And bigger picture, are they ever going to get back to developing service changes to improve service or network connectivity? Or extend service to new neighbourhoods? It seems like they've mostly been coasting on status quo since Phase I opened...
  11. What do you think of the Winnipeg Transit electronic signage inside the Millennium Library? I like the idea of these sort of signage. I could see these "indoor" signs being installed in some sort of glass box inside transit shelters at major stops. The first generation outdoor signs Winnipeg Transit installed a few years ago have started to fail at a high rate and I'm not sure replacing them with more of the same is the best plan, I would, however, prefer a different layout of the information on these signs. The programming on the signs in the Library split up departures into various regions of Winnipeg, but in my experience people looking for their bus aren't really shopping for "any" bus into western Winnipeg (for example). This is also extra complicated when I'm at the Library trying to get to Osborne Village... The 18 CORYDON ends up in the western Winnipeg box, and the 60 PEMBINA and 16 OSBORNE end up in the southern Winnipeg box. I would instead prefer the style used in airports, with the departures listed in chronological order with a gate code. If "MTS Centre Station" (which is depicted on the Library signs) had two platforms, "E" and "W", then all the departures could be listed together. I would further argue the Station should be designated to have four platforms, adding platform "N" (Smith northbound at Graham) and "S" (Donald southbound at Graham) then route 99 could also be captured. Winnipeg Airport Departure board This idea could be expanded to more complex "stations". I would assign platform letters to a terminal like Polo Park like this: Polo Park Terminal Station with assigned platform letters.
  12. I attended a "pre-consultation" session on the Eastern Corridor this week. It wasn't so much about the transit project itself as a session about how to conduct public consultations. Who to talk to. Channels of communication. Topics for discussion... Etc...
  13. Does anyone have maps from before LRT in 1978? My collection of ETS maps from the 1960s and 1970s was destroyed when I moved to Winnipeg in 1985, to my perpetual regret.
  14. The transit system was created by provincial legislation called the Edmonton Radial Tramway Act. As was typical for municipal street railways on the Canadian prairies consistent branding was not practiced, with a variety of names used in various places (on vehicles, fare media, signage, and documents). In Edmonton "Street Railway Department" was often used. I believe the historical convention is to refer to the operation as the Edmonton Radial Railway until it was formally renamed Edmonton Transportation System 16 July 1946 (based largely on the Act) but it's hard to argue for a consistent brand when historical practice was so loose. By the way, Edmonton Street Railway Company was a different legal entity, a private company incorporated by territorial ordinance in 1904. Hence the general reluctance to refer to the municipal entity as Edmonton Street Railway.
  15. Made a disturbing discovery today. I bought my Peggo card back in September 2016 and I initially bought a 28-day pass. Since then I have continued to buy 28-day passes through the Peggo online webpage, each time several days before the previous 28-day pass was to expire. Today I found the link online to display my pass history... It seems that when I bought a new 28-day pass it was activated on boarding the next day, often wiping out the several days remaining on the current 28-day pass. Since September 2016 I've lost 14 days of paid pass time. I've complained to 311 and am awaiting a response from Transit. It appears to me that there is a big bug in the Peggo software...