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/
  • ICQ 0

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 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.
  2. 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.
  3. 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...
  4. 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.
  5. 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...
  6. 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.
  7. 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.
  8. 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...
  9. Camrose introduced a limited scheduled fixed route bus service circa April 2016. The Camrose Community Bus began operating just two half days per week. In the months since it has been expanded several times so that from 18 February 2017 the bus was operating four days per week (Tuesdays, Thursdays, Fridays, and Saturdays), 9AM to 5PM. Fare was originally $4 but has been lowered to $2. link (pdf) There has been some (outside) effort to attract U of A Augustana campus riders, including a ticket give-away, but the hours of operation are much more oriented to daytime travel by seniors, etc, than for commuters going to and from work. (above image clipped from a 31 January 2017 article in the Camrose Canadian).
  10. Did anyone attend the Phase 2 open house this afternoon? I'm curious if there was anything new...
  11. I hear that Transit Tom hopes to renovate the Polo Park transit terminal this summer. Streets & Transportation may also undertake road resurfacing on Empress St. or St. James St. or both this summer. It could be a "fun" summer for transit operations around Polo Park... (Anyone noticed anything in City Hall documents?)
  12. Was there an official date for the name change? Saskatoon changed "System" to "Service" several years ago. A few years later they dropped "Service" and went with just "Saskatoon Transit". I guess this is a "thing" now.
  13. Update for 2pm. Spotted 997 in service on route 20.
  14. 11:30 am on an ordinary Wednesday and there are zero XE40s in service. I wonder what happened...
  15. I don't know anything about 918 in particular but I have heard that Transit is considering retiring some of the D30LF's and cannibalizing them to keep the remaining units on the road. 911-925 (15 units) were purchased in 1996 and are now 21 years old. 930-949 (20 units) were purchased in 2001. These are now 16 years old. Bigger picture issues are that New Flyer doesn't build a 30-foot heavy duty transit bus anymore (the MiDi is considered medium duty) and Transit is having some doubt that they really need 30-footers anyway. In my opinion the only services that could not reasonably be operated by a 40-foot bus are the several dial-a-ride services. The downtown shuttles and the light-ridership feeders where the 30-footers are usually found could all be operated by 40-footers. I believe under one circumstance or another, all of the regular routes have been. (The downtown shuttles have occasionally gotten air conditioned 40-footers when the weather was especially hot.) Two things to keep in mind are [1] that the driver costs the same whether the bus is 30ft or 40ft, and [2] the cost of a heavy duty 40-ft is not much different from a heavy duty 30-ft. The 30-ft is essentially the same vehicle as the 40-ft, with the least expensive 10 feet of the vehicle left out. Same engine, drive train, suspension, electronics, etc...