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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

    Manitoba Transit Heritage Association

    If the weather is nice bus 188 [1954 GM "old look"] will be at the Pony Corral Grant Park this Sunday around 5pm to 7pm.
  2. DavidW

    Winnipeg and Artic Buses

    Historically Winnipeg Transit's ability to successfully dispatch "only" certain buses "only" on certain services has been pretty spotty. One only has to remember the rt wraps from Phase One showing up randomly on any route (the 68?). Years ago I remember getting on a 35' GM on route 60 (oops) which then ran out of fuel half way up Pembina Highway (double oops). It may be dispatch's philosophy that it's better a run goes out with the "wrong" bus than it doesn't go out at all.
  3. DavidW

    Winnipeg Transit and area

    When you look at Winnipeg Transit's routes there are so many meandering routes and so many "C" and "U" -shaped routes. Winnipeg's arterial street pattern is quite irregular (vaguely star pattern, broken by three rivers (Red, Assiniboine & Seine) and two railway main lines) so a certain amount of backtracking and zig-zagging is to be expected but the current state often violates good design and common sense.
  4. DavidW

    Winnipeg Transit and area

    The algorithm should be something closer to "same number of minutes late as 15 minutes up the route, minus a safety padding of a minute or two". I don't know what the current algorithm is but its results somewhat resemble "half the minutes the bus actually is late". No bus 10 minutes late ever makes up half that time in 10 minutes of running (unless the driver is doing 80km/h in the 40km/h zones). The result of the current algorithm is that the arrival information for late-running buses is always wrong (and always early) until the bus is a minute away. It gets less wrong as the minutes count down but isn't right until the bus is a minute or so away. It would be relatively easy to change the programming and make it more accurate earlier.
  5. DavidW

    Winnipeg Transit and area

    The algorithm Transit uses to predict the arrival time of late-running buses is wildly over optimistic about the time a late bus might make up. The computer code needs to be re-written. My practice now is when I'm using the website from my phone and a bus is late from schedule I find a bus stop where the same bus is now "due" and note the number of minutes late it is there. That's a better forecast than the one Transit uses. -- Prior to SW Transitway Phase I opening the Winter midday weekday headway of the 60 Pembina was 9.67 minutes (9, 9, 10). (Summer midday weekday headway was 12 minutes). In 1982 the Winter midday weekday headway of the Pembina route was about 4 minutes (and rush hour was a bus "every threeto four minutes").
  6. DavidW

    Southwest Transitway Rapid Transit Project

    A few recent photographs... Busway underpass of Portage Junction (CN), 22 April 2019. Beaumont Station, 22 April 2019. Chancellor Station, 27 April 2019. Plaza Station, 27 April 2019. Overpass over Letellier Sub (and two spurs) south of Clarence Avenue, 27 July 2019.
  7. DavidW

    Southwest Transitway Rapid Transit Project

    It's on Southpark Drive at Pembina Highway. About two or three blocks north of Victoria Hospital. As for the UofM, there is a regular-use Stadium station to be built on Bohemir Trail at the west side of University Crescent (at the intersection of University Crescent and Dysart Road) and the University of Manitoba station on Dafoe Road between Gillson Street and Service Street 7 South (already in service), but since buses will be operating on street between the two stations the on-street stops should continue in use. The two stations are a 1.28 km apart on foot (according to google maps) and, next to downtown, the UofM is the busiest transit destination in the city. Two stops only, at the extreme ends of campus, would not be adequate service.
  8. DavidW

    Southwest Transitway Rapid Transit Project

    No. In the area of Beaumont station. The story I was told was that there was a caveat on the original construction of the rail line that if the City ever wanted a pedestrian bridge in the area the railway company would be obligated to provide it at their cost. Alas, the original rail line was constructed in 1889 by the Northern Pacific and Manitoba Railway Company (subsidiary of the Northern Pacific Railway in the U.S.) and when Canadian National Railway was approached to fulfill the terms of the agreement they declined claiming it no longer applied (or it didn't apply to them).
  9. DavidW

    Southwest Transitway Rapid Transit Project

    The property developer of the retail park on Taylor is Shindico. (They could pay for it with money they find in their couch cushions...)
  10. DavidW

    Southwest Transitway Rapid Transit Project

    "New York is big, but this is Biggar!" There are, no doubt, hundreds of level crossings of the CN main line in rural Canada. The use rate of a level crossing in a large population centre like Winnipeg would just create too many incidents. The particular section of track we are discussing also sees, in addition to through-trains, a lot of local train traffic among Winnipeg's various freight yards. Heavy train traffic plus heavy pedestrian/cycling traffic (including people rushing to catch buses) would, I expect, raise serious safety concerns at CN and elsewhere. I would expect CN to just say "no". (Given that such a crossing isn't under construction or in the plans, we can assume CN or someone else has already said "no".)
  11. DavidW

    Southwest Transitway Rapid Transit Project

    A pedestrian at grade level crossing of the CN main line would never, ever, ever be allowed. The current proposal is a pedestrian/cycling tunnel under the main line north of Beaumont station. The main proponent of the tunnel, last I knew, was one of the city's cycling lobbies. (This being Winnipeg I would guess the real estate developer is behind the scenes pulling the strings). Personally I think the tunnel is a must, and I think the developer of the retail on the south side of Taylor should be required pay for it.
  12. DavidW

    Southwest Transitway Rapid Transit Project

    The public engagement bus is 425, a 1998 D40LF retired from regular service.
  13. DavidW

    Southwest Transitway Rapid Transit Project

    Pembina Highway in the area Fort Rouge Station is isolated from the CN mainline by private property, so there is no available right-of-way for a pedestrian link. Expropriation [or a public air rights or sub-surface rights easement] would add substantially to the cost of what would already be an expensive construction. CN has high clearance requirements for building above, and there would be substantial weight-bearing and drainage issues going under. Any link would have to be disability accessible and not create a security problem... The same issue also arises at Beaumont Station on Phase II, which should be accessible from the retail development on Taylor Avenue but isn't. There are dozens of little design shortcomings up and down the Southwest Transitway (both phases). Some were compromises for costs while others were basic design failures by designers who weren't capable of thinking like a transit rider. (The biggest one is, of course, that Phase II is mostly in the wrong location).
  14. DavidW

    Winnipeg Transit #901-910 tracking (D40i Invero)

    And the major drawback of Winnipeg's Inveros is the absence of A/C. New Flyer didn't offer the Invero without A/C but Winnipeg Transit insisted. The opening part of the Invero's windows is too small to compensate for the lack of A/C so it's been Winnipeg Transit policy to park them out of service every summer. As a passenger I also find the Winnipeg Inveros noisy inside. I think New Flyer had to chose smaller diameter passenger circulation air fans so to bring the volume of moving air back up they went with higher speed fans. The noise was annoying. I also think the knee space for some of the forward-facing seats was too cramped. I'm not a tall person but my knees were jammed against the back of the seat it front of me. The Invero looked kind of funky, and with only 10 (and no summer service) they were "exotic" from an enthusiasts perspective, but as a paying passenger there were several negatives.
  15. DavidW

    Winnipeg Transit and area

    I stopped in to visit the public consultation bus Wednesday afternoon at Osborne Junction. All the seats have been removed from the lower level and the area filled with information panels about the proposed route network for the Southwest Transitway. They answered my questions and were generally quite friendly. I'm still quite concerned that they are making compromises in the concept that will make the service plan problematic. They want to talk about rush hour frequencies when the measure of the concept is in the base service (including midday). Introducing transfers into many journeys is OK for transferring between two intersecting high frequency services. When one service is high frequency and the other low, transferring is convenient one way (from low to high) but terrible the other (high to low). Many of the proposed feeders are (midday) 30 or 40 minute headways. Yikes! I liked that they came up with a mobile public consultation venue, and I like that they are willing to look at route planning differently from the last five to seven decades, but if a new concept is going to work they need to think outside their am-rush-to-downtown / pm-rush-from-downtown thinking.