• Announcements

    • A. Wong

      Saddened by loss of Winnipeg Transit driver   02/15/2017

      We are saddened by the loss of Winnipeg Transit driver Irvine (Jubal) Fraser who was attacked while on the job and unfortunately passed away.
      A GoFundMe page has been set up by Winnipeg Transit colleagues to help Fraser's widow and family. We wish to extend our condolences to family and friends affected by this tragic event. View CBC News Article: Man charged with murder in attack on Winnipeg Transit driver
    • A. Wong

      Upcoming Server Move   02/18/2017

      Hello everyone! Please be advised that CPTDB and CPTDB Wiki will be unavailable starting the evening of February 25, 2017. We will be moving to another server. Users will be unable to view or post content during this time. We expect it to be up sometime on Feburary 26, 2017. A new announcement will take the place of this one, so you will know when the site is online and you are accessing it from the new server. Thanks! -A. Wong
      on behalf of CPTDB Admin

Waiting for 30 Minutes

CPTDB Wiki Editor
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About Waiting for 30 Minutes

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    Never gonna give you up.
  • Birthday 11/27/2015

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  • Location Ottawa, ON
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  1. All right, then. I will assume you did see the roads downtown today, and that you did see the backlog of traffic on Bank, Slater, Gladstone, and Dalhousie, to name some. However, let's explore some options to better run the transit system on days like today: Assigning Extra Extras (109- runs) Pro: Buses can be sent to routes' ends to begin trips on time. Late buses can then finish their trips and deadhead to start next trip on or closer to schedule. Con: They will get stuck in the same traffic the buses they are covering are in. The number of extras will eventually be exhausted, leading to the same result. Also, what if the extra or the bus being adjusted also get stuck in traffic on deadheads? Now we're out two buses. Detouring Buses Pro: Buses can avoid congestion like, for example, Bank Street or Gladstone Avenue today. Be closer to schedule. Con: Short to no notice. River and Canal are choke points that make it almost impossible to reroute some routes sensibly. No Construction Pro: No closures, no reductions, no delays. Con: No roads to drive on. No Events Pro: No closures, no reductions, no delays. Con: Sidewalks will really be rolled up at 17:00 daily. Eliminating/Limiting Private Automobile Traffic from the Downtown Core Pro: Streets become open and very pedestrian-friendly. Fewer traffic-related delays for buses. Con: Yeah, okay. Light Rail Transit Pro: Eliminates delays major east-west bus routes face crossing the downtown core. Con: Not ready until mid-2018. Also, other local downtown routes will still exist and be affected by delays. Do you have anything?
  2. https://customerfeedback.octranspo.com/
  3. That would bring about white smoke (speaking from experience...too often). I believe it was black smoke that prompted the operator to evacuate his bus. Definitely not needed. Not on account of the noise bylaw, but operators do a good enough job of announcing the route and destination to visually-impaired passengers. Some of the external PAs do not work or are very quiet. Plus, with our recent experience with glitches, last thing we need is a "96 Stittsville Main" pulling up to South Keys.
  4. Have you been through those stations during the morning rush? Skipping Lincoln Fields will save "a minute or two max" on its own.
  5. This isn't a political discussion.
  6. "Work on the temporary bus loop, Tunney's Pasture Station." Sure looks different in real life.
  7. The purpose of the Innovation Park and Ride is to provide area residents with a lot to park their cars and get onto a bus into the city. The old 93 would have made these residents ride a bus through the entire community they just drove out of in order to avoid that very bus ride.
  8. Every bus I've had announces Baseline Station/Algonquin College just as I leave Tunney's, and as I'm going through Queensway Station, so, based on a sample size of four, it's been working on my end. Smyth, Lycee Claudel, Hurdman on the northbound 97 and 98. No announcement for Innovation, Woodroffe/West Hunt Club southbound, as well. Like you said, the list goes on... Also, Airport Parkway/Uplands on the southbound 97 is "Billings Bridge Billings Bridge via Alta Vista via Alta Vista Transitway et Billings Bridge via Alta Vista chemin Hunt Club." Lastly, let's not forget the fun last stop announcements! It's difficult to say they weren't thinking clearly, because the way the routes are set up with Innovation Park and Ride forces them to operate the way they do. Other than in the afternoon peak, all trips begin by looping the communities then heading into the city. In the afternoon peak, routes end by looping the community. Having every bus begin and end by looping the community creates a huge redundancy in service, some confusion, and would leave just as many people at Innovation Park and Ride with a transfer either way. The best solution to eliminate this issue is to turn the 63 and 64 into two-way routes through the communities, but that poses a few problems in that Flamborough would probably lose service in that scheme. It's the way the community is built that makes the current set up optimal. The purpose of the discount was to encourage people to make the switch. Obviously, offering an almost-20-per-cent discount is not sustainable, especially now that a significant portion of riders use Presto.
  9. Hmm, 16:30, eh? That's an odd time. Goes along with the theme of a weird fare, I guess.
  10. The paint scheme will be on the cosmetic panels, which appear to be removed or not yet installed.
  11. Speaking of Cyrville and Startop, the lights have been upgraded, as well as Cyrville Road being repaved, and its intersection with Startop upgraded with better crossing facilities.
  12. Yes, I didn't include those factors. I was going for half peak service east of Place d'Orleans and Trim instead. As I said, it's super rough and very raw.
  13. A presentation from October states "17 trains of two cars each, totalling 34 rail cars." Perhaps there will be some single-car trains, particularly off-peak, to increase frequency, although I haven't been able to find mention of this anywhere. As for trains in Stage 2, let's try this... Stage 1 has 17 trains, two cars each, total of 34 rail cars, over 25 kilometres of track (12.5 kilometres each direction). Stage 2 will add about 27 kilometres (total 54 kilometres) to the Confederation Line, bringing the train requirement to 37 extra trains, but that is assuming frequency remains the same, meaning it gets halved west and south of Lincoln Fields. If frequency is doubled cleanly, the total requirement for trains (not cars) for the entire Confederation Line should be just over 100 trains, or 200 cars. Purely raw numbers, with many, more complicated, factors excluded.
  14. Guess I'll have to make signs and announcements for my 271 next booking.
  15. It's via an internal memorandum, nothing public.