Wpg Transit output 07

By Liz KatynskiFor the Free Press

People always seem to remember the timesthey have been inconvenienced by a busbreaking down.

But they should consider how efficiently citybuses transport them most of the time, TonyDreolini says, and take a moment to appreciateall the work that goes into making thathappen.

On an average weekday, there are only threeor four service calls that cause interruption toservice, says Dreolini, manager of plant andequipment at Winnipeg Transit.

Buses travel an average of 17,000kilometres between stalls. From November toApril, 456 buses are on the road in Winnipegon a strict schedule during peak hours.

“When we do our job well, people don’t evenrealize it,” Dreolini says.

Winnipeg Transit has a nominal fleet of 535buses, and ideally replaces 30 buses per yearwith newer low floor accessible models.

Buses have an average lifespan of 18 years.The oldest one in the current fleet was built in1984. Condition and cost effectiveness ofoperating each vehicle are considered.

Since 2004, new buses have been built atNew Flyer Industries under the watchful eye ofa Transit inspector.

Typically, a bus is on the road about 22hours per day. They need only refuel once aday, because they have 100-gallon fuel tanks.

Buses get an early start. Work buses pick upsome operators before their early shift begins.Bus service is increased for the morning andafternoon rush.

Transit’s 220 bus maintenance staff includesall those who repair, clean and fuel the

vehicles. There are 27bus servicers who dobasic checks andcleaning of busesbetween runs.

There are also avariety of trades on thejob – from mechanicsto welders, body repairpeople, body painters,sheet metal workersand electronicstechnicians.

During peak hours,service trucks are onthe roads and just acall away for a bus inneed.

Winnipeg busestravel 26 millionkilometres per yearand use 16 millionlitres of diesel fuel peryear. Hybrid buses areunder considerationfor the future.

Buses get regular A,B and C inspections.

Every 3,000 kilometres, an A inspection by ajourneyman mechanic includes a checklist ofbasics like mirrors, wipers and washers, breakpedal, fire extinguisher, lights, steering, doors,brake lining and wheel tread. The B inspection– every 12,000 kilometres – is more thorough,going over the passenger compartment, sealson the doors, windows, cooling system andengine.

The C inspection, every 48,000 kilometres,is the most thorough, including a bodyinspection for corrosion, fuel tank check,bumper inspection and more.

“Ideally, we find problems and fix them,”Dreolini says. “For big jobs, we sign a bus offto the body shop, engine shop, electronicsshop, brake shop, tire shop or general

maintenance shop for things like transmission,suspension and air system work.”

In 2006, Transit buses cost an average of 54cents per kilometer to maintain, not includingfuel and operator salaries.

Corrosion from salt on the roads and coldtemperatures are hard on buses. They put inlong hours, carrying heavy loads. An averagebus weighs 26,000 pounds with fuel anddriver. It has 38 seats and can carry 53 people– an additional 8,000 pounds.

When the city removes a bus from its fleetand replaces it with a new one, the old vehicleis stripped for any useful replacement partsfor other buses of its age and sent to theshredder. Its scrap is sold and the money goesback into a replacement reserve.

“It’s not viable tosell them by the timewe are done withthem,” Dreolini says.“There is not muchleft.”

Guy Fontaine is asecond generationWinnipeg Transitdiesel bus technician.He joined his fatheron the job withTransit 30 years ago.

“It’s a good placeto work,” he says. “Ienjoy the people.They make the jobenjoyable.”

Fresh out of highschool, Fontainestarted as a summerrelief worker, caringfor buses andperforming janitorialduties. He took anapprenticeshipprogram at Red RiverCollege, and returned

as a bus mechanic. “I have never worked anyplace else. It

followed my line of interest. Like manymaintenance people, I have been satisfiedstaying here.”

Since he started on the job, Fontaine hasseen lots of changes.

“Buses used to be similar from year to year,but in the 1990s, that started to change,” hesays. “Computers now run the electricalsystem, the engine, transmission and signs.

“High-floor buses are being replaced withlow-floor buses where the nuts and bolts ofthings have been moved around. It’s been aninteresting challenge (to keep up to date).

“It’s all quite different than it was years agowhen I was completing my training.”

72

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Unsung heroes‘When we do our job well, people don’t even realize it’

Public transit is anessential element ofhealthy communities.By providing accessto the many servicesand facilities thatWinnipeg offers,transit adds value toour community bothculturally andeconomically. Transitoffers ecologicallyand economicallysensibletransportation while improving thesustainability of our transportationinfrastructure.

Winnipeg Transit has a rich historyof innovation that continues today.Technologies such as automatedvehicle locating will offercontinuously updated information onbus arrival times to our riders, whileon-board video cameras will provideimproved security.

Infrastructure improvements suchas Diamond Lanes, Queue JumpLanes and Transit Signal Prioritytraffic lights, will enable us toprovide faster and more reliableservice. New air conditioned buses,

upgraded bus stopsand terminals andadditional park andride facilities will addto the convenienceand comfort of transitservice.

Winnipeg Transit isnationally recognizedas Canada’s mostefficiently operatedtransit system. Theformula for thissuccess is not limited

to the strategic application oftechnology. Transit’s success hasalways been dependent upon thecommitment and the efforts of itsemployees.

We are fortunate to have suchhigh calibre people dedicating theircareers to public transit in Winnipeg.

At Transit, the pride we share inour history is matched only by theexcitement we share for the future.Please join me in celebrating thismost important anniversary forWinnipeg Transit, and for ourcommunity.

Dave WardropDirector, Winnipeg Transit

Service first began onOctober 20, 1882 underAlbert William Austin. Inrecent years, we have madesignificant investments toour transit system that willsee diesel-electric hybridarticulated buses, signal priority lights and more heated bus shelters servingour citizens.

Aside from the dailyservice our departmentprovides to Winnipeggers,Winnipeg Transit hasprovided transportation to all

major events that havehelped define our city. Thisincludes the Pope’s visit toBirds Hill Park in 1984, the1999 World Junior HockeyChampionship, the Pan AmGames in 1999, the 2002Indigenous Games, andmultiple Grey Cups.

On behalf of city council, I would like to congratulateWinnipeg Transit forproviding 125 years ofdedicated service.

Mayor Sam Katz

Congratulations from the mayor

Proud of past, excited by future

By Roger CurrieFor the Free Press

My experience as a WinnipegTransit passenger goes back almost50 of Transit’s 125 years. I don’tbelieve I ever rode a streetcar, but Iremember seeing them, andmissing them when they went outof service.

The bus I rode most frequently asa youngster was the Academy Roadroute, which was a trolley bus whenI first rode it in about 1957. I was10, and I believe the children’s farewas 10 cents.

Something of a right of passagewas being considered matureenough to board the bus alonebefore 8 a.m. Saturday and ride itall the way downtown to the YMCA.Many people still worked at leasthalf a day on Saturdays then, and Igot to know the familiar faces alongthe route.

Unlike subsequent generations,most of my crowd never expectedto be driven to our variousactivities. Riding the bus was quite

fine, even at 30below in the daysbefore there werean abundance ofheated Transitshelters.

As the years wentby, I became a lessfrequent transituser. Getting adriver’s license andthen a car changedthe routinedramatically. Butnow and then,circumstancesreminded me what a vital serviceTransit could be, especially in timeof emergencies like snowstorms.

One of the most memorablestorms to strike Winnipeg occurredin early November, 1986 and it wasa doozy. Snow began falling heavilyon a Friday night, and by Saturdaymorning, the city was just aboutshut down.

I was working in the newsroom atCJOB, and because the buses hadjust about stopped, I had to tramp

in through the heavysnow from RiverHeights.

Saturday nightwas spent on thefloor of an office, butI wouldn’t havemissed being therefor anything. BySunday afternoon,some buses weremoving, but justbarely, and I wasgrateful to ride onehome.

Schools remainedclosed on the Monday, and the citydecided to make buses free toencourage people to leave their cars athome so the plows could do their job.

No encouragement was neededfor me, since my vehicle was buriedin the driveway and wouldn’t begoing anywhere for a while.

I managed to cab it in the morningsince my early morning shift precededthe buses, but I used Transit a coupleof times later that day.

(Cont’d on Page 4)

A memorable day for Transit

Steven Gagaluk, a Diesel BusTechnician at Transit, makes repairs to a city bus.

Diesel Bus Technician Ed Tsitrin, one of 220 bus maintenance staff, works on ahuge motor from one of the Transit fleet.

PHOTOS IN THIS SECTION BY LINDA WENSEL AND COURTESY OF WINNIPEG TRANSIT.

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Wpg Transit output 07.qxd 5/17/07 9:11 AM Page 2

Low 3


Brian Darragh didn’t want an office job. Heenjoyed being outside, working with peopleand driving, so he applied for a job as a citybus driver.

For 38 years, Darragh drove for WinnipegTransit. He drove streetcars, trolley buses anddiesel buses. He speaks fondly of the job andencourages others to consider this careeroption that is now known as bus operator.

“I am proud of my record,” he says. “Ienjoyed my job.”

When Darragh started in 1954, he madeless than $2 per hour. Operators wore auniform with shirt, tie, vest, suit jacket, dresspants and cap at all times, although theycould remove the vest in the warmer weather.

That changed when summer and winteruniforms were introduced in the 1980s andcaps were no longer required.

Darragh was among 80 operator recruits in1954, and among the first 20 trained as

streetcar drivers. He drove them for 17months, and was the last former streetcardriver to retire from Winnipeg Transit in 1992.

On the streetcars, each 35 to 50 years old atthe time, schedules and order were crucialbecause there were few places to passanother car on the track.

Operators had to stand during a certainportion of their downtown route. Their seatwas a round wooden disk that swayeddramatically, and they held onto the controlsto keep their balance.

The operator was at the front by the frontexit door, and the conductor took fares at therear entrance door.

Carol Doerksen was Winnipeg Transit’s2006 Operator of the Year.

“It’s a huge honour,” says Doerksen, whohas driven a bus for 21 years. She wasencouraged to apply by her husband Stan,who was a bus operator when they starteddating. She drove a school bus first. Whenshe started with Transit in 1986, a female busdriver was a rare thing.

“I enjoy people and trying to be the best Ican be for them,” she says. “I am blessedwith a really great job.” Doerksen starts work at 5:45 a.m. at thegarage, with 10 minutes to prepare herbus for its route. She leaves at 5:53 a.m.and returns at 10: 01 a.m. Then she is offuntil she heads out again at 3:37 p.m. andreturns at 6:04 p.m. She gets weekendsoff. “Driving to a schedule, with constructionand traffic, you can’t always help beinglate,” she says. “But it is rewarding. Ismile at people and they smile back. I getmy smile back tenfold.” Kirk Wilkie joined Winnipeg Transit justover a year ago. With a retail andmanagement background, he was lookingfor a people job with good pay andbenefits that would give him more timewith his family.

Wilkie enjoys the flexibility of his job. Thesplit in his working day gives him time to goto the gym, grocery shop or do lawn work,get refreshed, and go back to work.

“This is the best job I have had,” he says. “Irecommend it.”

Winnipeg Transit would like to hire anumber of operators in 2007 and 2008.Applicants must have a valid Class 5 driver’slicense with no demerits and a minimumGrade 10 education, says Darryl Antymniuk,senior instructor, Winnipeg Transit.

Applicants take a public relations test toassess their customer service skills inhypothetical on-the-job situations. There’s adriving aptitude test, with coaching and 10minutes of driving on a course, and a testbased on a study guide that covers citypolicies and procedures.

Students qualify for a Class 2 license withair brakes through training with Transit, butmust write their written test at the motorvehicles branch.

Operator training includes classroom time,driving time, route training and mentoringwith another driver. New operators start as aspare. They get 7.5 hours per day, with routeschosen by seniority, and are paid about $12an hour while training.

Operators currently earn about $22 per hourafter five years. It’s a union job with benefitsand city pension plan.

Join the Winning Team

Sign up Now!925-3772

www.resourceconservation.mb.ca

Winnipeg Transit is DRIVING THE SAVINGSTO YOU!

POST SECONDARY PASS20% discount available to qualified Post Secondary students.

15.25% Federal Government Transit Tax Credit* now available for monthly and weekly transit passes.

Post Secondary Monthly Bus Passes available at participating post secondary educational institutions only.

For more information visit winnipegtransit.com

*some conditions apply

Accelerate Your Career!Accelerate Your Career!Winnipeg Transit is seeking highly motivated people

interested in a long term career opportunity.Winnipeg Transit is seeking highly motivated people

interested in a long term career opportunity.

A limited number of bus operator positions are now available

• You can earn over $40,000/year • Guaranteed Full Time Hours • Excellent Benefits • Fully Paid Training

For more information call 986-5782or visit winnipegtransit.com

By Todd LewysFor the Free Press

To think that Winnipeg Transit is celebratingits 125th anniversary all because one manmoved west to find his fortune.

“It happened way back when in 1882,” saysAlex Regiec, operations planner for WinnipegTransit. “A fellow by the name of Albert W.Austin moved to Winnipeg to find his fortune.

“At that time, Winnipeg had about 8,000residents and needed a convenient, affordablemeans of transport. Mr. Austin believed hewas the man to meet that need.”

Austin met those transportation needs withthe technology prevalent at the time –horsepower.

“The first mode of public transportation washorse carts. They would go down (at thattime) Main Road and Portage Trail. The firstline originated from City Hall, the second fromUpper Fort Garry.”

Fortunately for Austin – and passengers ofhis company, called the Winnipeg StreetRailway – the city was compact in size. Thatwas a good thing, because the horses got youwhere you needed to go, albeit slowly.

Eventually, another line was added alongKennedy Street. It was official: Winnipeg haditself a real transitsystem.

Being a visionary,Austin was aware ofthe speed and rangelimitations of horses.Consequently, helooked fortechnology thatwould make hiscompany moreefficient – andprofitable.

That technologycame in 1891 in theform of the electricstreetcar.

Regiec says thatalthough thetechnology seemedto make sense, it wasn’t readily accepted byeveryone. After all, electricity was still a largelyunknown commodity.

Ironically, when the first electric streetcar hitthe street on July 26, 1892, it wasn’t Austin’scompany that unveiled it. Rather, it was a rival,Winnipeg Electric Street Railway.

“The city was essentially divided into twocamps – horse carts and electric streetcars,”Regiec says. “By 1894, the streetcars won thebattle.

“But Austin lost the war of rival companies,as his company was purchased by WinnipegElectric Street Railway. Public transit was nowtotally electric.”

By the turn of the century, Winnipeg wasgrowing rapidly, with a population of about50,000.

Driven to serveTransit bus operators say there’s no life like it

36

Carol Doerksen says being namedTransit’s 2006 Operator of TheYear was a huge honour.

Kirk Wilkie says he found theideal job when he became atransit bus operator last year.

During Brian Darragh’s 38-year career as a transit bus driver, he operatedstreetcars, trolleys and diesels.

‘It’s been quite a journey’From horse carts to modern diesels,Winnipeg Transit

has kept up with the times for 125 years

“It was quite a heady time for WinnipegElectric Street Railway. As they startednew transit routes, they also purchasedland along the routes and developedhousing communities,” Regiec says.

Less than 10 years later, in 1915,Winnipeg Electric Street RailwayCompany ran into its first form ofcompetition – private owners who rantheir own cars to ferry passengers todestinations around the bustling city.

Predictably, Winnipeg Electric StreetRailway responded. By 1918, thecompany had built its own buses, andbegan running its first route downWestminister Avenue. Eventually, the cars, which were called “Jitneys”, werebanned in 1918.


925 Main Street in Winnipeg, looking north – 1883

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When transit service began in Winnipeg125 years ago, the goal was to provideaffordable, convenient transportation toWinnipeggers.

Today, the team at Winnipeg Transit intendsto add to that legacy.

“Our vision for Winnipeg Transit is to bethe transportation mode of choice forWinnipeg’s major activity centres, says DaveWardrop, Director, Winnipeg Transit.

“In order to achieve this, we are focusing ourefforts on a number of key characteristics thatinclude speed, reliability, accessibility, comfort,safety, and convenience,” Wardrop says.

“In short, we are pursuing and committedto excellence in service delivery, and we haveto be, because we are in competition with theautomobile every day.

“We are successfully achieving that visiontoday with the strategic application of technologyand through customer service improvementssuch as on-board air conditioning, more sheltersand more heated shelters.

“Suffice it to say it’s an incredibly excitingtime we’re living in with respect totechnology,” Wardrop says.

“At the present time, our operations arewell recognized for their efficiency. But as weput better technology into use, users canexpect to see all kinds of improvement.

“Buses will be more fuel efficient and,above all, users will find transit service muchmore user-friendly.”

Those efficiencies are expected to comefrom three emerging technologies –articulated diesel electric hybrid buses, a

smart card fare system and a globalpositioning system-driven automated vehiclelocation system (or GPS and AVL, for short).

Wardrop says these technologies are due tobe utilized in the very near future.

“We are making substantial progress andwe expect those systems should begin to rollout in the next few years,” he says.

“Once in place, we expect the articulateddiesel electric hybrid buses will cut operatingcosts, while the smart card fare system willmake payment that much more convenientfor our customers.”

Wardrop can also hardly wait for the AVLsystem to be put into operation.

“It will permit enhancement of our currentsystems and will pave the way for featuressuch as real time electronic arrival/departuredisplays, as well as on-bus next stop displays.

“Those real time arrival and departure times

will be available on the Internet, Navigo (Transit’sonline trip planner) and on wireless devices.”

The ultimate payoff? “Access to all that information at the touch

of a button will make things so much moreconvenient for our customers,” Wardrop says.

“These technologies will help us take ourservice to the next level and will enable us tooffer an even higher level of customer serviceby letting our customers know exactly when abus will arrive at a stop.

“That means you won’t miss your bus andwill be on time for an important appointmentthat you may have missed in the past. Thattype of improvement is invaluable.”

As far as comfort is concerned, he says toexpect enlarged versions of today’s 40-foot buses.

“Not only will the buses be diesel/electrichybrids, but they’ll also be about 60 feet in length.

“Size and efficiency will increasesubstantially. Buses will be able to

accommodate more people comfortably, andthe new engines will help us realize fuelsavings of 15 to 25 per cent or better.”

Speed is also due to increase due toinfrastructure improvements designed topromote faster transit.

“Those improvements are happening now,”Wardrop says. “We’re introducing morediamond and queue jump lanes, plus therewill be expansion of the transit signal priorityinfrastructure.

“As the city grows, transit improvementswill continue to evolve. The end result will bereduced travel time and more reliability.”

Inevitably, the question of cost of themyriad of improvements presents itself. Justhow much will the cost of all the newtechnology and boosting the existingsystem’s capabilities be felt by transit users?

“Everything we’re undertaking will be donein a very cost-effective manner,” the Transit

Director says. “Much of the development isbeing completed internally.

“So not only will that make it cost-effective,but doing that will put us ahead of other cities,”he adds. “We don’t expect the improvementswill have a substantive impact on fares.

“With bigger, better buses and betteroverall service, it’s anticipated that we willattract a greater ridership. That will greatlyoffset the potential for increased fares.”

Another benefit of going high-tech will beincreased safety. In the near future, all buseswill be equipped with on-board cameras.They will be placed in strategic positionsthroughout buses to ensure the safety of bothoperators and passengers.

“Camera quality will be high-resolution, andthey will provide multiple viewing angles,”Wardrop says. “Safety is a paramount concern tous, and we know that the presence of camerashelps prevent incidents from happening.

“With the new on-board systems, driverswho now undergo extensive training will beeven better equipped to deal with the dailychallenges that come with operating a bus.”

Speaking of drivers, Wardrop says thatrecruiting is ongoing due to a steady stream ofretirements. Becoming a bus operator, he says,is becoming an increasingly attractive careeroption for men and women in their 20s and 30s.

For one reason, it provides the opportunity towork with advanced technology on a daily basis.

“No question, technology – and theresponsibility of moving people around the cityquickly and safely – is attracting a youngercrowd. More than ever, being a bus operator isa career that you can really dig into.

“You have to constantly upgrade yourtechnical knowledge and skills, and you alsohave to have well-developed people skills.Our recruiting is very selective, but if youmake the grade, you’re on your way to having

a very enjoyable and challenging career.” There should be no shortage of

employment opportunities. Ridership hasincreased steadily since 2002, with 2007 ontrack to record another increase.

Other factors, such as service improvements,population growth, demographics and risingfuel costs, also suggest there will be noslowdown in public transit use.

As the years go by, Wardrop says that asystem in the midst of positivetransformations will be transformed to aneven greater extent.

“With all the improvements that are happeningand about to come on line, Transit and ourcustomers are entering a very exciting time.

“I think it would be fair to say that fiveyears from now, the system will betransformed into a high-tech transit servicethat will be more accessible, more reliable,more comfortable and faster.”

The Manitoba Transit Heritage Association Inc. is a non-profit organization whose members volunteer to restore vintage transit vehicles for historical purposes, and provides the restored transit vehicles for public parades and displays.

The MTHA also collects transit related memorabilia, such as photographs, tickets, passes, transfers, uniforms

and other vintage items.

Come and see ourdisplay of vintage buses at Winnipeg Transit’s 125th AnniversaryOpen HouseSaturday, June 2 421 Osborne St.

Plan your next trip withPlan your next trip with

Visit winnipegtransit.comVisit winnipegtransit.com

(Cont’d from Page 2)

What immediately struck me wasthe fact that many of the peopleriding the bus that day were notregular Transit users by a long shot.

If service had not been free, I’msure most would have had to ask thedriver what the fare was. Also, many

people got on the buses which werequite crowded and lingered in theaisle close to the front.

The seats were all filled but therewas plenty of standing room in theback half of the bus. I guess thedriver was intent on keeping the beastmoving and not getting stuck in the

deep ruts that were still all over theplace, because he wasn’t sayinganything to move people to the back.

It was an extraordinary situationcalling for extraordinary measures.So I put on my best radio voice andsaid with as much authority as Icould muster: “Excuse me folks, but

we simply must move back or therewill be no room for others to getaboard. Please move as far back asyou can.”

Amazingly, the passengersresponded, although I’m sure I heardat least one man say “Who the helldoes he think he is?”

A few more times I repeated thisbold instruction, and each time myfellow passengers complied.

It was a nice feeling of minorachievement as I recall, on amemorable day for Winnipeg Transit.

Roger Currie is a former Winnipegger now working in broadcasting in Regina.

(Cont’d from Page 3)It was now 1924, and Winnipeg Electric Street

Railway had broadened its range of services tosuch an extent that it changed its name toWinnipeg Electric Company. Not only did itoperate streetcars and buses, but built and ranpower generation stations along the WinnipegRiver.

As successful as the streetcars had become, itwas only a matter of time before newertechnology overtook them. That happened in1938, when Winnipeg became the first Canadiancity to set up a trolley bus line that ran by anelectric engine attached to overhead wires.

It wasn’t until 1947 that the decision wasmade to convert the streetcar system entirely totrolleys. Even then, it took eight years for thelast streetcar to be put in mothballs.

Several telling events – ones that would affectthe city’s transit system in different ways – tookplace in the 1950s.

“The first was the 1950 flood,” Regiec says. “Itchallenged the system as never before, and itcame through with flying colours. And 1953 wasa particularly pivotal year. That’s when WinnipegElectric Company was taken over by theprovince, and then by the Winnipeg Council.”

Predictably, the trolley service alsosurrendered to a newer technology, this timediesel buses.

“The last trolley ran on October 30, 1970.Once that day was over, the fleet was now made

up totally of diesel buses, which remains thecase today.”

Regiec says that although the 40-foot dieselbus is still city transit’s workhorse, evolvingtechnology continues to make the fleet

increasingly efficient.“Computerization has reallyhelped us refine the service’sefficiency,” he says. “We alsotry to be sensitive to people’sneeds to offer relevantservice.“In 1977, Handi-Transit wastried as a concept, and wasmade a permanent division ofWinnipeg Transit in 1979. Andin 1994, we put three lowfloor buses into operation tomake it easier for people withhandicaps to gain easierentry; by 1997, the decisionwas made for all buses to bethe low floor model.”Best of all, Regiec says, the 125th anniversary ofWinnipeg Transit signifies that another exciting era is

about to unfold.“Let’s just say it’s been quite a journey from

1882 to now. With all the new technology aboutto come on line, and forward planning on ourpart, I believe the best is yet to come.”

4 5

Transit transformation‘Users will f ind transit service much more user-friendly’

1933


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Brian Darragh didn’t want an office job. Heenjoyed being outside, working with peopleand driving, so he applied for a job as a citybus driver.

For 38 years, Darragh drove for WinnipegTransit. He drove streetcars, trolley buses anddiesel buses. He speaks fondly of the job andencourages others to consider this careeroption that is now known as bus operator.

“I am proud of my record,” he says. “Ienjoyed my job.”

When Darragh started in 1954, he madeless than $2 per hour. Operators wore auniform with shirt, tie, vest, suit jacket, dresspants and cap at all times, although theycould remove the vest in the warmer weather.

That changed when summer and winteruniforms were introduced in the 1980s andcaps were no longer required.

Darragh was among 80 operator recruits in1954, and among the first 20 trained as

streetcar drivers. He drove them for 17months, and was the last former streetcardriver to retire from Winnipeg Transit in 1992.

On the streetcars, each 35 to 50 years old atthe time, schedules and order were crucialbecause there were few places to passanother car on the track.

Operators had to stand during a certainportion of their downtown route. Their seatwas a round wooden disk that swayeddramatically, and they held onto the controlsto keep their balance.

The operator was at the front by the frontexit door, and the conductor took fares at therear entrance door.

Carol Doerksen was Winnipeg Transit’s2006 Operator of the Year.

“It’s a huge honour,” says Doerksen, whohas driven a bus for 21 years. She wasencouraged to apply by her husband Stan,who was a bus operator when they starteddating. She drove a school bus first. Whenshe started with Transit in 1986, a female busdriver was a rare thing.

“I enjoy people and trying to be the best Ican be for them,” she says. “I am blessedwith a really great job.” Doerksen starts work at 5:45 a.m. at thegarage, with 10 minutes to prepare herbus for its route. She leaves at 5:53 a.m.and returns at 10: 01 a.m. Then she is offuntil she heads out again at 3:37 p.m. andreturns at 6:04 p.m. She gets weekendsoff. “Driving to a schedule, with constructionand traffic, you can’t always help beinglate,” she says. “But it is rewarding. Ismile at people and they smile back. I getmy smile back tenfold.” Kirk Wilkie joined Winnipeg Transit justover a year ago. With a retail andmanagement background, he was lookingfor a people job with good pay andbenefits that would give him more timewith his family.

Wilkie enjoys the flexibility of his job. Thesplit in his working day gives him time to goto the gym, grocery shop or do lawn work,get refreshed, and go back to work.

“This is the best job I have had,” he says. “Irecommend it.”

Winnipeg Transit would like to hire anumber of operators in 2007 and 2008.Applicants must have a valid Class 5 driver’slicense with no demerits and a minimumGrade 10 education, says Darryl Antymniuk,senior instructor, Winnipeg Transit.

Applicants take a public relations test toassess their customer service skills inhypothetical on-the-job situations. There’s adriving aptitude test, with coaching and 10minutes of driving on a course, and a testbased on a study guide that covers citypolicies and procedures.

Students qualify for a Class 2 license withair brakes through training with Transit, butmust write their written test at the motorvehicles branch.

Operator training includes classroom time,driving time, route training and mentoringwith another driver. New operators start as aspare. They get 7.5 hours per day, with routeschosen by seniority, and are paid about $12an hour while training.

Operators currently earn about $22 per hourafter five years. It’s a union job with benefitsand city pension plan.

Join the Winning Team

Sign up Now!925-3772

www.resourceconservation.mb.ca

Winnipeg Transit is DRIVING THE SAVINGSTO YOU!

POST SECONDARY PASS20% discount available to qualified Post Secondary students.

15.25% Federal Government Transit Tax Credit* now available for monthly and weekly transit passes.

Post Secondary Monthly Bus Passes available at participating post secondary educational institutions only.

For more information visit winnipegtransit.com

*some conditions apply

Accelerate Your Career!Accelerate Your Career!Winnipeg Transit is seeking highly motivated people

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To think that Winnipeg Transit is celebratingits 125th anniversary all because one manmoved west to find his fortune.

“It happened way back when in 1882,” saysAlex Regiec, operations planner for WinnipegTransit. “A fellow by the name of Albert W.Austin moved to Winnipeg to find his fortune.

“At that time, Winnipeg had about 8,000residents and needed a convenient, affordablemeans of transport. Mr. Austin believed hewas the man to meet that need.”

Austin met those transportation needs withthe technology prevalent at the time –horsepower.

“The first mode of public transportation washorse carts. They would go down (at thattime) Main Road and Portage Trail. The firstline originated from City Hall, the second fromUpper Fort Garry.”

Fortunately for Austin – and passengers ofhis company, called the Winnipeg StreetRailway – the city was compact in size. Thatwas a good thing, because the horses got youwhere you needed to go, albeit slowly.

Eventually, another line was added alongKennedy Street. It was official: Winnipeg haditself a real transitsystem.

Being a visionary,Austin was aware ofthe speed and rangelimitations of horses.Consequently, helooked fortechnology thatwould make hiscompany moreefficient – andprofitable.

That technologycame in 1891 in theform of the electricstreetcar.

Regiec says thatalthough thetechnology seemedto make sense, it wasn’t readily accepted byeveryone. After all, electricity was still a largelyunknown commodity.

Ironically, when the first electric streetcar hitthe street on July 26, 1892, it wasn’t Austin’scompany that unveiled it. Rather, it was a rival,Winnipeg Electric Street Railway.

“The city was essentially divided into twocamps – horse carts and electric streetcars,”Regiec says. “By 1894, the streetcars won thebattle.

“But Austin lost the war of rival companies,as his company was purchased by WinnipegElectric Street Railway. Public transit was nowtotally electric.”

By the turn of the century, Winnipeg wasgrowing rapidly, with a population of about50,000.

Driven to serveTransit bus operators say there’s no life like it

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Carol Doerksen says being namedTransit’s 2006 Operator of TheYear was a huge honour.

Kirk Wilkie says he found theideal job when he became atransit bus operator last year.

During Brian Darragh’s 38-year career as a transit bus driver, he operatedstreetcars, trolleys and diesels.

‘It’s been quite a journey’From horse carts to modern diesels,Winnipeg Transit

has kept up with the times for 125 years

“It was quite a heady time for WinnipegElectric Street Railway. As they startednew transit routes, they also purchasedland along the routes and developedhousing communities,” Regiec says.

Less than 10 years later, in 1915,Winnipeg Electric Street RailwayCompany ran into its first form ofcompetition – private owners who rantheir own cars to ferry passengers todestinations around the bustling city.

Predictably, Winnipeg Electric StreetRailway responded. By 1918, thecompany had built its own buses, andbegan running its first route downWestminister Avenue. Eventually, the cars, which were called “Jitneys”, werebanned in 1918.


925 Main Street in Winnipeg, looking north – 1883

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People always seem to remember the timesthey have been inconvenienced by a busbreaking down.

But they should consider how efficiently citybuses transport them most of the time, TonyDreolini says, and take a moment to appreciateall the work that goes into making thathappen.

On an average weekday, there are only threeor four service calls that cause interruption toservice, says Dreolini, manager of plant andequipment at Winnipeg Transit.

Buses travel an average of 17,000kilometres between stalls. From November toApril, 456 buses are on the road in Winnipegon a strict schedule during peak hours.

“When we do our job well, people don’t evenrealize it,” Dreolini says.

Winnipeg Transit has a nominal fleet of 535buses, and ideally replaces 30 buses per yearwith newer low floor accessible models.

Buses have an average lifespan of 18 years.The oldest one in the current fleet was built in1984. Condition and cost effectiveness ofoperating each vehicle are considered.

Since 2004, new buses have been built atNew Flyer Industries under the watchful eye ofa Transit inspector.

Typically, a bus is on the road about 22hours per day. They need only refuel once aday, because they have 100-gallon fuel tanks.

Buses get an early start. Work buses pick upsome operators before their early shift begins.Bus service is increased for the morning andafternoon rush.

Transit’s 220 bus maintenance staff includesall those who repair, clean and fuel the

vehicles. There are 27bus servicers who dobasic checks andcleaning of busesbetween runs.

There are also avariety of trades on thejob – from mechanicsto welders, body repairpeople, body painters,sheet metal workersand electronicstechnicians.

During peak hours,service trucks are onthe roads and just acall away for a bus inneed.

Winnipeg busestravel 26 millionkilometres per yearand use 16 millionlitres of diesel fuel peryear. Hybrid buses areunder considerationfor the future.

Buses get regular A,B and C inspections.

Every 3,000 kilometres, an A inspection by ajourneyman mechanic includes a checklist ofbasics like mirrors, wipers and washers, breakpedal, fire extinguisher, lights, steering, doors,brake lining and wheel tread. The B inspection– every 12,000 kilometres – is more thorough,going over the passenger compartment, sealson the doors, windows, cooling system andengine.

The C inspection, every 48,000 kilometres,is the most thorough, including a bodyinspection for corrosion, fuel tank check,bumper inspection and more.

“Ideally, we find problems and fix them,”Dreolini says. “For big jobs, we sign a bus offto the body shop, engine shop, electronicsshop, brake shop, tire shop or general

maintenance shop for things like transmission,suspension and air system work.”

In 2006, Transit buses cost an average of 54cents per kilometer to maintain, not includingfuel and operator salaries.

Corrosion from salt on the roads and coldtemperatures are hard on buses. They put inlong hours, carrying heavy loads. An averagebus weighs 26,000 pounds with fuel anddriver. It has 38 seats and can carry 53 people– an additional 8,000 pounds.

When the city removes a bus from its fleetand replaces it with a new one, the old vehicleis stripped for any useful replacement partsfor other buses of its age and sent to theshredder. Its scrap is sold and the money goesback into a replacement reserve.

“It’s not viable tosell them by the timewe are done withthem,” Dreolini says.“There is not muchleft.”

Guy Fontaine is asecond generationWinnipeg Transitdiesel bus technician.He joined his fatheron the job withTransit 30 years ago.

“It’s a good placeto work,” he says. “Ienjoy the people.They make the jobenjoyable.”

Fresh out of highschool, Fontainestarted as a summerrelief worker, caringfor buses andperforming janitorialduties. He took anapprenticeshipprogram at Red RiverCollege, and returned

as a bus mechanic. “I have never worked anyplace else. It

followed my line of interest. Like manymaintenance people, I have been satisfiedstaying here.”

Since he started on the job, Fontaine hasseen lots of changes.

“Buses used to be similar from year to year,but in the 1990s, that started to change,” hesays. “Computers now run the electricalsystem, the engine, transmission and signs.

“High-floor buses are being replaced withlow-floor buses where the nuts and bolts ofthings have been moved around. It’s been aninteresting challenge (to keep up to date).

“It’s all quite different than it was years agowhen I was completing my training.”

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Unsung heroes‘When we do our job well, people don’t even realize it’

Public transit is anessential element ofhealthy communities.By providing accessto the many servicesand facilities thatWinnipeg offers,transit adds value toour community bothculturally andeconomically. Transitoffers ecologicallyand economicallysensibletransportation while improving thesustainability of our transportationinfrastructure.

Winnipeg Transit has a rich historyof innovation that continues today.Technologies such as automatedvehicle locating will offercontinuously updated information onbus arrival times to our riders, whileon-board video cameras will provideimproved security.

Infrastructure improvements suchas Diamond Lanes, Queue JumpLanes and Transit Signal Prioritytraffic lights, will enable us toprovide faster and more reliableservice. New air conditioned buses,

upgraded bus stopsand terminals andadditional park andride facilities will addto the convenienceand comfort of transitservice.

Winnipeg Transit isnationally recognizedas Canada’s mostefficiently operatedtransit system. Theformula for thissuccess is not limited

to the strategic application oftechnology. Transit’s success hasalways been dependent upon thecommitment and the efforts of itsemployees.

We are fortunate to have suchhigh calibre people dedicating theircareers to public transit in Winnipeg.

At Transit, the pride we share inour history is matched only by theexcitement we share for the future.Please join me in celebrating thismost important anniversary forWinnipeg Transit, and for ourcommunity.

Dave WardropDirector, Winnipeg Transit

Service first began onOctober 20, 1882 underAlbert William Austin. Inrecent years, we have madesignificant investments toour transit system that willsee diesel-electric hybridarticulated buses, signal priority lights and more heated bus shelters servingour citizens.

Aside from the dailyservice our departmentprovides to Winnipeggers,Winnipeg Transit hasprovided transportation to all

major events that havehelped define our city. Thisincludes the Pope’s visit toBirds Hill Park in 1984, the1999 World Junior HockeyChampionship, the Pan AmGames in 1999, the 2002Indigenous Games, andmultiple Grey Cups.

On behalf of city council, I would like to congratulateWinnipeg Transit forproviding 125 years ofdedicated service.

Mayor Sam Katz

Congratulations from the mayor

Proud of past, excited by future

By Roger CurrieFor the Free Press

My experience as a WinnipegTransit passenger goes back almost50 of Transit’s 125 years. I don’tbelieve I ever rode a streetcar, but Iremember seeing them, andmissing them when they went outof service.

The bus I rode most frequently asa youngster was the Academy Roadroute, which was a trolley bus whenI first rode it in about 1957. I was10, and I believe the children’s farewas 10 cents.

Something of a right of passagewas being considered matureenough to board the bus alonebefore 8 a.m. Saturday and ride itall the way downtown to the YMCA.Many people still worked at leasthalf a day on Saturdays then, and Igot to know the familiar faces alongthe route.

Unlike subsequent generations,most of my crowd never expectedto be driven to our variousactivities. Riding the bus was quite

fine, even at 30below in the daysbefore there werean abundance ofheated Transitshelters.

As the years wentby, I became a lessfrequent transituser. Getting adriver’s license andthen a car changedthe routinedramatically. Butnow and then,circumstancesreminded me what a vital serviceTransit could be, especially in timeof emergencies like snowstorms.

One of the most memorablestorms to strike Winnipeg occurredin early November, 1986 and it wasa doozy. Snow began falling heavilyon a Friday night, and by Saturdaymorning, the city was just aboutshut down.

I was working in the newsroom atCJOB, and because the buses hadjust about stopped, I had to tramp

in through the heavysnow from RiverHeights.

Saturday nightwas spent on thefloor of an office, butI wouldn’t havemissed being therefor anything. BySunday afternoon,some buses weremoving, but justbarely, and I wasgrateful to ride onehome.

Schools remainedclosed on the Monday, and the citydecided to make buses free toencourage people to leave their cars athome so the plows could do their job.

No encouragement was neededfor me, since my vehicle was buriedin the driveway and wouldn’t begoing anywhere for a while.

I managed to cab it in the morningsince my early morning shift precededthe buses, but I used Transit a coupleof times later that day.


A memorable day for Transit

Steven Gagaluk, a Diesel BusTechnician at Transit, makes repairs to a city bus.

Diesel Bus Technician Ed Tsitrin, one of 220 bus maintenance staff, works on ahuge motor from one of the Transit fleet.

PHOTOS IN THIS SECTION BY LINDA WENSEL AND COURTESY OF WINNIPEG TRANSIT.

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WINNIPEG TRANSIT OPEN HOUSESaturday June 2, 2007. 10:00 AM - 2:00 PM

Join the Celebrationsrecognizing 125 Years of Serviceto Winnipeg

Join the Celebrationsrecognizing 125 Years of Serviceto WinnipegTours of the Fort Rouge Transit Base421 Osborne Street

Historic buses on display.

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Documents

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