Coast Mountain Bus Driver Wages

Seems like a decent company, but the training is very tough and fast paced - you need to be able to learn very quickly. If you already have your class 1 or 2 license and air, you STILL have to do the ICBC courses and tests for them over again. Count on 1 to 3 hours of homework every night.

1. Bus Driver Wages
2. Coast Mountain Bus Schedule

Instructors are very good, company culture is 100% by the book - if you don't get with the program and be a team player, you're out. You'll be scrutinized very closely, every little thing you do that isn't company policy or procedure will be recorded and held against you.

Any prior transit or bus driving experience means nothing to this company.very arrogant attitude, as if they're the cream of the crop, and they monitor employees Facebook accounts - if you say anything negative about CMBC on FB, it will land you in the managers office. Major Big Brother syndrome. Trolley training is very tough, and they expect you to learn how to drive them on route in revenue service within just a few hours behind the wheel, and they don't have A/C (none of the buses do, except the very new ones). Also, everyone goes on about how you can make 100K per year, but the deductions are around 30% per cheque. Average cheque during training is $1225 every 2 weeks, at $22.85/hour, 75 hours. 14 Hastings route is an absolute freakshow, and driving a trolley around downtown can be harrowing, especially in Granville Mall. During the recruitment process it's all roses and sunshine, but that changes as soon as your training starts.

It is a job where they want to to become immune to things, loose your personality, keep working and never get sick. Especially during probation.

All the time you would be given a feeling that you should thank the Lord for getting this job. Work culture is fear based.

They will fire you. You do that they would fire you. They invest time and money to hire and train and then want people to work in fear. Guess they want scared drivers not confident drivers.The environment is for someone who doesn't want to have a life.

The aspect of work and life is far fetched and operator is treated like lesser mortal.Money isn't great either. For 1/10 th of the stress you would get similar pay in any other company or field.Hiring new people doesn't mean culture would change. It's an old school culture and they seem to be not interested in changing it. If you are new you have to live with split shifts. Basically you are at the depot all day, do a small run and then after couple of hours do the second run. Keep listening to the stories of old timers at the bull pen who have nothing fruitful to talk.

Everyone wants to be a trainer and keeps telling you things everyday, Union. Let's not even talk about them.Most people leave in training and few in the first few months. It is certainly not what they talk about during the interview and training.Hiring too many people. If someone wants to leave they dont even bother (the HR) to call and do an exit interview for feedback. They are living in a myth and shall keep doing so. Next century is here.

They spend up to a year to hire you, and they will spend the remainder of your career trying to discipline, suspend and threaten to fire you - the company culture is built upon fear and punishment - keep your head low, keep your mouth shut, show up to work everyday, try to smile and drive the bus - nothing more and nothing less. Management needs to show they are hitting their targets on managing frontline employees, so expect to get called in and punished for little things like leaving late from the terminus because you had to take a dump or finish your sandwich, having a conversation with another fellow passenger, cutting in front of a car that didn't want to let you pull out of your bus stop, being sick for over 3 times in a calendar year, etc. If you ever get verbally or physically assaulted on the job, you are expected to stay in your seat and take the abuse, then deal with the aftermath later on by yourself.

Operations will call you at home to 'fill out the paperwork' and 'go through the standard procedure', once they hand in their papers, check their Ts and dot their Is, you're then on your own.you're just a number on the computer for all that they care.Everyone pick their work hours and routes based on seniority, expect to go to work twice everyday over a span of 12 hours, or work late nights over the first 1-2 years, and the work hours gradually become more consistent as you earn seniority. Work quality is going downhill as quickly as your seniority goes up, so don't expect to land yourself on cushy runs anytime soon at all, as they are becoming increasingly rare these days. Run and recovery times are getting cut left right and centre, and guess who definitely gets yelled at by passengers if the bus is late? Lol.Statistically proven - over 40% of all sick book-offs are due to mental stress and depression - the number speaks for itself about what kind of job and employer this organization represents. I don't understand some of the 4 or 5 star reviews.

Bus Driver Wages

They must either be written by management or some employees who've never had any other good job.Pros:Pay is decent after 2 years, but take home is only average because of a lot of deductions. You’ll make money if you do lots of overtime, which means you’ll basically be driving all day.

(Can’t do OT on your days off, only same day)Cons:Everything else.-Terrible shifts, terrible work/life balance. You'll have no life during your work days.

Majority of the work is Split shifts, which means your day will atleast be 12 hours. If you live close by, you can go home, if you live far away, well then you can sit at the depot and kill time there without getting paid.-No official breaks other than your split (which you don’t get paid for). You might have some recovery time after finishing a trip, but if you're already running late (which you always will be) then you're outta luck. You MIGHT have enough time just to go pi-pi.-Not enough running time which means you’ll be always late. Run times are constantly being cut down. (They say safety is their no.1 priority but how can you be safe when you're constantly under duress and there are no breaks?)-If anything goes wrong, management will always try to find some way to blame you and tell you what you could’ve/should’ve done and discipline you.

(You're expected to keep notes from each shift and if something comes back after months, i.e a complaint, you're expected to remember it all and you cannot claim you don't remember).-Benefits are average at best. Most of the stuff is not covered a 100%.-Only get 6 sick days a year, which are not enough considering you basically work in a germ factory. Sick days are not covered 100% unless you take all 6 at once.-Have to call in twice (once to operations, then your supervisor) if you’re sick. Getting paid for sick days is even harder as you have to get forms from your supervisor, which you need to fill out and send to Great West Life. It takes almost a month to get paid for sick time. Extremely outdated system, like mostly everything with this company.-Operator is basically responsible for EVERYTHING. You'll get called in for just about every complaint, even if it's something unreasonable.

You'll have to explain yourself to your supervisor who'll act like a judge.-Union is weak. A lot of the union reps are clueless, most of them are in management's back pocket.-This might've been a good job 15-20 years ago and it seems its carried that reputation amongst the public. However, thats no longer the case as operators have less and less rights and benefits.-There's a reason they're having trouble finding people. A lot of people realize how bad it is during training or soon thereafter once you're on your own. A lot of people quit, and a lot get fired during probation over the slightest mistakes.-If having a life doesn’t matter to you and If a paycheque is all you care about and you're really desperate, then go ahead do it. Consider yourself warned.

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( August 2017) Coast Mountain Bus CompanyParentFoundedApril 1, 1999Headquarters700 – 287 Nelson's CourtService area, British Columbia, CanadaService type,RoutesBus: 210Hubs6 transit centresFleetBus: 1,451Ferry: 3Daily ridership730,000Chief executiveMichael McDaniel,President & General ManagerWebsiteCoast Mountain Bus Company ( CMBC) is the contract operator for transit services in and is a wholly owned subsidiary of the South Coast British Columbia Transportation Authority, known locally as, the entity responsible for public transit in the region. The buses form part of the integrated transit network of the. Contents.History The Coast Mountain Bus Company was created on April 1, 1999, concurrent with the implementation of. Bus service in was formerly provided by (the crown corporation that operates transit outside of Metro Vancouver).Services Coast Mountain Bus Company operates the buses throughout Greater Vancouver, except in, which operates its own system. The is one of the busiest bus routes in, with an average weekday ridership of 56,000 passengers as of 2016.B-Lines are a type of route with elements using mostly 60-foot (18 m) low-floor articulated buses. All B-Line routes currently in operation feature all-door boarding as of January 1, 2018.Three routes currently are in operation:.: Hastings Street between and, via.: 104 Ave and King George Blvd between and, via and.: Broadway between and, viaTwo routes have been terminated:.: From to.

It was replaced by the Millennium Line's.: Granville Street and No. 3 Road between Burrard station. It was replaced by the.RapidBus In January 2020, two of the existing B-Line routes (the 95 and the 96) will be rebranded as RapidBus (R5 and R1 respectively), and the following routes are scheduled to begin service:.

R2 Marine Drive: Marine Drive, 3rd Street and Main Street between and. R3 Lougheed Highway: Lougheed Highway between and in Maple Ridge. It will complement the existing 701 route servicing local stops.: 41st Ave between UBC Exchange. It will replace the 43 Express.Fare Paid Zones. This section needs additional citations for. Unsourced material may be challenged and removed.Find sources: – ( October 2017) A Fare Paid Zone is a clearly marked territory on which passengers must have valid and present it for inspection upon request of a transit security officer. Initially, these were only in effect in and SeaBus stations and vehicles until June 25, 2007, when the law was changed.

Now, all buses, including West Vancouver buses, are designated Fare Paid Zones. The reason for implementing Fare Paid Zones on buses was to remove the responsibility of fare enforcement from bus drivers, as too many of them were being assaulted in disputes over fare payment. Fare enforcement on all buses are now the responsibility of the Transit Police and Transit Security Department. Officers may board a bus at any time and conduct a fare inspection. Those who fail to pay the fare and retain proof of payment could be removed from the bus and/or fined $173.Facilities Current facilities. Burnaby Transit Centre: Located at 3855 Kitchener Street, Burnaby, it was built in 1986. This transit centre is split into two facilities separated by Kitchener Street.

Serving parts of Burnaby and New Westminster, as well the North Shore and east Vancouver, Burnaby Transit Centre is also home to many support services such as Environmental Services, Trolley Overhead, Facilities Maintenance, Fire Prevention, and Non-Revenue Vehicle Maintenance. Beginning in September 2016, North Shore transit routes operate out of this transit centre. Fleet Overhaul at this location is where the majority of body repair and repainting is carried out, as well as engine and component overhaul, while minor repair is most likely carried out at the bus's home garage. Fleet Overhaul is in the process of having a new facility built within the Maple Ridge area. Hamilton Transit Centre: Located at 4111 Boundary Road, Richmond, this facility opened in September 2016, and took over operations of various South Delta, Richmond, Burnaby and New Westminster routes. It is the second transit centre to have abilities to house CNG buses. Port Coquitlam Transit Centre: Located at 2061 Kingsway Avenue, Port Coquitlam, it opened in August 1978.

It was the first garage to support Compressed Natural Gas (CNG) vehicles. Serves the Tri-Cities, New Westminster, Maple Ridge and Pitt Meadows areas. Richmond Transit Centre: Located at 11133 Coppersmith Way, Richmond, it opened on September 4, 2000. It is the main base for the suburban routes served by Orion V highway coaches and local routes in Richmond, White Rock, Delta, and some Burnaby, Surrey and Vancouver routes.

Surrey Transit Centre: Located at 7740 132nd Street, Surrey, it opened in May 1975. It is the base for most Surrey, Langley, and North Delta services and some White Rock and Ladner services.

As of May 2018, it is the third transit centre to have abilities to house CNG buses. Vancouver Transit Centre: Located at 9149 Hudson Street, Vancouver, it opened on September 2, 2006. It is the garage for Vancouver bus services. This garage serves the trolley routes, as well as most of Vancouver's buses.Former facilities. North Vancouver Transit Centre (1946–2016): This depot, built in 1945, was located at 536 East 3rd Street, North Vancouver. It was the base for most North Shore services not operated by West Vancouver Municipal Transit.

It closed in September 2016, and all North Vancouver routes now operate from Burnaby Transit Centre. Oakridge Transit Centre (1948–2016): Located at 949 West 41st Avenue, it opened in 1948. Oakridge was to be decommissioned and likely sold for re-development beginning in 2007. However, with the arrival of several New Flyer and Nova Bus orders starting in 2006, it remained an active support facility, conducting retrofitting on these vehicles in preparation for revenue service. Additionally, the Oakridge yard was home to many retired coaches, including E901/902 trolleys, New Flyer D40s, and other vehicles. In the second quarter of 2008, as part of a re-organization and expansion at Burnaby Transit Centre, Oakridge took over many of the tasks formerly located at the other facility. The Community Shuttle service was one of the groups moved, making Oakridge an active transit centre once again.

However, in September 2016, the shuttle operations were shifted to the new Hamilton Transit Centre. Main article: YearManufacturerPicturePropulsionNameNotes1977VictoriaDieselBurrard Beaver2009Esquimalt Graving Dock (Victoria)DieselBurrard Pacific Breeze2014Damen Shipyards Group in NetherlandsDieselBurrard Otter IINotes. All vehicles are. All CMBC diesel buses are currently running on a 5% bio-diesel blend.Prefixes Letter prefixes are prepended to the bus numbers on all conventional Coast Mountain buses, except trolleys. Generally, the prefixes are used to identify which garage the bus is operating from.

B – Burnaby. H – Hamilton. P – Port Coquitlam. R – Richmond. S – Surrey (or Community Shuttle).

V – Vancouver (formerly Oakridge). T – Training vehicle (or HandyDART)Former prefixes These are prefixes not in use that were formerly used. N – North Vancouver (until September 2016)Numbering Since 2012, Coast Mountain buses are numbered by the order year, series number and unit number. For example, bus number 12001 would have been ordered in 2012, is part of that year's '000' series (denoting New Flyer XDE60 articulated buses), and the first bus received. The order year may not reflect a bus' production year; bus number 12024 is the 24th bus in the same order placed in 2012 but was not produced until 2013. Series numbers vary by year and are often not reused on the same models each year. Community Shuttles since 2016 are always numbered in the '500' series.

Prior to 2012, buses followed a legacy numbering system adopted from the former BC Transit Vancouver Regional Transit System, where buses would be numbered by series. Bus number 3334, for example, would be bus number 134 of the New Flyer C40LF/C40LFR 3200/3300 series. Unlike the current numbering system, all bus numbers ending in -00 would be skipped due to BC Transit policy. This was abolished when the new system was implemented in 2012. Exceptions to this are trolley buses, which follow a numbering scheme dating back to the era, and older Community Shuttles, which followed either a three-digit system or the four-digit system of. These Community Shuttles carried 'S' prefixes to denote 'Shuttle' and their numbering systems did not skip bus numbers ending in -00.Additional fleet notes The first prototype 40-foot (12 m) / trolley bus arrived at the Oakridge Transit Centre on July 2, 2005. The 187 additional vehicles of that type arrived in 2006–2007, and all had entered service by the end of 2007.

The first 60-foot (18 m) articulated trolley coach (#2501) arrived at the Oakridge Transit Centre in January 2007. The others started arriving in January 2008, and all 74 had entered service by the end of 2009.It was announced that the original bike racks on the 2006 New Flyer buses can only be used in daylight, as they blocked the headlights at night. (PDF). Retrieved January 1, 2018.

Retrieved July 23, 2019. The Buzzer blog. Retrieved 2018-05-18. Retrieved 2017-07-12. August 2, 2001.

Retrieved December 5, 2017. Retrieved 2017-08-15.

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Retrieved 2018-01-18. Zimmer, Eric (2018-01-24). Retrieved 2018-03-17. Retrieved 2017-10-01. Trolleybus Magazine No. 263 (September–October 2005), p. ISSN 0266-7452.

Coast Mountain Bus Schedule

Trolleybus Magazine No. 290 (March–April 2010), p. Retrieved 2017-08-15. Retrieved 2017-08-15. Retrieved 2017-07-25. TransLink (2017-12-19), retrieved 2018-04-08. ^.

Retrieved 2018-04-08.External links.