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Reecemartin said:
TTC was supposed to install it's new wayfinding measures at Dundas, it has mostly not done so https://x.com/RM_Transit/status/1719115568954171706?s=20
Click to expand...

I'll concur that I don't expect the above to make a material difference.

But I'm a bit unclear on what 'enhanced wayfinding' would make a difference here?

This is a fairly small station It has only 2 platforms, each visible from the other and from the opposite mezzanine. It has only one stair/escalator (vertical circulation point) in each mezzanine; there's only one under platform tunnel; and I think the existing signage is reasonably clear.

The suggestion, I thought, was that they could marginally improve flow, by reducing conflicting movements at the gates, by making some/all entry or exit only, in which case they come with a clear red 'x' for 'uh uh' and and green arrow for 'uh huh'.

If that helps any, great, but I don't know about calling it 'enhanced' way finding. It also strikes me a poor substitute for addressing the real issue which is that station passenger volumes exceed design capacity, particularly in the mezzanines, but also in the vertical circulation off the SB platform. (lack of down escalator)

Enlarging the mezzanine on the NB side could be done by repatriating space from the Green P garage, and/or a strata expropriation/purchase from 10 Dundas E.

The SB Mezzanine is somewhat more problematic as its constrained by the bank on the N/W corner, and taking space from TEC would be involve some $$$

The new northerly exits off the platform will probably help some; I think there may be a case to be made for additional direct exits to street off the South ends of the platforms as well.
 
Anyone know why a TTC bus is on the interstate near Chicago?

https://www.reddit.com/r/toronto/s/WuUXtih9ZQ

Screenshot_20231105_141755_Reddit.jpg
 
It’s a “TTC painted “ owned by NFI. It’s even worst when people driving by would think the bus is drunk or TTC employees took it for a getaway.
 
This could go in several threads but I'll put it here.

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Northern Light said:
I'll concur that I don't expect the above to make a material difference.

But I'm a bit unclear on what 'enhanced wayfinding' would make a difference here?

This is a fairly small station It has only 2 platforms, each visible from the other and from the opposite mezzanine. It has only one stair/escalator (vertical circulation point) in each mezzanine; there's only one under platform tunnel; and I think the existing signage is reasonably clear.

The suggestion, I thought, was that they could marginally improve flow, by reducing conflicting movements at the gates, by making some/all entry or exit only, in which case they come with a clear red 'x' for 'uh uh' and and green arrow for 'uh huh'.

If that helps any, great, but I don't know about calling it 'enhanced' way finding. It also strikes me a poor substitute for addressing the real issue which is that station passenger volumes exceed design capacity, particularly in the mezzanines, but also in the vertical circulation off the SB platform. (lack of down escalator)

Enlarging the mezzanine on the NB side could be done by repatriating space from the Green P garage, and/or a strata expropriation/purchase from 10 Dundas E.

The SB Mezzanine is somewhat more problematic as its constrained by the bank on the N/W corner, and taking space from TEC would be involve some $$$

The new northerly exits off the platform will probably help some; I think there may be a case to be made for additional direct exits to street off the South ends of the platforms as well.
Click to expand...

I mean it's just a case of not using the gates in a reasonable way that definitely worsens flow. Obviously expansion is generally also needed.

Using the gates the way they are intended shouldn't require a pilot (and we are still not doing it right)
 
Reecemartin said:
I mean it's just a case of not using the gates in a reasonable way that definitely worsens flow. Obviously expansion is generally also needed.

Using the gates the way they are intended shouldn't require a pilot (and we are still not doing it right)
Click to expand...
If there's enough gates, it would make sense to use them as one-way.

But on a platform like Dundas, there's a rush of people coming out when a train arrives. At that point there's no rush to enter, as the next train will be in a bit. And then a period of time when everyone is entering.

Reducing entry and exit capacity by make some one-way would only serve to back up passengers at the entrance and platforms even more.

Perhaps a clear next train in X minutes at the entrance, would stop many from trying to enter for a minute or two. Or making all gates exit only once the doors to the train have opened.
 
nfitz said:
Perhaps a clear next train in X minutes at the entrance, would stop many from trying to enter for a minute or two. Or making all gates exit only once the doors to the train have opened.
Click to expand...
At Dundas, you can see the train with its doors open if you're standing right outside the gates. If you couldn't go through the gates to rush the doors, there'd be a riot.
 
Should have "Next Train" screens overhead ALL fare gates at ALL stations. Should show the next THREE trains arriving. Of course, if there is a train already at Dundas Station, and the next one is 10 minutes away, everyone will rush.

Should have "Next Bus or Streetcar" screens at ALL exit gates at ALL stations. Should show the next TWO buses or streetcars arriving. Unfortunately, because the TTC needs the revenue, there will be advertisements crowded out the information we actually want.

(Except there are no funds available.)
 
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The worst aspect of Dundas station is that there's no way to get from one platform to the other without exiting & re-entering the fare-paid area, if I recall correctly (haven't been to that station in a while, but when I have, it always seemed to be the case). The same design flaw exists in many NYC stations too.
 
81-717 said:
The worst aspect of Dundas station is that there's no way to get from one platform to the other without exiting & re-entering the fare-paid area, if I recall correctly (haven't been to that station in a while, but when I have, it always seemed to be the case). The same design flaw exists in many NYC stations too.
Click to expand...
Plans for a Dundas Station north entrance at Gould Street fell through. It could have had crossover access to both sides.
 
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