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Mount Dennis Resident said:
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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Still, even without a second entrance at the opposite end, they could've designed the existing entrance such that the stairs to get from one platform to the other were inside the fare-paid area (or have 2 sets of stairs, one in the paid area, the other in the unpaid area, like the neighboring Queen station does; oh, and Queen has north entrances too).
 
81-717 said:
Still, even without a second entrance at the opposite end, they could've designed the existing entrance such that the stairs to get from one platform to the other were inside the fare-paid area (or have 2 sets of stairs, one in the paid area, the other in the unpaid area, like the neighboring Queen station does; oh, and Queen has north entrances too).
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Queen has the benefit of a much wider path beneath the station owing to the roughed in transfer they built in anticipation of an underground Queen Streetcar. To do anything like that at Dundas would likely require excavation under the subway tunnels. The existing tunnel is probably too narrow to divide in half and repurposing it for the fair paid area is likely a non-starter.
 
max said:
Queen has the benefit of a much wider path beneath the station owing to the roughed in transfer they built in anticipation of an underground Queen Streetcar. To do anything like that at Dundas would likely require excavation under the subway tunnels. The existing tunnel is probably too narrow to divide in half and repurposing it for the fair paid area is likely a non-starter.
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The issue is Bedrock.

The reason the station is the way it is because of the need to tunnel around the bedrock.

Fun fact: Dundas is the shallowest station. It's platforms are closer to ground level than any other.

When the station was being constructed the soil conditions in the area prevented the station from being built any deeper.

It would have been almost impossible to build a connecting passage above the tracks.
 
chrisw said:
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Off topic but I remain baffled by the inclusion of the driver's badge number on the signs. Have no idea what the benefit is here unless you're a pathological tattletale.

Nothing like looking up at the display while you're riding a route you're unfamiliar with and trying to see what the next stop is (because the quality of the robotic announcements is frequently poor), and it shows you the badge number instead. Because with how close TTC stops are, and the necessity of requesting the stop quickly, that's exactly the information you want.
 
If this is true, "someone" at TPS needs to get their act together. See https://www.blogto.com/city/2023/11/cop-tickets-ttc-streetcar/
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Richard White said:
When the station was being constructed the soil conditions in the area prevented the station from being built any deeper.

It would have been almost impossible to build a connecting passage above the tracks.
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Nothing is impossible given enough money - clearly the decision at the time was to save the expense, build the station closer to the surface and omit the connecting passageway!
 
turini2 said:
Nothing is impossible given enough money - clearly the decision at the time was to save the expense, build the station closer to the surface and omit the connecting passageway!
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Yes consider the fact they were not just removing dirt. They would have had to use explosives to blast away the bedrock if they went any deeper. It was not merely a cost thing but a practicality thing.

See here: https://transittoronto.ca/subway/stations/001-yonge-university-spadina-subway/dundas.shtml
 
T3G said:
Off topic but I remain baffled by the inclusion of the driver's badge number on the signs. Have no idea what the benefit is here unless you're a pathological tattletale.

Nothing like looking up at the display while you're riding a route you're unfamiliar with and trying to see what the next stop is (because the quality of the robotic announcements is frequently poor), and it shows you the badge number instead. Because with how close TTC stops are, and the necessity of requesting the stop quickly, that's exactly the information you want.
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The badge number is a better way to identify who was driving the bus than using the bus number and the time of day if a riders has to make a claim for X. Using the bus number and time of day, staff has to do some searching to see who was driving the bus then as there could be a number of drivers driving it that day.

The screen should only show the next 3-5 stops as well the time to them along with connecting route. At the bottom it can have how long it will take to get to the end of the line to give riders a sense how much longer they have to sit to get to the end of the line if that where they are going in the first place. This is common in Europe as well for a number of NA systems. If there is issues on the route as well the buses going off route, extra space can be used to inform the riders of the issues on the line,

I have see some screens in Europe display all the routes for a stop, as well arrival time for them when X would be there. It usually happen 20-30 before the stop.
 
drum118 said:
The badge number is a better way to identify who was driving the bus than using the bus number and the time of day if a riders has to make a claim for X. Using the bus number and time of day, staff has to do some searching to see who was driving the bus then as there could be a number of drivers driving it that day.
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I know what it's for, but making it easier for Karens to file a (more likely than not bogus) complaint is not really something I view as a benefit.

If the complaint is legitimate, the bus number, location, and time should be more than sufficient enough. And if the complaint is not legitimate, force them to think a little bit at least, rather than handing them on a silver platter the identification to crucify the driver.
 
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