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TTC: Dufferin Station Modernization (TTC, U/C)

M II A II R II K said:
So the elevators have to be in the paid zone, even though they start from the ground level and the fare collecting is downstairs.
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Looking at the photo of the plan above, the elevator from the surface is on the same side of the fare gates as the staircase from the surface.

Looking at the original plans - http://www.ttc.ca/About_the_TTC/Com.../Nov_26_2008/Reports/Station_Modernizatio.pdf there are 3 elevators. One from surface to the mezzanine (concourse) in the unpaid area. And two from the mezzanine to the platforms (1 for each platform) in the paid area.
 
Perhaps it would have been better if the paid section was at ground level so there'd only need to be 2 elevators in the paid zone to go to each platform. The downstairs level could be for more retail or perhaps a roughed in LRT platform for a potential Dufferin St. Transit City route.
 
M II A II R II K said:
Perhaps it would have been better if the paid section was at ground level so there'd only need to be 2 elevators in the paid zone to go to each platform. The downstairs level could be for more retail or perhaps a roughed in LRT platform for a potential Dufferin St. Transit City route.
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Very logic thinking, but sadly something TTC and most transit systems don't do these days.

I have watch this project from day one and it been mind blowing how this thing has drag on for no parent reason. The bus overhead on the east side should had been up in a few weeks at the most, yet took almost a year.

The north extension is another loooong process for no reasons I have seen.

The platform walls are a different story and based on a number of things, I see nothing wrong with the timeline.

The new exits were very close being on schedule, but nothing to worry about.

As for Pape, you can't replace stairs overnight that had to be rebuilt 100% and there is no 2nd set of stairs there to try closing one off. One of the major reason for the closure.

There are things that should happen sooner, but have been drag out.

Trying to rebuild any station with riders using it at the same time is not an easy thing to do in the first place, but for some reason, TTC projects crawl along.

I think I can count on one hand the number of projects been brought in on time since 2005. That is saying some thing.

When you go though the station again on the 31st, don't expect to see the station completed. That is still schedule for Dec. The elevators and 2nd exit are in Dec schedule. The Elevators may get push back because of the strike.
 
M II A II R II K said:
Perhaps it would have been better if the paid section was at ground level so there'd only need to be 2 elevators in the paid zone to go to each platform. The downstairs level could be for more retail or perhaps a roughed in LRT platform for a potential Dufferin St. Transit City route.
Click to expand...

Agree about the elevator issue, but the fare payment at mezzanine level allows easy entry to and from both northbound and southbound buses - Dufferin Station has the busiest bus-to-subway transfer requiring a paper transfer (only some of the downtown streetcar-to-subway transfers that require a paper transfer are busier).
 
It should be remembered that the 2 Bloor-Danforth Subway (and Dufferin Station) only opened on February 26, 1966. The merger of the 73 South Dufferin with the 29 Dufferin buses only occurred four years earlier, on March 26, 1962. 73 South Dufferin itself provided service south of St. Clair Avenue West from September 5, 1961.

Metro Toronto only approved building the Bloor-Danforth in January, 1958. There would be no Dufferin bus in the vicinity of Bloor & Dufferin for another three years. During that timeframe, they would have been designing the station, and there was no Dufferin bus to look at. Once the full 29 Dufferin was in operation by 1962, the designs would have been in place and construction already started, missing the opportunity to put in a transfer-free connection.
 
So when this reno is done will Dufferin bus riders have to still use a paper transfer or no?
 
W. K. Lis said:
It should be remembered that the 2 Bloor-Danforth Subway (and Dufferin Station) only opened on February 26, 1966. The merger of the 73 South Dufferin with the 29 Dufferin buses only occurred four years earlier, on March 26, 1962. 73 South Dufferin itself provided service south of St. Clair Avenue West from September 5, 1961.

Metro Toronto only approved building the Bloor-Danforth in January, 1958. There would be no Dufferin bus in the vicinity of Bloor & Dufferin for another three years. During that timeframe, they would have been designing the station, and there was no Dufferin bus to look at. Once the full 29 Dufferin was in operation by 1962, the designs would have been in place and construction already started, missing the opportunity to put in a transfer-free connection.
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The 63 Ossington was the busiest north-south route west of Bathurst Street in the 1960s; even with the through 29 service in 1962, it wasn't busier until at least the 1970s. Lansdowne didn't have a transfer-free connection either at the subway and that trolley coach route was established in 1947 well before plans for the B-D line were advanced.

Coruscanti Cognoscente said:
So when this reno is done will Dufferin bus riders have to still use a paper transfer or no?
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Yes, a paper transfer will still be required (at least until TTC fully rolls out Presto). Dufferin buses will continue to stop at curbside as they do now.
 
The 35 Jane bus has to use paper transfers at Jane Station, and its as busy if not busier than the 29 Dufferin. Unfortunately this occurred because when the 2 Bloor-Danforth was extended to include the Jane Station, the 35 Jane only went up far north as Eglinton (and Weston). Interesting that routing may return (with appropriate changes of course) when the Crosstown LRT opens its Mount Dennis Station by 2020.
 
W. K. Lis said:
The 35 Jane bus has to use paper transfers at Jane Station, and its as busy if not busier than the 29 Dufferin. Unfortunately this occurred because when the 2 Bloor-Danforth was extended to include the Jane Station, the 35 Jane only went up far north as Eglinton (and Weston). Interesting that routing may return (with appropriate changes of course) when the Crosstown LRT opens its Mount Dennis Station by 2020.
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I thought the Jane (and Runnymede) paper-transfer situation related to the bus-zone system that was still in place in 1968, and the impracticality of "converting" the station (unlike Royal York, Main Street, etc)
 
adma said:
I thought the Jane (and Runnymede) paper-transfer situation related to the bus-zone system that was still in place in 1968, and the impracticality of "converting" the station (unlike Royal York, Main Street, etc)
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The Zone 1/Zone 2 boundary was at Jane and Annette and at Runnymede at Dundas/St. Clair (the 71 would have just remained within the inner zone. Some riders could technically take the Jane bus as far as Annette one a zone 1 fare (just as they could leave Keele Station and take the Weston Road trolley coach as far as Avon Loop/Rogers Road, the fare boundary there). But I imagine that Jane buses would have passengers boarding and paying the Zone 2 fare, and local Zone 1 riders would simply transfer to the (then much more frequent than today's 26 Dupont) 4 Annette Trolley Coach. Indeed a map from that era show the 35 operating outside the inner zone, the 4 within it on the common section of Jane. Many riders at Runnymede transferring would be going north of the zone boundary too.

Jane would be difficult to convert, but certainly possible. Warden, Main Street, Islington, Royal York, Sheppard, York Mills and Finch were all converted, though by the time Finch, Sheppard and York Mills opened, the zone fare was history, though not when construction on the North Yonge subway extension was begun.
 
For the 29 Dufferin, the zone 1-2 border was at Briar Hill Avenue, just north of Castlefield Avenue and Eglinton Avenue West. When the zones were dropped by 1973, the 29 Dufferin would have experienced an increase in ridership, from above Briar Hill, not having to pay another fare.
 
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