sixrings
Senior Member
Except that isn't whythis station is so big
So just keep the phase 1 bus terminal and not bother with the phase 2 expanded one?This is such a waste of everybody's time. The PC's want to build a 3 stop subway, so a massive bus station will no longer be needed at STC, meaning the whole station would be redesigned.
The platform level is situated 25 m below the proposed grade on Borough Drive; it is a side platform configuration to suit the double track alignment within the large single-bore tunnel. Vertical circulation to the concourse level is set behind the platforms along with support spaces to maximize the platform capacity and reduce the overall length of the station box.
Except that isn't whythis station is so big
that is not what people mean they are talking about the ridiculous ceiling heights and in the public areas that don't effect entering or exiting the action in any way whatsoever.You are missing my point... you need the big above ground exits otherwise those large stations cannot safely evacuate in an emergency. If you have a one small staircase leading to the surface you are screwed if all hell breaks loose.
probably catering to the group of people that say they don't feel unsafe on a cntre patformI'm just surprised they went with this instead of all the centre platforms on the TYSSE.
SCC not being centre platform is due to the alignment passing under the Frank Fubert Woods which the City said they wouldn't tare up. This makes it impossible to install the necessary track infrastructure for the center platform station as the TTC would need to dig up the woods. This is also why the crossover point for the trains will be after SCC instead of before it, resulting in what will be a stupidly inefficient station. However even then I do question why the crossover is after the station considering its a single bore tunnel, so both tracks are in the same tunnel, so a cross over can be easily installed; all the TTC needs to do is not put a dividing wall in the tunnel like they are considering.probably catering to the group of people that say they don't feel unsafe on a cntre patform
SCC not being centre platform is due to the alignment passing under the Frank Fubert Woods which the City said they wouldn't tare up. This makes it impossible to install the necessary track infrastructure for the center platform station as the TTC would need to dig up the woods. This is also why the crossover point for the trains will be after SCC instead of before it, resulting in what will be a stupidly inefficient station. However even then I do question why the crossover is after the station considering its a single bore tunnel, so both tracks are in the same tunnel, so a cross over can be easily installed; all the TTC needs to do is not put a dividing wall in the tunnel like they are considering.
Oh, that actually makes sense. I guess there won't be any significant platform confusion then. Will all three escalators be going in the same direction for each platform then, and use stairs to go opposite direction?Having the crossover after the station would mean the trains will drop off the passengers, maybe wait before entering the crossover, switch tracks, and then re-enter the station on the other side to pick up passengers. Think it would be more efficient.
The problem is that this halves the stations possible throughput as now only 1 Kipling bound train can occupy the station at any given time. Secondly all it takes is 1 delayed train on the drop-off side and the Bloor-Danforth is crippled (we'll be turning back trains at Kennedy because SCC is unusable in this scenario). Having the crossover before SCC means that both platforms can have Kipling bound trains, and if one platform is out of use the other still remains. Functionally nothing changes as far as passenger movement is concerned but operational speed and efficiency is decreased and redundancy is reduced to zero.Having the crossover after the station would mean the trains will drop off the passengers, maybe wait before entering the crossover, switch tracks, and then re-enter the station on the other side to pick up passengers. Think it would be more efficient.
What if there is a crossover built at one of the emergency exits?The problem is that this halves the stations possible throughput as now only 1 Kipling bound train can occupy the station at any given time. Secondly all it takes is 1 delayed train on the drop-off side and the Bloor-Danforth is crippled (we'll be turning back trains at Kennedy because SCC is unusable in this scenario). Having the crossover before SCC means that both platforms can have Kipling bound trains, and if one platform is out of use the other still remains. Functionally nothing changes as far as passenger movement is concerned but operational speed and efficiency is decreased and redundancy is reduced to zero.
The crossover dosen't need to be that far out, it can be right before the station like at any terminus. You can see here in this picture of the Fukutoshin Line outside of Shibuya station that the X crossover is in the single bore tunnel. There is no reason this can't be done at SCC. It's only when the line splits into 4 tracks to serve the 2 center platforms that the line enters the Cut and Cover section.What if there is a crossover built at one of the emergency exits?