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pleaseLRT said:
Using words like "chance" when we're a month and a half away from 2026 is insanity

I also find it funny that he says, "the system is showing great stability even in the Canadian winter, so there's a lot of promise". Uh I would hope so? There's winter and snow in Toronto every year - system stability in the winter for an any infrastructure project here is the bare minimum
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The SRT begged to differ...
 
Metroscapes said:
Metrolinx is going to get blasted in the new year if it's still (predictably) not open. Lindsay is going to get blasted today for broadcasting some hope when it's been dashed time and time again. I feel a teeny bit bad, only a little though.
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Blast as much as you want. They don't give a damn, neither would they be scratched by it.
 
Admiral Beez said:
Given the ongoing testing challenges and a lack of confidence in system reliability, legal disputes, and contractual complexities, my best guess is it opens in spring/summer 2026. That'll be almost 20 years since then-Mayor David Miller announced the project.
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I stand by my prediction from Jan 2025.
 
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Leo_Chan said:
I see some people commenting that Cedarvale is the new Spadina Station with the long transfer distance. Were there any plans early on to move the Eglinton West Station’s Line 1 platforms South similar to Eglinton Station’s being moved North?
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Doesn't bother me too much. When I was in London, England a lot of the Underground stations seemed to have long, winding tunnels commuters had to walk through to get above ground. Particularly with stations that had lines intersecting with each other and you had to transfer to another line. I think it's part and parcel when you're constructing a tunnel in an area of a city that already has a lot of underground infrastructure.
 
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Leo_Chan said:
I see some people commenting that Cedarvale is the new Spadina Station with the long transfer distance. Were there any plans early on to move the Eglinton West Station’s Line 1 platforms South similar to Eglinton Station’s being moved North?
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Because of the layout of the existing station and the limited clearances above and below, there was not really an opportunity to move the Crosstown's tracks north to shorten the transfer. The Crosstown's station envelops the running tunnels south of the Eglinton West platforms, requiring a split mezzanine and having the new fareline (and pedestrian tunnels) at quite a shallow depth.

Had they simplified the station (for instance, omitted the pedestrian tunnels on the north side of Eglinton, done away with a separate fareline, etc.) they could have brought its location north, although that would also pose other issues and complications with its construction.

Dan
 
thettctransitfanatic said:
Doug Ford's puppet makes a lot of noise but people wanna see results.
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To be fair to Doug Ford (and I'm no fan of his), I couldn't see the situation being much different if the Liberals or NDP were in charge. Instead of Michael Lindsay, we'd have some other guy feeding us the exact same BS.
 
Bojaxs said:
Doesn't bother me too much. When I was in London, England a lot of the Underground stations seemed to have long, winding tunnels commuters had to walk through to get above ground. Particularly with stations that had lines intersecting with each other and you had to transfer to another line. I think it's part and parcel when you're constructing a tunnel in an area of a city that already has a lot of underground infrastructure.
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Agreed. I was in Singapore and they too have massive tunnels in certain sections.

yea We all kmow what the best solution should look like (cross platform transfers) but Its hard to complain with what we finally have imo.
 
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A changed sign has appeared?
 
youngblood said:
That long corridor people are seeing is the underground walkway between the Cedarvale entrance west of the Allen and the Cedarvale entrance East of the Allen. The transfer distance between line 1 and line 5 is shorter.
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Yes I understand that the extremely long tunnel is the pedestrian tunnel between the two new north entrances.
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The longish walk I am referring to is the second corridor through the set of double doors.
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I haven't personally went to the station myself, but looking at the video walkthroughs is seems like a long walk, especially since this is the very southern end of the Line 1 platforms and not the middle of them.

A possible explanation is the sharp corner at the end of the connecting concourse, removing the sight lines and expectations when walking, so you don’t really see any progress for a while and then turn and you’re on the platform.

A minor point is regarding movement between the Northbound and Southbound platforms. Yes riders should be paying attention to whether they go down the left or right escalators or stairs from the entrance, or which escalators to go up from the Line 5 platforms to the lower concourse/Line 1 level. It definitely wouldn't be common use to start on the original Eglinton West entrance, walk all the way down the platforms, realize you're at the wrong direction, walk towards the Line 5 concourse, go through the doors, go up the escalators, and walk all the way to the other Line 1 platform.

Bojaxs said:
Doesn't bother me too much. When I was in London, England a lot of the Underground stations seemed to have long, winding tunnels commuters had to walk through to get above ground. Particularly with stations that had lines intersecting with each other and you had to transfer to another line. I think it's part and parcel when you're constructing a tunnel in an area of a city that already has a lot of underground infrastructure.
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Thank you for the additional perspective. I agree the extremely long tunnels for interchanges that are added far later than original stations and not aligning to street grid have their complications, and this Line 1 to Line 5 transfer is only mediumish distance on the system.

smallspy said:
Because of the layout of the existing station and the limited clearances above and below, there was not really an opportunity to move the Crosstown's tracks north to shorten the transfer. The Crosstown's station envelops the running tunnels south of the Eglinton West platforms, requiring a split mezzanine and having the new fareline (and pedestrian tunnels) at quite a shallow depth.

Had they simplified the station (for instance, omitted the pedestrian tunnels on the north side of Eglinton, done away with a separate fareline, etc.) they could have brought its location north, although that would also pose other issues and complications with its construction.
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The current final result is definitely an adequate setup to have. Now I'm wondering how painful the walk would have been if the Line 5 concourse entered the Line 1 platforms in the middle rather than the end, causing people who get off at the southern end needing to go north to the middle then backtrack south to get transfer to the Line 5 platforms.
 
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