TheTigerMaster
Superstar
There goes the last Vitrolite tiles
Are the Vitrolite tiles in Eglinton the original tiles from 1954, or have they been replaced since then?
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Are the Vitrolite tiles in Eglinton the original tiles from 1954, or have they been replaced since then?
TheTigerMaster
Superstar
Due to this closure, a lot of 32 Eglinton West riders will divert to Eglinton West station on Spadina Line, rather than Eglinton Station on Yonge Line. Hopefully Eglinton Avenue West at Allen Road will be fully opened by then, so that the 32 Eglinton busses can get into Eglinton West station easily. Currently, there are long queues outside of Eglinton West because of the construction.
Monarch Butterfly
Superstar
The current Eglinton Station has 10 bus routes serving it. Can't see all of them diverting to Eglinton West.
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5 AVENUE RD
- 32 EGLINTON WEST
- 34 EGLINTON EAST
- 51 LESLIE
- 54 LAWRENCE EAST
- 56 LEASIDE
- 61 AVENUE RD NORTH
- 97 YONGE (Transfer to bus on street)
- 100 FLEMINGDON PARK
- 103 MT PLEASANT NORTH
nfitz
Superstar
While the current design is currently an improvement, I'm not convinced designing the interchange with a single centre platform on each lines is optimum. I know that space along Yonge is at a premium, but I'm surprised they can't find a way to stagger the platforms, so that (for example) one platform is entirely north of Eglinton and the other entirely south. Though maybe that would be equally as bad for passenger flow - though wouldn't result in the same platform crowding.
Monarch Butterfly
Superstar
nfitz
Superstar
I love that Montreal example. I used to use that station when it opened almost 35 years ago. The "future west island extension" seems just as much fantasy as it was then. Meanwhile most people arriving on the Blue line at Snowdown have to go to the not that conveniently located staircase, to change to downtown - and vice-versa. The concept is fine, but Lionel-Groulx is a better example. But really, St. George (and Bay before we closed the lower platform) are pretty good implementations as well. Yonge/Bloor would work better if the platforms were centred, and there was two platforms on each line.
AlvinofDiaspar
Moderator
Difficult to do unless your station is sited in such a way that allow trains from both lines will be going in parallel close to the station area. Not sure how that can be done in this case given the area in question.
AoD
AoD
TheTigerMaster
Superstar
The current Eglinton Station has 10 bus routes serving it. Can't see all of them diverting to Eglinton West.
Definitely not. The only two routes running west of Eglinton Station are 32 Eglinton Wet and 5 Avenue Road. However, the 32 is a very heavily used route and I'm sure a lot of those riders whose trips originate between Yonge and Allen will be diverting to Eglinton West. For these customers, it would be nice if Eglinton West Station was back to normal before Eglinton Station shuts down.
If Metrolinx can't to that, an acceptable solution would be to have the 32 Eglinton West divert south to Davisville Station via Duplex Avenue and Chaplin Crescent. Duplex Avenue is immediately adjacent to Eglinton Station, so this would allow 32 Eglinton West and 5 Avenue RD customers a direct transfer to the Eglinton East busses, while marinating a direct connection to Line 1 for the 32 and 5 customers who need that transfer.
nfitz
Superstar
It's pretty easy. You deflect each line by 45 degrees, so that the station is on an angle to both Don Mills and Eglinton. With all the parking lots and empty land at that intersection, it's not difficult. Might even help deflect the Don Mills line, to the obvious place for a station north of Eglinton - Wynford and Concord.
Monarch Butterfly
Superstar
Just look at all the asphalt deserts around the Don Mills-Eglinton stations site, being used a parking lots at present.
Especially, the southeast corner used by the Science Centre provides plenty of space. A diagonal alignment of the Eglinton Crosstown LRT, with provision for any kind of Don Mills/DRL/whatever line using extreme measurements for any kind of equipment to could use that line, is better now. Afterwards, infill buildings or expansions will make putting a transfer station will be more difficult.
Attachments
AlvinofDiaspar
Moderator
It's probably unnecessary considering these type of solutions isn't required where is far higher projected riderships. Far better to focus on implementing the Island platform with more generous spaces and circulation elements.
AoD
AlvinofDiaspar
Moderator
It's not that much space - considering you have to take into account the amount of curvature you'd have to deal with for the approach tunnels.
AoD
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TheTigerMaster
Superstar
They should design the interchange stations at Don Mills-Eglinton NOW to better handle the transferring of passengers than what they do now.
Seems way overbuilt for the traffic expected.
The most I'd do here is rough in a Spanish solution (or at least make provisions for it), like we've done with Sheppard-Yonge.
Monarch Butterfly
Superstar
A light rail, like the Eglington Crosstown, uses a tighter curve than heavy rail. So the Eglington can wander off the straight direction more than a possible subway along Don Mills, if that is the technology they go with.
nfitz
Superstar
It's a pretty standard practice to turn lines so that they are parallel when two lines that are planned simultaneously intersect. As Toronto did for both the St. George and Bay intersection stations; though they'd have worked better if they'd have stacked the tunnels, they still work far better than simple crosses such as Eglinton-Bloor