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Bathurst station (Toronto)

Bathurst is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The station, which opened in 1966, is located on Bathurst Street just north of Bloor Street West. It is a major transfer point for both bus and streetcar routes, including the 511 Bathurst route, which provides services to Exhibition Place.

Wi-Fi service is available at this station. The main entrance at Bathurst and Bloor, where the collectors and faregates are located, is in the station building at the surface, which puts the station's streetcar and bus platforms within the fare paid zone. The opening of elevators in January 2000 made the station fully accessible. The elevators provide access between the eastbound platform and concourse, and between the westbound platform and street level via the concourse. There is regular stairway and escalator connections between all levels. There is also a secondary unstaffed entrance on Markham street just north of Bloor street, which leads directly to the subway platform.

On August 4, 2020, the Photo ID Centre at Sherbourne station was permanently closed and relocated to Bathurst station on the concourse level.

Destinations
The station serves The Annex and Koreatown neighbourhoods. Nearby destinations include St. Peter's Roman Catholic Church, Bathurst Street Theatre, Hot Docs Ted Rogers Cinema (formerly The Bloor Hot Docs Cinema), Lee's Palace, Central Technical School and Harbord Collegiate Institute.

Surface connections
When the subway is closed, buses and streetcars do not enter the station. An on-street transfer is required at Bathurst Street and Bloor Street during this time. TTC routes serving the station include:

Tributes to Honest Ed's
In November 2016, the Honest Ed's style signs and slogans were decorated in this station to commemorate the impact of Honest Ed's landmark discount store on the community. This temporary tribute remained on display until just after Honest Ed's closing on December 31, 2016. Temporary signs hand-painted in the familiar Honest Ed's style welcomed customers at street level, and the windows were decorated with the TTC's unique take on Ed's famous punny signs. In addition to this unique tribute, the TTC's November 2016 Metropass featured Honest Ed's famous sign.

The TTC later installed a permanent tribute to Honest Ed's on the concourse level in a passage leading to the streetcar/bus platforms. This tribute consists of five vertical panels and a mural. The panels show photos, store signs and other memorabilia associated with the former department store. The mural, on the wall opposite to the panels, is a realistic, life-size image of the vault door that was on the north side of Honest Ed's. The trompe-l'œil image makes the door's hardware look 3-dimensional. There are two smaller images of the vault door on one of the five panels.

Parkette
The piece of land between the main station building and Bathurst Street, encircled by the streetcar loop tracks, is used by the City of Toronto as a public park. Previously named "Bathurst Subway Parkette", a ceremony took place on September 22, 2008 to rename the park "Ed & Anne Mirvish Parkette". Ed Mirvish had been a well known local businessman whose landmark Honest Ed's discount store was located nearby at the southwest corner of Bloor Street and Bathurst Street. The Mirvish family had requested an appropriate commemoration to Ed, who had died on July 11, 2007 and the City of Toronto Parks, Forestry and Recreation Division recommended the renaming of this parkette as an opportunity to honour Ed and his wife Anne, who were both a positive influence on the community.

title: Bathurst station (Toronto)


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User:Diderot/nunacom-tbl

Nunacom Sandbox
ᓄᖅᑲᖅᑎᑦᑎᔪᑦ ᐊᒻᒪᓗ ᒪᒥᐊᑦᑐᑦ

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User:Diderot/nunacom-tbl


text:
Palisades Center

Palisades Center is a shopping mall in West Nyack, New York, which as of December 2022, is the twelfth-largest in the United States by gross leasable space. It has also been one of the nation's most lucrative malls, producing $40 million in annual sales tax and $17 million in property taxes in its first ten years of operation.

Built in the industrial style, the mall was developed by Pyramid Management Group, and opened in March 1998. It was named after the nearby Palisades, which border the Hudson River and the eastern part of Rockland County. It is bounded on three sides by major state routes: the New York State Thruway (Interstates 87 and 287) to the north (Exit 12), NY Route 303 to the east, and NY Route 59 to the south. It is also located near the Thruway's intersection of the Palisades Interstate Parkway, and is only a few miles west of the Tappan Zee Bridge, which provides access from points east of the Hudson River.

1990s
According to the mall's sponsoring partner, Thomas Valenti, it took 16 years to get the mall approved and built. The 130-acre site was purchased by The Pyramid Companies for about $3 million and a promise to clean up the two landfills, which held incinerator ash and garbage. The 875000 sqft mall was proposed in 1985 with a goal of luring upscale retailers such as Saks Fifth Avenue and Lord & Taylor, and also a promise to keep sales tax dollars from slipping across state lines into New Jersey. The site was selected for its proximity to the New York State Thruway and Westchester County. Its location four miles from New Jersey, where blue laws in Paramus keep the malls closed on Sundays, was also a factor. Local residents, recalling how the Nanuet Mall nearly drew the life out of Rockland County's traditional shopping villages about 20 years earlier, opposed the mall, predicting that it would bring crime, increased traffic, air pollution, and an economic downturn to the area's downtowns, and that the site was not properly tested for toxins. In October 1993, ground was broken on the mall, whose construction would cost between $250 million and $280 million.

The Palisades Center was built around the Mount Moor Cemetery, a cemetery established in 1849 for people of color, including Native American and African American veterans of American wars from the Civil War to the Korean War. The cemetery is visible from a number of points in the mall, and was undisturbed by construction.

The Historical Society of Rockland County placed a historical sign which reads:

"This burying ground for Colored people, was deeded on July 7, 1849 by James Benson. and Jane Benson. his wife to William H. Moore, Stephen Samuels and Isaac Williams. trustees. The cemetery has provided burial space for colored people, including veterans of the American Civil War, the Spanish–American War, World Wars l and ll and the Korean War. The grounds have been maintained since 1940 by the Mount Moor Cemetery Association, Inc."

The construction of the mall faced a number of environmental obstacles before it began. What was initially thought to be a mastodon buried there turned out to be a circus elephant. Nesting grounds for a nearly extinct red-legged partridge turned out to be a domesticated pheasant. Other problems included flooding from one of the region's glacier-dug bottom spots and runoff from three landfills on the property.

The mall was completed in December 1997 and opened on March 4, 1998. Initially the mall had four anchor stores. The number fluctuated over the years as new anchors opened and closed,   peaking at 16 in the 2010s. A few of the stores that were present in the mall in its first year were the WNET Store of Knowledge, the Nickelodeon Store, and Record Town.

From its inception, rumors circulated that the mall's underground parking lot was sinking because it was built on unstable swampland, and that it would collapse under its own weight.

2000s
Rumors that the mall would close abounded after the 1999-2000 holiday season. On the January 6, 2000, episode of The Rosie O'Donnell Show, host Rosie O'Donnell, who lives in Nyack, mentioned the rumor of the building's sinking to her audience. Local police, town engineering officials and the mall's developers assured the public that these stories were false and that the mall was safe and in no danger of closing. A managing partner of the mall, Thomas J. Valenti, appeared on a later episode of O'Donnell's show, performing a song-and-dance number to the tune of "Cheek to Cheek" to debunk the rumors of the mall sinking.

On November 5, 2002, voters in Clarkstown voted on a referendum in which the mall requested approval for it to lease 100000 sqft of theretofore unoccupied space, in keeping with a 1997 covenant in which Pyramid Companies agreed any additional leasing would be decided by a town referendum as part of a deal that let the mall take over three town streets. Opponents argued that Pyramid Companies had previously stated that this space had no practical use when they had built beyond the original 1.8 e6sqft they were allowed, but Pyramid insisted that they did not wish to expand beyond the limits of the mall, but rather to lease space already in the building, which would be occupied by Kids City, an educational and recreational center for children ages 3 to 12. Nicole Doliner, president of the Rockland Civic Association, characterized Kids City as a theme park. Voters rejected the measure by a 2-1 margin.

In 2008, opponents of the mall complained that the Superfund site located on the property was paved over rather than cleaned, and that the mall tax receipts failed to lower the average homeowner's bill as advertised. In the 2008 documentary Megamall mall opponent Bruce Broadley said, "Everything we said would happen happened. Go back and look at all the proposals and drawings. It's a vastly different mall that was built. It was sold as upscale. What they built is arguably one of the ugliest malls in America." However, Clarkstown Town Board member Shirley Lasker, who opposed the mall, said in 2008 that the board's concerns over traffic did not materialize. Valenti said that the $23-million effort to fix area roads and create a special exit for the mall on the Thruway prevented the predicted traffic congestion. Columnist Greg Clary argued that aesthetics are subjective, that average homeowners' bills did not go down due to continued spending by elected officials, and that while the downtowns were hurt by the mall, this is not unique to the area, and can be averted by town planners who represent some of the mall's 20 million patrons. New York Times writer Joe Queenan criticized the mall's Brutalist exterior as lacking design and theme and characterized its rectangular layout as "a series of interlocking coffins." He also criticized the "trash gondolas" visible near the Interstate 287 entrance. Queenan had kinder things to say about the mall's vast interior, likening its sprawling floors to a retail version of Centre Georges Pompidou, analogizing its amalgamated structure to the "Gotham skyline," and lauding the bowling alley, ice rink, and food court Ferris wheel for giving people an opportunity to play "adult hooky."

In 2009, the mall replaced its historic 19th-century carousel from Venice, Italy, with a modern doubler-decker model.

2010s
On May 3, 2013, Pyramid officials announced that Palisades Center would undergo a multimillion-dollar remodeling from May to December that year in order to give a more upscale appearance to the mall, which had begun to show signs of wear and tear. The renovation brought a warmer color scheme to soften the institutional beige of the mall, colored glass mosaics, ceiling facets, and designer lighting. The four-story court at the center of the mall received glass handrails and architectural lighting elements, and the "ThEATery" area on Level 4 got new tile floors and chandelier fixtures. Other areas received soft seating, custom planters, and plush carpets.

In 2016 Pyramid Companies received a $388.5 million mortgage on the property. The following year, the mall was at full occupancy.

The late 2010s saw several traditional chain anchors update their brick-and-mortar fleets, due to competition by digital retailers in recent years.

On March 17, 2017, JCPenney announced that their Palisade Center location would be one of 138 of its stores to close as part of its modernization of its brick-and-mortar operations.

In September 2019, it was reported that the Lord & Taylor store at Palisades Center would be closing, with Clarkstown Councilman Donald Franchino explaining that the mall needed to diversify in its pursuit of moving toward a greater a mixture of retail and entertainment.

2020-present
The mall temporarily closed as a result of the COVID-19 pandemic, and suffered financially as a result of that crisis. By July 2020, Pyramid Companies missed mortgage payments since the prior April, and had risked defaulting on its $388.5 million CMBS loan, but reached an agreement with its lenders to avoid foreclosure.

In October 2020, Clarkstown held a referendum in which citizens were asked to vote on whether to lift the agreement made between the town and the mall's developer in 1998 preventing the mall from renting out 200000 sqft of unused space in its fourth-floor attic, whose high-ceilings the mall believed would be more appealing to a wide array of possible tenants than adapting former anchor store space. That expansion was approved November 4, 2020.

That December, the data firm Trepp appraised Palisades Center at $425 million, which was less than half of the $881 million at which the mall was valued in 2016, when Pyramid Companies received a $388.5 million mortgage on the property.

In March 2021, the Rockland County Business Journal reported that the mall, which was in a state of transition exacerbated by the COVID-19 pandemic, would likely not replace the former Lord & Taylor and JC Penney with other department stores or retail. Stephen J. Congel, CEO of Pyramid Management Group, which manages the Palisades Center, pointed to the company's portfolio-wide diversification strategy, in which it incorporated new uses, such as residential developments, to its existing assets, though Congel did not comment when asked if residential projects were planned for Palisades Center.

In early January 2022, Picanha Brazilian Steakhouse opened a location at the mall, which following the success of their first two locations in Philadelphia, marked the beginning of that chain's expansion across the United States.

On February 10, 2023, Wilmington Trust, the trustee on the $418.5 million mortgage issued in April 2016, filed a commercial mortgage foreclosure complaint in New York State Supreme Court. The complaint came after mall's owners missed payments on both a deal that extended the maturity date of the mortgage to October 9, 2022 and a forbearance agreement extending the payment date to November 9, 2022.

Layout and attractions
The mall has four floors, which at its opening housed over 220 businesses under a 1 e6sqft roof, as well as 8,500 parking spaces on the property's 2 e6sqft, a space large enough to fit 40 White Houses. To accommodate its customers and tenants, the mall houses 40 escalators, eight passenger elevators, and 11 freight elevators.

The third floor of the mall contains a 2,000-seat food court with over a dozen quick-service restaurants, and a 60 ft Ferris wheel. That level formerly housed Philadelphia Toboggan Company Carousel Number 15, a carousel built in 1907, and listed on the National Register of Historic Places in 2001. In May 2009, mall management announced that the then-101-year-old carousel would be disassembled and removed the following month. It was replaced by a modern, double-decker Venetian carousel. In October 2021, The Journal News reported that ClimbZone would replace the Venetian Carousel.

On the fourth floor is a stadium-seating 21-screen AMC Theatres, that previously held a separate IMAX theater. Since 2016, the former IMAX site is home to 5 Wits Interactive Family Entertainment Center.

At the east end of the fourth floor is an ice rink, which is home to teams and programs that include the Palisades Predators Youth Hockey team and BUDS for Hockey. The rink also houses a free skate and Learn to Skate program, an arcade (which at one point had Sonic Championship), and a party room for birthday parties. The fourth floor is also the entry to Palisades Climb Adventure, a five-level, 85 ft climbing obstacle course created by WonderWorks that allows guests to climb on obstacles while strapped into a harness.

In popular culture
The mall was featured in multiple episodes of the TruTV series Impractical Jokers.

The mall is used for exterior shots in the 2018 film Eighth Grade.

The mall can be seen as a backdrop in the 2019 film Hustlers.

title: Palisades Center


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CNCF

CNCF may refer to:

 * Christina Noble Children's Foundation
 * Cloud Native Computing Foundation, a Linux Foundation project
 * Concarril, Mexican rail car manufacturer

title: CNCF


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Bay station

Bay is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. It is located in heart of the Yorkville district just north of Bloor Street West on the west side of Bay Street.

The Toronto Transit Commission (TTC) operates its lost articles office at this station, where forgotten objects on the city's buses and trains are held until reclaimed or sold by auction. Wi-Fi service is available at this station.

History
Bay station opened in 1966 as part of the original segment of the Bloor–Danforth line, from in the west to  in the east. Early plans of the line, and even some published maps, named this station "Yorkville"; the platform signs read "BAY" in large type, with a smaller "YORKVILLE" caption underneath. Work commenced in August 2019 to make Bay station wheelchair accessible; this work was completed on December 30, 2020.

Lower Bay
Below the main platform for Bay station is an abandoned platform, which was used for only six months in 1966 when the TTC experimentally ran trains whose routes included portions of both the Yonge–University and Bloor–Danforth lines. This abandoned platform is sometimes referred to as "Lower Bay" by the general public or "Bay Lower" by the TTC.

The platform was in service from February to September 1966 as part of an interlining experiment, in which the TTC ran trains along three routes, with one matching the subsequent Bloor–Danforth line, and the other two combining parts of the Bloor–Danforth line with the Yonge–University line. The experiment was deemed a failure, largely because delays anywhere quickly cascaded to affect the entire system. Also, as the stations had not been laid out effectively for cross-platform interchange, trains travelling east from and west from Yonge alternated between the two levels, leading passengers to wait on the stairs in-between the levels, since they were unable to tell which platform would receive the next train.

With every station served by at least two routes (Bloor–Yonge station was served by all three routes, with the Yonge–University–Danforth route passing through it twice, once on each level), passengers could travel between any two stations without changing trains; though for some station combinations, such as travel between a station north of Bloor and one on the Bloor–Danforth route, transferring at Bloor–Yonge station resulted in a more direct path. The TTC found that when the extra time waiting for a train from the correct route was considered, the time savings were not significant.

Much of the infrastructure for interlining is still present on the system, and most older stations still have signs informing passengers of each train's next destination, although they no longer change. While St. George and Bloor–Yonge stations remained operating upper and lower platforms for the two crossing subway lines, Bay station would be served by only the Bloor–Danforth line.

Lower Bay and the tracks leading to it still exist and are now used to train new operators, to move trains between the two current lines, for platform-surface experiments, and to allow filming in the subway without disrupting public service. The station has been modified several times to make it look like a "common" North American subway station, and the TTC once had an elaborate pre-built set for converting it to a New York subway station. The set was used for the filming of the movie Don't Say a Word. The TTC asked the production company if they could donate the set. The set remained up for about three weeks as a selling point for other movies but was then torn down due to safety concerns. Other notable movies shot at Lower Bay include The Taking of Pelham One Two Three, Johnny Mnemonic, Bulletproof Monk, Mimic, End of the Line, The Recruit, and most recently, in 2017, in the film The Sound, in which the Lower Bay station was the main focus and setting of the story. The station was also used as a film set in the music video Never Again, performed by the band the Midway State, as well as the 2015 music video for the song "Kill V. Maim" from Canadian singer and songwriter Grimes's 4th studio album Art Angels. This music video was directed by Grimes and her brother, Mac Boucher. The short film, The Last Stop, directed by Tyler Cowan, also featured the Lower Bay station as its primary location. The band Great Lake Swimmers also recorded "The Great Exhale", a song from their 2012 album New Wild Everywhere, in Lower Bay station. In 2018, the band Fucked Up headlined Canadian Music Week with a showcase show in Lower Bay station. It has also been used as training exercise location by the local army reserve.

Proposed re-activation of Lower Bay
In 2014, Josef Kates, an engineer, proposed reactivating Lower Bay during rush hour by having northbound University trains bypass subway station and instead short turn at Bay. Kates argues this would relieve both St. George and stations by allowing some downtown-bound passengers transferring from the Bloor–Danforth line to transfer at Bay instead of Yonge or St. George.

Public access
The station itself is not open to public access. During structural repairs to the tunnel roof between Bay and St. George stations, trains were bypassed to Museum station via the interlining tracks on Saturdays and Sundays from February 24 to March 11, 2007. As a result, riders could see Lower Bay through the train windows as they rode between Bloor–Yonge and Museum stations. During the May 2010 Victoria Day long weekend, the station was again used to facilitate track repairs, and once again the public got a rare opportunity to ride through the station.

The TTC announced on May 9, 2011, that due to track switch replacement on the Bloor–Danforth line between St. George and Bloor–Yonge stations, a similar subway diversion procedure would be implemented, with all eastbound and westbound trains on the Bloor–Danforth turning back at Museum station during the weekend of May 14–15, 2011 giving passengers another glimpse of Lower Bay subway station. Passengers exited the train at Museum station, crossed the centre platform, and boarded the northbound, eastbound, or westbound train to continue their subway trip. University–Spadina subway passengers travelling eastbound on the Bloor–Danforth line changed trains at Museum station. During the subway diversion, the lower level of St. George station was closed and all trains served the upper level. Upper Bay station was also closed. Regular Bloor–Danforth subway service resumed on May 16, 2011.

The TTC opened Lower Bay to the public for Doors Open Toronto on May 26, 2007. According to TTC chair Adam Giambrone's introduction leaflet, this event in 2007 was the first time since 1966 that the station's platform was open to the public. There were large line-ups, as a limited number of people were allowed on the platform at any one time. Two trains were parked on the tracks, a video screen displayed movies or commercials shot in Bay Lower, and movie posters were hung around the platform. Since 2007, the station has been open to the public periodically, often as part of subsequent Nuit Blanche and Doors Open Toronto events.

Surface connections

Transfers to buses occur at curbside stops on Bay Street outside the station.

TTC routes serving the station include:

title: Bay station


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Sherbourne station

Sherbourne is a subway station on the Bloor–Danforth line in Toronto, Ontario, Canada. The station, which opened in 1966, is located west of Sherbourne Street on the south side of Bloor Street East. The station primarily serves the St. James Town neighbourhood and the southern portion of Rosedale. Wi-Fi service is available at this station. In December 2021, this station became an accessible subway station after undergoing renovations that began in August 2019.

Photo ID Centre
Sherbourne station previously housed the TTC Photo ID Centre. The TTC photographic team now visits most participating colleges and universities at the beginning of each academic year, and the post-secondary student monthly pass is now available only available via the Presto card and can be purchased from Presto fare vending machines located inside the station. In August 2020, the Photo ID Centre at Sherbourne station was permanently closed and relocated to Bathurst station.

Entrances
The primary entrance is located on the Sherbourne Street side of the office building at 425 Bloor Street East. An unmanned second entrance to the east end of the platforms is on Glen Road, a small side street which runs north off Howard Street from the densely populated St. James Town. A pedestrian tunnel under Bloor Street and a footbridge across Rosedale Valley Road provide access to this entrance from Rosedale to the north.

Artwork
In 2019, the artwork titled The Whole is Greater than the Sum of its Parts by Rebecca Bayer was installed as panels at various locations in the station at the platform and concourse levels. Using custom ceramic tiles, the panels consist of colourful mosaics arranged in geometric, triangular patterns. According to the TTC's Public Art page: "Sherbourne station is an important transit hub for the multicultural neighbourhoods it serves and this artwork intends to reaffirm the station as a shared place where the wider community interacts daily."

Subway infrastructure in the vicinity
This is the only station that was located south of Bloor Street on the original 1966 line. Sherbourne is also uniquely deep underground, which required a 2250 ft section of the tunnel to be bored, rather than constructed using the shallow cut-and-cover method used for most of the line, west to Bloor–Yonge station.

East of the station, the line crosses back under Bloor Street to the north side. It emerges from the tunnel to cross the Rosedale Ravine on a curving covered concrete bridge, and then returns underground just before Castle Frank station. The adjacent bridge that carries Bloor Street across the ravine, although built with provision for a lower deck as part of the Prince Edward Viaduct project, is at such an angle to the subway alignment that it could not be conveniently used. A conventional bridge was planned for the subway line, with a view of the ravine, but local objections forced the Toronto Transit Commission to enclose it in a concrete shell for noise abatement.

Surface connections
Transfers to buses occur at curbside stops outside this station. TTC routes serving the station include:

title: Sherbourne station


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Castle Frank station

Castle Frank is a station on Line 2 Bloor–Danforth of the Toronto subway. It is located at the northwest corner of Bloor Street East and Castle Frank Road. Wi-Fi service is available at this station.

Without any major commercial, industrial or entertainment destinations, the station primarily serves the residents of South Rosedale, from which it is within walking distance, and St. James Town and Cabbagetown by way of the 65 Parliament and 94 Wellesley bus routes. Nearby landmarks include Rosedale Heights School of the Arts and St. James Cemetery.

Entrances
The entrance to the station is located on the northwest corner of Castle Frank Road and Bloor Street East. The station was rated as high priority in the requirement for a second exit which, although scheduled to be finished by January 2010, finally opened in December 2012 after many delays. This project still did not make the station accessible, although the stairs give subway riders a direct connection to the bus bays. Only an exit is provided through turnstile gates, without any way to get into the station using a pass or token that is available at the secondary entrance to many other stations.

Late in the fourth quarter of 2021, construction started to install two elevators to make Castle Frank station accessible. The elevators will connect the street-level concourse to each of the east- and westbound platforms. Completion is expected in 2024.

History
Castle Frank station, opened in 1966, is named after the community that it serves. Its streets, and the brook that flows through it, are in turn named after John Graves Simcoe's summer residence in the area overlooking the Don River, which burned down in 1829. The residence was named after his son Francis Simcoe. In 1954, a historical marker was placed in Prince Edward Viaduct Parkette, near the site of the historic Castle Frank residence, on the south side of Bloor Street at Castle Frank Road.

The Parliament streetcar line operated to its northerly terminus at the Viaduct Loop until 1966. No consideration was given to construct the short connection, from that location at Bloor Street East and Parliament Street across the Rosedale Ravine, which would have made the streetcar route a major feeder line to the subway station. The site of the streetcar loop is now Bloor–Parliament Parkette.

Subway infrastructure in the vicinity
East of the station, the line runs under Bloor Street to use the lower deck of the Prince Edward Viaduct. At the end of the Viaduct, it swings to parallel Danforth Avenue on the north side. Immediately west of the station, the line crosses the Rosedale Ravine in a covered concrete bridge, then continues in a tunnel to Sherbourne station.

Surface connections
When the subway is closed, buses do not enter the station. TTC routes serving the station include:

title: Castle Frank station


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Talk:Hook turn

Use outside Melbourne
I've been trying to find out if the hook turn is/has been used outside of Melbourne. From some discussion here, it seems that:
 * the hook turn is (or was at least recently) used by busses in Adelaide - at at least one intersection
 * IMO, possible considering that buses in Melbourne also use hook turns at some non-hook turn intersections. e.g. At the intersection of Hoddle St & Victoria Pde, southbound buses on hoddle st use the leftmost lane to make a right-turn (to head eastbound) on Victoria Pde. Jackk 22:09, 20 January 2006 (UTC)
 * i'm not sure how someone travelling south turns right and ends up travelling east...? —The preceding unsigned comment was added by 203.171.85.67 (talk) 12:12, 23 April 2007 (UTC).

 * all right turns in Victoria, possibly also some other states, were hook turns prior to the turn indicator light
 * Untrue. If you have look at the Vicroads website, you can find copies of the actual road laws adopted by parliament.  What was true was that some time ago (recently - i think it was true as late as the 70s), Victorian road law required that left-turning vehicles yield to all traffic, including oncoming traffic making right turns, even at Uncontrolled intersections. Jackk 22:09, 20 January 2006 (UTC)
 * That law changed early 1990s. This left turn rule had nothing to do with hook turns whatsoever. Format 03:26, 2 October 2006 (UTC)

 * I think that was actually the case. While the VicRoads law that you cite is correct, it is for a different thing (giving way to left instead of right turners). Both my father and grandfather swear that hook turns were used at all intersections in "the olden days". — Preceding unsigned comment added by 218.185.40.37 (talk) 04:17, 26 May 2014 (UTC)

 * bicyclists can do a hook turn wherever they want, for their own safety
 * True. Already included in the article. Jackk 22:09, 20 January 2006 (UTC)

 * hook turns were trialled in at least one place in Melbourne outside the CBD very recently
 * South Melbourne's clarendon st. still has hook turns in place, however they're going to be removed shortly: from memory, within the next 6 months. Jackk 22:09, 20 January 2006 (UTC)

Trying to verify and find out more... T.PK 09:51, 21 Dec 2004 (UTC)

Unfortuantely, I have never found out such information either, and its origin is therefore a mistery to me, I have been puzzled, for example why North American cities where you still see "streetcars" don't have a drive-on-right version (left-turn from right) but instead simply halt left turning cars when a tram approaches (inconsistant as it may be), I wish it were considered in Toronto, Canada. Is it because it was invented in Australia and "Australian ideas" are often ignored elsewhere in the world.Myrtone (the strict Australian wikipedian)(talk)

There is a hook turn (for trucks) at the corner of Charleston Rd and Nolan St in Bendigo, Vic. --Richmeister 09:49, 9 April 2006 (UTC)

Depending on your definition of a hook turn, there is at least one in Beijing, China -- see http://davidj.richardson.name/japan-china/images/435.html -- note that this is a T-intersection, not a cross-intersection. David J Richardson 08:00, 30 August 2006 (UTC)

re Controversy section
I don't think the "Controversy" section is really appropriate for this article, unless we can actually verify the information.

I'd also argue that statements such as "Hook turns are, in reality, one of the easiest right turns to execute, as the drivers do not have to judge a gap between cars coming the other direction" are completely POV. I happen to also think that it's totally incorrect: to navigate a hook turn properly, a safe driver has to monitor more potential hazards. You have to watch for traffic from the rear, oncoming traffic, traffic from the left side, pedestrians on your right side, emergency vehicles and trams: the latter three of which have absolute right-of-way.

I'll delete the controversy section in a few days, unless there are any objections. Cheers. Jackk 22:09, 20 January 2006 (UTC)

Box turns are only perscribed at controlled intersections, so I think you should rephrase it rather than delete it.Myrtone (the strict Australian wikipedian)(talk)
 * For what it is worth they are not harder, there is little to judge as the driver waits for the traffic light on the road being turned in to turn green. By then, everything else (other traffic, pedestrians) will have stopped. Format (talk) 06:02, 12 January 2008 (UTC)

The Controversy section contains unreferenced information, it should therefore be removed.Special:Contributions/ (talk) 14:29, 2 May 2008 (UTC)

 * There are currently sections on 'Reasons for Use', 'Australian Usage Details', 'Other Vehicles', 'Controversy' and 'History'. These can probably all be merged into a single section on either Usage or History. I'm happy to do this in a couple of days if there are no objections. -Paperclip Maximiser (talk) 06:22, 13 January 2016 (UTC)

Possibly region-centric phrases
"A hook turn is a special right-turn manouvre required in parts of Melbourne, Australia. A hook turn is where a motorist turns right at an intersection from the leftmost lane of traffic." I know that Taiwan with right-hand traffic requires motorcyclists to make two-step left turn where Image:TW-Art065.1.gif is posted. Isn't it a hook turn? I wonder whether the opening sentence of the article is region-centric.--Jusjih 16:06, 11 May 2006 (UTC)

Similarity to a New Jersey Jughandle?
I am interested in this setup, which seems to be a condensed New Jersey jughandle, except that a hook turn is for driving on the left-side of the road. Is this comparison correct? --Thisisbossi 01:01, 16 June 2006 (UTC)

 * I don't think so. The jughandle looks like a loop-around, where there's no looping done here -- so the comparison is hook to loop, which isn't right. Dysprosia 01:55, 16 June 2006 (UTC)

 * What I meant by "condensed" is that it's still seems to be the same concept of breaking apart from the mainline on the opposite side from which you intend to turn; then completing your maneuever as if it were a "through" movement, of sorts. --Thisisbossi 04:03, 16 June 2006 (UTC)

 * There's still a loop which you have to execute from my understanding of the jughandle, which isn't present in the hook turn. Dysprosia 04:07, 16 June 2006 (UTC)

Functionally, it is similar to a jughandle, except jughandles get their own light cycle, you don't go through the yellow/red. I think the listing of Rt. 1 in NJ is incorrect. From my recollection, that area has a few standard highway junctions, and the rest are jughandles. The defining features of a hook turn, based on my reading of the article, are lining up in the lane opposite to the turn you're making, and the lack of a dedicated light cycle. —Preceding unsigned comment added by 64.132.221.211 (talk) 17:25, 22 January 2008 (UTC)

Loose Ends
As a Canadian driver I'm unfamiliar with the hook turn and have read the article three times to try to understand it. I think my only questions are 1) Am I correct when I assume that only one or two cars can make the turn with each cycle of the light and 2) Where do additional drivers wait if they are the third or fourth person who wants to make the turn?

Minshullj 02:28, 20 June 2006 (UTC)
 * The first vehicle preparing to turn is required to move as far as practicable into the intersection (not just half way). Any subsequent vehicles are required to form a queue behind the first vehicle. All queued vehicles (whatever number fits) within the intersection then make the turn. If you look at both of the first 2 procedure photos closely, you can see that, in that particular instance, two cars followed by a truck and then another car (4 vehicles in that case) made a hook turn . We will need to modify the text to clarify this.--Melburnian 03:30, 20 June 2006 (UTC)
 * There are relatively few hook turn intersections in Melbourne. Those intersections designated for the hook turn are generally on large, wide roads, so many vehicles can easily queue, say eight cars. Format (talk) 22:51, 22 August 2009 (UTC)

Having visited Melbourne and carried out several hook turns (many of them just for fun) I want to add that while they are not ideal traffic movements, they are extremely practical solutions.

Why? The first reason is not to impede movement of trams.

Melbourne's central business district is built on a grid system. Many streets have two tram lanes (in the centre) and two traffic lanes in both directions at either side. Most traffic (in my experience) is travelling straight on at these junctions. Intersections with lots of right-turning traffic will be set up differently. The hook turn accommodates the small number of cars wishing to turn right.

I found most drivers were cautious and courteous at these junctions. Once the lights changed to amber and red, the queued right-turning traffic would finish the turn. I did notice that some right-turning drivers tended to queue in any available space and at strange angles. This worked as long as everyone moved slowly when completing the turn.

The main advantage is that no right-turn time needs to be allowed in the traffic light sequencing and thus straight on traffic gets a large share of the time. Depending on the legal changes as to when the end of the hook turn can be made, it would probably be a good idea to increase the time at which all lights are red enabling the turns to be made.

The other advantage (as has been mentioned) is that no judgement is required to find a gap in the oncoming traffic. Sometimes, in normal turns, drivers can see a suitable gap, go for it, only to be met by a crossing pedestrian as they complete the turn. If they yield to the pedestrian, they block oncoming traffic which had priority. This doesn't happen with the hook turn. David in dublin 16:34, 20 July 2007 (UTC)

Palatine Road, northeastern Illinois
I don't know the history of it, but Palatine Road in the northern suburbs of Chicago has had hook turns (not by name) for decades, from just east of Rand Road in Arlington Heights all the way past Milwaukee Avenue. In the middle lanes (two each direction), you can only continue straight when the light is green. If you want to turn into a driveway, turn either left or right onto a crossroad, or make a U-turn, you have to get into the frontage lanes (also two each direction, separated from the express lanes by a median strip except for occasional "exits"). The frontage lanes—i.e. the turn lanes—have their own separate light cycle after the crossroad and before the main express lanes. I hadn't seen this setup anywhere else, but it seems pretty clear that the only difference between this and the Melbourne hook turn lanes are the extra concrete divider and of course the right/left swap. /blahedo (t) 06:27, 2 August 2006 (UTC)

 * Actually, perusing some satellite views, it looks like the express lane section of Palatine Road has just six intersections, of which three are true expressway-ramp style and the other three are hook turn intersections. (All the other crossroads in this area dead end into the frontage road.)  Here is a satellite view of one of the hook turn intersections, at Palatine and Wheeling Roads. /blahedo (t) 06:33, 2 August 2006 (UTC)

Palatine Road is a junior expressway

I've never seen a hook turn intersection in Illinois
I've never seen a hook turn intersection in Illinois, nor have I heard of one, nor was any such thing discussed in my Illinois Driver's Ed programme, the Illinois "Rules of the Road" pamphlet, or on the Illinois Written Road Test. Moreover, Illinois law -- [http://www.ilga.gov/legislation/ilcs/ilcs4.asp?DocName=062500050HCh%2E+11+Art%2E+VIII&ActID=1815&ChapAct=625%26nbsp%3BILCS%26nbsp%3B5%2F&ChapterID=49&ChapterName=VEHICLES&SectionID=59664&SeqStart=105700&SeqEnd=106400&ActName=Illinois+Vehicle+Code%2E 625 ILCS 5/Ch. 11 Art. VIII] -- prohibits hook turn manouvres.

If there were hook turn intersections in Illinois, here would be the requirements (and yes, I'm translating for the fact that in the US vehicles drive on the right side of the road): 1. It would have to be a 4-way intersection controlled by a standard traffic signal without any turning arrows. 2. There would be no left-turning lanes at the center of the road. 3. Instead, there would be a right-turning lane that permitted both left and right turns. There would be at least one other lane which permited motorists to drive straight ahead, but this would be the only turning lane. 4. No U-Turns would be permitted at the intersection (as is normal in Illinois).

If a motorist wanted to use the turning lane -- located on the far-right side of the road -- to make a left turn, they would have to enter the turning lane at the far-right side of the road and roll forward to approximately half-way into the intersection. The driver would then have to wait after the traffic light turned red, and proceed only once the traffic light for the crossroad turned green.

That's a hookturn.

I'm writing this from my house in the west side of Chicago.. and I'm flying to Melborne -- my birthplace -- tomorrow. How about that!

Jackk 02:03, 18 December 2006 (UTC)

"make less right-hand drive specific"
This is a strange description for an edit that took text that was not at all right-hand drive specific, and made parts of it to be left-hand-drive specific. I'm also slightly puzzled as to why you changed a <gallery> section—lightweight and easy to understand and edit—and made it into a wikitable. And, for that matter, why this article needs to include so much Melbourne-specific explanatory information. /blahedo (t) 01:02, 4 September 2006 (UTC)

 * Perhaps specific wasn't the best choice of word; you mentioned with priority right-hand drive. This is fine if this was a particularly American manoeuvre, but the evidence that I have seen suggests that this is predominantly a manoeuvre performed in Melbourne, Australia, and Australia uses left-hand drive. Thus it is preferrable to be left-hand drive specific (by analogy, consider an article about something that is predominantly British but using American terminology). This also in part addresses your third point; why delete perfectly valid content that is regional specific? Just as long as we make clear regional specific details, there is no problem. Details about the manoeuvre specific to other countries can be added as well.
 * Australia uses right-hand drive, not left-hand drive.Eregli bob (talk) 14:36, 27 February 2010 (UTC)
 * Addressing your second point, the gallery images by default are small. Illustrating the details of the manoeuvre clearly is important. HTH Dysprosia 07:54, 4 September 2006 (UTC)

Use of terms "left-hand drive" and "right-hand drive"?
It has always been my understanding that these terms refer to the side of the vehicle where the driver sits (and where the steering wheel is located) — NOT to the side of the street where vehicles are driven. Thus, for example, traffic in the USA and Canada uses the right-hand side of the road, and as a result, almost all vehicles in the USA and Canada have left-hand drive (NOT right-hand drive). See the article "Driving on the left or right" for more on this. I'm not sure what (if any) adjective properly refers to the side of the road where vehicles are driven. It may be best to rephrase the article along the lines "Australia, where the rule is to drive on the left", etc. But saying that Australia is a "left-hand-drive country" is simply wrong. Richwales 17:08, 18 September 2006 (UTC)

 * You're absolutely right. Dysprosia 04:00, 19 September 2006 (UTC)

Common in Belgium? When was that?

 * "* Belgium - Hook turns are common in Belgium. They are used as part of the general traffic management and are not particularly associated with tram routes."

 * I have deleted this. though conciseness is a virtue, this is just too much of an unsupported blanket assertion. I have lived in Brussels for 15 years and know of no instances of what is described below. Of course there are reserved left-turning lanes, but none that I can think of that are on the *right* of the straight-ahead lanes. Even the voies latérales are normally signalled in phase with the central through lanes. I'm afraid we'll need an example. (In this I am considering the voies latérales to be separate roads, not part of the same road.) TobyJ (talk) 08:39, 12 May 2009 (UTC)

Hook turns used to be common several decades ago in Belgium (where, in case you doubt, cars, buses, etc., drive on the right side of the road), but the road sign warning about them has been retired, and IIUC road-maintaining authorities have long been forbidden to set up or keep crossings with hook turns. Nowadays, left turns have to be made from the left lane(s) going in the concerned direction. What may happen (assuming a two-way road) is left-turn lanes near the middle of the road (possibly with tram-only lanes between them, or, before reaching the crossing proper, a central berm), and straight-ahead lanes (coming and going) on both sides of that. This way left-turning traffic stops in a more or less "reserved" area near the centre of the crossing, and straight-ahead traffic goes around it with little hindering.

Traffic lights sometimes have an "all red" phase of significant duration, to allow left-turning vehicles to clear the way. (At other places they don't but ought to.) Or sometimes there are arrow-shaped traffic lights turning red or green separately for vehicles going in different directions.

Oh, I have no citations for what I'm asserting here but it ought to be easy to check in the Belgian traffic code ("Code de la Route" in French, and I'm not sure of the usual Dutch ["Wegcode" maybe?] and German names). IANAL, but any Belgian lawyer, or maybe a teacher from a driving school, ought to be able to provide the necessary references (if any). — Tonymec (talk) 01:02, 25 February 2009 (UTC)

Is this a hook turn?
I never imagined the idea of a hook turn could get so philosophical... TobyJ (talk) 11:32, 12 May 2009 (UTC)

http://www.flickr.com/photos/cooperatoby/1458617295/

 * Nope not a hook turn. —Preceding unsigned comment added by Timothykhoo (talk • contribs) 21:24, 22 August 2009 (UTC)

How does it work with more than 3 cars turning
How can a hook turn work if there are more than about 2 or 3 cars trying to make the turn? Unless the cars are already waiting within the intersection when the lights change to the cross street,   they are going to get hit by cars going the other way.Eregli bob (talk) 14:31, 27 February 2010 (UTC)

 * they have to wait for the next traffic light cycle. At least the hook turns in melbourne rarely got more than 3 cars in a row for turning right (and most of the intersections are big enough for 4 cars or more, there is just the tram in the middle of the road, so a normal right turning lane is not easily possible...)
 * -- sic 92.229.242.102 (talk) 20:07, 15 April 2013 (UTC)

Hook turn signs in Melbourne
When I was in Melbourne in Jan/Feb 2012, I didn't find a single metal hook turn sign in Melbourne (CBD), all of them where LED-animated. Does anybody have/can anybody make an icon as a replacement/addition to the article?

I lack the skills for that -- sic 92.229.242.102 (talk) 20:04, 15 April 2013 (UTC)

Removal of 'Prevalence' section
The 'prevalence' section in this article seems to be unnecessary and largely irrelevant to the content. We don't need an exhaustive list of every place hook turns can be found and the regulations governing them. To the extent that this information is noteworthy, it can be consolidated under the 'Usage' section. Paperclip Maximiser (talk) 06:16, 13 January 2016 (UTC)

title: Talk:Hook turn


text:
Broadview station

Broadview is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The entrance to the building is from Broadview Avenue just north of Danforth Avenue.

The station, which is the north-eastern terminus of the 504B King and 505 Dundas streetcar routes, has two streetcar platforms and five bus bays to allow riders to transfer between connecting routes. Wi-Fi service is available at this station.

History
Broadview station was opened in 1966 as part of the original segment of the Bloor–Danforth line, from Keele station in the west to Woodbine station in the east. In that same year, the streetcar loop at Broadview station replaced the nearby Erindale Loop formerly located at the corner of Erindale and Broadview avenues.

In 2003, a renovation of the station began, adding an extra streetcar track, additional bus bays, new signage, and elevators/stairways to the platforms, satisfying fire safety requirements for a second exit. The elevators entered service in 2006, and the stairs from the westbound subway to the bus and streetcar platform followed. The next stage of the renovation was to build a stairway from the bus and streetcar platform to the eastbound subway platform. This was completed and opened in 2008; however, it was closed shortly afterwards due to water ingress. It has since been re-opened.

In early 2020, the 504 King streetcar platform was extended to accommodate two Flexity Outlook streetcars in order to relieve the queuing of streetcars waiting on the street to enter the station.

From May 7, 2023, to February 18, 2024, streetcar service was suspended for track and utility work along Broadview Avenue north of Gerrard Street, as well as track replacement for the station's streetcar loop. The bus loop had a shorter closure period. When streetcar service resumed, platform assignments were changed with the 505 using the longer track (holding two streetcars) and the 504B streetcar using the shorter track.

Effective June 24, 2024, Broadview station became the eastern terminal of the 508 Lake Shore route. The rush-hour service uses the same platform as 504 Dundas.

Nearby landmarks
The station, located at the east end of the Prince Edward Viaduct, serves the local communities of Playter Estates, Greektown and Riverdale and nearby destinations such as Danforth Music Hall and Riverdale Park.

Parkette
The northwest corner of the station property, which was not required for transit purposes, was leased to the former City of Toronto's Parks Department, since the early 1970s, for use as a public park. During the upgrading of the station facilities in the 2000s, part of the parkette land was required to expand the streetcar platforms and the remainder was used as a staging area during the construction. Subsequently, in 2010 the TTC declared this portion of the site surplus to its operating requirements and the City of Toronto, Parks, Forestry and Recreation agreed to maintain the re-landscaped land for use as a parkette.

Surface connections
When the subway is closed, an on-street transfer is required at the parkette. TTC routes serving the station include:

title: Broadview station


text:
C.H.U.D.

C.H.U.D. is a 1984 American science fiction horror film directed by Douglas Cheek, produced by Andrew Bonime, and starring John Heard, Daniel Stern, and Christopher Curry in his film debut. The plot concerns a New York City police officer and a homeless shelter manager who team up to investigate a series of disappearances, and discover that the missing people have been killed by humanoid monsters that live in the sewers.

The title of the movie is an abbreviation for "cannibalistic humanoid underground dwellers".

C.H.U.D. was released in North America on August 31, 1984, and grossed $4.7 million. It was followed in 1989 by a sequel titled C.H.U.D. II: Bud the C.H.U.D..

Plot
A woman, Flora Bosch, is walking her dog down an empty, darkened city street. As she passes by a manhole, a creature attacks Mrs. Bosch and drags her and the dog into the sewers.

George Cooper, a once-prominent fashion photographer, has since forgone fame and fortune and is living with his girlfriend Lauren. His current project is photographing New York City's homeless population, specifically those known as "undergrounders", or people who reside in the city's sewers and subway tunnels.

NYPD Captain Bosch has a personal interest in the recent flood of missing persons being reported to his precinct, as Flora—his wife—is also missing. Bosch interviews A.J. "The Reverend" Shepherd, who runs the local homeless shelter. A.J. believes that the recent events are part of a massive government cover-up and has the evidence to prove it. Bosch's superiors know more than they are letting on and seem to be taking their cues from Wilson, who works for the Nuclear Regulatory Commission (NRC).

It turns out that monsters are lurking beneath the streets: beings that were once human, but have been mutated by radioactive, chemical toxic waste into hideous, flesh-eating creatures that prey on the homeless who live in the underground. Given the recent drop in the underground transient population, the creatures have resorted to coming to the surface through sewer manholes to feed. Through a series of events, both George and A.J. find themselves trapped in the sewers, a reporter gets involved and eaten, and Lauren has a problem with both a clogged shower drain and a mutant that comes up through the sewer access point that she opened in the basement of her apartment building.

A.J. and George meet up and discover that the Nuclear Regulatory Commission is directly involved in the slaughter that has been going on. Although the political bureaucracy has forbidden the NRC to transport the toxic wastes through New York because of the large-scale danger to the public, it has secretly been hiding the waste by-products, marked as "Contamination Hazard Urban Disposal", beneath Manhattan in the abandoned subway tunnels. The underground homeless population has been coming into contact with these by-products, turning them into the mutated creatures. To protect this secret, Wilson plans to seal the sewers, open up some gas lines and asphyxiate the C.H.U.D.s and any witnesses of their existence, despite the inherent danger to the city. In the meantime, Lauren is attacked by the mutants in her apartment and narrowly escapes them.

Later that evening at a diner, two police officers and the waitress are killed and carried off by the mutants, finally drawing the public's attention to the disappearances. George and A.J. recover a camera set left behind by an NRC crew slain by the mutants during a previous clean-up attempt and use it to report their findings to Bosch. Confronted by Bosch, Wilson runs off, and later shoots Bosch while the latter helps A.J. and George escape from a manhole. Wilson then tries to run George and A.J. over with a truck, but A.J. fatally shoots Wilson with Bosch's gun, and the truck explodes as it drives into the manhole.

Theatrical release
C.H.U.D. was given a limited release theatrically by New World Pictures beginning in August 1984. The film opened at #13 at the box office, grossing $1,762,922 with an average gross of $5,686 in 310 theaters. Its second week saw it dropping to #14 at the box office, with a gross of only $834,465 and a worldwide gross of $2,846,756.

Home media
C.H.U.D. was released for home video on Betamax and VHS by Media Home Entertainment in 1984. The film was released on DVD by Anchor Bay Entertainment on January 30, 2001. The company released the film again in 2008 as a part of its Cult Fiction series. Image Entertainment would release the film in 2011, and in 2012, with the later release being a part of a two-disc multi-feature alongside Children of the Corn, Creepshow 2, and House. A two-disc Special Edition was released on Blu-ray by Arrow Video on November 22, 2016. That version is now out of print. A new one disc Blu-ray was released on November 9, 2021.

Reception
Rotten Tomatoes, a review aggregator, reports a 29% approval rating based on 14 reviews; the average rating is 3.89/10. Lawrence Van Gelder from The New York Times stated in his review for the film, "C.H.U.D. makes no pretension toward serious thesis about government or the environment. It is meant to be light commercial entertainment, and in the category of horror films it stands as a praiseworthy effort". Keith Phipps of The A.V. Club wrote, "Perfect for bleary-eyed late-night viewing and pretty much unwatchable at any other hour." Patrick Naugle of DVD Verdict called it a fun film that focuses more on entertainment than deeper issues. Joshua Rothkopf of Time Out New York included it in Time Out's list of best New York-set films, calling it "more funny than scary". Bloody Disgusting rated it 4.5/5 stars and called it "definitely one of b-movies best kept secrets".

It won Best Fantasy Film at Brussels International Festival of Fantasy Film in 1985.

Legacy
A sequel, C.H.U.D. II: Bud the C.H.U.D., was released in 1989. Although C.H.U.D. was negatively received during its initial release, it attracted a cult following over the years, inspired the name of a film website (which changed the acronym's meaning to Cinematic Happenings Under Development) and a political epithet, and references to it have appeared in The Simpsons, The CW's The Flash, Aqua Teen Hunger Force, Clerks II, Castle, Archer, Futurama, Pushing Daisies, Outer Banks, Agents of S.H.I.E.L.D., and Rick and Morty. Martin Cooper's score was later named number 33 in Rolling Stone's 35 Greatest Horror Soundtracks. The film was also the subject of an April Fool's hoax announcement by The Criterion Collection. In 2007, Rob Zombie was rumored to be considering a remake, and, in 2008, a different remake was rumored to be in production. C.H.U.D. appears in the 2003 video game Tony Hawk's Underground under the name T.H.U.D. A VHS copy of C.H.U.D. appears in the opening shot of Jordan Peele's 2019 horror film Us.

The found footage horror film Dwellers has been publicly referenced by its writer and director Drew Fortier as being heavily influenced by C.H.U.D.

The anthology C.H.U.D. LIVES!: A Tribute Anthology, edited by Joe Mynhardt, was released in 2018 and featured an introduction by David Drake, an interview with the late C.H.U.D. movie producer Andrew Bonime, an interview horror author Eric S. Brown did with C.H.U.D. screenwriter Parnell Hall and nineteen stories set in the universe of the movie C.H.U.D. Contributors included Robert E. Waters, Nick Cato, Ryan C. Thomas, David Robbins, Christopher Fulbright, Angeline Hawkes, Greg Mitchell, Alex Laybourne, Michael H. Hanson, Ben Fisher, Tim Waggoner, Jason White, Mort Castle, David Bernstein, Martin Powell, Chad Lutzke, J.G. Faherty, Phillip C. Perron, Ross Baxter, Jonathan Maberry, and Eugene Johnson.

The upcoming film Bunker Heights has been regarded by Dread Central as being a spiritual successor to C.H.U.D.

title: C.H.U.D.


text:
Chester station (Toronto)

Chester is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The station is located on Chester Avenue just north of Danforth Avenue. Wi-Fi service is available at this station. It opened in 1966 as one of the original stations of this subway line.

Facilities
Following the design style set by the stations of the Bloor–Danforth line, Chester station uses a two-colour theme with the station's name in the Toronto Subway font. In keeping with the style, Chester's blue trim tiles and light green main tiles complement the original tile colours of Lansdowne and Dufferin, respectively. The station has side platforms with 2 tracks serving the station, each with an elevator between platform level and street level at the existing entrance. Chester station has two entrances, both located on Chester Avenue just north of Danforth Avenue but on opposite sides of the street. A walkway leads to the station from a nearby street to allow access to the station from the west side. The Toronto Parking Authority operates a public parking lot across Chester Avenue opposite the subway entrance.

By 2021, the TTC had installed the artwork titled FLORAE by artist Katharine Harvey. The artwork is inspired by native plants and flowers of the area and consists of a series of wall mosaics and art glass elements. These were installed over the front entrance and by each of the two elevators. The station art is part of the TTC Public Art Program announced in June 2017.

Communities served
The nearby communities that are served by this station include Greektown, Withrow Park, Riverdale, and Broadview North. In addition to serving these communities, Chester station is commonly used to access local street festivals such as the Taste of the Danforth.

History
Chester station was opened on February 26, 1966, along with the rest of the first phase of the Bloor–Danforth line which operated initially between and  stations.

The Gateway Newsstand kiosk at the station, which had been vacant for over six years, was reopened on May 8, 2015, as "the Artist Newsstand" by a group of local artists led by Jess Dobkin. Along with the usual offerings of newspapers, magazines and drinks, the Artist Newsstand is a performance and gallery space for artists and was staffed by artists as a way of funding their work. A $4,000 Kickstarter campaign was launched to fund the renovation of the kiosk, with the campaign successfully raising $4,931. The Artist Newsstand operated in the space for one year.

Although the station's need for a second exit was rated as a high priority in 2004, Chester was the last station left on the east end of Line 2 Bloor–Danforth where design work and consultation on the addition of a second exit had not started. In May 2014, a list of 15 potential second-exit sites was developed. In June 2016, the location of the second exit was announced, situated at the west side of the parking lot across the street from the main entrance. The construction of two elevators and the second exit started in 2018, and the elevators opened on September 2, 2020; the second exit opened on April 23, 2021. As part of the accessibility upgrades, the station was closed for two weeks in June 2020.

Surface connections
Chester station is not served by TTC buses during the day. When the subway is not in operation, the station is served by the 300 Bloor–Danforth night bus.

title: Chester station (Toronto)


text:
Dado (architecture)

In architecture, the dado is the lower part of a wall, below the dado rail and above the skirting board. The word is borrowed from Italian meaning "dice" or "cube", and refers to "die", an architectural term for the middle section of a pedestal or plinth.

Decorative treatment
This area is given a decorative treatment different from that for the upper part of the wall; for example panelling, wainscoting or lincrusta. The purpose of the dado treatment to a wall is both aesthetic and functional. Historically, the panelling below the dado rail was installed to cover the lower part of the wall which was subject to stains associated with rising damp; additionally it provided protection from furniture and passing traffic. The dado rail itself is sometimes referred to misleadingly as a chair rail, though its function is principally aesthetic and not to protect the wall from chair backs.

Derivation

The name was first used in English as an architectural term for the part of a pedestal between the base and the cornice. As with many other architectural terms, the word is Italian in origin. The dado in a pedestal is roughly cubical in shape, and the word in Italian means "dice" or "cube" (ultimately Latin datum, meaning "something given", hence also a die for casting lots). By extension, the dado becomes the lower part of a wall when the pedestal is treated as being continuous along the wall, with the cornice becoming the dado rail.

title: Dado (architecture)


text:
Pape station

Pape is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The station opened in 1966 and is located in Toronto's Greektown neighbourhood at the northeast corner of Pape Avenue and Lipton Avenue, just north of Danforth Avenue. Wi-Fi service is available at this station. It is located at the site of the former Lipton loop.

The ticket collector's booth and turnstiles are at the surface in the main station building on the southwest corner of the site with a secondary exit/entry structure to the east, adjacent to the parking lot. Bus bays are within the fare-paid zone. Stairs, escalators and elevators connect the ground level, concourse and train platforms. Automatic sliding doors, accessible fare gates and the addition of elevators, made the station became fully accessible in 2013.

History
Pape station was formerly the site of the Lipton Loop, which opened in 1927 as the terminus of the discontinued Harbord streetcar route, which ran south on Pape to downtown. The loop also served the 56 Leaside bus route, serving the Leaside neighbourhood. The 56 Leaside was later rerouted to serve Donlands station.

Nearby landmarks and events
The Church of the Holy Name, a prominent architectural landmark, is located nearby.

The Taste of the Danforth street festival takes place for three days in August on the stretch of Danforth west of Pape.

Centennial College's Story Arts Centre, home to Communications, Media and Design programs, is located just north of the station.

Surface connections

Due to construction of the Ontario Line, the bus terminal at Pape station will be closed between May 12, 2024, and the fourth quarter of 2024.

Tenants

 * Tim Hortons

Station modernization
Pape was the first station scheduled to be renovated under a new modernization program, which will update the visual, safety and infrastructure aspects of many older stations. The renovations include adding a second entrance to the platform level, installation of elevators and public art, platform wall renovations, upgraded lights, and improved ventilation and fire safety systems.

The project was scheduled to begin in 2008, but due to delays, the contractor did not mobilize on the site until September 28, 2009.

Construction lasted until 2013. In the spring of that year it was estimated that the renovations would be complete by December. In April, the TTC announced an opinion survey which gave riders three options, continue with the current schedule, speed up renovations by three months by closing the station over six consecutive weekends, or speed up renovations by closing the station for 12 consecutive days. The results were that out of 2,842 respondents, most preferred the third option. The TTC announced that the closure would happen between August 19–30. The closure was originally scheduled for June 15–26, but a strike by the Terrazzo, Tile and Marble Guild of Ontario made it necessary to postpone the closure until the labour dispute was resolved.

The elevators came into operation on October 31, 2013 making the station fully accessible, and on December 23, 2013, the new second exit building opened.

Future
The Toronto Transit Commission has long had plans to construct a Relief Line, connecting the south loop of Line 1 Yonge–University to the east wing of Line 2 Bloor–Danforth. The preferred route of the subway line is from Pape station to. Future extensions west of Osgoode and north of Pape would establish Pape as one of the major transit hubs in the Toronto subway system.

Previously, former mayor David Miller proposed the Transit City plan, part of which outlined the Don Mills LRT line, running along Don Mills Road from station to Pape station. Along with much of the proposals under that plan, the Don Mills LRT was scrapped by succeeding mayor Rob Ford.

In September 2019, the Government of Ontario announced plans for the Ontario Line, a successor to the Relief Line. The line is planned to intersect with the station. A tentative completion date has been set for 2027. As of July 2020, construction timing and impacts to Pape station have not yet been announced.

The Ontario Line is a planned rapid transit line that will connect Science Centre station (on Line 5 Eglinton) to Exhibition GO station (on the Lakeshore West GO line). A connection to Line 2 is planned at Pape station. The new platform and tracks will be constructed underneath and perpendicular to the existing Line 2 platforms, slightly to the east of Pape Avenue, to avoid traffic and utility disruptions during construction. As of December 2020, the expected completion date of the Ontario Line is 2030.

title: Pape station


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Donlands station

Donlands is a station on Line 2 Bloor–Danforth of the Toronto subway. The station is located in Toronto's Greektown neighbourhood, at the southwest corner of Donlands Avenue and Strathmore Boulevard, just north of Danforth Avenue. Wi-Fi service is available at this station.

History
Donlands opened in 1966 as part of the original segment of the Bloor–Danforth line, between Keele station in the west and Woodbine station in the east. Originally only a small structure covered the stairs and escalator. The current building was constructed in the early 1980s and the fare-collection area was relocated from the concourse up to street level, which also brought the bus bays within the fare-paid zone.

On 6 August 1997, a pile of rubber pads being stored in the wye between Donlands station and Greenwood Yard caught fire. It was the TTC's first major subway incident after the 1995 Russell Hill subway accident. The fire shut down the Bloor–Danforth line from Broadview eastward; two thousand passengers had to be evacuated from a pair of trains and nearly 50 were taken to hospital for smoke inhalation. Over 200 emergency personnel responded to the fire.

Subway infrastructure
Between Donlands and stations is a full grade-separated, double-track, underground wye junction, allowing trains from either direction to access the TTC's Greenwood Yard, which is on the surface south of Danforth Avenue.

Nearby landmarks
Nearby landmarks include the Madinah Masjid, the Toronto District School Board's Kapapamahchakwew - Wandering Spirit School (formerly First Nations School of Toronto/Eastern Commerce Collegiate Institute), Subway Academy I, and Wilkinson Junior Public School. The station is located near the eastern limits of Toronto's Greektown neighbourhood, which is also served by Pape, Chester and Broadview stations to the west.

Second exit
In June 2010, the TTC announced plans to add second exits to two subway stations on the Bloor–Danforth line. These exits were recommended after a fire safety audit due to the stations only having one primary means of emergency access.

The planned construction would have seen a new exit-only structure built at surface level on Dewhurst Boulevard. In order to build the exit, the TTC planned to expropriate residential land and demolish a home in the area. This decision proved to be controversial in the neighbourhoods affected and after some public outcry, the TTC stated that they would review their plans.

The TTC accepted the City Ombudsman's report that these projects were not handled well by staff on two counts: community outreach, consultation and explanations about the technical and engineering decisions made by staff; and how the TTC communicated with residents whose properties were most affected.

Station improvements were deferred and a complete environmental assessment was to be done for the Downtown Relief Line first, and any potential implications for Donlands station were to be evaluated at that time. As of 2021, the successor to the Downtown Relief Line, the Ontario Line, is planned to interchange with Line 2 at Pape station instead of Donlands.

Station access upgrades
As of March 2021, construction work on the second exit, access tunnels and elevators at Donlands station had begun. The second exit will be located at 17/19 Dewhurst Boulevard; a residential building was demolished in late 2020 to make way for the second exit. Tunnels from the second exit building will extend under Dewhurst and Strathmore Boulevards, connecting to the western end of the existing platforms. The surface–concourse–eastbound platform elevator will be located within the existing station property on the southwest corner of Donlands Avenue and Strathmore Boulevard, while the concourse–westbound platform elevator will be located underneath the playground of a daycare centre on the northwest corner of the same intersection.

In May 2024, construction to make the station accessible was scheduled to be completed by the second quarter of 2024.

Surface connections
TTC routes serving the station include:

title: Donlands station


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Greenwood station (Toronto)

Greenwood is a subway station on the Line 2 Bloor–Danforth in Toronto, Ontario, Canada. It is located at the southwest corner of Linnsmore Crescent and Strathmore Boulevard just north of Danforth Avenue.

The entrance, collector's booth and bus bays are at street level, with stairs and escalators to a lower concourse level which provides a passage between the platforms on the level below. The station building has two bus bays, and its bus terminal is located outside the fare-paid area. Single escalators operate in an up direction at all times. Wi-Fi service is available at this station.

Greenwood opened in 1966 as part of the original segment of the Bloor–Danforth line. It is one block east of Greenwood Avenue, the closest major intersection, after which it is named.

Station access upgrades
Construction to make the station's main entrance wheelchair accessible by adding two elevators had begun by the fourth quarter of 2021. One elevator will link the street level to the concourse level and the eastbound platform; the other elevator will link the concourse and the westbound platform. Construction is expected to be completed by mid-2025.

Subway infrastructure in the vicinity
Between Donlands and Greenwood stations is a full, grade-separated, double-track, underground wye junction, allowing trains from either direction to enter and exit Greenwood Subway Yard via the Greenwood Portal. The yard is located at ground level on the west side of Greenwood Avenue, south of Danforth Avenue and north of Gerrard Street East.

Nearby landmarks
Nearby landmarks include St. Patrick's Catholic Secondary School, Monarch Park Collegiate Institute and Danforth Collegiate and Technical Institute.

Surface connections
The station's bus platform is not within the fare-paid area. Bus routes serving the station include:

Second exit
In July 2010 the TTC announced plans to add second exits to two subway stations on Line 2 Bloor–Danforth. These exits were recommended after a fire safety audit due to the stations only having one primary means of emergency access and egress.

The planned construction would see a new exit-only structure built at surface level on Strathmore Boulevard. In order to build the exits, the TTC planned to expropriate residential land and demolish a home in the area. This decision proved to be controversial in the affected neighbourhoods and after some public outcry the TTC stated that they would review their plans.

The TTC accepted the City Ombudsman's report that these projects were not handled well by staff on two counts: community outreach, consultation and explanations about the technical and engineering decisions made by staff; and how the TTC communicated with residents whose properties were most affected.

After consultation, the community was largely supportive of recommended new location. Second exit construction was scheduled to begin in 2017 and was to be combined with elevator installation to minimize impact on passengers and the community. The TTC promised to engage the community well before proceeding with these projects.

A local working group made up of community volunteers met to discuss the potential location throughout 2017 and 2018 and selected 1416 Danforth Avenue as the community's recommended location for a second exit. As of March 2021, this recommendation is under consideration by the city and the TTC; the construction timeline for the elevators and second exit project has not yet been announced.

title: Greenwood station (Toronto)


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Coxwell station

Coxwell is a subway station on the Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The station is located on Strathmore Boulevard just east of Coxwell Avenue and one block north of Danforth Avenue. It opened in 1966 as part of the original segment of the Bloor–Danforth line. Automatic sliding doors, accessible fare gates and the addition of elevators made the station fully accessible in late December 2017.

Description
The entrance, collector's booth, turnstiles and bus bays are at street level, the concourse is on the second level, and the subway platforms are on the lower level. Stairs connect all levels with escalators only operating up at all times. The station building has four bus bays.

This station is used as a switchover point for subway operators changing their shift, regularly causing a slight delay while the crew is changed in either direction. Station collectors and subway operators use office space at the Danforth Garage, which is located on the south side of Danforth Avenue near the station.

The station underwent renovations to add elevators from the street to both subway platforms, automatic sliding doors, accessible fare gates, and improved signage, which made it fully accessible by 2017. This is part of a system-wide program that will retrofit all stations by 2030.

On December 22, 2016, this station and Leslie were the last subway stations to be equipped with Presto card readers.

In October 2016, the Coxwell Laneway Mosaic Mural was unveiled by dignitaries, including TTC Chair Josh Colle, who said, "At the TTC, public art not only beautifies our properties, but it's become a catalyst for station improvement projects." The mural is mounted on the outside of the barrier separating the Coxwell Station bus loop from a pedestrian walkway on the east and a parking lot on the south. The work is divided two sections representing past and future. It was created by a local group led by artist Cristina Delago. Installed in 2018, the artwork Forwards and Backwards by Jennifer Davis and Jon Sasaki is displayed on the station concourse level, giving the effect of a funhouse mirror. Davis describes the work as "a three-dimensional sculpted curtain, cast in polished reflective aluminum, a material widely used in the TTC's rolling stock and infrastructure". The "sculpted curtain" is intended as a tribute to the TTC's "behind-the-curtain" employees.

A laneway connects the station to Danforth and runs by the former Hollinger Bus Lines terminal, which is now a restaurant.

Ridership
The ridership at Coxwell station has been relatively stable since 2007, with a peak ridership of 17,900 in 2008 and the lowest ridership in 2015 with 15,260 riders.

Nearby landmarks
Nearby landmarks include Monarch Park Stadium, Monarch Park Collegiate Institute, Michael Garron Hospital and the East York Civic Centre.

Surface connections
TTC routes serving the station include:

title: Coxwell station


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Sodium sulfite

Sodium sulfite (sodium sulphite) is the inorganic compound with the chemical formula Na2SO3. A white, water-soluble solid, it is used commercially as an antioxidant and preservative. It is also suitable for the softening of lignin in the pulping and refining processes of wood and lignocellulosic materials. A heptahydrate is also known but it is less useful because of its greater susceptibility toward oxidation by air.

Preparation
Sodium sulfite can be prepared by treating a solution of sodium hydroxide with sulfur dioxide. When conducted in warm water, Na2SO3 initially precipitates as a white solid. With more SO2, the solid dissolves to give the disulfite, which crystallizes upon cooling.

Sodium sulfite is made industrially by treating sulfur dioxide with a solution of sodium carbonate. The overall reaction is:

Uses
Sodium sulfite is primarily used in the pulp and paper industry. It has been also applied in the thermomechanical conversion of wood to fibres (defibration) for producing medium density fibreboards (MDF).

As an oxygen scavenger agent, it is used to treat water being fed to steam boilers to avoid corrosion problems, in the photographic industry, it protects developer solutions from oxidation and (as hypo clear solution) to wash fixer (sodium thiosulfate) from film and photo-paper emulsions.

As a reducing agent it is used in the textile industry as a bleaching, desulfurizing, and dechlorinating agent (e.g. in swimming pools). Its reducing properties are exploited in its use as a preservative to prevent dried fruit from discoloring, and for preserving meats.

It is used as a reagent in sulfonation and sulfomethylation agent. It is used in the production of sodium thiosulfate.

The Wellman–Lord process utilizes sodium sulfite for flue gas desulfurization.

Reactions
Sodium sulfite is primarily used as a mild reducing agent. The heptahydrate crystals effloresce in warm dry air. Heptahydrate crystals also oxidize in air to form sodium sulfate. The anhydrous form is more resistant to oxidation by air.

Sodium bisulfite, NaHSO3, is mixture of salts that dissolve in water to give solutions composed of sodium and bisulfite ions.

Structure
According to X-ray crystallography sodium sulfite heptahydrate features pyramidal SO32- centers. The S-O distances are 1.50 and the O-S-O angles are near 106º.

title: Sodium sulfite


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Woodbine station

Woodbine is a subway station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada. The station is at the southeast corner of Woodbine Avenue and Strathmore Boulevard, just north of Danforth Avenue.

Description
The main entrance, collector, and bus platform are at street level (on the northeast corner of Woodbine and Danforth), the concourse is on the second level, and the subway platforms are on the lower level. The bus platform has 2 bus bays. Wi-Fi service is available at this station. Automatic sliding doors, accessible fare gates and the addition of elevators, made the station fully accessible in late September 2017 which also coincided with the opening of a new secondary automated entrance on the northwest corner of Woodbine and Danforth.

The artwork titled Directions Intersections Connections by Marmin Borins hangs on the exterior wall at the station's bus platform. Covering 1000 sqft, the artwork consists of brightly-coloured coated metal panels arranged in geometric patterns. According to the TTC's Public Art page, the geometric patterns "express the motion and directional routes of transit, the intersections of communities and place, and the connections of site to both the present and the past".

History
Woodbine station was opened in 1966 as the eastern terminus of the original Bloor–Danforth line. Although the station was a terminus for two years, it was known that this would be temporary, so it was built with side platforms rather than a single centre platform that would have conveniently served departures from either track. The Bloor–Danforth subway line replaced the Bloor streetcar line, which ran from Jane Loop to Luttrell Loop, near the present Jane and Victoria Park stations. With the opening of the subway from to Woodbine in 1966, streetcar service was reduced to a short Bloor route from Jane Loop to Keele station, and a Danforth route from Woodbine station to Luttrell Loop. These portions were in turn eliminated when the subway was extended in 1968 to run from to. However, evidence of the temporary loop at Woodbine station for Danforth streetcars still exists: a single disconnected streetcar track runs west from Cedarvale Avenue along Strathmore Boulevard, curving towards the east end of the station, and an irregular wall in the station's mezzanine indicates the former passage to the streetcar platform. The walled-off section of this passage has been partially converted into a staff room and storage area.

Surface connections
TTC routes serving the station include:

Automatic entrance
In June 2010, the TTC announced plans to add secondary entrances and exits to 3 subway stations on Line 2. They were recommended after a fire safety audit due to the stations only having one primary means of emergency access and egress. The plan was to construct a new unmanned automated entrance at surface level on Strathmore Boulevard. In order to build these new access points, the TTC expropriated residential land and demolished a home on the northwest corner of Woodbine and Strathmore. The decision to do so proved controversial in the neighbourhoods affected; although the TTC stated it would review their plan, it ultimately went ahead. Construction of the new unstaffed automated entrance was completed in September 2017. It is accessible to Presto card holders only.

title: Woodbine station


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Main Street station (Toronto)

Main Street is a station on Line 2 Bloor–Danforth in Toronto, Ontario, Canada and is located on the east side of Main Street a short distance north of Danforth Avenue. Connections to GO Transit's commuter train service on the Lakeshore East line can be made at Danforth GO Station, approximately 300 metres to the south on the east side of Main Street. Wi-Fi service is available at this station.

Description
The TTC station is roughly rectangular in shape and has 3 levels: street level, concourse level and platform level. The bus bays, streetcar platform and fare gates are located at street level. There are 5 bus bays on the north and east sides of the station building. The south side of the building is occupied by a single, long streetcar platform on the inside of a clockwise streetcar loop encircling the building that serves as the eastern terminus of the 506 Carlton streetcar (306 Carlton at night).The bus bays and streetcar platform are behind the fare gates inside the fare-paid area. A set of 2 opposing stairwells lead down to the concourse level, where a single up-only escalator leads back to street level. The concourse level is home to a Gateway Newsstand. From the concourse, 2 more sets of opposing stairwells on the north and south sides of the concourse level lead down to the platforms, with up-only escalators connecting both platforms to the concourse.

This station became wheelchair accessible in 2004. One elevator near the southeast corner of the station building provides access from street level to the concourse level of the eastbound subway platform; a second elevator in the northwest corner provides a connection between the concourse level and the westbound subway platform. To facilitate accessibility, automatic sliding doors were added at the street entrance and on the north side of the station building to access the bus bays, along with an accessible fare gate and improved signage. A space is reserved for Wheel-Trans vehicles.

History
Main Street station opened on May 10, 1968, as part of the first round of extensions to Line 2, which had opened 2 years earlier between Keele and Woodbine. Line 2 opened between Warden and Islington in 1968, with 1-stop extensions to Kennedy and Kipling opening in 1980. Main Street station was built on the site of the former Main streetcar loop that opened on May 15, 1955, as the eastern terminus of the Carlton streetcar line (today route 506 Carlton). Main Loop was built to relieve congestion at Luttrell Loop, which had been the previous terminus of the Carlton streetcar since 1923. Between April 25 and June 13, 1966, the 1955 loop was closed to build a new streetcar loop for Main Street subway station. During construction, Carlton streetcars temporarily returned to Luttrell Loop. Carlton streetcars started using the new station loop in 1966, before the subway platforms at the station were open to the public in 1968.

Unlike most TTC stations, its name includes the word "Street" in order to avoid the possible misreading that it is the subway's "main" station. It is named after Main Street, which was the main street of the suburban town of East Toronto, which was amalgamated into Toronto in 1908.

The station was initially built with its turnstiles and collector booths on the concourse level between the bus and streetcar terminal and the subway platforms, because until 1973, some of the buses serving the station crossed the fare zone boundary between Toronto and the then-city of Scarborough. When the fare zone system was abolished in 1973, the fare gates were moved upstairs to street level, to bring the bus bays and streetcar platform into the fare-paid area. Because of this, Main Street station has a larger concourse compared to many other subway stations on Line 2, particularly those directly to the east which were built as part of the original section of Line 2 opened in 1966.

Main–Danforth has been identified by Metrolinx as a transportation mobility hub as it is located at the interchange of two or more current or planned regional rapid transit lines. As a result, Main Street was the first subway station to be outfitted with new accessible paddle-style Presto fare gates, which replaced the existing tripod turnstiles system-wide and are used with Presto cards across the subway system.

Danforth GO Station is a station on the Lakeshore East Line, located approximately 300 m south of the station along Main Street. The station has also sporadically served trains on the Stouffville Line. The 2 stations are within walking distance of each other and an accessible ramp exists at Danforth GO, but the path follows Main Street on the sidewalk for most of its distance and is exposed to the elements.

The TTC closed the bus and streetcar loop at Main Street station between May 7, 2023, and September 2023 for infrastructure upgrades. The work included concrete and asphalt pavement rehabilitation within the bus loop, concrete bus platform rehabilitation including the installation of tactile walking surface indicator, and fencing replacement throughout the loop. Construction activities were set to continue until the end of November 2023.

Subway infrastructure in the vicinity
East of the station the tracks angle north away from Danforth Avenue and emerge to run on the surface at the Tyra Portal in Dentonia Park, just west of Victoria Park station. To the west the subway tunnel was mostly constructed by cut-and-cover along Harris Avenue from Woodbine station.

Surface connections
TTC routes serving the station include:

title: Main Street station (Toronto)