A feature that has changed twice is the form of the exit signs. In 1954 they read WAY OUT, a phrase still common on signs in Britain, but not in North America; this changed to EXIT fairly soon, and later they were changed again to use a bus pictogram.

This photograph shows the bottom of the down escalator, the middle one of five stairs to the platform (four to the main concourse, one to the south exit). A train rests at the northbound platform. The section of wall seen to the right of the escalator originally extended past the end of the escalator, incorporating the pillar, perhaps intended to direct people to come on and off the escalator more squarely (the same was done for stairs). The line of 8 darker sections in the terrazzo floor shows where the wall used to be. This was changed in the 1985 renovation. Note also that the surviving part of the wall still has grey Vitrolite tiles; they were also applied to the little section of new low wall by the side of the escalator.

At the south end of the platform, looking north, we see the stairs from the platform to the station's south entrance (on Yonge). The wall tiles in the stairwell show that this entrance was added when the main entrance was moved north to the corner of Eglinton. The tiles facing the platform are different again and could date from the 1985 renovation (even with the tiles removed from Queen station, there wasn't enough surviving Vitrolite to go everywhere, and they look like the same tiles used at Queen to replace the Vitrolite there). Note also the "not to buses" pictogram (formerly text), contrasting with the "buses" pictogram in the previous picture (and with the future use of these stairs as the direct route to the interim bus terminal). Also note the wide pillar in the left foreground, possibly housing utilities.

This is the street-level view of the above entrance. Note the SUBWAY sign apparently made by altering a standard one-way-street sign. The entrance is set into the low central part of the Canada Square complex, which connects the office towers at 2180 and 2200 Yonge (the latter above the tracks). You can see the south wall of 2200 Yonge in the top right over the photo, and next to it, behind the top of the evergreen tree, is where the complex bridges over the bus driveway leading onto Yonge Street. Until the start of construction the week before, buses had used this driveway to exit from platforms 1-5 onto Yonge. (See also a photograph of the driveway)

In early 2003, this area at the south end of the platform was enclosed, as work commenced to make the southern entrance (to Yonge Street) wheelchair-accessible. The southern entrance would close to the public on July 28, 2003, to reopen with the interim bus terminal on April 4, 2004; its street doors would be relocated to the left of the bench in the previous photo.

A train at the southbound platform. In the foreground is the construction enclosure.

Looking south along the northbound track to the tunnel mouth at Berwick Avenue. Note the signal and the scissors crossover, now only for occasional use by short-turning trains (and even these normally use the centre "pocket" track north of the station, instead), but once in regular use when Eglinton was the northern terminus of the Yonge subway.

The main concourse is located directly above the station platforms, connected by four stairways (the two middle ones respectively having an up and down escalator alongside). The main concourse connects passengers with the station's bus terminal to the west, and the entrances at Canada Square and the Yonge Eglinton Centre to the north. The concourse itself features a number of shops and restaurants, including a Second Cup coffee shop, a Kitchen Table convenience store and a Cinnabon outlet.

The station's main entrance is at the southwest corner of Yonge and Eglinton, although many passengers enter via the underground walkways leading to the Yonge Eglinton Centre shops and offices across Eglinton Avenue. Other tunnels provide links to stairs at all four corners and to a smaller shopping concourse and office building on the southeast corner.

The south end of the station's main concourse, and the south stairs to the subway platform. Only this part of the concourse still has the original grey Vitrolite wall tiles.

The north stairs between concourse and subway. The passage at left, leading to the station's main entrance, was added when the entrance was moved from its original location north to the corner of Eglinton Avenue, beneath Canada Square. The diagonal beams at the side of the stairs were then concealed in a solid wall, which was opened out when the station was renovated in 1985.

A street-level view of the station's main entrance, under the Bank of Montreal at the north end of the Canada Square complex. Until the complex was extended right to the corner, trolley buses from Yonge Street entered the bus terminal by a diagonal driveway here.

Here we see the escalators descending beneath the bank (there are also stairs, awkwardly fitted in, off to the left of the picture).

Here is the fare control area at the north end of the concourse, looking back towards the escalators to Canada Square. The level of pedestrian traffic warrants wheelchair access, but there is no easy place to put an elevator to street level here, whereas at the south entrance none would be needed since street and concourse are at almost the same level. Therefore the latter was chosen for wheelchair conversion.

Here we are back at the main intersection area of the concourse level, looking south. The bus terminal concourse is to the right. The Kitchen Table convenience store on the left is where the station's original main entrance (from Yonge Street) was. The station's washrooms were located here until the 1985 renovation. In that renovation, all the structural columns were re-clad in a combination of stainless steel and red tiles; at around the end of 2002, two columns in this area were surrounded with backlit signage panels. These would remain blank, as seen here, until used for new signs to the street exits and the bus and subway platforms in late May 2004, seven weeks after the opening of the interim bus terminal. In the background is the down escalator and its adjacent stairs, and in the far background are the south stairs seen above.

These pictures, taken on the north side of Eglinton Avenue, facing south, show Eglinton station's 10-platform-wide bus driveway off the south side of Eglinton Avenue. It's so wide it has lampposts in the middle, which therefore have to be brightly striped.

Note that, for the benefit of bus drivers, bus platforms (or "bays") 1-10 are explicitly numbered. Numbers 1-8 are visible in the top shot, and numbers 7-10 in the middle. Note how platforms 1-9 have the same design, while platform 10 (although contemporary with the others) has multiple stopping positions. The third shot shows a 56 LEASIDE bus stopped at the second position on platform 10 while a 5 Avenue Road goes past it to stop at the fourth position.

The platform-number signs for bus drivers are backlit so that the numerals are more visible at night, although recently the TTC has stopped changing these as the lights burned out; as late as July 2003, only platform number 3 would still have its light shining.

Here, as you see in the top photo, platforms 1 and 2 have just been closed off (this happened on April 28, 2003 to start construction on the tunnel connecting to the interim bus terminal). The normal arrangement in recent years has had routes 51, 34, 54, 103, 56, 5, 32, 61, and 100 in that order in platforms 1-9; as of April 28, 2003, routes 34 and 100 were moved to platforms 5 and 6 respectively, the 51 moves to platform 9, and the 5 and 56 are using two of the positions on platform 10 as just described.

These pictures show the outbuilding containing platforms 11 through 13. Although these haven't seen many paying passengers since 1973, the bus lanes themselves, particularly platform 12 (as seen here), are sometimes used in reverse by buses looping back from one to another of platforms 1-9, or sometimes as a temporary parking place for buses.

You can also see in the top picture that platforms 11-13 are on a slope. The second picture is a closer view of platform 11. Note the deteriorated concrete of the curb. The sign warning against illegal entry to the subway is still in place, even though the single stairway leading to the subway has been covered with a wooden barrier. The third picture is looking east from Duplex Avenue across the TTC parking lot; by comparing the outbuilding to the walls behind it, you can see how much shorter platform 13 is than platform 10.

The office tower in the background of the third shot is 2200 Yonge, part of Canada Square. The movie ad hanging from the north part of the building is for "Anger Management" (2003).

These three pictures show platform 10 from different angles, the top looking south, the bottom two looking north. You can see its four stopping positions, normally held in reserve but now with two of them temporarily in use. Note the spacious passage under the canopy, best seen in the middle picture.

This picture, looking west, shows how the passage from the main bus concourse rises to the surface and forks, turning left (south) onto platform 10 and right (north) to the station's Duplex Avenue entrance. Note the ball mirror, one of several provided in the station to keep people from colliding at blind passage corners.

The second picture is looking north from platform 10 across the top of the forked stairs. In the foreground is the garbage holding area required now that garbage trains are no longer used.

Eglinton station's unmanned Duplex Avenue entrance. This picture is looking north toward the street. Until 1957, as there were no turnstiles to protect, there was no building here; the platform canopy simply continued almost to the street. Its pillars, now painted blue, have been retained inside the entrance building; one of them is visible at the right.

This and the following two pictures show platforms 1-9, with 2200 Yonge in the background. This shot is from one of the middle-numbered platforms, the other two from platform 10. Here, we see the north end.

...the middle...

...and the south ends. Until the major renovations of the mid 1980s, the walls bore translucent, rather than transparent windows, so these shots would not have been possible. (The colorful use of blue paint also dates from that renovation.) Compare these with platforms 11-13, as seen above: platform 13 has translucent windows while 11-12 have walls that don't go all the way up.

Before April 28, 2003, buses leaving platforms 1-5 turned left and exited onto Yonge St.; from platforms 6 and up, they turned right and and exited onto Duplex Av., turning right to reach Eglinton. The first picture shows the driveway onto Yonge, which is immediately north of the subway station's south entrance (you can see it in the bottom left corner -- see also the photograph of that entrance)

The Yonge Street driveway is now fenced off, and all buses are exiting onto Duplex, as you see a 34 Eglinton East doing here. Duplex Avenue gets pretty busy during rush hours. (On about February 1, 2004, the Yonge driveway would reopen for buses using platform 3-5, until the closure of the old terminal two months later.)

This picture and the next show the layout of platforms 1-9, with their separate unloading and loading sections, separated by the stairs for the loading platform. Here, a bus on the quiet 103 Mount Pleasant North route is advancing to the loading platform to pick up the single waiting passenger; the unloading stairs are just visible under the ad panel on the far end wall.

Here we look the other way, toward a larger group of passengers waiting for their bus. (Thumbnail only; original not available)

Here we see the base of one of the unloading stairs, looking north. From about 1958 to 1984, you could either turn (left in this case) to reach the cross-passage to the main bus concourse, or go straight ahead (through the present wall with vertical tiles) and turn right to reach the subway via the back unloading corridor. (Before 1958, the back corridor was outside the fare-paid area and was used by passengers from the Duplex entrance.)

Here, we look west, across the end of the cross-passage, from the foot of one unloading stairway to another. In both cases you can see the walls of darker, vertically oriented tiles, where the unloading corridor has been closed off.

The cross-passage for platform 9's unloading stairs is also the access route from the main bus concourse to platform 10 and the Duplex Avenue exit. This photo looks south along this passage, showing the feet of the unloading (foreground) and loading stairs for platform 9.

Here we look the other way, showing the foot of the unloading stairs. This is where the exit turnstile was originally located for the Duplex exit, before the fare-paid zone was expanded in 1958 to include platform 10. The locked door in this photo marks the west end of the back corridor that was originally just outside the turnstiles, then became the unloading corridor, and is now closed.

This photo also looks north, showing the sign for the Duplex exit (really onto Eglinton, as this sign admits). The original version of this sign included the words "AND PLATFORM 10"; now that the platform is in use again, temporary signs have had to be posted. Note the painted metal tiles used to replace some of the Vitrolite; a recent coat of paint conceals most of the rust, but cannot conceal the rust holes along the base of the wall.

This locked door, opposite the doors to platform 1, leads to the other end of the unloading corridor. In the original configuration when it was outside the fare-paid area, the entry turnstiles for people entering the station this way were located just behind where this door now is, with the collector's booth in the space now occupied by the Batteries & Gadgets store.

Yet another locked door, seen here, leads to the underground passage from the main bus concourse to that of the platforms 11-13 outbuilding. Note that both locked doors are set into a section of wall with different tiling, indicating the width of the closed passage.

This photograph, taken in the year 2000 by David Cavlovic, gives you an overall view of the bus concourse. Note the bridge-like support structure, encased in wood, under bus lane 7.

This picture is essentially the same view in May 2003, although taken on a busier day. Note here particularly, but also in many of the other shots inside the bus area, that a large number of the ceiling strips have been removed. Also, a construction barrier has been placed around the doors to platform 1.

These two shots are also looking generally west, but from a point farther along the concourse, so it better shows the support structure as it is today. The second picture is a closer shot of the structure showing the many signs it now carries. The signs are felt necessary, because the structure blocks the line of sight along the concourse to platforms 7-9 and to the passage for platform 10. The handwritten 32 EGLINTON WEST sign was the first to go up, that being the most important bus route using platforms 7-9. This was followed (and partly covered) by two more official signs for the same route; note that one of them shows the route name wrongly as Eglinton. Finally, the other signs all relate to the reassignment of platforms during the present construction; note the handwritten additions to some of them.

Here the support structure is seen from the other end of the concourse, looking east with the stairs to platforms 7-9 visible. Note the overhead signs for the different bus routes, using two different typographic styles. Whereas permanent signs conflicting with temporary changes during construction work are usually just covered, here they have actually been moved to the correct new positions.

Here's a closeup showing the dim indicator as well as the two flashing lights.

Although the main bus concourse still has retail space along one side, it has a somewhat more downscale feel than the newer retail space in the subway concourse.

Here in the first picture is a permanent sign (which misspells the Ontario Science Centre) that refers to "Bus Bay 2", now amended by a temporary sign redirecting passengers to bay 5. As you can see, the adjacent doors actually leading to platform 2 (now closed) do not show the platform number.

Before the renovation, each platform had a large platform number, but only platforms 3 and 9 retained them.

The handwritten "5" signs are meant to show the platform number, to go with the Ontario Science Centre sign. They don't refer to the 5 Avenue Road bus, which is now using platform 10.

To prevent people from being confused by the number of bus routes offered here, the TTC installed a map display with a feature found nowhere else on the system. Note the empty fluorescent-light socket to the right of the words "Station & Vicinity". Until sometime in the 1990s, this fluorescent was the backlight for a yellow sign that read "DON'T GET LOST! Use this free phone direct to TTC Information". Note the screw holes where the phone was mounted to the panel below.

South of the Eglinton terminal is Berwick Avenue, seen here. When the Eglinton bus garage was still here, buses reached it by turning off Yonge onto Berwick; and this also included trolley buses when they were still in use. On the right of the photo you can see the railing of the "one-sided bridge" where the street passes over the subway tunnel mouth (now the only such layout on the subway, since a similar configuration at Pleasant Boulevard vanished as that section of the Yonge subway's open cut was covered). Note the pole near this railing, doing nothing except supporting a useless guy wire across the street. This guy wire once was one of the supports for the overhead wires for trolley buses running into the garage.

Looking through the closed bus garage from Berwick. Soon after this photograph was taken (May 2003), construction of the interim bus terminal would begin. A few months beforehand there were still fixtures for trolley bus overhead attached to the ceiling; now there are no traces. Note the two speed limits.