The Worst Type of Train Station 

Thanks to Diana for helping out with this video! Go check out her channel here: youtube.com/@CitiesByDiana?si=yw8B6_2CrUs8iJSp

That’s the second worst kind of train station. The worst kind of train station is the kind that doesn’t exist anymore

It's shocking to see how willing our grandparents and great-grandparents were willing to tear up their cities for a highway, but today, putting in* a bus or bicycle lane is considered putting a permanent scar on the community.

I love how you are forbidden from smoking on the station but you are surrounded by a highway

Watching RU-vidrs pick apart the crappy North American infrastructure I see every day has become one of my favorite pastimes.

The no smoking sign is pretty hilarious. How much worse could air quality possibly get?

every highway median station should have platform screen doors and be fully enclosed. The noise is really terrible in these places, but it doesn't have to be, like the REM's highway median stations are pretty good in terms of connections and very quiet

People born before 1960 always have the most to say about "kids not playing outside anymore" while being responsible for tearing down train, bike, and pedestrian infrastructure and STILL working to keep it from being built

As a kid I went past this station many times as our father took us to our grandmother's house. Even as a suburban kid I saw that station and thought "what is the point of making a station like that?"

To be honest coming from a guy from south east Asia my first introduction to these types of station was from GTA V and I thought to myself "these have got to be a fictional thing, there is no way these type stations exist."

It feels like these highway stations are purposefully designed to try to stop people wanting to get on / off at them, as if they are there purely to tick a box but they hate the idea of doing it.

I live in the DC area, where we just spent over $6 billion putting a train down a highway median. At least they had one brain cell and decided to take the line out of the highway so that it can serve an up and coming mixed-use development called Tysons Corner, but it's still frustrating looking at it. There's an amazing mixed-use development near its route called Reston, and if the metro line was moved 0.5 miles north, it would be able to serve that place very well. Instead, it's a 15 min walk on narrow sidewalks past car infrastructure and bus connections come every hour. I've never seen the station well used.

You need to visit the C (Green) line in Los Angeles. Almost the whole thing is in the middle of a freeway. Two of them are in the middle of interchanges.

I heard from someone who knew someone in the Chicago planning institutions that the Dan Ryan could have easily had no rail line component and that it was a big fight to even get the Red Line there in an era where the car was seen as solving all problems.

I’ll never forget the Chicago Blue Line. It is where I slipped on ice on the ramp down to the trains (Medical District stop) and bruised some ribs. Ah memories.

Next time you're in town, let me know! That's my blue line stop!

Too bad you didn't wait a few months and visit Chicago in February to stand on those platforms. That's the true experience. Also, speaking of Chicago, it's worth noting what I see and the second worst way to build a train station, which is by running the line down the freight right-of-way through an industrial corridor so that the stops are surrounded by industry, parking, empty lots, and strip malls, and you need to take a bus to get to/from anywhere livable. See the Orange line.

new intro is fire

50 seconds in and I've already seen a nightmare. Hell is real, it's that station.

Well at least the Chicago Blue line gives a way better transit connection from the airport to downtown than anything NY has 😢

The thing that's particularly frustrating about Spring Garden, as someone who used it on a daily basis for several years, is how *fixable* its problems are, or perhaps somewhat more accurately, how badly PennDOT decisions to save a buck have hampered the station's usability for generations. If the highway were on a trestle, instead of an embankment, then you could at least stick retail under that trestle, such as in Japan. If PennDOT were willing to relinquish ROW you could also add a nice big modern new headhouse at 2nd and SG, which would at least make the experience of accessing the platforms less awful than it currently is. And so on. Spring Garden is an important junction between the El and Kensington bus lines--the 5, 25, and 43 if I remember correctly--so this is a great example of a place were you would want to invest in improving ridership by making it, like, not actively punitive to transfer from the train to a bus there. But that would require actually extracting concessions from PennDOT's traffic engineers, and as we all know, traffic engineers are always right, especially when they're (as they usually *are*) dead wrong.

If you want to see median transit lines done properly look at Perth WA. The stations are postioned at interchanges and are enclosed to cut down traffic noise. They generally have car parks and always have bus stops, cab ranks and pick-up/drop-off points. That way they become proper transport nodes for the surrounding area.

This type of station is rare in Europe but there's one big example of it in France : Val de Fontenay RER E station, which is located in the middle of the A86 highway. Actually, the highway was built after the rail line. This setup is a problem because nowadays, this part of the station can't be expanded due to this situation. The access are also complicated since people can only access the RER E platforms by walking down the RER A platforms(which are located perpendicularly to the highway). Due to this, intercity trains can't stop at this station because they can't stop a the high platforms the RER trains require, while it is located in a big business district and it is a big interchange with RER A now and Métro 1 and 15 and Tramway 1 in a few years.

The video talks about the Roosevelt Blvd extension into Northeast Philly. I grew up in Philly, and that extension has been on the drawing board for more than 50 years! They even built a subway station under a Sears that was under construction in the sixties in anticipation of building this extension. Sears is long gone and whatever is left of this station must look like some ancient Egyptian tomb. In my opinion, that extension will never be built. It is just something that politicians like to talk about but not actually do anything about!

Not exactly highway median stations, but the Bayonne stations of the HBLR are right next to NJ Route 440. This is because much of the Hudson-Bergen Light Rail uses old right-of-way that was already established for rail that came before the highway. In the case of the Bayonne stations, it uses old Central Railroad of New Jersey right-of-way and runs alongside Conrail freight trains. Now despite being along a highway, it's not all that bad. 45th St has no parking lot and the west side of 45th St is all apartments, so for those who live nearby, it's a simple walk to the station. 8th Street station was supposed to be a 50-spot park and ride, but they drastically changed it to just 10, and 8th Street's building was inspired by the old CNJ station there. The "Defining the Hudson-Bergen Light Rail Catchment Area" report from January 2019 was done by the NJDOT is a thorough survey on the system with charts on ridership and how people got to the stations and according to the report for the Bayonne stations, nearly 14 percent got to 45th Street by car, 24 percent got to 34th Street by car, 24 percent got to 22nd Street by car, and 15 percent got to 8th Street by car. Now it doesn't sound bad at first, but when compared to extremely low percentages like 1.1 percent for 2nd Street or 2.2 percent for Jersey Ave, then it is! 34th Street uses its 440 location as a huge park and ride, and it's even served by a MTA bus to Staten Island, the only MTA bus route that terminates in NJ.

As an East Asian, it is a kind of shocking that a NIMBY toward a metro line is a thing in North America, even if it is an underground one.

As an escaped native Philadelphian, I love what you are doing. Your humor is entirely Delaware Valley scented. Putting my money where my mouth is, I just became a patron. Please, make more.

I believe Sydney metro of Australia has done a decent job. Even with the line T8 which runs in parallel with the M5 arterial driveway, it stays off the road at a distance of 1 bock of houses and parks. Therefore, each station developed a community with a commercial district around them.

Did not expect to hear The River in an urbanism video, such a pleasant surprise. Also nice PetroDragonic Apocalypse vinyl @6:52

Please consider doing a video on Japanese train stations that double as malls and grocery stores!

"Have to walk under this dingy bridge" Bro, that bridge has party lights underneath 😂

Stations in the middle of Freeways can be done well.. Perth Western Australia has done this very well in ensuring that the majority of the stations are bus interchanges as well. There is also plenty of parking and not many long distances to walk to get to these stations

I love when the Urban Design and Cities Skylines communities get together lol

Im convinced Toronto is the only city thaf does freeway median stations decently. Has barriers to block some car noise and the stations have frequent bus routes feeding the stations, 3 of them have bus terminals attached, Eglinton West above where the tracks are, Lawrence West which has a floating bus terminal built over the highway, Yorkdale kinda, ut has a GO Regional Bus station next to the station under a major mall and Wilson which has a double decker terminal partially under the station

The thing about the REM is that it shares the Champlain bridge with the highway, which is a necessity for Montreal transit, and it's currently a suburban commuter line. The portions that will be built in the city won't be highway median stations. One of the stations you show, du Quartier, was built to have access to the Dix30 shopping mall, which is next to the highway. Generally speaking, I'm OK with new service to suburbs being built through the highway. It's different when you're in the city. And the Blue Line in Chicago is just egregious.

Philadelphia is not alone, Bay Area’s BART station at Castro Valley also has a station in the middle of the freeway

In Los Angeles, you can tell the C Line is old because not is it the only line connecting communities in South Central, it is also almost entirety made up of stations in the median of the 105.

The highway median station near me is the end of the line of the Baltimore metro and serves as a park and ride for ppl living further in the suburbs. 10 years ago you had to walk about a mile to get to any shopping. Now there's a main street right next to it with restaurants, a library, and apartments with the other side being redeveloped for office space. Probably not the most ideal way to design transit though.

The new Chicago Red Line extension will move off the highway and will mostly follow the Union Pacific ROW, splitting off after Michigan Avenue. So it's a plus there. In hindsight, it might have been a plus that the Horace Harding and the Van Wyck expressways in Queens weren't built wide enough for future NYC subway extenstions.

Love the intro and the effort you made! Shout to Diana! Her channel is awesome. I would let the opening credits linger a second or so longer. I'm not the fastest reader and the text went by before I had a chance to fully take in what I was reading. Keep up the great work!

I grew up in the suburbs, and always thought they looked really interesting and cyberpunk when passing in a car, particularly at night. When I got older, for visiting Chicago I would often park in Oak Park in the free upper-class neighborhood parking near the Frank Lloyd Wright home/museum, and then use the CTA for my adventures. A few times I landed at one of those stations with a highway median, and it always felt a bit adventurous - especially if I was alone or with a friend coming back from Neo, and we were all dressed up and the wind was blowing at us. The red line was totally my jam.

To let you know about the MFL Spring Garden and Girard stations, both are serviced by SEPTA bus or trolley routes. The only major problem with Spring Garden station is the lack of an elevator, which SEPTA has plans of adding in the future. As for the MFL at Spring Garden, the line existed before I-95 and is adjacent to the city's Northern Liberties neighborhood.

Awesome video! I always wondered why the spring garden station would have almost no pickups and Girard was packed when I got off there and that just makes so much sense.

I am so glad you made this video @alanthefisher!! I myself often times wondered if highway-median metro systems are great, since they are surrounded by car traffic a lot, not to mentioned how loud it can get, and make transit-oriented development (TOD) far less practical! I absolutely enjoy watching your videos a lot Alan, as well as videos by @RMTransit regarding transit and how to build transit properly for TOD and eliminating car use. I myself dislike car-dependent life a lot, and really enjoy car-free life! You know, it is interesting how this idea of highway-median metro systems were also used in Australia, more specifically for moden suburban rail systems rather as it is in the case of Perth, Western Australia. I even rewatched 2 of @RMTransit's videos on Australian transit, specifically their solutions to transit problems and the one for Perth's Transperth Trains network, which talk a lot about highway-median trains: - ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-yOwZA07pHAk.html (How This Country Might Have the Solution to Suburban Transit) - ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-AH1kvXxnBiQ.html (A Small City with a Big Rail Network! | Railways of Perth Explained) Building metro systems, or even suburban train systems, in highway-medians definitely adds a way for trains to travel more quickly along high-speed car traffic corridors rather than having to make way for brand new railway lines by bulldozing buildings and acquiring land, but it definitely makes TOD not as likely to happen. And as we move towards a more carbon-neutral life to combat climate change and reduce the amount of cars we have, allowing for more transit use, walkability, and even bikability, I think reducing stroads and building train systems along those are truly a better solution than building them along highway medians. I'm so glad you made a video about this topic @alanthefisher, I always wondered about this.

I feel Los Angeles and PE are going "what am I, an ignored transit system?" LA was doing this back in the beginning, specifically for the 101. The 105 is another exam of a freeway with the green line light rail metro running down the median.

Thank you so much for covering Chicago. Another thing is that because these stations are on the highway, the state DOT has more control over them (pardon phrasing, idk the details enough). It is insanely difficult to get any work done on highway median lines. To give a sense of how shit things were, we got new 7000 series rolling stock to run on the blue line. However, we couldn't even run the previous 5000 series on that branch because the tracks were too old to handle it. Thankfully a rebuild project just started, but I felt insane knowing the reasons of why service deteriorated while everyone else was yelling "transit bad." I really do feel like things will improve. The deterioration of the Forest Park branch, the construction of that highway, and etc get even worse when you know how disinvested west side communities have been. Same thing for the south. It always blew my mind that the red line doesn't extend all the way south, so there are still communities down there with no access to rapid transit. Coupled with the common doomerist perspective on Chicago, just having someone explain these issues accurately means so much.

These types of stations are rather uncommon in Europe. In Belgium, where I live, I can count them on the fingers of one hand.

This was really interesting. My city has a few of these, and as a car user, I never really noticed them or considered why they might be a problem.

I have fond memories of the UIC Halsted Blue Line stop when I lived a few blocks away. Walking down that ramp in the middle of winter will change you.

I love this higher production value! Absolutely keep up the great work. I love the colab as well. I’d happily wait a little longer btw vids for ones like this, but algorithm gonna algorithm ig

Good video. Although I agree that placing stations in highway medians isn't the best option, placing long distance intercity or high speed lines in highway medians is a much better idea (as in dedicated segments of tracks without stations inbetween), since most interstate highways are straight and have plenty of unused space that could hold two or four track main lines in their medians and therefore wouldn't require too much new construction. Nice collaboration with Diana as well. City Skylines should be a prerequisite for all urban planning related positions.

If I had to wait at a freeway station on my way to school/work in New York, I would have been put in an insane asylum by now

I don't mind rails running in the middle of the highway IF it's just transiting to different stations if there's no alternative way. but having a station in the middle of the highway is weird

I would love to see a video on the train network of hungary. On paper extensive, but in practice it's basically left to rot under the wheels, half of it not even electrified

I visited Chicago back in June for a cousin's wedding and took the blue line into the city from the AirB&B that I was staying at. It was an interesting experience. Thank you for making this video. It reminded me of my time there.

The intro graphics are so clutch! Thanks for putting this together. The LA Green line always bugged me but I couldn't always articulate why it's so bad

Have a look at Australian cities, especially Perth Metronet. Over 130km of heavy, electrified rail in the median of the nth /sth freeway with 2 level accessibility interchanges with buses, car parks and bicycle lock ups, with wind breaks/ covered platforms that win national design awards. Town centres and shopping centres nearby and planned for. Retrofitting of legacy inner city section with uninterrupted bicycle path that will be over 140km when completed.

I was just introduced to your channel with this video and I don't know why I had never thought about this. Maybe I just am not really into how transit systems work but this makes perfect sense. Maybe perhaps I had been too used to driving a car and didn't really have to think about it when I drove by train tracks and stations that were in the middle of the freeway, but now that I am seeing it for the perspective of somebody who wants to actually go on one of those trains wow that does look awful

I feel like the Metro Silver Line Extension helps solve a few of the issues of a median line. All the stations have bus bays to better connect the line with the surrounding community and most of the stations have developments being constructed around them with apartments, stores, and restaurants.

Great content, nicely explained. Thank you!

NYC is lucky not to have these sorts of median stations. Just simply the worst.

I actually like median stations. Washington DC wmata systems are the same, especially in Virginia, but just like Montreal, the wmata has a local city bus station at each station along with offices, dining, shopping & luxury apartments right next to the median stations.

Impeccable video, analysis, and commentary! 'A+' You also express yourself exceedingly well. Overall, this informative, thoughtful video brought me much pleasure. I am watching from the Netherlands. (Albeit a Dutchman, I grew up in the San Francisco Bay Area. BART has numerous stations located in the median strip. Not nice.)

The worst part of highway median lines is where are you going to add one more lane to the highway?!! That’s prime real estate. Hi Diana!

Don't forget the pervasive vehicle exhaust and the dirt.

Always a great day when Alan uploads something new!

Thanks for telling me, I'll keep this in mind when I build my next train line

Great video, and interesting insight for a European :) I remember using similar stations in Tel Aviv (Ayalon Highway) these are terrible there too. Also, I like the new intro!

Having nothing but a jersey barrier and barbed wire to separate the station from highway traffic is crazy. Toronto Subway Line 1 has some highway median stations on 'Allen Road' but they are roomed over with fully encasing glazing or concrete walls and roofs over both the tracks and platform(s). And of course, in accordance with strict TTC policy, there is a big bus loop or multiple bus stops (typically within the fare gates) next to the overpass/underpass entrance to the station.

Counterpoint: the orange and silver lines in the VA side of the DC metro system have pretty good highway median metro stations within I-66. Easy to walk to, and they're spurring more TOD around them as well.

Fantastic production! Well done.

Highway median stations also are terrible for feeder services like buses, bike stations as there is no room to expand for amenities.

Philadelphia's Spring Garden St Station was a replacement of the Fairmount st station built with I-95. There was a lot of housing in the area when it was built. The area adapted to car culture. Much as our society has.

When I visited California a few years ago, I arrived at the Los Angeles Airport and used public transport as I am used to in european cities. So I had to change from the green line to the silver line at Harbor Freeway and it was a very unpleasant experience. This is also a multi-story highway-station in the middle of a highway junction and I have never been to a transit station this loud, stressful and uninviting. I mean, I was glad I was able to take public transport there, but I think it can be done much nicer. So, yes, I can absolutely see what you mean it does not feel human scale. Oh and when I recently visited Berlin, I found a station (Messe Nord) also in the middle of the 'Stadtautobahn', so it is surrounded by six lanes or so. This is also a very unpleasant but maybe a little quieter due to relatively low speed limits. And another thing I have noticed: Whenever I have seen a transit system powered by third rail, the power rail was always on the opposite side of the platform. This is done to reduce the risks of people getting shocked and injured if the accidently fall onto the tracks and want to climb back up the platform. You can see what I mean at 8:50. But what surprised me was to see the power rail on the side of the platform as seen at 0:39 Does anyone know why it was done this way in Philadelphia? In my opinion placing the third rail on the opposite side of the platform is way safer...

I remember them as a kid in Chicago going down the middle of the Dan Ryan Exp. In the 60s. Mayor Daley was a big fan of this type station. He loved them.

Good video.. a lot of good points I can see you did your research.. that spring garden stop is the exit for a couple MAIN attractions like the casino, the Fillmore (amazing club), Dave and busters, the brewery, I think it’s a syrup club right off the station too.. it’s a pretty dope station considering Parking and travel time to some of these events

The REM being built in the middle of the highway was actually a choice made for TOD and also the fact it's only one branch of many on the system, there aren't many major neighborhoods on that line, right now. Ottawa has a similar plan with the Line 1 and Line 3 expansions, they are building TOD on the much smaller highways in the East End (The 417 becomes the 174, which is essentially a Rural Road). In the West End, Barrhaven has grown to become essentially it's own city-within-a-city and it's terrible urban sprawl is starting to change, shopping centres are being turned into mixed use neighborhoods as of recently, with walkable duplex neighborhoods and apartments being built within 15 minutes walking distance from the shopping centre, which had a BRT busway built into it (I don't agree it should become part of the LRT system, as it's too curvy for it. Plus there's Fallowfield VIA Station, which is one of the best designed small stations in Canada, it may only be one track right now, but with HFR and the expansion of the current routing along with it, it'll become a major hub in the future. Ottawa may be making bad decisons, but when the Transit is built out, it should be able to be better than what it is. Then again, bus cuts are coming next year so this might all get canned.

I work in civil eng. and live in Philly and have been enjoying your content for some time now. But what really threw my enjoyment over the top was your use of this rendition of The River. Bravo & Cheers m8👏 🙏 Keep the good vids rollin

I dig the new production & appreciate the effort!

The Metro Green Line in Los Angeles is almost entirely these freeway stations, but there is one benefit: It's fast. The freeway by definition is grade separated, so you're essentially getting a fully grade separated(thus fast) transit line for little additional cost. I think the Green(C) Line gets it's ridership from the fact that it is basically a high speed cross-town rocket ship that connects with other rail and bus lines.

As an LA resident, I definitely understand the frustrations with stations placed in the middle of a freeway, as we have one of those, the C Line that almost exclusively runs through one. I feel conflicted about it because it was created early into LA Metro's lifespan (1995, along with the entire I-105 freeway) and it's construction was only really born because it was court ordered by LA County in the 80s (with pollution in the city at an all-time high) to include an LRT line along with a new freeway. Metro was able to maintain a few stations turning south leading into the South Bay area but it abruptly ends, halting many from using them. Those stations are being added to the new K Line this year, separating from the C Line, and adding two more stations is in the development stage with construction likely to start after 2028. Usability and practicality weren't first priority, and any/all improvements brought to the table during construction by local cities and LA Metro were swiftly dismissed by CalTrans because of the freeway budget taking up the majority of the limited state funding. The entire project was inflicted with other issues besides the C Line though, between unethical labor practices and tearing communities in half (forcing many residents and businesses to relocate), especially in lower income areas. The C Line's Harbor Fwy station is comparable to Spring Garden, in the middle of a massive loud interchange. It's pretty much exclusively used for people transferring downstairs to the J Line busway that runs through the I-110, rarely by people actually living around it as it's so isolated. There's also a pretty small number of C Line stations with them being a lot more spread out compared to most LRT in the area, again a reflection of working on it by force on a budget instead of by practicality. There's two main ways to improve ridership and right the previous wrongs. One is to extend it eastward beyond the freeway into Norwalk, connecting the line to an Amtrak/commuter rail station 2 miles away, and possibly beyond to La Mirada (a smaller city on the border of LA/Orange counties), most likely fully underground. Locals have approved of it whenever brought up, but with many other Metro projects happening it's been placed on the backburner until at least 2050. The second improvement would be to add more stations along the line, noting how some high-traffic roads like Western Ave., Alameda St., Atlantic Ave. and Bellflower Blvd. do not have stations. Metro has made no indication to do that, but I think it would improve ridership and usability even more as they are in densely populated areas and along many people's commute.

In Salvador de Bahia, Brazil, they built metro line 2 almost entirely on a highway median, but the architecture of the station, all covered and with sound insulation, made the stations more pleasant, you still have to walk a long way to get to the platform, but at least less is not as hostile as it could be. Another work they did was a cycle path and the planting of trees along the metro line, reducing the noise coming from the highway.

We’ve a bunch of these here in Denver as well, lots of walking to use them, not my favorite either. Great vid!

It's quite a feeling of superiority to experience the same thing, while being a polar opposite. I'm talking about Amsterdam Zuid and Noord

I really appreciate the drone footage around Girard Station. As a nearby resident, it's an enlightening perspective to see some of the ongoing construction projects in the vicinity from altitude.

Wow you really steped up the production value with this one great video 😊

This video hits me right in the heart. I live in a pretty small country where the entirety of the intercity / suburban rail system has its stations either in the middle of a field or in a highway median. Like seriously, in the entire system there is just one single station that is nice to be in. The worst thing is theyre in the process of pretty much doubling the length of the system but in that entire project not one starion has anything around it but highway or field. Unbelievable.

The Washington DC Metro Silver Line extension is an example of really well done “highway median” stations. They are architecturally well designed, clean, and (surprisingly) not noisy. Of course, the downside is that it takes quite a walk to your train platform from either side of the station. There are a number of videos highlighting these stations.

king gizzard and the lizard wizard 👀

Oh snap awesome to see that you stopped by Lincoln Square in Chicago! Live nearby and absolutely love the area

when i saw the ones in Chicago, i thought they were genius, because you can see all the trains overtake you as you're stuck in traffic

There are train stations like this on the new silver line extension outside of DC. Around Reston and Herndon they have bridges to either side of the highway and it’s helped to urbanize the area.

One idea for the train stations would be surrounding it with business locations, and then mixed residential/business. This way the residents get a bit of a buffer from any train noise, and anyone getting on/off from the trains sees plenty of places to spend money.

OMG wow, i love Diana. It was like a bonus when her name appeared. Please keep featuring her. You got a follow

I take the CTA blue line every day to either UIC or to work. It confuses me as why there are Noise Abatement Walls (NAWs) that separates interstates and residential areas, but no NAWs for the riders that are being bombarded by the loud noises of vehicles on the interstate. I find myself stuffing my ears with earbuds which is not fun but it is now the norm.

TBMs are sooo expensive, and many of the highways are already a perfect near straight route. In my opinion there are some good cases for either center-of-motorway or adjacent/nearby to motorway once the train gets out of the city centre and dense suburban areas. Reminds me of one critical of train stations in industrial areas. Yes at the moment factory and shift workers don't catch transit they drive. However, the used to, and perhaps we should again in the future!!

Inside station design also matters. Consider the Du Quartier station which some railfans says it is perfect becayse there is a condo being build to make it "TOD". All stations on that leg (Île des Soeurs, Panama, Du Quartier, Brossard) have the only exit on the south/east side of station. (they should have alrernated to have more distributed loading of passengers). They built the bridge for Du Quartier boulevard to be at the north/west edge of the Du Quartier REM station. So CDPQ had to put a door to let people in from that side. but that is the side where the mechanical equipment (fans, electrocal transformers etc) are. So there is a door and a narrow corridor that goes all the way to the other end of station where the fare gates are and people then walk back to get on trains. So even though there appears to be doors at both ends of station, the fare gates being only at one end means people entering from other end have to walk a lot more.

Did not expect to hear king gizz today but I'm always glad when I do! Thanks for making a video on these stations, I hate them so much.

Honestly, where I live, I'd take any rail station. The nearest one from me is a 16 minute DRIVE, and there's a major highway which could fit a median station, an 8 minute walk away.

The Essen U/S bahn also has some highway median stations, those are far better designed than all these american stations in my opinion