GO Transit: Construction Projects (Metrolinx, various)

[Bojaxs]

Metrolinx has stated that the Birchmount bridge work will require the 3rd track to be taken out of service, and as we mentioned here earlier .

So it may not be until the 2030s that the 3rd track is continuously in service. Or in practice it may never happen at all, since the 3rd and 4th tracks are intended for the Stouffville line, not Lakeshore East. Which also raises the question of express service on LSE. If it's impossible now, what makes them think it would be possible in the future?

Regardless of long-term plans, they desparately need to adjust the layout of Scarborough Junction to allow parallel switching movements. This involves reversing the orientation of one crossover. Without that change, trains will only be able to use the express track that is still in service east of Scarborough Junction in one direction. In the other direction, trains would conflict with oncoming traffic with the current configuration.

Just so I'm clear, are you suggesting that MX needs to build the full fledge, rail grade separated "Scarborough junction" if GO wants to maintain AD2W service on the Stouffville line while still allowing for express service on the LSE? This was the Scarborough Junction that Verster was referring to in his interview with Reece a couple years back?

 

[crs1026]

Removal of the Kennedy station second platform and double track, and the Mount Joy tail track, makes me suspect they have descoped the Stouffville line altogether. If the West Highland bridge is years away, no need for anything to be done urgently at Scarborough Jct.... although I agree it'x not the best interlocking layout even now.

- Paul

 

[Sauga89]

I created a table comparing the September and December 2025 Capital Projects Group pipeline documents.

			2025Q3 Status​				2025Q4 Status
Portfolio	Line	Project	Prequalification	RFP	Awarded	MERX	Estimated RFP Date
GO Expansion	Stouffville	Mount Joy Station Improvements, Passing Track and Signals: Construction of passing track, a new side platform and associated infrastructure, and signals work including installation of new turnback signal near Stouffville GO.	Dec-22	Upcoming 2025Q4			2026Q4 (delayed one year)
GO Expansion	Stouffville	Stouffville Existing Station Renovations: Upgrades to various existing GO stations in the Stouffville corridor including civil work (e.g., parking lot improvements, bus loop restoration, station building retrofits and platform upgrades including accessibility upgrades).	Dec-22	Upcoming 2026Q1			2026Q1 (unchanged)
GO Expansion	Stouffville	Kennedy GO Station: West Platform Extension and Trackwork.	TBD	TBD			Project Removed
GO Expansion	Barrie	Barrie Existing Station Renovations: Upgrades to various existing GO stations in the Barrie corridor including civil work (e.g., parking lot and bus loop improvements, station building retrofits and platform upgrades).	Dec-22	Upcoming 2026Q1			2026Q1 (unchanged)
GO Expansion	Barrie	West Toronto Rail Path Extension (South of Dundas Street on the Barrie Corridor): Grading work, along with construction of four new, multi-use path bridges and several community connections.	TBD	TBD			2026Q2 (new date)
GO Expansion	Barrie	Bradford Station: West Platform Construction and Layover Modification.	TBD	TBD			Project Removed
GO Expansion	LSE	Lakeshore East Existing Station Renovations: Upgrades to various existing GO stations in the Lakeshore East corridor including civil work (e.g., parking lot and bus loop improvements, station building retrofits and platform upgrades including accessibility upgrades).	Dec-22	Upcoming 2026Q1		MERX Project Tender July 2025	2026Q1 (unchanged)
GO Expansion	LSW	Lakeshore West Existing Station Renovations: Upgrades to various existing GO stations in the Lakeshore West corridor including civil work (e.g., parking lot improvements, bus loop restoration, station building retrofits and platform upgrades including accessibility upgrades).	Dec-22	Upcoming 2026Q1			2026Q1 (unchanged)
GO Expansion	LSW	Niagara Falls Layover Facility: Construction of a single-track layover facility for train storage, along with signals and track work.	TBD	TBD			Project Removed
GO Expansion	RH	Oriole GO Station Relocation: Improved station access, customer safety and customer experience.	TBD	TBD			Project Removed
GO Expansion	KI	Kitchener Line Extension | Guelph Subdivision Package 4: Track and signals work, platform work, grading, drainage, and utility relocations in support of Kitchener GO service extension.	Apr-24	Upcoming 2026Q1			2026Q2 (delayed one quarter)
GO Expansion	KI	Kitchener Central Transit Hub: Construction of a GO station that is part of multimodal transportation hub in the Waterloo Region. Construction of track realignment, switch, station platforms, tunnels and associated civil works to support a Region-led initiative for a new multi-modal transit hub in Waterloo Region.	Dec-25	Upcoming 2026Q1		MERX Prequalification November 2025	2026Q2 (delayed one quarter)
GO Expansion	KI	Mount Pleasant GO Station Modifications: Renovations including removal of the north platform to create space for a future track and modifications to existing tunnels, north stairs, and elevator.	N/A	TBD			2027Q4 (new date)
GO Expansion	KI	Kitchener Extension | Guelph Subdivision Package 2A: Track and signals work, grading, drainage, and utility relocations in the Town of Halton Hills (Acton) in support of Kitchener GO service extension.	Apr-24	TBD			2026Q2 (new date)
GO Expansion	KI	Georgetown GO Station Improvements & Layover (Phase 1): Construction of a new island platform, bus loop, passenger pick-up and drop-off area, and a pedestrian bridge.	TBD	TBD			2027Q4 (new date)
GO Expansion	KI	Georgetown GO Station Improvements & Layover (Phase 2): Extension of the pedestrian bridge from the island platform to the North parking lot, removal of layover tracks and rehabilitation of the parking lots.	TBD	TBD			2027Q4 (new date)
GO Expansion	KI	Kitchener Line Extension | Guelph Subdivision Package 3: Bridge reconstruction, grading and drainage for passing track extension, track and signals works, retaining walls, and trenchless twin culverts.	TBD	TBD			Project Removed
GO Expansion	Toronto	Technical Services for both task based and highly skilled individuals.					2026Q2 (new entry)
GO Expansion	Toronto	Program Oversight (Auditing, Analysis, Assurance) for non-conflicted entities, performing audit and oversight functions.					2026Q2 (new entry)
GO Expansion	Toronto	CMS - Commercial Management System.					2026Q2 (new entry)

One thing I would also note from that collection of documents (there are 7 in total) is that the Cooksville Creek bridge on the Lakeshore West line is up for replacement next year. This is notable for 2 reasons.

First, currently there is no foot path under that bridge, and I haven't heard any consultations about adding one. A trail underneath the new bridge would be good in and of itself for connectivity to the waterfront.

Second, the Revus Avenue level crossing is just 300 metres to the west, and that crossing may be permanently closed in the next few years. If the Revus crossing closes, I imagine it will need to be replaced by a pedestrian crossing. I'm not entirely a fan of closing the Revus crossing permanently, but in case it does, they should do some consultations about whether a path under Cooksville Creek could substitute for a pedestrian bridge at Revus. (EDIT: A pedestrian bridge at Revus could add several hundred metres of walking if it's anything like the new Drury Lane one, so a path at Cooksville Creek might even be a similar walking distance, even accounting for the 300 metres there and back.)

(Second EDIT: A screenshot of the existing Cooksville Creek bridge from Google maps.

)

 

[Voltz]

Removal of the Kennedy station second platform and double track, and the Mount Joy tail track, makes me suspect they have descoped the Stouffville line altogether. If the West Highland bridge is years away, no need for anything to be done urgently at Scarborough Jct.... although I agree it'x not the best interlocking layout even now.

- Paul

How long has that new platform at Agincourt been sitting unused for, and how long will it now continue to collect dust?

 

[nfitz]

How long has that new platform at Agincourt been sitting unused for, and how long will it now continue to collect dust?

How long have they been talking about moving Oriole station to Leslie. Seems like at least 35 years, if not longer. Rate they are going, they'll close RH south of Richmond Hill Line 1 TTC station because of low ridership, before they move the station.

(though in typical Metrolinx fashion, they'll probably start construction on the new station, and deliver it after the line is permanently closed )

 

[Bordercollie]

I made a trip on the Barrie line today, and I have to say I was impressed at just how much civil work has fallen into place towards eventual double tracking. With very few gaps, there is now a subgrade fully laid from Davenport all the way to Maple. North of Maple, the work isn't quite as far along, but a lot of earthmoving has been done. Sound walls and security fencing is also pretty much complete with very few gaps. There was evidence of some prep for adding the second track at key grade crossings.

There are a few specific prerequisite tasks remaining that I would predict ML will finish before Onxpress tackles track construction, as they would be even more difficult to complete with added trains running

- The grading south of Bloor is incomplete, and telco/utility work is evident at Queen and at Dundas/College
- Lansdowne GO station
- Removal of the Hydro pylons south of Eglinton
- Caledonia GO station
- Downsview Park second platform and Sheppard Ave bridge
- Maple GO station
- Aurora second platform

Having said that, one would hope that ML would attack these things in earnest in order to get this line to a full 2WAD state. It could be the model line for other routes.... whereas if ML rested on its oars now, it would be a waste of all the money invested to date. If ML is looking to redeem its reputation by making a significant step forward, this might be the opportunity.

- Paul

The Siemens crew where at the York university bus way to figure out how to double track the crossing.

 

[crs1026]

How long has that new platform at Agincourt been sitting unused for, and how long will it now continue to collect dust?

Have a look here... I went back in this thread and started reading at page #400 which was mid-2018. Amazing what has progressed since then, and what hasn't.

Plans for Expanding Agincourt GO Station Submitted to City | UrbanToronto

Five months after Metrolinx and Infrastructure Ontario (IO) awarded it a contract for expanding Agincourt GO Station, EllisDon Transit Infrastructure has submitted its plans to the City of Toronto for site-plan approval.

urbantoronto.ca

Two months tomorrow is.... Groundhog Day.

- Paul

PS - I found a little later - construction of Agincourt Station began October 1, 2018

 

[Bordercollie]

Have a look here... I went back in this thread and started reading at page #400 which was mid-2018. Amazing what has progressed since then, and what hasn't.

Plans for Expanding Agincourt GO Station Submitted to City | UrbanToronto

Five months after Metrolinx and Infrastructure Ontario (IO) awarded it a contract for expanding Agincourt GO Station, EllisDon Transit Infrastructure has submitted its plans to the City of Toronto for site-plan approval.

urbantoronto.ca

Two months tomorrow is.... Groundhog Day.

- Paul

PS - I found a little later - construction of Agincourt Station began October 1, 2018

It would make more sense to concentrate their efforts into stages. Stage one Agincourt and Milliken station. Stage two Unionville and Markham, etc.

Some sections have double track track unused for three years because one section somewhere is not ready.

Doing it in stages will allow you to open the double track in sections.

 

[WB62]

I can’t comment on behalf of either party, but the working assumption at Metrolinx seems to be that ALTO would share their tracks and stop at Kennedy station…

(Crossposting from the ALTO thread)

If Urban is right, could this be a reason why theres such a lack of movement on the remaining ST line projects + re-engineering highland creek bridge?

 

[EnviroTO]

It is lighter, but not by a significant amount

For instance, the addition of the diesel drivetrains in the 5-car British Class 800 trainsets only makes them 10 tonnes heavier than their EMU siblings (243tonnes versus 233 tonnes). That's less than a 5% difference.

Yes, it is 5% lighter at the start of the acceleration curve where the traction is a more limiting factor, but as the train accelerates the ability of the EMU's electric propulsion to continually maximize the torque applied means that as the train accelerates it gains greater efficiency over the DMU. I have heard that the 0 to 100km/h times are about half for an EMU. I would be really curious to see information that suggests otherwise because the benefits of electrification go out the window if some green fuel option can outperform.

 

[smallspy]

Yes, it is 5% lighter at the start of the acceleration curve where the traction is a more limiting factor, but as the train accelerates the ability of the EMU's electric propulsion to continually maximize the torque applied means that as the train accelerates it gains greater efficiency over the DMU. I have heard that the 0 to 100km/h times are about half for an EMU. I would be really curious to see information that suggests otherwise because the benefits of electrification go out the window if some green fuel option can outperform.

I've stated many times that below a certain speed the difference in acceleration is basically non-existent. And it is. That speed varies depending on the specs of the equipment, but it's usually around 35mph - that's the point at which the equipment is no longer traction-limited and thus an electrically-powered train can continue to produce more power while a diesel-powered one is limited to the installed power of its diesel powerplants. (For Paul, this was the transition cut-off on older diesels, going from series-parallel to full-parallel.)

While on paper an EMU can get up to speed faster (although 0 to 100km/h times would be as much of a function of gearing than anything else), it's also a lot more complicated than that in reality. For instance, there are places in the UK where 5-car DMUs can out-accelerate 9- and 11-car EMUs and thus perform faster station-to-station times - sometimes significantly faster.

Dan

 

[crs1026]

(Crossposting from the ALTO thread)

If Urban is right, could this be a reason why theres such a lack of movement on the remaining ST line projects + re-engineering highland creek bridge?

That's my theory. But it doesn't have to be entirely accurate to create the same dynamics. If Alto doesn't choose Kennedy, there's every possibility that they may choose the Don Valley route, which puts them in the very same place. Same need, but a different bridge design if Alto goes over the top instead of around the curve.

Note that ML has also deferred the double tracking Kennedy-Scarborough Jct segment.

There may be uncertainties about what the design needs to be, that won't be resolved until Alto is further along and can announce its route. But there's also the question of who pays. It wouldn't surprise me if ML is sitting pat, waiting for Alto to pick up the tab.

- Paul

 

[cplchanb]

Removal of the Kennedy station second platform and double track, and the Mount Joy tail track, makes me suspect they have descoped the Stouffville line altogether. If the West Highland bridge is years away, no need for anything to be done urgently at Scarborough Jct.... although I agree it'x not the best interlocking layout even now.

- Paul

wdym did they actually demolish the second platform and track? i thought they were just waiting for that SRT ramp to be removed since it was in the way...... please dont be ragebaiting...

 

[urbanclient]

I've stated many times that below a certain speed the difference in acceleration is basically non-existent. And it is. That speed varies depending on the specs of the equipment, but it's usually around 35mph - that's the point at which the equipment is no longer traction-limited and thus an electrically-powered train can continue to produce more power while a diesel-powered one is limited to the installed power of its diesel powerplants. (For Paul, this was the transition cut-off on older diesels, going from series-parallel to full-parallel.)

While on paper an EMU can get up to speed faster (although 0 to 100km/h times would be as much of a function of gearing than anything else), it's also a lot more complicated than that in reality. For instance, there are places in the UK where 5-car DMUs can out-accelerate 9- and 11-car EMUs and thus perform faster station-to-station times - sometimes significantly faster.

Dan

Yes below 50-60 km/h there is virtually no acceleration difference. You are totally right about that. But the top end speed matters. Are we seriously "ummm actually"ing whether or not EMUs are faster in general than DMUs to accelerate to 100 km/h? The fallacy of exception much? If operating top speeds are above 140 km/h (as is on UP and GO), then the vast majority of EMUs are faster than DMUs, all other factors being equal.

The only hope of reducing travel times on the UP Express if two more stations are added is with EMUs; and maybe not just any old EMUs, maybe we need express metro rolling stock and other improvements:

It is theoretically possible to build a train that can cover 23 km in 25 minutes while making 7 intermediate stops. However, that requires more than just switching rolling stock. It also requires improving track speeds (e.g. in the USRC), and reducing dwell times.
View attachment 698988

Exception, The Fallacy of

[glossary_exclude]The argument that a principle is contradicted (not merely qualified) by exceptions. The possibility of understanding an issue can be blocked by an instance in which it does not apply. Example: “Too many exams make children depressed and demoralised.” “Not at all—our

leanlogic.online

 

[PShells]

wdym did they actually demolish the second platform and track? i thought they were just waiting for that SRT ramp to be removed since it was in the way...... please dont be ragebaiting...

The project to bring the second track and platform at Kennedy GO into service was removed from the CPG pipeline document between the September and December 2025 updates.

https://assets.metrolinx.com/image/upload/Images/Metrolinx/CPG_Procurement_Opportunities_Pipeline_-_September_2025.pdf

https://assets.metrolinx.com/image/upload/v1764597891/Documents/Metrolinx/Procurement_Pipeline_-_Construction_Delivery_and_Professional_Support_Services_for_Rapid_Transit_and_GO_UP.pdf

(and in my table I posted a few pages back).

...and the rail-rail grade separation at Scarborough Junction (plus the Danforth rail-under-road grade separation) was put on ice in 2021 as per Phil Verster.