[smallspy]

Once the final bridge is operational all of the missing track between Agincourt and Unionville can be installed and brought into service with 1-2 back-to-back weekend closures because there's no signal/switching/utilities to relocate to do between the culvert and the switch north of Milliken station. This was pointed out a few times to me on this message board over the years and it makes sense to me. Lay some track, throw down some ballast and use those yellow machines to line everything up.

This is not quite true, at least not yet.

The current active track meanders from being the future east and west tracks at several points south of the interlocking plant at Underwood, which is located immediately north-west of the Kennedy Rd. level crossing north of Steeles. Because of that, it also switches around both the signal and the level crossing circuits as well. Those all need to be untangled before the final track configuration is completed. A couple of weekend closures would be required just to take care of the signalling changes, nevermind the track cutovers.

That said, those things could be done basically at any time now, and well in advance, in order to prepare the line for its final configuration once the construction of the bridge is completed.

Dan

 

[reaperexpress]

You want service, you got service!

Here ya go, its on next week's Executive Ctte agenda:

https://www.toronto.ca/legdocs/mmis/2025/ex/bgrd/backgroundfile-259590.pdf

There are quite a few tidbits in there of interest, though a lot of non-information too.

I think the most interesting updates are probably on the LSE corridor. But I will let all of you dissect.

From the above:

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Thanks for bringing this forward!

It's very funny that the first item proclaims that they are building 17.2 kilometres of double track on the Barrie line from Strachan to Steeles, and yet the fourth item in the same document is for Caledonia station, which is within that segment and yet the current work only includes a platform on one track.

It's great to hear that work is proceeding on bridge electrical protection barriers and traction power substations. I also like that their description of GO Expansion explicitly includes electrification of railways.

Metrolinx's response to MPP Cerjanec about the lack of express trains on Lakeshore East (despite the fact that the third track is still in service between Danforth and Guildwood), was that they plan to take the entire third track out of service to facilitate construction on the Birchmount Road grade separation. But in this document it says that construction on that project won't start until at least Fall 2026, so there's no clear reason that they couldn't have re-introduced express trains for 2024-2025 until that happens. I also wonder how necessary it is to take the third track out of service. GO doesn't care, since the express track is only used by Via trains, but the speed of Via service will be absolutely decimated if they no longer have any way to overtake GO local trains.

 

[crs1026]

I also wonder how necessary it is to take the third track out of service. GO doesn't care, since the express track is only used by Via trains, but the speed of Via service will be absolutely decimated if they no longer have any way to overtake GO local trains.

GO's new Exclusion Zone practice pretty much assures they will take the third track out of service, at Birchmount and at Danforth station also. Count on jersey barriers struggling atop the third track to achieve this.

- Paul

 

[Allandale25]

This relates to the Bowmanville Extension construction. Apparently Oshawa Council adopted this 11-0.

 

[PShells]

This is not quite true, at least not yet.

The current active track meanders from being the future east and west tracks at several points south of the interlocking plant at Underwood, which is located immediately north-west of the Kennedy Rd. level crossing north of Steeles. Because of that, it also switches around both the signal and the level crossing circuits as well. Those all need to be untangled before the final track configuration is completed. A couple of weekend closures would be required just to take care of the signalling changes, nevermind the track cutovers.

That said, those things could be done basically at any time now, and well in advance, in order to prepare the line for its final configuration once the construction of the bridge is completed.

Dan

…so a good signal will be if we see 6+ Stouffville weekend closures scheduled in 2026.

 

[cbrown2009]

Couldn't the switch just south of the Highland creek gap be moved north of it, allowing the double track from there (just south of Agincourt Station) right up to Unionville to potentially come online for service, including the extra platforms at Agincourt and Milliken?

 

[crs1026]

Couldn't the switch just south of the Highland creek gap be moved north of it, allowing the double track from there (just south of Agincourt Station) right up to Unionville to potentially come online for service, including the extra platforms at Agincourt and Milliken?

No need to move anything, just add a new switch north of the gap and add a new control point. More work on the signalling than it might seem, but not unreasonable to cut some time off the delivery time for the bridge..... provided, that is, ML is serious about upping the frequency on this line.

I fear they may be content with things as they are..

- Paul

 

[cbrown2009]

No need to move anything, just add a new switch north of the gap and add a new control point. More work on the signalling than it might seem, but not unreasonable to cut some time off the delivery time for the bridge..... provided, that is, ML is serious about upping the frequency on this line.

I fear they may be content with things as they are..

- Paul

That is unfortunate.. This infrastructure seems to be just one of a few glaring low hanging fruit to get completed for more and better service to come online.

 

[smallspy]

Couldn't the switch just south of the Highland creek gap be moved north of it, allowing the double track from there (just south of Agincourt Station) right up to Unionville to potentially come online for service, including the extra platforms at Agincourt and Milliken?

It would require some rework of the signal system as it has been completed along with undoing some other work that they've already completed, but they could probably do this if they were thinking even slightly outside of the box.

Dan

 

[cplchanb]

This is not quite true, at least not yet.

The current active track meanders from being the future east and west tracks at several points south of the interlocking plant at Underwood, which is located immediately north-west of the Kennedy Rd. level crossing north of Steeles. Because of that, it also switches around both the signal and the level crossing circuits as well. Those all need to be untangled before the final track configuration is completed. A couple of weekend closures would be required just to take care of the signalling changes, nevermind the track cutovers.

That said, those things could be done basically at any time now, and well in advance, in order to prepare the line for its final configuration once the construction of the bridge is completed.

Dan

the fact that ML is unable/unwilling to do concurrent work to save on the overall time and instead just do things consecutively with massive gaps in between is mind boggling... they couldve easily reconfigured the track and started using all the platforms long before the bridge is built. what a waste of taxpayers dollars just having brand new stations sit unused for years.

 

[smallspy]

the fact that ML is unable/unwilling to do concurrent work to save on the overall time and instead just do things consecutively with massive gaps in between is mind boggling...

There are a limited number of companies and crews that are available (and legally able) to work in the railroad environment.

In many, many cases, work has to be booked months to years in advance because of that.

In this case, there is something so show-stopping as to prevent the project from being completed as a whole, and thus require a complete rethink of what needs to be done. And because of that, it was felt to reallocate those scarce resources to other tasks. You know, rather than having everyone sit on their thumbs doing nothing - which seems to be another thing that you to love to complain about.

they couldve easily reconfigured the track and started using all the platforms long before the bridge is built. what a waste of taxpayers dollars just having brand new stations sit unused for years.

It's quite obvious that you don't understand the track layout (amongst other things), so it would probably be best if you stop speaking with any certainty about it.

Dan

 

[Thaboss]

Nice video about east harbour construction and Broadway street car

 

[ProjectEnd]

No need to move anything, just add a new switch north of the gap and add a new control point. More work on the signalling than it might seem, but not unreasonable to cut some time off the delivery time for the bridge..... provided, that is, ML is serious about upping the frequency on this line.

I fear they may be content with things as they are..

- Paul

Bingoooooo (though it is a bit more complicated when it comes to construction law within the railway ROW as @smallspy correctly notes).

 

[reinventingthewheel]

Nice video about east harbour construction and Broadway street car

Highlights:

• GO station delivery in 2028
• Broadview Ave extension in 2029
• “We redesigned the station to accommodate a budget”

​

 

[Northern Light]

Highlights:

• GO station delivery in 2028

Without a road?

• Broadview Ave extension in 2029

Without any buildings?

• “We redesigned the station to accommodate a budget”

View attachment 692151​

A low one, we can tell!