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This is a GO train.

It's part of Ontario's commuter rail network with seven lines that connect Toronto and the cities around it.

And Metrolinks, which is the provincial agency that owns GO, is running a project called GO Expansion with a price tag of roughly $27 billion.

I do like to start any of these sessions by just reminding us collectively of what it is we're actually doing, yeah?

So we are building the largest expansion and modernization of a commuter rail network anywhere in the world.

Anywhere in the world.

We are building out.

Deserve it.

And the idea behind the biggest expansion and modernization of a commuter rail network in the world is quite simple.

You stop looking at schedules.

You just walk up to the platform and an electric train shows up within 15 minutes.

Originally, this was supposed to be done by 2032, but it has now quietly shifted to 2042.

So, the reason for that 10 -year delay?

Well, there isn't one.

There are a lot of them.

So, to explain each problem with this project in simple terms, I made a transit game that we are going to play together.

And our starting point is going to be right here at Aldershot Station.

so let's play first we gotta give our passenger a name let's call him andy

and andy is currently sitting at aldershot

and instead of a friday maybe let's pick monday at 8 a .m in the morning

and let's click start all right so in this game every single train

that you see on the line is moving according to a real go schedule

so for example this one

this one is currently going to malton station at the speed of 64 kilometers an hour as

if though it was actually monday at 8 a .m in the morning

so according to a real go schedule this is where

that train would be but again this is a game

and i don't want to wait for trains to move for

so long so i can just simply increase this speed

and that's how we can make those trains move faster

but for the purposes of today's video we're going to follow a specific path, but if you want to explore this simulator for yourself,

I attached the link down in the description.

Anyways, Andy is at Aldershot, and Andy wants to get to Burlington.

So let's click on Burlington, and we can see that the next train departs in about five minutes.

But of course, we're not going to just sit and wait here for five minutes, so let me just increase the speed.

And while we're waiting for that train to arrive, I should mention that this is Lakeshore West line, one of seven go lines.

It goes all the way from downtown Toronto, so from Union Station, all the way to Niagara Falls.

But we won't be going that far out today.

Let me zoom back in and we can see that Andy's train is over here.

We can now board it.

So it's a suggested train.

It's going to Union, but we just need to go essentially one stop.

So what we can do is simply click on board train.

Doors are now closed and Andy is on his happy way to Burlington station.

As you can see I'm Andy and I'm headed to Burlington.

Your next stop Burlington, go.

But what I wanted to say is that Lakeshore West,

it's one of seven go lines and it's the busiest one so naturally it gets priority under go expansion.

As of today during rush hour you get a train from here all the way to Union roughly every 15 minutes, which is great.

So railways call that on peak mornings and evenings, but everything else is off peak, for example middays or weekends.

And during those times you need to wait for your next train at least twice as long.

And that is the whole point of GO expansion.

15 minutes should mean 15 minutes, whether it's Monday morning or Saturday afternoon.

So how is Mitterlings going to get to a higher frequency of trains?

Well, to answer that, you need to know what's actually pulling the train that Andy is currently on.

The newest locomotive that GO has is called MP54AC, built by Motive Power in Boise, Idaho.

It has two diesel engines producing 5 ,400 horsepower, making it the most powerful diesel passenger locomotive in north america

and it needs every bit of that

because it needs to be able to pull up to 12 double -decker coaches each weighing at least 50 tons

and then it needs to generate electricity heating and air conditioning to ensure that everybody on board is happy

so it looks like it's one locomotive doing all of the work

while those coaches are simply there along for the ride but the thing is

That locomotive can absolutely pull all of those coaches without any problems.

What it cannot really do is get those coaches moving from zero very quickly.

And that matters, because if a train takes a long time to clear a station, the next one has to wait further back.

Slow acceleration doesn't just mean that your trip is longer, it also dictates how many trains each line can hold.

And it looks like Andy is currently arriving at Burlington Station, so let's check in with him.

There is a solution to not -so -fast acceleration, though, in the form of electric trains.

Instead of having one locomotive doing all the pulling,

electric trains spread their engines under multiple different cars so that as many wheels as possible actually pull.

And in my opinion, one of the obvious candidates to replace GOES diesel locomotive fleet is the Stadler Kiss.

It's a Swiss double -decker electric train that runs all over Europe and even in North America, specifically on Caltrain in California.

But in order to meet Canadian regulations, Metrolinks needs a custom electric train.

So the thinking, at least as of today, would be to build a plant, probably somewhere in Ontario, where those trains would be made,

and then convince other transit agencies to get them, so that the production line would make some sort of financial sense.

But which manufacturer would be willing to do that?

Well, this is pure speculation on my part, but most likely Metrolinks is going to go with Alstom.

They're French, but they bought Bombardier's rail division back in 2021,

and they're also the ones who are running GoTrain's as of today as part of a $1 .3 billion contract

that expires in 2031.

But again, no electric trains have been ordered, but according to Metrolinks, the very first one should be launched around year 2036.

Now, the thing is, even if you do manage to get electric trains, they need electricity from overhead wires.

And the reason why Andy is currently sitting at Burlington Station in the first place is

because according to this GO expansion plan, Burlington will be the very last electrification point along this Lakeshore West line.

So anything west of that won't be electrified.

We'll talk more about overhead wires in a moment, but now I need to send Andy to his next stop, which is going to be Union.

So let's click on Union, and it's going to be quite a journey at 61 minutes.

Actually, before we talk more about the overhead wires, there's something else.

Again, even if Goat does figure out where to get their electric trains from, they will naturally run faster and closer to each other.

So keeping them safely apart is also something that needs to be figured out.

Today a GO train stops only because the operator, they look ahead and they see a red light.

And the system knows where that train is because its wheels complete an electrical circuit, which is a very, very old technology.

That's why Metrolinks is installing a system called ETCS Level 2, which stands for European Train Control System,

where a signal appears inside of the operator's cab.

And Metrolinks has already started experimenting with it.

Because as of June of 2026,

the very first GO cab has been fitted with ETCS and a test track is being built along Richmond Hill line.

This will be the very first deployment of ETCS anywhere in North America.

But this is where we get into a bit of a pickle.

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To understand that pickle, let's first board Andy onto his union -bound train.

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It's almost here.

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Let me just increase the speed and board train.

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Perfect.

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So the thing is, the very first draft of Go Expansion Project was published in 2008, when Metrolinks released their paper called The Big Move.

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It was this 25 -year plan for how this entire region would move

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and its very first priority was a fast expanded

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and frequent regional rail network a few years later it even got a name it was called r er

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or regional express rail

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but at first of course politicians had to figure out who would actually pay for all of this

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so not a lot of physical work was actually done

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but by 2013 metrolinks had already started upgrading the USRC or the Union Station Rail Corridor.

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Even back then, 13 years ago, it was clear that if Go wanted to run more trains,

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the biggest choke point in this entire plan would be Union Station, because that's exactly where every single line converges.

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And it looks like Andy is currently arriving at Union Station, so let's see exactly what I'm talking about.

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Yeah, Union Station is absolutely massive, and Go is by far its biggest user.

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Somebody has to control where all of these trains are going, right? it.

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So who does it?

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Well, for the better part of a century, it's been done from a few brick towers, including this one.

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It's called the John Street Interlocking Tower.

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It's a very old technology with wires, relays, and switches.

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But the manager of it called it the Elon Musk of the 1920s because in theory, it could run for another hundreds of years.

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But that system has a bit of a throughput problem.

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It can manage trains maybe every 30 minutes,

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but basically it cannot continuously juggle trains on each line all day in both directions every 15 minutes.

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So back in 2013, Metrolinks started the process of replacing the signals inside the Union Station rail corridor,

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but that work started before the final plans for GO expansion were locked in.

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And that turned out to be a very big problem.

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Because before anyone even knew what the final project would look like,

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engineers started replacing the signals inside the USRC based on the track layout that

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Union already had.

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And that work went on for 10 years.

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And then in 2023, Metrolinx realized that the work that they'd been doing for the past decade was now essentially obsolete.

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The upgrades that they did were now useless because they were based around the track layout that would eventually have to change.

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So in June of 2026, Metrolinx announced that they were writing off more than half a billion dollars of taxpayers' money.

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They did say that a usable portion was retained.

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Now, what portion exactly?

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Well, that we don't know for sure, but I'm standing here above the rail corridor at Blue Jaysway,

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and take a look at these signals over there.

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They are either covered or turned to their side.

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Their wires are not even connected to anything, so clearly they're out of service.

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And also take a look at this.

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I found the manufacturer's label on one of those signal bridges.

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They were made in Winnipeg back in December of 2014, about one month after the contract was signed.

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And the signals themselves are stamped with General Electric logo, which makes sense because the company that won this contract,

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Alstom, well, they bought GE's rail signaling business back in 2015.

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So you could argue that these signals will get turned on at some point for freight trains

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that wouldn't have this fancy European train control system on board.

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But they'll be pointing at the wrong tracks down below maybe they will get adjusted maybe not

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but at this point again this is just pure speculation on my part

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this is probably at least a part of where half a billion dollars went

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now we'll come back to union station in a second

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because it's time to send andy over to lakeshore east line specifically to oshawa station

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and our train is already here it's going to leave in about four minutes

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but the thing is lakeshore east also gets quite busy

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and it's going to be both electrified

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and actually it's going to be expanded as well

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so together with lakeshore west it's the only full corridor slated for electrification in the near term

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so let me see the train is going to leave in

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about three minutes let's click board train let me speed

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this up the doors are now going to close much quicker

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and it looks like now let me zoom in andy is on his way to Oshawa.

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Right now Oshawa is the very end of the Lakeshore East line

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but not for long because it's getting an 18 .7 kilometer extension in the form of four new stations.

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They're going to be called Thornton's Corners East, Ritson Road, Cordes and Bowmanville.

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And Metrolinks contracted that work out to Bowmanville construction partners which are Leadcor and Dragados Canada.

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The contract is worth about $1 .5 billion and it's going to take about 15 years to complete.

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So we're talking early 2040s, though they officially broke ground in January of 2026.

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But here's what's interesting.

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Those four stations, they're not a part of that contract

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because Metrolinks wants private developers to pay for them through their transit -oriented communities program

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so the tracks themselves are funded but the stations not yet

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and what about electrification well just like on lake shore west

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the overhead wires do not cover the entire line currently the plan is to electrify from union to the existing Oshawa station.

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But then I had a question.

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What happens when an electric train reaches the end of the wires, but there are still four stations to go?

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Well, it looks like Andy is currently arriving at Oshawa station.

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So let's just ask him.

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Well, I think nothing would happen.

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The electric train is simply going to stop, turn around and then head back to Union Station.

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But let's say I wanted to get from here, from Oshawa, two more stops to Ritson Road, for example.

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I would have to get off and then wait for a diesel train to arrive.

182

Because the way that GO Expansion is designed is, well, those electric trains will be handling busy routes, in this case from Union to Oshawa,

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and then beyond Oshawa, so to Bowmanville, diesel trains will still be running.

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There is another option though, and it's called a battery power train.

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They will be able to charge up underneath those overhead wires and then coast on battery power when those wires end.

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Metrolinks looked into that technology, but according to their own words, for a train of the size that they need, it's still in its infancy.

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But battery -powered trains, or BMEWS for short, they're not science fiction. In fact, the UK has just ordered 29 of them from Alstom to

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run past the end of the wires in the north of England.

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Now, those are smaller, they're also single -deck, but the thing is, they already have the factory, they have the contract and the money,

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and they're promising to launch them in the UK by 2034.

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Metrolinx has none of the above and they're promising 2036.

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So I guess we'll just have to see.

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So let's make a U -turn and send Andy back to Union Station.

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Let me just click here.

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Our train is already at the station, leaves in about 20 seconds.

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Let's click board.

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Let's increase the speed a little bit.

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Doors are closed and Andy is on his way.

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So, electrification is great, right?

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It's clean, it's quiet, and the trains are faster.

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But it needs a ton of infrastructure in the form of overhead wires, which we just discussed.

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But remember Union Station?

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On top of $504 million spent on signals that nobody really needs anymore, Metrolinks has another huge problem over there.

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Those overhead wires, or catenary as railways call them, they simply do not fit under the roof of Union Station

205

because it's way too low by a matter of a few inches.

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You might say, so what?

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Just raise the roof, right?

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Well, it's not so simple.

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The thing is, Union Station is a national historic site.

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And that label doesn't just apply to the beautiful building on Front Street.

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It also applies to the steel roof that covers the tracks, and it was built in 1929.

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So if Metrolinks wanted to make any changes to it, it needs to put together a proposal.

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And then the City of Toronto, the Province of Ontario, and then

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Parks Canada, they all need to sign off on it.

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And it looks like Andy is currently arriving at Union Station, so let's go take a look at that roof together.

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Well, here it is.

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These steel arches went up almost 100 years ago to keep rain

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and snow off of the passengers and also let the smoke out from steam locomotives.

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Starting in 2010, though, Metrolinks spent about $248 million restoring this roof.

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They were allowed to replace the middle section with this huge new glass atrium, but the rest, about 7 acres of steel,

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that had to stay exactly as it was.

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So now Metrolinks has four different options.

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The first one is to use a metal rigid rail on the roof instead of overhead wires, just like certain railways do inside of tunnels.

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Option number two is to dig up the tracks and then lower them, but there's a thick concrete slab underneath,

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so that virtually sounds impossible to do.

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Option number three is to cut every single steel column in the roof

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and then insert a taller piece in between

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so you can literally just jack the whole roof up

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but there are thousands of people who walk underneath every single day

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so that method sounds a little dangerous

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or finally just leave union station as is

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and use battery power trains they can drop their pantographs

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and roll into union station on battery power those are the ones that the UK has just ordered,

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and in fact, railways use that method all over the world.

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It's nothing new.

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But as of today, no decision has been made.

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So now let's send Andy to another station, this time Kitchener.

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Let's click on this one.

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The next train leaves in 24 seconds.

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Let's click board.

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Let's speed this up.

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And Andy should now be on his way to Kitchener.

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While I'm on my way to Kitchener, let's talk about this line because it needs a lot of TLC.

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Originally, it was supposed to be electrified as well, but according to the latest Metrolink's 10 -year plan, the overhead wires stop at Pearson Airport.

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And that stretch from Union to Pearson, well...

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Up Express uses it.

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And also you gotta remember that anywhere within the network, the very first electric train won't show up until at least 2036.

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And Lakeshore lines are probably going to get them first.

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Kitchener would come way after that, we're talking late 2030s.

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Even if then.

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But electrification is like the last problem to worry about here, because for the most part of this journey, Go doesn't even own the tracks.

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That's right.

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Because between Bramley and Georgetown, Go uses Canadian National's main freight line.

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So essentially they have to squeeze in between the freight trains.

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And if CN needs the track, CN gets the track, if you know what I mean.

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And then from Georgetown to Kitchener, Metrolinks does own the tracks, but they're mostly single track.

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So a train in each direction, they have to take turns.

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But there's progress though, because in October of 2025,

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Ontario signed an agreement in principle with CN to buy about 21 kilometers of land from them

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and then build tracks just for go.

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But as of today, it's just an agreement in principle and the land hasn't exchanged any hands.

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And it looks like Andy is currently arriving at Kitchener.

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So let's talk about yet another huge problem.

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The thing is, there's a whole web of companies involved in this project, but in 2025, it all just blew up.

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The consortium hired to deliver

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Go Expansion is called OnExpress, and it consisted of four companies.

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ACON from Canada, FCC from Spain, Alstom from France, and Deutsche Bahn, a German National Railway.

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And then a related company called OnExpress Operations, which was majority owned by Deutsche Bahn with AECON as their junior partner,

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was supposed to take over running GO for the next 23 years, starting in 2025.

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But then Deutsche Bahn, or DB for short, came in wanting to run GO the way that railways run in Europe.

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For example, crew scheduling.

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The Trillium, which is a news outlet, they got hold of one cruise ship description that ran for nine hours.

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And in those nine hours, the crew spent under two actually operating a train with passengers on it.

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The rest was just deadheading and waiting around.

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But of course, that is unavoidable in any system.

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But DB wanted to make it better and more efficient by using their own German software.

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But Metrolinks didn't like that idea, and they actively discouraged its use.

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They basically said that things just work differently in Canada.

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And then in 2025, the handover never happened, and in May of that year, Deutsche Bahn's operating contract was fully terminated.

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DB called it a significant realignment, while Metrolinks told its employees that they had to fit under their current funding envelope.

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So now let's send Andy back to union yet again, because we have to talk about another big problem yet again

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so our train is going to leave in 20 seconds

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it's perfect let's click board train let's speed up time a little bit

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and let's see if andy perfect is moving

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and he's on his way back to union station in addition

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to needing to overhaul the entire union station rail corridor union itself does not have enough tracks

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or platforms to be able to handle more trains passing through it.

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Metrolinks knew that of course, so in November of 2020 they signed an agreement for a project called USEP,

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which stands for Union Station Enhancement Project.

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The idea is to widen the existing platforms, add two new tracks on the south side of the station,

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and also dig out a brand new concourse that will connect

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Bay Street and York Street.

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Four companies are in charge of this project.

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They're called OnTrack Alliance.

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There are two American contractors, Kiewit and Alberici, doing the construction.

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There is also Canadian WSP doing the design and a Kiewit subsidiary called Mass Electric Construction Canada doing the signaling.

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So it looks like Andy is currently almost at Union Station.

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So let's take a look progress.

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Well, construction has been going on since 2022, and you can see how much wider

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Union is going to be.

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East of the station, they also installed brand new bridge spans over Jarvis and Charburn, so now the corridor can go from six tracks to eight.

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Now, the On -Track Alliance signed a $562 million agreement to deliver these upgrades,

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but the official completion target was fall of 2025

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so they are at least already a year behind

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but metrolinks is saying that

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when all of these upgrades are going to be complete union

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will be able to handle up to 80 trains an hour

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that is four times more versus what it handles today now andy is going to stay at union

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But we still haven't talked about four lines.

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Let's start with Milton, because it shares a problem with Kitchener, where across both of those lines, go runs on tracks that belong to freight railways.

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But politicians came up with a solution, and that solution is called the missing link.

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Basically, build a brand new freight railway between Milton and Bramley, put freight trains onto it,

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and suddenly, both of those corridors are free for go.

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And in January of 2025, Doug Ford, who is the Premier of Ontario,

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he told Metrolinks to study it under a new name called GO 2 .0.

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But at this point, it's just that, a study.

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Then there's Barrie.

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It was supposed to be one of the five electrified lines, but there's real progress though,

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because the $175 million Davenport Diamond Guideway is complete, so now GO can fly over the freight tracks,

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and also two new stations are under construction.

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But the overhead wires pushed to an undated phase two.

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But what's interesting is that Metrolinks is now saying that, at least in the meantime, Barry riders will experience longer travel times.

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Because those two new stations, well, they add two stops.

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And diesel locomotives, they need to accelerate, stop, and then get going again.

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So all in all, the trip time is going to be slightly longer.

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Richmond Hill is quite simple, with five trains in the morning and then seven in the afternoon.

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Portions of that line also share tracks with freight railways, but it also runs along the bottom of the Don Valley,

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which tends to flood from time to time.

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Like in 2013, people had to be rescued from a train by boat.

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So fixing all of that would cost a lot of money.

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So this line is not in the electrification plan, it's not in the 15 -minute plan, it's not really part of any plan.

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And Stoveville, it's partly double -tracked already, with the target of a train every 15 minutes all the way to Unionville.

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But it's deferred from electrification, just like Barrie, and it also shares the corridor into Union with Lakeshore East, so essentially it inherits every single

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Union station problem that we just talked about.

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So if you're keeping track, Lakeshore West and East, they are getting electrified, at least partially.

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Then Kitchener, Barrie, and Stouffville, they were promised electrification but that has been pushed into an undated phase two

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and finally milton and richmond hill they are kind of stuck behind the freight train

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so to conclude ontario was promised a european style railway with five electrified lines

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and trains running every 15 minutes all day in both directions originally done by 2032

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and to be fair a lot of work is actually being done with brand new tracks stations bridges

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but electric trains themselves are still up in the air only

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two lines at least as of today will be electrified instead

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of five a german railway was fired half a billion dollars written off union stations roof

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that is way too low

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and no decision has been made on what to do about it

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and the finish line that slipped all the way to 2042.

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is go expansion dead Absolutely not.

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But is it what Ontario was promised?

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Not really.

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But now I wanted to hear from you.

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Today this was probably the most challenging video that I put together.

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I tried to be as accurate as possible, but if you noticed any mistakes or inconsistencies,

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please feel free to let me know down in the comments.

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Thank you so much for staying all the way to the end of this video.

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I hope to see you next time and bye bye.

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Vocabulário e dicas de fala para esta lição

Esta aula de conversação usa o vídeo “GO Expansion - Ontario's $27B Rail Electrification Plan”. As palavras que mais se repetem: train, station, union, andy, metrolinks. Este vídeo tem 355 frases e 4592 palavras para praticar shadowing. A fala dura 29:08. O falante fala em ritmo natural, cerca de 158 palavras por minuto, próximo de uma conversa do dia a dia. 84% das palavras estão entre as 3.000 mais comuns do inglês; vale a pena estudar o restante antes de começar.

Vocabulário principal deste vídeo

15 palavras do vídeo que vale a pena aprender, com pronúncia e significado:

Palavra	Pronúncia	Significado
wire substantivo	/ˈwaɪɚ/	arame
rail substantivo	/ɹeɪ(ə)l/	corrimão, ferrovia
railway substantivo	/ˈɹeɪlˌweɪ/	ferrovia
overhead substantivo	/ˈəʊvəˌhɛd/	overhead
freight substantivo	/fɹeɪt/	carga
corridor substantivo	/ˈkɒɹɪdɔː/	corredor
locomotive substantivo	/ˌloʊkəˈmoʊtɪv/	locomotiva
arrive verbo	/əˈɹaɪv/	chegar
diesel substantivo	/ˈdisəl/	diesel, óleo diesel
essentially advérbio	/ɪˈsɛnʃəli/	em essência, essencialmente
passenger substantivo	/ˈpæs.ɪn.d͡ʒɚ/	passageiro, passageira
upgrade verbo	/əpˈɡɹeɪd/	melhorar
transit substantivo	/ˈtɹæn.zɪt/	trânsito, passagem
underneath advérbio	/ˌʌndɚˈniθ/	abaixo
naturally advérbio	/ˈnæt͡ʃ.(ə.)ɹə.li/	naturalmente

Phrasal verbs que você vai ouvir

Palavra	Significado
figure out verbo	descobrir, deduzir
put together verbo	montar, construir
blow up verbo	explodir
come up with verbo	pensar (em), alcançar
get off verbo	sair
go up verbo	subir
run along verbo	partir
take over verbo	tomar posse de, apoderar-se de

Frases que vale a pena repetir

Frases curtas e completas do vídeo que você pode usar na conversa do dia a dia:

Let's increase the speed a little bit.
You might say, so what?
Let's click on this one.

Gramática neste vídeo

As estruturas que o falante mais usa, com as palavras exatas do vídeo:

Estrutura	No vídeo
Present perfect have/has + particípio passado — uma ação passada que ainda importa agora	has now quietly shifted · have been ordered · has already started
Voz passiva be + particípio passado — o foco está no que acontece, não em quem faz	be done · are now closed · has is called
Orações relativas who / which + oração — informação extra sobre uma pessoa ou coisa	Metrolinks, which is · minutes, which is · ones who are

Pronúncia para ficar de olho

O falante usa 43 contrações e formas reduzidas, como they're, we're, I'm. Diga-as na forma curta, do jeito que você ouve.

Os sons de “th”: underneath /ˌʌndɚˈniθ/, thick /θɪk/
Os sons de “sh” e “zh”: essentially /ɪˈsɛnʃəli/, speculation /ˌspɛk.jəˈleɪ.ʃən/, acceleration /əkˌsɛl.əˈɹeɪ.ʃən/, rush /ɹʌʃ/, extension /ɪkˈstɛnʃən/
Palavras longas — acerte a sílaba tônica: locomotive /ˌloʊkəˈmoʊtɪv/, essentially /ɪˈsɛnʃəli/, naturally /ˈnæt͡ʃ.(ə.)ɹə.li/, electricity /ɪˌlɛkˈtɹɪsɪti/, priority /pɹaɪˈɒɹɪti/

Sons difíceis para falantes de português:

Consoante final — sem acrescentar um “i” depois: overhead /ˈəʊvəˌhɛd/, freight /fɹeɪt/, upgrade /əpˈɡɹeɪd/, transit /ˈtɹæn.zɪt/, connect /kəˈnɛkt/
/l/ final — a língua toca o céu da boca, não vira “u”: rail /ɹeɪ(ə)l/, diesel /ˈdisəl/, label /ˈleɪ.bəl/, principle /ˈpɹɪn.sɪ.pəl/, proposal /pɹəˈpoʊzəl/
/h/ — um sopro suave, diferente do “r”: overhead /ˈəʊvəˌhɛd/, hire /ˈhaɪɹ/, overhaul /ˈəʊvəˌhɔːl/, deadhead /ˈdɛdhɛd/

Como praticar com este vídeo

Ouça o vídeo inteiro uma vez sem falar e anote as palavras que você não conhece.
Comece na velocidade 0,75×, faça shadowing frase por frase e volte à velocidade normal quando ficar fácil.
Grave a sua voz e compare com o original, prestando atenção a palavras como wire, rail, railway.

O que é a Técnica de Shadowing?

Shadowing é uma técnica de aprendizado de idiomas com base científica, originalmente desenvolvida para o treinamento de intérpretes profissionais. O método é simples, mas poderoso: você ouve áudio em inglês nativo e repete imediatamente em voz alta — como uma sombra seguindo o falante com 1-2 segundos de atraso. Pesquisas mostram melhora significativa na precisão da pronúncia, entonação, ritmo, sons conectados, compreensão auditiva e fluência na fala.

Técnica de shadowing: leia o guia completo passo a passo →

Prática de Shadowing: GO Expansion - Ontario's $27B Rail Electrification Plan - Aprenda a falar inglês com vídeo

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