Ontario’s Special Investigations Unit has found no reasonable grounds to charge a Toronto Police Service officer in the fatal shooting of a 32-year-old man at Danforth GO station.

In a release issued on Saturday, director Joseph Martino said the officer acted to protect himself from a “reasonably apprehended attack” when he opened fire on Dec. 6, 2025.

The SIU said police were called around 1:40 a.m. about a man with a firearm at the station. Officers arrived minutes later and located the man in a stairwell leading to Track 3.

An interaction followed, during which the man drew what was later determined to be a BB gun and swung it toward the officer. The officer discharged his firearm, striking the man.

Paramedics found the man suffering from several gunshot wounds and without vital signs inside the tunnel connecting the platforms.

He was rushed to St. Michael’s Hospital in life-threatening condition, with CPR in progress, and was later pronounced dead.

The SIU assigned four investigators and three forensic investigators to the case.

The agency concluded the officer’s use of force was legally justified in the circumstances.

“No police officer starts their shift wanting or intending to use force,” the association said in a statement after the initial incident. “But when the public calls, they respond to dangerous, unpredictable situations and make split-second decisions to keep everyone safe.”

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Train service on Line 5 Eglinton will run later into the night starting Sunday as part of the next phase of its rollout.

Beginning April 5, the Toronto Transit Commission said in a release that trains will operate until 1:20 a.m. Sundays through Fridays and until 12:30 a.m. on Saturdays.

The extended hours mark another step as the TTC and Metrolinx work toward full, regular service on the line.

During this phase, trains are expected to arrive every four minutes during peak periods and every six to 10 minutes during off-peak times.

Line 5 Eglinton opened in February under temporary introductory service conditions, allowing for ongoing testing of signal systems, schedule adjustments and extended overnight maintenance.

The TTC said its Blue Night bus service will continue to run overnight after trains stop, operating from about 1 a.m. until service resumes in the morning.

Shuttle buses will also remain available to supplement service if needed.

Earlier this year, the City of Toronto adjusted traffic signals along the route to prioritize LRT vehicles through intersections, with additional transit priority measures expected in the coming months.

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The number of senior leaders at provincial transit agency Metrolinx has increased again as a review of its reliance on external consultants brings some axed contractors on board as full-time, high-paid staff.

Data released through Ontario’s annual salary disclosures, known as the sunshine list, reveals there were 124 people at Metrolinx with vice-president in their title last year — a five-per cent increase on 2024.

The average salary for a vice-president at the Crown corporation was roughly $248,000 in 2025, according to the list. That’s up from $243,000 in 2024 and $237,000 the year before.

Ontario NDP Leader Marit Stiles said spending at the agency, which now has as many vice-presidents as there are MPPs in the province, was spiralling.

“Despite the government’s claims they were going to get Metrolinx under control, there are now 124 vice-presidents at Metrolinx,” she said.

“Under this government, the people at the top, the CEOs, the vice-presidents, they continue to grow. The premier keeps giving himself and his friends raises, and yet what do we have for it? Life has become and continues to be completely unaffordable for Ontarians.”

The number also represents a short-term setback for Metrolinx CEO Michael Lindsay in his efforts to overhaul and reform the agency he inherited from former boss Phil Verster a little over a year ago.

Since taking over at the top, Lindsay has signalled he wants to move the Crown corporation away from some of its legal battles of the past, cut the number of third-party consultants it pays and rein in the size of its leadership.

During his first year, Metrolinx shed more than 400 full-time and part-time consultants, including people on contracts with its planning and procurement divisions. That success, which the agency said saved it $100 million, looks like it is partially responsible for the increase in vice presidents.

During a sit-down interview with Global News this year, Lindsay said some of the consultants he had been able to get off the agency’s books had then been hired as senior leaders.

“There’s been reductions in the total complement of both Metrolinx as an organization, but also, even more significantly, a sharp reduction in the number of third-party consultants that are around,” he said.

“With many of those third-party consultants, I’m delighted to say, converting to be Metrolinx full-time employees, bringing their subject matter expertise in a durable way to this region.”

The six vice-president positions Metrolinx added between 2024 and 2025 is a slower rate of growth than the 36 that joined its ranks the year before. The figure could include someone departing and their replacement if both made more than $100,000 in 2024 or compensation packages for former employees.

In a brief statement, the agency said its increase in VPs came after savings had been made relating to consultants.

“As Metrolinx delivers the largest transit expansion in Ontario’s history, we are strengthening in house expertise and reducing reliance on hundreds of third-party contractors, resulting in $100 million of savings,” they wrote in a statement.

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Metrolinx announced it will begin introducing body-worn cameras and in-vehicle dash cameras across the GO Transit and UP Express network this spring.

Metrolinx said in a release that the move is aimed at improving safety and accountability for both customers and staff.

The cameras will be used by customer protection officers, revenue protection officers and station safety ambassadors, the agency said.

The small devices will be worn on officers’ uniforms to record audio and video during specific interactions, while dash cameras will be installed in vehicles to capture activity in and around them.

Metrolinx said the program is designed to enhance safety and provide a clearer record of incidents.

“Research on body-worn camera programs shows that the presence of cameras can help reduce verbal and physical confrontations with staff,” the agency said.

It added that the cameras are intended to promote accountability, support fair behaviour during interactions and provide clearer evidence when incidents need to be reviewed.

The agency said body-worn cameras will only be activated during certain situations, including safety-related incidents, and investigations or when a passenger fails to provide valid proof of payment in a fare-paid zone.

Officers are trained to notify customers when recording begins, with a flashing red light and audible beep indicating the camera is active.

Dash cameras installed in enforcement vehicles will capture the same interactions, providing what Metrolinx described as a more complete record of events.

The agency said the program includes privacy safeguards, with footage stored securely and accessible only to authorized personnel.

Metrolinx added that the policies guiding the use of cameras were developed with input from privacy experts and align with Ontario’s Freedom of Information and Protection of Privacy Act.

The rollout comes after the program was previously paused by the provincial government.

A spokesperson for the Ministry of Transportation confirmed to Global News that the government had “asked Metrolinx to pause” work on finding a company to deliver the program “to undertake additional assessments including exploring linkages with other government procurement already in place.”

Metrolinx had been planning to equip some staff with body-worn cameras as early as 2021 and began searching for a vendor in 2023, amid a wave of violence across Toronto’s transit system.

Metrolinx did not say when the cameras would be fully deployed across the network.

— with files from  Isaac Callan and Colin D’Mello

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The head of Ontario’s transit planning agency says Metrolinx is working to “build public trust” months after the launch of the problem-plagued Finch West LRT that left riders feeling frustrated with the transit system.

In late December, the Finch West LRT became the first transit system to open in Toronto since 2022 — an 18-stop, 10-kilometre surface line that replaced the bus network with high-speed rail.

It didn’t take long, however, for the line to hit trouble. Freezing temperatures wreaked havoc with its switching systems, suspending service and forcing passengers onto shuttle buses.

Data on the Finch West LRT’s performance, shared with Global News by Metrolinx, shows service availability during a one-week period dropped to 88 per cent.

In a sit-down interview with Focus Ontario, Metrolinx CEO Michael Lindsay struck an apologetic tone and said Metrolinx should have tested the track switches “more rigorously” and ultimately failed to properly set expectations for riders about the potential disruptions they were about to face.

“I wouldn’t say it’s acceptable,” Lindsay said of the constant closures caused by frigid temperatures and heavy snowstorms.

“We get that every disrupted commuter and rider has a very personal story of impact of why the system didn’t work. We acknowledge that and I have a deep empathy,” the CEO added.

Lindsay said, looking back, Metrolinx should have worked with the construction consortium on the “maintenance protocols associated with clearing switches” to ensure a smoother process to get service back on track.

“I wish we had worked with Mosaic (Transit Group) to test those a little bit more rigorously,” Lindsay acknowledged. “Maybe through the course of the last winter, when we were doing some of the final operator driver training.”

Still, Lindsay said it wasn’t a mistake to open the transit line in the middle of winter and suggested the issues would have eventually arisen regardless of the opening date.

“Imagine a world wherein we waited until spring, and then we had seven predictable months of service on the Finch West LRT, only then to discover as the Canadian winter presented itself next year that we’re facing these issues,” Lindsay said.

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The number of switch-related incidents, Lindsay said, has been whittled down to single digits after Mosaic and Metrolinx “perfected” a response protocol on how to handle the issue.

While Metrolinx has yet to address the mechanism to thaw out the infrastructure, the agency is offering confidence that the transit line won’t be plagued with the same switching issues next winter.

Ultimately, Lindsay said, one of the biggest lessons learned was communication and that the agency failed to prepare the public for what to expect.

“These sorts of issues on new transit lines are also not unanticipated, right?” Lindsay said. “It isn’t just Ontario as a jurisdiction that has struggled with some of the initial performance of systems like this one and has had to deal with outages or switch issues and these types of things.”

“I certainly wish that we had done more to stress and underline for people: this was meant to be a soft launch of the Finch West LRT,” Lindsay said.

An extended version of the Focus Ontario conversation with Metrolinx CEO Michael Lindsay will air on Saturday, March 7, 2026.

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A suite of provincial targets and data points used by the public to measure the success of the Ford government appears to have been gradually pulled back or eliminated by the Progressive Conservatives — a trend that critics suggest is a deliberate strategy to frustrate accountability, but one that the premier’s office denies

Targets, such as opening dates for transit lines and greenhouse gas emissions, have been removed from public scrutiny, while a housing tracker the government set up a few years ago displays data from 2024.

Other information, like the number of patients being treated in hospital hallways, has also been scrapped as the government failed to meet its stated objectives, according to its own tracking.

A spokesperson for Premier Doug Ford’s office said that the examples cited by Global News in a request were still being measured.

“Nearly every data point referenced is continuously tracked and publicly available,” they wrote in a statement. “To imply the government has reduced or removed process measures is factually incorrect and misleading to your readers.”

Critics, however, have noticed some of the measures used to track government progress being pulled back — a move they believe is designed to make measuring the Progressive Conservatives’ successes and failures more complicated.

“They’ve had no plan to really address these things, and the targets expose the fact that there’s no plan,” Ontario Liberal MPP John Fraser said.

“Doug Ford’s good at the anecdotes, good at saying the things that people want to hear. He’s just not very good at actually delivering the things he says he’s gonna do.”

Darrell Bricker, Global CEO, Ipsos Public Affairs, said governments struggling to deliver their goals tend to move away from reporting on them too closely.

“Nobody wants to be held accountable for these things, and if they haven’t got a good story that relates to actually making progress on them, why create the extra barriers for themselves?” he said.

“The idea that they would be a little bit less specific in terms of how they’re going to deliver, what they’re gonna deliver and in what sort of timeframe is something that they probably regard as not really essential to communicating with Ontarians right now.”

Here’s a list of metrics that are no longer being tracked or updated in the way they had been.

Shortly after Ontario’s auditor general published a report that found the province could miss its greenhouse gas emissions targets by “an even wider margin” than previously expected, the government decided to stop reporting them altogether.

Buried in the Fall Economic Statement in November was the news that the government would be repealing sections of existing legislation which required it to establish emissions targets and report them publicly.

Legislation passed as part of the fiscal update abolished the need for the government to create targets, to report on their progress publicly or to come up with a plan to reduce emissions.

Weeks before the decision was made public, Environment Minister Todd McCarthy had said the government would attempt to hit its 2030 emissions target, without promising to achieve it.

“We are continuing to meet our commitment to at least try to meet our commitment for the 2030 target,” he told reporters. “But targets are not outcomes. We believe in achievable outcomes, not unrealistic objectives.”

A few short weeks later, Finance Minister Peter Bethlenfalvy refused to be drawn into specifics of why the government had gone from trying to meet the target to abolishing it altogether.

“We’re leading the way in reducing greenhouse gas emissions, we’re leading the country, we’re doing it in a very aggressive way,” he said. “We continue to get results as opposed to just set targets.”

Modelling completed by the government in January 2025 found Ontario would miss its 2030 emissions reduction targets by 3.5 megatonnes.

The premier’s office did not reference greenhouse gas emissions in the comments it sent to Global News.

Target opening dates for major transit projects also appear to be a thing of the past.

Back in December 2022, if you visited the Metrolinx website, you would see the Finch West LRT was “coming in 2023.” Meanwhile, a 2019 news release announced the Hurontario LRT in Mississauga would “begin operations in Fall of 2024.”

The Finch West LRT missed its 2023 opening date, eventually launching in winter 2025. In the two years between its target date and official opening, the government and Metrolinx repeatedly refused to offer a new date, the same approach they had adopted when the Eglinton Crosstown LRT missed its launch.

More than a year after it was supposed to open, the majority of the track has not been laid on the Hurontario LRT, and the government has not assigned a new target opening date.

Both Highway 413 and the Bradford Bypass — two signature highway projects — are without opening dates or specific costings.

Most recently, Metrolinx CEO Michael Lindsay indicated the Ontario Line, which was originally set to be finished in 2027, was “still trending toward the early 2030s” to be completed. He said he couldn’t give an opening date because testing would determine when it is ready.

The premier’s office said, “transit updates are regularly published by Infrastructure Ontario.”

In 2018, as the Progressive Conservatives looked to unseat the long-serving Liberal government, hallway health care was a primary concern in emergency rooms across the province.

Shortly after taking office, the Ford government “promised to end hallway health care” by investing in thousands of new long-term care beds and adding billions in support for hospitals to ease the burden.

“One patient treated in a hallway is one patient too many,” Ford said in 2018.

According to metrics compiled by Ontario Health in its last full report, there was still an average of 1,326 patients receiving care in “unconventional spaces.”

While the health-care bureaucracy’s 2023-24 annual report stated that ending hallway medicine is a “key priority of the government,” the most recent report suggests the metric will be eliminated.

“List of measures to be retired when Accountability Agreement is updated this year: … the average number of inpatients receiving care in unconventional spaces or ER stretches per day within a given time period,” the document stated in a footnote.

Unlike previous years, the report did not list how many patients were being treated in “unconventional spaces.”

According to the premier’s office, “detailed hospital metrics are continuously monitored by Ontario Health.”

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When the Progressive Conservatives swept to a second majority mandate during the 2022 election, they did so partly on a promise to build 1.5 million homes by 2031.

After hitting its targets began to look unachievable, the government modified the definition of new housing to include long-term care beds, basements and, more recently, student accommodation.

The Ministry of Municipal Affairs and Housing set up a tracker to demonstrate which towns and cities were on target to achieve the goals they had been set, and how close Ontario was to its annual target once long-term care beds and other data were added in.

Initially, that tracker was regularly updated and used by the government to assess which municipalities would receive additional funding.

Then, the province started to slow its updates.

Despite the data being ready to publish in February 2025, figures for the previous year weren’t made public until August.

As of publication, no data from last year had been added to the tracker, with the government site still showing targets and numbers for 2024.

The goal of 1.5 million homes is rarely proactively referenced by politicians and the finance minister even recently labelled it as a “soft target.”

The premier’s office said that “housing starts are reported in the provincial budget.”

The Ford government also appears to have changed how it compiles data on the deaths of children associated with the care network, ending aggregated roll-ups.

From 2020, Ontario began generating a summary of all children who died under the care of a children’s aid society, with an open child welfare file or whose file had been closed in the past year.

The data showed, on average, a child who had interacted with welfare within the past year died every three days. In 2023, the government reported 134 deaths associated with its care system — fatalities which could come for any reason, including accidental, medical, suspicious or suicide.

For the past two years, the government seems to have moved away from those aggregate reports. Officials deny anything substantive has changed, saying “detailed reporting is preferable to aggregated roll-ups because it allows for specific actions that prevent tragedies from occurring again.”

High-level data, however, which offered an insight into trends for one of the most vulnerable populations in the province, is no longer being measured against the same benchmark.

“No aggregate data rollups have been provided to the Deputy Minister’s or Minister’s Offices for deaths in the 2024 and 2025 calendar years,” a freedom of information official confirmed in a letter to Global News this year.

The premier’s office said the government “has always maintained its process for reporting data and investigating tragic deaths in the child welfare system.”

In late 2025, Education Minister Paul Calandra revealed the province’s latest EQAO results failed to meet the government’s expectations.

Nearly half of Ontario’s Grade 6 students are failing the provincial standards on math, prompting Calandra to acknowledge that, after seven years in power, the Ford government shoulders part of the blame.

“When I got results, it frustrated me and made me quite upset,” Calandra told reporters at Queen’s Park. “If we were doing it right, then we wouldn’t have 50 per cent of our students not meeting provincial benchmarks.”

To improve the scores, Calandra announced a new panel would review the Education Quality and Accountability Office (EQAO) testing data to determine if it was still working.

“I want them to look at the test, speak to teachers, speak to our partners … is what we’re doing working?”

The review will also assess whether EQAO tests align with what students are being taught, whether data could be used to improve policy and funding decisions and what help can be offered to students ahead of the provincial testing.

Opposition parties viewed that as an attempt to water down the test in an attempt to improve the test scores and bolster the government.

GO Transit says one person is dead after an incident involving one of its trains, which has also caused significant service disruptions on the Kitchener Line on Thursday morning.

In an update, Metrolinx said the incident occurred at around 6:30 a.m. east of Guelph, where a person was struck by a GO train.

Guelph Police confirmed that it is a confirmed fatality.

The said the investigation is ongoing and further updates will be provided later, they said in a statement.

The collision took place in single-track territory, and GO Transit said this is contributing to both the duration and scale of the disruption.

Passengers travelling on the Kitchener Line between Kitchener and Brampton should expect delays exceeding two hours, along with service cancellations.

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GO Transit is advising customers to consider alternate routes, including the Milton Line or Bramalea GO station, where train service continues to operate.

Metrolinx said additional buses have been temporarily deployed to assist passengers travelling to Bramalea GO to connect with rail service and express bus service to Union Station.

For more information and updates, travellers are advised to check the GO Transit website.

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The Ford government has broken ground on four stations and an elevated guideway for its signature Ontario Line subway, which could be finished sometime in the early 2030s.

The project was born from Premier Doug Ford’s attempts to upload Toronto’s subway system shortly after he came to power, connecting the Don Mills and Eglinton area to Ontario Place.

The Ontario Line was announced in 2019 with a promise that it “could open by 2027” and a $10.9 billion price tag.

It was designed to act as a relief valve for the city’s Yonge/University subway line, offering an alternate way to get from north to south through new neighbourhoods. It broke ground in March 2022.

Since then, the cost of the project, which has been updated to include operating costs, has exploded to more than $27 billion, and the opening date has been removed. The $27 billion figure captures all major contracts that need to be handed out.

At the groundbreaking event on Wednesday, Metrolinx CEO Michael Lindsay said the subway would likely be built by the early 2030s, but that testing could extend its opening date beyond that.

“We think we’re still trending toward the early 2030s to be done with civil infrastructure and then to start the testing and commissioning phase,” Lindsay said.

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“We’re trying right now to think about how we front-load systems integration considerations to reduce that testing and commissioning time. Once we know more with our private partners about how that’s going … we’ll be able to be even more precise.”

Wednesday’s event marked the beginning of construction work on an elevated guideway for the Ontario Line that will take track from Don Valley Station to Flemingdon Park and then to Thorncliffe Park.

“The Ontario Line is at the centre of our government’s $70 billion plan to build and upgrade transit, helping to fight gridlock and keeping thousands of workers on the job in the face of tariffs and economic uncertainty.”

Ground was also broken at Cosburn Station in the Pape Villa area.

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More than a year after the Hurontario LRT was scheduled to be completed in Mississauga, Ont., workers haven’t finished laying rails, building platforms or tearing up intersections for the major new transit line.

Construction on the 18-kilometre, 19-stop light rail route between Port Credit and Steeles Avenue began in 2020 and was originally supposed to be completed in 2024.

But the Hurontario LRT missed its completion date, with both Metrolinx and the Ford government no longer providing a target opening timeline.

“Construction of the Hazel McCallion LRT is well underway, with significant progress across track work, stations, power systems, and vehicles,” a spokesperson for Ontario’s minister of transportation told Global News.

“It will deliver faster, more reliable transit along one of Canada’s fastest-growing corridors, and our focus is on completing the line and advancing extensions.”

Metrolinx said it had made major progress on intersections and work on some platform bases, but the majority of the track hasn’t been laid yet.

Across the whole guideway for the 18-kilometre transit line, just 45 per cent of the track has actually been laid, according to the provincial transit agency. Nineteen of the route’s 55 intersections also still need to have rail work finished.

“Major progress has been made across critical-path activities for track installation and utility works. The new road alignment and QEW ‘push box’ underpass opened to northbound traffic in late December,” Metrolinx said in a statement.

“To date, 11 stops have their platform bases finished … six stops now have the canopy installed, including at Eglinton Ave, Bristol, Matheson Blvd, Brittania Rd, Courtneypark Dr and Derry Rd.”

They said some — but not all — of the light-rail vehicles that will run on the route have been tested.

The delays to completing the line come as the consortium building it struggles through legal spats with the construction companies it has hired to do the work.

Mobilinx Hurontario was awarded a $4.6-billion contract in 2019 to design, build, finance and operate the line for 30 years.

Mobilinx has faced legal challenges in both Toronto and Brampton over the alleged failure to return equipment, pay rental fees and square up a $2.7-million bill with another subcontractor.

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Last year, S&P Global lowered the credit rating for Mobilinx to triple-B “due to persistent schedule challenges.”

Among the issues cited in the credit rating report was the lack of progress on track work.

“The senior lenders’ technical advisor has highlighted that there remains a significant portion of the alignment that has not yet progressed to trackwork and guideway construction given all the ongoing issues,” S&P Global wrote.

Without an opening date in sight, the government is still in the planning and design process for two extensions to the unfinished line.

At the beginning of 2024, Ontario’s transportation minister ordered Metrolinx to prepare an urgent business case for expanding the route north into Brampton and west into Mississauga’s downtown.

The results — a tunnelled extension in Brampton and reinstating a previously scrapped Mississauga loop — were announced before the 2025 snap election. No significant updates have been offered since.

“Planning and design work for the extensions in Brampton and Mississauga are now underway,” Metrolinx wrote in a statement.

“There will be various public engagement opportunities relating to the Transit and Rail Project Assessment Process for these extensions which will be shared as dates are confirmed.”

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The head of Metrolinx is acknowledging the provincial transit agency has spent too much time embroiled in legal battles with its contractors, pledging a new approach after finally finishing the Eglinton Crosstown LRT.

The light rail route carried its first passengers on Feb. 8, roughly six years after it was originally scheduled to open, bringing to a conclusion a messy period of Metrolinx’s history marked by delays, cost overruns and legal skirmishes.

The consortium building the Crosstown, Crosslinx Transit Solutions, took the government to court over delays during the COVID-19 pandemic and again over how the TTC had involved itself in testing for the line.

The group behind the Finch West LRT also took Metrolinx to court over how the TTC was involved in testing the line. Meanwhile, the consortium currently working on the Hurontario LRT found itself involved in legal battles with its subcontractors.

On Thursday, Metrolinx CEO Michael Lindsay said one of the key lessons from the Eglinton Crosstown LRT was to work more collaboratively with the construction firms — and only head to court as a last resort.

“It’s part of the reason we have a more progressive form of contracting now, where we’re sitting investing with the private sector partner in design, identifying constructability issues,” he told reporters. “That’s probably the most important thing to avoid downstream claims.”

Lindsay replaced former Metrolinx CEO Phil Verster last year, moving from another Crown corporation, Infrastructure Ontario.

“We have to always remember that our primary objective is to bring these transit lines into being as opposed to sitting on our rights, insisting on a legal strategy,” he added.

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“That’s the thing that we are trying to do as we show up in these projects. And to the credit of our private partners, I think they’re trying to do the same.”

The lessons will be tested in real time for Lindsay, with several major transit projects still in the ground.

The Scarborough Subway Extension is currently halfway through tunnelling, while a western extension to the Eglinton Crosstown LRT is also being built. Stations are being hollowed out underground for the Ontario Line, and work is also taking place to extend the Yonge Street subway into Markham.

Lindsay insisted that avoiding legal claims would not result in the government or Metrolinx rolling over to the demands of builders, prompting cost overruns.

“We’re never being disrespectful of taxpayer money,” he said. “There’s a balance here that needs to be struck between insisting upon the performance that we have contracted for and dealing with unknown issues when they arise.”

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