Toronto Rocket subway train at Rosedale Station
View along full length of train
|Built at||Thunder Bay, Ontario|
|Replaced||H4, H5, H6|
|Number under construction||80 six-car trains on order|
|Formation||6-car set (Line 1), 4-car set (Line 4)|
|Capacity||64–68 (seated/per car)
1458 (full train, crush load)
|Operator(s)||Toronto Transit Commission|
|Depot(s)||Wilson Subway Yard
Davisville Subway Yard
|Line(s) served|| Yonge–University
|Car body construction||stainless steel|
|Car length||23.190 m (76.08 ft) |
|Height||3.137 m (10.29 ft)|
|Doors||8 sets (4 sets per side) per car|
|Maximum speed||88 km/h (55 mph) Train Max 75 km/h (47 mph) Service Revenue Max|
|Weight||205,000 kg (202 long tons; 226 short tons) (per trainset); 34,167 kg (33.627 long tons; 37.663 short tons) per car|
|Traction motors||Bombardier MITRAC three phase AC|
|Power output||155 kW (207.858 hp) per motor
3,100 kW (4,157.168 hp) per 6-car train
|Acceleration||0.90 m/s2 (3.0 ft/s2) (limited)|
|Deceleration||1.35 m/s2 (4.4 ft/s2) (Service),
1.5 m/s2 (4.9 ft/s2) (Emergency)
|Auxiliaries||120/208 V AC Battery Auxiliary|
|Electric system(s)||600 V DC (third rail)|
|Current collection method||Contact shoe|
|Braking system(s)||Regenerative and Pneumatic|
|Safety system(s)||Emergency evacuation ramps at each end of trainset|
|Track gauge||4 ft 10 7⁄8 in (1,495 mm)|
The Toronto Rocket (TR) is the fifth and latest series of rapid transit rolling stock used in the subway system of Toronto, Ontario, Canada. Owned and operated by the Toronto Transit Commission (TTC), the trains were built by Bombardier Transportation in Thunder Bay, Ontario, Canada to replace the last remaining H-series trains as well as increase capacity for the Spadina subway extension to Vaughan. They operate in a six-car configuration on Line 1 Yonge–University and a four-car configuration on Line 4 Sheppard. The sets are based out of Wilson and Davisville Yards.
The TR series is the newer of the two currently active series of rolling stock on the heavy-rail lines in the Toronto subway network, featuring a completely new design based on the Movia family of trains. They are notable as the first subway trains in North America equipped with full-open gangways, which allows passengers to see and walk through the entire length of the train. They are currently the only ones in Toronto compatible with the communications-based train control (CBTC) system, which will replace the current signaling system on Lines 1 and 4 in conjunction with the extension to Vaughan Metropolitan Centre, due to open in December 2017.
The trains were designated under the production name as T35A08 before the name "Toronto Rocket" was chosen through a contest open to the public. They are jointly funded by the City of Toronto (via Toronto Transportation Services), the Province of Ontario (via the Ministry of Transportation), and the Government of Canada (via Transport Canada).
The initial order was signed in 2006 for the delivery of 234 cars, making 39 six-car fixed trains, which allowed for the retirement of the H4 and H5 subway cars. Delivery was expected to begin in late 2009, and they were scheduled to enter passenger service in early 2010. However, delivery was delayed by the bankruptcy of a key part manufacturer, Curtis Doors, which was to install door components for the TTC's TR subway trains.
On May 6, 2010, the TTC voted to exercise a contract option with Bombardier for an additional 186 cars, making 31 six-car fixed train sets. This allowed for the retirement of the older H6 series trains, and to have enough TR trains to meet future ridership demands for the opening of the Spadina Subway extension to the Vaughan Metropolitan Centre, which was then scheduled for opening in mid-2015 (in time for the opening of that summer's Pan Am Games). However, the opening of the extension has since been delayed until approximately December 2017.
On October 1, 2010, the first train set (5391-5396) was delivered to Wilson Yard. It was unveiled to the public and media at Sheppard West station (formerly Downsview station) on October 14, 2010.
Between October 2010 and July 2011, the TR trains underwent a series of testing and training runs on Line 1. The first TR trainset (5411-5416) entered passenger service on Line 1 on July 21, 2011. A further 10 train sets (60 cars) were authorized in March 2014 to bring the total to 160 six-car train sets and 840 cars. In March 2015, the TTC reported that the T1 trains running on Line 4 would have to be replaced with TR trains before conversion of Line 1 to automatic train control (ATC) in 2020, and that TTC would report soon on the option of converting an existing six-car train to a four-car train to test One Person Train Operation (OPTO) (which was in place on the ICTS trains on Line 3 Scarborough since its inception). They entered service on Line 4 on May 30, 2016 with two crew members, before switching over to OPTO on October 9, 2016.
In the summer of 2016, some TR trains were used on Line 2 to address the shortage of T1s caused by faulty air-conditioning units.
The TR series trains are similar to that of the T-series cars, also built by Bombardier in the same facility, but have several new features that make them more accessible and user-friendly for passengers. They include:
- A four or six-car fixed configuration with full open interior gangways, departing from the married pair of previous models, allowing riders to move freely from one end to the other. This led to an increase in capacity by 10% on the lines in which they were used. Similar gangways were subsequently used on the MPM-10 sets on the Montreal Metro, the Mark III stock on the Vancouver SkyTrain, and is planned to be introduced in the R211 cars for the New York City Subway.
- Double the number of accessible seats for passengers using mobility devices per car compared to the T-series, with automatic flip-up seats to accommodate devices such as walkers, wheelchairs, bicycles and strollers. These are marked with exterior blue lights on each car adjacent to the doorway nearest to the accessible seating area. As with all TTC vehicles, these designated priority seats are covered in blue velour; general seating is covered in red velour.
- A new colour scheme consisting of white cream walls, stainless steel doorways, and grey floors with red, high-visibility floor markings and red-painted stanchions to assist visually impaired passengers. Antimicrobial properties are present on these and on various other surfaces.
- Enhanced passenger information systems in all cars, consisting of: digital orange LED signs that indicate the name of the next stop and if the station is an interchange or terminal station, visual arrows that indicate which side doors will open on at the next stop, and electronic LED route maps that indicate which stations have been served and which stations are next to follow (interchange stations are lit in yellow dots). They are supplemented with computer-generated audible announcements to assist visually impaired passengers (as opposed to the recorded announcements installed in older cars), including a warning message when the doors are closing alongside the three-tone chime "Please stand clear of the doors". Video screens are also present, displaying safety messages, TTC-related advertising and the name of the next station at the bottom.
- Improved safety systems for use in the event of an emergency, such as two-way passenger assistance intercoms for passengers to communicate with the train crew and built-in evacuation ramps located at the ends of the train to allow for faster and easier evacuation. Each car also has four ceiling-mounted CCTV cameras for passenger safety and security. Footage is recorded and can be reviewed in the event of an incident.
- Full-width operator cabs located at the ends of the train for the enhanced safety and security of operating personnel. They are equipped with doorways to allow operators to access the cab unit directly from the subway platform and prevent exposure to the public while performing operating duties. The railfan window, present on older series trains in the emergency doorway, is replaced with a one-way mirror in the cab access door from the interior. The cab also has a slanted end design for better aerodynamics, and have bright orange digital LED exterior destination and three-digit run number signs in place of the rollsigns used on previous models.
In February 2013, the TTC began a trial phase with the installation of exterior door chimes (above each set of doorways) on the TR trains. Set 5461-5466 was the first to be retrofitted, followed by set 5851-5856 in May 2014. The retrofitted trains have a lower pitched three-tone warning chime (F♯, D♯, B) that plays simultaneously with the warning message inside the train via the public address system, while remaining trains continue to use the higher pitched three-tone warning chime (G, E, C) played inside the train, preceding the warning message.
Additional yellow plastic straps (placed underneath the HVAC units) have been installed in all TR trains in late 2015. Meanwhile, it was reported that all TR trains were scheduled to be retrofitted with external speakers, together with exterior side destination signs, that announce the destination of the train along with the door chimes, by approximately late 2016. However, as of June 2017, not all TR trains have yet been upgraded with these features.
Side view of cab car, seen at Wilson Yard
Rolling stock numbers
The TR train sets are numbered 5381-6176. Unlike previous cars, which are number consecutively due to their married-pair formations, each fixed six-car TR set is numbered xxx1-xxx6 and each four-car set is numbered xxx1-xxx2+xxx5+xxx6. Car numbers ending in 0, 7, 8 and 9 are not used, nor are car numbers ending in 3 or 4 on four-car sets. Due to the numbers following from the last T1 set, which was numbered 5371, and reusing numbers from the retired H-series fleet; the TR set numbering extends into the 6000s, reusing numbers from retired buses in the TTC's fleet. Sets are numbered, for example, 5381-5382-5383-5384-5385-5386 (in the case of six-car trainsets) and/or 6141-6142-6145-6146 (in the case of four-car trainsets) and so on. (At one point, two train sets had their numbers temporarily exchanged. These included sets 5781-5786 in which the exterior bore the number 5803, while train set 5801-5806 bore 5783 on the exterior car. They have since been resolved as 5803 on 5781-5786 was renumbered as 5783, and train set 5801-5806, which bore 5783, was renumbered as 5803).
During the tendering process, Siemens Canada (see Siemens Modular Metro) was seen a possible competitor to the Bombardier bid. Councillors Karen Stintz (who later also served as TTC chair), Denzil Minnan-Wong, and Rob Ford (who became mayor in late 2010 but died in March 2016) were opposed to sole-sourcing the contract to Bombardier. They alleged that many sole-source advocates had union ties and were thus not interested in getting the best financial deal available to the city.
In late September 2011, it was reported that some passengers with mobility devices were experiencing difficulties while entering and/or exiting the then-new TR trains. TTC officials noted that this could either be because the train was sitting too high in relation to the level of the platform or be the result of the train’s door threshold, which is not parallel with the platform and/or the number of passengers riding on the train. They were actively looking for ways to solve the problem.
To increase mobility, the train does not have centre poles, leaving standing riders with fewer places to hold. There are swinging handles hanging from a lateral pole along the length of each car near the ceiling, except near car ends, where an overhead ventilation unit is located.
In March 2012, TTC officials admitted that the door threshold incidents were the result of “teething issues”. Another issue that was acknowledged involves a short delay in opening of the doors when the train pulls into a station. On the older train models, the door release interlock could be triggered just before or immediately after the vehicle came to a complete stop. The TR trains must come to a complete stop with confirmation from the onboard computer before the door interlock can be released and the guard can open the doors. This causes a one- or two-second delay from the time the train appears stopped and the time the doors open.
In December 2012, the TTC announced that it had demanded high-level meeting with Bombardier regarding ongoing performance problems related to "teething issues" with the doors. TTC officials admitted at the time that the new TR trains cannot move until all doors are fully closed (as with the older trains) and if the doors fail to close thrice consecutively fully, the TR train would require a system reboot, meaning that the train would have to be pulled out of service until it was resolved. This has led to several delays on Line 1.
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Media related to Toronto Rocket at Wikimedia Commons