Innovia Metro

Innovia Metro

Company type	Product / Technology
Industry	Public transport, Rail transport
Predecessor	Intermediate Capacity Transit System (ICTS)
Founded	1970s
Founder	Urban Transportation Development Corporation (UTDC)
Products	Automated rapid transit system
Owner	Alstom

Innovia Metro represents an automated rapid transit system produced by Alstom. It operates on traditional metal rails energized by a third rail, employing a linear induction motor that interacts with a "fourth rail"—a flat aluminum plate situated between the running rails. More recent models also incorporate conventional electric rotary drive systems.

The system's origins trace back to the 1970s when it was created by the Urban Transportation Development Corporation (UTDC), a crown corporation owned by the Government of Ontario. Its design targeted suburban transit corridors with passenger volumes between those typical of buses and subways. Initially referred to as the ICTS (Intermediate Capacity Transit System) during its development phase, it found implementation in cities such as Vancouver, Toronto, and Detroit. Following modest sales, UTDC was sold by Ontario to Quebec’s Lavalin in 1986. Financial difficulties later caused UTDC to revert to Ontario's control before ultimately being acquired by Bombardier Transportation.

Under Bombardier, the technology was renamed Advanced Rapid Transit (ART) and its reach broadened, securing contracts in locations including New York City, Beijing, Kuala Lumpur, and Yongin, near Seoul. After Bombardier was taken over by Alstom, the system adopted the Innovia Metro brand, with earlier ART models retroactively labeled as Innovia ART.

The most extensive Innovia Metro network is Vancouver’s SkyTrain, which operates on nearly 80 kilometers of compatible track infrastructure. Vancouver also pioneered orders for Innovia Metro 300 vehicles. More recent acquisitions of this advanced technology have been made by transit agencies in Kuala Lumpur and Riyadh.

Development phase

During the 1950s, Toronto experienced urban expansion similar to that seen in American cities, resulting in significant traffic congestion. The 1959 Official Plan incorporated a series of new highways intended to alleviate these issues. However, by the mid-1960s, growing apprehension over suburban sprawl contributing to capital flight and urban decline sparked resistance against projects such as the Spadina Expressway. Activists influenced by Jane Jacobs successfully stopped its completion.

In place of expressway construction, Premier Bill Davis and Transport Minister Charles MacNaughton introduced the "GO-Urban" initiative, which proposed three advanced mass transit lines managed by GO Transit. This plan sought an affordable transit solution for low-density regions, positioned between bus and subway capacities, termed the Intermediate Capacity Transit System (ICTS). Automated guideway transit (AGT) technologies emerging in the late 1960s were considered well-suited for this purpose.

Toronto was among several municipalities pursuing automated transit options, creating a substantial market throughout the 1970s and 1980s. The GO-Urban project attracted bids from various firms; after an extensive selection process lasting a year, Krauss-Maffei’s Transurban maglev system was selected. Its quiet operation combined with a linear induction motor provided benefits such as reduced noise and dependable traction under snowy or icy conditions. Krauss-Maffei committed to manufacturing vehicles within Ontario and authorized their local branch to handle North American sales—a decisive advantage over American competitors. Testing, construction, and marketing efforts were coordinated under the Ontario Transportation Development Corporation (OTDC).

Work commenced on a test track at the Canadian National Exhibition site in late 1975; however, Krauss-Maffei withdrew following termination of German government funding. Ontario declined to finance further development independently and consequently canceled the maglev project.

Rebirth

Instead of reverting to previous designs, the OTDC progressed by building upon much of the existing ICTS framework. On April 14, 1975, the Ministry of Transportation secured funding for Phase I and II research to advance the updated system. In June 1975, OTDC was renamed the "Urban Transportation Development Corporation" (UTDC) to improve its international marketing appeal.

The updated design introduced a larger maglev-inspired vehicle equipped with rubber wheels. The development consortium comprised SPAR Aerospace providing the linear induction motor, Standard Elektrik Lorenz (SEL) handling automatic control systems, Dofasco responsible for bogie engineering, and Alcan alongside Canadair managing car body design and prototype manufacturing, with Canadair acting as the prime contractor. By 1976, both funding and technical specifications were finalized.

From 1976 through 1980, three prototype vehicles were constructed. Initial tests revealed challenges with rubber-wheeled bogies: the linear induction motor demanded exact alignment approximately above its reaction rail, but wheel compliance caused performance losses. Transitioning to steel wheels risked generating noise on curves. UTDC resolved this by adopting steel wheels paired with articulated bogies that steer each wheelset along the track, significantly reducing flange noise. Two patents for articulated bogies were acquired from a U.S. developer and further enhanced by Dofasco.

To facilitate testing, UTDC established a dedicated facility modeled after the U.S. Transit Testing Center. A site near Millhaven, close to Kingston, Ontario, was chosen, taking advantage of Kingston’s industrial heritage and local incentives.

The facility was officially inaugurated on September 29, 1978, by Minister James Snow. It featured an oval test track incorporating at-grade sections, elevated portions, ramps, switches, and an automated control center. Phase III concluded on January 31, 1980, following prototype trials at Millhaven. By that time, government contributions amounted to roughly $57.2 million out of a total $63 million jointly invested with industry partners.

Initial sales

By the late 1970s, technical obstacles had been addressed, allowing attention to shift toward debugging and preparation for large-scale production. UTDC initiated marketing efforts focused primarily on Toronto but also attracted interest from Ottawa, Hamilton, Vancouver, Detroit, and Los Angeles.

Toronto was a crucial testing ground. After the cancellation of the GO-Urban project and GO Transit’s decision to pursue conventional heavy rail, the only viable local candidate was the Toronto Transit Commission (TTC). The TTC had recently extended the east–west Bloor-Danforth subway line and planned streetcar expansions into suburban areas. Construction had commenced on a streetcar line at Kennedy station. The provincial government exerted pressure on the TTC to adopt ICTS by threatening to withhold 75% of capital funding while agreeing to cover any cost overruns beyond the original streetcar budget. Modifications were made to existing streetcar platforms and turnaround loops for ICTS compatibility; UTDC guaranteed that the system would operate with the radius loop at Kennedy without significant alterations.

Vancouver independently demonstrated strong enthusiasm. Preparing for a transportation-themed centennial in 1986 and hosting Expo '86, which focused on "Transportation and Communications," Vancouver sought a transit solution suitable for its dispersed urban layout—making ICTS an ideal option. The vehicle’s reduced height allowed it to utilize the old heavy-rail Dunsmuir Tunnel, which was adapted into stacked tunnels. UTDC’s readiness to feature ICTS at Expo aligned well with local priorities, resulting in a swift agreement despite some controversy.

Detroit was among six cities chosen for rapid deployment under the US UMTA Downtown People Mover initiative. After years of stagnation, UMTA pushed for quick rollouts. Although Germany’s Cabinentaxi was initially favored, that company withdrew to concentrate on Hamburg projects. UTDC capitalized on a "buy American" provision by establishing an office in Detroit, gaining political favor. However, following funding cuts under the Reagan administration starting in 1981, four out of five cities canceled their plans; only Detroit and Miami moved forward.

Construction proceeded rapidly: Toronto’s Scarborough RT launched on March 22, 1985, followed by Vancouver’s SkyTrain opening December 11, 1985, with passenger service commencing in January.

Hiatus

Sales of additional ICTS units came to a halt, prompting government apprehension regarding UTDC's viability. Although the government enforced mandatory purchases from UTDC, interest from other municipalities remained minimal due to the presence of a single problematic product in Toronto. This "buy-UTDC" stipulation excluded Hawker Siddeley Canada, a previously significant domestic supplier. To address this issue, a joint venture equally owned by both parties, Can-Car Rail, was established to jointly market the products from both companies. Hawker's successful models, especially the Bombardier BiLevel Coach, sustained robust sales, which diminished the emphasis on promoting ICTS.

Despite Can-Car's market foothold, by 1981 the government contemplated divesting UTDC, concerned that it could not maintain Kingston operations without active manufacturing. Initiating production would also conflict with the constraints of government ownership. The formation of Can-Car delayed these considerations.

In 1986, Ontario’s newly elected administration sold UTDC to Montreal-based engineering firm Lavalin for CAD$50 million—an amount less than the $70 million previously invested by the government through 1981. The transaction sparked controversy due to $39 million in government payouts related to early ICTS complications. Shortly thereafter, Hawker Siddeley divested its remaining Can-Car shares to Lavalin.

Innovia ART

Following financial difficulties that led Lavalin into bankruptcy, contractual terms required UTDC to revert to Ontario’s crown control. Subsequently, Bombardier acquired the company in 1991. Bombardier transformed the ICTS into the larger and more advanced rapid transit vehicle known as ART Mark II, which featured extended length, increased seating capacity, and a more spacious interior compared to the original Mark I.

The ART technology gained recognition through its success with the AirTrain JFK project. After winning the contract for Vancouver’s SkyTrain Millennium Line, Bombardier improved the design by adding articulating sections between cars—replacing older couplings and doors—to enable passenger movement throughout the train and provide additional seating. These Mark II models secured further contracts and are operational on Kuala Lumpur’s Kelana Jaya Line, Beijing Subway’s Airport Express (with four-car trains), and Seoul’s YongIn EverLine. Bombardier incorporated ART technology into its Bombardier Innovia automated transit portfolio, renaming Mark I as Innovia ART 100 and Mark II as Innovia ART 200.

Vancouver continues as the largest operator of Innovia ART trains, running both Expo and Millennium SkyTrain lines. The system expanded in 2016 with the opening of the Evergreen Extension, which operates a mixed fleet consisting of Innovia ART 100, 200, and 300 vehicles.

Innovia Metro

The newest version, branded as Innovia Metro, is designed for medium-capacity metro systems. It integrates seamlessly with Bombardier's CITYFLO 650 automation technology and is available with either linear motor or electric rotary propulsion options. Bombardier markets Innovia Metro alongside its larger Movia Metro system, highlighting its adaptability.

The initial order for rotary-propelled Innovia Metro 300 trains was placed by Riyadh Metro for Line 3 of its rapid transit network in Saudi Arabia. The fleet will comprise 47 vehicles equipped with Bombardier’s MITRAC propulsion systems.

Control and signalling

The ICTS system initially utilized the SelTrac automated control technology developed by Standard Elektrik Lorenz, now part of Thales. SelTrac enables fully automated, centralized management of train operations. Early implementations relied on a trackbed current loop for communication and positioning of vehicles, a method that has since been superseded by radio-based systems in newer installations.

Vehicle location was determined by combining changes in current loop polarity with wheel rotation counts recorded onboard, ensuring precise station stops.

At the Toronto Transit Commission, automation faced resistance from the union ATU Local 113, which feared job reductions. This opposition resulted in expensive modifications to Scarborough Rapid Transit trains, incorporating operator cabins and manual controls. In contrast, other Innovia Metro installations function entirely autonomously without manual override options.

Innovia Metro 300 lines predominantly employ Bombardier’s CITYFLO 650 CBTC automation system but retain compatibility with other control solutions such as SelTrac.

Linear motor

The earlier Innovia Metro generations utilized a linear induction motor (LIM) featuring electromagnetic coils mounted on the vehicle and a stator fixed to the track—a slim aluminum plate positioned between the rails. This streamlined, flat motor design lacks a conventional transmission connected to the bogies, allowing ART vehicles to operate closer to the ground compared to standard subway cars. Propulsion is managed by the linear motor except for final stopping and emergency braking, which rely on disc brakes and track brake mechanisms.

Currently, Innovia Metro offers linear motor propulsion as a principal option alongside an electric rotary drive alternative. The inaugural rotary-driven Innovia Metro 300 system is being deployed in Riyadh, Saudi Arabia.

Vehicle

Innovia Metro trains consist of lightweight aluminum frames mounted on articulated bogies equipped with small steel wheels. The original Innovia ART 100 cars have a length of . The subsequent ART 200 models measure long and are arranged in articulated pairs.

By 2011, Bombardier launched the third generation under the name Innovia Metro 300, discontinuing the ART branding. These vehicles remain in production with dimensions similar to the ART 200 but offer increased passenger capacity through interior redesigns. They also feature more modern aesthetics, including larger side windows as well as updated end windows and headlight designs.

Similar designs

The application of linear motors combined with steerable axles in Innovia Metro is relatively rare but shares similarities with subway lines in East Asia such as Osaka’s Nagahori Tsurumi-ryokuchi Line, Tokyo’s Toei Ōedo Line, and Guangzhou Metro Line 5. Competing systems include automated light metro technologies like Matra’s VAL (now under Siemens), which powers Lille Metro and Paris Métro Line 14’s Météor system built to full metro specifications. The CITYFLO and SelTrac signalling platforms used by Innovia Metro demonstrate broad interoperability across diverse rail technologies.

Primarily engineered for elevated guideways, Innovia Metro lines perform well on elevated structures, at-grade tracks, and underground tunnels—examples include Vancouver’s Expo and Millennium Lines (which utilize repurposed freight tunnels), Kuala Lumpur’s Kelana Jaya Line, and Beijing’s Airport Express. Certain networks such as New York’s Airtrain JFK incorporate platform screen doors typical of automated people mover systems.

Prior to adopting the "Metro" designation, Innovia ART 100 and 200 were occasionally classified as "light rail" within Asia. Nonetheless, their automated operation combined with third-rail power supply renders them unsuitable for street-level tram environments commonly associated with light rail in Europe and North America.

Toronto

In 1981, the Toronto Transit Commission (TTC) initially planned a streetcar route for Scarborough. However, under pressure from the Ontario government, the project shifted to adopting Innovia ART 100 technology, with the province agreeing to cover any expenses exceeding the original light rail transit (LRT) budget. The resulting six-station Scarborough RT (currently known as Line 3 Scarborough) began operations in March 1985.

Although Innovia ART 100 vehicles are capable of fully automated operation, the TTC opted for semi-automatic running with onboard operators due to union considerations. This approach necessitated extensive modifications, including reduced seating capacity and the installation of control systems not part of the original design, leading to increased complexity and higher costs.

Operational difficulties arose from excessive manual brake application, which caused wheel flats and noise issues. To address these problems, the TTC invested $1.5 million in a wheel-grinding machine and an additional $250,000 in a rail grinder to manage unexpected rail corrugation. Furthermore, the vehicles were unable to successfully navigate a turning loop as originally claimed by UTDC, resulting in abandonment of that track segment at an approximate cost of $6 million.

A proposed $1 million heating system for the third rail was eliminated as a cost-saving measure. The absence of this system led to ice accumulation under certain weather conditions, prompting retrofitting with wooden covers similar to those used elsewhere in Toronto’s subway network. Despite these interventions, heavy snowfalls continue to disrupt service.

Ridership levels on Line 3 remain low compared to other TTC subway lines, with most passengers regarding it as an inconvenient transfer option. Plans to extend Line 3 never materialized. Facing an aging ART 100 fleet and significant expenses required to upgrade to newer Innovia ART 200 trains, authorities decided to retire the line. One proposal suggested converting it into a conventional light rail system with a westward extension; however, city council prioritized extending Line 2 Bloor–Danforth from Kennedy station to Scarborough Centre using provincial and federal funds.

Line 3 was initially slated for closure in November 2023, with bus services replacing it until the subway extension’s anticipated opening in 2030. Nevertheless, a derailment incident on July 24, 2023, prompted an earlier shutdown.

Vancouver

Vancouver’s SkyTrain metro system operates the largest Innovia Metro network globally, comprising two lines: the Expo Line and the Millennium Line. The system boasts over 95% punctuality. The Expo Line debuted in 1985 ahead of Expo '86, while the Millennium Line commenced service in 2002 featuring longer Innovia ART 200 trains with increased passenger capacity.

Construction on the Evergreen Extension, a 10.9 km northeast expansion connecting Burnaby to Coquitlam, began in 2012 and is now served by the Millennium Line. Originally intended as a street-level LRT project, plans reverted back to SkyTrain technology in 2008 to improve capacity, shorten travel times, and maintain seamless integration within the existing network. This extension officially opened on December 2, 2016.

The fleet includes Innovia ART 100, ART 200, and Innovia Metro 300 trains supported by products from Quester Tangent Corporation, which provide braking and diagnostic systems.

Work started in 2020 on extending the Millennium Line westward from VCC–Clark station beneath Vancouver’s Broadway corridor toward Arbutus station, with completion anticipated by 2027. Meanwhile, the Expo Line is being extended from King George station eastward to Langley, targeting a 2028 launch. Plans for further Millennium Line expansion westward from Arbutus station to the University of British Columbia are currently undergoing local consultation.

Detroit

The Detroit People Mover consists of 13 stations and operates as a fully automated transit system utilizing Innovia ART 100 trains, comparable to those found in Toronto and Vancouver. Originally conceived as part of UMTA's expansive suburban transit initiative, Detroit pursued the downtown loop independently after significant reductions in UMTA funding during the early 1980s.

Covering a modest 4.7 km loop within downtown Detroit, the system experiences relatively low usage, accommodating roughly 7,500 riders each day. Designed initially as a central node for a network projected to attract 15 million annual passengers, it currently serves about 2 million per year. This discrepancy leads to elevated operational expenses—around $3 per trip compared to a fare of 50 cents.

Kuala Lumpur

Kuala Lumpur's Kelana Jaya Line is an entirely automated rail corridor inaugurated in 1998, employing Innovia ART 200 articulated trains. Stretching across 46.4 km with 37 stations, it holds the distinction of being the longest line utilizing linear induction motor technology.

Service commenced between Lembah Subang Depot and Pasar Seni in 1998 and extended to Gombak by 1999. By 2002, annual ridership reached 150 million, with daily boardings near 160,000. A further extension of 17 km was finalized in 2016.

In 2006, Bombardier secured a contract to supply 22 four-car trainsets, which later expanded by an additional 52 sets. The initial deliveries entered operation in December 2009, with all 35 units delivered by 2014. Following the completion of the 2016 extension, an order was placed for 14 Innovia Metro 300 four-car trains equipped with advanced braking and diagnostic technologies developed by Quester Tangent; these began service later that year.

In October 2022, Rapid Rail commissioned another batch of 19 Innovia Metro 300 trainsets (totaling 76 cars) valued at MYR 1.72 billion (approximately US$385 million) to replace the original Innovia Metro 200 trains that have been in service since 1999.

New York

AirTrain JFK, which started operations in December 2003, is an automated ART system utilizing Innovia ART 200 vehicles. Its two branches connect John F. Kennedy International Airport with both the New York City Subway and Long Island Rail Road. The service runs non-articulated Innovia ART 200 cars arranged in trains ranging from one to four cars in length.

Beijing

The Airport Express line of the Beijing Subway, launched in July 2008, employs Innovia ART 200 technology with a fleet comprising 40 domestically produced vehicles. This line covers a distance of 28 km and includes four stations, providing vital transit connections around Beijing Capital International Airport.

Yongin

The EverLine ART route in Yongin, situated within the Seoul Capital Area, links the city to Everland, South Korea's largest amusement park. It offers interchange options with the Suin–Bundang Line of the Seoul Metropolitan Subway at Giheung Station, thereby improving regional transit integration.

Demo cars

Two prototype Innovia ART 100 vehicles were constructed for evaluation at UTDC's Millhaven facility in Ontario. Unlike production units, these prototypes did not feature end doors; Test Vehicle 1 included windows on both the driver’s cab and center sections, while Test Vehicle 2 was a trailer car fitted only with a central window. The lead car was painted orange and white, whereas the trailer had a grey and orange color scheme. Both interiors remained unfinished. Test Vehicle 2 still exists and was donated in 2011 to the Canada Science and Technology Museum located in Ottawa.

A non-operational Innovia ART 100 mock-up was once housed at the Toronto Transit Commission’s St. Clair Carhouse by Disney Displays; its current whereabouts are unknown.

BC Rail obtained an Innovia ART 200 test vehicle for clearance trials on the Millennium Line. In 2012, this unit was donated by the BC Rapid Transit Company to the West Coast Railway Heritage Park in Squamish, BC.

ALRT car

During the early 1980s, the ALRT car was envisioned as a high-speed rapid transit vehicle intended for the Greater Toronto Area's GO ALRT system. This model was planned to be an extended, articulated adaptation of the Scarborough RT car, equipped with a pantograph for power collection, and capable of operating at elevated speeds suitable for interurban travel. However, as the demand for system capacity escalated to levels typical of heavy rail, the ALRT initiative was terminated in 1985. Subsequently, the focus shifted to expanding the fleet with diesel locomotives hauling Bombardier BiLevel Coaches, which went on to become one of Bombardier's most successful products.

Delivered rolling stock and systems

System	Location	System length	Type
			Innovia ART 100	Innovia ART 200	Innovia Metro 300	Innovia Metro 300 on order	Innovia Metro Mark V
SkyTrain – Expo, Millennium lines	Vancouver, British Columbia, Canada	59.5 km (37.0 mi)	150	108	84		235
Detroit People Mover	Detroit, Michigan, US	4.7 km (2.9 mi)	12
Rapid KL – Kelana Jaya line	Kuala Lumpur, Malaysia	46.4 km (28.8 mi)		210	56	108
AirTrain JFK	New York City, New York, US	13 km (8.1 mi)		32
Capital Airport Express (QKZ5)	Beijing, China	27 km (16.8 mi)		40
West Coast Railway Heritage Park	Squamish, British Columbia, Canada	–		1
EverLine (Y100)	Yongin, South Korea	18.1 km (11.2 mi)		30
Riyadh Metro – Orange Line	Riyadh, Saudi Arabia	40.7 km (25.3 mi)				94
Bombardier Transportation Test Facility	Millhaven, Ontario, Canada

Subtotals			192	421	142	202	235

Total			1192

Decommissioned systems

Following a train derailment in July 2023, the Toronto Transit Commission expedited the permanent shutdown of Toronto’s Line 3 Scarborough, which was the initial network employing Innovia Metro technology, closing it four months earlier than the originally scheduled November 2023 date.

System	Location	System length	Type
			Innovia ART 100
Toronto subway – Line 3 Scarborough	Toronto, Ontario, Canada	6.4 km (4.0 mi)	28

Television and film appearances

The 2003 movie Paycheck, filmed in Vancouver, includes a sequence where Ben Affleck runs alongside a replica of a Vancouver SkyTrain Innovia ART 200 train. Additionally, SkyTrain vehicles are visible in the opening credits of 21 Jump Street and have been featured in shows such as Smallville and The X-Files, underscoring the system’s prominence in popular culture.

See also

• Medium capacity system
• Additional Bombardier Innovia automated transit solutions:
  • Innovia APM – automated people movers
  • Innovia Monorail – automated monorail systems

Bibliography

• Isaiah Litvak and Christopher Maule, "The Light-Rapid Comfortable (LRC) Train and the Intermediate Capacity Transit System (ICTS): Two Case Studies of Innovation in the Urban Transportation Equipment Manufacturing Industry", University of Toronto/York University Joint Program in Transportation, 1982
• Michael Smith, "TTC seeking $27 million to repair Scarborough line", Toronto Star, September 24, 1986
• John Sewell, "The Shape of the Suburbs", University of Toronto Press, 2009,

External links

• Bombardier INNOVIA Metro
• Mark I Specification Sheet including Electrical Schematics and Traction Curves; French