Toronto Rocket
| Company type | Rolling stock |
|---|---|
| Industry | Public transportation |
| Founded | 2008 |
| Founder | Bombardier Transportation |
| Headquarters | Thunder Bay, Ontario , Canada |
| Products | Subway trains |
| Owner | Toronto Transit Commission |
The Toronto Rocket (TR) represents the fifth and most recent generation of rolling stock deployed within the Toronto subway network in Toronto, Ontario, Canada. Owned and managed by the Toronto Transit Commission (TTC), these trains were manufactured by Bombardier Transportation in Thunder Bay, Ontario. Their introduction aimed to phase out the remaining H-series vehicles and accommodate increased ridership associated with the Spadina subway extension to Vaughan, which commenced operations in 2017. TR trains run as six-car formations on Line 1 Yonge–University and four-car formations on Line 4 Sheppard, with maintenance and storage conducted at both the Wilson and Davisville Yard facilities. The initial six-car TR train began service on Line 1 in July 2011, while four-car sets were introduced on Line 4 starting May 2016.
Drawing on the design principles of the Bombardier Movia platform, the TR series is distinguished as the first subway train in North America to feature fully open gangways, enabling passengers to traverse the entire length of the train seamlessly. Presently, these trains are the sole models in Toronto compatible with the communications-based train control (CBTC) system, which replaced the traditional fixed-block signalling on Line 1 between 2017 and 2022—beginning with the extension to Vaughan Metropolitan Centre station, inaugurated on December 17, 2017. Since November 2022, operation of these trains has been streamlined such that a single operator is responsible for both driving and door management.
Originally identified as T35A08, the "Toronto Rocket" designation was selected through a public naming contest. The procurement of these vehicles was financed through a partnership involving the City of Toronto (Toronto Transportation Services), the Government of Ontario (Ministry of Transportation), and the Government of Canada (Transport Canada).
History
The initial procurement in 2006 consisted of 234 cars, assembled into 39 six-car fixed trainsets intended to replace aging H4 and H5 subway cars; subsequently, H6 units, predominantly operating on Line 2, were also retired. Production commenced in 2008 with deliveries anticipated by late 2009 and service entry projected for early 2010. However, delivery schedules were disrupted due to Curtis Doors’ bankruptcy, a critical supplier of door systems.
On May 6, 2010, TTC activated a contractual option with Bombardier for an additional 186 cars (31 six-car trainsets) to phase out the H6 fleet and meet capacity demands for the forthcoming Spadina Subway extension to Vaughan Metropolitan Centre. This extension was initially slated for completion by mid-2015 to align with the Pan American Games but ultimately opened on December 17, 2017.
The first TR trainset arrived on October 1, 2010, with a public unveiling at Downsview station (renamed Sheppard West) on October 14. From October 2010 through July 2011, extensive testing was conducted on Line 1 before commencing passenger service on July 21, 2011. In March 2014, an order for ten more trainsets (60 cars) was approved, raising the total fleet size to 80 six-car sets (480 cars).
In March 2015, TTC announced plans to replace T1 trains on Line 4 Sheppard with TR units ahead of implementing automatic train control (ATC) on Line 1—a transition initially targeted for completion by 2020 but postponed until 2022. Additionally, TTC evaluated modifying a six-car train into a four-car configuration to trial one-person train operation (OPTO), a system previously employed on S-series trains along Line 3 Scarborough until its closure in 2023. TR trains commenced service on Line 4 in May 2016 staffed by two crew members before transitioning to OPTO by October that year. The OPTO model was progressively adopted on Line 1 between 2021 and 2022.
In mid-2016, due to a shortage of T1 trains caused by malfunctioning air-conditioning units during a summer heatwave—highlighted when Toronto Mayor John Tory accepted a Twitter challenge to ride an overheated T1—the TR trains temporarily operated on Line 2.
Amid the COVID-19 pandemic, select seats aboard Toronto Rocket trains were designated off-limits to promote social distancing; these seats were clearly marked using laminated signage attached to both fixed and folding seating areas.
Design
The TR series trains, akin to Bombardier's T-series models, incorporate numerous improvements aimed at enhancing accessibility and overall passenger comfort. Notable design features include:
- Fixed configurations of either four or six cars with fully open gangways, replacing the former married pair arrangement and boosting capacity by approximately 10% on the routes they serve.
- An increased number of accessible seats per car—double that of the T-series—equipped with automatic folding mechanisms to accommodate mobility aids such as wheelchairs, strollers, bicycles, and walkers. These priority seats are distinguished by blue exterior lighting and upholstered in blue velour fabric, while standard seats use red velour.
- A fresh interior palette consisting of cream-colored walls, unpainted stainless steel door frames, grey flooring accented with red tactile markings for navigation, and red vinyl-covered stanchions designed to assist visually impaired riders. Multiple surfaces feature antimicrobial treatments.
- State-of-the-art passenger information systems featuring digital orange LED displays that indicate upcoming stops, connections to other lines or terminals, directional arrows, and audible alerts specifying which side doors will open. LED route maps highlight current and forthcoming stations, with transfer points marked in yellow. Additional safety is provided through door-closing warnings accompanied by a three-tone chime. Video monitors convey safety announcements, TTC advertisements, social media updates, and next station identifiers.
- Improved security measures including two-way intercoms for communication between passengers and crew, integrated evacuation ramps located at each train end for rapid detrainment, and four CCTV cameras mounted on the ceiling of every car to monitor activity.
- Operator cabs occupying the full width at train ends enhance crew protection. These cabs include platform access doors that prevent public exposure during operations. The traditional railfan window has been replaced by a one-way mirror embedded in the cab door to maintain visibility while ensuring operator privacy. The cab’s sloped aerodynamic front features bright orange digital LED displays for destination and run numbers instead of conventional rollsigns.
- Half-seats positioned near cab doors offer leaning support for commuters during busy periods.
Retrofits
By January 2016, all TR trains had been retrofitted with yellow plastic straps mounted beneath HVAC units and equipped with audible door-opening announcements triggered by train direction to better serve visually impaired passengers. Moreover, external speakers and destination signs placed on the train’s exterior sides were added to audibly convey route information and improve clarity of service details.
Lines serviced
- Yonge–University line (2011–present)
- Sheppard line (2016–present)
Tendering process
During the procurement phase, Oakville-based Siemens Canada was a contender against Bombardier. Councillors Karen Stintz, Denzil Minnan-Wong, and Rob Ford opposed awarding the contract exclusively to Bombardier without competitive bidding, citing concerns that union affiliations influenced proponents and potentially hindered achieving the most advantageous financial terms for the city.
Mobility issues
In 2011, some users of mobility devices reported challenges when boarding or disembarking TR trains due to discrepancies between train floor height and platform levels or the design of door thresholds. TTC representatives actively pursued modifications to enhance accessibility.
The absence of centre poles in the train interior reduces available handholds for standing passengers. Instead, swinging straps are suspended from lateral overhead poles except near car ends where ventilation units are installed overhead.
"Initial Challenges"
In March 2012, TTC representatives explained that incidents involving door thresholds were due to early-stage "initial challenges." Another issue concerned a slight lag in door opening following the train's complete stop. Unlike previous models where the door release interlock could engage just before or immediately after halting, the TR trains require confirmation of a full stop by onboard computer systems before doors can be opened, resulting in a delay of approximately one to two seconds.
By December 2012, the TTC escalated concerns about ongoing door functionality problems by requesting a high-level discussion with Bombardier. The TR trains are programmed to remain immobile until every door is securely closed; if the doors fail to close properly three times in succession, the system necessitates a reboot, which removes the train from operation and leads to delays on Line 1.