Click on the thumbnails to see the plans for the T-1 and two photos of T-1s in production, courtesy of George Davidson

Click here to see an outline and plan
Video Clip of a T-1 being delivered - by Aaron Adel (838K)

During the 1990s, a lot of consolidation occurred to the public transit vehicle production industry. UTDC, which had been responsible for Toronto's current fleet of CLRVs and ALRVs as well as the ICTS trains operating on the Scarborough RT, was sold by the Ontario government and foundered briefly as an independent corporation. Eventually, it was bought out by Bombardier. Hawker-Siddeley, which had been building Toronto's subway cars since the 1960s, was also bought out by Bombardier. By the mid 1990s the TTC was dealing with an aggressive tram and car producer that was already making a name for itself in Europe as one of the world's best manufacturers of such projects.

Interior shot of 5022 eastbound leaving Pape station. Photo by David Cavlovic.

When the changeover occurred, the TTC was considering another large purchase of new subway cars, to replace the aging M-1 and H-1 series, and to prepare for the opening of the Sheppard Subway. The TTC decided to work with Bombardier to design and build a significantly improved subway car design. Concerned with crowding, the TTC wanted to cut down on the time it took for people to board or leave each car. They specified a design with wider doors, more standing room, and fewer obstructions. Advanced electronic systems were also added (a 'T' shape "joystick" controller and a computer screen displaying systems data, with power by three-phase AC traction motors), and would make the T-1 incompatible with any other car in the system (although the T-1s could be coupled to other types for emergency towing).

This shot illustrates how the T-1 is more accessible to wheelchairs. Photo by Aaron Adel

The TTC field tested some of these improvements in a modified H-5 car (#5796), which was unveiled to the press on February 12, 1991, and put into service on April 8, that year. Although the TTC was not able to expand the width of the doors, or modify the cab controls from H-5 to T-1 standards, they were able to show to passengers what a car without centre poles and more standee room looked like. The initial design featured no forward facing seats. The public response, gathered over the next six months, was generally positive on most of the features, but many objected strenuously to the seating arrangements, and the feedback was submitted to Bombardier. Bombardier and the TTC resolved to alter the seating arrangement to allow for forward facing seats, bringing up seating capacity from 54 to 66. The forward facing seats were added to car 5796 in March 1992.

On May 21, 1991, the TTC decided to replace, and not rebuild, the M-1 and H-1 series cars. On August 20, 1991, the Commission approved the purchase of 216 new cars, at an estimated cost of $580 million, a purchase the OMB approved on October 22 of that year. A pair of prototype T-1 "shells" were delivered in the on April 28, 1995 to Hillcrest Shops, where they were transferred, by truck, to Davisville Yard two days later. These were empty cars with an unfinished interior and was not seen by the general public. Tests were performed at night, including loading these cars with enough material to simulate a crush load. Finally, starting on October 11, 1995 and finishing on November 9, cars 5000 through 5005 were delivered as a six-car test train. These cars were placed into revenue service on March 11, 1996, after a test run with media on board. On March 13, they were assigned to operator training for three weeks, before being used to open Downsview station on March 29, 1996.

Interior view of the extra wide T-1 doors. Photo by Aaron Adel.

The T-1s have significantly wider doors. To compensate for this, some three-person side-facing seats have been cut to two, and the windows have been cut down in size. To remove obstructions to standees, centre poles have been replaced with overhead grab-bars (an uncannily similar feature that was exclusive to the Gloucesters). All of this, plus locations specifically designed for wheelchairs, with attachment points and seats that tilt out of the way, has allowed the T-1s to be marketed as the accessible train. With more and more wheelchair elevators being installed throughout the subway system, the T-1s will be the cars best designed to handle such passengers on wheelchairs.

General rule of thumb. The older the T-1 the more likely it is to be seen on the Bloor-Danforth line. Photo by David Cavlovic.

The T-1's were numbered from 5000 up, replacing the numbers used by the long-retired Gloucester series cars. The TTC was so pleased with the new vehicle that initial order of 216 vehicles (which enabled the replacement of the M-1 and H-1 series cars) was expanded in June 1998. Ordering an additional 156 cars on the back of the original 216, instead of making a separate order, the TTC was able to keep the workers in Thunder Bay employed several more months, drop the per-car purchase price dramatically and save itself over $100 million. With the additional 156 cars, the TTC will be able to replace the H-2 and H-4 series cars a little earlier.

The T-1s initially had a problem with 'scratchiti', but solved the matter with an information campaign and vigilance. The T-1s are a popular addition to the TTC fleet, for their smooth acceleration and slick appearance. The design has also been successfully sold by Bombardier to New York City and is also being marketed elsewhere. The T-1s are currently providing base service on the Yonge-University-Spadina line, and were kept off of the Bloor-Danforth subway line for months due to incompatible radio designs. This is slowly changing and, as of January 1, 2001, there were fifteen T-1 trains stored at Greenwood. As the fleet increases in size, you will see more such trains on both lines.

T-1 Specifications (based on preliminary sheet from Bombardier; updated by TTC)

Weight and capacity

Car weight (W1-tare): 33095 kg (72960 lb)
Car weight (W4-service): 50105 kg (110460 lb)
Car weight (W5-crush): 54527kg (120210 lb)
Seated passengers per car: 66
Standing passengers per car: 184
Crush load: 315

Dimensions

Length (over anti-climbers): 22698 mm (74' 5-5/8'')
Length (over coupler faces): 22787 mm (74' 9-1/8'')
Width (over side sheets): 3134 mm (10' 3-38'')
Maximum width: 3150 mm (10' 4'')
Height (rail to roof): 3658 mm (12' 0'')
Height (rail to top of floor): 1105 mm (43-1/2'')
Doorway width (side, clear opening): 1524 mm (5' 0'')
Doorway width (end, clear opening): 711 mm (28'')
Doorway height (side): 1930 mm (6' 4'')
Floor to ceiling height (high ceiling): 2184 mm (7' 2'')
Wheel diameter (new): 711 mm (28'')
Truck wheelbase: 2134 mm (7' 0'')
Truck centre distance: 16459 mm (54' 0'')
Track gauge: 1495 mm (58-7/8'')

Performance

Maximum design speed: 88 km/h (55 m.p.h)
Maximum operating speed: 80 km/h (50 m.p.h.)
Acceleration rate: 0.85 m/s2 (1.9 m.p.h.p.s)
Service braking: 1.30 m/s2 (2.9 m.p.h.p.s)
Emergency braking: 1.38 m/s2 (3.1 m.p.h.p.s)
Minimum lateral curve radius: 116 m (380')
Minimum vertical curve radius: 610 m (2000')

Electrical system

Power fed by third rail: 600 VDC
Auxiliary voltage: 120/208 VAC
Low voltage: 36.4 VDC
Interior lighting: Fluorescent

Miscellaneous

Carbody: Aluminum and steel
Propulsion system: AC motors
Truck type: Fabricated truck, M-A-N design
Number of trucks: 2
Primary suspension: Chevron elastrometric springs
Secondary suspension: Air springs
Braking: Pneumatic/rheostatic/regenerative (no brake pipe)
Heating: Overhead and baseboard heaters
Air conditioning: Split system, 12 tons
Wheelchair location: 1
Couplers: Automatic
Drawbars: Between cars of married pair
Monitoring system: On-board computer with diagnostic

Inspecting the New Arrivals

	Here's an interior shot of subway car 5796, renovated into a prototype T1 to show off the proposed interior. Note the bench seating that the T1 models dropped. This photo was taken on February 13, 1991. Photo by Robert Lubinski.
	The production model T-1 cars are examined as they are delivered. After being towed to Davisville Station, every piece of equipment is checked, especially the control panel wiring.
	There are sufficient facilities for inspection at Davisville, including this work pit for looking beneath the hood, as it were...
	Here we see the interior of a T1 with diagnostic equipment all set up and running.
	Careful attention is paid to the trucks and the electrical components...
	Here's a shot of the front of the T-1 car looming over the inspection pit.
	In preparation of the Sheppard Subway, the newest T-1 cars have been shipped with the Sheppard termini included on the rollsigns.
	Here's another shot of T-1 5093 on elevated rails.
	Another shot of T-1 5093 under inspection...
	Here's a shot of the coupler between a married set of T-1 cars.
	A shot underneath the car. Photo by Aaron Adel
	A T-1 in service. Photo by David Cavlovic

Thanks to Mark Brader and Ray Corley for correcting this web page and offering additional information.

References

Corley, Ray F., Subway Car: Aluminum Class T-1 Cars (AC Propulsion), The Toronto Transit Commission, Toronto (Ontario), September 1998.
'New T-1 Subway Cars', Rail and Transit, March-April 1995, p14, The Upper Canada Railway Society, Toronto (Ontario).

Transit Toronto

The T-1 (Toronto) Series Cars (1997-?)