The H series is the third series of rapid transit rolling stock used in the subway system of Toronto , Ontario, Canada. They were built in six production sets, named H-1 to H-6, from 1965 to 1990 in Thunder Bay , Ontario, for the Toronto Transit Commission (TTC). The entire rolling stock was retired in 2014, though thirteen remaining cars still exist as work cars, including three H-1 cars.
22-513: (Redirected from H-series ) H series may refer to: H series (Toronto subway) , a line of subway cars Isuzu H series , a line of trucks QI (H series) , the eighth series of the TV quiz show QI See also [ edit ] G series (disambiguation) I series (disambiguation) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with
44-719: A change from camshaft to chopper control , and regenerative braking . The T-1 built on those advances (such as changing from a rotary-type to a fore–aft, joystick -type controller) while integrating new computer technology (analogous to the New Technology Train of the New York City Subway ), creating a more modern train. The T-series cars were the first TTC cars to use AC propulsion , rather than DC propulsion as used in all previous rolling stock, all of which are now retired. Other improvements included wider entry and exit doorways, flip-up seats for
66-491: A four-car configuration on Line 4 Sheppard until the retirement of the last remaining H-series trains in 2014 and until the implementation of one-person train operation on the latter in 2016. The T-1 cars entered service between 1995 and 2001 and became the mainstay of the TTC subway fleet. By 1999, they had replaced the older M1s , H1s, H2s and prototype H3s , along with some H4s, many of which had been in revenue service since
88-811: A platform based on the predecessor H-series cars. 48 cars based on the H-1 model were built and used for the Expo Express in Montreal , for Expo 67 . 108 modified H-6 cars were produced for the Ankara Metro by Bombardier from 1996 to 1997. The H-1 and H-2 cars were replaced by the T1-class cars . The last 12 remaining H-1 cars were retired on November 29, 1999. All of the H-2 cars were retired by September 28, 2001. Nearly all H-1 and H-2 cars were scrapped, although
110-639: A round-trip on the YUS line. That trip began at Wilson station en route to Finch station. On the return trip, the train encountered technical difficulties at Eglinton West station, meaning the train had to go out of service. While many H-5 subway cars were scrapped, some cars were sent to the United States for refurbishing and were expected to be shipped to the Lagos Metropolitan Area Transport Authority of Nigeria for
132-466: A very small amount of H-1 cars are used as subway work vehicles. Some H-4 cars were retired when T1-series cars were delivered. In 2006, the TTC placed an order with Bombardier Transportation for the first 39 articulated Toronto Rocket (TR) trains to be operated on the Yonge–University-Spadina (YUS) line. This allowed the TTC to retire the remaining H-4 and H-5 cars. A contract option
154-542: The Lagos Rail Mass Transit project. The H-6s were the only version of the H series still in service when, on June 20, 2014, the last H-6 train took its final run on Line 2 Bloor–Danforth. The round-trip began at Greenwood station, and headed eastbound to Kennedy station, then westbound to Kipling station and back to Kennedy station where the train was decommissioned. This marked the end of all remaining H-series subway trains which had been in service with
176-822: The Toronto Transit Commission (TTC) in 1992 and built in one production set between 1995 and 2001 by Bombardier Transportation in Thunder Bay , Ontario, Canada. Currently based entirely out of Greenwood Subway Yard , the T-1s are the older of the two currently active series of rolling stock on the heavy-rail lines in the Toronto subway network. Following the introduction of the newer Toronto Rocket train sets, all T-1 trains now operate exclusively in six-car configurations on Line 2 Bloor–Danforth . They previously operated on Line 1 Yonge–University and in
198-456: The 1960s. The T-1s had many of the same technical specifications of the H series, including the same married pair configuration, and incorporated many of the design elements that had been refined throughout the H-series program. Each model in the H-series production run improved on the last, adding features such as a single-handle controller for acceleration and braking, air conditioning ,
220-659: The H-6s were scrapped after retirement in 2014. However, the 75 H-5 cars sent to the United States were scrapped in August 2015 after Eko Rail decided to purchase newly made cars from the Chinese rolling stock company CRRC Dalian . T series (Toronto subway) The T series , also known as the T-1 , is the fourth series of rapid transit rolling stock used in the subway system of Toronto , Ontario, Canada. They were ordered by
242-609: The TTC after 49 years. (The H-6s were replaced by more T1s, which had been transferred from Line 1 to Line 2 following the arrival of more TR trains.) It was reported that some H-6 cars were to be sold to the Lagos Metropolitan Area Transport Authority for use on a new Lagos Light Rail project (along with some of the already-retired H-5 cars). However, TTC officials later announced that the deal had been cancelled. Only 75 H-5 cars were shipped to Lagos following their retirement in 2013 and all of
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#1732772188075264-525: The TTC is in the process of installing CCTV cameras on the remaining T-1 subway fleet. The TTC also considered upgrading the fleet to run on an automatic train control (ATC) system, which it is in the process of installing to replace the current wayside signaling system on Lines 1 and 4 and is expected to install on Line 2 by 2030 in conjunction with the opening of the Scarborough subway extension . However, due to prohibitively expensive costs of such
286-417: The TTC's streetcar network . The facility was taken over by Bombardier Transportation in 1991, which has continued to produce all subsequent rolling stock for the subway. They include the successor of the H series, the T series , introduced in 1996 and which replaced earlier H-series (H-1, H-2, and the prototype H-3) trains by 1999. The remaining H-4, H-5, and H-6 trains were replaced between 2011 and 2014 by
308-575: The company was purchased by the Urban Transportation Development Corporation (UTDC), which then took over production. They operated alongside their predecessor models, the M series , while the H-6 trains replaced the last remaining G-series trains in 1990. All H-series cars were manufactured in a facility Hawker Siddeley inherited from Canadian Car & Foundry , which had earlier produced PCC streetcars for
330-402: The first cars with regenerative braking and air-conditioning systems. They had a brighter and more modern passenger interior. Black vinyl seats were replaced by red fabric seats. Individual seats replaced the padded bench seats used on previous models. The interior colour scheme consisted of red floors, cream walls, yellow doors and panels, and brown simulated wood grain panels. The H-6s replaced
352-403: The installation of wheelchair positions (which are now marked in blue velour to signify priority seating areas instead of the red velour used for other seats), and the removal of vertical stanchions along the car's centre line, making them the TTC's first subway cars to be wheelchair-accessible . The interior colour scheme consists of grey floors and walls and dark red doors and panels, unlike
374-469: The newest model, the Toronto Rocket . Based on the 75 ft (22.86 m) M1 , the early H-series cars improved on the design, notably by enlarging the operator's cab and using a single-handle controller. Revisions were made to the designs, and each production model in the H series improved on the last. The H-5s were the first subway cars in the TTC fleet to use chopper controls and were also
396-569: The original red G-class cars and were used almost exclusively on the Bloor-Danforth line, with no further H-series orders made. The H-6s were similar to the H-5s, but had light brown floors, and orange doors and panels. A prototype T-series car was built by UTDC in 1990–1991, and evaluated by the TTC. By the time the TTC was ready to order new cars in 1992, UTDC had been sold to Bombardier. Bombardier added new technology such as AC propulsion to
418-590: The retirement of the H-4 cars, between the fall of 2011 until January 27, 2012, when the last H-4 train made its last run during the morning rush on the Bloor-Danforth line. The H-4s were expected to be scrapped at Future Enterprises in Hamilton, Ontario, although some H-4 cars were retained for use as maintenance trains. The H-5 trains were replaced shortly thereafter by the arrival of more TR-series trains. The last H-5 train made its final service run on June 14, 2013, with
440-533: The simulated woodgrain panels used on the predecessor H-series cars. The T-1s have a life expectancy that allows them to remain in service until at least 2026; however, at the end of 2019, the TTC proposed an overhaul to extend the T-1 fleet's life by 10 years. The TTC started implementing mid-life upgrades for the fleet including LED-type interior lighting, along with side LED destination signs and external pre-boarding route and destination announcements. As of 2019,
462-542: The title H series . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=H_series&oldid=919257576 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages H series (Toronto subway) The first five sets were manufactured by Hawker Siddeley Canada until 1979, when
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#1732772188075484-552: Was exercised in 2010, when the TTC ordered 31 additional new TR trains making 70 trains in total. This allowed for the retirement of the H-6 subway cars on the Bloor–Danforth line and to have enough new TR trains available for the opening of the YUS line extension to Vaughan. With the arrival of the articulated TR trains in 2011, many T1-series trains were transferred from the YUS line to the Bloor–Danforth line. This allowed for
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