Editing Line 3 Scarborough (section)

==Rolling stock==
[[Image:Kennedyloop.jpg|thumb|The abandoned loop at [[Kennedy station]], which became a dead-end tail track in 1988]]
[[File:Scarborough RT train (2021).jpg|thumb|upright|S-series train heading north toward [[Lawrence East station]], 2021]]

{{main|S series (Toronto subway)}}
{{see also|Toronto subway rolling stock|Innovia Metro}}
The 7 four-car trains used exclusively on the Scarborough line were developed by the [[Urban Transportation Development Corporation]] (UTDC), then an Ontario [[State-owned enterprise#Commonwealth|Crown corporation]] but later sold to Bombardier Transportation<!--Don't mention Alstom as the purchase happened decades after the trains were manufactured-->. The business proposal initially bore little fruit—a proposed pilot project in [[Hamilton, Ontario|Hamilton]] was cancelled after meeting widespread public opposition, and the only other transit systems to use the technology, named the Intermediate Capacity Transit System (ICTS), at the time were [[Vancouver]]'s [[SkyTrain (Vancouver)|SkyTrain]] and the [[Detroit People Mover|People Mover]] in [[Detroit]]. After Bombardier took over UTDC, it redesigned the technology with newer, longer cars, used to expand the SkyTrain network and also for new installations across the world. ICTS was rebranded as "Advanced Rapid Transit" (ART) and became a success for the company. Later, the technology was again rebranded, this time as [[Innovia Metro]].

One unusual feature of the ICTS cars was that they were driven by [[linear motor|linear induction motors]]: instead of using [[electric motor|conventional motors]] to turn the wheels, they pushed themselves along the route using alternating flat [[magnet]]s reacting with the distinctive diamagnetic [[aluminum]]<!--Don't bypass redirect per [[WP:NOTBROKEN]]--> metal plate that ran down the centre of the tracks. This system required very few moving parts and therefore led to lower maintenance costs. When the car motors were accelerating, they actually lifted the car off the track an extremely small distance, repelling against the aluminum plate.<ref>{{cite book |url=https://books.google.com/books?id=f0_XvdbL620C&q=Linear+repulsion+motors&pg=PA13 |title=Linear motion electromagnetic devices |first1=Ion |last1=Boldea |first2=S. A. |last2=Nasar |year=2001 |publisher=Taylor & Francis |isbn=9789056997021 |access-date=November 1, 2020 |archive-date=June 1, 2022 |archive-url=https://web.archive.org/web/20220601010004/https://books.google.com/books?id=f0_XvdbL620C&q=Linear+repulsion+motors&pg=PA13 |url-status=live}}</ref> This micro-lifting prevented the [[Bogie|truck]] wheels from making a solid electrical contact with the track. <!-- Comment from an engineer involved in the design: the net vertical force is actually down not up and has very little impact on the normal force at the wheel–rail interface. Fourth Rail was chosen to eliminate stray current problems and is common on modern systems globally --> Instead of using the conventional method, in which motive power is supplied by a single [[third rail]], with return current travelling through the running rails, a separate positive- and negative-power rail were provided on one side of the track. Regarding the accelerating trucks and the micro-lifting, the truck wheels had a somewhat larger flange than normal to keep the car inline on the track during the micro-lifting.{{original research inline|date=April 2017}} The linear induction motors also allowed the cars to climb steeper grades than would be possible with traditional subway technology since wheel slip was not an issue.

The trains were also able to be operated exclusively by computers, becoming one of the earliest installations of [[Standard Elektrik Lorenz]]'s "[[SelTrac]] IS" system (now owned and delivered by [[Thales Rail Signalling Solutions]]), doing away with the need for a human operator. However, due to opposition from the transit [[Trade union|workers' union]] and public perception, [[Train driver|operators]] were retained; the union has firmly opposed driverless trains.<ref>{{cite web |url=http://gttavisions.blogspot.com/2006/11/ttc-eyes-driverless-subway-toronto-star.html |title=TTC eyes driverless subway |work=[[Toronto Star]] |first=David |last=Bruser |date=November 17, 2006 |access-date=December 8, 2007 |archive-date=February 29, 2008 |archive-url=https://web.archive.org/web/20080229180026/http://gttavisions.blogspot.com/2006/11/ttc-eyes-driverless-subway-toronto-star.html |url-status=live}}</ref> (Other systems took full advantage of the automated operation and Vancouver's SkyTrain has been automated since 1985 without incident.) The Line 3 trains had only [[One-person operation|one operator]] since inception.<ref>{{Cite web |last=Munro |first=Steve |date=November 10, 2022 |title=TTC Service Changes Effective November 20, 2022 (Updated) |url=https://stevemunro.ca/2022/11/10/ttc-service-changes-effective-november-20-2022/ |access-date=December 13, 2022 |website=Steve Munro |language=en |archive-date=December 14, 2022 |archive-url=https://web.archive.org/web/20221214010856/https://stevemunro.ca/2022/11/10/ttc-service-changes-effective-november-20-2022/ |url-status=live}}</ref> In practice, the Scarborough line trains [[Automatic train operation|drove themselves]]; the operator monitored their operations and controlled the doors.<ref>{{Cite news|last=Claridge|first=Thomas|date=April 18, 1984|title=First of new transit cars arrive for $196 million Scarboro line|pages=M.3|work=The Globe and Mail|issn=0319-0714}}</ref> One of the features which was not implemented at the time of Scarborough line's opening was the automated audible-only next-stop announcement system, which was introduced in January 2008 and meant operators were no longer required to announce stops manually. These announcements feature the voice of Susan Bigioni, a TTC employee, who also voiced the announcements for the [[T series (Toronto subway)|T1 series]] and the [[H series (Toronto subway)|retired H4, H5, and H6 trains]].

In June 2024, the Detroit People Mover transit system announced the purchase of 12 Mark I trainsets (24 railcars)<!-- Terminology: Detroit News said "12 railcars" (presumably 12 trainsets or 24 railcars). Trains magazine said "five trainsets" (perhaps 20 railcars in 4-car sets?) and the TTC said "most of the SRT cars" excluding 3 of the 28 car fleet. --> and equipment from Line 3. Their transportation to and integration with the Detroit People Mover was projected to take over a year and a half. The purchase would replace the system's existing train sets with upgraded features, along with providing much-needed parts needed to keep the system functional.<ref>{{Cite web |last=Rahal |first=Sarah |title=New railcars are coming to the Detroit People Mover from Toronto |url=https://www.detroitnews.com/story/news/local/detroit-city/2024/06/10/new-railcars-coming-detroit-people-mover-from-toronto/74046078007/ |access-date=June 11, 2024 |website=The Detroit News |language=en-US}}</ref><ref>{{Cite web |date=December 20, 2023 |title=Toronto near deal to sell Scarborough RT cars to Detroit |url=https://www.trains.com/trn/news-reviews/news-wire/toronto-near-deal-to-sell-scarborough-rt-cars-to-detroit/ |access-date=December 21, 2023 |website=Trains |language=en-US}}</ref> Two railcars were sent to the [[Halton County Radial Railway Museum]] for preservation. One car would be provided to the [[Toronto Zoo]].<ref name="TTC-CEO-2025-01">{{cite web |url=https://www.toronto.ca/legdocs/mmis/2025/ttc/bgrd/backgroundfile-252258.pdf |title=CEO's Report January 2025 |publisher=[[Toronto Transit Commission]] |accessdate=January 22, 2025 |page=7 |archive-url=https://web.archive.org/web/20250122204341/https://www.toronto.ca/legdocs/mmis/2025/ttc/bgrd/backgroundfile-25225 | archive-date=January 22, 2025 |url-status=live }}</ref>