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Canadian Rail '*=' Canadian Rail '*=' No. 315 APRIL 1978 f I \ \ \ \ • • \ rSSN 0008-4875 Published monthly by The Canadian Railroad Historical Association P.O. Box 22, Station B Montreal Quebec Canada H3B 3J5 EDITOR: M. Peter Murphy EDITOR EMERITUS: S. S. Worthen BUSINESS CAR: John Welsh OFFICIAL CARTOGRAPHER : William A. Germani uk LAYOUT: Michel Paulet CALGARY & SOUTH WESTERN L. M. Unwin, Secretary 1727 23rd Ave. N.W., Calgary Alberta T2M lV6 COVER PHOTO: OTTAWA A pair of class H-5 subway cars D. E. Stoltz, Se cretary newly arrived from Hawker-Siddley P. O. Box 141, Station A, Ottawa, Canada, Ltd. posed in the Davis­ Ontario K1N 8Vl ville Yard of the TTC . Part of a 138 car, $67 million order, PACIFIC COAST several of the cars are now in R. Keillor, Secretary service and delivery continues P. O. Box 1006, Station A, Vancouver on a regular basis from the British Columbia V6C 2Pl bui 1der. ROCKY MOUNTAIN OPPOSITE: C. K. Hatcher, Secretary Thi sis the way it was back on P. O. Box 6102, Station C, Edmonton July 17, 1948 as TTC Peter Witt Al berta T5B 2NO #2958 and trailer 3013 clattered over the special-work in front TORONTO & YORK DIVISION of Union Station. Although J. C. Kyle, Secretary these type of cars never gained P. O. Bo x 5849, Terminal A, Toronto great popularity in Canada, Ontario M5W 1P3 Toronto depended on the Peter Wi tt type car to provi de the WINDSOR-ESSEX DIVISION backbone of their service for R. Ballard, Sr., Secretary years. Photo courtesy CRHA 300 Cabana Road East, Windsor, Archives, E.A.Toohey Collection. Ontario N9G lA2 M.F?Murphy.Toronto . .. :Transit. ,. .. ' Photos and Information by Ted Wlckson : . On january 16,T978 Ted Wickson of the TTC caught this test hain (for motorman training) southbound on the yet to be opened S p<ldina Subway approac;,hing. EglintonW·est Station. • As the line was n.ot yet .open to revenue passengers the crew didntt worry about .uch details as a tOJrectly rea~ing d~&tination sign. ' Toronto Transit Most Canadian cities have various modes of public transportation ranging from diesel surface buses to rubber tired subway systems, but no other transit system in Canada has so successfully integrated five modes of public transit as has Toronto's. The Toronto Transportation Commission operates both diesel and trolley buses, streetcars, a subway, and all of these in co-operation with the Government of Ontario's GO Transit rail commuter system. While we have covered several aspects of Toronto's transit scene in past issues of Canadian Rail we are pleased to bring you up to date with the fast moving developments with Canada's most integrated transit system. The most significant new development is the opening on January 28, 1978 ,0f the 'new Spadina Su'bway. T-his 6.17 mile 1"Ong addition brings to just under thirty-two the number of miles of subway Toronto has in service. The official opening ceremonies were held at the St. Clair West station on January 27 where at 2;30 PM the Honorable William G. Davis, Premier of Ontario offici­ ally opened the line. On Saturday January 28, entrance to all of the eight new stations was free to the public between 6;00 AM and 5;00 PM. Many of the architects and artists were on hand to discus~ their part in the project, with the various interested passengers. The Spadina Subway runs south from a northerly terminal station at Wilson Avenue, and links up with the Yonge-University subway at St. George's Station. Passengers have the choice of a direct, through subway ride to and from northwest Metropolitan area and downtown via the University Avenue, or transferring to the crosstown, east-west Bloor Danforth subway at Spadina or St. George stations. Special attention has been paid to the decor of the eight new stations (Wilson, Yorkdale, Lawrence West, Glencairn, Eglinton West, St. Clair West, Dupont, Spadina) by the creations of nine Canadian artists which grace the interiors. Originally estimated at a cost of 5220 million to con­ struct, the Toronto Star reported that the final cost would be in the order of 5215 million, some $5 million under the previous projection. This cost is being shared by the Province of Ontario and Met r 0 pol it anT 0 ron to, 75% and 25% res p e ct i vel y • Several methods of construction were used in building the line, cut-and-cover from St. George's Station to Davenport Road, tunnel to the Nordheimer Ravine, and again cut-and-cover to Eglinton Avenue. From Eglinton Avenue the line continues north on the median strip of the William Allen Expressway to the terminal station at Wilson Avenue. Alignment of the .. Spadina Rapid Tlan/it line II Wilson' Yard :-t\'\' WILSON ~ Y; Wilson Ave. '" ./' A ~ METHODS OF CONSTRUCTION Open right of way (3.1 0 miles) _ Yo rkdal e Centre Cut and cover (2 .70 miles) '1I/III/IIIIh Tunnel ( .37 mile) •• Station YOI KDALE I Existing subway .. LAVI RENCE Lawrence Ave . - WEST Glencairn Ave . N • GLENC AIRN ( EGLIN ON WEST - :: Eglinton Ave. u5 .... u5 c :=:.::;::. .~ ~ ~ ::J ~ ::J ~ £ ~ t1l 0 ~ co ~ ~~ ~ ~ St. Clair Ave. ·bST. CLAIR ::: WEST --:::, --:::.. -ci a: u5 Q) Q) ::J OJ C C Q) '. > ~ • <{ Dupont St. •:::: DUP PNT ~ ~ :; <{ ;; t1l .5 "0 t1l ~DI ~A c. ~SP Bloor St. C/) ~~, T.G EC GE CANADIAN 104 R A I L Each station is distinctivly different, here we see the layout at Lawrence West Station. Passenger platforms are 500 feet long and the design has been carefully approached with the passenger flow foremost in mind. CANADIAN 105 R A I L This is the impressive TTC facility at Wilson Stotion (the northern terminal) looking north. The station is bottom center, 'kiss n'ride' loop bottom left, bus garage center left, subway yard and carhouse center top. Note the double tunnel under the southbound highway to permit access to the median strip. CANADIAN 106 R A I L Because of initial eauipment shortages th e TTC operated some trains consisting of the origional Gloucester cars over the newly complet ed Spadina line . Here we see two trains about to pass each other just south of Glencairn station on February 17,1978. CANADIAN 107 R A I L !r J , .. ' I , .' TTC's newest subway locomotive RT-18 is seen here pushing dead cars into the carhouse at Wilson Yard for storage until the third rail is energized. The photo was taken by Ted Wickson in December 1977. SUBWAY Toronto Subway In all underground sections of the Spadina subway, trains will literally ride on rubber. Natural rubber components that float the track-support system have been designed to reduce the problem of ground-borne vibrations from trains. The new system consists primarily of large, pre-cast concrete block double ties supported on resilient pads of natural rubber. The concrete ties are approximately 10 feet wide and 5 feet long. They are spaced about two inches apart and supported on rubber pads measuring 13 inches in diameter and 3 inches in thickness. The ties are laterally supported from the subway structure and from each other with rectangular pads. It is expected that this new double insulation technique will reduce noise and vibration by 12 to 16 decibels. Track on the Spadina subway weighs 115 pounds per yard rail compared to the 100 pounds per yard rail used on previous subway lines built in Toronto. This change to heavier rail was based on results of a TTC test installation on a section of the Bloor-Danforth subway. The heavier rail noticeably improved train ride and, used in combination with the new concrete ties, is expected to require less m~intenance and to have a longer life than lighter rail. Trains in this new portion of subway will operate in the following maner, during mid-day and evening hours and all day on weekends and holidays, all trains will run from Wilson to Finch station. During morning rush hours, trains will run between Wilson and Eglinton station and between St. Clair West and Finch stations. In the afternoon rush hour period, trains will operate between Finch and St. Clair West stations and between Finch and Wilson stations. During morning rush hours, trains will run every 4t minutes between Wilson and Eglinton stations and also between St. Clair West and Finch stations. This schedule provides a combined 2t minute service over the section of line between St. Clair West and Eglinton stations. FI .... CH TORONTO SUBWAY SYSTEM SMEPPARO 0 ~ WILSON z ~ 0 \"ORKOAlE - ~ Z LAWRENCE WEST LAWRENCE GlENCAIRN N EGLINTON WEST EGllNTON IIII .... DAVISVILLE 0 <:0 ,.; 5T CL.AIR ; z SUMMeR Z : MILL 0 4 ~ w z ~ ~ ~ . .~ z 0 ~ ~ ~ :. ~ ~ ;; IIII z .0 z ~ ~ z z ~ :> ~ :> ~ B: 0: !\ ~ x w 0 :l 0 ~ 0 :. g " I ;0 alOOR ST. • / • SPAOINA. • SLOOR . VONGE DANfORTH AVE. II ~ W(LUSUY COlUGE r OUNO-,\S To.ONTO TRANSIT COMMISSION INFORMATION 48A-4.S44 QUEEN lONC UNION CANADIAN 110 R A I L In the afternoon rush hour period, trains will run eve ry 4t minutes between Wilson and Finch stations and also between Finch and St. Clair West stations. This schedule provides a combined 2t minute service over the section of lin e betwee n Finch and St . Clair West stations. Some typical trip times from the new stations will be as follows: Wilson to St. George 17 minutes Wilson to Qu een's Park 20 minutes Wilson to Union 24 minutes Wilson to Quee n 26 minutes Lawrence West to St. Patrick 18 minutes Lawrence West to Queen 23 minutes St.
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