Civic Raiiwys MERGED VITH TORONTO RAILWAY CO, TOFORM TTC, &J.,,

At the time the Toronto Civic Railway's various rouLes Pares on the Civic Railway were laid down in City of Tor• wore built, the principal trolley operator in Toronto was onto by-law No. 6504. From 5«50 a.m. to midnight, adults paid the privately-owned , which was oper• two cents cash, with tickets at six for 10 cents. Children ating under a JO year franchise granted in 1891. The Toronto under nine years of age paid one cent, infants in arms trav• City Council was actively conaidering the acquisition of the elled free. The night fare was five cents cash,. This abnor• Toronto Railway for municipal operation upon the expiration mally low fare structure precluded any possibility of profit• of its franchise in 1921. The Toronto Railway was therefore able operation. Numerous attempts were made to raise the unwilling to make large capital expenditures to expand its fares to the level of those of the Toronto Railway Company, facilities, due to the prospect of being forced to sell out but the original low fare structure which had been adopted at prices fixed by an arbitration board. The Railway was not for political reasons remained. obliged to build lines in the districts annexed by the City after I89I. GSKRAKD ROUTE

The Gerrard route, in the eastern part of Toronto, was The City requested the Railway to build a number of such the first Civic car line to be completed and placed in oper• lines, but the latter declined to do so. The City then exer- ation. It commenced at the terminal of the Toronto Railway's sized the perogative vested in it by the agreement with the Parliament line, at and Greenwood Ave,, and Railway, to build such lines as were required when the Rail• ran eastward to Gerrard and Main Sts,, 5.5 miles distant. way failed to so when petitioned. Three such lines were pro- The route was almost level for half a mile from the Green• .jected in 1910, and active work was taken up on them that wood end, then climbed a steep grade averaging 2.5 per cent .year. Two more routes were built subsequently. for almost a mile, with a final steep ascent of 4.2 per cent entering . While the line was under construction, the materials used in building it were stored on a strip of Most of the Civic lines ware paved double track. The gauge the 's right of way a short distance west adopted was that of the Toronto Railway Company, 4'10 7/8". of York (now Danforth, CN.R.) Station, and forwarded to the Power was purchased from the Toronto Hydro-Electric System, scene of operations on a temporary narrow gauge railway. The and was fed to each route from a nearby T,H,E,S, substation. Gerrard route was double tracked, with 80 lb. "T" rail.

MAP OF THE

-TORONTO CIVIC RAILWAYS

_TORONTO RAILWAY CO.

TORONTO AND YORK RADIAL RY.

TORONTO SUBURBAN RY.

CITY LIMITS 3=

±\. CLAIR 3, J,„ t,'|RqUTE'

IdAe

i \ ' ''i ''i '% '^ S-I.VVE5TLAND JAN. 1950 Power was obtained from the East Toronto pumping station, The conatruotion material yard for the Danforth route was located I5OO feet east of the Main St. terminal, at Gerrard on the west aide of Coxwell Ave., between Hanaon Ave. and the St. and '.Vayland Ave. Grand Trunk Railway tracks. Although this property is now a ball park, it was uaed for many yeara by both the T.C.R. and Operation commenced on December 18, 1912. A aeven minute the Toronto Transportation Comraisaion. It wae here that the headway was maintained with four double truck cars. At first T.T.C.'a Witt typo care were unloaded from railway flatcara the cars were kept in a small shed near the east end of the when they arrived from the builders' plants. line, at Gerrard St. and Norwood Road. In 1915 a lin« was laid on Coxwell Ave. from Gerrard to Danforth, connecting the The route was built during 1912 and 1915, and was opened Gerrard and Danforth routea of the Civic Railway, and enabling for traffic on October 5C, 1915. The line was double track, the Gerrard cars to use the Denforth Carhouse upon ita com• paved with wood blocks. There waa no appreciable curvature pletion. or steep gradients.

Aa a result of the construction of this Civic Railway route The Danforth carhouae, which served both the Danforth and the Toronto i York Radial Railway (Scarborough Division) stub Gerrard routes, was built on the property at the south-eaat line from to Gerrard and Main, via Walter and corner of Coxwell and Danforth Avea. The building was a six Kimberley Sta., was abandoned in 1915 as the Civic connection track, "L" shaped structure of brick and terra cotta on a afforded more convenient acceea to the East Toronto area, with Bteel framework, with accomodation for 12 oars. It also corresponding decline in revenue on the Radial Railway's short contained the T.C.R,'a atorea, motor shop and machine shop; route. theae were housed in a rear wing, part of which waa in two stories. It was opened about the middle of 1915; prior to that date, cars on the two routes were operated from Gerrard ST. CLAIR RCUTE carhouae or from Hanson yard. The St..Clair route ran from Yonge St. to Station St. (near Caledonia Road), a distance of 5.14 miles. At the time that In 192c Birney cara were introduced on a short Danforch the line was built, the City decided to widen St. Clair Ave., route from Broadview Ave. to Greenwood Ave., run in conjunc• since much of the property fronting on it wae still vacant, tion with the double-truck Preston built cara on the complete and the project could be carried out with comparative ease. route. Accordingly the road between and was widened to 86 ft., and between Avenue Road and Station St., BLOOR RCUTE to IC9 ft. Theae generous wi tha made it possible to build a double track trolley line on a 55 ft. boulevard in the When the conatruotion of the Bloor route was firat con- middle of the road. Aa the street was undulating in profile, aidered, the City Council intended to have this municipally much cut and fill work was required in building the car line, owned line operated by the Toronto Railway Company under particularly in croaaing two ravines. In places where the work agreement. Discuasion with the Company led to the conclusion wae heavy, a ateam shovel, dinky locomotive and dump cars that the route could be run less expensively by the Civic were used. Railway. Consequently the line waa planned as a self-contain• ed division of the Civic ayatem. To obtain space convenient to e railway line for a material yard during the construction, the City closed off a portion Construction started on Nov. 4, 1914 on a 0.745 mile of Station St. near the Grand Trunk's North Bay line. The yard temporary track as a single line on the north road allowance alao served aa an assembly point for the Civic street cars, of from Dundee St. to Quebec Ave. Various sizes many of which wore purchased piecemeal. The car bodiea, trucks of rail averaging 60 lb. ware used; a passing siding was motors and other equipment were delivered to the yard from the installed at . The line was opened for service by various manufacturers' plants and assembled into complete cars the Mayor and other Civic officials on Feb. 25, 1915. The by the T.C.R.'s own staff. The yard was later used for a time rolling stock consisted of three single truck cars, two of in place of a carhouae while the building on Wychwood Ave. was which were uaed to provide the eight minute service. being completed. Between Dorvai aiid Indian Road.; there waa a small frame The St. Clair carhouae was located on the south-west corner carhouae with galvanized iron sheathing, constructed in of Wychwood Ave. and Benson St., two blocks south of St. Clair January, 1915. The building was a single pit structure, 85 x Ave. The original structure was a single bay, 5 track one, but 21 feet in overall dimension, with accoraodation for two cars. another identical bay was added in 1916. After acquisition by Power for the line was obtained from the substation at Edwin the Toronto Transportation Commission in 1921, a third bay wae and Ruskin Aves. added, together with an extensive yard and office facilities. A permanent double track line waa built during 1915 to The overhead on the boulevard right of way was suspended replace the'single treck temporary inatallation. Later, a from a aingle line of tubular steel poles with double bracket C.49 mile extension from Quebec Ave. to Runnymede Rd. was arms. The trolley wire waa OC hard-drawn copper, standard on undertaken. Original construction was temporary aingle track the T.C.R. Electrical energy was fed from the substation on with 56 lb, rail and waa commenced on Sept. 28, 1917. Service MacPherson Ave., near Avenue Road. cormmenced on this extension on November 12 of that year. Double tracking of the extenaion waa undertaken'in 1920. The St. Glair route waa placed in service on August 25, 1915. The line was noteworthy as the only long section of LANSDCWNE RCUTE boulevard right of way in the city. After the Civic lines pessed to T.T.C. ownership, the roadway remained in its orig• The Lansdowne route was, in effect, an extension to the inal condition for a number of yeara before being converted Toronto Railway Company's Lansdowne Ave. trackage, which by aectiona to paved trackage. ran aa far north aa Royce Ave., just south of the 's level crossing. The Civic route commenced The City considered taking over the portion of the Toronto immediately north of the crossing and continued northward to i York Radial Railway on Yonge Street within the city limits St. Clair Ave. where track connections were made with the and operating it in conjunction with fne St. Clair line. The St. Clair route. This v.'es the only point were there waa a project was dropped because of strong opposition on the grou• free transfer privilege between two Civic Railway routes. nds that it would not provide new service to an area previous• ly without public transportation, and that it waa therefore The line, consisting of O.615 miles of double track, was unfair to aak the taxpayers to make good the losses causod by built during 1915 and 1916. It crossed the Toronto Suburban operating the line at the standard two cent fare. Railway's single track local trolley line at grade. The Toronto Suburban was planning to change the gauge In 192c a Civic car route was projected on Mount Pleasant of its local lines in 1916; the Civic Railway was unable to Road. It did not get beyond the planning stage during the install the crossing until the change had been completed. T.C.R. regime, but the T.T.C. extended the St. Clair route Accordingly, it was not until Jan. I6, 1917 that aervics began eastward on St. Clair and north on several with two CR.-s used to maintain an eight minute headway. years later. At the Lansdowne - Davenport crossing, car .movements DANFCRTH ROUTE southbound on the Civic 1 .ac - rd in both directions on the Toronto Suburban were controiie;. by an interlocking plant, The Denforth route ren from Broadview Ave. eastward to complete with derails and semaphores, operated by the Civic Luttrell Ave., 5.58 miles. Connections were made at the west car conductors. The device was designed to prevent Civic cars end of the lino with the Toronto Railway Company's Broadview from starting down the steep grade approaching the diamond route, and after the was opened in 1918, when Toronto Suburban cars were using the crossing. North• bound Civic car movements wore not governed hy this plant. with the crosatown Bloor route. TTC 2152 on Ueston Road route, at St. John's Road, taken November 1, 1947

Notes on Conversiona

Type: Cars 2123-2158 converted to 1 man, DE, PAYS, Controi: Cars 2130-44,50,54-58 equipped with K-55G contr• front entrance, rear treadle exit, in November ollers in October, 1940;' 2152 with K-55XA in 1944; and December, 1925. 2128 and 2148 with K-35 in 1945.

Type of Motors: T.C.R. Cars 107-112 (Group C) equipped with Wsot- Seats: In October, 1940, rattan aoata on cars 2150-2144, inghouse Type 535T4 motors in 1915. These removed 2150,215^-2158 were covered with leather. Cara and replaced by GE Type 8OA motors in 1923. 2128,2148,2152 had reversible seats only replaced by wood slat seats. Trucks: 2128 and 2l48 equipped with Curtis D-2 trucks (from T.R.C. oars) 'in August, 1945.

J 7 8 -TP3 -B- -H- tot:,,...-. --- • i 7''i ....| 1 '—l

'•' 'I

:«L.--_'..!, 1 u Formerly Toronto Civic Railway 200 - 212

Th- City of Toronto purchased Ip steel iouDle truck cars from Preston Car and Cosch Co. in 1913 for use on Danforth Ave, These were the first steel city cars in Toronto. The city had under consideration about 1919 the purchase of 15 extra cars of similar design for the Mount Pleasant 'ine but these cars, and the route, fail- od to materialize. Cars 200 - 212 oper• ated for the remaining period of existence of the Civic Railways and on the T.T.C. for a time aa two-man rear entrance cars. '71

The group underwent two conversions in mm mm. fairly rapid succession. In 1925, the cars were converted to one man operation as two door cars with a "nearside" system of loading and unloading. The entrance door was about one-third wider than the exi-* door, a rather unique arrsngemetit. The group served the Church route (which at that time ran to Dupont and Christie Sta., operated from St. Clair Division) until 1925. when the second conversion took place.

At this time the Frestons were rebuilt TTC 2138 on bridge, October 5, 1948. to standard pay-enter treadle oars in line with the system that had just been introduced on rebuilt one man T.R.C. cara. A single exit Specifications: door with treadle was out in the left side of each vestibule; the peculiar front doora were retained. Four motor Curtis Class: T.C.R. Group F - T.T.C. Class J trucks replaced the maximum traction type at this time. Builder t Date: Preston Car 4 Coach Co., February, 1918 The cars were then assigned to Lansdowne Carhouse and Type: DT, DE, P.A.Y.E., 2 man, aemi-convartiblo, front operated on the Spadina route from Bloor to Front (later exit, rear entrance and exit, city or suburban Fleet) right up until the sbandoament of rail service on aervice. Converted to one-two man nearside safety this route on October 10, 1948. They also ran on the Lans• car, front entrance and exit only, in 1925. Con• downe route from 1935 until May 3, 1940, when single end verted to one man, front entrance and exit, rear cars took over. treadle exit car in April - June, 1925. Construction; Wood, steel sheathed, steel underframe. In 1943, after abandortr.ent of Spadina, eleven of the Ihirteen were sold for scrap to Kaufaan Metal Oo. and left Length: Of body - 51' 8" Overall - 47' 0" T.T.O. rails in December of that year. The other two (2184 and 2190) were kept at Ronoeavalles for Dufferin stub ser• Width: Overall - 8' 6" Height: Overall - 11' 10* vice but did not operate here. They were sold to the West• ern Iron and Metal Company and scrapped on Kovember 2, 1949. Net Weight: 40,546 iba. as originally built - 41,150 lbs. as remodelled 1925 - 42,150 lbs. as rebuilt 1925 Seating Capacity: 48 (original); 42 (in 1925); 44 (in 1925) Typo of Seata: Wood, 12 reversible double seats and 4 longt. seats (2 at each end) each seat• ing 5 peraons - (aa rebuilt in 1925). Reveroible aeata on cars 2168-2X82 changed to leather about 1940.

Control: West. Type K-5IA

Motors & . Two West. 555 T5, 40 h.p. Gear Ratio: with 65/14 spur (original) . Four West.,555 T4, 50 h.p. with 61/16 helical (1925) • Four G.E. 80A, 40 h.p. with 69/17 spur (1941 to 1947) Brake Valve: West. Type SX-2 - replaced by West. Type M-23F in June/25 Handbrakea: Peacock ratchet Ty,2 Trucks Wheel Baae Size of Wheel Brill 59 El 4' 6" 55" i 21" (orig.) Curt la D-2 41 2" 55" (1925)

2192, 23 two r-.an car -with maximum traction trucks, at St. Clair Carhouse in 1925. Heat ing: Peter Smith heaters Fenders: H.B. Lifeguarda

RuUotin Nur.bor 26 Pubiiahed by UPPSR CANADA RAILWAY SOCIETY

March, 1950 Box 122, Termiiial A, Toronto, Ontario Formerly Toronto Civic Railway 120 - 125

The first cara bought by tha City of Toronto for ita Civic Railways were four double truck care built by the McGuire- Cumminga Manufacturing of Paris, Illinoia. Theae cars were uaed to inaugurate aarvlos on the Gerrard route in 1912 and operated initially from the amall Gerrard carbarn. For the duration of their life on the Toronto Civic Railways, the 120'» contin• ued to aervo Gerrard Street, being operat• ed from Danforth carhouae after ita opening.

After being taken over by the T.T.C., i'!»ii<*i!iiWl!iiij'ig!ff the four cars were uaed temporarily on linos that were being converted to double track (e.g. Kingston Road) until loops conatructod at the ends of theae linos enabled the use of single end cars. The Kilos cars wore similarly ompioyod.

In common with the other Civic roiling stock, ths cars retained the T.C.R. numbers, although equipped with the T.T.C. Side view of T.T.C. 2124, May 21, 1926 emblem, until about 1925; they were then re-numbered into the T.T.C. system as 2120 to 2126 (even numbers).

The 2120's wore used as trippers on double end routes Specificationai xintil 1927, when, along with 2l60 - 2166, they were con• verted for radial operation on the newly acquired Port Credit line from Long Branch to Port Credit. 2120 waa con• Class 1 T.C.R. Group A verted to a part-time scraper car on Novembar 29, 1950. The T.T.C. Class I ears were used here as two-man units for a time and then the last thrss cara ware transfsrrsd to ths Lansdowns routs on Builder & Date: McGuire-Cumminge Manufacturing Co., April 4, 1955, whan ths Una was sxtsnded south from its Paris, Illinoia, Novembar, 1912 tsrminus at Roycs Ava. to . When the route was converted to one- man car operation later in 1955, Type : DT, DE, P.A.Y.E., 2 man, aomi-convertible, rear 2122 the cara were placed in storage at Lansdowne Division. entrance, front and roar exit, rity i auburban 2126 to were sold for scrap with a large group of other service ears to the Anitipitsky Metal Company on July 25, 1956. Construction: Wood with steel underframe, oak interior 2120 for fourteen years since has been the sole repre• sentative of the group. It became a full time acraper car in Length: Of body - 50'0" ; Overall - 44'0" 1954 and waa transferred to the North Tonga Railways upon abandonment of the Port Credit route in February, 1955. 2120 Width I Overall - 8'9" underwent a major conversion job in August of 1945 when it was equippsd with a side wing plow and small bay windows for Height: Overall - 11' 64" the plow operator. The body was braced on the inside with steel rails. K-55G controllers were installed on November 15, Nat Weight: 48,800 lbs. 1945. The oar remained here until after the ceaaation of the on October 10, 1948. It is slated for Seating Capacity: 48 scrap in 1950> being the last DT, DE oar of paaeenger body in the city. Type of Seata: Rattan, I6 rovoraible double seats and 4 longtitudinal Beats (2 at each end) each with seating capacity of 4 persona.

Control: G-E Type K-28B

Motors: Four G^ 80, 40 h.p.

Gear Ratio: 69/17, spur

Brake Valve: (T.C.R.) G-E Typo S, Form F4 (T.T.C.) West. M-20A

Hand Brakes: Peacock

Trucks: McGuire-Cumminga Type MOB 10-A

Wheel Base: 6' 0"

Size & Type

of Wheels: 55', Cast iron

Heating: Peter Smith Heaters

Fenders: (T.C.R.) Watson (T.T.C.) H-B Lifeguard This series was identical in major res• pects to cars of the same builder operated on the Gary Railways and the Chicago 4 Photo takan Jan. 9, 1957 of TTC 2120 as originally converted to scraper car. West Towns Railway. Fomarly Toronto Civic Railway 100 - 119

Twenty double truck wooden cars were placed in aervica, In 1948, all 15 of the remaining Nilea cars were with• aa the Toronto Civic Railway's largest group, in the latter drawn from service and sold to the Western Iron and Matal part of 1915. These cars were partially built by the Nilea Company. 2142 was scrappsd in June and the remainder be• Car and I&nufacturing Co, and finished by the City of Toronto. tween September and November. The bulk of the cars ended They inaugurated service on the St. Clair and Danforth routes service on September 15th with cessation of rail sarvice on in August and October of 1915, reapectivoly. After receipt and the last three Nilea operated October 9th, of the Preston 200 - 212 seriea, the Nilas were concentrated 1948 when rail operation ceased on the Spadina route. It at St. Clair Diviaion. is of interest to note that the sturdy Baldwin trucks from some of theae cars after scrapping were used on Third Avenue Upon acquisition by the T.T.C, the seriea was distributed Railway ayatem sweepers S-58 to S-4l (acquired by the T.T.C.) rather widely about the system as certain cars were used on and on the rebuilt sand car W-12. temporary assignments. Among these were the provision of service on Kingston Road and Yonge (north of Woodlawn) while Specifications 1 double track waa under construction to the city limits. At least one car is also known to have run on Bathurat as a Class: (TCR) - Croup B (100-106, 115-119) aingle end oar about 1922. They did not remain long on the - Group C (107-112) St. Clair route under T.T.C. ownership as aingle end oars (TTC) - Class H-1 (2128-2158) took over on December 21, 1921. - Class H-2 (2160-2166)

Car 109 aaw only 2 month's aervioe on the T.T.C. as it Builder 4 waa burned on November 1, 1921 and only the trucks and under• Date: Niles Car and lianufacturing Co. (Nilea, Ohio), frame salvaged. These wore kept and later used to build the August, 1915 Rolling Stock Supply Car RS-5 which v;as placed in service October 15, 1926. Aa with all tha ex Toronto Civic rolling Type DT, DE, P.A.Y.E., 2 man, semi-convertible, rear stock, 109 waa atiil carrying ita Civic Railway number on entrance, front and rear exit, city and suburban the T.T.C; but ainoe the 100 - 119 aeries had been assigned service. the new numbers of 2128 - 2166, although were not actually renumbered until about 2 yeara later, the corresponding Construction: Wood with composite wood and steel under• T.T.C. number of 2146 frame, oak interior. was left vacant in the renumbering to mark Length: Of body - 51' 1' 109'0 demise. Overall - 4?' 1"

In 1925 the Township Width! Overall - 8'8" of York and the Town of V/eaton jointly took over Height I Overall - 11'10" the portion of the 'a Not Weight! V/eston line between North• lands Ave. and Humber St. (2 man cars)- 46800# (Woaton). An agreement (1 man cars)- 5255oi' waa reached with the T.T.C. for operation of one man Seating Capacity! 48 oars on this line and 2128-2144 and 2X48-2158 Typo of Seata ! were converted for the purpose in November, 1925» Rattan, I6 ravorsiblo service commenced with double seats, 4 these cars operated from longtitudinal (2 at Dundaa Division on Nov. each end) with seat• 23th. The T.T.C. owned ing capacity of 4 section of the route wae persons. incorporated in the new route and double fare Control ! G.E. Type boxes were used in order Car 115 in aervioe on the St. Clair route in 1921 K-28B to keep fares paid in the city and tonnahip zones Motors ! Four G.E. 8OA separate, as the fare boxea were arranged to revolve on a Gear Ratio: 69/I7, spur stanchion, four were needed in each car. Some of these care, although fitted for Weston aervice, were uaed on the Spad• Brake Valve: (TOR) - G.E. Type S, Form F4 ina and Lansdowne routes. (TTC 1 man) - West. Type M-28F (TTC 2 man) - West, Type U-20A On October 27, 1935, oar 2126 was converted for radial operation on Port Credit. Provision was made so that tha Handbrakea! Peacock operator could open the treadle door on hie left side; thua cars could be entered from either side by pasaengera. It Trucks : Baldwin Type 75-20K was retired from this service upon abandonment of Port Cred• it in February, 1955 and uaed as a fare box car at Dundas Wheel Base: 6'5" Division until 1958. Successively stored at V/ade Avenue and Ruasell yards until rehabilitated in 1941, it waa pressed Size of Wheals: 55". caat iron into wartime service on the Spadina route. Heating! Peter Smith heaters Meanwhiia cars 2l60 - 2166, which never wore converted to one man operation, served on the Lansdowne North and Fenders! (TOR) Watson later on the through Lansdowne routes until about 1955 when Lansdowne received one man cara. They were then stored at (TTC) H.B. Lifeguard Lansdowne Division and sold to the Antipltsky Metal Company for scrap on July 25, 1956.

The one man cara underwent a modernization program in I940JH as outlined in the specifications. 2128, 2148 and 2152 were not as extensively modernized and spent the major portion of their time from 194l to 1948 on Spadina.