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66-728: Prior to the creation of the TTC in 1921, the Toronto Railway Company had a 30-year franchise to operate streetcar services in Toronto, and it was the TRC that established streetcar service on Harbord Street . Between 1910 and 1911, the TRC constructed tracks on Harbord Street between Spadina Avenue and Ossington Avenue . During that same period, the TRC laid tracks on Adelaide Street between Church Street and Spadina Avenue, and on Ossington Avenue between Harbord Street and Bloor Street . Thus, in 1911,

132-418: A Torontonian developed an air brake for streetcars. Initially, streetcars did not carry an air compressor; thus, air recharging stations were required along streetcar routes. Later, on-board air compressors were installed. After the TRC completed electrification, some horsecars were converted into trailers where one or two would be hauled by a motor car. However, horsecar trailers were found to be unsuited for

198-492: A fully enclosed cab and are not responsible for handling fare collection or providing paper transfers. The TTC reintroduced a 2-hour time-based transfer on August 26, 2018, but this time system-wide rather than for just the 512 route. It is currently available only to Presto card customers who pay single fares with stored card balance. About 2007, two plans had been proposed to extend the St. Clair line west of Gunns Loop, but neither

264-543: A new St. Clarins Loop at St. Clarens Avenue and Davenport Road (south-east corner) under an Ontario Hydro right-of-way. This temporary cutback was for watermain maintenance. On January 21, 1957, the western end of the Harbord route was permanently cut back to the St. Clarins Loop. A bus loop had been added to the St. Clarins Loop. The City of Toronto wanted to replace the level crossing on Davenport Road between Caledonia Park Road and Wiltshire Avenue with an underpass. Until then,

330-737: A newly annexed section of the city. Previously, the only streetcar service near this area was the Davenport line of the Toronto Suburban Railway (along Davenport Road) and the Avenue route of the Toronto Railway Company (ending at Avenue Road and St. Clair Avenue). At the east end of the St. Clair line, passengers could connect with the radial cars of the Metropolitan line of the Toronto and York Radial Railway running on Yonge Street. The St. Clair line

396-477: A paper transfer after paying their fares by cash or tokens were allowed to disembark and re-board another 512 streetcar, even one going in the opposite direction, as long as they did so within 2 hours of their original boarding. This meant that one could stop part-way through a journey and then continue, or even make a round trip, without paying multiple fares. From December 14, 2015, until September 3, 2017, passengers who paid by cash or token were required to obtain

462-402: A referendum during the 1910 election, but also elected a mayor who opposed it. Thus, this proposal died. By 1912, there was a second city proposal to build three underground routes: streetcar tunnels under Queen and Bloor Streets, and a rapid transit subway along Yonge Street. These routes would have connected with surface streetcar routes and radial railways. The idea died after voters rejected

528-425: A referendum earlier that month. This was controversial at the time; churches feared Sunday streetcar service would lead to other activities inappropriate for a Sunday such as sporting events and the sale of alcoholic beverages. The referendum, which had been preceded by two prior unsuccessful attempts, was won by a narrow margin of 0.7 per cent out of 32,000 votes cast. There came to be problems with interpretation of

594-409: A terminus. Half of the on-street stops have artwork consisting of vertical panels along the shelter roof. If an on-street stop has both eastbound and westbound platforms, only one of the two platforms displays artwork. Various artists were selected by competition to design the art pieces. Streetcar service is provided 24 hours per day along the full length of the route. The overnight trips operate as

660-471: A time-based paper transfer as a result of the proof-of-payment (POP) system that had come into effect on all TTC streetcar routes as passengers could have been asked at any time to show POP. At the time, the Presto card readers on the 512 cars were not configured to handle this special route-specific time-based transfer pilot scheme. Presto users who wished to take advantage of the project were required to board at

726-703: Is a partial list of sales: About that time, the Toronto and York Radial Railway, the Toronto Suburban Railway and the Winnipeg Electric Street Railway Company were all affiliated with the owners of the Toronto Railway Company. According to a source, the Monterrey Railway, Light & Power Co. was founded in Toronto. The following is a list of preserved TRC passenger and work cars. All except car 327 were built by

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792-611: Is active today. At the time, transit advocate Steve Munro thought that extensions west of Gunns Loop might lack the ridership to be justified. The first proposal would see Route 512 extended west along St. Clair Avenue West to Runnymede Road, and south underneath the Canadian Pacific Railway Galt Subdivision line to a bus loop at Runnymede Road and Dundas Street West, replacing a portion of route 71A Runnymede. Streetcar tracks would then be extended southeast along Dundas Street West to Dundas West station where

858-663: Is an east–west streetcar route in Toronto , Ontario, Canada, operated by the Toronto Transit Commission (TTC). It operates on St. Clair Avenue between St. Clair station on the Line 1 Yonge–University subway and Gunns Road, just west of Keele Street. The Toronto Civic Railways opened the St. Clair streetcar route in 1913 along St. Clair Avenue West between Yonge Street and the Grand Trunk Railway crossing (near today's Caledonia Road) to serve small developed areas in

924-404: The 504 King and 505 Dundas streetcar routes currently terminate. The tracks on Dundas would be served by a new route replacing the current 40 Junction bus route. While the scheme may not be warranted by potential ridership, it would cut down the amount of deadhead (not-in-service) time required by St. Clair streetcars to get to St. Clair Avenue. The other proposal comes as part of Transit City ,

990-604: The Toronto Street Railway , the previous operator of streetcar service in Toronto. The TRC was also a manufacturer of streetcars and rail work vehicles, a few of which were built for other streetcar and radial operators. On August 15, 1892, the TRC became the second operator of horse-drawn streetcars in the Toronto area to convert to electric trams, the first being the Metropolitan Street Railway which electrified its horsecar line along Yonge Street within

1056-606: The Town of North Toronto on September 1, 1890. (In 1912, the City of Toronto would annex North Toronto.) In 1891, the 30-year franchise with the Toronto Street Railway (TSR) for horsecar service expired. At the end of the TSR franchise, the city ran the horsecar system for eight months, but ended up granting another 30-year franchise to a private operator, a group involving railway entrepreneur William Mackenzie . The franchise, which involved converting

1122-513: The Harbord route ran from Ossington Avenue, west on Bloor Street, north on Dovercourt Road, west on Davenport Road, north on Old Weston Road to the Townsley Loop. On March 1, 1947, the Royce Loop was paved over to convert it from a streetcar to a trolley bus loop. For 10 days starting on November 19, 1956, day-time service on the western end of the Harbord route was cut back from Townsley Loop to

1188-471: The Harbord route was February 25, 1966, the day before the opening of the Bloor–Danforth subway line (today Line 2 Bloor–Danforth ). Harbord was one of five streetcar routes abandoned with the opening of the subway; the others were Bloor , Fort (partly replaced by today's 511 Bathurst , Parliament and Coxwell. Surface routes were modified or created to serve former Harbord stops. The 72 Pape bus covered

1254-464: The Light Rail expansion proposal. It would see route 512 extended west on St. Clair all the way to Jane Street, replacing portions of routes 71A Runnymede (now replaced by route 189 Stockyards) and 79B Scarlett Road, where it would connect with a planned Jane Street LRT . Route 512 St. Clair serves St. Clair Avenue between St. Clair station at the east end of the line, and Gunns Loop at Gunns Road at

1320-805: The Lipton Loop at Lipton Avenue, one block north of Danforth Avenue . On April 3, 1933, the aforementioned Sunday route also became the Monday-to-Saturday route, and Harbord streetcars would not terminate at Adelaide and Church streets. The complete route from west to east from Royce Loop, south on Lansdowne Avenue, west on Lappin Avenue, south on Dufferin Street, east on Hallam Street, south on Ossington Avenue, east on Harbord Street, south on Spadina Avenue, east on Dundas Street, north on Broadview Avenue, east on Gerrard Street, north on Carlaw Avenue, east on Riverdale Avenue and north on Pape Avenue to Lipton Loop. Between

1386-412: The St. Clair streetcar operated in a dedicated right-of-way in the centre of St. Clair Avenue, similar to today's 512 St. Clair route. A dedicated right-of-way is a lane generally in the centre of the street, reserved for transit vehicles. However, it was removed between 1928 and 1935 and replaced with paved trackage open to mixed traffic. However, since then, road traffic had increased and was degrading

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1452-623: The TRC roster at four points during its franchise: The TRC had several types of work cars, all built in the TRC car shops. Here is a brief description of some of the types of non-revenue cars the TRC had: The TRC sold a small percentage of the streetcars it built to other operators. The TRC had a subsidiary company, the Convertible Car Company of Toronto, that built cars for systems in Mexico, South America, and Western Canada. Some sales were for used streetcars that had run in Toronto. Here

1518-435: The TRC took control of the Toronto and Mimico Electric Railway and Light Company along Lake Shore Road, and in 1895, the Toronto and Scarboro' Electric Railway, Light and Power Company along Kingston Road. In 1904, both suburban operations were turned over to the Toronto and York Radial Railway , thus ending the TRC's suburban operations. On May 23, 1897, Sunday streetcar service started after city voters gave approval in

1584-489: The TRC's surface streetcar lines. At this time the city was unhappy with the quality of TRC service and with the TRC's refusal to serve newly annexed areas. The TRC had an exclusive franchise for surface streetcars but competing subways would not violate the franchise. In 1909, a British syndicate proposed two lines, one under Yonge Street and a second from East Toronto via Queen Street East, Dufferin Street and Dundas Street West to West Toronto. Voters supported this proposal in

1650-472: The TRC, and all were used by the TTC. In all, the TRC had seven carhouses, although no more than six at any one time. They are listed here alphabetically by name: The TRC had several facilities near the intersection of Front and Frederick streets. Many of these facilities were inherited from the Toronto Street Railway (TSR), and the TRC repurposed them for the electric streetcar system. In 1924,

1716-519: The TTC moved some functions from the facilities in this area to the then-new Hillcrest Complex . The following is a list of facilities in the Front and Frederick area: Today, only the powerhouse building still stands, now occupied by a theatre. Condominiums occupy most of the former facility sites. Away from downtown, the TRC had a revenue-generating facility: 512 St. Clair The 512 St. Clair ( 312 St. Clair during overnight periods)

1782-425: The TTC retired 471 of the 830 streetcars the city accepted from the TRC, including the double-ended and Crossan-built streetcars. It retained only 351 single-end, double-track motor cars for longer term use, the last of which were retired in 1951. The TTC did retain one horsecar trailer and a single-ended streetcar from 1892, preserving them as relics ultimately to be given to a museum. The following are summaries of

1848-501: The Toronto Railway Company's operations were taken over by the Toronto Transportation Commission. Routes marked 1923 by TTC were TRC routes discontinued by the TTC as a result of a major reorganization of routes on July 1, 1923. The city built and owned some of the streetcar trackage operated by the TRC. The city-owned, TRC-operated tracks were: By 1909, there were proposals to build subways in competition to

1914-423: The city agreed to accept along with a number of work cars. It also had 18 open motors and 43 open trailers in storage which the city refused to accept due to the 1915 ban on open streetcars. In 1921, the TRC had twelve double-ended streetcars, three double-truck and nine single-truck; all other streetcars were single-ended. Two of the ten Crossan-built, single-truck streetcars survived to 1921. Between 1921 and 1924,

1980-459: The city granted the TRC an exception to purchase ten single-ended, single-truck streetcars from James Crossen-Cobourg Car Works in Cobourg, Ontario in 1893. The TRC streetcars were made of wood over a steel underframe. Cars had a clerestory roof with a destination sign fixed near the front edge of the roof. Seats were wood slat but the TRC provided each with a seating cushion. There was a stove at

2046-475: The day prior to the opening of the section from Vaughan Road to Lansdowne Avenue, there was a pre-opening event utilizing the TTC's two remaining PCC streetcars. From July 31, 2005, until September 2, 2017, the TTC ran a pilot project of providing 2-hour time-based transfers on this route as a temporary measure to support business along St. Clair during the construction projects of the new dedicated streetcar right-of-way scheme, under which passengers who took

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2112-556: The east end, the line would continue north from St. Clair Avenue East on Mount Pleasant Road to Eglinton Avenue ; however, this portion would later become a separate route that was subsequently converted to bus operation in the 1970s. By 1930, the Bay streetcar route was running north on Avenue Road and then west on St. Clair Avenue. Passengers could travel from St. Clair Avenue and Caledonia Road to Bay Street and Queens Quay. By 1932, Earlscourt Loop at St. Clair Avenue and Lansdowne Avenue became

2178-486: The end loops, the route traveled on some portion of thirteen different streets, making 90-degree turns between each pair of streets. At that time, the Dundas streetcar route served only Dundas Street West, leaving Dundas Street East to be served by the Harbord streetcar. On December 8, 1945, the western terminal of the Harbord route was changed from Royce Loop to Townsley Loop, one block north of St. Clair Avenue, thus lengthening

2244-552: The end of the franchise. By 1915, there were complaints of overcrowding due to a shortage of streetcars. In December 1916, a fire destroyed the TRC's King carhouse and 163 motor cars and trailers within it. Repeated court battles did force the TRC to build new cars, but far less than what the city was requesting, and the new cars were of an old design dating from 1906, or 1908 for the newest cars. Streetcars and track were not well maintained, and carhouses and shops were obsolete or deteriorating. The TRC franchise ended on August 31, 1921, and

2310-404: The first version of the Harbord route came into operation from Church Street, west on Adelaide Street, north on Spadina Avenue, west on Harbord Street and north on Ossington Avenue to Bloor Street. In 1915, the TRC extended the Harbord route north of Bloor Street running north on Ossington Avenue, west on Hallam Street, north on Dufferin Street , west on Lappin Avenue to Lansdowne Avenue . There

2376-558: The franchise terms for the city. A series of annexations, especially in 1908–12, significantly extended the city limits to include such areas as Dovercourt , Earlscourt , East Toronto , Midway (formerly between Toronto and East Toronto), North Toronto , and West Toronto . After many attempts to force the TRC to serve these areas, the city created its own street railway operation, the Toronto Civic Railways to do so, and built several routes. The TRC system deteriorated towards

2442-428: The front door of the vehicle in order to obtain the special paper time-based transfer after tapping their cards on the fare reader there, or else they would have been charged another fare every time they re-tapped on the same route. The pilot program was discontinued on September 3, 2017, the same day the new Flexity Outlook streetcars were deployed on the 512 route, as drivers of the new streetcars are situated inside

2508-426: The front of the car for winter heating. Early streetcars had open platforms; later cars had enclosed vestibules. The rear vestibule could have a single or double rear door. Cars with a double rear door could haul a trailer and had a two-man crew. One-man cars had a treadle-operated single rear door. There was a hook at the rear of each car to hang a baby carriage. At first, TRC streetcars had hand brakes, but in 1905,

2574-403: The higher speed of electric streetcar operation. Very early on, in 1894, the TRC decided on single-ended operation. Many of the early streetcars were "open" cars, where there was benches across the width of the car and thus no centre aisle. Passengers had to board on the curb-side of the open car, and for safety, there had to be a barrier along the length of the car on the opposite side. Before

2640-591: The horsecar system to electric operation, went into effect on September 21, 1891. The TRC made a one-time payment to the city of $ 1,453,788 for the assets of the TSR, the same amount the city paid for TSR assets when it took over the horsecar system in 1891. Each year, the TRC was required to pay the city $ 800 per mile of track, plus a percentage of the gross earnings. Fares were: five cents cash for adults, six tickets for twenty-five cents; three cents cash for children with school tickets at ten for twenty-five cents; ten cents cash for night streetcars. The fare entitled

2706-433: The horsecar system, the distance between the tracks (the devil strip) was 3 feet (910 mm); the TRC widened the devil strip to 3 feet 10 inches (1,170 mm). Until 1908, the city prohibited the TRC from making the devil strip wider. Because of the narrow devil strip, later cars were built with a taper to the roof on the passing side, and car bodies were offset to the right by four inches, sitting off-centre on

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2772-513: The inside lanes unpaved for future streetcar tracks. When the Lipton Loop was built, there the intention to extend the streetcar tracks further north on Pape Avenue, over the Leaside Bridge into the Leaside industrial area via Millwood Road. For this purpose, the Leaside Bridge was built reinforced with extra steel to carry streetcar traffic. Also, there were short stubs for a double track extension at

2838-463: The king pin. The offset allowed a wider car to safely pass another traveling in the opposite direction. From 1903, the TRC built all new track with a devil strip of 5 feet 4 inches (1,630 mm). In 1921, there was still 27 kilometres (17 mi) of double track with a narrow devil strip which the successor TTC widened as it replaced old TRC tracks to handle wider equipment. Routes marked to TTC were operating on September 21, 1921, when

2904-963: The level crossing had carried the tracks of the Harbord route. Tracks were never relaid in the new Davenport railway underpass. With this change, only the tracks on Bathurst Street would connect the St. Clair streetcar line to the rest of the Toronto streetcar system. With the removal of tracks from the Davenport railway level crossing in January 1957, the Harbord route entered its final form. The route from east to west ran from Lipton Loop (Pape Avenue and Lipton Avenue, just north of Danforth Avenue), south on Pape Avenue, west on Riverdale Avenue, south on Carlaw Avenue, west on Gerrard Street, south on Broadview Avenue, west on Dundas Street, north on Spadina Avenue, west on Harbord Street, north on Ossington Avenue, west on Bloor Street, north on Dovercourt Road, west on Davenport Road to St. Clarins Loop at St. Clarens Avenue. The last day for

2970-596: The new Royce Loop at the south-east corner of Royce Avenue (today Dupont Street ) and Lansdowne Avenue. Starting October 23, 1927, the TTC had two versions of the Harbord route, one for Monday through Saturday with the eastern terminal at Adelaide and Church streets, and a substantially different route for Sundays. Both versions shared a common path west of Spadina Avenue. The eastbound Sunday route went south on Spadina Avenue, east on Dundas Street , north on Broadview Avenue , east on Gerard Street , north on Carlaw Avenue, east on Riverdale Avenue, north on Pape Avenue ending at

3036-512: The next day, the Toronto Transportation Commission started operating a system that combined the TRC system with the city-operated Toronto Civic Railways lines. In 1924, the city paid $ 11,483,500 for the assets of the TRC. The TRC ceased to exist when it was legally dissolved in 1930. In 1891, the TRC inherited 109 kilometres (68 mi) of horsecar track from its predecessor, the Toronto Street Railway. The TRC learned from

3102-405: The north end of Lipton Loop. No further construction occurred because of Great Depression . Circa 1962, the Lipton Loop had to be modified to accommodate construction of Pape station on the Bloor–Danforth subway line. Streetcars entered the old loop via Lipton Avenue and ran counter-clockwise exiting near the south side of the building at 749 Pape Avenue. The new loop was slightly to the north of

3168-479: The now defunct College streetcar as well as by the Sunday Harbord streetcar service. The loop was located at the north-east corner of Pape Avenue and Lipton Avenue, one block north of Danforth Avenue. The loop ran counter-clockwise. A bus service was established north on Pape Avenue from the Lipton Loop. This service was meant to be temporary. The Township of East York initially paved only the outside lanes, leaving

3234-414: The old loop. Streetcars entered from Pape Avenue on the south side of the aforementioned building, turned through a lane on the east side of the building and exited on Gertrude Place to return to Pape Avenue. Toronto Railway Company The Toronto Railway Company (TRC) was the operator of the streetcar system in Toronto between 1891 and 1921. It electrified the horsecar system it inherited from

3300-413: The only connection between the St. Clair streetcar line and the rest of the Toronto streetcar system. According to a 2011 Torontoist article, it took 29 minutes for the author to travel from St. Clair station to Gunns Loop shortly after the rush hour . With the exception of stops at turning loops, all stops along the route are on-street surface stops with islands separating the regular traffic from

3366-402: The proposal out of fear of higher taxes. As part of the franchise agreement, the TRC was to build all its streetcars locally. Thus, almost all TRC cars were built in-house at their car shops at Front and Frederick Streets. However, the TRC felt it lacked the capacity to build enough streetcars to convert the horsecar system it inherited to electrical operation by the city-imposed deadline. Thus,

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3432-435: The reliability of streetcar service. Given the success of the new 510 Spadina route along dedicated right-of-ways on Spadina and Queens Quay and on portions on several streetcar routes, the TTC proposed to upgrade the St. Clair streetcar line to a dedicated right-of-way. The tracks along the route needed replacement, and the TTC estimated that building a dedicated right-of-way would cost only $ 7 million more than simply replacing

3498-542: The rider to a free transfer between routes. A key requirement of the franchise agreement was that the TRC had to electrify the first line within one year of the beginning of the franchise and the last line within three years. The TRC met this requirement. The first run of an electric car was on August 10, 1892. Car 270 ran from the Frederick Street stables at Front Street , up Church Street , along Bloor Street and Sherbourne Street to Rosedale . The first passenger

3564-423: The route from Pape Street to Gerrard Street. The Dundas streetcar (today 505 Dundas ) was extended onto Dundas Street East and then north on Broadview Avenue to Broadview station . Harbord Street was covered by the 94 Wellesley bus which connected to Ossington station . Various bus routes evolved to cover the Harbord route north of Bloor Street. The Lipton Loop went into service on October 23, 1927, being used by

3630-462: The spring, and re-connected in the fall, thus changing from an open car to a closed car. A dangerous feature of open cars was the running board where passengers could stand while the car was in motion. Because of safety concerns, the Railway and Municipal Board banned open cars from the streets on November 22, 1915. At the end of its franchise in 1921, the TRC had 830 streetcars on its active roster that

3696-415: The streetcar tracks and have streetcar traffic signals, partial shelters, and railings to protect patrons from the traffic. One end of each platform connects to a pedestrian crossing at a signalized street intersection. The other end of the platform has a planter. There are 22 on-street stops serving both directions and two serving just one direction: Old Stock Yards (eastbound) and Yonge (westbound), both near

3762-419: The summer of 1893, there were double-ended open cars, which required two men to move the barrier to the other side of the car at the end of the line. Some open cars had one-man crews, requiring a helper to be stationed at the end of the line. Having single-ended cars with loops or wyes saved staff time. Also, both open and closed motor cars could pull one or two trailers; thus, single-ended operation eliminated

3828-411: The time needed to rearrange the consist at the end of the line. Open cars were popular in warm weather. When it rained, there were side curtains that one could unroll from the roof to keep one dry. However, the motorman would stand exposed to wind and rain on the front platform. To handle both warm and colder months, the TSR used the "convertible car" in which the nearside of the car could be removed in

3894-528: The tracks. Furthermore, St. Clair Avenue is one of the few streets in Toronto wide enough to accommodate a dedicated right-of-way without significantly reducing the width of traffic lanes. In 2004, Toronto City Council decided to proceed with the proposal. Construction started on September 25, 2005 and was completed in three stages: From St. Clair station to Vaughan Road on February 18, 2007, to Lansdowne Avenue on December 20, 2009, and finally with full service to Gunns Loop on June 30, 2010. On December 19, 2009,

3960-493: The troubled experiences of the Metropolitan Street Railway in North Toronto , which had previously done a horse to electric conversion. Thus, between 1891 and 1894, the TRC replaced all the horsecar track, using heavier rail that could properly support the faster, heavier electric streetcars. The TRC used 69-pound rail on some lightly used lines, and 71-pound rail elsewhere, including all downtown track. For parallel tracks on

4026-567: The west end. The route passes through St. Clair West station in both directions. The route operates almost entirely within a dedicated streetcar right-of-way, with mixed traffic for a short distance east of Yonge Street and for very short distances at streetcar loops. There are five turning loops along the line; besides the station loops at St. Clair and St. Clair West stations, the other loops are Oakwood Loop at Oakwood Avenue, Earlscount Loop at Lansdowne Avenue, and Gunns Loop at Gunns Road. The streetcar tracks along Bathurst Street and Vaughan Road are

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4092-524: The western end of the route. With the expansion of trolley bus service, the Davenport streetcar was being replaced by the Ossington trolley bus on Ossington Avenue south of College Street, and by the Harbord streetcar north of Bloor Street. Streetcar service on Hallam Street and Lippin Avenue became redundant because of proximity to the Annette trolley bus line. Using pre-existing track, the revised western portion of

4158-506: The western terminus of the Bay route. With the opening of the Yonge subway in 1954, the Bay route disappeared, and the Earlscourt route was created to replace the St. Clair portion of the former Bay route. The Earlscourt route ran between St. Clair station and Earlscourt Loop overlapping the St. Clair route. About 1978, the Earlscourt route was merged into 512 St. Clair. When first built in 1913,

4224-478: Was a half-sober gentleman who insisted he had the right to board the streetcar at the Metropolitan United Church and pay his fare. The first electric car ran in scheduled service on Church Street starting August 15, 1892, and the last horse car ran on McCaul Street on August 31, 1894. From 1893 to 1904, the TRC had suburban radial operations, often using vehicles resembling streetcars. In 1893,

4290-459: Was a wye at the western end of the route at Lapin and Lansdowne avenues. At the eastern end streetcars looped from eastbound on Adelaide Street, north on Victoria Street, west on Richmond Street , south on Church Street returning to Adelaide Street westbound. This became the route that the TTC would inherit in 1921, when the TRC's franchise expired. On February 22 1923, the TTC extended the Harbord route from Lapin Avenue, north on Lansdowne Avenue to

4356-578: Was double-track but had no loops or wyes; thus, all streetcars were double-ended. After its creation in 1921, the Toronto Transportation Commission took over the assets of the Toronto Civic Railways and the Toronto Railway Company with the goal to connect and integrate the two separate streetcar systems. With respect to St. Clair, the TTC expanded the line eastwards and westwards, adding turning loops at end points and replacing double-ended streetcars with single-ended cars (initially ex–TRC cars). At

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