Presidents' Conference Committee (Toronto streetcar)

Last updated

Toronto PCC streetcars
TTC PCC car 4549 was part of a parade of 4 generations of streetcars.jpg
Class A-15 PCC 4549 rebuilt from class A-8
Manufacturer Canadian Car and Foundry (classes A-1–A-8)
Family name Presidents' Conference Committee
Constructed1938–1951 (classes A-1–A-8)
Capacity46; crush load: 134 max.
Operators Toronto Transit Commission
Lines served Toronto streetcar system
Specifications
Weight37,400 lb (17,000  kg) (empty)
Traction system4 × 48 hp or 36 kW continuous,
4 × 55 hp or 41 kW one hour (rating)
Acceleration 4.3 mph/s (6.9 km/(h⋅s))
Deceleration 3.6 mph/s (5.8 km/(h⋅s)); emergency 9.0 mph/s (14.5 km/(h⋅s))
Electric system(s) 600 V DC Overhead trolley wire
Minimum turning radius 36 ft (10.973 m)
Track gauge 4 ft 10+7⁄8 in (1,495 mm) Toronto gauge
Notes/references
Capacity, weight, traction system, acceleration, deceleration, etc. are specific to the A-8 class and may be different for other cars. [1]

The Presidents' Conference Committee Car was a streetcar used by the Toronto Transportation Commission and the Toronto Transit Commission. The PCC streetcar was designed by the Presidents' Conference Committee, a group of transit operators in the United States and Canada.

Contents

The TTC purchased 745 PCC streetcars in all, making it the largest PCC fleet in North America. [2] Of that, 317 were air-electric (with air-compressor) and 428 all-electric (no air-compressor); 540 ordered new and 205 used (from several U.S. operators abandoning streetcar service). 175 PCCs had couplers for multiple-unit operation, and the TTC used them to assemble 2-car PCC trains. [3] The TTC had only a maximum of 744 PCCs in service because car 4063 was scrapped after it derailed and crashed into Lansdowne Carhouse wall on 20 January 1947. [4] [5] Today, only two PCCs remain in Toronto, bearing the original 1951 fleet numbers of 4500 and 4549, for charters and special events. [6]

Most of the PCCs were scrapped, with some becoming stationary structures such as restaurants, shops or farm sheds. Other retired TTC PCC cars were purchased for preservation by other organizations, such as rail museums, a few of which continue to operate Toronto PCCs on their own museum rail lines. Five former Toronto cars continue to operate on the Kenosha Electric Railway, a new heritage streetcar line, in Kenosha, Wisconsin.

Fleet

The TTC had two broad types of PCCs: air-electric and all-electric. Air-electric PCCs were built until 1945; all-electrics after 1945. Air-electrics used a compressed air system to operate doors and brakes while the all-electrics had no air functions as all its components were electrically operated. The all-electrics had a different styling that usually made them easily distinguishable from air-electrics. A major visual difference was that the all-electrics (except the former Kansas City PCCs, A-14-class) had standee windows, which none of the air-electrics had. [7]

MU-train with a class A-11 (former Cleveland) & A-7 car on the Bloor streetcar line at Bathurst Street in 1965 TTC PCC train led by 4630, JANE BLOOR cars on Bloor at Bathurst, Toronto, Ont. on September 8, 1965 (24134699962).jpg
MU-train with a class A-11 (former Cleveland) & A-7 car on the Bloor streetcar line at Bathurst Street in 1965

The TTC ordered 100 air-electrics (A-7-class) with couplers for two-car multiple-unit operation. Later it installed couplers on 75 PCCs purchased second-hand from Cleveland (classes A-11 and A-12). MU-trains operated during the rush hours on the Bloor streetcar line between 1950 and 1966, and on the Queen streetcar line, today's 501 Queen, between the Neville and Humber loops, from 1967 to early 1977. [8] [9] The theory was that a two-car train could load/unload at a stop and pass through an intersection as fast as a single car. In 1960, there were 55 PCC-trains operating on the Bloor line operating on frequencies as little as 129 seconds. [10] Two-car trains could only be run on lines specially prepared for such operation. Trains had two trolley poles contacting the overhead; thus, necessary-action contacts on the overhead wire had to be relocated. (NA-contacts relay an operator command to change a track switch setting.) [11] Neville Park Loop on the Queen streetcar line (today 501 Queen) had to be rebuilt to broader radius to handle two-car trains. [12]

New purchases

A-1-class air-electric PCC 4024 TTC 4024 (PCC) a BINGHAM KINGSTON ROAD ar on Queen St. in downrown Toronto, ONT on September 8, 1965 (22631531331).jpg
A-1-class air-electric PCC 4024

The first PCC acquisitions, classes A-1 to A-8, were for new PCCs, with each class representing a separate order to the manufacturer. PCCs ordered new by the TTC were built in Montreal, Quebec by Canadian Car and Foundry under license from the St. Louis Car Company of St. Louis, Missouri. The car body shells and trucks were fabricated by St. Louis Car Company, and shipped to Canadian Car and Foundry, who then installed the components and completed the cars. [2]

Initially, the first 3 PCC classes were numbered PC-1, PC-2 and PC-3. However, by 1944, they would be renamed to A-1, A-2 and A-3. [13]

The first order for PCCs (class PC-1, later renamed as A-1) was placed in March 1938 for 140 air-electric cars. At this time, this was the largest PCC order placed to date in North America, although it would be surpassed by a later order from Chicago. They replaced 27 wooden former TRC cars and 30 3-door class Q "Harvey" trailers. The new PCCs first went into service on 23 September 1938 along the St. Clair streetcar line (today's 512 St. Clair). [14]

In the fall of 1940, the TTC ordered 50 class PC-2 (later A-2) cars. The PC-2 cars went into service on 24 September 1940 along the King streetcar line (today 504 King). The TTC retired 30 more former TRC cars and another 30 Harvey trailers. [15]

By March 1942, the TTC received its third PCC order (class PC-3, later A-3) of 60 cars. This class had technological improvements over the first two classes such as super-resilient wheels. [16]

A-6-class all-electric PCC 4315 TTC 4315 (PCC) a BROADVIEW STATIION DUNDAS in Toronto, ONT on July 2, 1966 (22395604939).jpg
A-6-class all-electric PCC 4315

In March 1942, the TTC wanted to order 60 more PCCs. However, due to war-time rationing, it received only 15, arriving in January and February 1944. These class A-4 cars were assigned to the St. Clair Carhouse, and boosted service on existing lines. The final 25 air-electric PCCs that the TTC ordered (class A-5) arrived in 1945. Because of war-time shortages, both class A-4 and A-5 cars had lower quality components for passenger fixtures, that were replaced after the war. The A-5 cars permitted the replacement of Peter Witt streetcars on the Dupont streetcar line. [13]

The next three PCC orders came after the war, and were for all-electric PCCs. The TTC wanted to retire its 195 remaining wooden former TRC cars built between 1911 and 1917. [13]

The TTC ordered its first 100 all-electric PCC cars in May 1946. These A-6 cars arrived from December 1947 to the spring of 1948. The new cars were assigned to the Bloor and Carlton (today 506 Carlton) routes displacing their air-electric cars to other routes. [10]

Class A-7 all-electric PCC 4427 equipped with couplers TTC 4427 (PCC) a HUMBER QUEEN car on Queen near Roncesvalles in Toronto, ONT. on July 4, 1966 (22432411360).jpg
Class A-7 all-electric PCC 4427 equipped with couplers

The next order (to become the A-7 class) were for 100 multiple-unit PCCs to be assigned to the busy Bloor streetcar line. These cars would later be supplemented by second-hand cars from Cleveland (classes A-11 and A-12) fitted with couplers. [10]

The final order the TTC made for new PCC cars was delivered in 1951. There were only 50 cars purchased for class A-8 because by this time new PCCs were much more expensive to buy. The A-8 class was the third last order for new PCCs in North America, with only orders from Boston and San Francisco remaining to be completed. [17] The arrival of the A-8 class provided enough streetcars to retire the last of the wooden, class BB streetcars that the TTC inherited from the Toronto Railway Company in 1921. [18]

Second-hand purchases

In 1951, the TTC still had 348 Peter Witt cars and 105 trailers. Since the Yonge streetcar line used only 70 Peter Witt trailer trains, the opening of the Yonge subway (part of today's Line 1 Yonge–University) in 1954 would in itself not allow the retirement of the remaining Peter Witt fleet. The TTC wished to avoid the high cost of buying new PCCs; thus, it had started to search for second-hand PCCs from U.S. transit operators closing out streetcar operations. [17]

In 1950, the TTC acquired 50 all-electric PCCs (class A-9) and 27 older air-electrics (class A-10) from the Cincinnati Street Railway. Both sets of former Cincinnati cars were built by the St. Louis Car Company. [17] In Cincinnati, these cars all had two trolley poles like for a trolley bus. The TTC removed one of the two poles. [19]

In 1952, the TTC purchased 75 all-electric PCCs from the Cleveland Transit System. Fifty were built by Pullman-Standard becoming class A-11 (dubbed "Cleveland"), and twenty-five by the St. Louis Car Company becoming class A-12 ("Louisville"). Each class had roof housing for fan equipment, a feature which the TTC chose to disable. The housing gave the cars a distinctive appearance, with each class having a distinctively different style of housing. [17] The A-12 former Louisville cars were built for the Louisville Railway Company but were never put into service there. The cars were sold to the Cleveland Transit System as deliveries to Louisville were being made, the last 10 of the 25 "Louisville" cars being shipped directly to Cleveland. [20]

Also in 1952, the TTC purchased 48 all-electric PCCs from the Birmingham Electric Company. These class A-13 ("Birmingham") cars were built by Pullman-Standard. [17] In Birmingham, Alabama, these PCCs had the notoriety of having racially-segregated seating, a practice that ceased with their shipment to Toronto. [21]

Class A-14, St. Louis-built all-electric without standee windows TTC 4768 (PCC) a ST. CLAIR SUBWAY car crossing Oakwood Ave. on St. Clair Ave. an ex-Kansas City car in Toronto, ONT September 8, 1965 (22607173352).jpg
Class A-14, St. Louis-built all-electric without standee windows

In 1957, the TTC purchased 30 all-electric PCCs from the Kansas City Public Service Company, and became class A-14 ("Kansas City"). [17] These are the only all-electric PCCs not to have standee windows as the president of Kansas City Public Service wanted "none of those little apertures". [22] The A-14 cars supported only one-piece front rollsigns. Because of this, the A-14 cars would show only destinations for the St. Clair and Earlscourt routes (today 512 St. Clair) effectively confining the A-14 cars to the St. Clair streetcar line. [23]

The "Kansas City" PCCs became the TTC's final purchase of second-hand PCC streetcars. At this time, only Mexico City had more second-hand PCCs. [17]

The TTC had to modify all its second-hand PCCs to its standards. The work included: [17]

By 1958, there were still 132 Peter Witt streetcars in service despite the presence of 744 PCC streetcars. The opening of the University subway extension (part of today's Line 1 Yonge–University) in 1963, and the closure of the Oakwood and Dupont streetcar lines ended Peter Witt operation, making the Toronto streetcar fleet 100% PCC. [17]

Class A-15 and retirement

In the late 1980s, as CLRVs (Canadian Light Rail Vehicle) were replacing the aging PCC fleet, the TTC started to create a new class of PCC cars, the A-15 class, by rebuilding A-8-class cars for use on the then-new Harbourfront streetcar line (part of today's 509 Harbourfront route). The refurbishment program was cancelled in 1991 following an edict by the Metropolitan Toronto government that all future vehicle purchases must be accessible; all 19 PCCs were rebuilt, with the last car outshopped in 1992. However, in 1995, the A-15 class PCCs were retired because the new CLRV fleet could handle the ridership, which had declined by that time. [6]

The class A-15 cars were numbered 4600–4618; however, two cars (4604 and 4605) were painted with their original A-8-class numbers for historical accuracy. Thus, officially they were 4604 and 4605, but publicly they were known as 4500 and 4549, respectively. These two cars were classified as A-15H ("H" for "historical") and were restored as closely as possible to their original condition. These are the only two PCCs remaining in Toronto, and they are used for charters and special events. [6]

Rail grinder trains

W-30 & W-31 rail grinding train at Hillcrest Complex, 1995 19950529 13 TTC Hillcrest Shop (5344370365).jpg
W-30 & W-31 rail grinding train at Hillcrest Complex, 1995

The TTC constructed two rail grinder trains from two pairs of PCC cars retired from passenger service. One train was adapted for the subway system and the other was for the streetcar system.

In 1970, the TTC converted two class A-7 PCCs (4446 and 4410) into a subway rail grinder train (renumbering the cars as RT-14 and RT-15). The cars were modified for the third-rail based subway system. The two cars were operated coupled back-to-back, and operators could access either car from within the train. The front two doors were modified so that one door opened at platform level while the other opened closer to the ground. A centre platform-level door was added on the left side of each car. The original centre doors and many of the windows of the former streetcars were blocked off. This train was retired in 1989. [24]

About 1974, [25] the TTC converted two class A-11 PCCs (4631 and 4668) into a streetcar system rail grinder train (renumbering the cars as W-30 and W-31). W-31 had its brake shoes replaced by rail grinding blocks. W-30 pulled the train and provided braking power. The train's last rail grinding job was in 1999; in 2002, the two cars were donated to the Halton County Radial Railway. [26]

Summary

These PCCs made up the TTC fleet: [3] [27] [28]

ClassBuilderDescriptionFleet numbersClass sizeYear builtYear retiredNotes
A-1CC&FAir-electric4000–413914019381966
A-2CC&FAir-electric4150–41995019401966
A-3CC&FAir-electric4200–4259601941–19421971
A-4CC&FAir-electric4260–4274151943–19441970
A-5CC&FAir-electric4275–4299251944–19451970
A-6CC&FAll-electric4300–439910019471992
A-7CC&FAll-electric
Multiple-unit		4400–449910019491992
A-8CC&FAll-electric4500–4549501950–1951199219 cars rebuilt to become Class A-15
A-9St. LouisAll-electric4550–45742519471982Former Cincinnati Street Railway 1150–1174); purchased 1950
A-10St. LouisAir-electric4575–4601271939–19401975Former Cincinnati Street Railway 1100–1126; purchased 1950.
A-11PullmanAll-electric
Multiple-unit		4625–46745019461982Former Cleveland Transit System 4200–4249; purchased 1952
A-12St. LouisAll-electric
Multiple-unit		4675–46992519461982Former Cleveland Transit System 4250–4274,
former Louisville Railway Company 525 and 501 to 524 ; purchased 1952 [29]
A-13PullmanAll-electric4700–4747481946–19471983Former Birmingham Electric Company 800–847; purchased 1952
A-14St. LouisAll-electric4750–4779301946–19471977Former Kansas City Public Service Company 526 535 551 [30] 727 740 747 749 754 756 757 760 762 765 767 769 771 773 775 776 778 779 780 782 784 785 789 790 792 793 794;
purchased 1957
A-15TTCAll-electric4600–4618191986–19911995Rebuilt from A-8-class cars: 4505 4512 4537 4548 4500 4549 4528 4536 4544 4526 4541 4540 4543 4503 4509 4518 4515 4539 4501;
4601 rebuilt by Can Car Rail; 4604 & 4605 retain original numbers 4500 & 4549
---TTCAll-electric
Rail grinder 		RT-14 & RT-15219701989Subway rail grinding train; rebuilt from A-7-class 4446 and 4410.
---TTCAll-electric
Rail grinder		W-30 &
W-31		219762002Surface rail grinding train; rebuilt from A-11-class 4631 and 4668.
CC&F Canadian Car and Foundry
Pullman Pullman Company
St. Louis St. Louis Car Company
TTC Toronto Transit Commission

Timeline

DateEvent
20 August 1938The first PCC delivery, class PC-1 (later renamed to A-1) cars 4001 and 4002, arrived at the Hillcrest Complex. [31]
24 September 1938The St. Clair route (today's 512 St. Clair) became the first route in Toronto to have PCC service. [31]
18 July 1939The Carton route (today's 506 Carlton) was converted to all-PCC operation. [32]
1 December 1939PCCs replaced all Peter Witt streetcars on the Bloor and Dundas (now the 505 Dundas) routes. [31]
24 December 1939As 50 Class PC-2/A-2 PCC's were being delivered, PCCs went into base service on the King route (today's 504 King). [32]
1 May 1941Base PCC service begins on the Queen route (now the 501 Queen). [32]
3 February 1942As 60 Class PC-3/A-3 PCC's were being delivered, PCCs went into base service on the Bathurst route (today's 511 Bathurst). [33]
13 January 1944Fifteen class A-4 PCCs started to arrive. Due to war-time rationing, this was the smallest PCC order. [34]
19 March 1945The final class A-5 PCCs arrive. Due to war-time rationing, the class had only 25 cars. [35]
1 February 1948As 100 all-electric Class A-6 PCC's were being delivered, they began service on the Bloor streetcar line displacing air-electric PCCs and class P Peter Witt cars. [36]
24 April 1949As 100 Class A-7 PCC's were being delivered, they went into service on the Bloor streetcar line ultimately displacing all A-6-class PCCs. Although the A-7-class PCCs had couplers, they were initially operated singlely. [37]
13 March 1950The first two-car trains went into service on the Bloor route during peak periods using A-7-class PCCs. [38]
15 October 1950The first of Former Cincinnati cars, class A-10 air-electric 4597, entered service with its first trip being a rail-fan charter. [28]
23 October 1950The first three class A-9 (former Cincinnati) PCCs (4550, 4551 and 4556) went into service. [28]
31 January 1951The class A-8 PCCs start to arrive at the Hillcrest Complex. In 1950, the TTC wanted to purchase 100 more cars from CC&F, but balked at the increased price and cut the order to 50 cars. The A-8 deliveries would allow the TTC to retire the last wooden streetcars it had inherited from the Toronto Railway Company in 1921. [18]
28 November 1952The class A-12 (former Louisville) PCCs purchased from Cleveland went into service led by PCC 4693. [28] These cars in fact never ran in Louisville and 511 to 525 were delivered direct to Cleveland [29]
15 February 1953PCC 4657, class A-11 former Cleveland, became the first PCC built by Pullman-Standard to go into service in Toronto. At this time, the TTC installed couplers on only two of these: 4627 and 4656 because of a shortage of parts. [28]
28 April 1953The class A-13 former Birmingham PCCs went into service led by PCC 4729. [28]
29 April 1954Former Cleveland A-11 and A-12 PCCs retrofitted with couplers for multiple-unit operation were moved from the Hillcrest Complex to Danforth Carhouse. [28]
6 June 1958The final A-14 former Kansas City streetcar goes into service. On this date, the TTC PCC fleet size was at its maximum size of 744 cars. [28]
28 February 1963The University subway (part of today's Line 1 Yonge–University) opens, resulting in the closure of the Dupont streetcar route along Bay Street which in turn allowed the retirement of the remaining Peter Witt streetcars. At this point, the TTC streetcar fleet was 100% PCC. [39]
26 February 1966The Bloor–Danforth subway line (today Line 2 Bloor–Danforth) replaced the busy Bloor streetcar line as well as 4 other streetcar routes. All-electric PCCs that formerly served the Bloor route displaced air-electric streetcars on surviving routes. The TTC retired 225 of its 310 air-electric PCCs. [40]
17 July 1968The final batch of retired air-electric PCCs were transferred to Toronto harbour for shipment to Alexandria, Egypt. The Alexandria Region General Transport Administration paid $1,500 for each of the 140 cars it received since 1966. [41]
9 June 1969Class A-1 PCC 4000 (the first Toronto PCC built but the eleventh delivered) was shipped to the Halton County Radial Railway for preservation. This occurred in the midst of a mass PCC scrapping program. [42]
20 February 1972A-6-class PCC 4362, the first of 173 rebuilt PCCs, made its first run on a railfan trip after being outshopped. The rebuild program, to extend car-life by 5–10 years, would cost $3.1 million and involve 79 A-6, 45 A-7 and 49 A-8-class PCCs. [43]
25 October 1976The last A-14 (former Kansas City) car in service, PCC 4779, made its last run. Class A-14 was the first group of second-hand PCCs to be fully retired, as these PCCs had been poorly maintained in Kansas City and were a maintenance problem in Toronto. [28]
30 September 1979The first Canadian Light Rail Vehicle goes into service, starting the replacement of PCCs. [28]
17 March 1982The PCC fleet consisted of 172 rebuilt and 24 unrebuilt cars for a total of 196 cars. [28]
30 April 1982The TTC retired A-13-class, former Birmingham PCC 4703. It was the last unrebuilt PCC, and also the last second-hand PCC, in service. [28]
6 March 1986A-8-class PCC 4512 was sent to the UTDC's facilities in Kingston for conversion into the first A-15-class PCC (4600). [6]
27 February 1989The TTC decided to repaint all their A-15-class PCCs in their original colours, a project completed on 22 June 1992. [6]
22 May 1990Nine A-15-class PCCs inaugurate service on the 604 Harbourfront route (later 510 Spadina) [6]
31 May 1991Class A-7 PCCs 4460 and 4494, the last PCCs outside of the A-15 class, made their last run. [43]
7 December 1995PCCs made their last run in regular service. The TTC continue to retain PCCs 4500 and 4549 for special occasions. All other A-15-class PCCs were sold off to outside parties for preservation. [6]

Disposals

After their retirement, several of the TTC's PCCs were sold for different purposes.

Continued operation

The following PCC cars were sold to other cities for continued operations: [3] [27]

OperatorTTC ClassCar numbers
Note: Car numbers struck through (4XXX) never re-entered service.
Alexandria, EgyptA-14002 4005 4006 4007 4011 4022 4023 4026 4027 4034 4036 4037 4043 4049 4056 4068 4069 4070 4082 4087 4090 4093 4094 4095 4099 4101 4103 4108 4111 4113 4114 4115 4116 4118 4121 4126 4127 4131 4134
A-24151 4155 4156 4157 4160 4162 4164 4167 4169 4170 4172 4174 4178 4181 4183 4184 4185 4188 4190 4192 4193 4195 4195 4196
A-34200 4201 4202 4205 4209 4210 42114212 4213 4217 4218 4221 4222 4223 4224 4225 4229 4231 4232 4233 4235 4236 4238 4239 4240 4242 4244 4248 4249 4250 4251 4254 4255 4256 4258
A-44260 4262 4263 4264 4265 4266 4267 4268 4270 4272 4273 4274
A-54276 4277 4278 4279 4280 4281 4282 4283 4287 4288 4293 4295 4297 4298 4299
A-104575 4576 4577 4579 4580 4581 4582 4583 4584 4585 4587 4588 4590 4591 4592 4598
Purchased 1968. Originally numbered 901 to 1027, in random order. 24 of the 140 cars never entered service. 28 cars converted to two-car trains in 1975–1975 and renumbered 600–627. 57 cars converted to double-ended three-car trains in 1972–1978 and renumbered 301–357. All withdrawn by 1984. Only confirmed renumbering is TTC 4114 becoming Alexandria 901. [44] A report from 2010, still available via wayback machine, stated all the PCC cars had been scrapped. [45]
Transportes Eléctricos de Tampico, Tampico, MexicoA-34226 4228 4247 4253
A-104578 4586 4589 4593 4597 4599
Purchased 1971–1972. System abandoned on 13 December 1974. [46]
SEPTA, Philadelphia, PennsylvaniaA-134706 4707 4709 4710 4711 4718 4724 4726 4727 4728 4729 4731 4732 4734 4740 4741 4744 4746
A-144750 4751 4756 4759 4761 4762 4765 4767 4772 4773 4779
Purchased 1976 for $12,500 each. Renumbered 2300–2318 and 2240–2250, in order. [47] All retired 1981–1983. [48]
San Francisco Municipal Railway A-144752 4754 4757 4758 4763 47644769 4770 4771 4775 4777
Purchased 1973. Renumbered SFMR 1190, 1180–1189, in order. 1184 and 1185 never entered service. [49] Retired 1980.
Greater Cleveland Regional Transit Authority (Shaker Heights Rapid Transit)A-114630, 4648, 4651, 4652, 4655, 4656, 4662, 4663, 4665
Purchased 1978. 4630 never entered service. [50] Retained TTC numbers and couplers. Backup controls added. Retired after arrival of Breda LRVs in 1981. [51]
Kenosha Electric Railway A-154606 4609 4610 4615 4616 4617
Used one at a time on a two-mile (3 km) downtown loop.

Preservation

Some museums, such as the Halton County Radial Railway, the Edmonton Radial Railway Society and the National Capital Trolley Museum have preserved Toronto PCCs in working order so that museum visitors can ride them.

TTC No.OwnerLocationStatusNotes
4000Halton County Radial RailwayRockwood, ONOperational [52]
4349Edmonton Radial Railway SocietyEdmonton, ABStoredOperable, awaiting regauging [53]
4367Edmonton Radial Railway SocietyEdmonton, ABStoredOperable, awaiting regauging [53]
4386Halton County Radial RailwayRockwood, ONUnrestored [52]
4426Halton County Radial RailwayRockwood, ONUnrestored [52]
4600Halton County Radial RailwayRockwood, ONOperationalUnrestored [52]
4601Michigan Transit MuseumMount Clemens, MIStatic display [6]
4602National Capital Trolley MuseumSilver Spring, MDOperationalPurchased from Trolleyville USA (Olmsted Falls, OH) in 2009 [54]
4603National Capital Trolley MuseumSilver Spring, MDOperational [54]
4607 Arizona Railway Museum Chandler, AZStatic display [6]
4608Old Pueblo TrolleyTucson, AZStatic display [6]
4611Halton County Radial RailwayRockwood, ONOperationalUnrestored [52]
4612Edmonton Radial Railway SocietyEdmonton, ABOperational [55]
4613 McKinney Avenue Transit Authority Dallas, TXPendingPreparing for PCC service [56]
4614McKinney Avenue Transit AuthorityDallas, TXOperationalNicknamed "Margaret",Restored In 2019 [57]
4618Halton County Radial RailwayRockwood, ONUnrestoredUsed as the museum ice cream shop [52]
4655 Northern Ohio Railway Museum Chippewa Lake, OHUnrestoredRenumbered as Cleveland Transit System 4230 [58] [59]
4656Northern Ohio Railway MuseumChippewa Lake, OHStoredNot regauged [58] [59]
4684Halton County Radial RailwayRockwood, ONUnrestored [52]
4752Epoch Developments River Market, Kansas City, MOStatic displayRestored as KCPS 551 [60] [30]
W-30Halton County Radial RailwayRockwood, ONOperationalUnrestored [61]
W-31Halton County Radial RailwayRockwood, ONOperationalUnrestored [61]

    Commemoration

    Summertime Streetcar Eglinton West TTC Summertime Streetcar.jpg
    Summertime Streetcar

    A pair of enamel murals by Gerald Zeldin entitled Summertime Streetcar are displayed at platform level at Eglinton West station. They depict a stylized PCC car, albeit in Kansas City colours.

    SF MUNI PCC 1074 Old school trolly on Market Street (7358450240).jpg
    SF MUNI PCC 1074

    The San Francisco Municipal Railway (MUNI) painted its PCC 1074 in TTC livery "to honor Toronto"; it runs on the Market Street Railway. However, this car never operated in Toronto: it was originally built for Minneapolis' Twin City Rapid Transit and ultimately bought by MUNI. [62]

    See also

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    <span class="mw-page-title-main">Toronto and York Radial Railway</span> Electric interurban railway in Toronto, Canada

    The Toronto and York Radial Railway was a transit operator providing services to the suburbs of Toronto, Ontario, Canada. It was a subsidiary of the Toronto Railway Company. The company was created by merging four Toronto-area interurban operations. The company was part of the empire of railway entrepreneurs Sir William Mackenzie and Donald Mann which included the Canadian Northern Railway and the parent Toronto Railway Company. The line was abandoned by the TTC in 1948.

    <span class="mw-page-title-main">Metropolitan line (Toronto)</span> Toronto railway electric radial line

    The Metropolitan line in the Toronto area, operated by the Metropolitan Street Railway, started out as a local horsecar line and transformed itself into an electric radial line extending to Lake Simcoe, following an old stage coach route. In 1904, the railway was acquired by the Toronto and York Radial Railway (T&YRR) and became the T&YRR Metropolitan Division. In 1922, the City of Toronto acquired the T&YRR and contracted Ontario Hydro to manage the four T&YRR lines including the Metropolitan. In 1927, the TTC took over the operation of the Metropolitan Line to Sutton, and renamed it the Lake Simcoe line. In 1930, the TTC closed the Metropolitan Line but shortly reopened the portion between Glen Echo and Richmond Hill operating it as the North Yonge Railways until 1948.

    <span class="mw-page-title-main">North Yonge Railways</span>

    The North Yonge Railways was a radial railway line operated by the Toronto Transportation Commission from 1930 to 1948 between Glen Echo (Toronto) and Richmond Hill. The line was created by reopening the southern portion of the TTC's Lake Simcoe radial line that had closed in 1930.

    <span class="mw-page-title-main">Toronto Transportation Commission</span> Former public transit operator in Toronto, Canada

    Toronto Transportation Commission (TTC) was the public transit operator in Toronto, Ontario, Canada, beginning in 1921. It operated buses, streetcars and the island ferries. The system was renamed the Toronto Transit Commission (TTC) in 1954.

    <span class="mw-page-title-main">Toronto streetcar system</span> Streetcar network in Ontario, Canada

    The Toronto streetcar system is a network of eleven streetcar routes in Toronto, Ontario, Canada, operated by the Toronto Transit Commission (TTC). It is the third busiest light-rail system in North America. The network is concentrated primarily in Downtown Toronto and in proximity to the city's waterfront. Much of the streetcar route network dates from the 19th century. Three streetcar routes operate in their own right-of-way, one in a partial right-of-way, and six operate on street trackage shared with vehicular traffic with streetcars stopping on demand at frequent stops like buses. Since 2019, the network has used low-floor streetcars, making it fully accessible.

    <span class="mw-page-title-main">Canadian Light Rail Vehicle</span> Type of Canadian streetcar

    The Canadian Light Rail Vehicle (CLRV) and Articulated Light Rail Vehicle (ALRV) were types of streetcars used by the Toronto Transit Commission (TTC) from the late 1970s until the late 2010s. They were built following the TTC's decision to retain streetcar services in the 1970s, replacing the existing PCC streetcar fleet.

    <span class="mw-page-title-main">Peter Witt (Toronto streetcar)</span> TTC version built from 1921 to 1923

    The Toronto Transit Commission version of the Peter Witt streetcar was designed by the Cleveland Street Railway in the United States and built under license by Canada Car and Foundry of Montreal. A small number were also built by the Ottawa Car Company and the Preston Car Company. Between 1921 and 1923, 575 of these streetcars were ordered by the TTC for use on Toronto streets.

    <span class="mw-page-title-main">Birney (Toronto streetcar)</span> Toronto streetcar model circa 1920

    In 1920, the Toronto Civic Railways (TCR) acquired 25 single-truck, double-ended Birney streetcars from the J. G. Brill Company. In 1921, the Toronto Transportation Commission (TTC) acquired all assets of the TCR including the 25 Birney cars. In 1927, the TTC sold 3 of the Birney cars to Cornwall, Ontario and 8 to Halifax, Nova Scotia. In 1941, the remaining 14 Birney cars were sold, again going to Halifax.

    <span class="mw-page-title-main">M-Line Trolley</span> Trolley line in Dallas, Texas

    The M-Line Trolley is a heritage streetcar line in the Uptown neighborhood of Dallas, Texas. The trolley line, which has been in service since 1989, is notable for its use of restored historic streetcar vehicles, as opposed to modern replicas.

    <span class="mw-page-title-main">Johnstown Traction Company</span> Former transit system in Johnstown, Pennsylvania

    Johnstown Traction Company (JTC) was a public transit system in Johnstown, Pennsylvania, United States. For most of its existence it was primarily a street-railway system, but in later years also operated rubber-tired vehicles. JTC operated trolley (tram) service in Johnstown from February 23, 1910 to June 11, 1960. Johnstown was one of the last small cities to abandon trolley service in the United States. It was also the smallest city to acquire a fleet of PCC cars and acquired trackless trolleys at a late date compared to larger transit properties. Many of the 1920s-era cars went directly to museums; however, none of the 17 PCC streetcars were saved. Efforts to sell the 16 then-surviving PCC cars intact were unsuccessful, and in 1962 they were scrapped, but many of their components were salvaged and sold to the Brussels, Belgium tram system, reused in the last series of single PCC trams (7156–7171), which ran from 1970 until February 2010.

    <span class="mw-page-title-main">Streetcars in North America</span> History of street cars

    Streetcars or trolley(car)s were once the chief mode of public transit in hundreds of North American cities and towns. Most of the original urban streetcar systems were either dismantled in the mid-20th century or converted to other modes of operation, such as light rail. Today, only Toronto still operates a streetcar network essentially unchanged in layout and mode of operation.

    <span class="mw-page-title-main">Roncesvalles Carhouse</span> Storage and maintenance facility for streetcars in Toronto, Canada

    The Roncesvalles Carhouse is a storage and maintenance facility for the streetcar network of the Toronto Transit Commission. Located at the northwest corner of the Queensway and Roncesvalles Avenue in Toronto, Ontario, west of its downtown core, it is the oldest of the TTC's three active carhouses. The carhouse serves vehicles on routes 501 Queen, 504 King, 505 Dundas, 506 Carlton, 511 Bathurst, and 512 St. Clair.

    <span class="mw-page-title-main">Toronto streetcar system rolling stock</span>

    In 1921, the Toronto Transportation Commission (TTC) was created to integrate and operate the Toronto streetcar system. It inherited the infrastructure of two separate streetcar operators: the Toronto Railway Company (TRC) and Toronto Civic Railways (TCR). The TTC immediately embarked on a program to connect the TRC and TCR lines into one network. The TTC had to rebuild most of the track to provide a wider devilstrip so that the wider Peter Witt streetcars it was ordering could pass without sideswiping. Between 1938 and 1945, it placed five orders for air-electric PCC streetcars to replace the old, wooden streetcars of the TRC, and to address rising ridership. Between 1947 and 1951, the TTC placed three orders for all-electric PCC cars, with one order equipped with couplers for multiple-unit operation. Between 1950 and 1957, the TTC purchased PCCs from four American cities. By 1957, the TTC had more PCCs than any other city in North America. After the opening of the Bloor–Danforth subway in 1966, the TTC considered terminating all streetcar service in Toronto. However, in 1972, a citizens group led by Jane Jacobs and Steve Munro called "Streetcars for Toronto" persuaded the City to retain streetcar operation. This led to the development of the Canadian Light Rail Vehicle (CLRV) and its longer, articulated cousin, the Articulated Light Rail Vehicle (ALRV), to replace the aging PCC fleet. The Accessibility for Ontarians with Disabilities Act, 2005 (AODA) mandated that the next generation of streetcars be wheelchair-accessible. Thus, to replace the CLRVs and ALRVs, Bombardier adapted its low-floor Flexity Outlook model for the TTC to navigate the Toronto streetcar system's tight curves and single-point switches, characteristics set in 1921 to accommodate Peter Witt streetcars.

    <span class="mw-page-title-main">Bloor streetcar line</span> Former Toronto streetcar line (closed 1966)

    The Toronto Transit Commission operated the Bloor streetcar line along Bloor Street and Danforth Avenue, extending at its longest from Jane Street in the west end of the city to Luttrell Avenue in the east. Both Luttrell and Jane loops at the termini were transfer points between streetcars and suburban bus routes. The line was abandoned in 1966 with the opening of the Bloor-Danforth subway line, except for two stubs of the line abandoned in 1968.

    Beginning operation in 1861, the Yonge streetcar line was the first streetcar line in Toronto and the first in Canada. It started off as a horsecar line and closed in 1954 operating two-unit trains of Peter Witt motors pulling a trailer. Under the Toronto Transportation Commission, the Yonge line was the busiest and most congested streetcar line in the city leading to its replacement in 1954 by the Yonge Subway line, also Toronto's first and the first in Canada.

    <span class="mw-page-title-main">Toronto-gauge railways</span> Railway track gauge (1495 mm)

    Toronto-gauge railways are tram and rapid transit lines built to Toronto gauge, a broad gauge of 4 ft 10+7⁄8 in. This is 2+3⁄8 in (60 mm) wider than standard gauge of 4 ft 8+1⁄2 in which is by far the most common track gauge in Canada. The gauge is unique to the Greater Toronto Area and is currently used on the Toronto streetcar system and the Toronto subway, both operated by the Toronto Transit Commission. As well, the Halton County Radial Railway, a transport museum, uses the Toronto gauge so its rail line can accommodate its collection of Toronto streetcars and subway trains. Several now-defunct interurban rail systems also once used this gauge.

    <span class="mw-page-title-main">St. Clair Carhouse</span> Streetcar depot facility in Toronto, Ontario

    The St. Clair Carhouse was a streetcar facility in Toronto, Ontario, Canada. It was located south of St. Clair Avenue on a parcel of land bounded by Wychwood Avenue on the east, Benson Avenue on its north side and Christie Street on the west side. It was opened by the Toronto Civic Railways in 1913, taken over by the Toronto Transportation Commission in 1921 and closed by its successor, the Toronto Transit Commission, in 1998. The carhouse was subsequently transformed into a community centre called the Wychwood Barns.

    References

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    2. 1 2 Schneider & Carlson 1983, p. 235.
    3. 1 2 3 Bromley & May 1978, p. 161.
    4. ↑ "Transit Toronto Image: PCC 4063".
    5. ↑ Filey, Mike (October 1997). Toronto Sketches 5: The Way We Were. ISBN   978-1-55002-292-6.
    6. 1 2 3 4 5 6 7 8 9 10 Kohler, Peter C. (22 March 2017). "Red Rocket Renaissance: The A-15 Class PCC Cars". Transit Toronto. Archived from the original on 13 December 2018. Retrieved 28 November 2018.
    7. ↑ Partridge 1983, p. 47.
    8. ↑ Bromley & May 1978, pp. 76, 77, 82, 115.
    9. ↑ Bow, James (6 September 2017). "Route 501 - The Queen Streetcar". Transit Toronto. Archived from the original on 31 January 2018. Retrieved 30 January 2018.
    10. 1 2 3 Schneider & Carlson 1983, p. 240.
    11. ↑ Bromley & May 1978, pp. 76, 77.
    12. ↑ Bromley & May 1978, pp. 115.
    13. 1 2 3 Schneider & Carlson 1983, p. 239.
    14. ↑ Schneider & Carlson 1983, pp. 235, 237.
    15. ↑ Schneider & Carlson 1983, p. 237.
    16. ↑ Schneider & Carlson 1983, p. 238.
    17. 1 2 3 4 5 6 7 8 9 Schneider & Carlson 1983, p. 242.
    18. 1 2 Bromley & May 1978, p. 79.
    19. 1 2 Bromley & May 1978, p. 78.
    20. ↑ Schneider & Carlson 1981, p. 194,195.
    21. ↑ Schneider & Carlson 1981, p. 22.
    22. ↑ Schneider & Carlson 1983, p. 108.
    23. ↑ Bromley & May 1978, p. 92.
    24. ↑ Bow, James (23 November 2017). "A Rogue's Gallery: The TTC's Subway Work Car Fleet". Transit Toronto. Archived from the original on 11 December 2018. Retrieved 11 December 2018.
    25. ↑ Schneider & Carlson 1983, p. 247.
    26. ↑ Bow, James (25 June 2015). "W30-W31 - The TTC's Streetcar Railgrinders". Transit Toronto. Archived from the original on 24 November 2018. Retrieved 11 December 2018.
    27. 1 2 Schneider & Carlson 1983, p. supplement #2.
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    30. 1 2 "Kansas City Public Service 551". Branford Electric Railway Association. Archived from the original on 7 December 2018. Retrieved 6 December 2018.
    31. 1 2 3 Bromley & May 1978, p. 59.
    32. 1 2 3 Bromley & May 1978, p. 60.
    33. ↑ Bromley & May 1978, p. 65.
    34. ↑ Bromley & May 1978, pp. 66–67.
    35. ↑ Bromley & May 1978, p. 67.
    36. ↑ Bromley & May 1978, p. 72.
    37. ↑ Bromley & May 1978, pp. 76–77.
    38. ↑ Bromley & May 1978, p. 77.
    39. ↑ Bromley & May 1978, pp. 97–101.
    40. ↑ Bromley & May 1978, pp. 107, 112.
    41. ↑ Bromley & May 1978, pp. 114, 115, 119.
    42. ↑ Bromley & May 1978, p. 120.
    43. 1 2 Kohler, Peter C. (25 June 2015). "The Post-War All-Electric PCC Cars (Classes A-6-A-8)". Transit Toronto. Archived from the original on 10 December 2018. Retrieved 12 December 2018.
    44. ↑ "Streetcars on the Waterfront (1968)". 20 October 2009.
    45. ↑ "Archived copy" (PDF). tramways.files.wordpress.com. Archived from the original (PDF) on 10 January 2015. Retrieved 15 January 2022.{{cite web}}: CS1 maint: archived copy as title (link)
    46. ↑ Morrison, Allen (2003). "The Tramways of Tampico". Electric Transport in Latin America: Past & Present. Allen Morrison. Archived from the original on 11 September 2011. Retrieved 3 August 2011.
    47. ↑ "Philadelphia PCC Car Roster". Philadelphia Trolley Tracks. Friends of Philadelphia Trolleys.
    48. ↑ Casey, Rev. E. (24 July 1999). "SEPTA buys used PCCs from Toronto: Thirty PCCs Bought to Relieve Car Shortage". Philadelphia Trolley Tracks. Mike Szilagyi. Archived from the original on 8 August 2011. Retrieved 3 August 2011.
    49. ↑ "Kansas City Public Service (KCPS) Resin Shells". Trolleyville. Southern California traction Club. 25 June 2008.
    50. ↑ Toman, James A.; Toman, Jim; Hays, Blaine S. (1996). Cleveland's Transit Vehicles: Equipment and Technology. ISBN   978-0-87338-548-0.
    51. ↑ Schneider & Carlson 1983, pp. 212, 216.
    52. 1 2 3 4 5 6 7 "Streetcar". Halton County Radial Railway. Archived from the original on 28 November 2018. Retrieved 27 November 2018.
    53. 1 2 "Future Projects". Edmonton Radial Railway Society. Archived from the original on 29 November 2018. Retrieved 29 November 2018.
    54. 1 2 "Toronto Transit Commission (TTC) 4602 & 4603". National Capital Trolley Museum. Archived from the original on 1 April 2018. Retrieved 27 November 2018.
    55. ↑ "Streetcar Fleet". Edmonton Radial Railway Society. Archived from the original on 20 November 2018. Retrieved 27 November 2018.
    56. ↑ "FAQS". McKinney Avenue Transit Authority. Archived from the original on 28 November 2018. Retrieved 28 November 2018.
    57. ↑ "Margaret". McKinney Avenue Transit Authority . Retrieved 30 November 2022.
    58. 1 2 "Presidents Conference Committee Cars #78, #92, #1644 & #4230". Northern Ohio Railway Museum. 2 April 2015. Archived from the original on 2 October 2019. Retrieved 10 December 2018.
    59. 1 2 "Cleveland Transit System". Branford Electric Railway Association. 2 April 2015. Archived from the original on 14 December 2018. Retrieved 10 December 2018.
    60. ↑ Smith, Joyce (30 October 2018). "The River Market's vintage streetcar — Trolley Tom — to house local retail shop, cafe". The Kansas City Star. Archived from the original on 7 December 2018. Retrieved 6 December 2018.
    61. 1 2 "Electric Work Equipment". Halton County Radial Railway. Archived from the original on 28 November 2018. Retrieved 27 November 2018.
    62. ↑ "No.1074 Toronto, Canada". Market Street Railway. Archived from the original on 28 November 2018. Retrieved 27 November 2018.
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