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43-507: After the Williams Omnibus Bus Line had become heavily loaded in 1861, the city of Toronto issued a transit franchise (Resolution 14, By-law 353) for a horse-drawn street railway. The winner was Alexander Easton's Toronto Street Railway, which was required to build streetcar lines along Yonge , Queen and King Streets. Service was required to be 16 hours per day, 14 in winter with a headway of no more than 30 minutes at

86-476: A day using the station. Construction on the new station began in 1915 but was delayed by a wartime shortage of construction workers, financing and building materials as well as the impending bankruptcy of the Canadian Northern and Grand Trunk Railways. The new Union Station headhouse and east and west office wings were completed in 1920, but didn't open to the public for another seven years while

129-414: A day. In 1892, the railways agreed to expand the station through an extensive rebuilding program and Edmund Wragge was appointed the project's Chief Engineer. A new three-track train shed was built on the south side of the 1873 station. The most distinctive feature of the redevelopment was a new seven-story office building on Front Street , built of red brick and Credit Valley stone. This was designed in

172-793: A parade pulled by two horses on the tracks of the Queen streetcar line. In 1968, the TTC donated the horsecar to the Canada Science and Technology Museum in Ottawa . Car 16 was built in 1874 by the John Stephenson Company of New York City. It was used throughout the network of the Toronto Street Railway. It sat 16 passengers and could be pulled by one or two horses. According to historian Trevor Parkins-Sciberras, if

215-499: A single track was laid on Wichester Street from Parliament to Sumach Street to serve the new nearby zoo; tracks were laid on Queen Street between Sherbourne and Parliament Streets. In 1882, tracks were laid on Parliament Street from Queen Street to Gerrard Street , proceeding east on Gerrard to River Street. Tracks were also laid on Ossington Avenue (then considered part of Dundas Street ) and west on Dundas to Dufferin Street , which

258-648: A speed not to exceed 6 mph (10 km/h). The fare was 5 cents with no transfer privileges and no discounted fare for children. The company opened the first street railway line in Canada on September 11, 1861, operating from Yorkville Town Hall via Yonge and King Streets to the St. Lawrence Market . (There was a ceremonial opening of the line on the day before.) The second line was opened in December 1861 operating from St. Lawrence Market via King, Yonge and Queen Streets to

301-472: A steam railway underpass, the latter would not open until after the TSR franchise expired in 1891.) Tracks were laid on Bloor Street between Yonge and Bathurst Streets, and on Bathurst Street between King and College Streets. In 1890, tracks on Bathurst Street were extended from Bloor Street to Dupont Street. In early 1891, the final expansion occurred: tracks on Sherbourne Street were extended from Bloor Street over

344-610: The Queen Street Asylum at Ossington Avenue (then known as Dundas Street). By the end of 1861, the railway was operating 2 routes on 6 miles (10 km) of track using 70 horses (stabled in Yorkville ) and carrying 2,000 passengers per day. The first two routes were initially single-track lines with passing loops. In 1862, the railway acquired the Williams Omnibus Bus Line. In 1868, the railway

387-650: The Romanesque style by the Toronto architectural firm of Strickland & Symons. The building's façade closely resembled the Bradford Gilbert -designed Illinois Central Station in Chicago that had opened in 1893. An arcade over Station Street connected the new and old sections of the station. The renovated Union Station was officially unveiled and opened to the public on January 1, 1896. The facility

430-623: The Toronto Railway Company took over the horsecar system of the Toronto Street Railway in 1891, its charter mentioned a gauge of 4 feet 11 inches (1,499 mm) The 1861 agreement between the City of Toronto and the Toronto Street Railway stated: That the gauge of the said railways shall be such that the ordinary vehicles now in use may travel on the said tracks, and that it shall and may be lawful to and for all and every person and persons whatsoever to travel upon and use

473-459: The University of Toronto to make College Street a public throughfare, tracks were laid on College from McCaul Street west to Spadina Avenue, and then north on Spadina to Bloor Street (the then-city limits). By this time, most streetcar routes terminated at or near St. Lawrence Market , the area being a major traffic source in the early 1880s. The TSR's complex of stables, carhouse and car shops

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516-487: The 30-year franchise expired on March 16, 1891. Because there was no transition agreement, the streetcar system shut down for the three following days. Streetcar service resumed on March 20, with the city as the operator. By an arbitrated agreement, the City paid the Toronto Street Railway Company $ 1,453,788 for the railway's assets. The City operated the system briefly, but soon elected to pass on

559-669: The Chief Engineer was the GTR's E. P. Hannaford. The main entrance and façade faced the harbour facilitating transfers between boat travel on Lake Ontario and the railway. As the Grand Trunk absorbed several smaller railways serving Toronto, passenger trains were increasingly consolidated at Union Station. The arrival of the Canadian Pacific Railway in 1884 increased traffic at the facility to over sixty trains

602-660: The College Street tracks were expanded west from Bathurst Street to Dovercourt Road. In 1888, after the city's annexation of the Village of Dovercourt , the tracks were extended north on Dovercourt Road to Bloor Street. In 1889, the Queen line was further extended east from Woodbine Race Course to Lee Avenue. Track was laid on Broadview Avenue between Queen Street and Danforth Avenue , on College Street between Dovercourt Road and Dufferin Street, and on King Street from Strachan Avenue to Dufferin Street. (Due to construction of

645-603: The Kingston Road Tramway, which since 1875 had a horsecar line running from the Don River east along Queen Street and Kingston Road , terminating at Main Street, and later at Blantyre Avenue from 1878. It ceased operation in 1887. Trams would return to Kingston Road in 1893 when the Toronto and Scarboro' Electric Railway, Light and Power Company opened a radial railway line along Kingston Road. Also in 1887,

688-531: The Sherbourne bridge to South Drive in Rosedale , after which the city announced that it would not extend the TSR franchise. By 1891, the last year of the franchise, the railway was carrying 55,000 passengers using 264 horsecars, 99 buses, 100 sleighs and 1,372 horses. The railway had 80.69 miles (129.86 km) of track and 68 miles (109 km) of routes. By mutual agreement between the City and railway,

731-745: The Yonge and Queen lines were fully converted to double track. In 1881, the King line was extended west to Strachan Avenue then south to Wellington Street. The portion south of King Street operated only during the Toronto Industrial Exhibition (today the Canadian National Exhibition) that took place annually at Exhibition Place . Also in 1881, the Church line was extended north from King Street to Bloor Street ;

774-427: The city gave a 30-year franchise for to Toronto Street Railways who built a horse car line, and the gauge of the buses was modified so as to fit between the tracks. The bus system lasted only until 1862, when it was bought out by the TSR. The omnibuses were manufactured by Williams' own cabinet-making store on Yonge Street, H. Burt Williams. Prior to Williams' operations, there were a variety of stagecoach operators in

817-459: The city's third streetcar route. Later in that year, double track was laid on Church Street from King Street to Front Street then west to York Street in order to serve steam railway stations. The Sherbourne line followed, running on Sherbourne Street from King Street north to Carlton Street , east to Parliament Street and north to Winchester Street. In 1878, tracks were laid on Spadina Avenue between King and College Streets. By 1879, both

860-487: The city's warehouse and manufacturing district, including the block immediately east of Union Station bounded by Bay , Front and York Streets. It was decided to build a new Union Station on this site in 1905 but the railways and the city couldn't agree on the design of the facility or how the tracks should be brought into the station. Meanwhile, Union Station continued to serve the people of Toronto, to no one's satisfaction. By 1911, there were about 150 trains and 40,000 people

903-505: The city: The companies and agencies that succeeded Williams: Toronto Union Station (1873) Toronto ’s second Union Station was a passenger rail station located west of York Street at Station Street, south of Front Street in downtown Toronto. It was built by the Grand Trunk Railway (GTR) and opened in 1873, replacing the GTR's first Union Station , located at the same location. The first Union Station in Toronto

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946-564: The conversion from horse to electric traction, the TRC had replaced all the horsecar tracks with heavier rails to handle the faster, heavier electric streetcars. The Toronto Street Railway created Toronto's unique gauge that is still used today by the Toronto streetcar system and 3 lines of the Toronto subway . However, the original Toronto gauge may have been 4 feet 11 inches (1,499 mm), slightly wider than today's 4 ft  10 + 7 ⁄ 8  in ( 1,495 mm ). When

989-535: The day, the process would be repeated. When snowy conditions threatened, two horses would be assigned to each one-horse car. Work gangs would attempt to shovel the tracks clear of snow. If the tracks became unusable, horsecars were replaced by buses fitted with runners and by sleighs. Replacing larger horsecars required more buses and sleighs, and some of the conductors would become drivers; other conductors would act as fare collectors posted at busy locations. Williams Omnibus Bus Line Williams Omnibus Bus Lines

1032-412: The elements. In winter, the driver was allowed to stand in a box full of straw to keep the feet warm. Open cars were run only on warm days. If there was rain, open cars would be replaced by closed cars when the horses needed to be changed. At the three-story Front Street carhouse, a lift would bring replacement cars down to street level, and carry up the cars being replaced. If the weather changed later in

1075-534: The horsecars were scrapped. Some were converted into trailers hauled by a motor car, but the old horsecars were found to be unsuited for the higher speed of electric streetcar operation. The TRC repurposed two horsecars, 13 and 16, as offices at Exhibition Loop . They were both inherited by the Toronto Transportation Commission in 1921 which scrapped horsecar 12 but retained horsecar 16 as a historic relic. In 1945, car 16 participated in

1118-675: The new city limits (after the Village of Brockton had been annexed) at Lansdowne Avenue. The Yonge line was extended north from Scollard Street to Price Street at the Canadian Pacific Railway line; this extension displaced the tracks of the Metropolitan Street Railway. The Metropolitan had laid horsecar tracks there from 1881 to 1882, and still operated horsecar service north of the CPR line. In 1886, track

1161-411: The railways and the city continued to argue over the approach tracks. On August 10, 1927, the new Union Station opened and the old station was dismantled over the next year. The clock faces from the centre tower were removed on August 17, 1927 and later given to the town of Huntsville, Ontario and installed on the town hall building . The 1895 office building on Front Street survived until 1931 when it

1204-507: The rights to a new company, the Toronto Railway Company , on September 1, 1891, for another thirty years under William Mackenzie and associates including George Kiely from the defunct Toronto Street Railway. The TRC agreed to pay the City $ 1,453,788 plus a percentage of gross receipts for the franchise. The City required the TRC to electrify the horsecar lines within three years. The first electric cars were run on August 15, 1892, and horsecars were last operated on August 31, 1894. As part of

1247-628: The roster. Before the end of the franchise, the TSR had 262 cars, 100 omnibuses, 100 sleighs and 1,356 horses. Among the horsecar manufacturers were John Stephenson Company of New York, New York , Jones Car Company and the shops of the Toronto Street Railway. Horsecars could be open or closed vehicles, and require one or two horses to pull, depending on car length. The sleighs (all closed vehicles) were built by Thomas Speight Wagon Works of Markham Village , Ontario Closed horsecars were short, 10 ft (3.0 m) to 16 ft (4.9 m) feet in length, and had four wheels bolted to their bodies. Straw

1290-495: The said tracks with their vehicles loaded or empty, when and so often as they may please, provided they do not impede or interfere with the cars of the party of the second part (Toronto Street Railway), running thereon, and subject at all times to the right of the said party of the second part, his executors, and administrators and assigns to keep the said tracks with his and their cars, when meeting or overtaking any other vehicle thereon. As wagons were normally built at standard gauge,

1333-400: The streetcar rails were selected to be slightly wider, allowing the wagons to ride on the inside sections of the rail, and the streetcars on the outside. The Williams Omnibus Bus Line changed the gauge of their buses in 1861 to fit this gauge. Ken Heard, Consultant Museologist, Canadian Museums Association , was reported to say: One of the terms of these agreements was that the track gauge

Toronto Street Railway - Misplaced Pages Continue

1376-424: The track gauge had to be 4 feet, 11 inches. As the streets themselves were not paved, this arrangement permitted wagons carrying heavy loads a stable roadbed. Routes with "Transferred to City" in the "Ended" column were operating on May 20, 1891, when the Toronto Street Railway Company's franchise expired and had their operations taken over by the City of Toronto. In the first year, the TSR had only 11 horsecars on

1419-538: The tram was overloaded, the horses would refuse to haul it. The TSR had separate facilities for horses versus vehicles with the exception of the King stables, which had storage space for buses. Every two hours, horses hauling streetcars had to be changed. If the horsecar was overloaded, the horse would often refuse to pull it, and passengers would be asked to help push the car. Drivers and conductors worked shifts of 11 to 12 hours per day, and were paid 15 cents per hour. The driver had to work on an open platform exposed to

1462-520: Was a sprawling complex that never worked very well from either an architectural or an engineering point of view. An 1899 issue of Railway and Shipping World stated that “the general consensus of opinion is that the Toronto Union is one of the most inconvenient stations in (North) America, expensive to run and unsatisfactory in very many other respects.” By 1900, it was clear a new station was needed. The Great Toronto Fire of 1904 swept through

1505-609: Was built by the Grand Trunk Railway (GTR) in 1858 at a location just west of the present Union Station train shed. The station consisted of three wooden structures and was initially shared between the Grand Trunk, the Northern Railway of Canada and the Great Western Railway , although the railways also built their own stations along the Toronto waterfront . By the 1870s, the old station

1548-428: Was extended on York Street south from King Street to Front Street; track was laid on Carlton Street between Yonge and Parliament Streets. After the city's annexation of the Village of Parkdale, the Queen line was extended west from Gladstone Avenue to Roncesvalles Avenue . In 1887, the Queen line was extended 3.5 km (2.2 mi) east over the Don River through Leslieville to Woodbine Race Course . This displaced

1591-500: Was in financial difficulty and could not pay bond interest. Thus, it passed into the hands of the bondholders under an appointed trustee. In 1873, William and George Kiely acquired the railway and obtained a new act of incorporation under the old name. The new owners operated the railway until the end of the franchise in 1891. In 1874, the tracks on King Street were extended east to the Don River and west to Bathurst Street , becoming

1634-454: Was located nearby on Front Street. In 1884, tracks on Yonge Street were extended south then west on Front Street to York Street. With this extension, every second Yonge car went to city's second Union Station , located west of York Street at Station Street, instead of St. Lawrence Market. In 1885, track was laid on College Street between Yonge and McCaul Streets, on Bathurst Street between College and Bloor Streets, and on Dundas Street west to

1677-513: Was no longer adequate. The Grand Trunk built a new Union Station on the same site that opened on July 1, 1873. At the time it was the largest and most opulent railway station in Canada and was designed in the Italianate /Second Empire style by architect Thomas Seaton Scott , who later designed Grand Trunk's Bonaventure Station in Montreal , Quebec. The builder was John Shedden & Co. and

1720-510: Was placed on the floor to provide warmth in winter. There was a small coal oil lamp at one end of the car for both interior and exterior lighting at night. Larger cars had a conductor to collect fares using a hand-held box; on smaller one-man cars, a fare box was mounted on the wall by the driver. The driver had to stand on an open platform with no windshield. After the Toronto Railway Company completed electrification, most of

1763-634: Was the first mass transportation system in the old City of Toronto , Ontario, Canada with four six-passenger buses. Established in 1849 by local cabinetmaker Burt Williams, it consisted of horse-drawn stagecoaches operating from the St. Lawrence Market to the Red Lion Hotel in Yorkville. The bus line was a great success, and four larger vehicles were added in 1850. After a few years, even more buses were in use, and were operating every few minutes. In 1861,

Toronto Street Railway - Misplaced Pages Continue

1806-400: Was then at the city limits bordering Village of Brockton . The Queen route was created along Queen Street East with the completion of track between Yonge and Sherbourne Streets, and between Parliament and River Streets. Tracks were also laid along York Street between King and Queen Streets, and on McCaul Street between Queen and College Streets. In 1883, after an agreement between the City and

1849-421: Was to accommodate wagons. As horse car rail was step rail , the horse cars, equipped with iron wheels with flanges on the inside, ran on the outer, or upper step of the rail. Wagon wheels naturally did not have a flange. They were made of wood, with an iron tire. Wagons would use the inner, or lower step of the rail. The upper step of the rail guided the wagons on the track. In order to accommodate this arrangement,

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