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signal from the console to the NA contact to choose a switch direction different from the default direction (usually straight ahead) and trip the lock contact. The unlock contact automatically resets the switch back to the typical or default direction. The locking and unlocking contacts had to be spaced further apart for trains to avoid derailing the second car at the switch. Only switches on the Bloor line could handle MU-trains; if a diversion was required, the cars had to be uncoupled.
711:
119:
Bloor line west to join with the former TCR Bloor line at Dundas Street West. Starting August 25, 1925, Peter Witt streetcars ran on the Bloor line from
Luttrell Loop in the east end to Jane Loop in the west end. Between the two end loops, the line was 16 kilometres (10 mi) long, and was served by Peter Witt trains consisting of a large Peter Witt motor pulling a three-door "Harvey" trailer.
91:
side of the street. Thus, with the completion of the viaduct, the TRC's Bloor route operated from
Broadview Avenue in the east to Lansdowne Avenue in the west. There were no streetcar tracks between Lansdowne Avenue to Dundas Street West, and thus no connection between the TRC's Bloor line and the TCR's Bloor line further to the west.
153:
in order to resolve concerns from the union about operating MU trains. On
February 9, 1950, the TTC opened the Hillington Loop at Danforth Carhouse at the corner of Danforth and Hillington avenues. This provided an off-street location to couple and uncouple PCC trains, which would go into service the following month.
236:. Then on May 15, 1955, the Carlton streetcar started to use its own loop on Main Street just north of Danforth Avenue in order to relieve streetcar congestion at Luttrell Loop. However, between April 25 and June 13, 1966, the Carlton streetcar temporarily returned to Luttrell Loop during the construction of
618:
To serve communities at the extremities of both Bloor Street and
Danforth Avenue, the city constructed and operated two lines as part of its Civic Railways system. Bloor West operated between Dundas Street West and, ultimately, Runnymede Road; Danforth between Broadview and Luttrell avenues. With the
430:
Many long-time
Torontonians will remember when streetcars--often in the form of so-called M-Us (multiple-units consisting of a pair of coupled PCC streamliners)--would shuttle between the two legendary streetcar loops, Jane on the west and Luttrell on the east. They were usually jammed to the doors.
217:
From July 8, 1923, to 1954, the
Danforth tripper ran from Luttrell Loop along Danforth Avenue and south on Church Street to loop downtown. After the opening of the Yonge subway on March 30, 1954, the tripper ran from Hillington Loop (stop: Coxwell Avenue) to Bedford Loop at Bedford Road. The Danforth
152:
On August 24, 1949, four new A7-class (4400-series) PCCs with multiple-unit capability went into service during the rush hours but running as single units. On August 30, the TTC had a one-day test run of PCCs 4408 and 4409 running as an MU-train. However, there was a delay in further use of MU trains
287:
MU operation required special adjustment to the overhead to handle the two raised trolley poles on each train. To operate an electric switch at an intersection, the overhead wire at had an NA contact and a lock contact before the switch, and an unlock contact after it. The streetcar operator sent a
90:
over the Don Valley was completed, and the TRC's Bloor route was extended east from
Sherbourne Street to Broadview Avenue. Unlike most other TRC streetcar routes, the City of Toronto built and owned this extension but had the TRC operate it. The extension was built on a private right-of-way on the
82:
opened its
Danforth route from Broadview Avenue to Luttrell Avenue in the east in 1913. Passengers could connect with TRC streetcars running south on Broadview Avenue. In the west end of the city, the TCR opened its own Bloor route from Dundas Street West to Quebec Avenue in 1915, and to Runnymede
264:
running as two-car trains. By 1949, traffic congestion was making it difficult for streetcar service to stay on schedule using less than 2-minute headways. The idea was that a coupled pair of streetcars could go through an intersection faster than two single streetcars. With trains, two cars at a
386:
Starting out at
Luttrell Loop at the eastern city limits of Toronto's Danforth Avenue, the Bloor Streetcar picked up passengers deposited by suburban buses stopping at the terminal. There, the car trundled west along Danforth Avenue, across the Prince Edward Viaduct and along Bloor Street to the
118:
On July 1, 1923, the TTC created its new Bloor route from
Luttrell Loop to Lansdowne Avenue. There were still no streetcar tracks on Bloor Street between Lansdowne Avenue and Dundas Street West. After the completion of two railway underpasses on that section of Bloor Street, the TTC extended the
159:
On September 12, 1953, the TTC opened the Bedford Loop that circled a building located at the north-west corner of Bloor Street and Bedford Road. Besides becoming the western terminal of the Danforth tripper in 1954, Bedford Loop was available to store streetcars to handle crowds from
284:(class A11), which were already wired for MU operation. However, the remaining 25 ex-CTS cars (class A12, built by the St. Louis Car Company) were not so wired, and the TTC had to wire them from scratch for MU operation in addition to adding couplers.
75:(again privately owned) took over the line and extended horsecar service west to Dufferin Street. In 1893, the TRC replaced the horsecars on the route with electric streetcars. In 1894, the Bloor route was further extended west to Lansdowne Avenue.
182:
Also on March 30, 1954, the Danforth tripper was rerouted to run between Hillington Loop (stop: Coxwell Avenue) and Bedford Loop using MU trains. Until the Yonge subway opened, this tripper route had run downtown from Luttrell Loop.
110:
at Danforth and Luttrell Avenues; Peter Witt streetcars ran over the route. In the west end, the TTC extended the former TCR's Bloor line (renamed to Bloor West by the TTC) from Runnymede Road to Jane Street, opening the new
125:
On October 12, 1938, twelve PCC streetcars were introduced on the Bloor line replacing twelve trailers. By November 5, all trailers had been replaced by PCCs. By December 1, PCCs provided all Bloor line service.
334:
subway stations. The Danforth shuttle ran between Woodbine station and Luttrell Loop, and the Bloor shuttle, between Keele station and Jane Loop. On May 11, 1968, the Bloor-Danforth subway was extended east to
122:
On October 22, 1932, Bloor streetcars started running on new track in the middle of Bloor Street between Sherbourne and Parliament streets replacing side-of-street operation on a private right-of-way.
431:
The Jane-Luttrell (or if you were headed in the other direction, Luttrell-Jane) service was introduced in the mid-1920s and remained in its entirety until the Bloor-Danforth subway opened in 1966.
136:
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51:) 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
387:
western city limits at Jane Street. There, cars turned at Jane Loop, another terminal where passengers from west suburban buses disembarked to transfer for the journey east.
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creation of the Toronto Transportation Commission these two "stub" lines were eventually merged into the cross-city route that followed Bloor Street and Danforth Avenue.
248:
129:
On July 4, 1947, High Park Loop opened on the south side of Bloor Street at High Park Avenue. It was built to provide an off-street terminal for picnic charters to
202:. The TTC ended this service due to declining ridership. Starting July 16, 1951, all King service turned back at Vincent Loop (until 1966 located opposite today's
103:(today's Toronto Transit Commission) took over the TRC and TCR streetcar systems, and would connect the TRC and TCR lines along Bloor Street and Danforth Avenue.
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19:
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had stairs allowing riders to walk up to a pair of platforms in the middle of Bloor Street, where they could board eastbound or westbound Bloor streetcars.
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A PCC train required an operator in each of the two cars to separately control the doors on each car. Only the operator of the first car drove the train.
156:
March 13, 1950, two-car, multiple-unit PCC trains started running during the rush hours. The first trains used pairs of A7-class PCCs of the 4400-series.
299:
343:. With these two subway extensions, the Bloor and Danforth shuttle streetcar routes were abandoned, thus fully ending the Bloor streetcar line.
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However, two temporary streetcar routes were created: the Bloor and Danforth shuttles. By 1966, new streetcar loops had been added at the new
106:
On October 2, 1921, the TTC temporarily joined the TRC's Broadview line (on Broadview Avenue) to the TCR's Danforth line after completion of
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Only 175 of the TTC's PCC fleet could be run in trains. In 1949, the TTC had received 100 new MU PCCs (designated class A7) from
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Westbound BEDFORD DANFORTH (Danforth tripper) MU-train of two A12-class PCCs at Bloor and Parliament Streets in 1965
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opened, replacing the Bloor streetcar line. In addition to the Bloor and Danforth tripper streetcar routes, the
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streetcar routes were also abandoned at the same time, and the Fort streetcar route was replaced by a shorter
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time could approach an intersection, stop for passengers and then proceed together through the intersection.
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MU-train with a class A11 (former Cleveland) & A7 car on the Bloor route at Bathurst Street in 1965
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Road in 1917. Passengers could connect with TRC streetcars running on Dundas Street West.
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was changed to run along Bloor Street West between Ossington Avenue and Dovercourt Road.
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Eastbound DANFORTH BLOOR streetcar (A11 class) at Bloor Street and Bedford Road in 1965
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COXWELL BLOOR car at Danforth and Coxwell Avenues heading to Coxwell Carhouse in 1965
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198:) provided rush-hour service along Bloor Street West between Dundas Street West and
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Besides the Bloor route, other routes shared portions of the Bloor streetcar line.
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service on Bloor Street between Sherbourne and Bathurst Streets. In 1891, the
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In 1938 PCC service began and ran until the E-W subway was opened in 1966.
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From July 1, 1923, to July 13, 1951, the King streetcar route (today
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232:) ran along Danforth Avenue between Main Street and its terminal at
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From December 8, 1945, until the Bloor–Danforth subway opened, the
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An A11-class PCC on the Danforth shuttle at Luttrell Loop in 1966
276:. Later in 1952, the TTC purchased 75 PCCs second-hand from the
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A characteristic of the Bloor streetcar line was the use of
280:. The TTC added couplers to the 50 ex-CTS cars built by
55:, except for two stubs of the line abandoned in 1968.
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Starting July 1, 1923, the Carlton streetcar (today
633:"The Bloor-Danforth line, from streetcar to subway"
23:
DANFORTH BLOOR car on Bloor near Bay Street in 1965
47:) in the west end of the city to Luttrell Avenue (
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525:
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171:to replace its busiest route, the north–south
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530:. Interurbans: electric railway publications.
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528:The Toronto Trolley Car Story 1921–1961
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167:On March 30, 1954, the TTC opened the
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562:John F. Bromley and Jack May (1973).
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452:Street Railways of Toronto: 1861–1921
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716:Streetcars on Bloor Street, Toronto
685:"Route 506 - The Carlton Streetcar"
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658:"The Harbord Streetcar (Deceased)"
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240:and the station's streetcar loop.
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703:
454:. Los Angeles: Interurbans Press.
218:tripper was a rush-hour service.
101:Toronto Transportation Commission
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683:Bow, James (September 6, 2017).
478:. Upper Canada Railway Society.
367:"The Bloor Streetcar (Deceased)"
564:50 Years of Progressive Transit
377:from the original on 2013-12-09
1:
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63:In 1890, the privately owned
737:Railway lines closed in 1966
7:
10:
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476:The Toronto Civic Railways
450:Pursley, Louis H. (1958).
307:On February 26, 1966, the
238:Main Street subway station
99:On September 1, 1921, the
95:TTC operations (1921–1966)
53:Bloor-Danforth subway line
29:Toronto Transit Commission
526:Louis H. Pursley (1961).
186:
732:Toronto streetcar system
656:James Bow (2017-01-10).
474:J. William Hood (1986).
405:Toronto: The Way We Were
365:James Bow (2013-07-07).
278:Cleveland Transit System
270:Canadian Car and Foundry
244:Multiple-unit operation
223:Harbord streetcar route
73:Toronto Railway Company
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80:Toronto Civic Railways
65:Toronto Street Railway
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309:Bloor-Danforth subway
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274:St. Louis Car Company
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88:Prince Edward viaduct
22:
718:at Wikimedia Commons
177:Bloor subway station
173:Yonge streetcar line
115:on October 9, 1921.
33:Bloor streetcar line
204:Dundas West station
164:across the street.
59:Pre-TTC (1890–1921)
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295:Demise (1966–1968)
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714:Media related to
687:. Transit Toronto
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162:Varsity Stadium
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78:The City-owned
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41:Danforth Avenue
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37:Bloor Street
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691:January 25,
635:. GPS Video
631:Bill Hood.
230:506 Carlton
726:Categories
669:2017-12-03
639:2014-02-18
613:2014-02-17
588:Mike Filey
425:2014-02-17
400:Mike Filey
381:2014-02-17
347:References
317:Parliament
175:. The new
67:started a
200:Jane Loop
131:High Park
113:Jane Loop
45:Jane Loop
590:(1997).
402:(2008).
375:Archived
328:Woodbine
321:Bathurst
196:504 King
69:horsecar
323:route.
313:Harbord
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260:(MU)
187:Routes
35:along
332:Keele
693:2018
602:ISBN
568:ISBN
480:ISBN
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330:and
262:PCCs
39:and
27:The
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Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
_a_DANFORTH_BLOOR_car_on_Bloor_near_Bay_Street,_Toronto,_ONT_on_September_8,_1965_(21959028384).jpg)
_a_COXWELL_BLOOR_car_turning_off_of_Danforth_Ave._into_the_Coxwell_Car_house,_Toronto,_ONT_on_September_8,_1965_(21960575513).jpg)
_a_DANFORTH_BLOOR_car_on_Bloor_at_St._George,_Toronto,_ONT_on_September_8,_1965_(22581755075).jpg)
_MUed_BEDFORD_DANFORTH_(short_turn)_on_Danforth_Viaduct_at_Parliament,_Toronto,_ONT_on_September_8,_1965_(22393806140).jpg)