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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.
In many cases, cars such as rail grinders and snow scrapers were former passenger streetcars that the TTC converted to work cars. Old cars used for such conversions were usually inherited from the Toronto Railway Company and the Toronto Civic Railways. [63] However, in one case, the TTC used a pair of PCCs to create rail grinding cars W-30 and ...
The Toronto version of the Peter Witt streetcar was designed by Peter Witt, a commissioner of the Cleveland Street Railway in the United States. Between 1921 and 1923, the Toronto Transportation Commission ordered a total of 350 Peter Witt motor cars. 225 trailers would be ordered from three companies in Canada: Canada Car and Foundry of Montreal, Ottawa Car Company and Preston Car Company ...
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. [4]: 109 Here is a partial list of sales: Several large radial cars were built for the Toronto and York Radial Railway.
The TRC was the first operator of horseless streetcars in Toronto. The first electric car ran on August 15, 1892, and the last horse car ran on August 31, 1894, to meet franchise requirements. There came to be problems with interpretation of the franchise terms for the City.
Toronto continued their program of purchasing PCC cars, running the world's largest fleet, including many obtained second-hand from U.S. cities that abandoned streetcar service. With the creation of Metro Toronto in 1954 and the building of the Yonge subway line, the Toronto Transportation Commission was renamed the Toronto Transit Commission.
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