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In , the City of Toronto issued a thirty-year transit franchise Resolution 14, By-law for a horse-drawn street railway , after the Williams Omnibus Bus Line had become heavily loaded. The TRC was the first operator of horseless streetcars in Toronto. The first electric car ran on August 15, , and the last horse car ran on August 31, , to meet franchise requirements. There came to be problems with interpretation of the franchise terms for the City. By , the city limits had extended significantly, with the annexation of communities to the north North Toronto and the east Town of East Toronto and the west 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. Repeated court battles forced the TRC to build new cars, but they were of old design. The TTC began in as solely a streetcar operation, with the bulk of the routes acquired from the private TRC and merged with the publicly operated Toronto Civic Railways. One of these routes was the former TSR Weston route. The TTC connected these lines to the streetcar system in order to share equipment and facilities, such as carhouses, but the radials had their own separate management within the TTC's Radial Department. Abandonment plans — [ edit ] Track and trolley coach overhead plan of Toronto in October The map features detailed plans of Danforth, St. After the Second World War , many cities across North America and Europe  began to eliminate their streetcar systems in favour of buses. Streetcars were considered out of date, and their elimination in almost all other cities made it hard to buy new vehicles and maintain the existing ones. Metro Toronto chair William Allen claimed in that "streetcars are as obsolete as the horse and buggy". The plan to abolish the streetcar system was strongly opposed by many in the city, and a group named "Streetcars for Toronto" was formed to work against the plan. The group was led by professor Andrew Biemiller and transit advocate Steve Munro. Streetcars for Toronto presented the TTC board with a report that found retaining the streetcar fleet would in the long run be cheaper than converting to buses. This combined with a strong public preference for streetcars over buses changed the decision of the TTC board. It also continued to rebuild and maintain the existing fleet of PCC Presidents' Conference Committee streetcars until they were no longer roadworthy. The busiest north—south and east—west routes were replaced respectively by the Yonge—University and the Bloor—Danforth subway line, and the northernmost streetcar lines, including the North Yonge and Oakwood routes, were replaced by trolley buses and later by diesel buses. Two lines that operated north of St. Clair Avenue were abandoned for other reasons. The Rogers Road route was abandoned to free up streetcars for expanded service on other routes. Earlier, the TTC had contemplated abandonment because replacement by trolley buses was cheaper than replacing the aging tracks. However, there was no further development for a surface rail connection there. The first new line was route Harbourfront, starting from Union station , travelling underneath Bay Street and rising to a dedicated centre median on Queen's Quay along the edge of Lake Ontario to the foot of Spadina Avenue. This route was lengthened northward along Spadina Avenue in , continuing to travel in a dedicated right-of-way in the centre of the street, and ending in an underground terminal at Spadina station. At this time, the route was renamed Spadina to fit with the numbering scheme of the other streetcar routes. This new streetcar service replaced the former route 77 Spadina bus, and since has provided the main north-south transit service through Toronto's Chinatown and the western boundary of University of Toronto 's main campus. The tracks along Queen's Quay were extended to Bathurst Street in to connect to the existing Bathurst route , providing for a new Harbourfront route from Union Station to the refurbished Exhibition Loop at the Exhibition grounds , where the Canadian National Exhibition is held. Car is seen on route Spadina in September. By , two-thirds of the city's streetcar tracks were in poor condition as the older track was poorly built using unwelded rail attached to untreated wooden ties lying on loose gravel. The result was street trackage falling apart quickly requiring digging up everything after 10—15 years. Thus, the TTC started to rebuild tracks using a different technique. With the new technique, concrete is poured over compacted gravel, and the ties are placed in another bed of concrete, which is topped by more concrete to embed rail clips and rubber-encased rails. The resulting rail is more stable and quieter with less vibration. The new tracks are expected to last 25 years after which only the top concrete layer needs to be removed in order to replace worn rails. Clair was rebuilt to restore a separated right-of-way similar to that of the on Spadina Avenue, to increase service reliability and was completed on June 30, When no streetcar is present, cyclists may ride over the bumpout as it is doubles as part of a bike lane. Thus, streetcars since then run on a roadside right-of-way immediately adjacent to a park on its southern edge. Sunday stops, which served Christian churches, were deemed unfair to non-Christian places of worship, which never had the equivalent of a Sunday stop. Toronto created Sunday stops in the s along its streetcar routes to help worshippers get to church on Sunday. All streetcar passengers are required to carry proof that they have paid their fares such as a validated TTC ticket, paper transfer, pass or Presto card while riding. With the January 3, , service changes, Spadina became the first wheelchair-accessible streetcar route. All CLRV streetcars were expected to be withdrawn from the route, thus leaving only Flexity streetcars operating. The route operates every 15 minutes or better, and uses the Commission's new accessible Flexity streetcars. Up to 17 people were sent to hospital with serious but non-life-threatening injuries after a Dundas streetcar heading eastbound collided with a Greyhound bus at Dundas and River Streets. Of the 11 regular routes, the newest — Cherry — became operational in June Based on statistics, the TTC operated
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