This report is also interesting for what it tells us of demands on various major routes and the number of streetcars assigned to each line.\u00a0 The Bloor route, carrying 9,000 per peak hour\/direction, would require 174 cars.\u00a0 Today\u2019s network requires 192 cars in total, of which 38 are ALRVs.\u00a0 Demands have changed quite a lot.<\/p>\n
The report includes strong language about the retention of streetcars, not a common approach in the 50\u2019s.<\/p>\n
There is obvious justification for the abandonment of streetcars in smaller communities but the policy of the abandonment of the use of this form of transportation in the larger communities is decidedly open to question.\u00a0 In fact it is hardly too much to say that the results which have occurred in a good many of these larger cities leaves open to serious question the wisdom of the decisions made.<\/p>\n
It may be not wholly accurate to attribute the transit situation in most large American cities to the abandonment of the streetcars.\u00a0 Nevertheless the position in which these utilities have now found themselves is a far from happy one.\u00a0 Fares have steadily and substantially increased, the quality of the service given, on the whole, has not been maintained, and the fare increases have not brought a satisfactory financial result.\u00a0 Short-haul riding, which is the lifeblood of practically all transit properties, has dropped to a minimum and the Companies are left with the unprofitable long hauls.\u00a0 Deterioration of service has also lessened the public demand for public passenger transportation.\u00a0 The result is that the gross revenues of the properties considered, if they have increased to any substantial degree, have not increased anything like the ratio of the fare increases, and in most cases have barely served to keep pace with the rising cost of labour and material.\u00a0 It is difficult to see any future for most large American properties unless public financial aid comes to their support.<\/p>\n
These facts being as they are, Toronto should consider carefully whether policies which have brought these unfortunate results are policies which should be copied in this city.\u00a0 Unquestionably a large part of the responsibility for the plight in which these companies find themselves is due to the fact that the labour cost on small vehicles is too high to make service self-sustaining at practically any conceivable fare.<\/p>\n
Why then did these properties adopt this policy?\u00a0 It is not unfair to suggest that this policy was adopted in large part by public pressure upon management exerted by the very articulate group of citizens who own and use motor cars and who claim street cars interfere with the movement of free-wheel vehicles and who assert that the modern generation has no use for vehicles operating on fixed tracks but insists on \u201criding on rubber\u201d.\u00a0 If there is any truth in the above suggestion it is an extraordinary abdication of responsibility by those in charge of transit interests.\u00a0 They have tailored their service in accordance with the demands of their bitter competitors rather than in accordance with the needs of their patrons.<\/p><\/blockquote>\n
Two important points made here still apply today.<\/p>\n
First, the importance of the short-haul rider.\u00a0 These are the cheapest to serve.\u00a0 In the flat-fare environment of the 50\u2019s, they would also yield the greatest revenue per passenger and were most sensitive to quality of service.\u00a0 We know this today \u2014 people love the ability to jump on a vehicle for a short trip provided that they don\u2019t have to wait very long for it.\u00a0 If they can walk faster, they do, but deeply resent the poor service.<\/p>\n
Second, is the attitude that motorists should not be catered to as fellow users of the road.\u00a0 Transit should not adjust to accommodate them, but should address them as rivals.\u00a0 In today\u2019s context, this churns up the \u201cwar on the car\u201d rhetoric, and the days when transit could demand precedence are long gone.\u00a0 All the same, transit gives up too easily too often because\u00a0politicians talk a good line about priority measures but go to great\u00a0 lengths to avoid hurting motorists.<\/p>\n
The plan set out in the report set the stage for the eventual elimination of streetcars by 1980 on the assumption that the major routes would be replaced by at least one of the Bloor or Queen subways, even though the latter would be initially operated with streetcars.\u00a0 This leads directly to the suburban rapid transit plan\u00a0of 1969, described in the previous article.<\/p>\n
photo from Toronto Archives: Series 648, file 155, id 12<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"cross-posted from Steve Munro’s blog Back in 1952, the TTC was about to open its first subway line and was contemplating the future of the streetcar system.\u00a0 Options included rehabilitation of its Peter Witt car fleet as well as the acquisition of more PCC cars. By that time, new PCCs would be expensive as theContinue reading “STEVE MUNRO: A 1952 view of Toronto’s streetcars”<\/span><\/a><\/p>\n","protected":false},"author":1022,"featured_media":0,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"ngg_post_thumbnail":0,"_ef_editorial_meta_paragraph_assignment":"","_ef_editorial_meta_date_first-draft-date":"","_ef_editorial_meta_checkbox_needs-photo":"","_ef_editorial_meta_number_word-count":"","footnotes":""},"categories":[24,8],"tags":[14017,1379,14018,2206,1154,14019,14016,316,2061,1187,19,849,14015],"class_list":["post-8703","post","type-post","status-publish","format-standard","hentry","category-history","category-transit","tag-articulate","tag-birmingham","tag-car-fleet","tag-cleveland","tag-north-america","tag-operations-manager","tag-public-passenger-transportation","tag-queen","tag-rubber","tag-steve-munro","tag-toronto","tag-transportation","tag-w-e-p-duncan"],"acf":[],"yoast_head":"\nSTEVE MUNRO: A 1952 view of Toronto's streetcars - Spacing Toronto<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/spacing.ca\/toronto\/2010\/01\/10\/steve-munro-a-1952-view-of-torontos-streetcars\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"STEVE MUNRO: A 1952 view of Toronto's streetcars - Spacing Toronto\" \/>\n<meta property=\"og:description\" content=\"cross-posted from Steve Munro’s blog Back in 1952, the TTC was about to open its first subway line and was contemplating the future of the streetcar system.\u00a0 Options included rehabilitation of its Peter Witt car fleet as well as the acquisition of more PCC cars. 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