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19.10.2014 admin
Yeargin Potter Smith Construction's broad range of experience, technical knowledge, full service capabilities, and exceptional staff have created some of the most efficient, aesthetically pleasing, yet functional facilities throughout the southeast. Yeargin Potter Smith Construction was the general contractor for the Greenwood County's public library.
In 1965, the Toronto Transit Commission was putting the finishing touches on its first (and to date only) major east-west subway. Matching the existing look of the Yonge line, the platforms were modern and spare in style. On a 31-acre site south of Danforth Ave., west side of Greenwood, the TTC built what was then the largest transit yard in the city. Before the Greenwood yard, Yonge line subway trains had to be lifted off the tracks and carried over ground to the TTC facility at Bathurst and Davenport for any repairs that couldn't be completed in the basic facilities at Davisville. In total, the Greenwood and its much smaller sister at Dundas West station contain about 16 kilometres of track--roughly two-thirds the total length of the east-west subway line today.
The yard opened with the rest of the subway in February 1966 and is still in operation today, though it's since been dwarfed in size by the Wilson complex that serves Line 1.
When trains are in the yard the only way to get inside is via one of these gangways, which act as mobile platforms. The Greenwood yard also accepted trains from the Yonge line as this train displaying Eglinton roll sign illustrates. Though Keele was briefly the western terminus of the Bloor-Danforth line, an extension to Islington station was already under construction when the line opened in 1966.
This frightening looking device allowed trains to be moved around the yard from right to left instead of just forward and backward on rails. Trucks--the proper name for a set of wheels--are unloaded from a flatbed truck after delivery to the Greenwood yard.
These rollers work just like a car wash, scrubbing off muck and grime from the exterior of the subway. A Japanese-made work locomotive used for pulling equipment to work sites within the subway network. Later numbered RT-13, this subway crane car was also made by Nippon Sharyo Siezo Keisha Ltd. Specialized pieces of track for the Greenwood yard were also made in Japan by Nippon Sharyo Siezo Keisha Ltd. When the Scarborough RT opened in 1985 Greenwood also took on responsibility for major repairs of the SRT vehicles.

One of the defining features of the Bloor-Danforth line when it opened was "interlining," which allowed riders in the east and west to access downtown without changing trains thanks to an $8 million Y-shaped intersection between Museum, St.
Even if there was a direct connection between the SRT and subway, it wouldn't be possible for SRT cars to travel to Greenwood since the SRT uses linear induction propulsion, not the third rail of the subway.
Apart from the fact that all the trains pictured (Gloucester, Montrealer and H series) are retired, and what sort of upgrade are you expecting to a train yard + big shed? The Wilson Carhouse has expanded and upgraded with state of the art technology to maintain the new Rocket fleet. You'd expect me to say this, but I say it because it's true: the TTC is a world leader and first class operation on a number of fronts, with maintenance leading the way. The transfer table will cease to be useful once the BD line converts to TR trainsets in the mid 2020s. Vincent Yard (the original name for the yard between Dundas West and Keele stations) was decommissioned for many years, then used for work cars, then abandoned again due to problems with graffiti.
By the way the only thing TTC Maintenance is leading the way in is in creating labour unrest. I used to be a operator at Roncesvalles Streetcar division, Although its possible someone could have slept on a streetcar in the past I find it very hard to believe that this practice would be happening now days. Also thank you Steve and Meatballs for the insightful info and most of all, BlogTO for this great article. If anyone's interested in a behind the scenes look from 50 years ago, I'm having an exclusive contest to visit the Lower Bay station this Saturday, August 8, 2015. Running just under 13 kilometres from Woodbine to Keele, the $206 million first phase of the Bloor-Danforth line consisted of 20 stations, two bridges, two yards, and was mostly built without the use of tunnel boring machines.
Apart from storage space for 244 individual subway cars, the complex included shops for painting, cleaning, and maintaining rolling stock, as well as equipment for manufacturing replacement parts. According to Transit Toronto, the TTC had to remove a layer of waste about 23 metres thick before construction of the yard could begin.
These trains were bought specifically for the Bloor-Danforth line in the early 1960s and were used during the opening ceremonies. Built in England, shipped across the Atlantic to Montreal and carried by rail to Toronto, the steel-bodied fleet of 104 cars ran for more than 36 years before being removed from service. Its heavy lifting capability was used to move concrete track bed panels within the confined space of the subway tunnels. In this photo, many of the wooden sleepers that keep the metal rails in place haven't been fixed in place.

Because there's no direct link between the RT and subway tracks, cars are lifted off the tracks at McCowan and moved via road. They couldn't be towed either, as the SRT uses standard gauge tracks whereas the TTC subway and streetcar system uses its own unique gauge.
I'd love to get a copy somehow, but searching for the series and photo number aren't returning results for me.
A very old fashioned way of doing things , the first time riding the SRT which had the chimes felt like visiting the future by comparison!
It was an overall reference to the old trains and infrastructure that are still in place and haven't been upgraded in decades. The shops at Greenwood and at Hillcrest have been upgraded to handle new technolog, as well. It is being reactivated because the TTC is running out of places to store subway cars with the expansion of the fleet for the YUS pushing older T1 trains onto BD. It would be interesting to know if this setup, or a later equivalent, still exists at Greenwood. And how do you know what facilities of a transit commission do and don't do the same thing?
The project was awarded Silver LEED Certification for it's green design and construction practices. The analogue "next train" displays on the Bloor-Danforth platforms (and, of course, the abandoned Bay Lower station) are relics from the six-month experiment. The original order for 1954 was 104, but there were later additions, bringing the total up to 140. Logistics at yards with TRs are more complex because trains cannot be broken down into 2-car sets. The only problem is that this facility cannot handle the new trains unless they are disassembled.
At Leslie and Lakeshore, a facility that will be sure to impress, will open soon for the storage and maintainance of the new streetcar fleet.

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