Walk Toronto has written to City Council to support a motion by councillors Josh Matlow and Mike Colle to look at implementing a pedestrian scramble intersection (where there is a pedestrian-only crossing phase in all directions as well as regular crossing phases) at Yonge and Eglinton once the Eglinton Crosstown LRT is active.
Yonge and Eglinton has the heaviest pedestrian count of any intersection in the city in recent years, with 40,372 pedestrians were counted at the intersection on May 29, 2024 – a far higher volume than the number of vehicles.
At the same meeting, Walk Toronto submitted a letter to City Council for the item “Respecting Local Democracy and Cities” in defence of the city’s right to make its own decisions on bike lanes, which protect pedestrians as well.
At the September 24 meeting of the TTC board, Walk Toronto’s Lee Scott spoke in favour of a motion by councillor Josh Matlow to implement automated (camera) ticketing for motorists who drive by open streetcar doors (item 15; councillor Dianne Saxe also moved a similar motion). Here is her deputation:
Good afternoon. Thank you for this opportunity to speak.
My name is Lee Scott. I am a member of the Walk Toronto Steering Committee and a resident living 50 m from the 507 streetcar stop at First Street and Lake Shore Blvd W in Ward 3, New Toronto.
Just this morning at 7am, as I waited in my car for a green light on northbound First Street at Lakeshore Blvd West, I saw what is almost a daily occurrence … the driver of an SUV passing the open doors of the westbound streetcar that had stopped for passengers at Dwight Avenue. The operator of the streetcar honked repeatedly as the driver of the vehicle continued westbound. Honking is currently the only option of the streetcar operator … a meaningless effort that will not help anyone in the path of that vehicle.
Walk Toronto urges the board to accept this motion to use cameras installed in streetcars to record and ticket drivers who drive by the open doors as an absolute minimum action that can be taken to fine and educate drivers to the risk of severe injury and death they pose to the pedestrians boarding and exiting the streetcar.
Each person riding in a streetcar is repeatedly reminded by recorded message just before the doors open to look right for “traffic.” Traffic is actually the driver of a vehicle that could inflict severe harm or even death. This is just another example of how the most vulnerable road user must be in a constant state of high vigilance when trying to navigate the city.
Also, it is important to remember, especially because we often forget, that there could be pedestrians waiting at the curb to step out to the road to board the incoming streetcar. There is no automated message at the streetcar stop reminding a person to look left. Meanwhile, there are drivers of vehicles who are oblivious to these pedestrians waiting at the curb. These drivers attempt to speed past the streetcar before the red lights at the doors begin to flash. Several years ago, I witnessed this exact horrifying scenario … a pedestrian stepped out on the curb at Kipling and Lakeshore Blvd West just before the flashing lights had been turned on. It was dark and rainy. That person was violently struck and thrown to the pavement by a driver racing past the streetcar.
Walk Toronto sees the automated camera solution as a reactive tool that will begin an education process for drivers but it is just that, reactive. We would like to take this opportunity to request that the TTC board consider even more proactive solutions to avoiding pedestrian injury and death … possibly turning on flashing lights before the streetcar has come to a stop.
It is raining today and we are entering the dark season. This is the time of year when pedestrians and other vulnerable road users are at even greater risk getting on and off the streetcar. Walk Toronto urges the board to accept this motion as a vital first step in making the people boarding and exiting streetcars safer.
Walk Toronto has written to the Toronto East York Community Council, and earlier to the Infrastructure and Environment Committee, to support the proposed transformation of Avenue Road between Bloor and Dupont into a four-lane main street (rather than a 6-lane highway).
Walk Toronto has also proposed that, given the extremely narrow sidewalks between Davenport and Dupont, for the sake of safety and accessibility some unneeded parking spaces be removed to create more space for pedestrians, and simple platforms be used to make all additional pedestrian spaces level with the sidewalk.
Walk Toronto has written to City Council to support the Eglinton Complete Streets project (in this case, from Bicknell Avenue to Mount Pleasant Road).
Michael Black writes:
During the Crosstown construction period, pedestrians have endured walking conditions on and near Eglinton Ave. that have been unsafe, unpleasant and inconvenient. Although Metrolinx has recently been rolling out streetscape improvements in the vicinity of Crosstown LRT stations, the interstitial sections of Eglinton Ave. located between stations also require significant enhancement. This is the responsibility of the City of Toronto. The ultimate goal should be a harmonized streetscape that supports pedestrians in a seamless manner along the entirety of the Eglinton Crosstown route.
Walk Toronto is part of the Coalition to Reduce Auto Size Hazards (C.R.A.S.H.), an initiative launched in August 2022 by an Ontario-wide coalition of 16 road safety and community groups. CRASH has sponsored a report, Oversized Danger: Report and Recommendations to Address the Danger of Pickups and Large SUVs to Pedestrians and Cyclists in Canada.
This report outlines, based on current research, the safety problems posed by the proliferating number of pickups and large SUVs on our roads and canvasses lessons and approaches from other jurisdictions in dealing with these over-sized and underregulated dangers. Our report sets out recommendations to federal, provincial, and municipal governments for effective measures to address the dangers posed by pickups and large SUVs to people walking and cycling.
Walk Toronto was pleased to work with Toronto Metropolitan University School of Urban and Regional Planning studio class in the fall term of 2023 to develop a major report on how to improve sidewalk snow clearing in Toronto for pedestrian safety, accessibility, and convenience.
The class was led by Prof. Pamela Robinson, and the report was prepared by students Catherine Caetano-Macdonell, Sara Cullen, Alex Hanes, Kiera McMaster, Frani O’Toole, Ramya Ragavan, and Aneil Sihota. Walk Toronto was the “client” of the studio, and Walk Toronto steering committee members Michael Black, Adam Cahoon, Pamela Gough, Daniella Levy-Pinto, Dylan Reid, and Doug Vallery met with the students several times over the course of the term to provide insight and feedback.
The comprehensive TMU report “Keeping Sidewalks Safe in Winter: 2023 Update,” published in December 2023, builds on the 2014 Walk Toronto report “Keeping Sidewalks Safe in Winter,” which was prepared by Michael Black. The new 2023 report incorporates comprehensive research on the current state of sidewalk snow clearing in Toronto and examples of best practices from around Canada and the world, concluding with an extensive series of recommendations.
Walk Toronto’s Dylan Reid wrote a letter to the editor that was published in the Toronto Star on Feb. 22, 2024. The letter expressed support for the proposed transformation of part of Avenue Road into a safer street with more space for pedestrians and slower traffic. The letter was in support of an op-ed in the Toronto Star by Albert Koehl, “There is no reason to fear a safer Avenue Road.”
I lived on Avenue Road near Dupont in the 1990s and regularly walked along it to get to work or for errands. At one point, I wrote to my Metro councillor in the hope that planned roadworks might narrow such a dangerous and intimidating street for pedestrians, with its speeding cars and narrow sidewalks, and she wrote back that, much as she’d like to see it, it could never happen. So it’s heartening to see, three decades later, that this necessary transformation is within grasp. A two-kilometre six-lane highway is not just an anomaly in the city, but serves no real purpose now that the streets north and south of it are all four lanes. It’s time to start making it a normal downtown main street.
Walk Toronto is a member of the Avenue Road Safety Coalition. City of Toronto staff will be presenting a plan to make Avenue Road safer for pedestrians at the March 27, 2024 Infrastructure and Environment Committee. Everyone who supports this concept is encouraged to connect with the coalition, and to express their support to the local councillors (Dianne Saxe and Josh Matlow).
Walk Toronto’s Lee Scott and Daniella Levy-Pinto have written to the Infrastructure and Environment Committee (IEC) on behalf of Walk Toronto about congestion management and construction zone safety. They note that “congestion” does not capture the safety issues around construction sites, and that quick action is needed on their safety.
They also note that the increased fines for obstructive or dangerous driver behaviour do not include the fines for turning right on a red light where it’s prohibited. Such turns are dangerous and should be included in the revisions.
Finally, they note accessibility concerns and recommendations, and propose that sites that overlap the sidewalk or road be required to have a paid safety and travel coordinator to ensure safe passage and coordinate with City staff about changes and safety measures.
Last week, Walk Toronto’s Lee Scott wrote to City of Toronto staff to share examples of dangerous construction zones recently experienced by Walk Toronto steering committee members, in order to accentuate the need for rapid action to make construction zones safer for pedestrians and cyclists. Below is the text and images of the examples.
————————————————————————————–
Hello *****,
At the Walk Toronto meeting last Monday, we were reviewing the work that has been done by Transportation Services to address the very real danger to pedestrians making their way through a city pock-marked with construction sites. We appreciate your efforts to involve us and other organizations in the workshops you have held, to listen to vulnerable road users, and to encourage a change in culture.
Still, we want to express our deep concern that things are moving too slowly on the ground. There are too many construction zones where navigation feels life-threatening.
***
The attached photos were taken in the last few weeks by just two of us walking the streets of Toronto. Imagine if we asked every pedestrian in Toronto to take a photo of their sidewalk, trail, and intersection experiences with construction?
This photo below taken on Queen, east of University. Dangerous path and unclear messaging. (Incidentally,…back in December on the opposite side of Queen I walked into a the base of a construction cone that was bolted to the middle of the sidewalk for no apparent reason. Hitting it with one foot, the cone spun around to hit the back of my other foot. That cone probably caused someone, at some point, to fall.)
This photo below taken at NW corner of Castlefield and Yonge in early January. This “walkway” was a slipway. Plywood covered what had been sidewalk. All it took was a light snowfall to make this surface completely treacherous for pedestrians.
The photo below on Sheppard Avenue West (east side looking north) just south of Kodiak, taken last Sunday. Vehicles easily drive along here 20-30k over the speed limit…frankly…terrifying as a pedestrian.
The photo below…rerouting of Martin Goodman Trail at Ontario Place. While the jersey barrier is better than cones…again, vehicles travel along here at much higher speeds than posted limit. One question: what about reduced speed limit around these construction zones? Also, this narrow detour will be entirely insufficient the minute good weather happens and people return to the Martin Goodman Trail.
***
Again, these four sites are just a sample from two of us.
Walk Toronto was founded ten years ago, in 2013. We’re a grassroots, volunteer advocacy group dedicated to making Toronto a better city for walking – which includes not just making it safe, but making it appealing to walk anywhere in the city.
Over those ten years, we’ve advocated for a lot of improvements and criticized the City about a lot of shortcomings. There is still a lot of work to do – Toronto is still not safe enough for pedestrians and it could be a much more appealing place to walk in many parts of the city. But at the same time, it’s important to appreciate those improvements that have happened, and to celebrate the positive aspects of walking in Toronto.
Toronto is amazingly walkable.
Lots of beautiful storefronts and interesting businesses that make walking much more enjoyable.
Minimal setbacks, small lot sizes, and no parking lots in front of stores all help with walkability. pic.twitter.com/MJtsqigTbC
Even though the past ten years have been dominated by conservative mayors and councils that did not make walking a big priority, some useful improvements have been implemented. Walk Toronto actively advocated for some of these. Others happened through the less visible background processes of City staff, politicians, or other non-governmental organizations. Some of these are big-budget, highly visible construction projects; others are small details that still make a big difference to how safe and enjoyable it is to travel on foot. Some are specific to particular areas, while others affect the city as a whole.
So, to mark ten years of walking advocacy by Walk Toronto, we have put together a list of ten new initiatives over the past decade that have made Toronto a better city for walking.
1) Vision Zero
Vision Zero is a policy, originating in Sweden, that aims to reduce traffic fatalities and serious injuries to zero (something a few cities, like Oslo and Helsinki, have come close to achieving). Under pressure to do something about rising pedestrian fatalities, in 2016 Toronto proclaimed it was introducing a version of Vision Zero. However, the implementation and budget was so half-hearted that it came under fierce criticism (including from Walk Toronto).
In 2018 Toronto introduced a more serious “Vision Zero 2.0.” It’s still not a full Vision Zero policy – it’s focused on piecemeal improvements rather than large-scale transformations – but it brought with it a reasonable budget and some real initiatives. While they began slowly, they have accumulated a little more every year. Five years after it began, while vehicle traffic levels are back to pre-pandemic levels, the number of pedestrians killed and seriously injured in Toronto has been somewhat lower than the pre-pandemic numbers, though still too high. We’ll have to wait and see if that progress continues or backslides.
A lot of different improvements got set in motion with Vision Zero. Some of the key initiatives were:
Speed limit reductions. It’s well established that speed kills. While speed limit reductions have been piecemeal rather than systematic (other than on Toronto-East York’s local roads, where they’ve all been reduced to 30 km/hr), they’ve nonetheless added up to being significant. (Even in the absence of physical changes, speed limit reductions have been shown to reduce average speeds somewhat.)
Speed cameras. Again, while automated speed enforcement remains limited, it still has an impact on reducing speeds and raising awareness that speeding is a problem.
Advanced walk signals. An ever-increasing number of traffic signals in Toronto use leading pedestrian intervals that give the pedestrian walk signal a few seconds before vehicle lights change – ensuring pedestrians get a head start when crossing at intersections, which has been demonstrated (PDF) to increase pedestrian safety.
Physical intersection improvements. The City has become more systematic about introducing physical changes to intersections to make them safer, such as tightened curb radii, bump-outs, and even raised intersections. And where an intersection isn’t being rebuilt, the City has been willing to use inexpensive temporary materials to delineate bump-outs.
While there’s no systematic plan across the city, over the course of five years these measures have begun to add up and reshape the city into one that is safer for pedestrians.
Rebuilt intersection of High Park Blvd and Indian Rd (bump-outs, raised intersection). Image City of Toronto.
2) Sidewalk snow clearing across the whole city
One of Walk Toronto’s first and most sustained campaigns was to get the City to expand sidewalk snow clearing to the sidewalks of the older parts of Toronto, where property owners were expected to shovel their sidewalks themselves (with extremely uneven results).
We got a few small improvements but we’d almost given up when a wave of pressure from then-mayor John Tory’s electoral base in midtown Toronto during the particularly harsh 2019 winter helped turn the tide. In 2021 City Council approved a plan to have the City plow snow from all sidewalks in the City. It bought its own sidewalk plows and initiated the program that winter. The service has seen some teething difficulties, but at least the principle that the City should be responsible for making sidewalks safe for all pedestrians in the winter is now established. We can hope the implementation will improve.
New snowplow at work. Photo Dylan Reid.
3) Pedestrian/cycling bridges
Garrison Crossing – the Fort York pedestrian/cycle bridge – was initially cancelled by Rob Ford when he became mayor, a depressing sign that pedestrians would be even less of a priority than before. But the project was later revived and finally built. Pedestrian bridges can be very valuable for creating appealing connections across significant barriers. They cost a lot, so building them shows a real commitment to creating a walking (and cycling) network. Even more commitment to creating an appealing pedestrian realm is shown when the bridge is beautifully designed – a fine example is the replacement bridge linking the Eaton Centre and The Bay across Queen Street West.
Another pedestrian bridge is being planned to connect across the Keating Channel to the planned new neighbourhood on Villiers Island sometime in the future. As well, Waterfront Toronto’s new multi-modal bridges set aside plentiful, attractive space for pedestrians (unlike most past bridges), which is a promising sign for the future.
Image of Garrison Crossing by Pontis21, via Wikipedia
4) New multiuse trails
Toronto has been steadily building new multiuse trails through its green spaces, in many cases creating connections that allow easier access to green spaces and create more extended off-road routes for walking, running, or cycling. The most spectacular is The Meadoway, built with some private non-profit support through a hydro corridor in Scarborough. But many other trails have also been built, improved, connected, or extended, such as the East Don Trail. In the long term, the ideal goal is to create an extended, fully connected off-road trail system around the entire city.
New pedestrian bridges in Morningside Park. Photo City of Toronto
5) New patio rules
In the past decade, the City took advantage of new provincial rules to allow a much more creative implementation of patios across the City. Patios could now be set up curbside, and servers could walk across the sidewalk to serve food and, crucially, alcohol. At the same time, any establishment could set up a couple of chairs and a table as of right (for free, without asking) in a metre of space immediately outside their frontage. And patios were legalized in Scarborough. In exchange, patios were supposed to be set up to allow a straight “clearway” for pedestrians, making sidewalks more accessible for those with mobility challenges. While still imperfectly implemented, the new rules brought more variety and life to the city’s streets while improving accessibility.
Image from City of Toronto draft Sidewalk Café Manual, 2015
The new patio rules also paved the way for …
6) Curb lane takeovers (parklets, CafeTO)
Before the pandemic, Toronto had already begun a program enabling BIAs to establish parklets – a little park or benches on a platform in a parking space, open to the public to use. Often these were just for the summer, but the King Street Transit Corridor introduced several year-round ones designed by artists. They provided amenities and visual interest to pedestrians, while creating a buffer from vehicles and making the sidewalk the middle rather than the edge of the public realm for one little stretch.
When the pandemic hit, the City’s experience with patios and parklets enabled it to quickly launch CafeTO in the summer of 2020, taking over curb lanes during the warm months to provide patios for restaurants, cafes, and bars where people could congregate safely outside, while providing an economic lifeline for them. (Each stretch also always included one little patch of public space, with Muskoka chairs where people could hang out for free). Now sidewalks were the centre rather than the edge of vibrant activity for significant stretches. The program was so successful that it has been made permanent (as usual, with some bumps along the road that are being smoothed out).
Forest Hill Village parklet. Photo by Yvonne Bambrick for Forest Hill Village BIA
7) Accessibility
The City has made some improvements to accessibility for people with mobility challenges:
Tactile indicators at street corners. The city has introduced a much more effective – and also more attractive – corten steel tactile indicator at intersections for people who use a cane for mobility because they have limited or no sight. They replace what used to be hard-to-detect grooves in the concrete. The city did a pilot project downtown with various options, and the one you now see at street corners emerged as the best choice – attractive, effective, and robust.
Extended crossing times. To accommodate seniors, children, and others who walk more slowly, the City has extended the time it gives for people to walk across at a signalized intersection. It now allows a walking speed of 1.0 m/s as opposed to the former 1.2 m/s.
Audible pedestrian signals. These signals, which allow people with visual impairments to hear a sound that tells them when and where it’s safe to cross, are being rolled out slowly across the city (and at all new traffic signals). They are activated by a push button (it emits a low sound to let those who need it know its location to press).
Tactile indicator. Photo Dylan Reid
8) Wayfinding
The TO360 wayfinding system is being rolled out gradually in different parts of the city, often in partnership with local BIAs or institutions. It was developed by international experts working with the City and with a detailed consultation process. The wayfinding consists of large panel boards that show maps with landmarks and destinations, with circles showing 5 and 15 minute walking radiuses. They are supplemented by “finger-post” arrows that show the direction and distance to primary destinations. A companion system is being rolled out in Toronto parks and the TTC. While wayfinding may seem less necessary in the age of Google maps, it encourages wandering and discovery rather than just single destinations. And it’s helpful when the phone battery runs out.
Detail of TO360 map. City of Toronto
9) Pedestrian Zones
Toronto is finally developing some permanent or seasonal pedestrian zones (outside of Toronto Island). Gould Street, at the heart of Toronto Metropolitan University, was turned into a pilot project pedestrian zone in 2012, closed off with planters, paint, and temporary furniture. In 2020, it was opened as a fully developed permanent pedestrian zone, closed off with bollards, with trees, benches, and pavers installed. Over at the University of Toronto, the Willcocks Street pilot pedestrian zone, also opened using temporary materials in 2012, now has a design to make it permanent and awaits construction.
Meanwhile, on the block of Market Street beside the St. Lawrence Market, a clever rebuild created a flexible street where, in the summer, patios could extend over the sidewalk while the sidewalk itself took over parking spaces. In 2022, the street became fully pedestrianized during the summer months, and there is talk of making it permanently pedestrianized year-round.
These are still small samples compared to many cities, but they are a step forward.
Gould Street pedestrian zone. Photo Dylan Reid
10) Pedestrians excepted signs
After the pandemic got so many Torontonians walking through their neighbourhoods, a long-standing source of irritation became even more evident: “No Exit” signs on city streets that applied only to cars, ignoring the fact pedestrians (and often cyclists) actually did have an exit. In the winter of 2021 Walk Toronto launched a campaign to get the city to add “pedestrians excepted” pendants to these signs where appropriate, and we got City Council to agree. They were implemented that summer. It’s not the biggest or most impactful change, but it’s a sign (pun intended) that the City is becoming oriented to pedestrians as well as vehicles.
Photo by Judith Kidd
The Future
There are many more improvements the city could make, and some are in the works. One of the biggest potential improvements is rebuilding main streets as “Complete Streets.” While this policy has been in place in Toronto for a while, so far it has mostly meant adding bike lanes or transit lanes – both of which help pedestrians indirectly (by providing buffers from traffic) but not all that much directly. However, some major transformations are in the works, notably for downtown Yonge Street, which will be rebuilt with much wider sidewalks and a short fully pedestrianized section at soon-to-be-renamed Yonge-Dundas Square.
Plans for the Complete Street transformation of Yonge Street in North York, meanwhile, don’t change the already wide sidewalks much, but they should make walking on those sidewalks far more attractive through more trees, shorter crossings, less vehicle space, and slower vehicle speeds. The next big push for walking improvements needs to be in suburban areas, where pedestrians are most likely to get killed or injured. Continuing these kinds of changes on suburban arterial roads would be transformative for walking in Toronto.
The ten improvements listed above all need to be continued and expanded, and in some cases implemented more effectively, and there are many other potential improvements that could be introduced. With continued advocacy, and further commitment from the City, we can hope to enjoy an even safer and more enjoyable city for walking in another ten years.
