Is The City Finally Returning The City To The People?

This article is by Joe LaFortune and is reprinted here with permission. It originally appeared in the Downtown Grapevine (email) [Editor: We've updated the article at Joe L.'s request]:

There have been cities for more than 5,000 years and all cities were built for people. There have been cars for about 80 years and, somehow, during those 80 years or so, cities for people were erased and cities became a place for cars.

Maybe---just maybe---that is changing. Maybe we’re going back to the future.

Other cities around the world have seen the error of their ways. Most notably, Copenhagen and Amsterdam have taken bold steps toward balancing cars and people. Since 1965, Copenhagen has steadily decreased motor-vehicle trips and increased cycling commuters from less than 5% to more than 35%. A vast network of exclusive bike lanes and paths, frequently with dedicated bike-traffic signals that allow cyclists right of way over right-turning vehicles, have been installed, providing a relatively safe environment for cyclists---children and adult alike.

Paris, Bogota and Portland, among other major cities, have all made significant advances in their cycling infrastructure and, closer to home, Ottawa, Montreal, Calgary, Vancouver and Victoria, and others, enjoy safer and more efficient cycling facilities than the nations largest city. Toronto---once touted as being among the most progressive pro-cycling cities in the world---has all but completely fallen off the cycling map.

In the Sustainable Transportation Initiatives report approved by city council during the October 23 session, a number of positive proposals were promoted that benefit both pedestrians and cyclists. It is hoped that the initiatives recommended in the report will reverse the downward spiral Toronto has been experiencing over the past number of years.

Among the most significant projects tabled:

• Temporary pedestrian streets and zones similar to Pedestrian Sundays in Kensington Market.
• A permanent pedestrian street.
• Increasing walk times at cross-walks.
• Replacing flashing ‘don’t walk’ signals with flashing ‘walk’ signals.
• Introducing pedestrian scrambles to specific intersections such as Bloor & Yonge as well as Bloor & Bay initially.
• Develop and finalize a ‘Streetscape’ manual for future development of all streets.
• Installing a Bike Station at Union Station.
• Developing a municipally-operated bike-share program.
• Installing an east-west bike way across Bloor & Danforth from Royal York Rd. to Victoria Park Ave.
• Install Biking trails along rail corridors.
• Reduce parking on appropriate surface arterial roads to reduce congestion and improve cycling safety.
• Construction of commuter parking throughout the Greater Golden Horseshoe area to reduce the number of single-occupant vehicle trips.
• Restrict, reduce and modify left-turn only signals that impede streetcar flow.
• Improve traffic signal priority for transit vehicles.
• Research automated camera technology to enforce parking, turning and stopping restrictions.

John Mendle, Toronto’s director of Transportation Management stated publicly that “maybe a balance is no longer appropriate and if you think that’s anti-car, maybe it is. We’re trying to make the other modes of transportation more attractive so people will choose not to drive.”

The pendulum swung hard to the side of the motorist over the past 60 years, but maybe the pendulum needs to swing hard to the other side before it eventually settles in the middle and a harmonious relationship is established.

The recommendations in the STI report are inclusive and sweeping, representing focus on several fronts. If all of the recommendations are acted upon, Toronto might very well see itself suddenly as among the most pedestrian and cyclist friendly cities in the world, a shining example for other large metropolitan areas to emulate. But it will come at the expense of motorists if it comes at all.

Scramble intersections are a new concept to Toronto, but have been greeted enthusiastically elsewhere in North America. Essentially, a pedestrian scramble, otherwise known as a ‘Barnes Dance,’ stops motor traffic in all directions and allows pedestrians a slightly longer period of time to cross in any direction they wish: directly across or diagonal. It prevents pedestrians from having to wait for two intervals to cross diagonally and congesting sidewalks that constrict, delay or prohibit pedestrian movement. Bay & Bloor and Yonge & Bloor have been studied, specifically, and were proposed pilot project locations. Councilor Kyle Rae successfully lobbied to have Yonge & Dundas as well as Bay & Dundas added. The scramble stops should be in place by spring 2008.

The rail and hydro bikeway trails would establish vital primary arteries for cyclists in the north, east and west areas of the city that are currently poorly served by cycling infrastructure. With wide, high-speed roads in North York, Scarborough and Etobicoke and few bike lanes, potential cyclists are often intimidated by the volume of motor vehicles traveling at high rates of speed. Rail and Hydro corridor routes are essential if the city is serious about promoting cycling as viable transportation alternatives for suburban residents. Even Councilor Glenn De Baeremaeker recently remarked that he cycles from the east end of the city and admitted that he uses sidewalks in some areas due to the excessive speed of motor vehicle traffic. However, installation of such infrastructure must be coordinated with the province, Ontario Realty Corp and Hydro One Networks as well as any railway operations. Negotiations, design and construction could take considerable time.

Bike lanes are also proposed for Yonge St. while safety concerns along College and Queen are to be addressed with ‘bike boxes’ and ‘leading bicycle intervals,’ respectively. Bike boxes have been welcomed in Vancouver and elsewhere and if the two safety measures are installed in Toronto may prove equally popular.

Surprisingly, the city will also be encouraging courier and delivery companies to pursue more bicycle and walking couriers in an effort to reduce the number of illegally stopped and parked vehicles blocking bike and general traffic lanes.

Extending no-parking times is also on the agenda as well as installing commuter parking lots that will, hopefully, discourage single-occupant motor vehicle trips and encourage commuters to park well outside the downtown core and use public transit for the remainder of their journey.

Parking standards will be closely monitored to ensure adequate parking is supplied on routes well served by public transit, but guarding against an over-abundance of parking. Further parking directives will scrutinize the needs of new developments and, according to the report, maintain the objectives of the Climate Change Plan which call for efforts to reduce car-use in the city exercised expediently.

Further restrictions on left-turns allowed on streetcar routes should be approved as well, the report urges.

Yet the report is not without its’ flaws. Toronto Police recently credited pedestrian cross-walk signals indicating a count-down time for a sharp reduction in pedestrian deaths this year, but the STI report still suggests replacing flashing ‘Don’t Walk’ signals with flashing ‘Walk’ signals. Some concerned citizens are advising their councilors to amend the report and install only count-down signals.

Narrowing of streets has proven to slow down motor vehicle traffic, as it has on Lansdowne Ave between Bloor and College St.s, but threatens cyclists as cyclists are forced into a single narrow traveling lane that they must share with motor vehicle traffic. Even at low speeds, motorists are often forced to slow to a crawl behind cyclists. While that may not necessarily be a bad thing, many cyclists report being nervous and feeling threatened when cars tail-gate them just millimeters from their rear tire.

In spite of the relatively minor inadequacies, the initiatives, if acted upon, should improve conditions for cyclists and pedestrians while achieving the green goals the Mayor has touted. However, with a history of being long on talk and short on action, maybe pedestrians and cyclists shouldn’t go dancing in the carless streets just yet.