Latest Issues

Walk Toronto co-signs letter asking for equitable geographic representation on City committees

Walk Toronto has co-signed a letter from multiple community groups to Mayor Tory, members of the Striking Committee, and all of Toronto City Council asking that all of the four newly merged Standing Committees of City Council include at least one member from each of the four Community Council areas (Etobicoke-York, North York, Toronto-East York, Scarborough).

In the second half of the previous council term, there was no representative from Toronto-East York on the Public Works and Infrastructure committee, responsible for transportation, even though many critical transportation issues affected this part of the city.

Latest Issues

Walk Toronto calls for Ontario government to maintain multimodal mandate for Metrolinx

Walk Toronto is calling on the Government of Ontario to reverse its plan to strip the regional transportation agency Metrolinx of its mandate to develop an “integrated, multimodal transportation network” for the Greater Toronto Area.

The province’s omnibus Bill 57 currently includes a provision to change this mandate to just “an integrated transit network”, removing any responsibility for, among other issues, integrating walking and cycling with the transit system. Furthermore, Bill 57 eliminates references in the original Act to taking into consideration all modes of transportation, including walking and cycling.

The bill is being discussed at the Standing Committee on Finance and Economic Affairs this week (week of Dec. 3, 2018).

Walk Toronto has submitted a detailed assessment of the issue to the standing committee, prepared by Walk Toronto steering committee member Michael Black.

Walk Toronto’s main concern with Bill 57, Restoring Trust, Transparency and Accountability Act, 2018, is in regards to Schedule 25, which amends the Metrolinx Act, 2006. We recommend that section 2 of Bill 57 (p. 64-66) be stricken out, and that the original provisions of sections 5 and 6 of the Metrolinx Act, 2006 be preserved in their entirety.

In Walk Toronto’s view, narrowing the focus of Metrolinx’s activities will lead to disinvestment in the provision of ‘first and last mile’ access to GO stations and surface transit stops for pedestrians, leading to:

  • A more dangerous, stressful, polluted and less convenient walking experience for those GO customers who still choose to begin and/or end their trip on foot
  • A decrease in the viability of any future, transit-oriented development, the success of which relies not just on good transit but also on good pedestrian connections
  • An increase in vehicular congestion both at and within the general proximity of GO stations
  • A significant rise in the need for additional parking for GO customers, resulting in Inflated costs of up to $1 billion
  • A shifting of resources towards the periphery of GO’s catchment area at the expense of major urban areas (which are particularly dependent on multimodal access) …
  • Putting the prospects of projects such as SmartTrack at risk

Read the full report (PDF) to see further details and analysis.

Image of pedestrians, cyclists and streetcar
Latest Issues

#BuildTheVisionTO Election Survey Results Released

Walk Toronto partnered with the Toronto Centre for Active Transportation, 8 80 Cities, Friends and Families for Safe Streets,  and Cycle Toronto to develop an election survey for the 2018 Toronto municipal election. The coalition released the results of their election survey, #BuildTheVisionTO, on October 18, 2018.

One third of city council candidates running in next week’s election and ten mayoral candidates (including the top two contenders) responded to the survey. Their answers were overwhelmingly positive. The survey asked candidates to commit to 15 priorities for building streets where people of all ages and abilities can get around actively, sustainably and safely.

Beyond election candidates, the 15 priorities have also drawn support from more than a dozen associations, organizations and community leaders, including academics, healthcare practitioners, road safety organizations, and advocates for people with disabilities.

The priorities with the lowest support, although still majority support, were outlawing right turns on red and reducing speeds to 30km/hr on residential streets and 40km/hr on collector and arterial roads, at 64% and 78% councillor candidate support respectively.

Right turns account for 13% of pedestrian injuries or fatalities in Toronto, and banning turns on red would increase safety significantly for many vulnerable road users. In much of Europe and the Commonwealth, including Germany, Poland, France, Russia and the Czech Republic, right turns on red are forbidden unless otherwise posted. Many of the candidates who responded “no,” stated that they would be open to banning right hand turns at some specific intersections.

Speed kills – a pedestrian struck by a vehicle travelling 50 km/h is five times more likely to die than if they are hit at 30 km/h. Vision Zero recognizes that reducing speeds is a critical component of preventing traffic fatalities, and many cities worldwide have moved to lower default speeds (for example, in Dublin earlier this year). Again, many candidates who responded “no” to this question said they would be interested in some speed reductions (for example, on residential streets), or in speed reductions paired with road re-designs and enhanced enforcement to ensure that new speed limits would actually result in lower speeds.

Responses from candidates were not evenly spread across the city. In particular, nearly all responses received from incumbents came from the downtown core. This trend is worrying, since the majority of serious injuries and deaths occur in Etobicoke, North York and Scarborough. Road safety is a pressing concern across the city, and we urge the Mayor and all elected councillors to make it a priority as they look ahead to the next four years.

“We cannot accept that people continue being killed or seriously injured in Toronto while going about their business. Everyone, regardless of age or ability, should be able to cross the street and get around safely. The responses to #BuildTheVisionTO show widespread support for changes to prevent more tragedies in our streets. It is time for politicians to make the bold decisions required to prioritize people’s lives.”

– Daniella Levy-Pinto, Spokesperson, Walk Toronto

Latest Issues

Four questions for your city council candidates

Cross with confidence

You can help build safe and active streets for all ages by supporting candidates for council who are pedestrian and cyclist friendly.

Walk Toronto has partnered with other active transportation and safety groups to create #BuildTheVisionTO, a campaign to make walking and cycling initiatives a key part of the current municipal election campaign.

Here are four questions Walk Toronto contributed to the campaign. Ask your council candidates about these ideas when you see them on your doorstep, in the street, or at an all-candidates’ meeting.

  1. Do you support building sidewalks on every street being reconstructed?
  2. Do you support ensuring that sidewalks have a minimum 2.1 metre pedestrian clearway on all arterial and collector roads?
  3. Do you support prioritizing the safety of vulnerable road users by outlawing motor vehicle right turns on red lights?
  4. Do you support implementing controlled crossings at all bus and streetcar stops?

For the complete set of questions, see the #BuildTheVisionTO one-pager (PDF) on the Toronto Centre for Active Transportation website.

Latest Issues

Eye contact, street crossings and discrimination against the blind

By Daniella Levy-Pinto

I am a pedestrian and also totally blind. Road safety literature, signage and campaigns urge pedestrians to make eye contact with drivers before crossing the street. People like me can neither make eye contact to communicate or negotiate a street crossing nor watch for inattentive drivers who may not have seen us in the crosswalk. I do everything in my control to stay safe, but there is a limit to what I can do to protect myself if drivers are distracted; my safety and that of other people depends on drivers following the rules and yielding to pedestrians, especially to those who have the right of way.

Pedestrian safety in Toronto

The growing number of pedestrian deaths in Toronto led City Council to approve the Vision Zero Road Safety Plan in July of 2016, with the goal of reducing traffic deaths to zero by 2021. The rate of pedestrian and cyclist deaths, however, has not dropped: in June 2018, two years after Mayor Tory announced the plan, 93 pedestrians and cyclists had been killed in traffic collisions.

Vision Zero, developed in Sweden, is an approach to road safety that stresses that fatalities and serious injuries in traffic collisions are preventable, and that road design, rather than individual behaviour, is necessary to mitigate the dangerous consequences of human error. In Toronto, the implementation of infrastructure changes required as part of Vision Zero has been slow, notably as a result of concerns about the impact that measures such as reducing speed limits and narrowing traffic lanes may have on commute times for cars, as well as the small budget allocated to implement infrastructure changes.

For the growing number of baby boomers who experience vision loss and can no longer drive, walking becomes indispensable to maintain their independence. Negotiating street crossings in Toronto, however, can be challenging for everyone. Notably, the majority of fatalities are people 65 years and older.

How do blind people cross the street?

People who are blind or have a visual impairment face significant challenges to get around independently; they are exposed to increased collision risk, as are children and seniors.

I am completely blind and get around with my guide dog. To cross a street, my dog stops near the corner; if there is an Accessible Pedestrian Signal (APS,) he finds the pole so that I can press the button to trigger the audible signal and we position ourselves near the crosswalk. If there is no APS, I listen to the flow of traffic, sometimes for more than one traffic light cycle, to decide when it may be appropriate or safe to cross, relying on the surge of parallel traffic as an auditory key. Before I step on the road, I stretch my right arm out and point with my index finger, to indicate my intention to cross; and I stop and listen for potential cars coming in my direction. I am very cautious: I go out of my way to cross at intersections that have an APS and avoid places that I know are dangerous and difficult to cross, and where I feel that the risk is too high. I know that drivers may not stop for me even if I have the right of way; there have been several instances in which cars didn’t stop while I was on the crosswalk at a stop sign; fortunately, my guide dog pulled me back in such occasions.

Traffic safety tips

Road safety literature and campaigns issued by industry and governments urge pedestrians to make eye contact. For example, an insurance company recommends pedestrians to be sure to make eye contact with drivers before crossing the street; and to be extra cautious when boarding or exiting the bus or streetcar, as cars may not stop as they are required. Other industry recommendations for pedestrians also prioritize motorists and discriminate against blind people, including advice to watch for drivers turning left or right through the crosswalk, as they “may be focused on oncoming traffic instead of scanning for you” and of course, to make eye contact with drivers and “never assume that a driver sees you.”

Similarly, recommendations in the City of Toronto’s website include making eye contact with drivers before moving past them. According to Toronto Police it is up to both drivers and pedestrians to keep everyone safe on Toronto roads. They specify that pedestrians should always attempt to make eye contact with oncoming drivers and cyclists before proceeding across their path, especially vehicles that are intending to turn. In January 2018, three out of four online videos released during a one-week safety blitz launched by Toronto police focused on pedestrian behaviour. Nevertheless, it is misleading to brand education measures as components of Vision Zero.

This emphasis shifts the responsibility to the most vulnerable and contributes to victim blaming. In general conversations about road safety, people commonly focus on the role of vulnerable road users themselves to stay safe when crossing. Common arguments include that pedestrians should pay attention to their safety; that careless pedestrians put themselves in danger by being distracted; and, of course, that people must make eye contact.

These messages, however, misdirect attention to the victim, disregard that some people are not able to make eye contact or to look out for bad drivers, and discriminate against pedestrians with visual impairments. When I read this kind of advice, I feel that, as a pedestrian who is blind, I can never cross the street safely. It does not make sense that vulnerable road users who have the right of way are expected to watch for vehicles, such as when motorists turn right on a red light. What is the point of having the right of way as a pedestrian, then? Of course, one should pay attention and be cautious, but there is a limit to what vulnerable road users can do to protect themselves from drivers who do not obey traffic rules or who are distracted.

Moreover, the emphasis on shared responsibility creates wide generalizations about pedestrian behaviour that are not helpful to address the main causes for fatalities and serious injuries resulting from collisions with motor vehicles: road design and distracted driving. A 2015 report from Toronto Public Health that examined vehicle-pedestrian injuries between 2008 and 2012 found that in 67% of cases, the person who was struck had the right of way; only 19% of the time were the pedestrians crossing without the right of way, and the other 14% could not be determined. In a survey conducted by RSA Canada that included 346 respondents from the GTA, Toronto’s pedestrians, cyclists and drivers all identified drivers as a major cause of distress on the roads: 67% of pedestrians and 67% of cyclists cited drivers not following rules and 74% of drivers identified distracted drivers as a concern for them.

The notion that eye contact is an essential element for crossing the street discriminates against the most vulnerable road users, namely people who are blind, children or seniors, many of whom have age-related visual impairments: children may have perfect eyesight, but may not be tall enough to make eye contact with someone in a higher vehicle, or they may not understand that they are expected to negotiate a street crossing when they have the right of way; people with autism or other neurological disorders may not feel comfortable making eye contact; seniors using a mobility devise such as a walker may need to focus on the crosswalk ahead rather than on making eye contact. Even sighted pedestrians may not be able to make eye contact with drivers inside vehicles with tinted windows. All these groups of people should be able to trust that drivers will stay focused on the road and follow the law that requires them to yield to pedestrians who have the right of way.

As a pedestrian who happens to be blind, I am concerned about the emphasis on making eye contact to negotiate street crossings: it could arguably make drivers less cautious if they rely on pedestrians to communicate their intention to cross in that way. As well, it is possible that if a motorist strikes someone and the case ends in court, they could blame the pedestrian for not making eye contact to communicate.

Shared responsibility?

The expectation that pedestrians make eye contact with motorists before crossing the road is a reflection of car-centric culture and policies that since the mid-Twentieth Century have prioritized cars over all other forms of transportation. In the 1920s and 1930s, as automobiles became common, drivers were blamed for pedestrian deaths. The responses to pedestrian fatalities included traffic rules to slow cars down and proposals to restrict cars mechanically. This worried automotive interest groups, sometimes called “motordom,” who organized to shift the blame for pedestrian fatalities to pedestrians themselves. By the 1930s, dedicated lobbying by motor interests was changing perceptions about street users: automobiles, previously considered as dangerous intruders on city streets, began to be seen as the primary users of the road and pedestrians were expected to take some share of responsibility for their safety. By the 1950s, the perception that city streets were the domain of motor vehicles became widespread across North America. Expecting pedestrians to make eye contact and watch for drivers is another example of how the growth of the car industry further restricted the right to free mobility of those outside motor vehicles.

Framing road safety as a matter of responsibility that is equally shared among all users fails to recognize the differences among all modes of transportation. Motorized vehicles pose a significant risk to those who are outside of them. Pedestrians have no protection against the speed and mass of moving vehicles. When vulnerable road users are involved in collisions with motorized vehicles, they are likely to suffer severe consequences because they are not protected by a ton of metal and by safety features, such as seatbelts and airbags. Motorists have the most responsibility to follow safety rules and be cautious because they have the largest capacity to cause harm to others.

The level of responsibility of different road users should be proportional to the damage they can cause. Streets belong to everyone, not only to those behind the wheel. Encouraging people to make eye contact puts a disproportional burden on vulnerable road users to protect themselves from the errors of inattentive or aggressive drivers, and discriminates against those who cannot make eye contact.

A shift in culture and bold policies that prioritize the safety of vulnerable road users above convenience or rapid traffic flows are good for everyone, including drivers: when people feel safe, they are more likely to engage in some form of active transportation, and that, in turn, reduces vehicular congestion. Everyone, regardless of age or ability, should be able to cross the street safely.

Daniella Levy-Pinto is a member of Walk Toronto’s steering committee

Walk Toronto conducting Queen's Quay audit
Latest Issues

Walk Toronto Queen’s Quay Walking Audit

As Waterfront Toronto looks to develop the walking, cycling and transit infrastructure on Queen’s Quay east of Yonge Street, Walk Toronto has prepared a report on the issues facing pedestrians in the design of the already-developed western portion of Queen’s Quay. The report is based on a walking audit of the interface between pedestrians, cyclists, and transit and other vehicles at intersections from Spadina Ave. to York St., and was prepared by Mark Jacobs, a member of Walk Toronto’s steering committee.

While overall the Queen’s Quay walking and cycling paths are a welcome development, the report highlights issues with the design that are confusing to pedestrians and cyclists and dangerous to people with disabilities, and provides recommendations for solutions.

Read the report “Walk Toronto Queens Quay Walking Audit Report” (PDF)

Latest Issues

#BuildTheVisionTO: Safe and Active Streets for All

On June 19, 2018, Walk Toronto, in partnership with TCAT, 8-80 Cities, Cycle Toronto, and Friends and Families for Safe Streets, launched #BuildTheVisionTO: Safe and Active Streets for All, a set of 15 municipal election priorities for building streets where people of all ages and abilities can get around actively, sustainably and safely.

A survey is being distributed to all of Toronto’s mayoral and city council candidates to gauge their support for the 15 priority actions within seven themes. These priorities will improve road safety, increase physical activity, and build safe and active streets for all ages and abilities. Candidate responses will be published on TCAT’s website a month ahead of the municipal election on October 22, 2018.

Media features:


Latest Issues

A call to protest pedestrian deaths and injuries

Are you outraged by the number of pedestrian deaths and injuries in Toronto? Are you fed up with City Council’s lack of strong action to create safer streets for people on foot?

It’s time for pedestrians to make their presence felt at City Hall. Join Walk Toronto, Friends and Families for Safe Streets, and other allies in a Die-In for Safe Streets in Nathan Phillips Square on Monday, March 26, starting at 5:45 pm. Help us get significant numbers of people lying down in front of City Hall so that our politicians sit up and take notice of the toll that road violence is taking in our city.

We will gather at the Peace Garden, on the west side of Nathan Phillips Square (behind the bandstand).

5:45 pm – Gather at the Peace Garden
6:00 pm – Die-in: In solidarity for the victims of traffic violence
6:30 pm – Social at the Duke of York (Queen and Bay)

There is no need to RSVP, but you can do so and find out more information on the public Facebook page:

We hope to see you there,

Walk Toronto