Recommendations from the Toronto Pedestrian Committee

Regarding the International Year of Older Persons (1999)

The Urban Environment and Development Committee recommends that Recommendations (2) and (3) of the Toronto Pedestrian Committee, contained in the report (March 4, 1999) from the City Clerk, be adopted and that Recommendation (1) be referred to the Commissioner, Works and Emergency Services for review.

The Urban Environment and Development Committee submits the following report (March 4, 1999) from the City Clerk:

The Toronto Pedestrian Committee, at its meeting of February 18, 1999 referred the following recommendations to the Urban Environment and Development Committee for approval, in recognition of the International Year of Older Persons:

Recommendations:

That the City of Toronto mark the International Year of Older Persons by giving priority to increasing the safety and comfort of senior pedestrians as follows:

(1)adjust signal light timings across the City to reflect the slower walking pace of older pedestrians. A minimum crossing time calculated at a walking speed of 1 metre per second plus five seconds start time is recommended, with more time allowed, where necessary. This is in line with provincial guidelines.

Note:Crossing times can also be reduced by squaring corners at intersections. Also, if right-hand turns on red lights were forbidden, pedestrians could begin crossing immediately on a green light or walk signal, giving them additional time. Similarly, well-designed pedestrian islands on major arteries with their own pedestrian signals could increase pedestrian comfort and safety without unduly slowing vehicular flow;

(2)standardize the installation and operation of all pedestrian signals to eliminate confusion. Many older persons have impaired vision.

Note:Standardization would eliminate much confusion. It is particularly important for visually impaired pedestrians. The installation of audible signals should be accelerated. The Task Force on Seniors has additional recommendations on clear signage;

(3)make sidewalk safety a priority across the City. This includes design standards, surface maintenance, freedom from obstructions, preventing and stopping all inappropriate use of sidewalks.

Note:Uneven and cracked sidewalks have been recognized as a major cause of falls for seniors. Obstructions and inappropriate use of sidewalks are common. Curbs and driveways are not well marked. Driveway ramps are often too steep.

Background:

Recommendations of a Former Metro Study:

The former Metro study on the Impacts of an Aging Population on Metropolitan Toronto Transportation, in February 1997, recommended:

-traffic light designs should consider the needs of older citizens who report difficulties in seeing and understanding existing signals;

-the policy allowing for right hand turns on red light after stopping should be reviewed considering its impact on older pedestrians;

-the timing of traffic lights should take into account the slower walking pace of older pedestrians;

-where such accommodation of older needs is not feasible, pedestrian islands should be considered, particularly in wide thoroughfares;

-installation of audible signals should be considered where possible;

-standards should be developed to ensure installation of a more visible curb edging.

Metro did not have responsibility for sidewalks, so these were not addressed.

The Toronto Reality - Crossing Time

Timing of signals is generally sequenced for the benefit of motor traffic. For example, at the intersection of a main road eight lanes wide and a secondary road four lanes wide the lights will be set to allow more green time for vehicles on the main road than the time allowed for vehicles on the secondary road. Depending on traffic flow, this timing ratio may be 2:2, 3:1, 4:1 or even more. The paradox for the pedestrian is that they need the reverse ratio; i.e.: twice the time to cross the main road.

A November 1998 staff report to the Pedestrian Committee on times for crossing University Avenue between Richmond Street West and College Street, reports crossing speeds ranging from a low of 1.59 metres per second at College Street to a high of 2.17 metres per second at Elm Street. Yet according to the Ontario guidelines, average walking speed is considered to be between 1 and 1.25 metres per second. The Ministry also recommends an additional five seconds starting time which is not provided in Toronto.

Clearly, there is room for a re-thinking of priorities away from the convenience of motorists towards increased safety for pedestrians.

Linkage to Right-hand Turns on Red Light

A pamphlet produced by Sunnybrook Health Science Centre, in co-operation with Metropolitan Police and Ambulance Services, recommends that seniors should cross at the beginning of a green light, and cross when cars have come to a complete stop. The reminder to cross at the beginning of a green light reflects the fact that, only then, if then, will seniors have enough time to cross. But, by watching the green light, seniors may not see vehicles, they may not have enough time to cross. But, by watching the green light, seniors may not see vehicles turning right on the red light. If they wait to check for turning vehicles, they may not have enough time to cross safely. Double jeopardy.

Need for Standards for Pedestrian Signals

At some intersections, there are Walk --Don't Walk symbols; at some intersections, there are none. At some intersections, there are eight walk symbols; at some there are four. At some intersections, there are 'helping hands', at some there are none. Pedestrian buttons may or may not exist. Where they do exist, they are not installed consistently. In some cases, the face of the pedestrian button is parallel to the pedestrian crossing; in some cases at 90 degrees, while in other cases at 45. In some cases, there is a combination of all of these variations at the one intersection. This is of particular concern to blind pedestrians who use the alignment of the button to guide their direction while crossing the road. At one location, the buttons for N-S and E-W directions were installed on the same post -- worse, these buttons were for audible signals.

Sidewalk Problems

Parked cars, speeding bicycles, jutting metals signs and other obstructions, narrow width, uneven surfaces, driveway slopes on sidewalks, lack of sidewalk continuity all pose unacceptable hazards to pedestrians.