There may be no two words, when combined, more feared at Toronto City Hall than car and free.
A city plan to revitalize downtown Yonge St., between College and Queen Sts., which initially included car-free options, doesn’t even mention “car-free” in its final recommendation, a half-century after a popular pedestrian mall on Yonge was terminated.
The reasons for liberating the city’s most iconic street from cars are compelling. Unfortunately, the recommended design for the yongeTOmorrrow project would allow car traffic along most of the 1-km stretch, despite strong support for a car-free Yonge at all public consultations
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The population along downtown Yonge is among the fastest growing in the city — a 75 per cent increase in residents over the last 20 years alone, with 10,000 new condo units in the pipeline. The city’s report notes that, “50-75 per cent of people using the entire street are pedestrians while less than 25 per cent of the right-of-way space is dedicated to pedestrian movement.”
In fact, on some parts of Yonge, pre-pandemic sidewalks were already so crowded that pedestrians spilled onto the street, dangerously so at intersections.
A car-free Yonge would open space for benches, trees, and patios — benefitting both local residents and visitors to attractions, such as Massey Hall, Yonge-Dundas Square and the Eaton Centre. It would also connect to Ryerson University’s small car-free area, which is enjoyed by thousands of students.
Along Queen St., or through the Eaton Centre, a car-free Yonge would likewise link to both the new and old city halls, including Nathan Phillips Square, creating an appealing pedestrian zone.
Cries from naysayers, including a local business group, that the sky will fall if cars are restricted ignore evidence that businesses along Bloor-Danforth, as in other cities, benefit from the reallocation of road space to people. Moreover, two studies for nearby Bloor St. confirmed that only 10 per cent of patrons at local shops arrive by car.
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An ironic rationale offered by the city for car traffic on Yonge is to maintain access to two parking garages, despite access options from side-streets without exposing pedestrians on Yonge to danger from right-turning vehicles. It’s also ironic that while planners were able to find space for cars on Yonge, they weren’t able to do much for bicycles, despite strong public support for bikeways.
The exceptions for automobiles on a car-free Yonge should be few, such as for TTC buses after the subway closes. Nighttime deliveries would also be allowed, while other deliveries can be rerouted to side-streets. Cargo bikes can handle courier deliveries. Individuals with disabilities can and should be accommodated at all hours.
These exceptions should not, however, extend to ride-hailing services, which increase motor traffic while corporate owners thumb their noses at road safety rules, such as illegal parking in bike lanes.
The opportunity to transform Yonge Street into a beautiful, healthy, vibrant place for residents, businesses, and visitors should be celebrated, not feared. It’s time for City Hall to deal with its phobia about car-free streets and show that it loves its people more than cars.
Albert Koehl is an environmental lawyer and road safety advocate. Michael Black is a founder of Walk Toronto.
