Can Toronto fix its gridlock issues? The Toronto Region Board of Trade has an action plan that says ‘yes’

The federal government says some 6.6 million unsafe vehicles are likely on the road despite having outstanding safety recalls. The Gardiner Expressway is seen with heavy traffic, in Toronto, on June 28, 2023. (THE CANADIAN PRESS/Andrew Lahodynskyj)

It takes drivers on Toronto’s Gardiner Expressway up to twice as long to navigate a five kilometre stretch during rush hour when compared to off-peak times.

The expressway is one of a dozen Toronto roadways that deal with at least a kilometre of congestion that makes travel times between one and a half to two times longer during peak periods, according to a new report from the Toronto Region Board of Trade (TRBOT).

The board’s congestion task force has been researching how to solve issues of volume and backups in the city for more than a year.

A 2023 study by the TRBOT estimated that congestion costs the GTA $11 billion a year. Another report released by the Canadian Centre for Economic Analysis in December estimated that congestion costs the GTHA $47 billion in lost economic opportunities and social impacts.

Last year’s TomTom Traffic Index, which ranks travel times across 500 global cities, estimated that it takes 25 minutes and 15 seconds to drive 10 kilometres in Toronto.

The gridlock has even been noted by celebrity visitors to the city like Tom Cruise, as well as players on the Utah Hockey Club, who ditched their vehicle and walked over to Scotiabank Arena when they were in town to play the Maple Leafs because traffic was so bad. Irish singer Niall Horan did the same when he had a show in the city last summer.

“We’re skipping family gatherings, turning down job opportunities, and avoiding travelling to restaurants, sporting events, and even the workplace,” TRBOT’s CEO Giles Gherson said during a news conference Thursday morning.

“We know what this means for the people who work, live, and enjoy our downtown,” added Deputy Mayor Ausma Malik. “The City of Toronto is aligned with addressing this issue with seriousness.”

The new TRBOT report features an action plan with five key areas.

So, what does the board propose would help cut down travel times?

Reduce lane closures

According to the report, all active and planned construction zones for 2025 will occupy 550 kilometres of roadway - roughly 10 per cent of all Toronto streets.

The TRBOT suggests considering the social and economic costs of lane closures in the decision-making process for which projects get the go-ahead.

The City of Toronto charges $37,000 per month to close a lane of traffic. The TRBOT report says a one-month, one-lane closure ends up costing the city $1.7 million per month in social and economic losses.

The board also suggests restricting closures on major arterials during rush hour – similar to cities such as Singapore, New York, and London –, offering discounted permit prices for work conducted at off-peak times and 24/7 construction where possible.

Enforce the rules of the road

Driver behaviour in Ontario is deteriorating, according to the report, leading to blocked intersections and double-parking which clogs roadways.

The board recommends enhancing enforcement at intersections with Toronto’s red light cameras, which they say can help reduce so-called “block-the-box” infractions.

As well, they say the city and province should discuss the use of camera and licence plate recognition technology to issue tickets for double-parking or stopping in bike lanes and bus stops.

Unclog the arteries

Toronto’s top five most congested corridors downtown – like the Gardiner, Bloor Street and Lakeshore Boulevard – are all are east-west arterials, according to the new TRBOT report.

The board’s action plan suggests defining “connector” roads that will absorb additional traffic when another is disrupted.

They also recommend removing bike lanes from connector roads, limiting “curbside cafes” based on traffic impact, and incentivizing off-peak deliveries.

Clear the bottlenecks

The report says traffic snarls that surround the Gardiner “slow the whole network down.”

It suggests physically separating the traffic streams and restricting turning movements on Harbour and York Street, as well as implementing lane-change restrictions on the Gardiner between York and Spadina.

Another recommendation includes adding traffic signals to the Gardiner on-ramps at York and Spadina.

Implement accountability mechanisms

The last action item in the plan calls for a “cultural shift” in how mobility is planned and governed.

The TRBOT calls for political accountability for gridlock and says Toronto City Council should establish a new reporting system.

It suggests bringing in a cross-departmental ‘czar’ or commissioner at the highest political level to review all city business through a “congestion impact lens.”

The report also calls for regional coordination, as key roadways cross municipal boundaries around the GTHA.

What comes next

Overall, the TRBOT report released Thursday says the action plan will help alleviate gridlock now. But it urges the city to plan ahead to avoid a repeat of the current “congestion crisis.”

Toronto City Council adopted a three-year congestion management plan last fall that included things like hiring 75 more traffic agents to fan out at the city’s busiest intersections, better coordination and control of construction activities in the right-of-way, and a new framework for special event approvals to minimize impacts on traffic.

With files from CP24’s Codi Wilson and Josh Freeman.