Delays, Delays, and More Delays!

Regardless of whether we get around by walking, cycling, transit, or driving, we can all agree that nothing frustrates us more than delays getting things built. We are also aware that Toronto City Council can push to accelerate certain projects as they see fit. We saw that with the ActiveTO bike lane roll out during the pandemic and last month’s approval of a motion to accelerate construction of a stretch of the Gardiner Expressway, so it gets completed by 2026 instead of 2027. Let’s review four active transportation projects that have been subject to ridiculously long delays which are unacceptable given the record number of cyclist deaths this year.

West Toronto Railpath Extension

One project which has become controversial as of late is the West Toronto Railpath extension from Dundas to Abell Streets. Per Jun’s blog, the Railpath Extension study started in January 2013 and construction was then expected to start in 2015. There were three consultations held in 2013 and 2014 leading up to the 2016 completion of the environmental assessment, plus another two meetings in 2018 and 2020 to finalize the design. By the time the final design was released in February 2020, the construction timeframe was shifted to 2023 (while the slide deck from the 2020 meeting suggested a 2021-22 timeframe). On August 1, 2024, the federal government announced $23 million in funding for the project – out of a total of $148 million – and the press release stated construction would start in mid-2025. That’s a decade after the original construction date!

Conceptual rendering of the Railpath extension (via City of Toronto)

In all fairness to the City of Toronto, some of the latest delays (and cost escalation) can be attributed to Metrolinx who will be building the Railpath extension along with the Kitchener GO expansion. Part of this GO expansion project will require the realignment of the existing Railpath, while the extension will see four new active transportation bridges get built. Still, it does make me wonder how the cost could end up being almost $150 million for a two-kilometre trail. Councillors Bradford and Matlow called out the high cost of the Railpath – as did Toronto Star columnist Edward Keenan – but I didn’t appreciate how Bradford referred to the project as “Chow’s $150 million cycling path” when the community advocated for the project for the past two decades.

Transform Yonge

Another project which has seen similar delays is Transform Yonge. Since the REimagining Yonge project (its original name) was launched in 2016, a total of FIVE public meetings were held in 2016 and 2017 which ultimately led to the approval of a design in December 2020 which reduced the number of traffic lanes from six to four to accommodate protected bike lanes and an enhanced public realm. The earliest construction timeframe given was 2018 per the third public meeting in September 2016. By the time the project was approved, detailed design was expected from 2023 to 2025 with construction planned for 2026 onwards. The project ended up being contingent on extending Doris Avenue and Beecroft Road which City Council candidate Markus O’Brien Fehr – and former Executive Assistant to Councillor John Filion – mentioned was needed to secure then Mayor John Tory’s support.

Conceptual rendering of Transform Yonge at Mel Lastman Square (via City of Toronto)

Unfortunately, I received this photo from Peter Low on August 7, 2024 yet ANOTHER consultation was planned for late 2025 which prompted me to check the project website.

It also mentioned the project’s construction start date has been deferred even further to 2028; also a full decade after the original construction date! People in North York Centre deserve a safer Yonge Street NOW and this latest delay made me wonder whether it’s time to consider Councillor Lily Cheng’s idea during the 2022 election campaign of doing a pilot on that stretch of Yonge to get the project done sooner, though she also suggested doing the same on Doris and Beecroft.

Image from Lily Cheng's campaign Instagram account

Mid-Humber Gap

The Mid-Humber Gap was approved by Toronto City Council in July 2022 which would see a new trail get built to connect the two halves of the Humber River Trail. However, Ontario’s Environment Minister ordered the project to be subject to an additional “individual environmental assessment” in January 2023 which was later set aside to allow the City of Toronto to proceed with detailed design. The City sent an update in July 2024 stating detailed design could be from 2024 to 2026, while construction would take place from 2026 to 2028 depending on any additional approvals.

Conceptual rendering of the Mid-Humber Gap Traim (via City of Toronto)

Given how long it could be until this trail can be completed, there is an urgent need to build a temporary trail along Lawrence Avenue and Weston Road to provide a safe interim connection. Especially since wheelchair and cargo bike users can’t use the Mallaby Park staircase.

The Queensway Complete Street

When The Queensway Complete Street was approved in April 2022, there was an expectation that construction would begin in 2023. However, the City’s website has since been updated to say construction is now not expected to start until 2027 “due to prioritization of critical repairs to bridges and consideration of traffic impacts”. The 2025-27 Bike Plan approved earlier this year showed this street was dropped from that timeframe even though it was in the 2022-24 one.

Unlike with Transform Yonge and the Mid-Humber Gap which interim measures can be pursued, it’s unlikely the same can be done for The Queensway given the removal of traffic lanes would be needed.

Call to Action

Whether the causes of delays stemmed from the City of Toronto’s own processes, other government agencies like Metrolinx, or the contractors building the bikeways, Toronto’s cycling community has the obligation to hold all parties involved accountable in ensuring projects get built as soon as possible. If Toronto City Council can prioritize accelerating the Gardiner Expressway construction, there is no excuse why they can’t do the same for active transportation projects which can help reduce car use and achieve our climate action goals.