Road safety activists are calling on the city to answer why their concerns over “death trap” cycling conditions in the west end have gone unaddressed.

Members of Cycle Toronto’s Ward 13 Cycling Committee gave Metroland Media a tour of what they say are problematic areas that won’t require much money or resources to improve. And yet, there hasn’t been much movement to make such locations safer for non-motorists, they say.

“City staff and councillors know of the issues, they’ve been on their list for the last 2-3 years,” said Jun Nogami. “It’s been agonizingly slow waiting for them to make improvements.”

One of Nogami’s current concerns is at the intersection of Lake Shore Blvd. and Ellis Ave., where there’s a bike park — but no direct way to get to it without encountering speeding cars.

Nogami says he and fellow Ward 13 advocates beseeched city staff and decision-makers to address the conditions of the area — just west of Colborne Lodge Dr. where cyclist Jonas Mitchell was killed earlier this year. The location has a signalized two-stage crosswalk on the west side of the intersection but nothing, not even a coat of paint, to denote a crossing on the east side.

More problematic is a tiny traffic island at the intersection that is barely large enough for a couple of bikes and a stroller, crowded by a right-turn lane for motorists to easily access Lake Shore.

“It’s a death trap,” said Nogami of the island.

Improvements are coming to Ellis, eventually, with a short stretch of bike lanes planned for the underpass. Ellis already is a signed cycling route since it already has sharrows, which are painted lane markings.

But the speed of change, local Councillor Sarah Doucette says, is not anywhere near fast enough.

Doucette says she and her staff keep a spreadsheet tracking problem areas. In the case of a new crossing point for Ellis and Lake Shore, she promises changes are coming this year, but even with construction season down to its last few months she can’t say exactly when.

The traffic island is another story.

It’s supposed to be converted into a wider sidewalk, paid for through Section 37 funding from the developer of a planned residential tower at 2002 Lake Shore.

But with construction not yet approved, Doucette — who on Wednesday announced she would not be running for re-election — has asked city staff to include the expense of converting the traffic island in next year’s municipal budget.

“It’s frustrating, believe me, said Doucette. “We’re not waiting any longer. It’s been far too long.”

In the Junction, Ward 13 members Helen Qu and Robert Zaichkowski cautiously cycle through the underpass at Bloor St. and Dundas Ave. W., a terrifying act at times for anyone on two wheels.

In addition to the speeding motorists, and poor visibility, there are plenty of potholes to navigate.

“Most of the time, you look straight and hope for the best, because you can’t control what’s happening behind you,” said Qu.

The presence of parked cars presents a major safety concern as the roads get narrower further west.

“By the time you hit Lansdowne (Ave.) you have to take the (vehicular) lane, otherwise you’ll get doored,” said Zaichkowski.

Gil Penalosa isn’t surprised at the lack of movement on improving road safety.

Even with recent approvals to increase funding for the city’s Vision Zero road safety plan, Penalosa, a vocal road advocate frequently critical of the city’s direction on the issue, said the money committed, currently some $100 million over the next five years, pales in comparison to other cities.

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“In New York City, they’re spending $38 per person (for Vision Zero), in Toronto it’s $6,” said Penalosa. “That’s not nearly enough.”

Money is not the main issue, however, according to Penalosa. It’s political will, or the lack thereof, coming from Toronto decision-makers.

“There is a crisis on our streets and we’re only talking about it,” said Penalosa.