Hamilton and Toronto, two large Ontario cities with pro-cycling mayors, are investing heavily in bike infrastructure.
Hamilton has plans to spend $60 million to build 119 kilometres of new bike lanes by 2028. The expenditure will double the current annual construction rate for alternative modes of transportation. More than half of the proposed bike lanes will be segregated from car traffic, prioritizing safety for cyclists.
Similarly, under its current Near-Term Implementation Program, the City of Toronto aims to complete approximately 100 kilometres of new bikeways, along with upgrades to existing routes and studies for future expansion by the end of 2024. Last year alone, 18 kilometres of new lanes were added in Toronto, with an additional 21 kilometres receiving upgrades to foster a more sustainable and cyclist-friendly urban environment, the city said.
Cycling advocates argue that as cities grapple with issues such as traffic congestion, air pollution and public health concerns, there is growing demand for cycling as a viable transportation option. For instance, the Cannon Street cycle track in Hamilton, a major east-west corridor through downtown, was used by more than 80,000 cyclists between July and December last year. Similarly, in Toronto, Bloor Street near Huron Street sees a daily influx of 4,000 to 5,000 cyclists during the spring, summer and fall seasons.
Michael Longfield, executive director of Cycle Toronto, lauds the progress made by both cities, highlighting Toronto's rapid expansion of cycling networks. Longfield emphasizes the importance of creating safer and more accessible infrastructure to encourage a broader segment of the population to embrace cycling as a viable mode of transportation.
“This shift can reduce reliance on cars or personal vehicles, benefiting both the economy and the environment while promoting physical and mental health,” said Longfield. “We need infrastructure that appeals to potential riders, providing a sense of safety and separation from vehicular traffic.” He emphasizes the need for sustained investment and maintenance of bike lanes throughout all seasons.
Longfield uses his bike for short trips and typically rides it to work and around the city. Although bicycles are 19th-century inventions, they offer solutions to 21st-century urban challenges, he said.
Brian Hollingworth, Hamilton’s director of transportation, planning and parking, said the city has an ambitious strategy to enhance cycling infrastructure. With over 560 kilometres of bike lanes, paths and other facilities already in place, the city is on track to achieve 75 per cent completion of its Cycling Master Plan with a $60-million investment targeting an additional 119 kilometres of cycling facilities, he said.
“Cycling activity is measured at various count stations throughout the city,” said Hollingworth. “Over the past several years, the city has implemented an average of 10 to 15 new cycling facilities annually. At the current rate of progress, the planned cycling network would require another 25 to 30 years to fully implement,” he said.
With nearly 700 kilometres of bikeways already in place, the City of Toronto says it is working to make travel by bike safer and more inviting to help ease street and transit congestion, create a cleaner environment and promote physical activity. From 2018 to 2022, more than 96 kilometres of new bike lanes were installed. In 2023, approximately 19 kilometres of new bike routes were installed and 13 kilometres were upgraded. In addition, 18 kilometres of new bikeways are currently being tendered or under construction across the city.
According to the city, before a bikeway is installed, the route is studied with a Complete Streets and Vision Zero approach to road safety in mind.
Bike sharing in Toronto also has experienced significant growth in recent years. According to data from the University of Toronto's School of Cities, trips have surged from 665,000 in 2015 to over 4.5 million in 2022.
Longfield told Canada’s National Observer that Toronto has made commendable progress, but there's much more to be done, particularly in expanding and maintaining bike networks with consideration of safety concerns. For cycling to thrive, a safe, protected cycling network is paramount. Without well-maintained bike lanes, the appeal of cycling diminishes, he said.
Since Toronto's new mayor, Olivia Chow, champions cycling as a primary mode of transportation, there's a unique opportunity to prioritize it amidst budgetary, housing and transit challenges, Longfield noted. Recognizing cycling's potential to address congestion, environmental concerns and improve overall urban mobility is vital, he said.
“By significantly advancing cycling network plans, Toronto can follow in the footsteps of cities like Montreal, garnering widespread support from Torontonians eager for a more bike-friendly cityscape,” he added.
Dave Shellnutt, managing partner of the Biking Lawyer LLP, a network of passionate cyclists and lawyers advocating for cycling rights and safer streets, emphasizes the significance of transitioning people from motor vehicles to bicycles to mitigate emissions and reduce congestion. Shellnutt asserts that the key to encouraging bicycle usage lies in the provision of dedicated bike lanes separated from motor vehicle traffic. Without such lanes, people may not feel safe and consequently opt for cars over bicycles.
“Lanes must be separated and safely designed, with immovable bollards, protected intersections, raised curbs, etc.,” said Shellnutt.
“We don’t have to recreate the wheel here. We can look to municipalities across the world for what works and what doesn’t. All we can say is no paint. Paint is not a bike lane and does not keep people safe.”
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