The City’s network of designated cycling routes are used by people to access neighbourhoods and destinations across Toronto. The cycling network includes many types of infrastructure, such as cycle tracks, bicycle lanes, shared roadway routes and multi-use trails. The City uses different infrastructure and separation for its on-street cycling infrastructure depending on the nature and use of the road.
The distances of completed projects are listed in the network status table. These totals are summarized into different infrastructure categories.
|Street/Route||Year Installed||Cycling Infrastructure Type||Ward||Status|
|Birmingham Street||2021||Cycle Track||Etobicoke-Lakeshore||Completed|
|Bloor Street West (Avenue Road to Shaw Street)||2020||Cycle Track||University-Rosedale||Completed|
|Bloor Street West (Shaw Street to Runnymede Road)||2020-2021||Cycle Track||University-Rosedale, Davenport, Parkdale-High Park||Completed|
|Conlins Road||2019||Cycle Track, Bicycle Lane||Scarborough-Rouge Park||Completed|
|Argyle Street||2020||Contra-flow Bicycle Lane, Sharrows||Spadina-Fort York, Davenport||Completed|
|West Toronto Railpath Extension||2008||Multi-use Trail||Davenport||Consultation|
|Shaw Street||2013||Contra-flow Bicycle Lane, Sharrows||University-Rosedale||Completed|
|Cummer Avenue||2022||Cycle Track||Don Valley North||Construction|
|Davenport Road (Yonge Street to Dupont Street)||2021-2022||Cycle Track||University-Rosedale||Completed (Yonge Street to Bay Street), Programmed (Bay Street to Dupont Street)|
|Lake Shore Boulevard West (Norris Crescent to First Street)||2018||Cycle Track||Etobicoke-Lakeshore||Completed|
|Peter Street||2016||Cycle Track||Spadina-Fort York||Completed|
|Woodbine Avenue||2017||Cycle Track, Bicycle Lane, Sharrows||Beaches-East York||Completed|
|Rathburn Road and Martin Grove Road||2021-2022||Cycle Track, Bicycle Lane||Etobicoke Centre||Completed (Bicycle Lanes on Rathburn Road), Programmed (Cycle Tracks on Martin Grove Road)|
|Richmond Street and Adelaide Street||2014-2016||Cycle Track||Toronto Centre, Spadina-Fort York||Completed|
|Scarlett Road||2019||Cycle Track||York South-Weston||Completed|
|The Esplanade and Mill Street||2021-2022||Cycle Track||Spadina-Fort York||Completed (from Lower Sherbourne Street to Bayview Avenue), Programmed (Lower Sherbourne Street to Yonge Street)|
|Willowdale Avenue||2019||Cycle Track||Willowdale||Completed|
|Borden Street and Brunswick Avenue||2020||Contra-flow Bicycle Lane||University-Rosedale||Completed|
|Denison Avenue and Bellevue Avenue||2017||Contra-flow Bicycle Lane||University-Rosedale, Spadina-Fort York||Completed|
|Simcoe Street||2014-2016||Contra-flow Bicycle Lane||Spadina-Fort York||Completed|
|Winona Drive||2021||Contra-flow Bicycle Lane, Bicycle Lane, Sharrows||Toronto-St. Paul’s||Completed|
|Woodfield Road-Monarch Park||2021||Contra-flow Bicycle Lane||Toronto-Danforth||Completed|
|Duncan Creek Trail||2021||Multi-use Trail||Don Valley North||Completed|
|East Don Trail||2016||Multi-use Trail||Don Valley East||Completed|
|Eglinton Avenue West||2021||Multi-use Trail||York South-Weston||Completed|
|King-Liberty Pedestrian/Cyclist Bridge||2021||Multi-use Trail||Spadina-Fort York||Completed|
|Kingston Road Trail||2021||Multi-use Trail||Scarborough Southwest||Completed|
|Rosedale Valley Road||2022-2023||Multi-use Trail||University-Rosedale||Design|
|The Meadoway||Multi-use Trail||Scarborough-Rouge Park, Scarborough- Guildwood, Scarborough Centre, Don Valley East||Completed (Brimley Road to Scarborough Golf Club Road), Design and Implementation (Scarborough Golf Club Road to Rouge Urban National Park)|
|Unwin Avenue||2019||Multi-use Trail||Toronto-Danforth||Completed|
|Flemingdon Park and Thorncliffe Park||2021||Cycle Track||Toronto-Danforth||Completed|
|Lawrence Avenue East||2019||Bicycle Lane||Scarborough-Rouge Park||Completed|
|York University and Downsview Road||2021-2022||Cycle Track, Bicycle Lane, Multi-use Trail||Humber River-Black Creek||Construction|
|Dowling Avenue and Beaty Avenue||2018||Sharrows||Parkdale-High Park||Completed|
Cycle tracks are separate lanes for bicycles that are adjacent to the roadway, but separated from vehicular traffic. Cycle tracks help distinguish the area for cycling from motor vehicle traffic (more than a painted bicycle lane). The tracks create an environment which is safer for cycling.
The diamond marking in cycle tracks is the symbol for a “reserved lane.” Every lane with a diamond in it has accompanying lane restriction by-laws.
Some cycle tracks have spaces for vehicle parking beside the lane. When passengers and drivers are exiting their vehicles, they must first ensure the cycle track is clear. Pedestrians crossing the street must treat the cycle track as a live vehicle lane and wait until the lane is clear before crossing.
Designated bicycle lanes are a dedicated part of the roadway for the exclusive use of people cycling. Other road users may not lawfully drive, stand, stop or park in a designated bicycle lane.
The diamond marking in bicycle lanes is the symbol for a “reserved lane.” Every lane with a diamond in it has accompanying lane restriction bylaws.
Contra-flow bicycle lanes allow people cycling to travel in two directions on a street, which is one-way for all other vehicles. People must cycle in one direction in the designated bicycle lane. When travelling in the opposite direction, people will cycle in the mixed-use traffic lane or marked cycle lane.
Bicycle symbols and diamonds are located inside the contra-flow bicycle lane. The diamond symbol is the symbol for a “reserved” lane. Every lane with a diamond in it has accompanying lane restriction bylaws. The contra-flow bicycle lane will also include painted arrows, communicating that people must only cycle in one direction in this lane.
Making a street dual direction can create valuable neighbourhood connections for people cycling who wish to avoid busy arterial roadways.
Trail projects play an important role in connecting and expanding Toronto’s cycling network. Within this network, each trail, park, bicycle lane or other component has a particular role to play. As a result, each trail needs to have certain characteristics to ensure that it can perform appropriately. Three classes of trails are identified by their role in the network.
Learn more about Toronto’s Multi-Use Trail Design Guidelines.
Toronto is developing a number of “Quiet Street” cycling routes, where signs, pavement markings, and traffic calming measures are used to create comfortable cycling routes on quieter residential streets.
Traffic calming is a key part of developing cycling routes which have sections where motor vehicles share the road with people cycling. A universal 30 km/h speed limit is planned for all of Toronto’s “Quiet Street” type cycling routes.
Protected intersections aim to enhance safety for all road users. Crosswalks are set back from the intersection, which decrease the distance for pedestrians to cross the street. The corner islands are placed to lower vehicle speeds and give a better view of pedestrians and people cycling when turning right.
Benefits of protected intersections include:
• Increased visibility of people cycling to drivers from the passenger window while waiting at a red light, since the bicycle stop line is located ahead of the cars.
• Decreased crossing times for pedestrians.
• Reduced vehicle speeds at corner islands.
• Ease of making a two-stage left turn with a dedicated queuing area for people cycling.
When approaching a protected intersection, practice the following behaviours:
Bike boxes are used at intersections to designate a space for people cycling to wait in front of cars at the red light. People on bicycles may then proceed first when the light turns green. At red lights, the drivers must stop at the stop line, behind the bike box. A bike box means right hand turns on red lights are not permitted.
When you are cycling, you should position yourself at the right, left, or center of the bike box, depending on the direction you want to travel.
Left-turn bike boxes indicate a designated area for people cycling to safely make a left turn at multi-lane signalized intersections from a right side cycle track or bicycle lane.
Left-turn bike boxes offer several benefits to people cycling, such as providing a formal waiting space to make a two-stage turn, reducing turning conflicts between people cycling and driving, and separating people who are cycling through an intersection from those who are turning.
To use a left-turn bike box, people cycling should proceed through the intersection in the bikeway or right lane, and position themselves in the designated area while waiting for their signal, facing the direction in which they would like to travel. When the traffic or bicycle light turns green, they may continue cycling through the intersection.
Toronto is a cycling city and that is true more than ever, says a 2019 survey conducted on behalf of the City of Toronto. The survey found that seven in 10 Toronto residents are riding bicycles (70%) and, increasingly, they are using them for everyday trips. This is an increase in cycling rates compared to 54% in 2009 and 48% in 1999. The survey also shows that residents in all areas of the city reported cycling at higher rates than years past.
The 2019 survey also highlights the importance of the City’s investment in new bicycle infrastructure. Toronto residents are twice as likely to say they feel comfortable or somewhat comfortable on major roads with bike lanes/cycle tracks than those without. Respondents to the survey stated that they would like to travel by bike if streets felt safer and there was dedicated bicycle infrastructure to protect them from motor vehicle traffic.
Nanos Research, a research and strategy organization, conducted an online survey of 1,516 Toronto residents, 18 years of age or older, between May 13th to 29th, 2019. The 2009 and 1999 surveys were completed by telephone with individuals aged 15 years or older who resided in the City of Toronto in August and October, respectively.