Toronto’s Cycling Infrastructure

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.

Secondary

• Local connections.
• Feeder or tributary routes.

Primary

• Connects different parts of the city.
• Collects traffic from secondary trails.
• Connects with other primary trails.

High-Capacity

• May perform any or all of the functions of primary and/or secondary trails.
• Collects traffic from primary and secondary trails.
• Trail may be a destination or attraction itself.

Learn more about Toronto’s Multi-Use Trail Design Guidelines.

Share Lane Markings, or “Sharrows” are road markings used to indicate a shared environment for bicycles and motor vehicles. The shared lane markings highlight cycling routes, which alert all road users to the presence of bicycle traffic on the street, and may also be configured to offer directional and wayfinding guidance for people cycling.  The shared lane marking is not a dedicated cycling facility, but a pavement marking, which has a variety of uses to support a complete bikeway network.

• Drivers must wait behind a person on a bicycle until it is safe to pass with minimum one metre clearance.
• For safety reasons, people cycling should ride one metre from the curb to avoid debris and sewer grates.
• In lanes that are too narrow for people cycling and motorists to travel side-by-side, those cycling should ride in the centre of the lane to discourage motorists from passing too closely.
• Where there is on-street parking, people cycling should ride one metre from parked cars to avoid the “door zone.”

Although it is the motorist’s and/or passenger’s responsibility to look first before opening their door, riding too close to parked cars can lead to serious injuries that can be avoided.

Sharrows are also used through intersections and some merge zones to support straight-line cycling and to increase the visibility of people cycling.

These are quiet street cycling routes where wayfinding signage has been installed. Toronto is currently in the process of renewing these quiet street cycling routes by adding pavement markings to support the existing wayfinding signage.

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:

1. People driving should stop behind people on bikes.
2. People who are turning right in a vehicle should watch for pedestrians and people cycling as they cross the street.
3. People cycling should wait at the corner island (protected waiting area) while making two-stage left turns.
4. Pedestrians should use the crosswalks, which are set back from the intersection, thus decreasing the distance to cross the street.

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.

Cycling-only blocks are located at intersections and restrict travel by motor vehicles, while allowing people cycling to pass through.

Cycling-only blocks offer the following benefits:

• Eliminate east-west traffic infiltration on adjacent streets
• Encourages low stress east-west and north-south cycling
• Maintains access to properties and curbside parking
• Eliminates required direction changes
• Creates roadway space for seating, planting and bike share stations
• Creates two distinct traffic blocks

Diagonal diverters are located at four-way minor intersections, which require all motor vehicle traffic to turn in one direction only, while allowing people cycling and walking to proceed through.

Diagonal diverters offer the following benefits:

• Eliminates traffic infiltration on adjacent streets
• Encourages low stress east-west and north-south cycling
• Maintains access to properties and curbside parking

Chevron pavement markings indicate the route people cycling should take through the intersection. This increases drivers’ awareness of people cycling and makes their travel more predictable at intersections.

Green markings are used at intersections and driveways where vehicles interact with bikeways. They serve to increase the visibility of bikeways, making drivers aware of people cycling.

Bicycle detector symbols indicate where people cycling should position themselves at an intersection to be detected by the traffic signal.

There are two types of bicycle detector symbols in Toronto: those with a line through the symbol (induction loop) and those without (non-intrusive). If you see a line on the pavement, lean forward on your bike with the crank and wheels positioned on top of it inside the rectangle. The induction loop will then sense the presence of something metal, which will trigger the traffic signal to change.

A non-intrusive detector consists of a radar, infrared, video or microwave sensor located on a traffic signal pole that is aimed down. Ensure that you are positioned either within the bike lane or behind the stop bar to be detected by the traffic signal.

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.

Key Findings included:

• The percentage of Toronto residents who report cycling continues to increase
• The proportion of households that own at least one bicycle has slightly increased
• Residents of all four districts report cycling at similar rates
• Toronto residents are twice as likely to say they feel comfortable or somewhat comfortable with major roads with bike lanes/cycle tracks than without bike lanes/cycle tracks
• Respondents were more likely to say they would like to travel by bike if the street felt safer and there was dedicated bike infrastructure to protect them from 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.

Dive into the data here: (1999, 2009, and 2019)