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|
|Finch Corridor Trail||2011-2023||Multi-use Trail||Humber River-Black Creek, York Centre, Willowdale, Don Valley North, Scarborough-Agincourt, Scarborough North||Completed (Norfinch Drive to Yonge Street, Birchmount Road to Middlefield Road, and Willowdale Avenue to Pineway Boulevard), Programmed (Birchmount Road to Pharmacy Avenue)|
|Knox Avenue||2023||Cycle Track||Toronto-Danforth||Programmed|
|Scarlett Road-Runnymede Road||2022||Cycle Track, Sharrows||York South-Weston||Completed|
|Birmingham Street||2021||Cycle Track||Etobicoke-Lakeshore||Completed|
|Yonge Street||2021||Cycle Track||University-Rosedale, Toronto-St. Paul’s||ActiveTO pilot|
|Bloor Street-Danforth-Avenue-Kingston Road||2016-2023||Cycle Track||Etobicoke-Lakeshore, Parkdale-High Park, Davenport, University-Rosedale, Toronto-Danforth, Beaches-East York||Completed (Beamish Drive to Resurrection Road, Runnymede Road to Victoria Park Avenue), Planned (Resurrection Road to Runnymede Road)|
|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||2023||Multi-use Trail||Davenport||Programmed (Dundas Street West at Sterling Road to Abell Street at Sudbury Street)|
|Shaw Street||2013||Contra-flow Bicycle Lane, Sharrows||University-Rosedale||Completed, Upgraded in 2020|
|Cummer Avenue||2022||Cycle Track||Don Valley North||Completed|
|Davenport Road (Yonge Street to Dupont Street)||2021-2023||Cycle Track||University-Rosedale||Completed (Yonge Street to Bedford Road), Programmed (Bedford Road 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||2021-2024||Cycle Track||Spadina-Fort York||Completed (George Street South to Bayview Avenue), Programmed (Lower Jarvis Street to Yonge Street)|
|Willowdale Avenue||2019||Cycle Track||Willowdale||Completed (Bishop Avenue to Empress Avenue), Programmed (Empress Avenue to Sheppard Avenue East)|
|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||2021-2022||Contra-flow Bicycle Lane||Toronto-Danforth||Completed|
|Duncan Creek Trail||2021||Multi-use Trail||Don Valley North||Completed|
|East Don Trail||2018-2023||Multi-use Trail||Don Valley East||Completed (Phase 2 – Wynford Heights Crescent to Elvaston Drive), Programmed (Phase 1 – Forks of the Don to Bermondsey Road)|
|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|
|Shuter Street||2020||Cycle Track||Toronto Centre||Completed|
|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||Completed|
|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.
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.
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:
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:
A truck apron is a mountable curb that can accommodate passenger vehicles and/or design vehicles. The truck apron radius is mounted by trucks when making right
Truck aprons allow for intersection corners to be designed for smaller vehicles, while also accommodating larger vehicles to turn at
an intersection corner.
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.
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.