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
Cycling & Pedestrian Projects
Sheppard Avenue East 2024 Cycle Track Don Valley North, Willowdale In progress
Ontario Street, Sackville Street, Sumach Street and Winchester Street  2023 Contra-flow Bicycle Lane, Sharrows Toronto Centre Completed
Bartlett-Havelock-Gladstone Cycling Connections 2022-2023 Contra-flow Bicycle Lane, Sharrows Davenport Completed
Palmerston-Tecumseth Cycling Connections 2022-2023 Contra-flow Bicycle Lane, Sharrows University-Rosedale, Spadina-Fort York Completed
Chesswood Drive 2023 Cycle Track York Centre Completed
Kipling Avenue 2004 Multi-use Trail Etobicoke North Completed, Upgraded in 2022
Ellesmere Road  2021 Multi-use Trail Scarborough-Guildwood Completed
The Kingsway and Dundas Street West Infrastructure Improvements 2022 Cycle Track Etobicoke Centre Completed
College-Dundas Intersection Improvements 2020-2021 Left-turn Bike Box Davenport Completed
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 2007 Cycle Track Etobicoke-Lakeshore Completed, Upgraded in 2021
Yonge Street 2021 Cycle Track University-Rosedale, Toronto-St. Paul’s Completed
Bloor Street-Danforth-Avenue-Kingston Road 2016-2024 Cycle Track Etobicoke-Lakeshore, Parkdale-High Park, Davenport, University-Rosedale, Toronto-Danforth, Beaches-East York Completed (Beamish Drive to Victoria Park Avenue)
Conlins Road 2009 Cycle Track, Bicycle Lane Scarborough-Rouge Park Completed, Upgraded in 2019
Argyle Street 2015 Contra-flow Bicycle Lane, Sharrows Spadina-Fort York, Davenport Completed, Extended in 2020
West Toronto Railpath 2008 Multi-use Trail Davenport Completed (Cariboo Avenue to Dundas Street West), 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, Extended in 2023
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, Bicycle Lane, Multi-use Trail 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 2022-2024 Multi-use Trail University-Rosedale Design
Shuter Street 2003 Cycle Track Toronto Centre Completed, Upgraded in 2020
The Meadoway 2018 Multi-use Trail Scarborough-Rouge Park, Scarborough- Guildwood, Scarborough Centre, Don Valley East Completed (Brimley Road to Neilson Road), Design and Implementation (Neilson Road to Rouge Urban National Park)
Unwin Avenue 2019 Multi-use Trail Toronto-Danforth Completed
Flemingdon Park and Thorncliffe Park 2018 Cycle Track Toronto-Danforth Completed, Upgraded in 2021
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
Bartlett Avenue-Havelock Street-Gladstone Avenue 2022-2023 Contra-flow Bicycle Lane, Bicycle Lane, Sharrows, Cycle Track Davenport Completed

Richmond St W Cycle Track - a bicycle lane is separated from motor vehicle traffic by planters and bollards.

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.




Sherbourne Cycle Track looking south - A raised bicycle lane includes a diamond, bicycle symbol and green paint to separate it from one lane of motor vehicle traffic.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.









A person cycles in a cycle track on Hoskin Ave that is separated from motor vehicle traffic by parked cars and bollards. 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.

Painted bicycle lane on Bay St north of Dundas St W, which contains a diamond and bicycle symbol.

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.

Two cyclists traveling on Denison Ave. One heading south in the shared travel lane and one heading north in the contra-flow bicycle laneContra-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.

People cycle and walk on the shared Martin Goodman multi-use trail through downtown.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.


  • Local connections.
  • Feeder or tributary routes.


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


  • 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.

A shared marking on the road consists of a painted bicycle symbol and two arrows, indicating that people cycling must share the road with motorists.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.

People cycle and walk at an intersection that features bike boxes, bike signals and zebra markings. Neighbourhood Greenways are routes where people cycling and pedestrians are given priority by creating an environment with low motor vehicle volumes and speeds.

Neighbourhood Greenways typically feature speed management features, one-way streets, raised crossings, contra-flow bicycle lanes, traffic diverters, wayfinding signage and safe crossings of major roadways.

Reasons for building Neighbourhood Greenways include providing parallel routes to major corridors, reducing non-local traffic infiltration and speeds, and encouraging cycling among less experienced cyclists.

Download the Neighbourhood Greenways Guide to learn more about the benefits, criteria and features of Neighbourhood Greenways.

A person on a bike waits behind a corner island at a protected intersection. 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.

The Cycling Network Plan, adopted by City Council in  2019, seeks to build on the existing network of cycling routes to Connect gaps in the current network, Grow the network into new parts of the city, and Renew existing parts of the network to improve safety – with corresponding objectives and indicators for measuring and evaluating success.

Learn more about Cycling Upgrades & Renewals that are carried out by implementing new line markings, bundling with state-of-good repair road or water projects, or standalone cycling or intersection improvements.

Bike box at St George and HarbordBike 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.

Two people on bikes wait in the green left turn bike box. The box contains a painted bicycle symbol and arrow pointing left.
Photo by Harry Choi Photography

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.

A person cycles through a cycling-only block that features directional arrows in opposite lanes, planters, a Bike Share station, and "bicycles excepted" sign. 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

A person cycles through a diagonal diverter at an intersection, featuring green markings and yellow bollards.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

A truck apron is a mountable curb that canA driver makes a right turn around a truck apron at an intersection. 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.

Bicycle signal at Hoskin and Queens Park Cres
A bicycle signal directs people cycling when it is safe to pass through an intersection. These can be used for intersections on trails or contraflow lanes where vehicles cannot drive, the transition between road to trail, or if bicycles cross the lane in a different manner than motor vehicles.
Bicycle signal sign up close
The bicycle signals are smaller than the usual yellow traffic signals and are black. They have a white sign attached notifying road users that is meant for people cycling.

Cycle track chevrons show cyclists and drivers the route cyclists should take through the intersectionChevron 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 paint along the Richmond St cycle track increasing the visibility of the cycle trackGreen 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.

The City’s standard bicycle detector symbol consists of a bicycle located between two vertical lines, which replaced the previous symbol of three vertical dots.