I am writing to express my…

I am writing to express my opposition to proposed legislation (Bill 212) to restrict the installation of bicycle lanes where motor vehicle lanes would be removed, as well as the removal of several protected bicycle lanes in Toronto.
It is well understood in the field of urban planning that increasing road capacity does not improve congestion due to induced demand (1). The most effective way to reduce congestion is to provide viable alternatives to driving. By removing and limiting protected bicycle infrastructure on main streets that provide direct routes and easy access to destinations, the Ontario government will fail to improve traffic flow by reducing the viability of cycling as a mode of transport.
Placing bicycle infrastructure on secondary streets will limit access to local businesses located along main streets, depriving these businesses of the economic benefits of cycling activity. Studies have found that visitors to Bloor St. spent more money following the installation of bike lanes in 2016, and that individuals in North American cities (including Toronto) spend more money in commercial areas when they arrive by foot or bicycle than by car (2,3). In New York City, retail sales increased along commercial corridors after the installation of bike lanes (4).
Additionally, placing bicycle routes on secondary streets results in less direct routes and limited access to destinations, reducing convenience for individuals travelling by bicycle. Therefore, individuals travelling by bicycle will likely continue to use main streets – only without the separation and protection provided by bicycle lanes. As a result of this, cyclists will travel among motor vehicles and will be at an increased risk of injury and death, while potentially slowing motor vehicle traffic. In Canada, 73% of deaths by cycling collisions involve a collision with a motor vehicle (5). By removing bicycle infrastructure on major corridors, the Ontario government will be directly responsible for increased injuries and fatalities on these routes.
I urge the government to reconsider this legislation and to allow municipalities to decide themselves where bicycle infrastructure is needed.

References
1. Speck, J. (2018). Understand Induced Demand. Accessed from: https://link.springer.com/chapter/10.5822/978-1-61091-899-2_27
2. Arancibia, D. et al. (2019). Measuring the Local Economic Impacts of Replacing On-Street Parking With Bike Lanes. Journal of the American Planning Association 85(4):463-481. Accessed from: https://www.tandfonline.com/doi/full/10.1080/01944363.2019.1638816?casa…
3. Volker, J. and Handy, S. (2021). Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence. Transport Reviews 41(4):401-431. Accessed from: https://www.tandfonline.com/doi/full/10.1080/01441647.2021.1912849#d1e2…
4. New York City Department of Transportation. (no date). The Economic Benefits of Sustainable Streets. Accessed from: https://www.nyc.gov/html/dot/downloads/pdf/dot-economic-benefits-of-sus…
5. CAA. (no date). Cycling by the Numbers. Accessed from: https://www.caa.ca/driving-safely/cycling/bike-statistics/