I strongly oppose Bill 212…

I strongly oppose Bill 212 as proposed, as the removal of bike lanes in the city of Toronto and requiring municipalities to justify maintaining existing bike lanes will have the opposite effect the Ministry of Transportation (the Ministry) is trying to achieve. Not only will this create more congestion and gridlock in the city, but there is serious concern the repercussions of such actions will erode the well-being, safety and movability of the people that live in the city center. We the undersigned raise the following issues, and we strongly urge the Ministry to consider them before moving forward with any actions.

I. Bike Lanes Support An Affordable and Timely Mode of Transportation For More Than Just Commuting to Work.

The establishment of bike lanes across the city of Toronto over the past decade have provided Torontonians with an affordable and sustainable option to get around the city in a reasonable amount of time for all types of reasons. Toronto residents use bikes as a mode of transportation for number of reasons, not just to commute to work. The Ministry’s proposal to remove bikes is based on information related only to commuting to work and does not account for all other purposes. City residents use bikes to get to school, for deliveries (food and services), run errands including buying groceries, volunteering, exercising, attending social outings and events, exploring the city, and a plethora of other activities. Access and use of bike lanes to get to and/or do these activities provide a viable level of convenience and safety, as well as contribute to the city’s economy. None of these additional reasons are accounted for in the Ministry’s proposal and its analysis. The ministry must undertake a more detailed analysis that goes beyond only measuring commuting to work to support its proposal to remove bike lanes.

II. Reference to Census Data That Bike Riders Only Comprise 1.2 percent of People Commuting To Work In Toronto Is Inaccurate and Out of Context.

Minister Sakaria’s reference that “only 1.2 percent of people get to work using bikes” is not an inaccurate depiction of city resident’s usage of bikes and bike lanes in the city of Toronto and specifically of the bikes lanes identified for removal in the proposal – Bloor Street, Yonge Street, and University Avenue. While the reference uses census data, it is taken out of context. Using the same census dataset, a closer look at the city core of Toronto shows the use of bikes and bike lanes to commute to work is 4.3 times higher on average than what the Minister references. An even closer look at the core census Ontario election riding districts, commutes to work using bicycles are even higher with the University – Rosedale district as high as 8 percent.

Area / District Percentage of City Residents Using Bicycles to Commute to Work
City of Toronto Census Division 1.2
Beaches – East York 3.1
Toronto -Danforth 6.2
Toronto Centre 5.8
Spadina – Fort York 4.9
University – Rosedale 8.0
Toronto – St. Paul’s 3.1
Source: Statistics Canada. 2023. (table). Census Profile. 2021 Census of Population. Statistics Canada Catalogue no. 98-316-X2021001. Ottawa. Released November 15, 2023.
https://www12.statcan.gc.ca/census-recensement/2021/dp-pd/prof/index.cf… (accessed November 7, 2024).

Additionally, the Ministry has not considered commuting distance and time, as it is reflective of bicycle commuting and use of bike lanes. Census data shows that on average 79.3 percent of residents commute to within their census subdivision for work, and 48.3 percent take under 30 minutes to commute under the Toronto census division. These figures dramatically increase when focusing on the core census Ontario election riding districts. With the overwhelming majority of residents in the city core districts commuting for work within their area and taking less than 30 minutes, commuting by bicycle and using bike lanes is practical and viable.

Area / District Percentage of City Residents Commuting to Work Within their Census Subdivision Percentage of City Residents With A Commute to Work Time of Less than 30 minutes
City of Toronto Census Division 79.3 48.3
Beaches – East York 89.9 45.1
Toronto -Danforth 89.3 51.7
Toronto Centre 87.8 54.8
Spadina – Fort York 85.9 55.4
University – Rosedale 90.1 60.1
Toronto – St. Paul’s 89.1 52.5
Source: ibid

The Minister continues his statement and references that bike lanes are “taking away 50 percent of the infrastructure on those streets”. There have been no studies cited or published under the Supporting Materials section of the proposal Bill to support this claim. We request the Ministry provide, via publication under the Supporting Materials section, this study and all studies and analysis used to support this claim and this proposal.

III. Road Safety and Significant Repercussions for Drivers and Bike Riders

The Ministry must consider the potential repercussions of eliminating dedicated bike lanes in Toronto city center and transfer of bike riders now becoming drivers. Removing bike lanes will discourage residents from riding their bikes, choosing to drive themselves or using rideshare services instead. The Ministry must assess the tradeoff and if there is actual value in reducing gridlock here. For example, if 100 bike riders are discouraged from commuting using their bikes because there are no bike lanes, this could result in an additional 100 cars (and drivers) on the road at the same time. This will surely contribute to the gridlock and traffic congestion, the opposite of what the Ministry is proposing to achieve.

Another and scarier outcome could be the rise in violence in the form of road rage between drivers and bike riders. The elimination of dedicated bike lanes will only force bike riders onto the main roads with cars creating additional congestion and havoc. Impatience and intolerance from both drivers and bike riders could result in significantly higher incidences of road rage, which could end in police action or even worse, death.

The removal of bike lanes will also contribute to increased illegal parking that continues to be a growing problem in the city. Drivers continue to park whenever and wherever they want with no concern for the consequences. There are numerous incidences where cars are parked in no parking lanes, which creates huge traffic backlogs as drivers have to maneuver around these cars. There are no repercussions for these selfish drivers and it’s usually the everyday driver and bike rider that suffers. A more effective way to alleviate gridlock and traffic congestion would be to enforce parking rules, with immediate action for infractions including towing and fines.

Dedicated bike lanes create a high level of road safety for cyclists, pedestrians, and drivers. If cyclists have to share the road with cars, they are often putting themselves at risk. Protected bike lanes separate cyclists from traffic, reducing the likelihood of accidents and making cycling a safer choice for commuters. Dedicated bike lanes provide a safer environment for cyclists, which could lead to fewer accidents and injuries, benefiting all road users in the long term.

IV. Supporting Public Health And Wellbeing And Making Toronto Livable.

Investing in cycling infrastructure is not only about transportation—it’s also about improving public health. By making cycling a more attractive and safer option for commuters, it encourages active lifestyles, which have been shown to reduce the risk of chronic diseases like heart disease, diabetes, and obesity. Maintaining dedicated bike lanes will help encourage more Torontonians to get outside and cycle, leading to healthier communities. This move is an investment in the physical and mental wellbeing of residents, particularly in urban areas where exercise opportunities may be limited.

By reducing car dominance in city centers and increasing the space available for pedestrians and cyclists, the city center of Toronto will become more vibrant and livable. Bike lanes make urban spaces more welcoming, quieter, and pedestrian-friendly. With fewer cars on the road, there is less noise pollution and a more pleasant environment for residents and visitors. This kind of urban redesign has improved the overall quality of life, making cities more attractive places to live, work, and visit.

Many major cities around the world, from Copenhagen to New York City, have already made significant investments in bike infrastructure and have seen positive outcomes in terms of reduced traffic, better air quality, and improved public health. Dedicated bike lanes aligns with these global best practices, positioning the province and city as a leader in sustainable urban planning. By adopting these approaches, Ontario and Toronto will be part of the global movement toward creating cities that are more livable, environmentally conscious, and efficient for all users.