cycle tracks

Fixing the Adelaide and Bathurst approach to the new cycle tracks

I'm digging into improvements for the new protected bike lanes on Richmond, Adelaide and Simcoe. These lanes, known as cycle tracks by the planners, are currently a pilot project and are part of an environmental assessment that still needs to be approved by City Council. Previously I looked at better protecting cyclists at intersections.

This is part 2: Doesn't help if it's hard to get to the cycle tracks

Coming from the west end Adelaide is a great street to take. It's quiet and direct to Bathurst. But we get stuck at Bathurst because there's no easy way to get to the cycle tracks on the other side. For those in the know they might go up to Richmond and then back down but that takes longer. Instead most people just end up riding on the sidewalk for a few metres and cross at the crosswalk. But we think the City has to do better. So we propose this:

The City doesn't need to do all of this, but it would be good if they serious considered how cyclists are supposed to cross Bathurst when going eastbound.

So maybe that means allowing cyclists to turn left from Adelaide which would likely require moving the southern traffic lights on Bathurst; or maybe it could be a contraflow lane around the north side of the Catholic church so that cyclists can end up on Bathurst where they can make a left turn. (It's easier to draw then describe). I think the default option for most cyclists will be former.

You can post your comments to a forum that City public consultation staff set up, which they've called IdeaSpaceTO. A bunch of my suggestions are already up there. Feel free to copy and expand on the following suggestions which I think are pretty important:

  1. Extend protection into the intersections by extending the barriers to the corners and installing refuge islands to reduce chances of drivers turning into cyclists.
  2. Allow eastbound cyclists on Adelaide, west of Bathurst, cross Bathurst safely and legally to the cycle tracks.
  3. Make the crossings on Simcoe at Richmond and Queen safer by installing traffic lights. And if that's not possible, ban right turns on red at University so that the gap in traffic is much longer.
  4. Fix the bus stops by keeping the barriers and implementing an island for bus passengers to disembark before crossing the cycle tracks.
  5. Eliminate the right-hand turning lanes on Simcoe and Richmond to improve the safety of cyclists at these intersections.
  6. Extend the pilot project so it goes all the way to Parliament.

In the next instalment I will be talking how former Councillor (now MP) Adam Vaughan can finally see eye to eye on these cycle tracks. It comes down to one word: beauty

Now that we are finally protecting bike lanes, we should make the intersections safer

I'm quite happy—like many cyclists—that we've got new protected bike lanes on Richmond, Adelaide and Simcoe. These lanes, known as cycle tracks by the planners, are currently a pilot project and are part of an environmental assessment that still needs to be approved by City Council.

But I think we can do even better. I'm going to do a few quick blog posts about various improvements I believe would make it a "world class" (who doesn't want to be world class?) protected bike lane. The first is intersections.

The majority of injuries happen at intersections. We need to fix the intersection, not just mid-block.

According to the City of Toronto's own study, the majority of injuries happen at intersections, driveways and laneways, and most of those involved motor vehicles turning. Yet, we can see from the following image of the cycle tracks on Adelaide and Richmond, they disappear as we approach the intersection and then it's just business as usual.

Disappearing Bike Lane. Photo: Iain Campbell

I would assume that we would see little reduction in intersection collisions (there might be some lowered risk of a collision because the hordes of cyclists on them raises the awareness of drivers).

As with most intersections in this city, a lack of infrastructure at the intersection creates confusion about the right of way. Is it the driver on the left who wants to turn right or the cyclist on the right? It's also difficult for drivers to move to the curb because there lots of blind spots while shoulder checking.

People are even more uncomfortable at intersections where there's a right-turning lane such as on Simcoe north of Front, and on Richmond east of Bathurst. At these spots the City is forcing cyclists and drivers to switch places on the fly and it all looks like chaos as drivers arrive at speed and some cyclists stick to the sharrows that show them where to cross and others stick to the curb where they feel safest.

There's got to be something better than the same old, same old. We need to start adding protection to the intersections. At the very least we could emulate Calgary with the barrier going all the way to the intersection, and with the barrier being made of something more solid than a flimsy flexipost:

This is how I imagine the City could make minimum changes to their current design:

I'll take mock planters over paint any day

The planters would provide a strong visual cue to the separation and will slow down car traffic by changing the character of the street from being a thoroughfare to a slower street.

How to do Protected Intersections excellently

But the City could take it even a step further and mimic what has been done in the Netherlands and a few other countries, which Nick Falbo of Alta Planning out of Portland, Oregon, is calling Protected Intersections. And this is how it could be applied to typical North American intersections:

This is how Nick describes the big benefit of this style of intersection:

A collection of design elements makes left turns simple and secure, right turns protected and fast, and provides straight through movements that minimize or eliminate conflicts from turning cars. With this design, riders will never feel stranded, exposed, or unsure of where to go and how to get there.

There are some challenges with the current regulatory framework and engineering standards, but we hope that the City can adapt the key elements to Toronto's situation: "refuge islands" at the corners, forward stop-bar, bicycle-friendly traffic signals, and setback crosswalks and bicycle crossing.

This will help better describe the various features:

If it can be done on the small streets in the Netherlands it can be done here with enough political will to reduce cycling injuries.

If you like this idea too, please send your comments to Jason Diceman, the guy in charge of public consultation for this project.

Next, I will talk about the poor connections to the protected bike lanes from the west.

Amazing Sherbourne cycling numbers should convince Buckley that painted lines are not enough

Stephen Buckley, Toronto's transportation chief, has been very reluctant thus far to install protection on the separated bike lanes approved by City Council. Numbers coming from his own City Cycling Department (@TO_Cycling) should convince him to give up that reluctance if he has any desire to increase the number and diversity of people cycling in Toronto. This tweet presented the bike counts on Sherbourne, before and after the installation of cycle tracks:

Bicycle traffic averages on Sherbourne were 955/day in 2011 bike lane, they are now 2,827/day in Cycle Track #biketo

That's almost a 300% increase!!

Even with all its warts (not enough protection from car incursion, bike lanes not wide enough), Sherbourne cycle tracks are demonstrably popular.

On Facebook, Christine Bouchard of the City compared this to the expectations around motor vehicle traffic and road capacity:

In order for a street to be classified as a "local" street by the City of Toronto, it must carry less than 2,500 motor vehicles/day.

Since the Sherbourne Cycle Tracks are carrying an average 2,827 cyclists a day, this means that in the summer months these lanes are actually carrying more traffic than the 3,291km of local roads, in Toronto's 5,359 km road network.

Bouchard demonstrates well how cycling infrastructure is way, way more efficient in moving people for local trips than moving big metal boxes on wide roads.

Some of the increase in bike traffic can be attributed to Jarvis no longer having bike lanes. But even during the brief period when there were bike lanes, the number of cyclists was relatively low compared to Sherbourne; in the range of 890 per day and 290 before the bike lanes (some of the increase was attributed to the bike share launch). Even if all the people (technically, trips) who started biking on Jarvis because of bike lanes (around 600 per day) started biking on Sherbourne (unlikely that they all would) it would still only account for 1/3 of the Sherbourne increase.

Another reason to be confident that the cycle tracks are working (even though the City still needs to improve the separation on the bottom section) is that this bicycle count nicely correlates with a recent study of protected bike lanes in US major cities which found that bicycle traffic jumped quite a bit in the first year after installation. Bike Portland summarizes the main points:

  • Over a quarter of riders indicated they are riding more in general because of the protected bike lanes.
  • In its first year alone, a protected bike lane increases bike traffic on a street by an average of 72%
  • 96% of people riding in protected bike lanes felt safer on the street because of the lanes
  • 76% of people living near protected bike lanes support the facilities in additional locations, whether they use them or not
  • Drivers thought traffic became more predictable after protected lanes were installed. Most drivers said congestion and drive time didn’t change.
  • Parking is a key issue when street space is reassigned and cities. The impact to parking was the most negative perception, with about 30-55% of residents indicating the impacts to parking were negative, even in cases where a minimal amount of parking was removed, or parking was increased.
  • In the 144 hours of video analyzed for safety, studying nearly 12,900 bicycles through the intersections, no collisions or near collisions were observed. This included both intersections with turn lanes and those with signals for bicycles.
  • Over half the residents surveyed (56%) felt that the street works better for “all people” due to the protected bike lanes, while only 26% felt the street works less well.
  • Nearly three times as many residents felt that the protected bike lanes had led to an increase in the desirability of living in their neighborhood, as opposed to a decrease in desirability (43% vs 14%).

Protected bike lanes are demonstrably popular and safer. This should be enough to convince Buckley that painted lines—including the double painted lines they like to pretend are "buffers"—are not enough. But will it be enough?

(In other news, while Toronto's cycle tracks project on Richmond and Adelaide drags on for years and years in an EA and can't even get proper protection during the pilot phase, Hamilton amazingly has almost completed the installation of a two-way protected bike lane on Cannon Street after approving it just this year! And they didn't even do an EA or a pilot, which isn't required by provincial law despite what Toronto might claim.)

Has Buckley brought over his "relaxed parking" bike lane philosophy over from Philadelphia?

Someone asked me last week why our Transportation Services chief, Stephen Buckley, doesn't want—or seems very reluctant—to install barriers on the Richmond and Adelaide "cycle tracks" (despite council voting for them 39-0 and despite Buckley signing up to NACTO's bike guide which defines cycle tracks as being physically separated). I replied that I don't know but I poked around and I think I have some clues.

I present Stephen Buckley, General Manager of Transportation Services.

Buckley comes from Philadelphia, a city which has done the bare minimum for their sizable, passionate cycling population. Philadelphia has done little to address the problems with painted bike lanes and Buckley appears to be doing the same here.

Philadelphia is a large city with a city-wide average 2% bike mode share (compared to Toronto's city-wide average of 1.7%). This is high for a large American city, though it's more useful to compare the downtowns: Toronto's mode share jumps to around 10% while Philly's is a more modest 5%.

Under Buckley's watch Philadelphia installed pilot bike lanes on Spruce and Pine streets which were seen as major additions to the cycling network (and a major victory of the Bicycle Coalition of Greater Philadelphia). Yes, bike lanes are great news, but Buckley and the City took a very loose view to motor vehicles stopping in the bike lanes.

Going to church or synagogue? God's on your side if you park in the bike lane. Need to stop for a latte? Stop with Buckley's blessing:

Buckley said the city would make sure there is a "relaxed parking situation" for churches, since the bicycle lane will take up parking spaces.

Under the plan, strict no-parking regulations will be enforced on the bike lanes. But taxis and residents' vehicles will be allowed to stand briefly on the curb sides of Spruce and Pine. Horse-drawn carriages will be allowed to use the bike lanes, Buckley said.

And this is the result:

Pine Street bike lane used for godly parking (Source: this old city). Note that the actual bike lane is under the line of parked cars; what you see is just the buffer.

And it gets even worse. The bike lane is too inviting for jerks as a quick way to pass a long line of traffic.

Source: this old city

And under Buckley's watch we've seen much the same with our completely permeable "cycle tracks":

Source: Ben Spur of Now Toronto who, in 45 minutes of walking the length of the Adelaide cycle track counted 27 vehicles in the cycle track, including 9 being driven in it.

(Ironic note: the Philly blogger posted a picture of a "bike lane" protected with planters in Toronto which turns out to be just the clusterfuck that is John Street.)

It's not surprising then that Buckley has carried this view over to Toronto. Buckley perhaps doesn't mind if cars end up stopped in the bike lane despite the fact that Toronto specifically created a new stricter by-law for cycle tracks that forbid all vehicles but emergency vehicles and utility trucks from stopping there.

You don't need barriers if you have no intention of preventing all vehicles from stopping in the bike lane. Buckley is working on improving enforcement, to his credit, but despite his naive quotes to the media he must surely know that it is quite impossible to promise a 100% car free bike lane with just a parking enforcement officer going back and forth.

The whole idea of a bike lane becomes untenable on really busy streets like Richmond and Adelaide where it doesn't matter if drivers are just stopped for a short time; multiply that by ten, twenty or thirty and the bike lane starts becoming completely useless as a safe commuter route.

And that's not even addressing the issue of couriers, cabs and tow trucks using the lanes constantly throughout the day. Enforcement won't work with them because these companies treat fines as just the cost of doing business. As Councillor Layton mentioned on Twitter: "earlier this term we doubled the cost of the ticket and made them so they could not be challenged in court. It still didn't deter."

Much the same happens in Philadelphia. A cyclist named Lucas described how a "stand briefly" policy becomes a solid line of parked cars:

I live on Pine, and when coming home tonight, I was forced out of the bike lane by a solid line of parked cars occupying it between about 19th and 16th (and not for the first time...). There are very clear signs posted saying "no parking at any time."

Enforcement didn't work in Phily, it's unclear how Buckley thinks it'll work in a city with a much busier downtown.

Buckley should be reminded that there is ample evidence that protected bike lanes (aka cycle tracks) make for safer cycling. And he should be reminded that it's not just about writing tickets to cars that stop in the bike lanes; the barriers on cycle tracks encourage more people to take up cycling. It's not just about abstract numbers that people are relatively safe, but that they feel safe enough that they'll leave their car at home and take up cycling. The vast majority of people will only take up cycling if they can bike on quiet side streets, bike trails or cycle tracks with barriers that separate them from motor traffic. Anything less is a failure in trying to bring more people to cycling.

It seems that Toronto was trying to slowly catch up to cities like Montreal and NYC with their expanding networks of protected bike lanes, but our Transportation chief seems content with emulating Philadelphia; a city with no protected bike lanes (this example is technically a river-side trail). That's not what I'd call having high ambitions of growing the cycling mode share here.

Serious flaws in Copenhagen study that claims to show bike lanes are unsafe

We build bike lanes to make us safer and more comfortable while riding our bikes. Cities all over the world are building painted bike lanes and separated bike lanes. Knowing whether bike lanes are actually safer is important, to say the least. The science of the safety of bike lanes, however, is a bit behind.

The science doesn't have to be perfect in order for us to take some action, but it needs to be helpful. We need to understand how research was done and how the researcher came to their conclusions. When it comes to a Danish study by Danish researcher S. U. Jensen titled "Bicycle Tracks and Lanes: a Before-After Study" we probably should not trust its conclusions that bike lanes and separated bike lanes are unsafe. Or so argues Dr. Kay Teschke, with whom I corresponded by email last winter. (Photo of woman and girl cycling on Copenhagen street by Ian)

I'm looking at this study in particular because there are competing claims to what it actually proves. There are those who have argued that Jensen's study is proof that separated bike lanes (more commonly known as cycle tracks in Europe) are dangerous. But there are also those who have argued that when read properly the study actually shows that separated bike lanes are safe (see postscript below).

I decided to get to the bottom of this and contacted Dr. Kay Teschke of the University of British Columbia to find what an expert in epidemiological research--who also conducted a large research study on cycling safety--has to say about this study. I'm reaching out to Jensen as well and will post his response if I get one.

Jensen, in his Copenhagen study, came to the controversial conclusion that cycling on cycle tracks* is less safe than cycling on streets without any cycling infrastructure. Jensen concluded:

The safety effects of bicycle tracks in urban areas are an increase of about 10 percent in both crashes and injuries. The safety effects of bicycle lanes in urban areas are an increase of 5 percent in crashes and 15 percent in injuries. Bicyclists’ safety has worsened on roads, where bicycle facilities have been implemented.

Safety is worse with bike lanes? Jensen's conclusions are counter-intuitive and don't fit well with the results of a number of other studies, as was shown in a recent meta study of scientific studies of cycling and injuries. (Doing meta-analysis is common in epidemiology, where researchers compare different studies and look for patterns.) Given that Jensen's study comes to this irregular conclusion it would be easier to trust if we had a clear idea of how he arrived there. That, however, is one of the main problems with Jensen's paper: a lack of transparency.

Black box

The main issue with Jensen's study is that it's a black box; an algorithm that he never reveals. Jensen shows us the initial numbers that he measured, then puts them into his black box and out the other end comes the inverse.

Says Dr. Teschke:

Jensen did a very elaborate analysis with lots of adjustments. It is good to take into account factors that might bias unadjusted results, but usually the first analysis is the simple unadjusted one. Jensen does not present the unadjusted results, so I calculated them based on the data presented in his paper. On page 4, he indicates that the before and after periods studied were equally long. In Table 3 on page 9, he presents the observed before and after data on crashes and injuries. He also presents expected after data, based on all the adjustments. But let’s first look at the observed, before and after. In every row, except two (Crashes Property damage only and Intersections All crashes) the observed injuries or crashes after are lower than the observed before. On page 12, he indicates that there was a 20% increase in bicycle and moped traffic in the after period. So a calculation of crude relative risks (RR) for after vs. before:

  • Bicyclists and moped riders, all injuries total:
    RR = (injuries after/traffic after)/(injuries before/traffic before) = (406/1.2)/(574/1) = 0.59
  • Bicyclists and moped riders, intersection injuries:
    RR = (injuries after/traffic after)/(injuries before/traffic before) = (285/1.2)/(353/1) = 0.67
  • Bicyclists and moped riders, on links injuries:
    RR = (injuries after/traffic after)/(injuries before/traffic before) = (121/1.2)/(221/1) = 0.46

All three of the unadjusted results in the after vs. before comparison for bicyclists and moped riders show a reduction in risk (RR=1 means the same risk after and before, RR < 1 means lower risk after, RR > 1 means higher risk after). It is very strange not to report these results in the paper. They mean that over the period studied, the risk for cyclists and moped riders went down in the period after installation of the cycle tracks.

The question that should be answered with the adjustments is whether this reduction in risk is because of the cycle tracks or whether it is just a time trend - perhaps risk also went down on routes without new cycle tracks. If the comparison streets used for the adjustments were really comparable and if all the adjustment assumptions are unflawed, then the answer to that question would be “the reduction in risk is not from the cycle tracks”. But to take the conclusion further than that and say, after all these adjustments, cycle tracks are less safe (i.e., completely reversing the crude results)? This requires a level of trust in the adjustments that is very hard to justify in my view - especially given the difficult-to-follow description of the methodology and the many assumptions involved.

So can we trust Jensen's numbers? I don't think we can. Dr. Teschke's preliminary calculation of risk based on Jensen's numbers came to a Relative Risk of 0.59 compared to a higher risk of 1 for a street without bicycle facilities. In other words, Jensen's raw numbers support the conclusion that bicycle facilities reduce risk of injury. But it would be quite odd, Dr. Teschke explains, that the final, adjusted result would show the opposite of this. Yet when the final result comes out of Jensen's black box they are just that.

Science needs to be transparent and reproducible and this study falls short of that standard.

No one study can be the final word one way or the other. In the much more studied world of health and medicine, epidemiologists are looking for consensus among studies before coming to conclusions. The Copenhagen study has too many problems to serve as the final word on bike lane safety for policy makers.


I wasn't the first blogger to question this study, I had also asked Dr. Teschke other questions about this study and how it related to what another statistician, Dr. Lon Roberts, had said about the study.

Another blogger from Texas, Jason Roberts, was also interested in understanding this controversial study better and had asked Dr. Lon Roberts for his opinion on the study. Jason linked to a simplified version of Jensen's study (called “Road safety and perceived risk of cycle facilities in Copenhagen”) that had even less information about Jensen's methodology and thus may have mislead Dr. Roberts. At least, that's my theory.

Dr. Roberts told Jason that "the Copenhagen study shows that the "likelihood an individual bicyclist will experience an accident goes down as the number of bicycle riders go up".

Furthermore Roberts says:

Using Soren’s percentages, here’s an example starting with the assumption that 10 bicyclists out of 10,000 will experience an accident over a certain period of time if there are no bike tracks:

On an individual basis, there’s a 10 out of 10,000 (or 0.1%) chance that an individual biker will experience an accident if there are no bike tracks
When the bike tracks were added, the accident rate increased by 9%. In other words, if there are 10 accidents without the tracks, the number of accidents increases 10.9 (or approximately 11). On the other hand, the number of bike riders increased by 18%, from 10,000 to 11,800. Therefore, on an individual basis the likelihood of an accident with the tracks added is now 11 out of 11,800, or 0.09%, as opposed to 0.1% without the lanes/tracks.

So Dr. Roberts is basically saying that Jensen had accounted for bicycle traffic volume when reporting the numbers (greater numbers of cyclists will always have some effect on increasing crashes/accidents). But Dr. Teschke seemed to be saying that Jensen had accounted for bike traffic. So I asked for more explanation.

I asked:

In your discussion paper you listed RR = 1.10 versus Jensen's estimates of expected injury rates. Does this mean that Jensen had taken into account bicycle traffic volume when he provides an estimate of injuries +10% (Table 3)? I'm assuming you added .10 to 1?

And if Jensen has already accounted for bicycle traffic in his estimate I'm confused about Roberts' calculation. Is Roberts' accounting for the denominator a second time?

Dr. Teschke responded:

Jensen’s formulas indicate that he did take bicycle and moped traffic into account - in more than one direction. He also took motor vehicle traffic into account. The reasoning for the latter is not clear to me. Perhaps he is saying that if MV traffic volumes went down after cycle tracks were installed, you would expect fewer crashes. But if lower MV traffic is one of the pathways to lower bike and moped crashes on cycle track routes, that is a good thing, not something to be adjusted out of the analysis.

You are right, I added .10 to 1.

Robert’s calculation is not very clear to me. It does seem to assume that Jensen did not take bicycle and moped traffic into account. The formulas in Jensen’s paper suggest he did.

But it is easy to be confused about what Jensen did. It is not clear what alpha and beta are, or how he chose the values for those parameters. He mentions “Danish crash prediction models” but does not provide a citation. Although he laid out the formulas for the traffic adjustments, he did not do the same for either the trend or regression-to-the-mean adjustments. When an adjustment method reverses the unadjusted result, it is important that the method be clear and highly defensible.

I also asked Dr. Teschke why Jensen's study wasn't included in their literature review.


  1. Why was this one missed from the lit review? Did it not meet the criteria?

Dr. Teschke:

You are right, we didn’t include the Jensen study in our literature review, because it did not meet our criterion of being published in the peer-reviewed literature. It was published in conference proceedings not a peer-reviewed journal. After the review was published, many people noted that we did not include this study and, when we gave the reason, they argued that the reviews of the Transportation Research Board are more rigorous than those of many conferences, so it should be considered truly peer-reviewed.

We have referenced the Jensen study in subsequent publications, for example in the Discussion of our injury study.

I hope this is useful for some of you interested in connecting the dots between bike lanes, protected bike lanes and safety. It's not easy to dive into the data, but luckily scientists are taking subject matter more seriously.

Two-way cycle tracks are fine, just look to Montreal

Rue Berri cycle tracks

Are two-way (or bidirectional if you prefer) protected bike lanes "dangerous"? Some of the opposition to the Harbord proposal are fomenting fear and doubt by claiming as much. There's even a "No Danger Lanes" facebook page decrying the bidirectional for Harbord.

Let's put this question a different way. Has there been an uproar in Montreal about death and destruction because of their plentiful bidirectional bike lanes? Has there been a bloodbath that we've been ignoring?

I might have missed something but I think not. Montrealers seem to be plenty angry at their corrupt mayors but when it comes to their bidirectional cycle tracks (aka protected bike lanes), the overwhelming majority of people seem to be happy and there's been no outcry of cyclists getting injured on them in great numbers.

And Montreal isn't alone. Cycling nirvanas like Amsterdam also have bidirectional cycle tracks and the people seem to be happy with them, or at the very least accepted them.

A bi-directional path. Photo: Mikael Colville-Andersen.

So let's use some common sense. Two-way cycle tracks are not dangerous. They are safe and people are comfortable with them.

Is this a bloodbath you were looking for?

You might say, "Well that's all well and good but what about this Montreal blogger who seems to have discovered the dangers of Montreal bidirectional?"

Let's take a look.

This Montreal blogger is David Beitel who made a claim that the cycle tracks in Montreal have an "elevated risk" of cycling accidents. He pointed out that two of the cycle tracks had the second and third highest number of accidents between cyclists and drivers in Montreal out of all streets.

You might exclaim: holy crap, why are all these cyclists getting injured on cycling infrastructure? Let's rip it all out!

But let's not get carried away. Beitel falls for a common error: he provides absolutely no context to the data; no denominator to put his data into proper perspective. The denominator we need here is the number of people cycling on each street.

Without a denominator of the cycling traffic volume, we might as well just conclude that riding on a highway like the Gardiner Expressway is the safest. Highways typically have very few cycling crashes. But they also usually have next to zero cyclists using them. Because it's illegal.

Beitel's approach cannot avoid absurd conclusions.

When we take into account cycling traffic volumes we would find that the cycle tracks in Montreal, such as De Maisonneuve and Berri, are actually not dangerous at all. When cycling traffic increases we will typically see some uptick in the number of car-bike collisions. And we realize that even though a highway may have zero cyclist colliding with drivers, it might be because there were no cyclists there.

So Beitel's conclusions are junk and anyone here in Toronto who references Beitel as "proof" of the danger of bidirectional is plain wrong. If you're curious you can read a bit more about this in the Evidence Training Guide created for cycling educators by the Cycling in Cities group at the University of British Columbia (particularly pages 2, 3 and 43 in the sidebar).

Bidirectional cycle tracks are probably safer

Of the scientific evidence we do have, we could make a safe bet that 1) bidirectional cycle tracks are probably safer than riding on the road and 2) cycle tracks in general are safer than bike lanes.

In a study headed up by Harvard's Dr. Lusk, it found that Montreal's two-way cycle tracks were shown to be "either lower or similar injury rates compared with bicycling in the street without bicycle provisions".

Lusk found that Rue Berri (as pictured above) had a lower risk (0.48) than the reference street of Denis. Reference streets are always considered to be 1 for comparison purposes. Being below one means a street is safer than the reference.

Overall, the study found that the cycle tracks they studied (all of which were bidirectional) had a 28% lower injury rate. Lusk concluded that their "results suggest that two-way cycle tracks on one side of the road have either lower or similar injury rates compared with bicycling in the street without bicycle provisions. This lowered risk is also in spite of the less-than-ideal design of the Montreal cycle tracks, such as lacking parking setbacks at intersections, a recommended practice."

Cycle tracks (one and two-way) are safer than the road

Cycle tracks in general are safer than both riding on the road or even riding in a painted bike lane. The following diagram from UBC's study of injuries and bike infrastructure describes it well:

Cycle tracks beat all the other options for on-road infrastructure by a mile.

Where possible, build unidirectional otherwise bidirectional works

This all being said, the cycling infrastructure guides are now usually recommending unidirectional over bidirectional. Vélo Québec's Planning and Design for Pedestrians and Cyclists, for instance, says (p. 80):

"On-road bike paths should preferably be unidirectional. Bi-directional paths offer effective safety between intersections but complicate traffic at intersections. In fact, they increase the number of conflict points between bicycles and turning vehicles."

"Preferable" but not always possible.

This is fine in an ideal world. But we live in a world with physical and political constraints. We don't have the political sway to force politicians to ignore merchants and take out all the parking on any of our major arterials. Bidirectional is seen as a compromise: cyclists get something safer, more comfortable and merchants get to keep some on-street parking. For instance, Councillor Vaughan has publicly stated that on Harbord it is bidirectional or nothing:

“The bi-directional protects the parking that is needed,” says Vaughan. When asked for specific numbers his assistant helps out: “Right now there are 48 parkings spots – and with the bi-directional plan, we are trying to salvage 95 to 98 per cent of parking.” The unidirectional plan would take out all of the on-street parking.

“If the choice is bi-directional or nothing then bi-directional is safer,” says Vaughan.

So we are fighting for bidirectional on Harbord and possibly on more streets in the future with similar constraints. And we will work with traffic planners and the community to make them as safe as possible. There are number of tools at the planners' disposal: separate light phases, improved sightlines, markings through the intersections, signage, bump-outs and so on.


After Cycle Toronto's Bagels for Bikes, is the Harbord BIA wavering in their opposition to the bike lanes?

Rain fell all day, but inside fresh baked goods greeted people at the Harbord Bakery for the Bagels for Bikes "buy-in" last Saturday. People arrived by bike hoping to persuade the Harbord Bakery to drop their opposition to the bidirectional bike lanes which would potentially remove about 20 parking spaces out of about 150 spaces on Harbord1. (Photo: Cycle Toronto)

Cycle Toronto members purchased bagels and other baked goods at the Harbord Bakery and chatted with the local merchants who had also provided some free pastries as a sort of olive branch to the wet cyclists who arrived to show their support for the City's separated bike lane plan.

It might bode well for the bike lanes that public works chair Denzil Minnan-Wong showed up to talk with cyclists and the merchants. Councillor Adam Vaughan, the councillor for that section of Harbord, was not there. It's unclear why.

The Harbord BIA's opposition may have wavered a little bit since the Star reported that the Bakery owner Susan Wisniewski figured the bidirectional bike lane was going to be a "horror story" that would lead to collisions. A bit of "father knows best" and the apocalypse rolled into one.

Neil Wright, Harbord BIA Chair, said that it was the BIA and not the Harbord Bakery which was pushing the anti-bike lane petition. It was unfair, he claimed, of the Toronto Star to put the Harbord Bakery as the leader in the fight against the Harbord bike lane. And even if the BIA was hosting the petition, Wright clarified that the Harbord BIA has yet to take an official stand on the proposed two-way cycle track. They will wait until the official proposal comes out in the next month or so. Is the BIA backtracking a bit or were they misquoted in the media?

We'll give you some love if you do the same

The Harbord BIA would do well to embrace cyclists as customers. Harbord is already the second busiest bike route in Toronto (after College), with cyclists representing 40 per cent of traffic during rush hour, according to a city report released in June. On any day, the Harbord Bakery and other businesses along the street likely see more dollars coming in from people who walked, biked or took TTC in then who drove. The evidence shows us that while drivers may spend more for each trip they make, cyclists return much more frequently and end up spending more.

With limited car parking and no more room for cars on the roadway, businesses need to look beyond cars for ways to attract customers. Green Apple Books in San Francisco realized this as well: "We're in a pretty congested neighborhood; parking is tough. There's no alleys, so delivery trucks have to do their business up front. On top of it, sidewalks are pretty narrow." Sounds like many downtown Toronto businesses.

Rather than killing business, the bidirectional bike lanes would make it easier for customers to arrive with a minimal loss of car parking (only 20 car parking spaces on all of Harbord). Between Queen's Park Circle and Ossington only 115 out of 195 (59%) of the parking spaces are occupied on average. Even after the loss of some spaces, the BIA will still have enough spaces nearby to meet all the peak demand. (The peak demand, by the way, is actually on weekday evenings which suggests that a lot of it is occupied by local residents and not even customers necessarily.)

Leave the predictions to the experts
Instead of predicting a coming apocalypse, businesses should be working with the City and with cyclists to better understand the risks of the various options and create a good plan with which we can all be happy. The best available evidence we have at this time suggest that bidirectional cycle tracks would be safer than the current door-zone cycling on Harbord. A study (Lusk et al.) of the bidirectional cycle tracks in Montreal and found them to be safer than the adjacent streets without any protection: “Compared with bicycling on a reference street…these cycle tracks had a 28% lower injury rate.”

No horror stories in Montreal: cycle tracks have made Montreal cyclists happier and safer. We can do the same here.

1. Yes, I'm talking again about Harbord Street. Not only is it a regular route for me (and many others), it is a bit of a bellweather of how political will in the face of merchant opposition for cycling infrastructure. If we can't bloody well finish the Harbord bike lane after a couple decades, then what hope do we have for Bloor or other downtown streets?

Harbord Bakery, you're right. One-way protected bike lanes are better. So let's build them and remove all the parking

You know what? One-way protected bike lanes are probably better than two-way for Harbord. Thanks Harbord Bakery for bringing up the issue. But the Harbord Bakery failed to offer any alternative so I will: let's build one-way protected bike lanes on Harbord.

While bidirectional is the best way to accommodate some curbside parking while also providing safe protected bike lanes, this option has been obviously rejected by the Harbord Bakery (and their allies) as "dangerous". So that just leaves one-way (unidirectional) protected bike lanes as the best remaining option.

While bidirectional is certainly not dangerous, it is safer than nothing at all1, I will agree that unidirectional is even better2 for Harbord.

Everyone is safer with separation
As in the above diagram you can see that a protected bike lane on each side of the street provides a nice buffer for both cyclists and pedestrians, improving safety for everyone. Protected bicycle lanes have been shown to reduce injuries for all street users - pedestrians, cyclists and motorists. In New York City the protected bike lane install at Prospect Park led to a 21% reduction in injuries across the board; no pedestrian injuries during the 6 months between the installation and the study and a huge drop in sidewalk cycling.

This all results from providing dedicated space for cyclists on a major street. Motorists no longer have to worry about cyclists swerving in front of them; cyclists don't have to worry about cars blocking their path or swerving into their lane; and pedestrians don't need to worry about a bike coming down the sidewalk. A win-win-win situation.

It's unfortunate but necessary that it requires removing all the curbside parking, but isn't that a small price to pay for saving people's lives? The Harbord Bakery is not important enough to sacrifice cyclist and pedestrian safety anymore.

Adjustments can be made: off-street parking exists or extra can be built3. Suburbanites can still drive in and get their bagels. It's just that we'll no longer consider their convenience as more important than our lives.

We need a safe continuous route
Harbord is the second busiest cycling route in the city. Cycling represents up to 40% of all traffic during peak hours. Right now Harbord is our only real chance for a continuous, unbroken cycling route through the downtown. Completing a safe cycling route on Harbord would be a major boon for both street users and for businesses along the route.

If you agree you could consider sending a note to the Harbord Bakery to let them know, whatever it looks like, we prefer protected bike lanes to no bike lanes. Even if it means taking out all the curbside parking. We're not trying to punish anyone. We just want to be safe.

1. Though bidirectional separated bike lanes are still safer than nothing at all. The research backs it up (as I mentioned in my previous post).
2. Veló Quebec recommends one-way cycle tracks over two-way when there are many cross streets. The new Ontario Bicycle Facilities guide lays out some mitigation measures including a dedicated signal phase; improving the sightlines by moving parking and street furniture away from intersections; clearly marking the intersections and banning turning if needed. Montreal, Vancouver and Dutch cities like Amsterdam and Rotterdam still have lots of bidirectional cycle tracks that work well enough.
3. Parking can be accommodated off-street. Where there's a will, there are means. At Hoskin and Spadina there are two parking lots on the east side of Spadina (U of T Graduate House). At Bordon and Harbord there is a large school parking lot. I'm sure the school board could be enticed to create public parking there as an additional revenue source.

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