Toronto is one of Canada’s most densely populated cities in Ontario province. The history of cycling in this region is considered one of the most interesting and began in the late 19th century. It was at that time that the bicycle was called the most popular form of transport and fastest way of getting around. The first bicycle network appeared then and developed actively. Through this overview, you can learn more about the fascinating history of cycling development in Toronto by dates.
Appearance of the First Bicycle in Toronto
Bicycle infrastructure in Toronto today is considered quite developed, despite the huge number of cars, motorcycles, and mopeds. This two-wheeled form of transport continues to maintain its popularity, remaining relevant for a long time. Moreover, local authorities’ decisions to improve conditions for cyclists positively influence cycling culture development today.
The first bicycle in North America was the penny-farthing, also nicknamed the high-wheel bicycle. Its popularity covered the period from the 1870s to 1880s. The characteristic difference was a huge front wheel and small rear wheel, allowing cyclists to accelerate well and thus cover huge distances with one pedal revolution. A saddle was used as shock absorber here, as both wheels had solid rubber tires.
But in the late 1880s, the penny-farthing’s popularity gradually decreased, replaced by the safety bicycle. The first two-wheeled vehicles appeared long before the first automobile, so road quality left much to be desired. As a result, there was a need for constant bicycle modernization for maximum convenience in movement.
Safety bicycles looked maximally similar to standard bicycles relevant in the modern world. They had two wheels that differed slightly in size, the rider’s feet were as close to the ground as possible and at a safe distance from the front wheel. Early models had pedals (pedal drive) that moved the rear wheel. Chain drive appeared on two-wheeled models after 1879 (before this time it was used only for three-wheeled bicycles).
Bicycle as Main Transport in Toronto
The real “bicycle boom” in Toronto began after the 1970s. It was then that two-wheeled transport reappeared on city streets in large numbers. An equally important event was the creation of the Beltline Trail route. This is a 9km (5.6 miles) bicycle–pedestrian route in Toronto consisting of three main sections:
- York Beltline Trail
- Kay Gardner Beltline Park
- Ravine Beltline Trail
The route was successfully laid on the former Toronto Belt Line railway right–of–way, linear park, and several popular districts.
In 1975, the city municipality decided to create a Cycling Committee, whose tasks included the need to popularize the cycling movement. The Committee included volunteers, city council members, and all supporters of cycling movement development in the city. When creating the Committee, the city council confirmed its decision to recognize two–wheeled transport as effective, important means for recreation and sport to improve citizens’ quality of life. Subsequently, council policy was directed toward improving overall safety levels when using bicycles.
Cycling Development Plan in Toronto
The bicycle plan represents a large-scale project and program through which a grandiose network expansion occurs. The presented Plan was developed in2001, when Toronto city council made the following decision: by 2011, successfully increase the number of bicycles and thereby reduce the likelihood of road accidents and human injuries.
In spring 2009, the city council organized voting, resulting in removal of the reversible lane for suburban trains to expand sidewalks, improve overall street appearance, and build new bicycle paths. But already in 2011, when Robert Bruce Ford was chosen as new mayor, the council with renewed composition voted against bicycle paths to restore previous infrastructure. As a result, cyclists were offered a new route running along Sherbourne Street. Therefore, in 2012, local authorities eliminated previously built bicycle paths, again restoring the central lane for trains.
In 2011, Robert Bruce Ford decided to help Bike Share Toronto (Toronto bicycle rental system) launch a bicycle sharing program. Thus, about 600 stations were located throughout the city, with more than 6,000 bicycles available for rent.
Active construction of separate bike paths began in 2015: separate paths for cyclists began appearing on Bloor Street and other major city streets. Plans include arranging lanes along one of Toronto’s largest transport arteries – Eglinton Avenue. However, this arrangement is planned after construction of Eglinton Line 5 (light rail line), which was completed in 2020.
The adopted Development Plan became the basis for further approval of several smaller but very important Plans. This list also includes the 2016 10–year bicycle network development plan and the Updated 2021 bicycle network development plan. The latest Plan describes in more detail all nuances of organizing a city–wide bicycle path network. This list includes implementing bike paths built along roads, off–road areas, and vehicle parking.
COVID–19 Pandemic: Impact on Bicycle Industry Development
At the pandemic’s beginning, local authorities decided to organize about 40km of bicycle paths throughout the city along all main corridors. This was done to ensure maximum physical distance between people, following requirements and norms according to the ActiveTO project.
This project was called experimental and through it, temporary barriers were successfully built, and advantages of minimal, insignificant changes in main street planning were utilized. Moreover, special attention was paid to the most densely populated areas and streets with large flows of people and vehicles. However, in 2021, it was decided to make such paths permanent. Reasons included high passenger flow indicators, increased safety levels, and absence of serious delays for all drivers.