In light of limited advocacy resources and political will, how should advocates prioritize their efforts?
KING STREET PILOT
|The 504 King streetcar on Roncesvalles Avenue|
|King Street Pilot options - Yellow denotes pedestrian areas (link to slides)|
The King Street Pilot could provide an opportunity to test protected bike lanes from Strachan Avenue to Dufferin Street. No parking is allowed from Sudbury Street to Fraser Avenue, while off-street parking facilities are available at both ends with wayfinding improvements needed at Shaw Street. If successful, it could become easier to justify extending the bike lanes through Parkdale to the Roncesvalles bridge; something easier to accomplish than on Queen Street due to the width.
JOHN STREET PEDESTRIANIZATION
|John Street (via Torontoist)|
While I respect the hard work done by local advocates there and it would be nice to have some car-free streets (especially in Kensington Market), I disagree with the idea of making reopening John Street a priority. Not because of local councillor Joe Cressy refusing to support the idea, but there are more important projects at stake such as making the Bloor bike lanes permanent and extended, as well as Reimagining Yonge which has a public meeting scheduled for this Wednesday. Not to mention, the cycle tracks between nearby Simcoe and Peter Streets are only 500 metres apart, which is already consistent with best practices in Delft (Netherlands) which spaces their bikeways 400 to 750 metres apart when crossing various barriers. Having bike lanes only 200 to 300 metres apart – which would be the case if John Street were to get them – would not do justice for the other parts of Toronto with significant gaps in the bikeway network.
|Only 500 metres separate Peter and Simcoe Streets|
The fact Harbord and Bloor Streets are 400 metres apart did not stop the City of Toronto from installing bike lanes on both streets. Bloor-Danforth is one of the city’s few continuous east-west corridors while Harbord primarily serves the University of Toronto and only goes from Queen’s Park to Ossington Avenue. The question of how close to space bike lanes is dependent on relative utility. In the case of Bloor, the 36% increase in cycle traffic per city statistics did not stop Harbord from getting high cycling volumes.
|Toronto's Cycling Network Plan|
Rob Z (e-mail)
 John Pucher & Ralph Buehler. City Cycling. Page 133.