A new Simon Fraser University study has found that Canada's cycling network is growing, but not everyone is benefitting.
Between 2022 and 2024, nearly 3,600 kilometres of high-quality cycling infrastructure was added across the country, with the largest proportional increases seen in small- to medium-sized cities.
But one consistent finding across Canadian cities is that areas with more children and older adults tend to have less cycling infrastructure.
"Total distance is one metric, but it's not necessarily the only consideration - it's important to look at the type of infrastructure and who benefits from access," says health sciences professor Meghan Winters, lead author of the study, published in the Canadian Journal of Public Health.
"When environments are supportive, cycling can be a healthy, fun, environmentally friendly and low-cost way to get around.
"Our research has shown that things are improving, but not everyone is feeling those improvements."
Winters was part of the team of researchers that built the first ever Canada-wide map of cycling infrastructure in 2022.
In their new study, the researchers used open-source data from OpenStreetMap for 2022 and 2024 to get a picture of how Canada's cycling infrastructure had changed over that time.
They classified the infrastructure according to the Canadian Bikeway Comfort and Safety system, which categorizes routes as high, medium, or low, in terms of comfort and safety.
Key findings from the study include:
Total cycling infrastructure grew from 23,502 kilometres to 27,098 kilometres, equating to 3,596 kilometres - that's roughly the distance between Toronto and Edmonton.
Multi-use paths accounted for 2,725 kilometres of new pathways, a 75.8 per cent increase in distance over two years. Multi-use paths are situated next to or away from roadways and are regarded as "medium comfort" for cyclists.
Painted bike lanes along roads, deemed "low comfort", increased by 492 kilometres, a 5.8 per cent increase in distance.
Bike-only paths, one of the route types regarded as "high comfort", increased by 49 kilometres, representing a 46.7 per cent increase in distance.
Areas with more children and older adults saw less growth in cycling infrastructure.
Edmonton, Calgary and Toronto saw the greatest overall distance of new infrastructure.
While cities usually invest in cycling infrastructure in their downtown cores to support commuters or because there is more vehicle traffic, Winters says it's important not to overlook everyday trips by bike.
"We know that work commutes are maybe a quarter of all the trips we make," says Winters.
"People make all sorts of trips - to school, to the grocery store or café, or for social reasons.
"It's important to keep the focus on how transportation planning can facilitate cycling as part of people's everyday lives, by making sure people have safe and comfortable bike infrastructure within their neighbourhoods, connecting them to the places they need to go to."
Some cities are making rapid changes by developing new cycling infrastructure that goes beyond the downtown core and into suburban areas. Winters highlighted Montreal as a positive example.
"Montreal already had an established cycling network, but more recently with the REV they've been building farther out into different neighbourhoods so that people have real connectivity," she says.
"Vancouver is another city that had extensive cycling infrastructure. However, in this study period, few new investments happened."
SFU expert available
MEGHAN WINTERS, professor, Faculty of Health Sciences
