With the passing of Bill 212 which seeks to remove specific bike lanes in Toronto, bike lanes in Brampton have come under further scrutiny, fueled by beliefs about worsening congestion. The opposition to bike lanes, however, is rarely accompanied by an opposition to other mode shares like public transit. In fact, public transit expansion is widely supported as an antidote to traffic congestion, but active transportation—cycling and walking—remains a vital yet undervalued component of the solution.
It’s time to set the record straight: we cannot have an honest conversation about public transportation without also including active transportation. The future Light Rail Transit (LRT) and Bus Rapid Transit (BRT) in our city may not drop you off right in front of your destination. Parking lots at GO stations only have so many parking spots. You will need a sidewalk or some form of micromobility, such e-bikes and e-scooters, for last mile travel. We all instinctively recognize the importance of sidewalks for safety and livability—no one ever proposes shrinking sidewalks to widen traffic lanes. Yet, bike lanes, which are equally vital for safety and livability, are frequently the first to be sacrificed.
Incomplete Streets in Brampton
Brampton’s streets are currently designed primarily for cars, leaving pedestrians and cyclists at risk. While the city has made some progress—like the installation of protected bike lanes on Vodden and Howden Street—much of the network remains fragmented. Incomplete streets fail to serve the 23% of the population who do not drive themselves to work, individuals who would most benefit from a diversity of mode share, as well as folks who would choose to ride if there was better infrastructure. We cannot point to a lack of uptake as an indicator of success. Bike lanes work best if they are part of a larger integrated transit network. They can also take various forms, including grade separation and protected, separated lanes, which would largely improve uptake. Learning from best practices around the world, bike lanes have seen uptake in winter with proper year-round maintenance, as is the case in Montreal.
The risk of removing major arterial bike lanes in Toronto, as Bill 212 seeks to do, is that it risks destroying the network that makes other bike lanes worthwhile. Without investments in complementary public transit, destroying the city’s integration will only displace cyclists. Some will become dependent on vehicles, burden crowded streetcars/buses, be stranded if they cannot afford other forms of travel, or worse, continue cycling without protective infrastructure.
There’s an irony in the transportation debates unfolding in Brampton: many of the same residents who advocate for traffic calming measures like speed bumps, speed cameras, and reduced speed zones to enhance safety are often the same residents who resist implementing bike lanes, a proven traffic calming tool. This resistance may stem from the frustration of witnessing piecemeal implementation. Brampton’s jurisdictional complexity—where roads are split between municipal and regional oversight—adds layers of bureaucracy, making it more challenging to establish seamless, connected bike lane networks. This fragmented approach undermines the effectiveness of bike lanes.
Add on top of the recognition that higher-order public transit is required to truly animate bike lanes and sidewalks. The Brampton 2040 Vision, a guiding document for the city’s development created in 2018, contains seven core visions conceived by over 11,000 residents. Vision 4 states
“In 2040, Brampton will be a mosaic of safe, integrated transportation choices and new modes, contributing to civic sustainability, and emphasizing walking, cycling, and transit.”
This document envisions “complete streets” with integrated transit, cycling, and pedestrian networks. It is both financially and infrastructurally easiest to implement the parts of the vision that the municipality can control, which include streetscaping on municipal roads.
Unfortunately, our political reality poses a challenge to realizing this vision in a timely manner. Higher-order transit, like Light Rail Transit (LRTs), GO expansion, Bus Rapid Transit (BRTs) require support from higher levels of government, often the Province. The LRT, as an example, has taken nearly ten years of hard work from city staff to be realized, but still lacks a comprehensive funding commitment. Higher-order transit projects like the Hazel McCallion LRT extension —which is currently estimated at $700,000,000 per kilometre for a tunnel option —are expensive, can take years to implement, and require multiple levels of government coordination. Meanwhile, active transportation infrastructure, which can cost as little as $200,000 per kilometre for bike lanes, offers an immediate, cost-effective solution to improving mobility and providing mode share optionality. They can almost always be implemented unilaterally by financially constrained city councils. Though, if the Province has their way, bike lanes may be subject to Provincial approval, meaning Brampton will effectively lose oversight of its 2040 Vision.
Picture what a seamless journey a fully integrated system could look like: starting with a leisurely walk in Port Credit, boarding the Hazel McCallion LRT, alighting in downtown Brampton, and completing the trip home on a micromobility solution, all without the hassle of searching for parking or navigating congested Highway 10 traffic. This Port Credit trip is only elevated when the need for a car is entirely eliminated at every stage of the journey.
And the case for micromobility in Brampton is clear. In the first year of Brampton’s e-scooter pilot, the city saw about 200,000 rides. SCOOTY, a Brampton based micromobility company, reports that a vast majority of their rides are used as last mile complements to and from major transit areas, like GO stations. In the summer of 2023, they worked with City of Brampton staff to propose a section of underused sidewalk on Bramalea Road be redesignated as a multi-use trail. This allowed e-scooter riders to connect between the Chinguacousy Trail and Bramalea GO station. The result was that 2024 ridership almost doubled. With a little bit of nimble planning to allow for more integration, we can encourage folks to shift mode share and utilize cycling and micromobility infrastructure.
The Induced Demand Myth and Bike Lane Benefits
Opponents of bike lanes argue they worsen traffic, but the opposite is often true. Adding vehicle lanes creates induced demand, where increased capacity leads to more driving and, ultimately, the same or worse congestion.
Bike lanes, on the other hand, reduce car dependency by shifting mode share. For example:
- In Seville, Spain, the addition of over 180 kilometres of protected bike lanes has led to 70,000 daily cyclists from just 6,000 daily cyclists in 2006 with just 12 kilometers of protected bike lanes.
- New York City found that car travel times decreased by 35% on Columbus Avenue after protected bike lanes were installed.
- Toronto’s Bloor Street bike lanes boosted cycling volume by 49% and led to higher retail sales, as cyclists tend to shop locally.
Even if bike lanes didn’t improve traffic, fighting traffic congestion with more vehicle accommodation is a futile battle, as Brampton’s population will only continue to increase precipitously. Brampton, with a population nearing 750,000 and growing by 14,000 people annually, will only see congestion getting worse. We cannot build faster than our rate of growth. The only answer is to provide commuters with choice.
The Call to Action: A Multi-Modal Future for Brampton
The Brampton Board of Trade calls on all levels of government to prioritize integrated, multi-modal transportation solutions. Our key recommendations include:
- Federal Funding for the Hazel McCallion LRT Extension
The downtown Brampton extension of the LRT is projected to cost $2.8 billion for a tunnel option, but it is essential to connect Brampton’s growing population to jobs and education opportunities across Peel Region. We need a federal commitment before the next federal election.
- Provincial Action on Kitchener GO Line Expansion
Adding tracks to the CN Halton Subdivision is critical for achieving two-way, all-day service. If you have used this GO line, you’ll know that many cyclists rely on it. There are even cyclist-dedicated coaches. Without more frequent service, this train will continue to be overcrowded.
- Timeline for Queen Street/Highway 7 BRT
The Bus Rapid Transit (BRT) project along Queen Street is key to transforming the corridor into a transit-friendly spine for the city. The province must commit to a clear timeline for its delivery. This will not only complement existing bike lanes on Rutherford (which need to have grade separation or be fully protected) but also make the case for additional intersecting bike lanes and future street design.
- Continue full steam ahead on our Active Transportation Master Plan
Do not get distracted by the decisions of the Provincial government. Residents participated in creating the Brampton 2040 Vision and we should not abandon those desires or cede our decision-making autonomy to the Province. We should expand our network and learn from examples around the world that bike lane usage only improves if we invest in additional kilometres of cycling infrastructure. Let’s work with the Region of Peel to get protected and separated cycling infrastructure on major roads.
As we plan for the city of our dreams, we must be able to design streets with future projects in mind.
Building a Brampton That Works for Everyone
It should go without saying the bike lanes are good for business. They increase pedestrianization and commercial activity, they allow for greater workforce mobility, they increase property values, and make areas more attractive to live in. Brampton’s 2040 Vision calls for a sustainable, connected, and vibrant city. This vision is only achievable if we embrace a balanced transportation strategy that combines public transit with active transportation.
With the support of all levels of government, we can create a city where every resident—whether they drive, bike, walk or take transit—has safe, affordable, accessible and efficient options for getting around. The choice is clear: invest in a Brampton for everyone, or risk being left behind in congestion, pollution, and inequity.
