Costing of Bicycle

Infrastructure and Programs in

Canada
Project Team

Project Leads:
Nancy Smith Lea, The Centre for Active Transportation, Clean Air Partnership
Dr. Ray Tomalty, School of Urban Planning, McGill University

Researchers:
Jiya Benni, The Centre for Active Transportation, Clean Air Partnership
Dr. Marvin Macaraig, The Centre for Active Transportation, Clean Air Partnership
Julia Malmo-Laycock, School of Urban Planning, McGill University

Report Design:
Jiya Benni, The Centre for Active Transportation, Clean Air Partnership

Cover Photo:
Tour de l’ile, Go Bike Montreal Festival, Montreal by Maxime Juneau/APMJ

Project Partner:

Please cite as:

Benni, J., Macaraig, M., Malmo-Laycock, J., Smith Lea, N. & Tomalty, R. (2019). Costing of
Bicycle Infrastructure and Programs in Canada. Toronto: Clean Air Partnership.
 CONTENTS
List of Figures 4
List of Tables 7
Executive Summary 8
1. Introduction 12
2. Costs of Bicycle Infrastructure Measures 13
Introduction 14
On-street facilities 16
Intersection & crossing treatments 26
Traffic calming treatments 32
Off-street facilities 39
Accessory & support features 43

3. Costs of Cycling Programs 51

Introduction 52
Training programs 54
Repair & maintenance 58
Events 60
Supports & programs 63

Conclusion 71
References 72

Costing of Bicycle Infrastructure and Programs in Canada 3

LIST OF FIGURES
Figure 1: Bollard protected cycle track on Bloor Street, Toronto, ON ..................................................... 16

Figure 2: Adjustable concrete barrier protected cycle track on Sherbrook St, Winnipeg, ON ............ 17

Figure 3: Concrete median protected cycle track on Pandora Ave in Victoria, BC ............................ 18

Figure 4: Pandora Avenue Protected Bicycle Lane Facility Map ............................................................ 19

Figure 5: Floating Bus Stop on Pandora Avenue ........................................................................................ 19

Figure 6: Raised pedestrian crossings on Pandora Avenue ...................................................................... 20

Figure 7: Concrete median protected cycle track with planting on Dunsmuir Street,Vancouver,BC 21

Figure 8: Bicycle parking on Dunsmuir Street .............................................................................................. 21

Figure 9: Protected cycle tracks with modular planters on Cannon Street Pilot, Hamilton, ON .......... 22

Figure 10: Rubber curbs along Cannon Street, Hamilton, ON ................................................................. 22

Figure 11: Victoria Road with buffered rumble strips, Guelph, ON .......................................................... 23

Figure 12: Dedicated painted bicycle lane on Johnson Street, Victoria, BC ......................................... 24

Figure 13: Painted through bicycle lane, 23rd Avenue E and 4th Avenue, Saskatoon, SK .................. 26

Figure 14: Bike box on Dupont Street, Quebec City, QC .......................................................................... 27

Figure 15: Berri/Cherrier two-stage turning queue/waiting area, Montreal, QC ................................... 28

Figure 16: Berri/ Cherrier intersection in 2011 before the two-stage turning queue was installed ....... 28

Figure 17: Bicycle detection loop specifications ....................................................................................... 29

Figure 18: Bicycle detection intersection illustration ................................................................................. 30

Figure 19: Bicycle signal head, Edmonton AB ........................................................................................... 31

Figure 20: Bike-through median on Père-Marquette Street, Quebec City, QC .................................... 32

Figure 21: Concrete curb extension on Cogswell Street, Halifax, NS ..................................................... 33

Figure 22: Laurier and Des Erables Curb Extension (under construction), Montreal, QC ..................... 35

Figure 23: Example of a planted curb extension, Montreal QC .............................................................. 36

Figure 24: Bollard installed on a Montreal curb extension ....................................................................... 36

Figure 25: Tactile paving plates installed on a Montreal curb extension ............................................... 36

Figure 26: Example of a Chicane, Marie Anne and Laval Streets, Montreal QC .................................. 36

Figure 27: Speed hump, Toronto, ON .......................................................................................................... 37

Figure 28: Roundabout traffic island on 8th Avenue NE, Calgary, AB .................................................... 38

Figure 29: Concrete shared-use path on 102nd Avenue, Edomonton, AB ............................................ 39

4
Figure 30: Shared-use path signage example ............................................................................................ 39

Figure 31: Hickory Street Bridge, Ottawa, ON ............................................................................................ 40

Figure 32: Hickory Street Bridge abutments, Ottawa, ON ......................................................................... 41

Figure 33: Adàwe Crossing Bridge, Ottawa ON ......................................................................................... 42

Figure 34: Signage Example - Reserved Bike Lane Regulatory Sign ........................................................ 43

Figure 35: Single post and hoop bike rack, Montreal, QC ........................................................................ 44

Figure 36: Two three-hoop bike racks, Montreal, QC ................................................................................ 44

Figure 37: Bicycle parking shelter, Charlottetown, PEI .............................................................................. 45

Figure 38: Modular bicycle lockers at Bayview Subway Station, Toronto, ON ....................................... 46

Figure 39: Indoor bicycle parking room at Union Station South, Toronto, ON ........................................ 47

Figure 40: Bicycle bus rack, Charlottetown, PEI ......................................................................................... 48

Figure 41: Bicycle fix-it station, Charlottetown, PEI ..................................................................................... 49

Figure 42: Stairway Channel, Quebec City, QC ........................................................................................ 50

Figure 43: Learn2Ride, HUB Cycling, Metro Vancouver, BC ..................................................................... 54

Figure 44: Intro to Urban Cycling Course, Halifax Cycling Coalition, Halifax, NS ................................... 56

Figure 45: Open Shop, B!KE, Peterborough, ON ......................................................................................... 58

Figure 46: Home Mechanic Workshop Series, B!KE, Peterborough, ON .................................................. 59

Figure 47: Tour de L’ile, Go Bike Montreal Festival, Montreal, QC ............................................................ 60

Figure 48: Open Streets TO, Toronto, ON ..................................................................................................... 61

Figure 49: Bike to School Project, Toronto, ON ........................................................................................... 63

Figure 50: PEDAL program at Menkes Developments, Toronto, ON ........................................................ 65

Figure 51: Bike Host Project, Toronto ............................................................................................................ 66

Figure 52: Scarborough Cycles, Toronto, ON .............................................................................................. 67

Figure 53: A SoBi kiosk in Hamilton, ON ........................................................................................................ 69

LIST OF TABLES
Table 1 Summary of Bicycle Infrastructure Costs 6

Table 2 Summary of Cycling Programs Costs 10

Costing of Bicycle Infrastructure and Programs in Canada 5

EXECUTIVE SUMMARY
This report consists of a series of short case studies that describe the components and costs of selected
bicycle infrastructure measures and selected cycling programs from 16 Canadian cities.

A total of 29 bicycle infrastructure measures from 15 cities (see Table 1 below) are grouped into five
categories: on-street facilities, intersection treatments, traffic calming measures, off-street facilities, and
accessory and support features. Case study data includes a description of the infrastructure measure,
project location, design specifications and costs. A total of 11 cycling programs from six cities (see Table
2 below) were grouped into the following categories: training programs, repair and maintenance,
events, and supports and programs.

Each of the 29 bicycle infrastructure types was costed out specific to one municipality only, and as a
result should be considered a general, not specific, cost estimate. The same applies to the 11 types of
cycling programs as costs vary from region to region and are further dependent on a wide variety of
local and jurisdictional factors and circumstances.

In this light, this report can be used as a rough guide to costs based on bicycle infrastructure and cycling
interventions that have been built and implemented, rather than a detailed technical or costing guide.

Table 1. Summary of Costs for 29 Bicycle Infrastructure Measures

Category Measure City Total Cost Unit Cost/Unit Major Cost

Components
On-Street At grade, Toronto $380,274 Metre $238 Bollards, pavement
Facilities bollard markings, signage and
protected installation.
cycle track

At grade, Winnipeg $15,000 Metre $115 Pre-fabricated concrete

adjustable barriers, bollards,
concrete pavement markings and
barrier signage. Total cost does
protected not include installation.
cycle track
At grade, Victoria $3,447,552 Metre $2,873 Construction
concrete administration, design,
curb/ median signalization, ducting,
protected concrete median, some
cycle track sidewalk reconstruction,
signalization, raised
mid-block pedestrian
crossings and floating
bus pads.

6
Category Measure City Total Cost Unit Cost/Unit Major Cost
Components
At grade, Vancouver $905,784 Metre $1,132 Concrete median,
concrete modular planters,
curb/ median pavement markings,
protected conflict paint at
cycle track intersections, signage
with planting and some bicycle
parking.
At grade, Hamilton $461,993 Metre $154 Planters, pavement
modular markings, signalization
planter and signage, some
protected bollards and rubber
cycle track curbs, and street
resurfacing.
Paved Guelph $302,460 Metre $101 per Milling and tapering
shoulder side the existing pavement
edge to join the addition
of full-depth asphalt
paving. Pavement
markings include two
10mm white edge lines
spaced 500mm apart
with hatch lines every
22 meters. Between the
hatch lines, sections of
rumble strips 18.3 m long
with 3.6 m gaps were
etched into the asphalt.
Dedicated Victoria $58,811 Metre $49 Pavement markings,
painted lane green conflict zone
paint, and signage.

Intersection Painted Saskatoon $180 Metre $4 (for Green water-based

& crossing through paint only) paint and white
treatments bicycle pavement markings.
lane at
intersection
Painted bike Quebec City $24,944 Metre N/A Green thermoplastic
box paint with a skid-resistant
surface treatment
and white pavement
markings.
Two-stage Montreal $2,035 Bollard $185 Bollards.
turning
queue
Bicycle Edmonton $106,063 Intersection $106,063 Bike detection loops and
inductive fixture upgrades.
loop detector

Bicycle signal Edmonton N/A Signal Head $1900 Signal heads and
head yellow backboards. No
signalization adjustments
were made.

Costing of Bicycle Infrastructure and Programs in Canada 7

Category Measure City Total Unit Cost/ Major Cost
Cost Unit Components
Traffic Bike-through Quebec City $158,972 Intersection $158,972 Pavement
calming & median markings, water
reduction main and sewer
treatments work, excavation
and pavement
foundation, sidewalk
reconstruction,
bollards, street light
adjustments and
plantings.
Concrete bulb Halifax $62,491 Curb $62,491 Replacement of
out Extension water drainage
catch basin frames,
new pedestrian
crosswalk pushbutton
and signalization.
Concrete Montreal $394,702 Curb $98,675 Sidewalk
bulb out with Extension reconstruction,
planting tactile paving plates,
bollards, utilities work,
planters, and traffic
management during
construction.
Speed bump Toronto $6,644 Speed $3,322 Asphalt speed hump
Hump and pavement
markings.

Neighborhood Calgary $103,819 Traffic $103,819 Traffic island,

traffic circle Circle sidewalk and curb
work, and four
painted crosswalks.

Off-street Separated Edmonton $960,386 Metre $1,223 Concrete path,

facilities shared-use landscaping, conflict
path paint, signs, and
signalization at three
intersections.
Multi-use Ottawa $1.52 Metre $76,885 Pre-fabricated
bridge – pre- million bridge and asphalt
fabricated pathway abutments
on either end of the
bridge.
Multi-use Ottawa $9.4 Metre $23,578 Built-in-place bridge
bridge – built- million and pathways on
in-place either end of the
bridge.

8
Category Measure City Total Unit Cost/ Major Cost
Cost Unit Components
Accessory Signage Nanaimo N/A Sign $350 Does not include
and support installation costs.
features

Bicycle parking Montreal $76,662 Parking $128 Does not include

– single hoop place installation costs.

Bicycle parking Montreal $62,640 Parking $116 Does not include

– multiple place installation costs.
hoop

Bicycle shelter Charlottetown $2,949 Shelter $2,949 Shelter, bike rack

and living roof
components.

Modular Toronto $22,952 Storage/ $1,913 Does not include

bicycle locker parking installation costs.
place

Secure indoor Toronto $670,951 Parking $5,886 Bicycle racks,

bicycle place washroom and
parking room change room,
and tools and bike
pumps. The total cost
also includes design
costs.
Bicycle bus Charlottetown $12,727 Bicycle $1,157 Does not include
rack rack installation costs.

Bicycle fix-it Charlottetown $2,992 Fix-it station $2,992 Stand, tools and
station wooden platform.

Bicycle Quebec City $4,996 Metre $192 Galvanized steel

stairway pipes soldered to a
channel steel base, designed
specifically for the
staircase in question.

Costing of Bicycle Infrastructure and Programs in Canada 9

Table 2. Summary of Costs for 11 Cycling Programs

Category Program or City Total Cost Capital Operating Major Cost

initiative Costs Costs Components
(hours/FTE)
Training Cycling Skills Vancouver Unavailable Line items 27 instructor A fleet of 18
Programs Training for available hours, 6.5 bicycles with a
Youth in report coordinator range of adaptive
hours bikes for kids
with disabilities,
instructional
and evaluation
materials, and
staff time.
Cycling Skills Halifax N/a 1 FTE Staff time
Training for
Adults
Repair and DIY Bike Peterborough $ 7,000 2 FTEs (year Bike repair tools
Maintenance Repair round), 1 FTE and stands, and
(6 months) staff time.
Bike Peterborough $ 7,000 18 instructor Bike repair tools
Maintenance hours, 4 and stands, and
Workshops coordinator staff time.
hours.

Events Group Rides Montreal $ 2,000,000 32-34 FTE Materials and

equipment,
rent, insurance
and other
administrative
needs, staff time
Open Streets Toronto $ 150,000 Policing and
barricades make
up more than one
third of the total
budget.
Supports Active and Toronto $ 900,000 Cost of 100 2 FTEs, 10-12 Bicycles, safety
and Safe Routes to bicycles, part time equipment,
Programs School safety Cycling accessories and
equipment Educators staff time.
and annually
accessories and external
evaluators
Bike to Work Toronto Unavailable Line items Built into Cost of materials
Programs available overall such as bike lock
in report maintenance bars, benches,
costs lockers, vertical
racks, and overall
maintenance
costs.

10
Category Program or City Total Cost Capital Operating Major Cost
initiative Costs Costs Components
(hours/FTE)
Cycling Toronto $40, 000 1.5 FTE for 6
Mentorship per year months
Programs

Community Toronto $13435 - 1.25 FTE Bicycles, materials

Bike Hubs $19775 and equipment,
and staff time.

Bicycle Share Hamilton $ 1.6 million 14 FTEs Bicycles, kiosks,

and staff time

Costing of Bicycle Infrastructure and Programs in Canada 11

1 INTRODUCTION

Cycling is an increasingly popular mode of Bikeway Design Guide (NACTO, 2014)) don’t
transportation for commuting or other utilitarian specify project costs. A small number of costing
trips in North America (Pucher, Buehler, & Seinen, studies exist (Bushell, Poole, Zegeer, & Rodriguez,
2011). Scholars and bicycle planners alike agree 2013), but generally lack detail regarding project
that there are good reasons for promoting components and focus on examples from the
cycling as a mode of transportation, including United States, where construction costs are
health, sustainability and access. It is in this likely to vary significantly from those in Canada.
context that many Canadian cities are installing Overall project costs for bicycle infrastructure
bicycle infrastructure including bicycle lanes, projects can sometimes be found in Canadian
bicycle parking, and bicycle signalization, and news articles or municipal documents (MMM
implementing cycling program interventions that Group Ltd, 2010), but Canadian-specific costing
encourage cycling as a mode of transportation, information covering a range of project types
presented in a consistent manner had not
While this bicycle infrastructure is meant to previously been assembled, as is our intention
respond to the needs of current cyclists, research with this document.
indicates that the presence of high quality
bicycle facilities also tends to encourage new While this document isn’t meant to be used as
cyclists (Dill & Carr, 2003), highlighting the a detailed technical or costing guide, it may be
importance of infrastructure for cycling uptake. useful for planners or citizen groups who wish to
Research also suggests that cycling programs identify options that may be applicable to their
(like Group Rides, Bike to Work days etc.) not communities. The authors are not claiming that
only encourage new cyclists but also help to the cycling infrastructure and programming
sustain the cycling behaviour change (Savan, initiatives included in the report are best practices,
Cohlmeyer, & Lesham, 2017). nor are they recommending any particular
initiative for any given context. Anyone wishing
This report seeks to fill a gap in existing information to implement any of the designs or programs in
on the costing of cycling infrastructure projects this guide should seek more detailed guidance
and cycling program interventions across from expert sources.
Canada. Reference documents that provide
design guidelines for different types of bicycle
infrastructure (such as the American National
Association of City Transportation Officials’ Urban

12
 2 COSTS OF BICYCLE
INFRASTRUCTURE
MEASURES
Costing of Bicycle Infrastructure and Programs in Canada 13
INTRODUCTION
This section is comprised of a series of short case In order to gather costing data on the selected
studies drawn from 15 Canadian cities showcasing bicycle infrastructure measures, municipal
the costs associated with selected bicycle bicycle planners in 19 Canadian cities were
infrastructure measures. Data on location, size, contacted by phone to determine which of the
design specifications and costs were collected infrastructure measures had been built in each
on a specific built project in a single Canadian city and whether costing data would be available
city for each infrastructure measure. Given that for specific projects. 15 of these cities offered
each infrastructure measure was costed in a costing data on specific projects. Based on this
single municipality, the information presented is information, projects for costing were chosen so
meant to give a ballpark impression of the costs as to maximize the distribution of projects across
related to each of the different types of bicycle the country. Each type of infrastructure was
facilities and is not a scientific examination of costed in a single city.
costs.
Each type of infrastructure is backed by any
The costs presented may or may not be available academic evidence about how
representative of cities across the country as local successful they are. Additional tips on how the
construction and materials costs vary widely. infrastructure works best was also researched.
Construction costs may be higher in a city where Both of these were conducted through desk
the availability of labour and construction firms research.
are limited, as is the case in Nanaimo and Victoria,
BC. Even within a city, a given project can vary
in cost depending on pre-existing conditions. For Cost Information
example, if retrofits such as signalization, curb line
or drainage modifications are needed, costs can This section focuses on hard project costs,
rise significantly. namely materials, construction, and installation.
Where available, a breakdown of the costs for
the different material components of a bicycle
METHODOLOGY infrastructure measure (e.g., concrete curb,
signage, signalization) were included in addition
to overall project costs.
Research Process
To estimate project costs, municipal officials drew
The research process began with the identification upon official project estimates and requests for
and compilation of a list of bicycle infrastructure proposals (RFPS), and municipal transportation
measures typically found in Canadian cities. budgets. In the few cases where city officials
Sources consulted included the American could not provide data on the cost of a specific
National Association of City Transportation project, they provided general materials and
Officials’ Urban Bikeway Design Guide (2014), the construction costs (for instance, for the installation
Portland State University Cost Analysis of Bicycle of bicycle stencil pavement markings) so that the
Facilities (2013) as well as the Ontario Ministry researcher could estimate the cost of a typical
of Transportation’s Cycling Facilities guide project. In several cases, project costs provided
(Ministry of Transportation of Ontario, 2013). The by city officials included costs for ancillary features
list was then revised with input from several that accompanied the cycling infrastructure
bicycle planning practitioners and academics project but were not for cycling purposes (such
in Montreal, Toronto, and Vancouver. A total of as pedestrian infrastructure associated with a
29 measures were grouped into the following bicycle lane). These have been noted in the
five categories: on-street facilities, intersection project case studies as appropriate. Some types
treatments, traffic calming measures, off-street of infrastructure measures were excluded from
facilities, and accessory and support features. the study due to the difficulty of isolating costs

14
specific to bicycle infrastructure (Weigand,
McNeil, & Dill, 2013).

Project costs do not include planning and design

costs or city staff hours unless otherwise indicated.
If project costs came from prior years, the Bank
of Canada’s inflation calculator was used to
convert costs to 2017 dollars. Adjusted costs were
rounded to the nearest dollar. In cases where
infrastructure measures costs are broken down
into their various components, numbers may not
add due to rounding.

Maintenance costs are not included in the cost

estimate provided in this report, though readers
are cautioned to consider maintenance costs
when estimating the life cycle cost of bicycle
infrastructure projects. For example, plastic
bollards eventually need replacing, planters must
be tended to, and painted and thermoplastic
road markings may need refreshing every one
to three years. Over the long term, maintenance
costs have the potential to dwarf the initial
capital cost of a project.

Additional capital costs may be occasioned by

investing in cycling infrastructure. For example,
cities with snowy winters may need to purchase
narrower snow plows in order to plow protected
bicycle lanes. These knock-on costs are not
included in this section.

Costing of Bicycle Infrastructure and Programs in Canada 15

ON-STREET FACILITIES
At grade, bollard protected cycle track: Bloor Street Pilot, Toronto, ON

The Bloor Street Bike Lane Pilot Project was

installed in Toronto in 2016. The 1.6 km-long
cycle track, which is unidirectional on both
sides of Bloor Street, is protected by over 400
bollards and on-street vehicular parking. In
the fall of 2017, Council decided to make
the pilot project permanent.

Size: 1.6 km

Total cost: $380,274

Cost breakdown:

$127 per bollard x 413 bollards $52,348 Figure 1: Bollard protected cycle track on Bloor Street,
Toronto, ON. Credit: City of Toronto
$162 per bicycle & diamond $13466
symbol x 83
$81 per directional arrows x 75 $6,084

$101 per bicycle & chevron $32,752

symbol x 323
$3-7 per m of marked lines on $7530 –
pavement x 2477 m $17642
($12,586
average)
Traffic control during construc- $40,559
tion, paid duty officers, tow
services
Removals of existing paint prior $40,559
to installment of new pavement
markings
Installation, paint, signage, eval- $181,919
uation and contingencies
TOTAL $380,274

Cost/metre: $238

Design specifications:

• 1.5 - 1.6 m wide, bollard and parking-protected, one-way cycle track on each side of
the roadway.
• Bollards are spaced at an average of 6.6 m apart from one another.
• Existing roadway markings were removed prior to the installment of bollards, bicycle
lane pavement markings and green paint at intersections indicating the bicycle path.

16
Studies have shown that:
• A study comparing many cities in the US showed that there was an increase in cycle
ridership ranging from +21% to +171% on streets once they were retrofitted with bicycle
lanes protected with flexiposts/bollards (Monsere, Dill, McNeil, & Clifton, 2014).
• The same study showed that the overall frequency of bicycling increased because of
the new protected lanes. The increase was higher among women (Pucher & Buehler,
2016).
• Nearly 9 out of 10 (89%) intercepted cyclists agreed that the protected facilities were
“safer” than other facilities in their city. A higher percentage of women (93%) agreed
with this statement than men (87%) (Pucher & Buehler, 2016).
• Protection with objects such as flexiposts were associated with a higher comfort level
than tracks with painted lines only (Pucher & Buehler, 2016).
• Bike lanes that are protected (by raised curbs, bollards or concrete barriers) on roads
without parking were found to be 89% safer for cyclists than regular roads (Monsere, Dill,
McNeil, & Clifton, 2014).

Tips for best results:

• Studies show that the greater the separation between traffic and the cyclist, the greater
the safety and comfort level of the cyclist. Therefore, the design of the buffer space
should ensure as much physical separation from traffic as possible (Monsere, Dill, McNeil,
& Clifton, 2014).
• It is recommended that the protected cycle tracks provided be wider than the bare
minimum as width had an effect on the safety and comfort level of cyclists (Monsere,
Dill, McNeil, & Clifton, 2014).

At grade, adjustable concrete barrier protected cycle track:

Sherbrook St, Winnipeg, ON

In 2017 the City of Winnipeg installed pre-

cast concrete barriers along two streets on
two existing painted bicycle lanes, Sherbrook
Street and Bannantyne Avenue. The barriers
are termed adjustable as they can be easily
moved and removed. The barriers were
installed on a trial basis to determine their
technical feasibility.

Size: Each barrier measures 244 cm

long X 30 cm wide x 15 cm
high; barriers at the ends of
the cycle tracks measure 120
cm long x 45 cm wide x 46 cm
high.

Total cost: $15,000

Figure 2: Adjustable concrete barrier protected cycle track
on Sherbrook St, Winnipeg, ON. Credit: City of Winnipeg
Cost/metre: $115

Costing of Bicycle Infrastructure and Programs in Canada 17

Design specifications:
• Adjustable curbs have been installed on approximately 30 m of Bannantyne Avenue
between King Street and Albert Street and 100 m of Sherbrook Street south of Cumberland
Avenue.
• The barriers were pinned into the road with rebar.

Additional measures not included in total cost:

• Bollards and bicycle lane signage were installed on top of the barriers.

Studies have shown that:

• Lanes demarcated with physical barriers (e.g., flexiposts, planters, curbs, or parked cars)
engendered higher comfort levels among cyclists than cycling lanes that were only
demarcated with painted buffer zones (Monsere, Dill, McNeil, & Clifton, 2014).
• Bike lanes that are protected (by raised curbs, bollards or concrete barriers) on roads
without parking were found to be 89% safer for cyclists than regular roads (Pucher &
Buehler, 2016).

Tips for best results:

• The buffer designs should ensure as much physical separation from traffic as possible as
studies show that greater the separation between traffic and the cyclist, greater are the
safety and comfort levels of the cyclist (Pucher & Buehler, 2016).
• In addition, the width of the bicycle track also has an influence on the safety and comfort
level of cyclists. Therefore, it is recommended that the protected cycle tracks provided
be wider than the bare minimum (Pucher & Buehler, 2016).

At grade, concrete curb/ median protected cycle track:

Pandora Ave., Victoria, BC

In 2016 the City of Victoria, BC built a 3 m

wide, 1.2 km bi-directional cycle track
protected by 1 m of hatched paint and
bollards (60%) and a 1 m concrete median
(40%). Intersections were outfitted with
green conflict paint indicating cyclist right of
way (also known as crossrides) and existing
signalization was retrofitted to prioritise cyclist
movements.

Size: 1.2 km

Total cost: $3,447,552

Cost/metre: $2,873
Figure 3: Concrete median protected cycle track on
Pandora Ave in Victoria, BC. Credit: Dylan Passmore

18
Design specifications:
• 3 m wide, bidirectional protected bicycle lane.
• Protected on 60% of the lane by a 1 m hatched painted buffer and a total of 31 plastic
bollards (60%) and the remaining 40% by a 1 m wide concrete median.
• Green conflict paint and cyclist signalization at all 7 intersections.
• Landscaping in median in select places.
• New bicycle racks installed in concrete median in select places.
• Select sidewalk reconstruction (15% of corridor).
• New mid-block pedestrian crossings.
• Floating bus pads and with raised pedestrian crossings on cycle track.

Figure 4: Pandora Avenue Protected Bicycle Lane Facility Map. Credit: City of Victoria

Floating bus pads

Floating bus pads are bus stops that are moved

from the sidewalk to a median between a bicycle
lane and a vehicle lane when a bicycle lane
prevents buses from reaching the sidewalk. This
example from the Pandora Avenue cycle track
features a floating pad accessed via a painted,
raised pedestrian crossing.

Figure 5: Floating Bus Stop on Pandora Avenue.

Credit: City of Victoria

Costing of Bicycle Infrastructure and Programs in Canada 19

 Raised pedestrian crossings

Raised pedestrian crossings are speed tables that

indicate to cyclists in a bicycle lane to watch for
pedestrian crossings. They are usually placed
at high-volume pedestrian crossings found at
intersections or floating bus stops, and will feature
paint as a visual cue indicating their presence.

Figure 6: Raised pedestrian crossings on Pandora

Avenue. Credit: City of Victoria

Studies have shown that:

• In a study done in the US, more than 50% of cyclists said they felt ‘very comfortable’
when buffer spaces between cycle lane and traffic were designed with concrete curbs
(Monsere, Dill, McNeil, & Clifton, 2014).
• Bicycle lanes that are protected (by raised curbs, bollards or concrete barriers) on roads
without parking were found to be 89% safer for cyclists than regular roads (Pucher &
Buehler, 2016).

Tips for best results:

• The buffer designs should ensure as much physical separation from traffic as possible as
studies show that greater the separation, greater are the safety and comfort levels of
the cyclist (Monsere, Dill, McNeil, & Clifton, 2014).
• The width of the bicycle track also has an influence on the safety and comfort level of
cyclists. Therefore, it is recommended that the protected cycle tracks provided be wider
than the bare minimum (Monsere, Dill, McNeil, & Clifton, 2014).

20
 At grade, concrete median protected cycle track with planting:
Dunsmuir St, Vancouver, BC

In 2010 the City of Vancouver installed an

at-grade, bi-directional concrete median
protected cycle track on 0.8 kilometres
of Dunsmuir Street, a one-way street in
downtown Vancouver. The concrete
median includes plantings along most of its
length.

Size: 0.8 km

Total cost: $ 905, 784

Cost/metre: $ 1,132

Design specifications:
• Bi-directional cycle track is
approximately 3 m wide. Figure 7: Concrete median protected cycle track with
• Rows of modular planters planting on Dunsmuir Street, Vancouver, BC. Credit: Dylan
Passmore
are nestled into concrete
medians, which separate
the planters and cyclists from
vehicular traffic.
• Installation included concrete
medians, signage, lane
markings and green paint
at intersections to indicate
cycle track path as well as at
potential conflict zones such
as alleyways.
• At select locations along the
cycle track, bicycle parking
exists in lieu of planters (see
Figure 8).
Figure 8: Bicycle parking on Dunsmuir Street,
Vancouver, BC. Credit: Dylan Passmore
Studies have shown that:
• In a study done in the US, almost 75% of cyclists said they felt ‘very comfortable’ when
buffer spaces were designed with planters (Monsere, Dill, McNeil, & Clifton, 2014).
• Bicycle lanes that are protected (by raised curbs, bollards or concrete barriers) on roads
without parking were found to be 89% safer for cyclists than regular roads (Pucher &
Buehler, 2016).

Tips for best results:

• The design of the buffer spaces should ensure as much physical separation from traffic as
possible as studies show that greater the separation, greater are the safety and comfort
levels of the cyclist (Monsere, Dill, McNeil, & Clifton, 2014).
• The width of the bicycle track also has an influence on the safety and comfort level of
cyclists. Therefore, it is recommended that the protected cycle tracks provided be wider
than the bare minimum (Monsere, Dill, McNeil, & Clifton, 2014).

Costing of Bicycle Infrastructure and Programs in Canada 21

 At grade, modular planter protected cycle track:
Cannon Street Pilot, Hamilton, ON

The 3 km, bi-directional protected cycle

track was built in 2014 along Cannon Street in
Hamilton. Approximately 32 planters provide
protection along half of the cycle track.
Where roadway space was more limited,430
adjustable rubber curbs/ bumpers (pictured
in Figure 10) and 300 bollards were used
instead. Paint is used to delineate the cycle
track along its entire length. Planters are
removed each fall and re-installed in the
spring to allow winter maintenance and to
prevent planting soil from getting sprayed by
winter salt. The cycle track was a pilot project
and was made permanent in December of
2018.

Size: 3 km
Figure 9: Protected cycle tracks with modular planters on
Total cost: $ 461, 993 Cannon Street Pilot, Hamilton, ON. Credit: Norma Moores,
IBI Group
Cost breakdown:

Planters $15,573

Planter installation $15,573

Pavement markings, signalization $327,029

and signage
Street resurfacing $103,819

TOTAL $461,993

Cost/metre: $154,000

Design specifications:

• Approximately 3.4 m wide (2.6-3 m for two lanes with a

buffer of 0.3-0.9 m).
Figure 10: Rubber curb
• Street resurfacing carried out along the length of the
separation along Cannon
project. Street cycle tracks, Hamilton,
• Planters typically installed in groups of 4 at 8 locations ON. Credit: City of Hamilton
along half of the cycle track. Each planter contains a
water reservoir in the bottom and measures 1.4 m long x
0.65 m wide x 0.5 m high.
• Planters were installed on a 0.85 m strip of existing asphalt
defined by a solid painted line along each side.
• 430 rubber curbs were installed at 0.75 m intervals along
the length of the cycle track not protected by planters.
• Approximately 300 knockdown plastic bollards were
installed at the ends of the “runs” of rubber curbing and
in segments where the buffer could be wider.

22
 • The cycle track is delineated by paint markings and includes signage.
• Approximately fifteen traffic signals were added for cyclists riding in the opposite
direction of traffic on the one-way street. Vehicle signal green time was modified at two
intersections.

Studies have shown that:

• In a study done in the US, almost 75% of the cyclists said they felt ‘very comfortable’
when buffer spaces where designed with planters (Monsere, Dill, McNeil, & Clifton, 2014).

Tips for best results:

• The design of the buffer spaces should ensure as much physical separation from traffic
as possible as studies show that the greater the separation, the greater are the safety
and comfort levels of the cyclist (Monsere, Dill, McNeil, & Clifton, 2014).
• The width of the bicycle track also has an influence on the safety and comfort level of
cyclists. Therefore, it is recommended that the protected cycle tracks provided be wider
than the bare minimum (Monsere, Dill, McNeil, & Clifton, 2014).

Paved shoulder: Victoria Road, Guelph, ON

In 2018, the City of Guelph retrofitted 1.5 km
of an existing two-lane rural arterial road
by adding paved shoulders, a 0.5 m buffer
zone, and rumble. The paved shoulder now
serves as a bicycle lane connection from the
residential area and popular east-west multi-
use trail, to the University of Guelph campus
and existing on-road bike lanes further south.

Size: 1.5 km

Total cost: $ 302,460

Cost/metre: $ 101 per side

Figure 11: Victoria Road with buffered rumble strips,
Guelph, ON. Credit: City of Guelph
Design specifications:
• The construction involved milling and tapering the existing pavement edge to join the
addition of full-depth asphalt paving, using the existing granular shoulder as base.
• Pavement markings include two 10mm white edge lines spaced 500mm apart with
hatch lines every 22 metres. Between the hatch lines, sections of rumble strips 18.3 m
long with 3.6 m gaps were etched into the asphalt, following the recommendations of
the OTM Book 18 (December 2013).

Studies have shown that:

• A study in Florida that evaluated shared-use facilities for bicycles and motor vehicles
found that:
• in the presence of paved shoulders, cyclists are more likely to ride further from
the edge than in a wide curb lane. This increases the distance to the right of the

Costing of Bicycle Infrastructure and Programs in Canada 23

 bicyclist which can be used as “escape” space.
• being further away from the edge makes cyclists more visible to motorists.
• cycling away from the edge improves the cyclist’s sight distance (Harkey &
Stewart, 1997).
• An article that contained a review of existing policies and designs and a survey of
transportation departments in Canada and the U.S. found that paved shoulders are
beneficial for a number of reasons:
• Compared with common-use travel lanes, shoulder bikeways reduce accidents.
• The bicycle safety benefits of paved shoulders enhance the overall economic
feasibility of paving shoulders.
• The bikeway benefits, as well as rumble strip benefits, are a function of vehicular
and bicycle traffic and the economic value of preventing an accident.
• Rumble strips are cost-effective for reducing run-off road accidents and also serve
as a buffer between a travel lane and a bicycle route. (Khan & Bacchus, 1995)
• In a survey done while developing the Lake Huron North Channel Cycling Route, 72%
of the respondents said they would be “very comfortable” to cycle and share the road
with motor vehicle traffic on minor roads with bicycle lanes or paved shoulders (MMM
Group Ltd; The Tourism Company, 2013).

Tips for best results:

• On roads marked as cycling routes or used by cyclists, 1.5 m width provides a clear path
between the right edge of the rumble strip and the outside edge of the paved shoulder
(TAC-ATC, 2001).
• Providing continuous shoulder rumble strips can alert wandering drivers and reduce the
number of run-off-road automobile crashes thereby increasing the safety of bicycle
users using the paved shoulder (Garder, 1995).

Dedicated painted bicycle lane: Johnson Street, Victoria, BC

A 1.2 km painted bicycle lane was installed

on Johnson Street from Cook Street to
Store Street in Victoria, BC in 2016 as a
part of the city’s expansion of its bicycle
network. The installation included removing
all longitudinal painted lines along the
roadway to accommodate slight changes
in the alignment.

Size: 1.2 km

Total cost: $ 58,811

Cost/metre: $ 49

Figure 12: Dedicated painted bicycle lane on Johnson

Street, Victoria, BC. Credit: Times Colonist

24
Design specifications:
• The unidirectional dedicated bicycle lane is approximately 2 m wide and includes
bicycle stencils.
• Approximately 75% of the painted lane includes a solid line painted buffer that ranges
from 0.7-0.9 m in width.
• Green conflict zone paint and dashed lines used at intersections and other conflict
zones such as bus stops.
• “Reserved bicycle lane” and “turning vehicles yield to bicycle” signs installed on new
and existing sign posts.
• Longitudinal painted roadway lines removed and repainted to accommodate changes
in alignment.
• Some metered parking spaces and commercial loading zones relocated.

Studies have shown that:

• Studies have shown that clearly-marked bike-specific facilities were shown to consistently
provide improved safety for cyclists compared to on-road cycling with traffic, or off-
road cycling with pedestrians (Reynolds, Harris, Teschke, & Cripton, 2009).
• Marked bicycle lanes and bicycle routes reduced injury or crash rates by about half
compared to unmodified roadways (Reynolds, Harris, Teschke, & Cripton, 2009).
• Unprotected bicycle lanes on major roads without parked cars were 53% safer for cyclists
than regular roads (Pucher & Buehler, 2016).

Tips for best results:

• Other measures such as reduction of motor vehicular speeds, installation of bike boxes
etc. are also required to increase the safety of dedicated painted bike lanes (Chen, et
al., 2012).

Costing of Bicycle Infrastructure and Programs in Canada 25

INTERSECTION &
CROSSING TREATMENTS
Painted through bicycle lane/ crossride/ conflict paint:
23rd Street E, Saskatoon, SK

The City of Saskatoon has treated various

intersections along its downtown protected
bicycle lanes with water-based green
conflict paint and white elephant feet
(dashed line) paint to indicate space for
cyclists as they move through intersections.

Size: 23 m x 1.5 m plus 100 mm of

dashed lines on either side of
the green paint.

Total cost: Approx. $180 for an

intersection with two through
bike lanes

Cost/metre: Approx. $3.50 for green paint;

$0.20 for white paint
Figure 13: Painted bicycle lane through intersection, 23rd
Avenue E and 4th Avenue, Saskatoon, SK. Credit: Google
Maps
Design specifications:
• Green paint is bordered by white elephant’s feet or dashed lines. Elephant’s feet or
dashes are each 200 mm long and spaced 200 mm apart from one another.
• Water-based paint must be reapplied approximately every year.

Studies have shown that:

• A study done in Portland, Oregon on the use of coloured markings at bicycle-motor
vehicle crossings to reduce conflict showed that the markings contributed to safer
bicycling conditions. Both the percentage of cyclists following the recommended path,
and the percentage of motorists yielding to cyclists increased. The rate of conflicts
decreased from 0.95 per 100 to 0.59 per 100 (Hunter, Harkey, Stewart, & Birk, 2000).
• In Austin, Texas, it was found that there was an increase in the safety of cyclists, and
motorists were more likely to yield to cyclists when there was a coloured lane in conflict
areas (The City of Austin Bicycle Team, 2010).
Tips for best results:
• A study in Copenhagen of this treatment at 65 signalized intersections pointed out that
it might be best when only one bicycle lane at the intersection is marked. Marking two
or more cycle crossings is confusing to motorists (Jensen, 2008).
• o The safety benefits of such a treatment will also depend on factors such as intersection
size and traffic volume (Jensen, 2008).

26
 Bike box: Dupont Street, Quebec City, QC

A bike box was installed at the Dupont and

Prince Edward Street intersection in Quebec
City in 2017. The project is comprised of a 30
m green bicycle lane terminating in a 4 x 4.5
m bike box.

Size: 4 x 4.4 m (box only)

Total cost: $ 24,944

Cost breakdown:
Figure 14: Bike box on Dupont Street, Quebec City, QC.
30m green thermoplastic bicycle $5,950 Credit: Ville de Quebec
lane
White longitudinal bicycle lane and $1,495
stop lines
4m x 1.4m of green thermoplastic $1,175
skid-resistant surface
Green thermoplastic bike box 4 x 4.5 $3,475
m
Three white thermoplastic bicycle $975
chevron markings
Two 4’ x 10’ green thermoplastic $1,250
bicycle chevron markings
Epoxy for thermoplastic $125

Removal of existing lines $750

Installation costs $6,500

Tax and miscellaneous $3,249

TOTAL $24,944

Design specifications:
• This project includes a 30 m green thermoplastic bike lane terminating in a 4 m x 4.5 m
bike box framed by two stop lines.
• The bike lane and bike box include three white thermoplastic bike/ chevron symbols.
• Thermoplastic is chosen because it is likely to last longer (approximately 3 years) than
regular paint, especially when subjected to snow and salt.

Studies have shown that:

• A study done in Austin, Texas showed that bike boxes improve the safety of cyclists
and motorists. A higher percentage of cyclists approached the intersection in the
bicycle lane and stopped within the bike box ahead of stopped motorists, resulting in a
significant increase in the percentage of cyclists who left the intersection first (Loskorn,
Mills, Brady, Duthie, & Machemehl, 2013).
• In a study done in Michigan on signalised intersection improvements, it was found that
bike boxes reduced conflicts and improved mobility for cyclists while reducing crashes
for pedestrians (T.Y. Lin International, 2012).

Costing of Bicycle Infrastructure and Programs in Canada 27

Tips for best results:
• The study done in Texas points out that bike boxes work best when the majority of motorists
do not turn right during a red phase (Loskorn, Mills, Brady, Duthie, & Machemehl, 2013).
• The same study observed that bike boxes are utilised best when the volume of bicycle
traffic is high (Loskorn, Mills, Brady, Duthie, & Machemehl, 2013).
• The study also noted that cyclists used the box properly and motorists encroached on it
less frequently when the bike box is coloured (Loskorn, Mills, Brady, Duthie, & Machemehl,
2013).

Two-stage bicycle turning queue/ waiting area: Berri Street, Montreal, QC

A bollard-protected two-stage turning queue/waiting area was installed at the intersection of Berri and
Cherrier Streets, two heavily-used cycling routes in Montreal. The turning queue protects cyclists who
want to turn from one bike path to the other while they are waiting for the traffic lights to change in
their favour.

Figure 15: Berri/Cherrier two-stage turning queue/waiting area, Montreal, QC;

Credit: Google Maps

Figure 16: Berri/ Cherrier

intersection in 2011 before the
two-stage turning queue was
installed; Credit: Rouler A Velo

Size: Radius from sidewalk reaching approximately 7 m; approximately 16 m in diameter

along the sidewalk

Total cost: $ 2,035

Cost/bollard: $125 +$60 for installation

28
Design specifications:
• 11 bollards are arranged in a dome shape and spaced so that bicycles may enter the
protected area with ease.
• Installation costs are $60 per bollard for initial installation, which involves installing small
sleeves and screws to secure bollards, and $20 for subsequent replacement bollard
installations.

Studies have shown that:

• In a study done in Michigan on signalised intersection improvements, it was found that
a two-stage bike left turn reduced potential crashes for cyclists while improving their
mobility (T.Y. Lin International, 2012).

Tips for best results:

• A two-stage bicycle turning area is best used in situations where it is undesirable to move
to the left-turn lane or where multiple left-turn lanes exist (T.Y. Lin International, undated).

Bicycle inductive loop detector: 136th Street, Edmonton, AB

In 2016, the City of Edmonton outfitted the intersection

of 102nd Avenue and 136th Street with two north-
south bicycle detection loops in order to facilitate
bicycle passage through the intersection as part of
the 102nd Avenue shared-use path. The intersection
features a pedestrian signal as well as a blue bicycle
acknowledgement light with accompanying ‘Bike
detected’ sign.

Size: Loop is approximately the width of the

roadway lane x 2-4 m long; pedestrian
signal poles are 5 m high

Total cost: $ 106,063

Cost breakdown:

Two North/South bike detection loops $2,028

Cabinet/comptroller upgrade $25,350 Figure 17: Bicycle detection loop

specifications; Credit: City of Edmonton
Fixture upgrades, materials, construction $78,685
contractor overhead
TOTAL $106,063

Design specifications:
• An informational sign in advance of the intersection indicates to cyclists that they are
entering bike detection zone. The blue light illuminates once a bicycle is detected,
which then triggers the pedestrian/cyclist phase.

Costing of Bicycle Infrastructure and Programs in Canada 29

 Figure 18: Bicycle detection intersection illustration; Credit:
City of Edmonton Downtown Bike Network Education
Booklet

Studies have shown that:

• In a study done in Michigan on signalised intersection improvements, it was found that
bicycle signal detection reduced potential crashes for cyclists while improving their
mobility (T.Y. Lin International, 2012).

Tips for best results:

• A study done in the US noted that signal compliance is highest when there isn’t a high
volume of bike traffic (Monsere, Dill, McNeil, & Clifton, 2014).
• Conflicts can be further reduced if signal phasing is used to separate the movements of
turning motor vehicles and through bicycles (Monsere, Dill, McNeil, & Clifton, 2014).

30
 Bicycle signal head: Downtown Bike Network, Edmonton, AB

In 2017, the City of Edmonton installed bicycle

signal heads as a part of their Downtown
Bicycle Network. The signals are used mostly
without cyclist detection or actuation;
instead the signals follow fixed time periods.
Most of the signals were mounted on existing
poles.

Size: 56 cm x 122 cm including

backboard; actual signals
are 30 cm in diameter.

Total cost: Approx. $1,900

Figure 19: Bicycle signal head, Edmonton AB; Credit: City of

Edmonton
Design specifications:
• Dialight brand bicycle signal heads used.
• Signal heads were mounted onto existing signal poles and run concurrently with the
vehicular fixed time sequence rather than using actuation or detection systems, which
add to cost significantly.
• Bicycle signals were installed on yellow backboards to help differentiate them from other
traffic fixtures, which are on black backboards.

Studies have shown that:

• A survey (video and questionnaire) done in the US on ‘bicycle-specific signal
comprehension and compliance’ at different intersections in Austin, Chicago and San
Francisco showed that 77-93% of cyclists complied with the signal (Monsere, Dill, McNeil,
& Clifton, 2014).
• In a study done in Michigan on signalised intersection improvements, it was found that
bicycle signals reduced potential crashes for cyclists while improving their mobility (T.Y.
Lin International, 2012).
• A case study of a bicycle signal head installation in Davis, CA showed that for the two-
year period before installation at a busy intersection, there were 16 bicycle and motor
vehicle collisions. For the two-year period following the installation, there were no such
collisions (Pedestrian and Bicycle Information Center, 2006).

Tips for best results:

• Conflicts can be further reduced if signal phasing is used to separate the movements of
turning motor vehicles and through bicycles (Monsere, Dill, McNeil, & Clifton, 2014).
• Typical applications are at complex intersections that may otherwise be difficult for
bicyclists to navigate, at intersections with high numbers of bicycle and motor vehicle
crashes, and at intersections near schools (primary, secondary, and university) (NACTO,
undated).

Costing of Bicycle Infrastructure and Programs in Canada 31

TRAFFIC CALMING
TREATMENTS
Bike-through median: Pere Marquette Street, Quebec City, QC
In 2011, Quebec City installed a bike-through
median on Père-Marquette Street at the
intersection of Cardinal Bégin Avenue.
The bike-through median was part of a
large bicycle boulevard initiative for Père-
Marquette Street, which connects Quebec
City’s Parliament Hill and Laval University.
Size: Long medians: Approx. 12 m
long x 1 m wide
Short medians: Approx. 3 m
long x 1 m wide

Total cost: $ 158, 972

Cost breakdown:
Site organization and signage $5,424 Figure 20: Bike-through median on Père-Marquette Street,
Quebec City, QC; Credit: Google Maps
Pavement markings $1,085

water main and sewer work $18,713

Excavation and pavement founda- $11,255

tion
Granite and concrete curbs $10,940

Concrete sidewalks $7,984

Paving – bituminous asphalt $27,879

Paving – concrete $4,882

Plantings and topsoil $2,170

Bollards (x 6) $3,254

Street lighting – relocation of existing $10,848

light and addition of one new light
Miscellaneous $1,302

Contingencies (30%) $37,042

Taxes $16,196

TOTAL $ 158,972

32
Design specifications:
• A total of four planted medians run across Père Marquette Street, two longer ones
(approximately 12 m long by 1 m wide) on each end and two shorter ones (approximately
3 m long by 1 m wide) towards the middle of the roadway.
• A roughly 1.7 m space is left between the medians on each side to accommodate
pedestrian crossings, and an approximately 3.6 m space allows bicycle through traffic.
• Six bollards indicate the presence of the median and separate the bi-directional bicycle
traffic.

Additional measures not included in total cost:

• Twelve bicycle chevron pavement markings indicate the bicycle path through the
intersection.

Studies have shown that:

• A study done in Europe showed that streets that restricted movement of motor vehicles
using bollards and barriers reduced the volume and speed of motor vehicles while
serving as convenient passageways for cyclists (Pucher & Buehler, 2016).

Tips for best results:

• Area-wide strategies for traffic calming treatments have a greater effect on volumes of
active travel than isolated interventions. The latter is suitable where there is a need to fix
gaps in an existing network of traffic-calming strategies (National Collaborating Centre
for Healthy Public Policy, 2012).

Concrete curb extension: Cogswell Street, Halifax, NS

In 2017, Halifax built a concrete curb

extension on Cogswell Street where it
intersects with the Halifax Common multi-
use path. A new crosswalk signal was also
installed as part of the same project.

Size: North side curb extension: 18

m long, including tapered
sections. Widest section is 8 m
long x 2 m wide.

South side curb extension: 16

m long, including the tapered
sections. Widest section is 5 m
long x 2.4 m wide.

Total cost: $ 62,491

Figure 21: Concrete curb extension on Cogswell Street,
Halifax, NS; Credit: City of Halifax

Costing of Bicycle Infrastructure and Programs in Canada 33

Design specifications:
• 100 mm concrete used for curb extensions.
• Water drainage catch basin frames were replaced and covered with manholes.
• New RA-5 pedestrian crosswalk pushbutton and signalization installed.

Additional measures not included in total cost:

• Roadway resurfacing and pavement markings carried out in addition to the curb
extension and crosswalk signal.

Studies have shown that:

• A significant decrease in the 85th percentile speeds (the speed below which 85%
of motorists drive) was observed in a literature review that compared the impact of
concrete curb extensions/bulb-outs across American, Canadian, Dutch and Australian
cities (Huang & Cynecki, 2001).
• One study noted that a greater number of residents reported cycling more, and
letting their children play outside and cycle more after traffic calming treatments were
implemented (Morrison, Thomson, & Petticrew, 2004).

Tips for best results:

• Traffic calming treatments that promote greening of spaces reclaimed from motorised
traffic can help increase trips using active transportation (Victoria Transport Policy
Institute, 2017). Traffic calming treatments that succeeded in reducing air and noise
pollution caused by traffic could encourage active travel as a study showed that these
irritants deterred people from walking or cycling by making active travel less pleasant
(National Collaborating Centre for Healthy Public Policy, 2012).
• Pay special attention to the needs of cyclists who may feel less safe in the presence of
calming measures that result in road narrowing (e.g., chokers, curb extensions, etc.) or
horizontal deflection of vehicles (e.g., chicanes) (Gibbard, et al., 2004).
• While implementing traffic calming treatments, make sure the cycle lanes or tracks allow
cyclists to continue moving without forcing them closer to moving vehicles (National
Collaborating Centre for Healthy Public Policy, 2012).
• Area-wide strategies for traffic calming treatments have a greater effect on volumes of
active travel than isolated interventions. The latter is suitable where there is a need to fix
gaps in an existing network of traffic-calming strategies (National Collaborating Centre
for Healthy Public Policy, 2012).

34
 Concrete curb extension or chicane with planting:
Laurier Avenue, Montreal, QC

Montreal’s Plateau-Mont-Royal borough has

been steadily installing green curb extensions
and chicanes since at least 2010 to calm
traffic and green the built environment. Curb
extension costs can vary widely depending
on the size of the extension, the number of
curb extensions per intersection (up to 8, with
2 on each corner), and existing roadway and
drainage conditions. Estimates varied from
$250,000-800,000 per intersection without
the cost of plantings. The following costing
example is from Laurier East Street where it
intersects with Des Erables Street.

Size: Between 6.4 and 8 m in

length x 2.3 m in width
(measured from the edge of
existing sidewalk)

Total cost: $ 394,702

Cost breakdown: Figure 22: Laurier and Des Erables Curb Extension (under
construction), Montreal, QC; Credit: Julia Malmo-Laycock
Sidewalk and curb work, including $ 84,810
bollards and tactile paving plates
(see Figures 27 and 28 below)
Planter beds $ 9,677

Pavement repair and leveling $ 90,333

Public utilities work $ 88,095

Replacement of lead service lines $23,721

Traffic management during con- $ 8,244

struction
Miscellaneous $ 3,106

10% of before tax total for contin- $ 31,209

gency
TOTAL $ 394,702

Design specifications:
• Six planted curb extensions of varying lengths.
• Accessible curb ramps on each of four corners featuring tactile pads.
• One to two bollards per curb extension.
• Two to three tactile paving plates (right) ($395 per plate) and one to two reflective steel
bollards (left) ($275 per bollard) are two components of curb.
• Curb extensions are also built mid-street in Montreal in addition to at intersections. These
mid-street curb extensions are often referred to as chicanes. Costs for planted chicanes
are similar to those of planted curb extensions in Montreal.

Costing of Bicycle Infrastructure and Programs in Canada 35

Studies have shown that:
• A significant decrease in the 85th percentile speeds was observed in a literature survey
that compared the impact of concrete curb extensions/bulb-outs across American,
Canadian, Dutch and Australian cities (Huang & Cynecki, 2001).
• One study noted that a greater number of residents reported cycling more and letting
their children play outside and cycle more, after traffic calming treatments were
implemented (Morrison, Thomson, & Petticrew, 2004).
• A study on environmental determinants of walking and cycling showed that the
aesthetics of a location is one of the factors that determine the number of pedestrians
and cyclists who make use of it (Pikora, Giles-Corti, Bull, Jamrozik, & Donovan, 2003).
• Traffic calming treatments that promote greening of spaces reclaimed from motorised
traffic can help increase trips using active transportation (Victoria Transport Policy
Institute, 2017).
Tips for best results:
• Traffic calming treatments that succeeded in reducing air and noise pollution caused
by traffic could encourage active travel. A study shows that these irritants made active
transportation less pleasant and deterred people from walking or cycling (National
Collaborating Centre for Healthy Public Policy, 2012).
• While implementing traffic calming treatments, make sure the traffic calming measure
restricts motor vehicle access while providing space that allows cyclists to continue to
travel without forcing them closer to moving vehicles (National Collaborating Centre for
Healthy Public Policy, 2012).
• Area-wide strategies for traffic calming treatments have a greater effect on volumes of
active travel than isolated interventions. The latter is suitable where there is a need to
fix gaps in an existing network of traffic-calming strategies that already exists (National
Collaborating Centre for Healthy Public Policy, 2012).

Figure 23: Example of a planted curb extension, Figure 24: Bollard Figure 25: Tactile
Montreal QC; Credit: Julia Malmo-Laycock installed on a Montreal paving plates installed
curb extension; Credit: on a Montreal curb
Julia Malmo-Laycock extension; Credit: Julia
Malmo-Laycock

Figure 26: Example of a Chicane, Marie Anne and Laval

Streets, Montreal QC; Credit: Google Maps

36
 Speed hump: Withrow Avenue, Toronto, ON

In 2014, the City of Toronto installed two

speed humps along the width of the street
on Withrow Avenue from Carlaw Avenue to
Pape Avenue. Speed humps are currently
the principal traffic calming measured used
by the City.

Size: 6.4 m wide x 4.0 m long x 75

mm high

Total cost: $6,644

Cost/speed
hump: $3,322

Figure 27: Speed hump, Withrow Avenue, Toronto, ON;

Credit: Jiya Benni
Design specifications:
• Sinusoidal speed humps are 6.4 m wide, approximately the width of the roadway, and
4.0 m long, and reach a height of 75 mm.
• These specifications are for a one-way street and are used to achieve a desired maximum
speed of 30 km per hour.
• Materials include asphalt and two rows of DuraTherm pavement marking arrows placed
over pavement (five arrows in total, $260 per arrow).
• Speed humps are generally used with signage, including vehicular speed limit signs.

Studies have shown that:

• A summary of previous research done on the evaluation of speed humps across different
American cities showed that there was a significant decrease in the 85th percentile
speeds (Huang & Cynecki, 2001).

Tips for best results:

• Area-wide strategies for traffic calming treatments have a greater effect on volumes of
active travel than isolated interventions. The latter is suitable where there is a need to fix
gaps in an existing network of traffic-calming strategies (National Collaborating Centre
for Healthy Public Policy, 2012).

Costing of Bicycle Infrastructure and Programs in Canada 37

 Roundabout traffic island: 8th Avenue NE, Calgary, AB

In 2016, the City of Calgary built a 3.0 m

radius concrete roundabout island on 8th
Avenue NE where it intersects with 2nd Street
as a traffic calming measure. The island
is made of concrete and features simple
grass landscaping. Sidewalk and ramp work
was completed as a part of the project in
addition to the construction of the traffic
island.

Size: 3.0 m radius

Total cost: $103,819

Cost breakdown:

Construction of traffic island $ 96,475 Figure 28: Roundabout traffic island on 8th Avenue NE,
and sidewalk and curb work Calgary, AB; Credit: City of Calgary
Signage and pavement $7,344
markings
TOTAL $ 103,819

Design specifications:
• 3.0 m radius concrete roundabout including minor landscaping (grass and sod), four
directional arrows on two poles in the island.
• The project included road markings (four painted crosswalks) , some asphalt rehabilitation
and curb ramps and concrete sidewalk reconstruction in order to tie existing sidewalks
into new curb ramps and safely accommodate pedestrians.

Studies have shown that:

• A study on crash and injury reduction following the installation of roundabouts done in the
US concluded that roundabouts were successful in reducing traffic speeds compared to
conventional intersections with signal and stop sign control (Retting, Bhagwant, Garder,
& Lord, 2001).
• A similar study found out that installation of modern roundabouts in place of conventional
intersections was the most effective speed control intervention identified (Retting,
Ferguson, & McCartt, 2003).

Tips for best results:

• Roundabouts should be designed with careful consideration of the interactions between
cyclists and other traffic modes, as the safety of cyclists is highly dependent on their
design (Reynolds, Harris, Teschke, & Cripton, 2009).
• To ensure safety for bicyclists, a separated cycle track should be included in the design
of roundabouts (Reynolds, Harris, Teschke, & Cripton, 2009).

38
OFF-STREET FACILITIES
Concrete shared-use path: 102nd Avenue, Edmonton, AB

In 2016, the City of Edmonton built a shared-

use or multi-use path in place of an existing
sidewalk on 102nd Avenue from Connaught
Drive to 136th Street. Approximately 1200m2
of existing sidewalk was removed before
installing the new path. The 3 m wide concrete
path project included landscaping, painted
intersections, signage and signalization (one
new signalized intersection and retrofit of
two existing). The shared-use path is part of a
multi-stage crosstown bicycle route project.

Size: 785 m

Total cost: $ 960,386

Cost breakdown:
Figure 29: Concrete shared-use path on 102nd Avenue,
Removal of existing concrete $ 20,077 Edomonton, AB; Credit: City of Edmonton

New concrete $ 191,035

Gravel base $ 61,904

Geo-textile base $ 7,164

Landscaping $ 81,119

Paint marking at intersections $ 39,635

Signalization $ 548,566

Signage $ 10,887
Figure 30: Shared-use
TOTAL $ 960,386 path signage example;
Credit: City of Edmonton

Cost/metre: $ 1,223

Design specifications:

• 3 m wide shared-use path is made of a concrete surface with gravel base and non-
woven geo-textile separating soil from the gravel base.
• Landscaping included new sod and trees (approximately 13).
• Conflict paint was used at all 8 intersections.
• Approximately 180 signs of varying sizes were installed along the route, including signs

Costing of Bicycle Infrastructure and Programs in Canada 39

 indicating shared pathway, bike route, hidden driveways, among others.
• The project included one new signalized intersection and a retrofit of two existing
signalized intersections.

Additional infrastructure measures not included in total cost:

• Two 25 m2 concrete nodes, which are concrete slabs (averaging $3,500) featuring,
bicycle racks (cost unavailable), benches (averaging $2,000), and litter receptacles
(averaging $ 1,250).

Studies have shown that:

• In a study done in Canada, it was found that apart from (protected and unprotected)
bicycle lanes, paved shared-use paths saw the most bicycle traffic (Teschke, et al., 2012).
• A study in UK showed that traffic-free routes are vitally important if cycling and walking
are to be encouraged. It also demonstrated that it is not generally feasible to provide
wholly separate pedestrian and cycle routes; most routes will have to cater for both
types of user (Phil Jones Associates, 2011).

Tips for best results:

• Shared-use paths take into account the different kinds of users (pedestrians, cyclists,
people in wheelchairs) that will share the path and makes space for them, e.g., wider
paths in areas with high volume of pedestrians and cyclists, strategically located passing
areas where slow users can move aside to let the fast users pass (Phil Jones Associates,
2011).
• Shared-use paths could be made safer by ensuring the paths are free of obstacles like
bollards and ensuring the paths have better sight lines (Harris, et al., 2011).

Pre-fabricated multi-use bridge: Hickory Street, Ottawa, ON

The Hickory Street/Adeline Street multiuse

bridge was installed in 2015 to provide a
cyclist and pedestrian link between Hickory
and Adeline Streets, spanning the Trillium line
light-rail tracks. The pre-fabricated, 4 m wide
bridge was installed with a crane.

Size: Approx. 20 m

Total cost: $ 1.5 million (including

planning and design)

Cost/bridge: $ 1.5 million

Cost/metre: $ 76,885

Figure 31: Hickory Street Bridge, Ottawa, ON; Credit: City of

Ottawa

40
Design specifications:
• 4 m wide to accommodate
pedestrians and cyclists
traveling in both directions.
• The bridge deck is made of
pre-fabricated, fiberglass
reinforced plywood and
features steel railings and
hand rails.
• The installation included
abutments and a few metres
of asphalt pathway to
connect the bridge to existing
pathways.
Figure 32: Hickory Street Bridge abutments,
Ottawa, ON; Credit: City of Ottawa
Studies have shown that:
• A study in the UK showed that traffic-free routes are important to encourage both cycling
and walking. The study also showed that since it is generally not feasible to provide
wholly separate pedestrian and cycle routes, most routes will have to accommodate
both cyclists and pedestrians (Phil Jones Associates, 2011).
• In another UK study, a multi-use bridge in Cardiff was seen by the residents of the city
as a viable alternative to other cycle routes that were hostile, unsafe and less direct
(Sahlqvist, et al., 2015).

Tips for best results:

• Multi-use bridges work best when the barrier being crossed is below the natural surface
level (e.g., sunken rail tracks, rivers, gorges etc.) (Renfro, 2007).
• Multi-use bridges should be located on logical walking and bicycling routes, and be
easy to access from the surrounding network (Renfro, 2007).
• It is important to provide access choices such as access ramps, bicycle stairway
channels, provisions for mobility-impaired users, etc (Renfro, 2007).
• Multi-use bridges should be wide enough and well-lit, as shown by the bridge in Cardiff
(Sahlqvist, et al., 2015).

Costing of Bicycle Infrastructure and Programs in Canada 41

 Built in place multi-use bridge: Adawe Crossing, Ottawa, ON

The multi-use Adàwe Crossing, built in

2015, was designed to connect Ottawa’s
downtown core and the Sandy Hill and
University of Ottawa neighbourhoods across
the Rideau river, addressing a missing link in
both pedestrian and cycling networks. As
such, it is a key feature of one of Ottawa’s
Crosstown Bikeway Routes.

Size: 400 m

Total cost: $ 9.4 million (including

planning and design)

Cost/bridge: $ 9.4 million

Cost/metre: $ 23,578
Figure 33: Adàwe Crossing Bridge, Ottawa, ON; Credit: City
of Ottawa
Design specifications:
• The 120 m long bridge is 4 m wide, wide enough to accommodate pedestrians and
cyclists traveling in both directions.
• The bridge rests on two concrete mid-river piers and consists of a concrete deck, stainless
steel railings, and lighting.
• The bridge and multi-use path feature a painted line down the middle.
• Public art was commissioned and installed on the bridge to celebrate the historic river
crossing site.
• Paved multi-use pathways were installed leading up to the bridge (approximately 280
m total).

Studies have shown that:

• A study in the UK showed that traffic-free routes are important to encourage both cycling
and walking. The study also showed that since it is generally not feasible to provide
wholly separate pedestrian and cycle routes, most routes will have to accommodate
both cyclists and pedestrians (Phil Jones Associates, 2011).
• In another UK study, a multi-use bridge in Cardiff was seen by the residents of the city
as a viable alternative to other cycle routes that were hostile, unsafe and less direct
(Sahlqvist, et al., 2015).

Tips for best results:

• Multi-use bridges work best when the barrier being crossed is below the natural surface
level (e.g., sunken rail tracks, rivers, gorges etc.) (Renfro, 2007).
• Multi-use bridges should be located on logical walking and bicycling routes, and be
easy to access from the surrounding network (Renfro, 2007).
• It is important to provide access choices such as access ramps, bike stairway channels,
provisions for mobility-impaired users, etc (Renfro, 2007).
• Multi-use bridges should be wide enough and well-lit, as shown by the bridge in Cardiff
(Sahlqvist, et al., 2015).

42
ACCESSORY & SUPPORT
FEATURES
Signage: Boundary Avenue, Nanaimo, BC

Signage is an important feature of bicycle infrastructure projects and networks.

The City of Nanaimo follows signage guidelines set by the Transportation
Association of Canada’s Bikeway Traffic Control Guidelines for Canada.

Size: 600 mm X 750 mm

Total cost
and cost/
sign: $ 350

Design specifications:
• As per the Transportation Association of Canada’s Bikeway Figure 34: Signage
Example - Reserved
Traffic Control Guidelines for Canada, dedicated/ reserved
Bike Lane Regulatory
bike path signs are installed at a minimum of one sign between Sign; Credit: TAC
each intersection, with subsequent signs installed at 200 m Bikeway Traffic Control
intervals. Guidelines for Canada
Second Edition (2012)

Studies have shown that:

• A study carried out to investigate the effect of ‘good design of bicycle infrastructure’
on cycling in six European cities found that clear signage was an important factor in
encouraging more people to cycle (Hull & O’Holleran, 2014).
• A significant component of town-wide cycling initiatives in England that led to increased
cycling in these towns was the installation of various signs along 814 km of the cycle
network (Goodman A. , Panter, Sharp, & Ogilvie, 2013).

Tips for best results:

• Signage works best when it is clear, shows destinations, and destination distances (Hull
& O’Holleran, 2014).

Costing of Bicycle Infrastructure and Programs in Canada 43

 Bicycle parking - single post and hoop, and multiple hoop:
Clark Srteet, Montreal, QC

In 2016, Montreal’s Plateau Mont-Royal borough

purchased 300 stainless steel post and hoop bike
racks and 90 stainless steel three-hoop bike racks.
In general, the single post and hoop racks are
installed on sidewalks, while their multiple hoop
counterparts are installed in-street. Both types of
racks must be removed during winter for snow
clearing purposes, and thus require a yearly
maintenance budget.

Size: • Approx. 65 cm high x 250 cm

long three-hoop rack
• Approx. 110 cm high x 30 cm
wide single post and hoop

Total cost: • $ 62,640 for 90 three-hoop racks

• $ 76,662 for 300 single post and Figure 35: Single post and hoop bicycle rack,
hoops Montreal, QC; Credit: Julia Malmo-Laycock

Cost/bike • $696/ three-hoop rack

rack: • $256/ single post and hoop

Cost/
parking
place: • $116 three-hoop rack
• $128 single post and hoop

Design specifications:
• The single post and hoop bike racks
accommodate up to two bikes.
• The three-hoop bike racks
accommodate up to six bikes. They
are modular in nature, meaning
that they can be installed in groups
of two or three depending on the
need and space. Figure 36: Two three-hoop bicycle racks, Montreal,
• The three-hoop bike racks QC; Credit: Julia Malmo-Laycock
sometimes feature plastic bollards
to mark off the parking space,
which cost approximately $125
each.

Studies have shown that:

• Better bicycle parking leads to increased levels of cycling. Improved bicycle parking at
railway stations and bus stops have resulted in more bike-and-ride trips (Brook Lyndhurst,
2016).
• In Holland, evidence suggests that improved bicycle parking in workplaces and at
regional bus stops has led to a modest modal shift from the car to the bicycle (Brook

44
 Lyndhurst, 2016).
• The study in Holland shows that standard cycle parking is more popular among users
than bicycle lockers (Brook Lyndhurst, 2016).

Tips for best results:

• Bicycle parking facilities must be easy to use and conveniently located (Smith Lea &
Behan, 2010).

Bicycle shelter: Charlottetown Farmer’s Market, Charlottetwon, PEI

In 2016 the City of Charlottetown funded the

installation of a bicycle parking shelter at
the Charlottetown Farmer’s market through
a community sustainability micro-grant. The
shelter consists of a wooden structure with a
planted, ‘living roof’ and a cast-iron bicycle
rack.

Size: Approx. 3 m long X 2 m wide

X 3 m high

Total cost: $ 350

Figure 37: Bicycle parking shelter, Charlottetown, PEI;

Credit: City of Charlottetown
Design specifications:
• The wooden shelter’s living roof component was achieved using a pond liner, growing
media, and plantings.
• The shelter and cast-iron bike rack sit atop a gravel base.

Studies have shown that:

• A study on bicycle parking showed that good parking facilities can reduce the risk of
theft and protect bicycles from weather elements, boosting the numbers of cyclists
(Guit, 1993).
• Better bicycle parking leads to increased levels of cycling. Improved bicycle parking at
railway stations and bus stops have resulted in more bike-and-ride trips (Brook Lyndhurst,
2016).
• In Holland, evidence suggests that improved bicycle parking in workplaces and at
regional bus stops has led to a modest modal shift from the car to the bicycle (Brook
Lyndhurst, 2016).

Tips for best results:

• Bicycle parking facilities must be easy to use and conveniently located (Smith Lea &
Behan, 2010).

Costing of Bicycle Infrastructure and Programs in Canada 45

 Modular bicycle lockers: Bayview Subway Station, Toronto, ON

The City of Toronto has installed modular

bicycle lockers at over 21 locations, and
continues to expand its bicycle locker
program. Six of these double-doored
modular lockers capable of storing up to 12
bikes are located at the Bayview Subway
Station in Toronto.

Size: Each locker measures 128 cm

high x 107 cm wide x 197 cm
long

Total cost: $ 22,952 for six lockers

Cost/locker: $ 3,825

Cost/
Figure 38: Modular bicycle lockers at Bayview Subway
storage
Station, Toronto, ON; Credit: Jiya Benni
space: $ 1,913

Design specifications:
• Each locker is divided into two angular compartments with room for one bike accessed
by an individual door.
• Users receive a key that unlocks an individual door.

Studies have shown that:

• Better bicycle parking can support increased cycling (Brook Lyndhurst, 2016). A study
on bicycle parking showed that good parking facilities can reduce the risk of theft and
protect bikes from weather elements, boosting the numbers of cyclists (Guit, 1993).
• Improved bike parking at railway stations and bus stops have resulted in more bike-and-
ride trips (Brook Lyndhurst, 2016).
• In Holland, evidence suggests that improved bicycle parking in workplaces and at
regional bus stops relates to a modest modal shift from the car to the bicycle (Brook
Lyndhurst, 2016).

Tips for best results:

• Bicycle parking facilities must be easy to use and conveniently located (Smith Lea &
Behan, 2010).

46
 Secure indoor bicycle parking room: Union Station South, Toronto, ON

In 2010, a secure indoor bicycle parking

station was installed inside Toronto’s Union
Station. Union Station is a hub for a variety
of bus and rail services including GO Transit,
Via Rail, Amtrak and Ontario Northland, as
well as The Toronto Transit Commission (TTC).
The station features a total of 114 bicycle
parking places.

Size: Approximately 100 m2 + 40 m2

of floor space

Total cost: $ 670,951

Cost/ $ 5,886
parking
rack: Figure 39: Indoor bicycle parking room at Union Station
South, Toronto, ON; Credit: Toronto Star
Price/metre: $ 4,793

Design specifications:
• The facility features 114 bicycle racks, a washroom and change room and tools and
pumps meant for minor repairs.
• Saris brand galvanized steel, two-tiered stacking racks used.
• The indoor facility is monitored by 24-hour video surveillance, and can be accessed 24/7
by paying members with a key fob. Non-members can access the station when staff are
onsite.

Studies have shown that:

• Better bicycle parking leads to increased levels of cycling (Brook Lyndhurst, 2016). A
study on bicycle parking showed that good parking facilities can reduce the risk of theft
and protect bikes from weather elements, boosting the numbers of cyclists (Guit, 1993).
• Improved bike parking at railway stations and bus stops have resulted in more bike-and-
ride trips (Brook Lyndhurst, 2016).
• In Holland, evidence suggests that improved bicycle parking in workplaces and at
regional bus stops has led to a modest modal shift from the car to the bicycle (Brook
Lyndhurst, 2016).

Tips for best results:

• Bicycle parking facilities must be easy to use and conveniently located (Smith Lea &
Behan, 2010).

Costing of Bicycle Infrastructure and Programs in Canada 47

 Bicycle bus rack: Charlottetown, PEI

In 2016, the City of Charlottetown outfitted

eleven of its buses with stainless-steel bicycle
racks.

Size: 76.2 cm x 139.7 cm

Total cost: $12,727 for 11 racks

Cost/rack: $ 1,157

Design specifications:
• Stainless steel racks that
accommodate up to two
bicycles.

Figure 40: Bicycle bus rack, Charlottetown, PEI; Credit: City

of Charlottetown
Studies have shown that:
• A study in Florida on a bikes-on-bus (BOB) program that includes bicycle bus racks showed
the program attracted new patrons, encouraged the use of transit and expanded the
transit service area (National Center for Transit Research , 2005).

Tips for best results:

• Survey the users to understand their needs and increase rack capacity as per demand
(National Center for Transit Research , 2005).
• Install more bicycle parking infrastructure at bus stations so that users can choose to
park their bicycles at the bus station if the racks have reached their limits (National
Center for Transit Research , 2005).
• The usage of this service was found to be dependent on weather according to one
study. More people used the service on warmer and drier days than cold, rainy or snowy
days (Flamm, 2013).

48
 Bicycle fix-it station: Joe Ghiz Park, Charlottetown, PEI

In 2016, the City of Charlottetown installed a

bicycle fix-it station along the Confederation
Trail multi-use path in Joe Ghiz Park. The fix-it
station, the first of its kind in Charlottetown,
is outfitted with repair tools and a tire pump.
The station includes a stand so users can hoist
up their bikes to facilitate making repairs.

Size: 21.6 cm x 126 cm x 40.6 cm

Total cost: $ 2,992 ($200 of which was for

installation)

Design specifications:
• Stand is made of steel tubing.
Tools are hung from stainless
steel cables. Figure 41: Bicycle fix-it station, Charlottetown, PEI; Credit:
• Tools include: Phillips & City of Charlottetown
standard screwdrivers, steel
core tire levers, headset/
pedal wrench, 8/10 and 9/11
mm cone wrenches, Torx T-25,
and a Hex key set.

Studies have shown that:

• Many reports on making universities bicycle-friendly suggest installing bicycle fix-it stations
as a quick and low-cost method of promoting active transportation (Environmental
Studies 50, 2014) (Cornish, et al., 2013) (MacDonald, 2016).
• A report on best practices in bicycle transport in Europe mentions self-service repair
stations as being a welcome convenience for cyclists whose most frequently cited
barrier to cycling is repairing their flat tires (Meggs, Pashkevich, & Rupi, 2012).

Tips for best results:

• Locate bicycle fix-it stations in high traffic areas (Cornish, et al., 2013).

Costing of Bicycle Infrastructure and Programs in Canada 49

 Bicycle stairway channel: La Chapelle staircase, Quebec City, QC

In 2017, Quebec City built a bike stairway

channel on the La Chapelle staircase in
order to facilitate cyclist use of the staircase.
The structure was then installed on the
wooden staircase.

Size: 26 m

Total cost: $ 4,996

Cost/metre: $192

Design specifications:
• Two galvanized steel pipes
soldered to a galvanized
steel base, leaving 10 cm for Figure 42: Stairway Channel, Quebec City, QC; Credit: Ville
bicycle wheels. Installed on de Québec
wooden stairs.
• The stairway channel was
designed specifically for this
staircase as opposed to a
pre-cast alternative.

Studies have shown that:

• A study done by the Bay Area Rapid Transit (BART) on stairway channels installed in one
of their stations reported that about 40% of cyclists entering the station and 43% exiting
the station use it to carry their bicycles while at another station 45% of users reported it to
be the most convenient way to transport their bicycles between levels (Eisen | Letunic,
2012).

Tips for best results:

• Stairway channels should be accompanied by wayfinding signage to improve bicycle
accessibility (Eisen | Letunic, 2012).
• Signage should ensure cyclists keep to their right while going up or down the stairs (Eisen
| Letunic, 2012).

50
 3 COSTS OF CYCLING
PROGRAMS
Costing of Bicycle Infrastructure and Programs in Canada 51
INTRODUCTION
The purpose of this section is to identify a suite research examined the management,
of programmatic cycling interventions that have governance, and programming activities
the potential to increase cycling. The goal is to of community bike hubs in both Canada
provide stakeholders with an effective tool on and the US. The report is based on
how they may increase active transportation in interviews with staff from eight different
their communities. community bike hubs during fall 2016. The
interviews incorporated a semi-structured/
The overall potential and effectiveness of the open-ended format with each interview
cycling programs included in this section are lasting 20-40 minutes in length.
inherently dependent on a variety of factors (i.e.,
labour, rent costs, etc.) that vary across regions • TCAT’s prior knowledge about cycling
in Canada. Thus, evaluating each to determine programs offered in Canada and the U.S.,
which are the most cost-effective will require and internet research to fill in gaps
additional research and the development of a
suitable evaluation framework, and is therefore This list includes a few examples of representative
beyond the scope of this report. case studies across Canada from both large
and small cities. When selecting examples, we
attempted to include those cycling projects/
initiatives that exhibit an established legacy in
METHODOLOGY their community, have shown innovation in both
their solutions/partnerships, and/or have been in
operation for several years.
Research Process The third and final step was to research the costs
associated with cycling programs in Canada,
The first step was to draft a list of cycling programs
the majority of which is developed and delivered
and initiatives that have been shown to increase
by non-profit organizations. 12 organizations
cycling most effectively. A preliminary list was
were contacted and invited to participate in a
created, incorporating the findings and cycling
phone interview. Of these, nine organizations in
initiatives recently identified by Savan, Cohlmeyer,
six different cities provided costing information
and Ledsham (2017). For that paper the authors
for 11 cycling programs. For each program type,
conducted a literature review and synthesis of
a vignette is provided that describes the measure
international case study research that examines
(including a photo), the actual costs and any
practical/community-based cycling programs
information about the impact of the project.
that have demonstrated success in encouraging
Where actual costs were not available, an effort
cycling adoption.
has been made to list out the line items.
The second step was to develop a more
Similar to the sections on different types of
comprehensive list of cycling programs using the
infrastructure, the 11 different cycling programs
list developed by Savan et al (2017) as a base.
showcased here are backed by any available
A total of 11 cycling programs were grouped
academic evidence about how successful they
into the following categories: training programs,
are. Additional tips on how the programs work
repair and maintenance, events, and support
best was also researched. Both these were done
and programs.
through internet research.
The cycling programs identified in this paper
were further complemented by incorporating
the following additional data sources: Cost Information
• Community Bike Centres Report (Heffernan
& Ledsham, 2017) - This unpublished This sections focuses on the capital costs and

52
operating costs. Capital costs include those costs
associated with buying material and equipment
for the program whereas operating costs include
costs associated with staff time represented in
FTEs (full-time equivalents). Where organizations
were not able to provide capital costs, line items
have been provided to help the reader estimate
the cost of a typical project.

In some cases, the capital and operating costs

are not exclusive to the program. For instance,
the operating costs of the PEDAL program, a
Bike to Work program, is built into the overall
maintenance costs of the building and office
it is part of. Another example is the Bike Host
program where the program borrows bicycles
from their partners or other programs within the
organization. In such cases, the reader has to
note that these costs will affect the total cost of
the program. The total costs don’t include the
rent of the space either as it is not a capital cost
or an operating cost.

Costing of Bicycle Infrastructure and Programs in Canada 53

TRAINING PROGRAMS
Cycling Skills Training for Youth:
Learn2Ride, HUB Cycling, Metro Vancouver, BC

HUB Cycling’s Learn2Ride course, delivered

in two sessions for grade 4 and 5 students, was
started in 2012 to provide an urban cycling
course for youth. Multiple evaluation and
revision processes over the years resulted in a
refined course format in 2019. The Learn2Ride
course is provided in public schools in
numerous Metro Vancouver municipalities
and is funded almost exclusively by municipal
engineering departments in support of their
active transportation goals.

Figure 43: Learn2Ride, HUB Cycling, Metro Vancouver, BC;

Credit: HUB Cycling
Program specifications:
• Program is delivered for grade 4 and grade 5 students over two days.
• Day 1 consists of a 45-minute session where the students are introduced to cycling and
helmet safety. Day 2 consists of an 80- to 90-minute session where the students learn
cycling skills.
• Students typically bring their own bikes when participating in the course but a fleet of
bicycles is available for back-up in case they are needed.
• The office space is rented and not included in the cost break-up below.

Size: 112 youth in total. Each Learn2Ride course is designed to instruct four classes of approximately
28 students each.

Total cost: Capital costs:

• A fleet of 18 bicycles with a range of adaptive bikes for kids with disabilities.
• Instructional materials (eg: street traffic mock-up).
• Evaluation materials (eg: surveys).

Operating costs: The two-day course requires 27 total instructor hours and 6.5 coordinator
hours. Line items include:

54
 STAFF TIME

Overall coordination of the course including communications, scheduling and follow-up.

Overall management of the course.

Book-keeping

Evaluating the course and making reports

Instruction of the course

Transportation of instructors, bikes and other materials to and from the schools

Staff-training and orientation

Maintaining the website

Marketing the course

Maintenance of the bicycles

INSURANCE & BENEFITS

Mandatory Employment Related Costs like Employment Insurance, Canada Pension Plan

Staff benefits package.

RENTAL

Office space

Van to transport bicycles

Storage unit for storing bicycles

Studies have shown that:

• A study that assessed a group of 1,974 children, half of whom had completed a cycle
training course at age 10, found that trained children performed significantly better than
untrained children in the practical and knowledge tests (Savill , Bryan-Brown, & Harland,
1996).
• A study from Belgium that studied short-term effects of practical cycle training in five
primary schools found that cycle training had a statistically significant effect (with an
effect size of 1.30) on children’s cycling skills (Ducheyne, De Bourdeaudhuij, Lenoir,
& Cardon, 2013). Effect size is a name given to a family of indices that measure the
magnitude of a treatment effect.

Tips for best results:

• Training courses are more effective when they have an on-road element (Savill , Bryan-
Brown, & Harland, 1996).
• Training courses that contain more than one stage which are completed at different
ages have been found to be effective (Savill , Bryan-Brown, & Harland, 1996).
• If different organizations are delivering the same program, then there should be a
system of internal quality assurance to monitor and improve the quality of training being
delivered (National Foundation for Educational Research, 2015).

Costing of Bicycle Infrastructure and Programs in Canada 55

 Cycling Skills Training for Adults:
Intro to Urban Cycling Course, Halifax Cycling Coalition, Halifax, NS

The Halifax Cycling Coalition offers two

versions of this course – one that is open to
everyone and one that is open to women,
trans, and non-binary individuals who want
to learn in a safer space. The workshop
empowers people to ride bicycles and
practice cycling skills in a place that might not
otherwise have been accessible. This course
teaches people practical knowledge and
skills for riding a bike in the city. The course is
sponsored by the local bicycle shop Halifax
Cycles and they teach most of the courses.

Program specifications:
• Space used is rent-free.
• Participants bring their own Figure 44: Intro to Urban Cycling Course, Halifax Cycling
bikes to learn on. Coalition, Halifax, NS; Credit: Halifax Cycling Coalition

Size: No more than eight participants generally.

Total cost: Capital costs: n/a

Operating costs: 1 FTE

Studies have shown that:

• In Columbia, a bicycle proficiency education programme that trained 300 people
resulted in 75% of participants using their bicycles more often and 35% of car trips being
replaced by cycle trips after six weeks (Brook Lyndhurst, 2016).
• 96.8% of the participants in the AustCycle training programme indicated they intended
to keep cycling (Brook Lyndhurst, 2016).
• In England, the Cycling Demonstration Towns programme used methods like town-wide
media campaigns, cycle repair and cycle training services amongst others. There was
an increase in the proportions of residents who reported cycling for at least 30 minutes
once per month or 12 or more times per month (Yang, Sahlqvist, McMinn, Griffin, &
Ogilvie, 2010).
• In a review of 12 different studies on cycling skills training, it was found that there was an
associated increase in bicycling frequency in 10 of them. One of the studies noted that
the gender gap in bicycling was reduced post-intervention (Sersli, DeVries, Gislason,
Scott, & Winters, 2018).

Tips for best results:

• The potential of cycling skills training in increasing ridership may be related to having both
a supportive infrastructural and social environment. These include physical infrastructure,
landuse policies that promote and support cycling as well as aspects such as “bicycle
culture” or attitudes towards cycling (Sersli, DeVries, Gislason, Scott, & Winters, 2018).
• A longitudinal study of 28 bicycle skills training courses in Vancouver did not find long-

56
 term changes in bicycling or confidence relative to a comparison group. The study
concluded that teaching skills and knowledge alone are not enough to increase
cycling. Other forms of support (infrastructure, social context) are also needed (Sersli,
Scott, & Winters, 2019).
• Cycling training workshops should be targeted. Having such a workshop for parents
could help differentiate perceptions from reality around distance and safety and help
mitigate barriers for children (Savan, Cohlmeyer, & Lesham, 2017).
• Group training rides with a focus on creating a supportive fun cycling culture can also
help reduce fear (Savan, Cohlmeyer, & Lesham, 2017).
• Supervised road rides can also help provide the on-road training experience that traffic-
free settings like playgrounds cannot (Sersli, DeVries, Gislason, Scott, & Winters, 2018).

Costing of Bicycle Infrastructure and Programs in Canada 57

REPAIR &
MAINTENANCE
DIY Bike Repair: Open Shop, B!KE: The Peterborough Community Cycling Hub,
Peterborough, ON

Open Shop is B!KE’s year round drop-in

workshop with five repair stations. Each
station consists of a bicycle repair stand and
a set of tools. Additional tools are accessible
on master tool boards. They also have two
truing stands.
Program specifications:
• In 2018, the program was
delivered for 40 hours a week.
• Use of the space is included in
hub’s membership fees.

Size: 3007 participants (in 2018)

Total cost: Capital costs: $7,000 for bike

repair tools and stands. Figure 45: Open Shop, B!KE, Peterborough, ON; Credit: B!KE:
The Peterborough Community Cycling Hub
Operating costs:
• 2 FTEs (year round).
• 1 FTE (for 6 months).
• The space is rented at
$2,000 per month.

Studies have shown that:

• One study found that DIY Bike Repair spaces, sometimes referred to as “Bike Kitchens”,
provide economic, environmental and social benefits over and above access to bike
repair, especially for newcomers (Hult & Bradley, 2017).
• The Bike Kitchen at STPLN, a multipurpose space in Malmo, Sweden, is very well used.
People come here to recycle old bikes and repair their own bikes instead of buying a
new one or getting it repaired by someone else (Hult & Bradley, 2017).
Tips for best results:
• DIY Bike Repair programs need the financial and political support of local governments
to sustain them in the long run (Hult & Bradley, 2017).
• In order to be more than temporary initiatives and to be a stable and influential part of
a community, there need to be clear rules and regulations as to how citizens can be
involved. (Hult & Bradley, 2017).
• DIY Bike Repair programs work best when they are part of a larger programming space
where there is a diversity of uses and functions (Hult & Bradley, 2017).

58
 Bicycle Maintenance Workshops: Home Mechanic Workshop Series, B!KE: The
Peterborough Community Cycling Hub, Peterborough, ON

The Home Mechanic Workshop Series

is a six-part workshop series conducted
by B!KE where participants deepen their
understanding of bike mechanics to
prepare them for repairing their own bike
home at home. The workshop series teaches
how to identify the function, potential
problems, and basic maintenance needed
for each system of the bicycle. Workshops
include an introduction to the topic, a short
demonstration, and hands-on learning.

Program specifications:

• The workshops are conducted

with the same resources
(space, tools, staff) as the DIY
Figure 46: Home Mechanic Workshop Series, B!KE,
Bike Repair program. Peterborough, ON; Credit: B!KE: The Peterborough
• The series consist of six two- Community Cycling Hub
hour workshops.
• The space has five repair
stations – each with a set of
tools and a repair stand.

Size: Eight participants per session.

Total cost: Capital costs: $7,000 for five sets of bike repair tools and bike repair stands

Operating costs:
• 18 instructor hours
• Four coordinator hours.
• The space is rented at $2,000 per month

Studies have shown that:

• In England, the Cycling Demonstration Towns programme, which included cycle repair
and cycle training services amongst others, resulted in an increase in the proportions
of residents who reported cycling for at least 30 minutes once per month or 12 or more
times per month (Yang, Sahlqvist, McMinn, Griffin, & Ogilvie, 2010).

Tips for best results:

• Studies show that these interventions work best when they are part of a multifaceted
package rather than a stand-alone activity. Hence it is important that these measures
are part of a larger programme (Savan, Cohlmeyer, & Lesham, 2017).

Costing of Bicycle Infrastructure and Programs in Canada 59

EVENTS
Group Rides: Go Bike Montreal Festival, Montreal QC

Go Bike Montreal is a week-long festival

organized by Velo Quebec, coinciding
with Bike to Work week, consisting of three
very large and popular group rides: the
Metropolitan Challenge, Tour la Nuit, and
Tour de l’lle de Montreal.

Program specifications:
• As a non-profit, road closures,
use of parks and security
officers are free of charge for
Velo Quebec.
• Volunteers are recruited
through agreements with high
schools which require students
to complete mandatory
community work. This helps in Figure 47: Tour de l’ile, Go Bike Montreal Festival, Montreal,
volunteer retention. QC; Credit: Maxime Juneau
• Through a special
arrangement with BIXI Montreal (the bicycle share system in Montreal) participants in
the rides are able to borrow BIXI bikes at a lower rate.
• Bikes and helmets are not provided for the rides.

Size: • Metropolitan Challenge: 3,500 participants

• Tour la Nuit: 15,000 – 18,000 participants
• Tour de l’lle: 25,000 participants

Total cost: $2,000,000 (in 2018)

Capital costs:
• Materials and equipment: $460,000

Operating costs:
• Rent, insurance and other administration: $100,000
• Staff: 32-34 FTE

Studies have shown that:

• Community-based physical activity interventions led to an increase in activity levels
among those who are least active (Brook Lyndhurst, 2016).
• In an intervention carried out in a suburban region of Toronto, group celebrations and
rides reinforced cycling and provided visible role models and social interactions (Savan,
Cohlmeyer, & Lesham, 2017).
• Studies have shown that Cycle to Work Day programs have positive impacts on walking
and cycling well beyond the day of the event. Cycle to Work in UK attracted a high
proportion of participants who did no regular cycling beforehand and was estimated
to have generated between £448,000 - 485,000 of physical benefits over 10 years (Brook
Lyndhurst, 2016).

60
 • In San Francisco, in 2008, it was found that bicycle counts went up 100% on Cycle to
Work Day compared to regular days and remained 25.4% higher several weeks later. In
the same year, the Seattle Cycle to Work Day reported 2,474 new cyclists (up from 845 in
2004) while the Portland Cycle to Work Day saw 2,869 new cyclists (up from 433 in 2002)
(Brook Lyndhurst, 2016).
• In Sydney, Australia, a community based social marketing programme involving
information provision, cycle training, free bike hire, and a Ride to Work Day campaign
resulted in increased use of cycle paths with a greater increase in the intervention area
(Yang, Sahlqvist, McMinn, Griffin, & Ogilvie, 2010).

Tips for best results:

• Group activities should be strategic. Women-only group rides, especially those that
integrate shopping and child pick-up and drop-off en route, help increase female
cycling (Savan, Cohlmeyer, & Lesham, 2017).
• Identifying local cycle facilities and specifying the distance to be cycled can improve
social networks and peer support for cycling (Savan, Cohlmeyer, & Lesham, 2017).
• Studies show that cycling events work best when they are part of a multifaceted
package than a stand-alone intervention. Hence it is important that these measures are
part of a larger programme (Savan, Cohlmeyer, & Lesham, 2017).
• In Cycle to Work programs, results improve when the participants already own their
cycles (Brook Lyndhurst, 2016).

Open Streets: Open Streets TO, Toronto, ON

Open Streets TO (OSTO) is a free and

accessible recreation and social inclusion
program that opens streets to people by
closing them to cars in Toronto. OSTO was
founded as a non-profit organization in
2014.The first program took place in 2014
and since then, it has held 10 program
dates. Open Streets programs, also known
as Ciclovias, are held in hundreds of cities
around the world. The inspiration for Open
Streets TO came from the example of world
class programs in Guadalajara, Mexico and
Bogota, Colombia as well as the advocacy
of City Councillor Kristyn Wong-Tam, and
internationally recognized open streets
experts, 8 80 Cities. Open Streets TO takes
place on two of Toronto’s most iconic streets,
Figure 48: Open Streets TO, Toronto, ON; Credit: 8 80 Cities
Yonge and Bloor, and has a route length of
between 5-10 kilometres, depending on the
year.

Program specifications:
• Policing and barricades make up more than one third of the total budget.
• Open Streets TO secures the street permit and encourages businesses on the route to
activate their storefronts in whatever way they want. Businesses do this on a voluntary
basis.
Costing of Bicycle Infrastructure and Programs in Canada 61
Size: • Route length: 5 – 10 km.
• Participants: 300,000

Total cost: $150,000

Studies have shown that:

• CicLAvia, a non-profit group in Los Angeles, conducts a car-free open streets program
four times a year. A study analyzing the level of physical activity in the April 2014 edition
of the program estimated that if it wasn’t for the event, 45% of the participants would
not have been physically active. It also estimated that there were between 34,000 –
51,000 cyclists and between 2,800 – 3,750 pedestrians (Cohen, et al., 2016).
• In a study to evaluate the Open Streets initiative in San Diego, CicloSDias, it was found
that respondents who were Latino, non-white, younger or with a lower income were
likely to be inactive if it weren’t for the event. The study found that 85% of attendees
bicycled and 15% walked and that the event made it possible for almost all respondents
to meet the 30 minute a day physical activity guideline (Engelberg, Carlson, Black, Ryan,
& Sallis, 2014).

Tips for best results:

• A study on Ciclovias in Bogota suggested that Ciclovias could be more successful in
walking-friendly places or compact neighbourhoods (Cervero, Sarmiento, Jacoby,
Gomez, & Neiman, 2009).
• The same study suggested having 1,000 metres or more of Ciclovia lanes within one’s
neighbourhood increased the chances of using Ciclovia at least once a month relative
to having no Ciclovia lanes. The configuration, connectivity and density of streets also
had some influence on Ciclovia usage (Cervero, Sarmiento, Jacoby, Gomez, & Neiman,
2009).
• The study on the Open Streets initiative in San Diego noted that for the program to
have an impact on public health, it would have to be a regular event and attract more
people to be physically active (Engelberg, Carlson, Black, Ryan, & Sallis, 2014).
• The San Diego study recommends specifically recruiting diverse and disadvantaged
by reaching out to community organizations, ethnic-specific media, senior centres
and retirement communities for better participation. Selecting routes through diverse
neighbourhoods and commercial areas, and engaging with them will ensure health
equity and build support of businesses respectively (Engelberg, Carlson, Black, Ryan, &
Sallis, 2014).

62
SUPPORTS &
PROGRAMS
Active and Safe Routes to School: Bike to School Project, Toronto, ON

The Bike to School Project is a collaborative

project between CultureLink Settlement and
Community Services and Cycle Toronto, in
partnership with the Toronto Cycling Think
and Do Tank at the University of Toronto and
the Toronto District School Board. From 2016-
2019, with funding from the Ontario Trillium
Foundation, the Bike to School project in
Toronto had three streams: 1) Delivering
cycling education programs in elementary
and high schools, 2) a comprehensive cycling
program in secondary schools that provided
schools with equipment, special events, and
support for bike clubs, and 3) coordination of
Bike to School Week, an annual campaign
coinciding with Bike Month. First celebrated
in 2015 with schools registered in the Greater
Figure 49: Bike to School Project, Toronto, ON; Credit:
Toronto and Hamilton Area, in 2018 Bike to
Shadab Shahrokh Hai
School Week expanded to schools across
Ontario.

Program specifications:
• The Cycling Education Programs and Comprehensive Cycling Program”
• The program was carried out in partnership with Toronto District School Board (TDSB)
• Schools that received free cycling education programs were selected by TDSB staff.
TDSB contributed to the cost of these programs and also funded release time for
teachers to attend two day-long workshops.
• Bike to School Week:
• Campaign tools include a web-based registration and reporting system, marketing
materials and some centralized incentives.
• A working committee of staff from school boards, public health units, municipal
transportation departments, and non-governmental organizations promotes the
campaign to schools in their respective areas.
• The campaign was funded by Metrolinx, the regional transportation authority of
the Greater Toronto and Hamilton Area. Sponsorship by the Ontario Active School
Travel Fund enabled expansion of the program across Ontario in 2018. MEC and the
National Cycling Institute Milton sponsored prizes in 2018.

Costing of Bicycle Infrastructure and Programs in Canada 63

Size: • Cycling Education Programs: 37,000 students over three years in 70-80 schools per year.
• Comprehensive Cycling Program: 6,000 students in 13 secondary schools, and 90
teachers over three years. Six schools started extracurricular bike clubs which involved
over 230 students.
• Bike to School Week: Over 96,000 students are reported to have participated over a
three-year time period.

Total cost: $900,000 (2016 – 2019)

Capital costs
• 100 bicycles
• safety equipment and accessories

Operating costs
• 1 FTE for supervision and program development
• 1 FTE staff lead for comprehensive cycling program
• 10-12 part-time Cycling Educators annually and services of external evaluators.

Studies have shown that:

• A Safe Routes to Schools programme in Dublin resulted in an increase of 2.4% of
schoolchildren (aged 5-12) cycling to school in 2011 (Brook Lyndhurst, 2016).
• The UK charity’s Sustrans’ ‘Tackling the School Run’ saw an increase in the number of
students walking and cycling to school (Brook Lyndhurst, 2016).
• Through the Sustainable Travel Towns initiative in UK, towns like Darlington, Peterborough
and Worcester saw an increase in active transportation (Brook Lyndhurst, 2016).
• A study that assessed changes in rates of active school travel after the implementation
of the State Safe Routes to School program in four cities in the US showed that there was
an increase in cycling from 2.5% to 3.0% (Stewart, Moudon, & Claybrooke, 2014).
• In Eugene, Oregon, an analysis of 14 schools revealed that the Safe Routes to School
program was associated with an increase in cycling to school (McDonald, Yang, Abbott,
& Bullock, 2013).
• One-time events like Walk to School Day can increase the number of students who walk
or bicycle to school even weeks after the day of the event (Buckley , Lowry, Brown, &
Barton, 2013).
• Walk to School Day events often turn into regularly occurring walking and bicycling
programs, which over time can get significantly more students walking and bicycling to
school (Buckley , Lowry, Brown, & Barton, 2013) (McDonald, et al., 2014).

Tips for best results:

• A UK study noted that the success of a Bike to School program will depend on the
degree of interest and commitment from the school (Brook Lyndhurst, 2016).
• Success is more likely when the aim of the program is clear: i.e., whether to increase
active travel to school or to instill active habits for later in life (Brook Lyndhurst, 2016).
• An analysis in Eugene, Oregon showed that when education was combined with Safe
Routes to School interventions, there was an increase in walking and cycling of 5-20
percentage points (McDonald, Yang, Abbott, & Bullock, 2013).

64
 Bike to Work Programs: PEDAL program, Toronto, ON

The PEDAL program at Menkes Developments

in Toronto was started in 2015 with the aim of
removing barriers for building occupants in
commuting to work by bicycle. Promoting
cycling is a priority for Menkes Developments
from not only the perspective of sustainability
but also from a mental and physical health
perspective for employees. All of their sites
have secure storage for bikes while their
downtown sites also have onsite shower
rooms and change rooms. 1 York Street,
one of their sites, also has a bike repair stand
and tools where Velofix, a mobile bike shop,
comes to repair bikes on site every two
weeks.

Figure 50: PEDAL program at Menkes Developments,

Toronto, ON; Credit: Jon Douglas
Program specifications:
• Office buildings contain secure storage for bicycles, shower rooms, change rooms,
bicycle repair stands and tools.
• Menkes partners with Velofix, a mobile bicycle shop, to conduct bicycle repairs on site.
• Menkes commissions Cycle Toronto to conduct awareness programs in the buildings.
• Those who join the PEDAL program are provided with a $50 Uber ride credit for
emergencies.

Size: 1 York Street has:

• 300 secure parking spots with card access and 200 semi-secure spots.
• 18 shower rooms (nine for men and nine for women).

Total cost: The total cost for the program was not available but some of the major costs involved are
provided below. The costs are from 2015.

Capital costs include cost of parking with items such as:

Bike lock bars $75-80 per piece + installation fees

Benches $250 per piece

Lockers $300 for four lockers

Vertical racks $150 + installation for one bike

Operating costs is built into the overall maintenance costs and as such was not available.

Studies have shown that:

• In a survey done by Cycle to Work Alliance in the UK to assess the efficacy of various
cycle to work programs, 66% of respondents reported that they cycled more since
they joined the program and 9% didn’t cycle at all previously (Institute for Employment
Studies, 2016).

Costing of Bicycle Infrastructure and Programs in Canada 65

 • A study done in Scotland on the impact and benefits of Cycle to Work programs
introduced by the UK government noted that 96% of their respondents started cycling
weekly as a result of the program while 84% started cycling to work at least twice a
week. 53% of the users in the survey sample did not cycle regularly beforehand (Clarke,
Shires and Laird, (2014).
• The Scottish study also found that around half of their respondents used their bikes for
non-commuting trip purposes such as shopping, personal business, accessing leisure
activities and visiting friends and family (Clarke, Shires and Laird, (2014).
• Cycle to Work in the UK attracted a high proportion of participants who did no regular
cycling beforehand and was estimated to have generated between £ 448,000 - 485,000
of physical benefits over 10 years (Brook Lyndhurst, 2016). It also had a positive impact
on physical fitness, absenteeism and decongestion (Clarke, Shires and Laird, (2014).

Tips for best results:

• When combined with infrastructure improvements, Cycle to Work programs can play
an important role in a comprehensive and cost-effective strategy to increase cycling
(Institute for Employment Studies, 2016).

Cycling Mentorship Programs: Bike Host, Toronto, ON

CultureLink Settlement and Community

Services first offered their “Bike Host” cycling
mentorship program to their newcomer
clients in 2011. The purpose of the program is
to help newcomers to Canada get familiar
with their new home in a healthy, sustainable
and enjoyable manner. Volunteer cycling
mentors are matched with newcomer
clients who are also loaned a bicycle for the
season if they do not have one themselves.
Together, they explore the city.

Program specifications:
• The program is supported
by staff from CultureLink’s
Community Connections Figure 51: Bike Host Project, Toronto, ON; Credit: Yvonne
Verlinden
program, which is funded by
Immigration, Refugees and
Citizenship Canada.
• Bicycles are shared with
CultureLink’s Bike to School
Project or other program
partners.
• Volunteers are not
compensated.
• The ratio of newcomers to
mentors has been about 3:1.

66
Size: 70 – 100 newcomer clients since 2011.

Total cost: Capital costs: $40,000 per year

Operating costs: Approximately 1.5 FTE for 6 months.

Studies have shown that:

• The PedalWise cycling mentorship program implemented in a suburban region west of
Toronto saw an increase in cycling among program participants despite the low density
urban form and lack of cycling infrastructure. While their motor vehicle trips declined
from 54% to 42% by the time the program ended, their cycling trips increased from 5% to
25% (Savan, Cohlmeyer, & Lesham, 2017).

Tips for best results:

• Mentorship programs should be strategically designed and targeted. In the PedalWise
mentorship program, participants were required to make a public pledge, set personal
goals and sign a card to keep in their wallets as a commitment to cycling. They were
encouraged to record their weekly trips to ensure they remained on track with their
goals (Savan, Cohlmeyer, & Lesham, 2017).
• Mentors selected should be experienced community cyclists (Savan, Cohlmeyer, &
Lesham, 2017).

Community Bike Hubs: Scarborough Cycles, Toronto, ON

Scarborough Cycles is a collaborative

project with partners from different sectors
like health, research, advocacy and other
community-based services. The project used
a four-step process to incubate suburban
cycling – 1) Find the neighbourhood, 2)
Identify local barriers, 3) Remove barriers and
start cycling, and 4) Keep Cycling. In 2016,
the project launched two community bike
hubs in Scarborough, a suburban district of
Toronto. The information below is for a single
year of programming (2017) at one of the
two community bike hubs.

Figure 52: Scarborough Cycles, Toronto, ON, Credit: Access

Alliance and Multicultural Services
Program specifications:
• The bike hub offers access to bicycles and tools, as well as cycling programs such as
bike repair, bike maintenance workshops, earn-your-bike programs and group rides.
• Space is provided by Alliance Multicultural Health and Community Services, the local
host partner.

Costing of Bicycle Infrastructure and Programs in Canada 67

Size: • Bike Repair: 643 visits.
• Bike Maintenance Workshops and/or Education: 10 participants.
• Earn Your Bike: 10 participants.
• Group rides: 406 participants across different group rides.

Total cost: Capital Costs:

Storage shed with padlocks $1,075 - $1,612

16 bicycles $7,523 - $10,748

Bicycles - yearly maintenance $215 - $537

Helmets, locks and lights for 16 bicycles $2,687 - $3,762

Bicycle repair stands and tools $322 - $537

Consumables $54 - $161

Used bicycles and parts By donation

Health and safety equipment $269 - $376

Collapsible canopy with branding $1,075 - $1,612

Outdoor signs $215 - $430

Operating Costs:
• Daily operations: 1 FTE
• Community Animators: 0.25 FTE

Studies have shown that:

• Between 2016 and 2019, the Scarborough Cycles project repaired over 2,000 bicycles,
led over 1,000 people on rides, provided training in cycling skills and bike maintenance
at 13 workshops, and logged over 2,500 volunteer hours (Ledsham & Verlinden, 2019).
• Studies show that community hubs encourage civic involvement. The ‘face to face’
environment supports the group’s commitment to their action and can encourage
behaviour change initiatives (Savan, Cohlmeyer, & Lesham, 2017).

Tips for best results:

• Initiatives such as community hubs can see higher local-level involvement when they
are accessible, fun and inclusive (Savan, Cohlmeyer, & Lesham, 2017).

68
 Bicycle Share: SoBi Hamilton, Hamilton, ON

SoBi is a bicycle sharing system in Hamilton,

Ontario. It was started by City of Hamilton
in collaboration with SoBi Hamilton in 2015
with funding from Metrolinx, the regional
transportation agency for the Greater
Toronto and Hamilton Area. The bicycles
can be reserved using an app or from a hub
station. The login info can be entered on the
bike itself thereby making it possible to leave
your bicycle anywhere after use (for a fee).
SoBi Hamilton is unique in the fact that it is
a collaborative project between provincial,
municipal and non-profit companies.

Program specifications:
• The City of Hamilton owns the
bikes while SoBi takes care of
the day to day operations.

Size: 750 bikes

10 kiosks Figure 53: A SoBi kiosk in Hamilton, ON; Credit: Neal
1200 parking spaces Jennings

Total cost: Capital cost: $1.6 million

Operating cost: 14 FTEs

Studies have shown that:

• In London, UK, the bikeshare program has added 68-80 million minutes of active travel
per year. 48% of the program members did not cycle in Central London prior to the
initiative. 6% of users had switched from car to cycling, while 19% have bought their
own bicycles and 9% have increased the amount they cycle on their own bicycles. On
average, 60% of bikeshare trips replaced sedentary modes of travel (Brook Lyndhurst,
2016).
• In Montreal, the bikeshare program resulted in 21% of users replacing walking trips and
10% replacing car trips with cycling trips (Brook Lyndhurst, 2016).
• A study showed that between March 2007 and August 2009, cycle trips in Barcelona had
increased by 30% (with more than two-thirds of trips for commuting to work or school)
due to a bicycle sharing program (Brook Lyndhurst, 2016).

Tips for best results:

• The success of bicycle share programs is dependent on having good bicycle
infrastructure (Brook Lyndhurst, 2016). One study found that more people start trips from
bikeshare stations located near bike lanes and that ridership increased with the number
of nearby lanes (Buck & Buehler, 2011). NACTO’s study on bikeshare systems across the
US found that implementing a large scale bike share system combined with good bike
infrastructure increases cycling and is associated with large decreases in the risk of injury
or death while cycling (National Association of City Transportation Officials, 2016).
• A study on performance of bicycle sharing systems worldwide found that station density
increased the performance by 16% per station per square kilometre. The recommended
density of stations is 10-16 stations (Medard de Chardon, Caruso, & Thomas, 2017).

Costing of Bicycle Infrastructure and Programs in Canada 69

 • A study done for Washington DC’s bicycle sharing program, Capital Bikeshare,
recommended that addressing four major financial, cultural and structural barriers such
as ‘lack of convenient and reliable accessibility to bikeshare stations’, ‘fear of safety’,
‘difficult-to-afford memberships’ and ‘a perceived lack of diversity in the ages and
ethnitices of users’ can result in increasing the ridership even in high crime and high
poverty areas. The study recommends intra-agency and inter-agency partnerships as
well as partnerships with local institutions to achieve this (Cohen A. , 2016).
• A study on performance of bicycle sharing systems worldwide found out that cities with
mandatory helmet legislation had very low performance in terms of trips per day per
bicycle (Medard de Chardon, Caruso, & Thomas, 2017). A report by NACTO suggests
eliminating mandatory adult helmet laws to increase ridership (National Association of
City Transportation Officials, 2016).
• Hybrid funding from different sources (e.g., the local government, the local transportation
authority and the locally situated state university as shown by the NGO-led bicycle share
system in Ann Arbor, Michigan) is the recommended approach for NGO-led bicycle
share systems (A2B Bikeshare, 2014).

70
CONCLUSION

This research has sought to fill a gap in existing additional research and the development of a
information on the costing of bicycle infrastructure suitable evaluation framework, and is therefore
projects and cycling program interventions in beyond the scope of this report.
Canada. Rough costing estimates were compiled
on 29 bicycle infrastructure measures and 11
cycling programs. The infrastructure measures
were grouped into the following five categories:
on-street facilities, intersection treatments, traffic
calming measures, off-street facilities, and
accessory and support features while the cycling
programs were grouped into four categories:
training programs, repair and maintenance,
events, and supports and programs.

More detailed costing estimates for some of the

infrastructure types can be calculated with the
help of engineering guides. For example, average
unit prices for concrete, paving, curbs, pavement
markings, plantings, traffic signal signalization
and pre-fabricated bridges may be obtained
from the RS Means Building Construction Costs
reference handbook, which is updated annually
(Plotner, 2017). These average unit prices can
then be modified using the handbook’s city cost
indexes, which cover 72 Canadian cities.

The overall potential and effectiveness of the

cycling programs included in this report are
inherently dependent on a variety of factors (i.e.,
labour, rent costs, etc.) that vary across regions
in Canada. Thus, evaluating each to determine
which are the most cost-effective will require

Costing of Bicycle Infrastructure and Programs in Canada 71

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Paper_A_Guide_to_the_Different_Bikeshare_Business_Models_and_Funding_Process

2. Brook Lyndhurst. (2016). Investing in Cycling & Walking: Rapid Evidence Assessment: A report for
the Department for Transport. London: Department for Transport.

3. Buck, D., & Buehler, R. (2011). Bike Lanes and Other Determinants of Capital Bikeshare Trips.
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