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Environment
Learn more about the environmental benefits of cycling and its impact on the built environment, in both urban and rural settings.
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3
Biking Infrastructures in Quebec
All around the world, biking infrastructures are key to improve bike usage, whether it is as an activity or a means of transportation. Safe, comfortable and adapted to all types of cyclists, they are behind biking’s rising popularity.
Build It and They Will Come
Since the 1970’s and the coming of the first bike paths in Quebec, the network has grown significantly, inviting more and more Quebecers to get on their bike. Quebec does not escape the current general trend in terms of modal shift towards biking. The more biking infrastructures are built, the more people use them. Easy access to safe infrastructures is amongst the key factors to get more people to use biking as a means of transportation.
* Interpolated value from 2010 an 2020 data
Sources: (Graph) Aggregated data from the États du vélo from 1995 to 2020 by Vélo Québec - (Bubble) Poirier, A. and Thiériault, J. (2021). État de la pratique du vélo au Québec en 2020
A Variety of Infrastructures
Solely accessible to cyclists, shared with pedestrians or motorized vehicles, different types of biking infrastructures are on Quebec’s roads
In Quebec, in 2020, there were 3,900 kmof physically separated bike lanes.
In Quebec, in 2020, there were 1,600 kmof visually separated bike lanes (painted on the ground).
In Quebec, in 2020, there were 2,200 kmof shared roadways.
In Quebec, in 2020, there were 2,900 kmof paved shoulders.
Data source: Vélo Québec (2021). L'état du vélo au Québec en 2020
Credits:
- (Bike paths, Shared roadways) © Anne Williams
- (Bike lanes) © Sandra Larochelle
- (Paved shoulders) © Magalie Dagenais
Which Biking Infrastructures is Preferred by Quebec’s Cyclists?
Like many other cyclists in the world, Quebecers prefer to ride on comfortable infrastructures where they feel safe and have fewer interaction with motorized vehicles. Off-street bike paths, multi-use paths (shared with pedestrians) and physically separated path are the most popular.
Grab left and right to see full graph. Click on each symbol to see data.
Sources: Aggregated data from the États du vélo from 1995 to 2020 by Vélo Québec, gathered in Poirier, A. and Thiériault, J. (2021). État de la pratique du vélo au Québec en 2020 and Vélo Québec (1997). L'état du vélo au Québec en 1995 et 1996
Comfortable and safe, the two main attributes of an inviting infrastructure
Infrastructures that Improve Everybody’s Safety!
To make our streets safer, developing active transportation is a great solution. As more and more people bike (or walk), the number of vehicles on our roads decreases, and so do the risks of collision. Moreover, collisions between active transportation users are usually without consequences. And with more people on bikes, drivers become more used to their presence and are more careful.
Finally, the simple presence of biking infrastructures, especially separated ones, tends to slow down motorized traffic, increasing the safety of all road users.
Different Issues for Different Types of Infrastructures
Across Quebec, a variety of biking infrastructures exists, depending on the type of roads and streets they are built on, as well as the speed and volume of vehicle traffic. Varying in safety and comfort, these different facilities each come with their own specific challenges.
Because a number of cyclists will ride on the left side of the path, this type of infrastructure has safety issues at intersections and when they cross driveway entrances. They are mainly appreciated when off-street or in sectors with a low density of intersections. However, they remain perceived as less safe compared to unidirectional bike paths on both sides of the street.
Simply painted on the ground, bike lanes are easy to implement, but are not adapted to all types of cyclists. Because there is no physical separation preventing vehicles from encroaching on a bike lane, it is less safe than a bike path, especially for less experienced cyclists.
An important issue with this type of infrastructure can be the presence of parking along the lane. This configuration amplifies the risks of collision with vehicles entering or leaving a parking spot, but also of dooring and dangerous passing. This type of infrastructure is therefore not recommended on streets with a high turnover rate. Furthermore, a wide-enough buffer zone between parked cars and the lane must be included.
Less safe and adapted to inexperienced cyclists, shared roadways and bicycle boulevards are implemented on streets with low speed and traffic levels. They are usually accompanied by traffic calming measures (curb extensions, refuge islands, speed tables, raised intersections, etc.) to optimize comfort and safety.
Often found in suburban and rural contexts, shared infrastructures between cyclists and pedestrians, also called multi-use paths, can accommodate inexperienced cyclists. Although conflicts between active transportation users are usually rare and do not result in serious injuries, a high number of users can cause discomfort for both pedestrians and cyclists. When it is the case, it is recommended to build distinct infrastructures.
Building Infrastructures for Everyone
To make sure everyone can bike no matter their age, abilities or experience, it is key to have an adequate biking network. Therefore, infrastructures separated from motorized vehicles (physically separated, off-street, or multi-use bike paths) are necessary to allow people less comfortable with the idea of riding amongst street traffic to bike. Also, the width of these infrastructures must consider oversized bikes to accommodate cargo and adapted bikes (ex.: recumbent bikes).
Sources: (Cities) Online database of the CapaCITY/É project - (Canada) Statistics Canada (2025). Canadian Cycling Network Database
