Sia Spanoudakis’s parents have encountered significant challenges in navigating their neighborhood since the installation of a protected bike path directly in front of their home in the Parc-Extension area of Montreal last year, a move that has altered their daily routines.
To accommodate the new bike lanes on Querbes and Ball avenues, the city removed a staggering 250 parking spots, a decision that included relocating her father’s designated disability parking spot to a cross street, which has compounded their mobility issues.
At 92 years old, Spanoudakis’s father, Emmanuel Spanoudakis, faces age-related challenges, while her mother struggles with both mobility and cognitive difficulties, making their daily activities increasingly complex.
Whenever her father needs to drop off groceries or assist his wife in entering their home, Sia Spanoudakis explained that he is forced to stop illegally on the bike path while searching for parking afterward, a situation that is not only inconvenient but also potentially hazardous.
The winter months present even more obstacles; the snow clearance on the bike path makes it virtually impossible for her father to halt his vehicle even briefly to help his wife or offload groceries.
“My parents are afraid to leave the house,” Spanoudakis expressed, highlighting the emotional toll this situation has imposed, particularly during winter when the obstacles become even more pronounced. “It’s caused a sense of isolation because, although they technically have a handicap parking spot on a nearby cross street, people often occupy it out of sheer desperation.”
The implementation of the new bike lanes sparked considerable controversy last year, illustrating the ongoing tensions between some residents and municipal authorities as the city expands protected bicycle lanes throughout neighborhoods beyond central Montreal.
At the height of the dispute, frictions led to incidents where thumbtacks were thrown onto the bike lanes in Parc-Extension, prompting police intervention to oversee opposing demonstrations outside the borough offices as residents voiced their grievances.
Growth took off after Bixi
According to Vélo-Quebec president Jean-François Rheault, the topic of cycling, along with the development of dedicated bike paths, has historically been a divisive issue in Montreal.
The inaugural phase of the city’s expansive bike network dates back to the 1980s, initially aimed at connecting various parks throughout the region.
However, the landscape of cycling in Montreal shifted dramatically in 2009 with the launch of Bixi, the city’s bike-sharing program, igniting a rapid expansion of the bike path network.
With Bixi’s arrival, Rheault noted a surge in the number of cycling routes, which predominantly included painted bike lanes and shared roadways, commonly referred to as “sharrows,” where cyclists are permitted to share the street with vehicular traffic.
The bicycle-sharing service Bixi has been operating in Montreal for over 16 years now, boasting a fleet of more than 11,000 bicycles scattered across nearly 1,000 stations throughout the city. (Jean-Claude Taliana/Radio-Canada)
“It was relatively easy to do. You put some paint on the ground and it was helping cyclists to have some space,” Rheault added, acknowledging that while these measures provided cyclists with more visibility, they did not necessarily offer the safety or sense of security required to encourage a significant shift in transportation modalities.
By the conclusion of former mayor Gérald Tremblay’s administration in 2012, the city’s cycling network had expanded to encompass approximately 630 kilometres.
Under Denis Coderre’s leadership, an additional 220 kilometres were integrated into the network, further emphasizing the commitment to expanding cycling infrastructure.
Rheault reflected on the public imagery associated with these administrations, recalling how when Gérald Tremblay introduced Bixi, many caricatures depicted him biking, a trend that continued during Denis Coderre’s tenure as well.
Montreal’s Réseau express vélo (REV) represents a network of bicycle lanes that are strategically separated from car traffic and demarcated with distinctive blue lane paint, showcasing the city’s push toward prioritizing cycling as a viable mode of transportation. (Paul Chiasson/The Canadian Press)
Despite critics claiming that bike paths have inundated Montreal since Projet Montréal took charge, Mayor Valérie Plante’s administration has nonetheless added another 220 kilometres since 2017, bringing the total cycling network to an impressive 1,065 kilometres.
The enhancements made under the current administration have focused on better infrastructure. Rheault highlighted that these additions commonly feature higher-quality, protected lanes situated along busier thoroughfares, substantially enhancing the cycling experience and safety.
The St-Denis Street segment of the Réseau express vélo (REV) in Plateau-Mont-Royal serves as a prime example of this approach, demonstrating the commitment to cyclist safety while ensuring easier maintenance throughout the year. However, this progress has not been without its share of dissent.
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Montreal Mayor Valérie Plante is often credited with spearheading the city’s transition towards a bike-friendly environment. However, the groundwork for major cycling infrastructure initiatives was laid long before her administration, inevitably leading to tensions and conflicts across various communities.
“We need to remove a lane or remove a lane of parking,” explained Marianne Giguère, the executive committee member responsible for active transportation, acknowledging the complexities involved in implementing such changes. “It’s a lot harder to do. It’s harder to explain. It’s harder to implement.”
The city faced considerable backlash from businesses during the construction phase; nevertheless, Giguère noted that many business owners have since recognized and embraced the positive changes brought on by the REV along St-Denis. She suggested that some resistance is an unavoidable aspect of the transition process.
Rheault emphasizes the urgency of the next challenge ahead for the city: expediting large-scale projects to mitigate the impact on businesses and ensure the smooth operation of urban life.
Numerous recent cycling initiatives, like the newly established bike path on Terrebonne Street in Notre-Dame-de-Grâce (NDG) and plans for a protected bike path on Henri-Bourassa Boulevard in the Saint-Laurent borough, have surfaced alongside community opposition.
“There isn’t an everybody wins scenario,” said Dónal Gill, a political science professor at Concordia University, explaining the inherent struggle as various groups navigate the conflicting interests associated with bike lanes. “There’s gains and losses, and so the car crowd, for want of a better term, always felt that bike lanes were deliberately punitive towards them.”
Nonetheless, Giguère believes that the city has learned critical lessons from the experiences on St-Denis and now prioritizes more extensive consultations with residents and businesses before introducing new protected lanes.
Seeking input from residents
In the Mercier–Hochelaga–Maisonneuve borough, Ensemble Montréal Councillor Alba Zuniga Ramos noted that several tenants with mobility impairments encountered difficulties accessing Handi-Transit for an extended period due to the design of the bike lane constructed directly in front of their building.
While the issue was ultimately resolved, transportation critics from the municipal Opposition underscored that it could have been avoided had officials engaged more with local citizens prior to making such infrastructural changes.
“There’s a lot of work that has to be done when it comes to improving the cohabitation between cyclists and car owners and different people who use our streets,” Zuniga Ramos stressed, highlighting the need for improved communication between city planners and residents.
In Parc-Extension, many residents depend on their vehicles for commuting to work and managing family responsibilities, making the changes particularly impactful for their daily lives.
While the city organized an informational session regarding the modifications, Spanoudakis described the experience as feeling like an imposition rather than a genuine consultation, leaving many residents frustrated.
“They missed the opportunity for citizens to have their input,” Spanoudakis lamented. “Why did you choose this street versus another? What other options did you consider? What was the thinking process behind it?”
In light of her concerns, Spanoudakis aided in organizing a fundraiser that successfully gathered enough funds to hire legal representation; the group, now known as the Coalition for Democracy Montreal, is currently pursuing legal action against the city.
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Spanoudakis noted that the momentum surrounding these issues has expanded beyond their immediate neighborhood, inciting similar sentiments of discontent in Ahuntsic-Cartierville and NDG, where residents have voiced grievances regarding what they perceive as inadequate consultation on protected bike lane installations.
Moreover, she expressed frustration over the perceived lack of transparency regarding the actual usage of these newly constructed paths.
According to spokesperson Rachel Vanier from Villeray–Saint-Michel–Parc-Extension, the borough did not establish a minimum ridership requirement for Ball Avenue, and they currently lack cyclist counters in place. However, she mentioned that counters were installed on the Querbes Avenue path, which recorded cyclist traffic from 7 a.m. to 7 p.m. between May and August at Jarry and St-Roch streets.
Approximately 550 to 730 bicycles were counted on average each day, with peak usage around dinner time reaching as high as 120 bikes in just one hour, Vanier elaborated in an email.
‘When you build it, they will come’
Despite the persistent tensions among various user groups, the city’s cycling network is often viewed as a model by cyclists in Toronto, as emphasized by Albert Koehl, co-ordinator of the Toronto Community Bikeways Coalition.
By the conclusion of 2027, Projet Montréal aims to further augment their network by adding 200 additional kilometers of separated cycling lanes.
This ambitious commitment stands in stark contrast with Ontario, where legislation is being considered that would compel municipalities to seek provincial approval before installing bike lanes. Premier Doug Ford has also committed to removing existing bike lanes.
“It’s a real paradise compared to Toronto in terms of cycling infrastructure,” Koehl stated, confidently remarking that Montreal’s advancements have shifted the comparison from Copenhagen or Amsterdam to their own city.
Rheault attributes one of Montreal’s advantages over cities like Toronto to the presence of a strong cycling culture that permeates the region.
Vélo-Quebec’s Jean-François Rheault expressed that Montreal’s existing cycling culture fosters greater acceptance for major bike infrastructure projects among its residents. (CBC)
“Even if we compare ourselves to Vancouver, our ratio of men to women cycling in Montreal is much closer to 50/50,” noted Rheault. “We see all types of riders, including those commuting to work or school, individuals dressed in business attire, and recreational cyclists.”
Giguère emphasized that the overarching goal of the city is to provide its citizens with more transportation choices.
“You don’t evaluate the need to build a bridge by looking at how many people are trying to swim across the rapids,” Giguère articulated, reinforcing the idea that investment in infrastructure is essential. “When you build it, they will come.”
Other cities looking to enhance their own cycling infrastructure. The phrase “if you build it, they will come” rings true for many proponents of cycling in urban environments. With increasing awareness of the environmental impact of car travel and a push for healthier lifestyles, the demand for dedicated cycling paths continues to grow.
As more areas become bike-friendly, it not only encourages those who previously relied on cars to transition to cycling but also promotes a cultural shift where biking becomes a standard mode of transport. Research supports that cities with extensive bicycle infrastructure experience higher levels of cycling activity, indicating that investment in bike pathways does lead to increased ridership.
Furthermore, the positive externalities of a robust cycling network extend beyond just transportation. They include reduced traffic congestion, improved air quality, and enhanced public health. Cities like Amsterdam and Copenhagen are often touted as success stories, demonstrating the long-term benefits of prioritizing bike infrastructure alongside public transportation systems, rather than viewing cycling as a standalone solution.
Montreal’s ongoing expansion of its cycling network aims to replicate some of these successes while learning from the challenges portrayed by residents like Spanoudakis. To mitigate opposition, city planners are being encouraged to foster more comprehensive consultations with community members prior to implementing new bike lanes. Encouraging citizen participation in the decision-making process can help balance the needs of cyclists and motorists, ultimately leading to infrastructure that serves a greater number of residents, regardless of their mode of transportation.
Looking forward, it’s clear that flexibility, responsiveness, and ongoing dialogue will be crucial in navigating the complex landscape of urban transportation. As the city continues to grow and evolve, finding ways to integrate cycling into the fabric of daily life while respecting the needs of all residents will be vital for creating a safe, sustainable, and inclusive urban environment.
