What do we think of suburban multi-use paths?

I want to touch on suburban multi use paths (MUP’s). The reason is, in Toronto and many other cities, the politics of bike infrastructure tends to have “us against them” mentalities regarding the city and suburbs. The generalization is, “people only cycle recreationally in the suburbs, but people cycle to do daily life activities in the city”. With that, you would think there’s more an appetite for cycling infrastructure in the city, and in Toronto, that’s definitely the case (Old Toronto vs Etobicoke, North York, and Scarborough).

Having said that, while there’s definitely more of a bike infrastructure appetite in inner Toronto vs the 905, I’ve noticed in many 905 communities have a good amount of MUP’s on arterial roads and by new developments. These MUP’s tend to connect to ravine and park trails, but, I’d imagine can be useful to do daily errands in many scenarios.

Here’s a few examples:

Taunton Road in Whitby: https://maps.app.goo.gl/p1JD9wSrcFjfwrSX9 .

Markham Road in Markham: https://maps.app.goo.gl/2N47sYUhe3GDsyzT6 .

Brock Road in North Pickering: https://maps.app.goo.gl/xkzc3wJypvR9woNd6 (this one does seem to have a dedicated sidewalk. The MUP connects this plaza with the homes a several metres north)

Simcoe Street in North Oshawa: https://maps.app.goo.gl/XtayqTXG9ERXi9sV . This one, while passible, seems less ideal given both sides are multi-use trails with no dedicated sidewalk. Also, this particular neighbourhood, Windfields, actually looks quite walkable for a car dependent far out suburb, hence, there may likely be more walking here than the other examples.

In all these examples, the MUPs do connect to residential areas nearby.

MUP’s are bigger than sidewalks, so, in theory, they make everyone happy, but, fast cyclist and pedestrians together can be an annoyance for both parties. That being said, with how spread out most suburban development is, a cyclist would probably deal with much less pedestrians, making these MUP’s fairly ideal. They seem to be more common in the 905 than outer 416 Toronto, presumably due to the development period difference between both (with a lot of newer developments, you have the Places to Grow Provincial Plan promoting best practice urban policies, plus, as a whole, the new urbanist era).

Just based on what I have seen, am I the only one that thinks the 905 arguably has better bike infrastructure than the outer 416?