Friday, November 29, 2013

More on Toronto Transportation Cycling Infrastructure Group's call for YOUR Suggested On-street Routes and Informal Connections

As some of you may know, I have been lobbying through my Bike Mapping Wiki Project and elsewhere for several years to get the City to recognize the importance of these kind of off-arterial cycling routes - but most importantly, at every turn on this I have called for investment in these routes by the City - which I have termed 'Enabling'.

Enabling means:

  • Beginning with the understanding that the infrastructure is car centric in its' essence,

  • So we need to Enable off-arterial routes that cyclists are using so that the existing traffic calming infrastructure that was installed to calm CAR traffic - are Modified to enable cycling traffic - rather than impede that mode, which they - almost without exception - do (because moving cars was the dominate planning form though the period when they were applied to various problems)

  • So for example - off-arterial routes that have traffic signals at major intersections are great off-arterial routes for cyclists. ..So now Enable those routes for cyclists by Modifying the phasing of traffic signals along a designated cycleway for cycling traffic rates of speed.

  • Along these routes where 4-Way Stops have been installed - Modify the intersection with Stop Signs on the intersecting roadway by adding Yield Signs, with with information, "Cycleway" underneath (see diagram Example 1).

  • Along good cycling routes where speed bumps are installed - Modify the speed bumps' form so it Enables a cycleway (see diagram under Example 2

Example 1: Modify 4-Way Stop intersections to enable Cycleways

So a vehicle traveling on the vertical street in my diagram (and that means ANY vehicle: car, cyclist or electric bike...) are required to stop. If they see a cyclist or group of cyclists coming they must allow them to pass before proceeding.

Pedestrians as always, have right-of-way at these intersections.

This is one example.

The idea is to make existing cultural forms already developed by users better - towards our stated policy objective of encouraging cycling - by building cyclist enabling infrastructure on parallel to arterial roadways that are efficient and safe.

Where these parallel routes are not possible, Bike Lanes should be a priority on the arterial roadway that connects neighbourhoods - and enables a commute-cycling infrastructure.

In this - the City is actually making changes on the street - taking the next step - after identifying existing cultural transportation forms.

Example 2: Modify traffic-calming Speed Bumps on residential streets to enable a Cycleway

Another example is narrowing the width of speed bumps on residential streets where Cycleways are designated by the City.

This is not as simple as it sounds. We know that where speed bumps exist now, drivers regularly run their curb-side wheels right over to the side of the street in order to allow them to cross the speed bumps at a higher rate of speed.

Narrowing their width will actually make the situation worse for cyclists by drawing more cars off arterial roadways because motorists would be able to increase their speed through these neighbourhoods; and at the same time, would draw cars into conflict with cyclists by encouraging them to drive near the curb where the enablement intended that cyclists have priority.

So now we have to think about ways to keep cars from doing this, in a way that will not hamper snow removal, for example.

Short traffic islands at the edges of narrower speed bumps would accomplish this (see diagram).

The city already has small sidewalk-width plows that they are using to plow the separated bike lanes on Sherbourne - these cycleway egress islands could be placed far enough from the curb so that these could be cleared in winter. City Transportation would have to consider whether or not these speed bump traffic islands would impede snow removal on the main section of the roadway - perhaps flexible pole mounted reflectors might need to be installed on the corners of the islands so snow plow operators could see them under snow cover --- for example.

These are just a couple of solutions that I have been on about for years. With these diagrams I hope inspire City Planners to envision new ways of enabling off-arterial Cycleway routes that cyclists have identified are good and needed, routes.

If the City decided this was a priority - and we should, there is a traffic-volume Crisis that is costing the economy of  Toronto, of Ontario, of Canada - Billions of dollars per year - projects like this should be tried in Pilot Projects in order to work out the bugs.

Michael Holloway
Bike Route Mapping Wiki:

Thursday, November 28, 2013

Feedback to the TTC Leslie Barns Construction Liaison Group (CLG) - Lura Consulting Representative - regarding Bicycle Construction Detours

Re: Update: Mosley and Leslie Intersection Closure

Niki Angelis
Community Outreach Officer, Leslie Barns
Michael Holloway
Cycle Toronto advocacy group,
Ward 30 Bikes
I thought that might be a City thing - thanks for forwarding my observation.
Early in the process I asked you take my email address off the planned walk-about meeting list. My situation has changed, please add me to that list once again.

More observations from my independent walk-about:

1) Intersection of Moseley and Eastern
Another observation that I noted around the area (also City Transportation, but related to the construction) is the intersection of Moseley and Eastern. I noted that there is a missing Stop Sign at the corner for motorists turning onto Eastern. There is a Stop Line there - but no Stop Sign!

From what I observed during about half an hour at that corner - people are exiting off Lake Shore and using the parking lot of FreshCo as a roadway - then exiting the parking lot onto Moseley, and then onto Eastern.

This stretch of Eastern is very dangerous particularly for pedestrians because of the chicane and the design of Eastern Avenue, which encourages very high rates of speed approaching from the west.

Many people in the immediate neighbourhood walk over to the shopping plaza and back. The missing Stop Sign must add to the confusion at an already confusing intersection of Moseley, the Plaza entrance, and the short spur leading to Eastern.

I understand that this is not a TTC issue - but the construction is making a dangerous situation there, more so - because of the increased volumes as I explained above.
The only thing that I can think of that might make the situation safer is somehow calming traffic on eastern from the west. Perhaps adding construction buoys to the street and big orange signs warning about the dangerous intersection coming up.


2) Cyclists finding it difficult to go north/south from LDRT/MGT into and out of, the neighbourhood.

While talking with a construction detour traffic co-coordinator between the two Plazas on Leslie, I watched several cyclists using the west-side sidewalk in front of Tim Horton's as a cycle path, and then crossing over to the Loblaws Plaza, and then up into the neighbourhood (I assume). (I use the Plazas for this purpose even before construction.)

Is there a way we can encourage cycling traffic coming from the two Trail systems off the sidewalk, and especially from going through the middle of the construction zone using the Plaza Parking Lot entrances? (Parking lots are Very dangerous places for cyclists - and pedestrians.)

The only thing I can think of, is making the west side of Loblaws roadway a cycle track and creating (with construction buoys?) a separated path from the car traffic across Leslie to the FreshCo lot. I understand that Loblaws would have to do this. And it would mean that cars would be restricted to using the east-side roadway - that is also used for transport truck deliveries to the store.

I happened to notice a shift change at Loblaws while I was there - and I watched staff using the west side roadway as a sidewalk to get up to transit services on Queen in order to go to, and from work (the east-side sidewalk on Leslie is closed, and blocked).

Closing this west-side Loblaws roadway to car traffic would thus do triple duty - protecting cyclist egress into the neighbourhood; protect pedestrian staff traffic; and protect pedestrian Customers using the south entrance to the store (for unknown reasons).
Here's a Map I made - a solution for both side of Leslie Street Reconstruction:
Google Maps
"Temporary Two-Way Cycle Tracks - LDRT/MGT construction detour neighbourhood access"
by Michael Holloway
I've also added a .jpg Image of my Google Map - published in Blogger - so safe, no viruses - 2.81 MB)

Image URL:

That's it for now. :)

Michael Holloway
Jones and Dundas
Leslieville, Toronto

Wednesday, November 27, 2013

C.I.P. wants to know YOUR Suggested On-street Routes and Informal Connections!

The City of Toronto Transportation "Cycling Infrastructure & Programs Unit" (C.I.P.) wants to map cycling routes that you use to avoid dangerous, grid-locked arterial roadways - or just any route that you use to move around the city.

The route you submit might be included on the 2014 City of Toronto Cycling Map!

As far as I understand it, the City wants to find out where we're riding now, so they can plan cycling routes in the future. And by including a number of informal routes on the 2014 map, they hope to see which of the routes become popular. The process will begin to make appear a crowd sourced cycling route network.

Basically, they're throwing a little catalyst into the mix to see which routes begin to become culturally significant - based on OUR route choices! (my interpolation)
[EDIT 2013-11-30 not so sure about that now - stay tuned]

Ward 30 Bikes has just recently posted a text-list of suggestions from "Problems/Opportunities Map" - the cycling routes map we've been working on over the summer.

- Can you think of any street cycling routes you'd like City Planners to know about? -

Add your route to the Map:

- OR -

Comment about your route under the post (or here):
"CycleTO Ward 30 Bikes: Problems/Opportunities Map - a text-list of the entries" -

We'll take the results with us to a December 10th Cycle Toronto meeting with City Staff.

Here's an embed of the map so you can have a look and see what we have already - decide if you want to add anything. Add a comment below desribing your route if you like - or - If you want to add your own place-mark or line, or shape - you must have a Google Account; and go to the map in Google (link above, or under the map).

View CycleTO Ward 30 Bikes: Problems/Opportunities in a larger map


Saturday, November 23, 2013

CycleTO Ward 30 Bikes: Problems/Opportunities Map - a text-list of the entries

At our November Ward 30 Bikes monthly general meeting it was decided we needed to take all the ideas on the "CycleTO Ward 30 Bikes: Problems/Opportunities" Map ( and turn them into an easy to read list.

Here are all the posts on the map list - to the date of this post (2013/11/23):


'Neck-Downs' on Pape at Riverdale Ave.

Paul Young of South Riverdale Community Health Centre, Ward 30 Councillor Fletcher, in conjunction with local residents and parents of children at nearby schools, got a 'neck-down' installed on Pape in the south-bound curb lane leading down to the turn onto Riverdale Ave., west-bound. It is hoped the measure will slow car traffic around this corner.

A couple of years ago through a similar exercise, residents got the south west corner sidewalk widened also; and now that place has trees, and only one traffic lane southbound on Pape south of Riverdale Ave., slows traffic there also.

The intersection was a hazard for pedestrians (and cyclists) - most of whom are students attending one or the other of the two nearby schools: Pape Avenue Junior Public School (just to the south) and the East Alternative School of Toronto (just east on Riverdale at Kiswick).

Bike Lanes on Danforth

Bells on Danforth | A family-friendly bike ride on the Danforth


Bike Lanes on Broadview Ave

Needed to collect east west corridors that need to funnel down to Dundas Separated Bike Lanes - connecting to River and then to Adelaide/Richmond separated bicycle corridor.


Dundas / River: East/West Connections Broken

At Dundas and River, existing infrastructure encourages Westbound cyclists to take River Street Bike lanes North or South (depending on your destination). North to Gerrard to get to the Young/Bloor area; or South to Shuter Street and into the Downtown core.

Eastbound on Dundas, the left turn lane (South onto River St.) needs a Bike Box.


River / Gerrard Left Turn Bike Box

River and Gerrard - needs a left-turn Bike Box on River at Gerrard to make the left turn onto Westbound Gerrard.

Cycleway along the CNR/GO right-of-way


Cherry Street: Lake Shore Blvd. Intersection is Unsafe

The Lower West Don Redevelopment plans to create a tunnel under the Rail lands just North of here - to connect the new neighbourhood to the Port Lands. Right now, Cherry Street across Lake Shore Blvd. is hell on two wells.

Submitted by: Brandon


Connect Lower Don Rec. Trail to Broadview Ave.

Submitted by: Pat


Connect Lower Don Rec. Trail to Broadview Ave. PROPOSED PATH

Total distance: 780.55 m
Submitted by: Pat


North/South Corridor: Logan-Carlaw


Fly-Over Bridge

Fly-Over Bridge creates a cycle corridor from Withrow Park at Danforth, to Unwin Ave. Tommy Thompson Park.


Improve road surface on Logan/Carlaw

Add Bike Lanes to the Port Lands Streets.


Dundas St: Cars Parked in the Bike Lanes

The rail track underpass over to Broadview Ave. - the school at Boulton and generally along here - lots of stopped and parked vehicles using the Bike Lane as parking spots.

Good reason for Separated Bicycle Lanes on Dundas?

Dundas St: Cars, Trucks Parked in the Bike Lane

Lots of construction along here right now - but also lots of stopping and parking in the Westerly Bike Lanes for deliveries and visiting to the Artists Spaces on the south side of Dundas - stopping and parking on the North side too.

Separated Bike Lanes on Dundas Street East


Dixon Ave Contra-flow Bicycle Lane

Connects the Dundas Street Bike Lanes to an the street grid East of Kingston Rd.

Ward 30Cycling Group & Ward32Spokes: 


Carlaw / Lower Don Rec. Trail

Railway Tracks across the Lower Don Rec. Trail are dangerous.

Paul says he fell there this week (and has the big bruise on his hip and a raspberry on his elbow to prove it :) --- a year ago his young daughter fell at the same spot.

Is this rail line even in use? Can we remove these tracks?


Greenwood / Queen: Bike Boxes Needed

'T' - Intersection
Bike Boxes needed east bound on Queen left-turn up Greenwood. South bound on Greenwood left-turn Bike Box for turning East bound onto Queen.
(Same as Jones / Queen)



Jones / Queen: Bike Boxes Needed

Last Updated by duncan on Oct 1
'T' - Intersection
Bike Boxes needed east bound on Queen left-turn up Jones. South bound on Jones left-turn Bike Box for turning East bound onto Queen.
(Same as Greenwood / Queen)

Eastern Ave / Leslie St - Left-turn Bike Box

Last Updated by Michael Holloway on Jun 26
Eastern Ave East bound, left-turn Bike Box to turn North onto Leslie St.

(Michael H)


Cycle Track through Loblaws Parking Lot - East side of Leslie to Queen - Bike Lanes on Leslie to Gerrard

Last Updated by Michael Holloway on Jun 26
Total distance: 1.27 km
Cycle Track along the west boundary of the Loblaws Parking Lot - in order to connect Martin Goodman Trail North across Lake Shore Blvd.

(Michael H)


IMAGE: Community Concept for Leslie

Last Updated by plan4health on Jul 4
"A temporary Leslie Street Green Way - Promoting Pedestrian and Cyclist's Safety" - a proposal by The Leslie Street Complete Streets Working Group (2011-12) to create a Gateway to the Portlands along Leslie Street - image by The Leslie St Complete Street working Group (illustration, Paul Young).
Full Size - click here (opens in a new tab/window)

For the original see Facebook - Ward 30 Cycling Group - 'Files' page:


Extend Eastern Ave Bike Lanes to Knox (at least)

Last Updated by Michael Holloway on Jun 26
(Brandon Q)


Extend Bike Lane on Eastern - Cycle Track down Knox to Fly-Over Bridge

Last Updated by Michael Holloway on Jun 26
Total distance: 594.35 m


Fly-Over Bridge: Knox to Martin Goodman Trail

Last Updated by Michael Holloway on Jun 26
(Michael H)


Speed Bumps in Tommy Thompson Park

Last Updated by Michael Holloway < 1 minute ago
Speed bumps of any pitch on a parks' multi-use trail are anathema to cycling culture. 

Path from Outer Harbour Marina road to Tommy Thompson Park

Last Updated by Michael on Sep 26
Total distance: 266.88 m
The dirt path is rough and most parts are overgrown with weeds.If it could be either paved or upgraded to granular surfacing, it would provide a scenic shortcut for park users who approach from the west via Unwin Ave. (Michael Black, Ward 22)


Path to lighthouse in Tommy Thompson Park

Last Updated by Michael on Sep 26
The path is studded with sharp rocks and bricks, presumably to prevent cyclists from speeding down it. But the remedy is worse than the sickness: cyclists with expensive rims and road tires risk damaging their machines. Also, those using wheelchairs and mobility devices are prevented from accessing the viewing area at the top, near the lighthouse. As a solution, the path should be paved and made wide enough so that conflicts between cyclists and pedestrians are minimized. "Ride slowly" signs should eliminate most incidences of speeding.(Michael Black, Ward 22)


Kingston Rd Bike Lanes - to Vic Park

Last Updated by Michael Holloway on Jun 26


Bike Sharrows / Pedestrian ways in Price Choppers Parking Lot

Last Updated by Michael Holloway on Jun 26
The car-only design of the parking lot needs to incorporate the Bike Lane meme. As it is, it discourages local residents from using their bicycles to do their shopping.

Bicycle Lock-ups are of bad design, ugly, old, and too few. I counted 5 lock-up spots on Price Choppers property. The City has 10 spots on the walkway connecting the Lower Don Trail to the Parking Lot walkway (the only safe way in for pedestrians).

Bike Sharrows / Pedestrian ways in Loblaws Parking Lot

Last Updated by Michael Holloway on Jun 26
The car-only design of the parking lot needs to incorporate the Bike Lane meme. As it is, it Discourages local residents from using their bicycles to do their shopping.

Bicycle Lock-ups are of bad design, ugly, old, and too few. I counted 20 lockups for bikes divided between the North and South entrances.


Ward 32: Dixon Ave Contra-Flow enables routes East - to Martin Goodman Trail

Last Updated by Michael Holloway on Jun 27
Total distance: 2.14 km
Greg Burrell of Ward32Spokes wrote in this route - it hinges on the Dixon Ave Contra-Flow Bike Lane off the end of the Dundas Bike Lanes.

"..This features a series of contraflows but it's possible to do it without affecting parking, which we think is key to community support. The same route (more or less) is in the city's 2001 bike plan."

Via Greg Burrell of Ward32Spokes - published in SoDa Bikes Google Group -


Ward 32: Dixon Ave Cotra-Flow Enabled Routes East - to Main Street

Last Updated by Michael Holloway on Jun 27
Total distance: 650.59 m
Via Greg Burrell of Ward32Spokes - published in SoDa Bikes Google Group -

"..This features a series of contraflows but it's possible to do it without affecting parking, which we think is key to community support. The same route (more or less) is in the city's 2001 bike plan."


Ward 32: East Lynn - Hanson - Felstead

Last Updated by Michael Holloway on Jun 27
Total distance: 1.78 km
Greg Burrell of Ward32Spokes 'wrote-in' this route - it extends the already marked bike route down Woodmount Ave (that runs all the way up to O'Connor ) south of the Danforth and West over to the Greenwood Bike Lanes.

Via Greg Burrell of Ward32Spokes - published in SoDa Bikes Google Group -


Tunnel Upgrade (completed)

Last Updated by Michael Holloway on Oct 1
Total distance: 39.95 m
City of Toronto Transportation's Cycling Infrastructure and Programs Unit upgraded this tunnel.

The completion announcement was made on September 30, 2013 in their Facebook Group, "City of Toronto Cycling" -

Greenwood to Broadview - Off Arterial

Last Updated by Michael Holloway on Jun 27
Total distance: 2.48 km
Greg Burrell Ward32Spokes a 'write-in' submission. via SoDa Bikes Google Group post -

Carlaw not consistent

Last Updated by dr on Jul 3
Carlaw north of Riverdale acts is the south-bound equivalent to the northbound bike lane on Logan. However, when it hits Riverdale it becomes a wide, unpleasant street that gets even worse after Gerrard. This creates a big gap in the Ward 30 cycle network. It needs a bike lane at least to Gerrard and maybe to Dundas, and then a signed route over to the Logan lane (2-way south of Gerrard).


Right of way

Last Updated by Dan on Jul 4
Motorists turning right onto Lakeshore are often looking to their left (east) as they turn and are completely unaware of cyclists approaching from the West on the lower don recreation trail and fail to yield. Some also stop over the trail while waiting to turn. The trail should be better marked over intersections with clear signs for motorists to not only be aware but to yield.


Kingston Road Reconstruction

Last Updated by Michael Holloway on Aug 15
Separated Bike Lanes on Kingston Road Please.

Bike Boxes at Gerrard and Greenwood

Last Updated by Michael Holloway on Aug 15
Harris Silver - at City of Toronto Cycling Facebook Group - posted about his accident here and proposes Bike Boxes - especially on Greenwood Southbound lanes at Gerrard.

Harris Silver`s post, linked at Ward 30 Cycling Group:


Multi-use paths through Withrow Park

Last Updated by Vivien on Nov 6
I see people cycling the wrong way southbound on Logan or northbound on Carlaw. Or cycling on the sidewalks running north-south along Withrow Park. We have an east-west multi-use path through the park. Suggestion: Create north-south multi-use paths on both sides of the park. And another east-west multi-use path at the south end.

Complete list to the date of this post (2013/11/23)


Bicycle Parking at 1075 Queen Street East Proposed Development

Ward 30 Bikes member, Michael Holloway's write up concerning bicycle parking in the planning documents for the proposed apartment/retail development at Queen Street East and Winnifred Avenue, Toronto.

Originally posted at Facebook Group: "1075 Queen Street East - Residents against the proposed development" - (edited for clarity)

Image via: 1075 Queen East Limited - Cole Engineering Group Limited - Architectural Plans - "View looking north on Winnifred Avenue"

Having studied the Architectural Plans, and read the Traffic Impact and Parking Study I am very concerned that this development plan falls "17 bicycle parking spaces under the Toronto Green Standard(s)".

At the same time the study points to all the cycling infrastructure available already in place in the vicinity - it then uses these realities to downgrade it's responsibilities to the commons - rather than as a reason to augment the commons with at least the minimum standard of bicycle parking amenities.

From experience, if the planning of a building falls short in an area - one can assume that the finished product will fall way short of the intended outcome, that the guide-lines were intended to produce. I fear that this very much the case in this development proposal.

The plan does not meet the requirements - and on top of that - the authors of the Study try to mitigate the shortfalls with semantics. And in mitigating their "technical shortfall" - turn the whole idea of multi-modal transportation theory on it's head by for example - saying that - 'as the sustainable transportation culture gains acceptance, car parking spots will become unused; and then can be turned into bicycle parking spots in the future'.

But one of the fundamental understandings we have come to in city building is that if we don't build towards the future that we want - it will not come. As it is designed now in these documents - this building will be a drag on changing the very culture that it supposes will resolve its' shortfalls!

Also very disturbing to me in these documents is the way the authors try to mitigate the bike parking shortfall by trying to add storage lockers to the bike parking count. This does not bode well for the design of the bicycle parking facilities themselves --- which are not included in the drawings.

To encourage people to use their bikes we have to imagine and build secure, easy to use, friendly spaces. Enough space in the bicycle parking area for example - that cyclists can do their bike maintenance in that area. Like perhaps, a complimentary fixed in place hand pump, a work bench area, a couple of bike stands for hanging a frame - to make it easy to work on.

I imagine a ground level space that has an open and friendly feel; a space that lets natural light in during the day; a space that becomes a culture-of-cycling residents' hub - part of the culture of the building - where cyclists meet and talk and do their bike maintenance; a place where parents teach their children how to do bike safety checks on their bikes before they head out to school - and so on.

Instead I fear the ground level parking indicated in the drawings are for cars - and the bike parking area will be underneath it in the basemant - forcing cyclists to walk their bikes through doorways; through the lobby; and then into the elevators at peak usage times in order to park and retrieve their bikes for their commute to work every day.

Perhaps as we negotiate the building height down towards this groups' desired 4 story maximum height - more space will open up in the ground level parking area for a state-of-the-art bike parking facility that will be a great for the tenants and great for the owners - as it will draw tenants, and become a talking point in the neighbourhood, and perhaps further afield as well.

Michael Holloway
Ward 30 Bikes

Here's the copy of the section of the Study concerning Bicycle Parking:

7.5. Cyclist Facilities

The proposed site is located in a cyclist supportive environment with a dedicated bike lane along Eastern Avenue and Dundas Street East, a major and minor multi-use pathway (cyclist route #4 along Lakeshore Boulevard East and Woodbine Park), as well as on-street routes along adjacent residential streets.

Based on the conceptual site plan, a total of 38 bicycle parking spaces are provided. 30 bicycle parking spaces are designated for occupants/long-term bicycle parking, while eight (8) bicycle spaces are designated as visitor/short-term parking spaces.

Zoning By-law 438-86 sub-section 13 requires the provision of 38 bicycle parking spaces (30 residential occupants and eight (8) visitors) for the apartment rental component. As the proposed retail development is less than 2000 m², no parking is required under the current zoning by-law. Under the Toronto Green Standard 6, the development is required to provide 46 bicycle parking spaces (31 residential occupants and 8 visitors) for the apartment rental component and seven (7) bicycle parking spaces (one (1) retail occupants and six (6) retail visitor) for the retail component. The bicycle parking requirements are summarized in Table 7.5.

Image via:

Additionally, for comparison purposes, the bicycle parking standards contained in the New City-Wide Draft Zoning By-law have also been reviewed. Under the draft By-law the proposed development would have had to meet the following requirements: 50 bicycle parking spaces (45 long term and eight (8) short term) for the rental apartment units and five (5) bicycle spaces (one (1) long term and four (4) short term) for the retail component of the development.

The proposed bicycle parking provision of 38 spaces is sufficient as it meets the Zoning By-law No. 438-86 subsection (13) minimum bicycle parking requirements. While the proposal presents a technical shortfall of eight (8) and 17 bicycle parking spaces under the Toronto Green Standards and, New City-Wide Draft Zoning By-law respectively, it is anticipated that additional bicycle spaces will be provided in the storage areas within the building GFA. Additionally based on the site plan, the City of Toronto provides at least 14 bicycle parking spaces via post and ring bicycle stands located along the sidewalk fronting the retails stores which would also be beneficial to the proposed development.

With the noted non-auto supportive environment and infrastructure, the expected parking demand and supply pressure will likely continue to decline.





Documents - Drop Box - 1075 Queen East Files: 

Architectural Plans: 

Traffic Impact and Parking Study:


Top Image: "1075 Queen East Limited - Cole Engineering Group Limited - Architectural Plans - View looking north on Winnifred Avenue" (page 21 of 22) -

Bottom Image: "1075 Queen East Limited - Cole Engineering Group Limited - Traffic Impact and Parking Study - Table 7.5 - Bicycle Parking Requirements" (page 19 of 87 ) -


Thursday, November 21, 2013

The Tale of the Giant Boulder

I got my bike when I was living in Edmonton in 2010. I went to the Edmonton Bicycle Commuters’ Society (EBC), a great non-profit that sells and helps people fix up bikes. Someone had just donated a “Giant” brand mountain bike with an aluminum frame in good shape. My friend Adam helped me assess what was needed to fix it - pretty much just a new back wheel, some pedals, and a tune-up. After a bit of elbow grease and about $150 for the frame and the parts, it was ready for the road. 

I didn’t commute by bike in Edmonton, as I worked a fair bit outside of the city, but my house was just about perfect bike riding distance from the shops and bars on Whyte Avenue - a bit too far to walk regularly, but too close to justify driving or taking the bus. Although a mountain bike wasn’t necessarily my first choice, it was a good bike to have to ride the extensive trail system along the North Saskatchewan River valley. It was also a useful bike to have on some of the side streets, which were often in rough shape in my area of town. Despite a lack of bike lanes in Edmonton, especially on main roads in the core, there are lots of quiet residential streets to ride through to explore different neighbourhoods.

Some people name their bikes, but I never did, mostly because mine was already branded a “Giant Boulder.” This seemed to me to be a suitably ironic and self-effacing name; it makes the bike sound like a big, heavy hard-to-ride lump, when in fact it was a perfectly speedy, functional machine.

When I moved back to Toronto a couple of years ago, my bike came with me. Pretty soon I had a job that was a just-about-right 7 km, half-hour ride away from my home, from east to west through the core of the city. I’d usually take the Dundas East bike lanes, then head slightly northwest toward Harbord and Spadina. I often took Jarvis, before the city decided to tear out the bike lanes. When the Sherbourne cycle tracks were finished, that was nice, but my favourite ride was cutting through the side streets of Cabbagetown, riding past the Victorian houses, sometimes stopping at Riverdale Farm or the Necropolis cemetery on my way home.

This past summer, I ventured further than ever before on my bike on the weekends, taking regular rides with my friend Rich through the Don Valley, out to the Beaches, along the Leslie Spit, the Beltline, and out west to the Humber River. One weekend, I rode all the way from my house near Queen & Pape along the Waterfront Trail to my Dad’s house in Oakville. Riding my trusty Boulder, I took my love of bike riding to a new level. 

For most of this time, I kept my bike locked on my front porch. When my landlord had a new front porch built this summer, however, it made it more difficult to lock it there. Instead, I installed a metal loop to the fence behind my house, and locked my bike to that. I thought it was secure - but I was wrong. On a warm sunny Sunday in October, I was ready to take a good long bike ride along the Don Valley, and went behind my house to find the metal loop cut, and my bike gone.

Although I’d thought about getting a new, fancier bike, it was only after my Boulder was gone that I really realized how much it meant to me. After riding it for so many kilometers, fixing it up and replacing parts (including a few visits to Bike Sauce), it became far more than just a possession or a means of transportation. I’m now thinking about fixing up a frame of a friend of mine, and it should be an excellent bike. But my Boulder changed my relationship with not just bicycles, but my city and how I relate to it. I miss it, and I will remember that bike always. I hope this story encourages others to hop on a bicycle for the first time, think about riding more often, or more importantly, appreciate their bike just a little bit more.

Story and photos by Brandon Quigley

Do you have a story to share about your bike, either past or present? What does your bike mean to you? Send your story to or add a comment below.

HELP FIGHT BIKE THEFT - Check, Register, Report.

Before you buy a used bicycle, first check its serial number at This will help ensure the bike you purchase is not stolen, and makes it harder for thieves to sell stolen bikes.

Register your bicycle with Toronto Police. You can do this online at It will help ensure you can effectively report your bike stolen to police, even if you don’t remember the serial number.

If your bike is stolen, report it to Toronto Police by calling (416) 808-2222 or online at In the event your bike is found, police will return it to you. Recording your serial number and registering it with Police in advance will improve your chances of getting your bike back.

Information adapted from