Bike lane ticket

At the end of a post a few weeks ago, Torontoist’s Marc Lostracco unveiled a flyer (PDF) for cyclists to stick under the windshield wipers of cars parked in bike lanes.

Not to be outdone, Spacing’s Matt Blackett released a poster he’d designed last year, chiding motorists for the same offence.

The notice (PDF) available on doesn’t have a specific option for drivers that park in the bike lane, but I like it anyway.

All of this reminded me that I’d picked up a fistful of these double-sided “tickets” outside the Cycling Committee office at the East York Civic Centre last year.

A parking ticket for bike lane offences

I keep meaning to ticket some bike lane parkers — especially along Queens Quay, where I rarely ride the 200 metres from Bathurst to Stadium without having to dodge at least one parked car — but always forget to put a few of these in my gear bag before I leave home.

Some variation of these tickets has been around since at least the summer of 1996, when they were mentioned in the July/August 1996 Cyclometer. I assume that some are still available at the East York Civic Centre, and probably at other locations as well.

Bike lane on Steeles

A bike lane appears on Steeles Ave. East

One of Toronto’s odder bits of cycling infrastructure sits in the very northeastern corner of the city. With farms lining both sides of the relatively sleepy four-lane Steeles Avenue, the pavement widens and a bike lane takes up residence on the shoulder. Starting just west of Beare Road in Scarborough, the lane runs less than a kilometre east to the Scarborough-Pickering boundary before ending as abruptly as it began.

I didn’t even realize until I consulted the bike map after I got home that this little stub of a lane was even connected to any part of the bikeway network. It seems that there’s a signed route running down Beare Road from Steeles that I didn’t notice when I passed. I wonder how many people actually ride in this lane. I suppose there may be a few commuters and some weekend riders out to explore this underappreciated corner of the city, but the lane would make much more sense if it extended a few kilometres west.

Toronto’s Bike Plan (PDF, page 5) indicates that this abbreviated lane will meet up with the Steeles bike lanes at Markham Road in the future, eventually extending as far as Pharmacy. Markham proposes (PDF) two bike lanes that would connect to this section from the north. I can’t find anything about proposed bike lanes in Pickering.

I’m happy to see bike lanes on any stretch of road and these ones do provide a somewhat tenuous cycling link to Whittamore’s Farm, but they seem quite out of place at the moment.

Offroad streetcar

An old PCC in Pickering

I always hear about old streetcars sitting out in farmers’ fields or doing duty as storage sheds in the middle of nowhere, but I’d never seen one for myself until this past weekend. This one is on Finch Ave in Pickering, just east of Scarborough-Pickering Town Line.

I would have gotten in closer for some pictures, but the place was plastered with ‘no trespassing’ signs and there was no one around for me to ask about it. I assume that they’re tired of having transit and photo geeks crawling all over their property, but what do they expect with a rusting old PCC sitting in their front yard?

From farm to suburb

One of the wonderful ways to pass an afternoon at the Toronto Archives is browsing through the aerial photographs of the city. You get a real sense of how the city grew from year to year, swallowing productive farmland at virtually every step.

The photos here show the relentless march of progress in a section of the city around York Mills Collegiate.


York Mills & Bayview, 1950

It’s still all farmland in 1950. The main intersection at the left is York Mills & Bayview. That’s Wilket Creek flowing through the intersection. York Mills Collegiate will soon be built at the right side of the picture, in the farm field directly north of the little half-circle driveway on York Mills.

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Bucket man

I fulfilled a lifelong fantasy yesterday and rode a bucket 45 feet into the air. York Mills Collegiate, where Risa teaches, was doing an outdoor photo shoot to mark their 50th anniversary and the official photographer was running late. As the husband of the event organizer, I was quickly drafted to stand in a basket at the end of a really long pole.

Looking straight down the boom that’s holding me aloft

That’s my new best friend Ian three storeys below me at the bucket controls.

1,100 York Mills students prove that high schoolers really can spell

All of the students gathered on the field behind the school to spell out the York Mills initials, paying homage to a similar image taken 20 years ago for the 30th anniversary. Risa is one of the few to be in both pictures — the first as a student, the second as a teacher.

I’m glad it wasn’t very windy.

Naturally, I made Risa take pictures of me up in the bucket after my official duties concluded. Weee!

Ghosts of the Martin Goodman Trail

The forgotten Martin Goodman Trail in the shadow of the Gardiner Expressway

I rediscovered the mostly-forgotten northern portion of the Martin Goodman Trail quite by accident last summer. I was stuck in a surprise downpour while riding along Queens Quay and scooted up to Lake Shore to hide under the Gardiner for a few minutes. And there they were, the familiar blue and green lines marking the original alignment of the Martin Goodman Trail.

I rode along and was quite surprised at how much of the original trail remained despite more than 15 years of encroachment by condo projects and neglect by the city. I was able to ride from York Street to Stadium Road without interruption, even though one section of the trail has been co-opted for a condo building’s back lawn.

The forgotten Martin Goodman Trail runs into a condo's back lawn near Spadina

I started cycling this portion of the trail regularly again this spring and met with another surprise: riding along here can be a lot faster and easier on the nerves than riding along Queens Quay. Not only is there less traffic to contend with, but the traffic lights usually favour traffic along Lake Shore rather than the intersecting streets. As a result, you can frequently zip from York Street to Stadium Road with only one or two brief stops for cross traffic. No more stopping for red lights at every driveway and parking lot along the way.

Old-timers like me will remember that the downtown section of the trail was always a bit of a puzzle. The original westbound alignment had you crossing from the south side of Queen’s Quay near Sherbourne to the north side, continuing along the north side to York Street, sometimes on the road, sometimes on a marked section of the sidewalk. You turned north on York and continued riding beside Lake Shore Boulevard all the way past the pre-loft Tip Top Tailors building and HMCS York driveway before swooping into Coronation Park.

Going east, cyclists were expected to ride on the north side of Queens Quay until Sherbourne, and then cross back to the south side before picking up the off-road portion of the trail again.

The various north-south transitions were so poorly designed with zero traffic control that most cyclists eventually ignored them completely and rode straight along Queens Quay for the entire distance.

The city eventually acknowledged reality and redesigned both ends of this stretch. The eastern portion of Queens Quay got proper directional bike lanes along each side of the street between Parliament and Yonge, and the western end got bike lanes from Spadina to Stadium Road and a direct connection behind the Tip Top building to the off-road trail.

With the extremities fixed, the middle seemed to fade bit by bit. The trail on the north side of Queens Quay east of York was repaved at some point and the distinctive blue and green trail markings were left off. Signs pointing to the continuation of the trail a block north disappeared. The trail beside Lake Shore was degraded one section at a time by adjacent construction. Eventually, memories faded with the paint and the trail just seemed to stop at Yonge and resume again at Spadina, with nothing but a stressful ride along Queens Quay in between.

The original alignment was never beautiful and was only barely functional. Sadly, it was and remains better than the current alternative. The upcoming Queens Quay redesign (previewed as Quay to the City last summer) should go a long way toward finally fixing this section of our waterfront trail.

Toronto Rink Report 2007

Spring doesn’t seem in any particular rush to arrive so let’s take a final look back at the state of outdoor skating in this town. The city’s Parks and Environment Committee recently received an extensive review (PDF) of its outdoor skating rinks from the Centre for Local Research into Public Space (CELOS), the research arm of the Friends of Dufferin Grove Park. The paper casts an unflattering spotlight on the state of management of the city’s rinks, condemning everything from staffing and policy to signage and maintenance.

Although the problem rinks discussed in the report are rarely identified by name, they sound suspiciously like my two neighbourhood rinks in Riverdale Park and Withrow Park. Mind you, I’m sure that most rinks in the city suffer the same problems.

On the positive side, CELOS mentions that Toronto operates more outdoor artificial ice rinks than any city in the world. Rather than having one or two large central rinks, we scatter ours throughout the city’s neighbourhoods. It’s one of the small touches that makes Toronto unique.

The report provides interesting reading for people who skate — or refuse to — at their local rinks. Although it contains many common-sense and inexpensive recommendations, I anticipate resistance at council. I’m sure that at least a few councillors will interpret this report as “we have problems with many of our rinks, therefore we should close several and concentrate on running just a few.”

(Related: I reviewed some of the rinks I skated at this past winter. See the Rink Review category for the posts.)

Toward a world-class city

I was just thinking that Torontonians expend a great deal of energy worrying about living in a world-class city, yet we never seem to make much world-class progress up the world-class ladder. In these early years of the 21st century, Google, in a world-class of its own, is still the most reliable and impartial judge of all things world-classy, so I thought I’d see just where we rank. A simple search for “world class city” shows these world-class cities ranked ahead of us:

  1. Los Angeles, California
  2. Columbus, Ohio
  3. Oklahoma City, Oklahoma
  4. Delhi, India
  5. Geneva, Switzerland
  6. Mumbai, India
  7. Boston, Massachusetts
  8. London, England
  9. Cape Town, South Africa
  10. Hong Kong, China
  11. Vancouver, British Columbia
  12. Indianapolis, Indiana
  13. Milwaukee, Wisconsin
  14. Johannesburg, South Africa
  15. Seattle, Washington
  16. Sarasota, Florida
  17. Atlanta, Georgia
  18. Toronto!

Including duplicates, we rank a lowly 25th in the Google world-classiness list, making our first world-class appearance on the decidedly non-world-classy third page. Seriously, who ever clicks through to a third page of Google search results but world-class losers and desperadoes Googling their own names?

Now it may seem a little disconcerting at first glance to be behind such world-class powerhouses as Columbus and Sarasota. Even Vancouver inflicts a world-class bruise on our world-class ego by placing ahead of us. It would seem that we have a world-class struggle ahead to move up the world-class list.

But world-class wannabes should actually rejoice world-classily at the above list: we’re world-classier than New York City! And really, isn’t the world-class comparison to New York all that we care about? In fact, New York is so world-classless that it doesn’t appear anywhere in the first ten world-class pages of Google results. Now that’s something to celebrate. Quietly and with a world of class, of course.

(Even Google Canada’s results only rank us 7th on the world-classiness scale — still behind Columbus, still ahead of New York.)

BikeShare redux: De Baeremaeker urges spending money

One day after claiming that the city couldn’t find $80,000 to fund BikeShare, Councillor Glenn De Baeremaeker has suddenly found religion and is urging the city to spend over $17 million buying land in Scarborough. I now understand the problem with the BikeShare funding: the amount required simply wasn’t large enough. I mean, why dole out a few thousand dollars here and there when you can just blow it all on one big purchase? Makes perfect sense. Cuts down on administrative costs. You’ve got to spend money to save money.

Yes, I know that the land purchase and ongoing BikeShare funding are two completely different kinds of expenditures and it’s unfair to compare them. In fact, I think that the proposed Scarborough purchase would be a worthy expenditure and I support it. But the juxtaposition of the same councillor insisting that we’re too broke to afford an $80,000 program one day, and wanting to spend $17 million the next was just too juicy to ignore.