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East/West bicycle network considerably harmed by proposed “StudioCentre” development on Eastern Avenue


Just spent 2 hours at “StudioCentre” Open House. (

Behind the table as I walked in sat a smiling PR receptionist who welcomed me and asked me if I would like to fill out the sign-in form.

The first thing you see when you take in the windowless 1,000 square foot rectangular studio space are 12 easels supporting large architects’ top-elevation drawings and artists’ landscape perspectives. In the middle of the room was a table full of really sweet treats and single serving bottles of spring water and coloured ones that look like they might have fruit in them. Situated on the opposite wall from the easels is a table with feedback forms to fill out after your tour.

This was the Open House at Revival 629 – a public pre-presentation of a proposed ‘mixed-use facility’ development dubbbed “StudioCentre” — brought to you by “SmartCentres”, the same corporation that tried unsuccessfully 5 years back to develop this parcel of land into a Big Box Store / Big Parking Lot retail extravaganza anchored by a Wall Mart.


Top Elevation SmartCentres StudioCentre drawing from Open House presentation 2013-05-16 via blogto –

I was guided through the easels by Ornella Richichi, Senior Vice President of Land Development for SmartCentres, the person in charge of this entire development, who told us that the entire plan – as far as land use and building heights – falls completely with-in City of Toronto planning guidelines for this area – which is – it is important to note, with-in ‘The Port Lands Development’, being overseen by WaterFront Toronto.

Later on – in the company of Health Promoter at South Riverdale CHC, landscape architect and urban designer, Paul Young – had a good listen to – and discussion with – City of Toronto Senior Planner Kyle Knoeck – who was there to give City Planning’s perspective.

The last time around the developers plan for this site created a broad based public backlash that changed City of Toronto development law and planning criteria – and created a strong community movement that has lead to much good development in the neighbourhood, and in the city in the years hence.

This Open House was a ‘pre-submission, community feedback presentation’; in other words, this development plan has not yet been submitted to the City of Toronto Planning Department. If SmartCentres does submit this plan to the City, the regular public consultation process will then kick in. It seems this pre-submission public consolation is part of an extra-careful process being pursued this time by SmartCentres.


Good news is:

By the incorporation into this plan of many of the ideas central to Jane Jacobs’ and the New Urbanism Architects’ ‘Living City’ model (much of which, I should note, is also official City of Toronto Policy) – I believe SmartCentres has started this conversation from a fundamentally different starting point than that of their last attempt at developing this site.

Of coarse the journey from drawings to community rarely reflects even the most un-utopian, architects’ vision.


Not-so-good news:

The 9 story Office Tower, the adjacent Hotel, and a Loblaws sized building proposed for the South and South-East of the site will pull customers in cars from Lake Shore Blvd.

Three streets cross the Lower Don Recreation Trail now along this development. 15,235 square metres retail space, plus 44,795 square metres (of existing) studio and (new) office space – means 60,030 square metres of leases will pull a lot more car traffic across the Lower Don Recreation Trail. The plan does have a Bike Track inked in along the east side of the development – that connects the Eastern Avenue Bike Lanes to the Lower Don Recreation Trail – but with the East West usability of the Trail being so impacted by increased flows across it … one wonders if anyone will be taking the track down to the Lower Don Recreation Trail anyway.

The wider picture has to be taken into account as we continue forth in the Port Lands Development.

  • How does the Bike Lane in these drawings fit into the grander vision for a sustainable transportation network for the entire Portlands?
  • How will that network connect to the rest of the city – East North and West?
  • How do we move people North and South from where they live, down to the Port Lands where they may play or work or connect?
  • How are we going to move people on their East / West commutes to work and back?


I like this development proposal over-all —as a pixel in the picture — but the North / South bicycle network is not made much better in this early vision; and the East / West bicycle network is considerably harmed by it.



Posted: May 16th, 2013
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For cyclists’ the safest path on our arterial streets is often the ‘Primary Position’

About a year after the Ford Administration started taking out bike lanes, I came upon a style of bicycle riding called, ‘taking the primary position in the traffic lane’; taking the middle-left of the right lane of a major arterial street — *whenever it does not hinder the speed of traffic at that time and place* (Ontario Highway Traffic Act – S.147[1]).

(Primary Position is, far enough from the curb that a car must change lanes to make a 1 metre (legal) pass on my left – and close enough to the curb that a car cannot pass safely to my right [amazing to me, this overtake on the right is a legal move! Ontario Highway Traffic Act - S.150.1 allows the driver of a motor vehicle to "pass to the right of another vehicle only where the movement can be made in safety..."])

In practice riding in the primary position such that it “..does not hinder the speed of traffic at that time and place…” – means – when there is enough space between cars and the speed of traffic is such that a driver behind me can: come to the realization that I’m taking the lane; look behind them to see if is safe to make a lane change; make the lane change; and pass me – without appreciably slowing their speed.

So there is a metric that every cyclist who wishes to ride like this will have to come to understand through experience. That metric pivots around traffic volumes (which determines average traffic speed) – combined with that individual cyclists’ normal average speed.

I’ve found that only during a brief period at the beginning and at the end of the rush hours is there a combination of too much volume and too high an average car speed that a cyclist cannot safely – and legally – take the primary position.

For example: In the morning rush (7am-8am) along Queen Street East – between Leslie Street and Jimmy Simpson Park (the CN train tracks overpass) cars usually maintain speeds of around 40km/h and traffic volumes are almost bumper to bumper (drivers aren’t leaving a safe distance between themselves and the car ahead). With conditions like this you CANNOT take the primary position – you will slow traffic and likely end up either getting hit, or getting into a raging fist-fight with a motorist at a stop light.

But at a certain point in the morning rush the volume of cars on Queen reaches a point where average speeds plummet – it’s stop and go – waves of slow moving traffic ‘pulse’ down the street towards the core – in these conditions it is advisable to take the primary position. It’s the safeest way to ride in this kind of congested traffic.

To be clear, I’m not doing this to spite anyone – or to ‘war against the car’ — I’m simply trying to keep myself as safe as possible within the law. I’m sharing the road in a way that is safe for me and also at the same time not producing an intolerable hindrance to other road users progress..

Once you try it you’ll realize it’s just logical, it is a natural form – it ‘feels’ right.

One problem with it is that many drivers have neurotic knee jerk reaction as part of their driving style that can lead to horn blasting – that if they simply changed lanes – they wouldn’t have time for. I began to ride like this in the spring of 2012 – my first horn from behind came four weeks later! It worked very well. I felt very safe out there in the middle-left of the lane – and surprisingly to me, the vast majority of drivers understood the metric right away – they saw me as a slower moving vehicle and did the natural thing – they simply changed lanes and passed me.

Early adopters of this style will bear a brunt of ignorance as motorists get used to seeing us in the middle of the lane (your welcome). That means those amoung us who are dark and negative to begin with, with use the inovative cyclists’ aberrant behaviour as a medium to get the twisted blackness out of themselves – and try to ruin your day with lots of horn blasting and animated rage (let it flow off your back – it is of no concern to you).

So now two years in, I’ve come up with just one ‘best practice’ for this style of riding – beyond what I’ve described above:

Now that you are a vehicle – just like any other vehicle driving in your lane – you must Que up at stop-lights behind the last car in the right lane. Stay in the primary position and put your foot down. Sneaking up the side of stopped cars defeats everything you’ve accomplished by taking the primary position – and it causes a great deal of confusion when you try to merge with the traffic flow after the light changes to green.

By the deafening silence at the Facebook thread where I published a version of this yesterday – I assume that most cycling advocates think I’m absolutely nuts … and that if they just ignore the post I’ll realize that I was in error – out on the radical edges of transportation theory – and recant my position.

But as I wrote above – once you start this style of riding you’ll realize it is the most natural form. It’s logical – and it ‘feels’ right.

I know I’m right on this and will continue to practice this form and advocate for it’s adoption by others.

If we continue to allow ourselves to be cowed over to the edge of the road we will never get the safe, separated infrastructure we need – especially for the less aplomb riders who are the vast majority of commuters too afraid to commute by bike on our streets.

Take your lane! And perhaps this will lead to separated infrastructure.


Sighted sections of the Ontario Highway Traffic Act via Andrew Cap in a Facebook thread about an overtake and cut-off incident that left a cyclist on the pavement a week ago (

Thread on Facebook at “City of Toronto Cycling” by Jessica Kelly “Last Tuesday morning…”:


Posted: May 15th, 2013
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