Cycling Chronicles Vol 6

When we talk about epic struggles, like man versus mountain, we must realize that in this conflict, the mountain does not care. The mountain is just there, looming.

“There was a time in this fair land when the railroad did not run. When the wild majestic mountains stood alone against the sun” – Canadian Railroad Trilogy,  by Gordon Lightfoot

Man is just an insignificant speck with a manufactured personal challenge to scale the mountain. Whether man succeeds depends less on the mountain and more on how truthful the man is about his own abilities.

In the high mountains there is always the wild card, the unknowable, and that is the weather.

In the early September 1993, I was doing an assisted tour across the province of British Columbia. My companion was driving a rental car and we would meet at predetermined spots along the route. The beauty of this was that I could ride with the freedom of minimal gear on the bike. My bike at the time was a Miyata Ti6000. This was a blended tubing bike, with the Ti denoting titanium tubes, in the main triangle, while the 6000 denoted an aluminum alloy in the front forks and rear stays. This bike was considered light for the day. A gel infused saddle, longer wheelbase, and a slight flex in the frame, combined to make it a comfortable all-day bicycle. It had no mounts for racks or fenders, so it was definitely not designed for touring. The Shimano Ultegra gearing had standard ratios, so it was a good thing I was not hauling full touring gear over the mountains.

The challenge was to ride from Lake Louise, Alberta to Vancouver, British Columbia in as few days of riding as possible. I had taken a rest day in Kelowna and was raring to get back on the road again. The temperature on the rest day had hovered around 34 degrees Celsius, which felt like it was sapping my energy. So, I was encouraged by the slightly cooler temperatures the next morning and I knew things would be more comfortable once I headed into the mountains.

I had decided the night before, to change my original planned route, from the longer, less direct, southern route on Crowsnest Highway to the relatively new Coquihalla Highway. The ‘Coq’ had been built in the late 1980s to do specifically that, save time and distance crossing the mountains. Previously, the roads, like the railway, would use the lower passes to get across the mountain range. Consequently, the newer highway was more direct and there were fewer towns and settlements along its length. The fact that it rose high into the mountains effected the conditions in winter, to such an extent that a modern television show has been produced about the heavy wreckers who patrol the Coq called “Highway Thru Hell”.

The day started off gorgeous as I pedalled the 138 kilometres from Kelowna to Merritt, joined Route 97C leading to route 5A, high into the mountains. As the morning progressed the road began to tip up. I got used to a constant subtle grade as the day wore on. Although I got used to it physically, the psychological aspect of climbing, kilometre after kilometre, with no end in sight, was daunting.

My visual reference points were mountain peaks in the distance. Gradually, after what seemed like an eternity, I realized that instead of looking up at those mountain peaks, I was looking across at them. After over 50 kilometres of climbing, I was high in the mountains. The air had become gradually cooler over the climb and some cloud cover had developed. Then the worst scenario occurred.

Rogers Pass

Steve Stoller at the highest point, Rogers Pass

The wind picked up, a gusty head wind, and it began to sleet. At a previous rest stop, I had met my companion with the rental car and changed into the warmest cycling clothes I had – an Adidas nylon jacket and track pants. In those days, I did not have any of the high-tech cycling clothing that we take for granted today.

Things got worse, the head wind picked up more and the driving ice crystals and snow stung any exposed skin. Through squinting eyes, I could see that I was able to look across at the tops of other mountains and the climb was finally over.

However, there was still at least 10 kilometres of exposed road into Merritt. The front of my body was coated in snow and ice, my hands felt like they were frozen to the handlebars. At the next pull over spot, upon consultation with my travelling companion, I reluctantly conceded to the mountains. The bike was disassembled and put in the car, and I warmed up in the passenger seat for the remaining kilometres into the logging town of Merritt.

The next day, the early morning sunshine created a different environment in the mountains. It was still cool in the high mountains, but I was comfortable on the decent, as I headed for the next stop, 213 kilometres away, in Mission, British Columbia.

The thing about the Coquihalla Highway is that it was designed as a modern, safe, highway slicing through the wilderness. The shoulders are as wide as a car lane and the ditches are cut back to tall continuous fences that are designed to keep wildlife off the highway. There are several tunnels under the road to allow wildlife to cross underneath the highway. I shared the road with vehicles travelling at highway speeds of 120 km/hr, yet I felt comfortable.

At that time, with the highway being relatively new, the shoulder where I was riding, was as smooth as a billiard table. As I cashed in on the climbing I had done the day before, I descended long sections at up to 80 kilometres an hour for extended periods. This appeared to be the governed speed, according to how long I could hold an aerodynamic tuck, with the parachute like flapping of my clothes holding me back. The speed was easily modulated by raising my body slightly to catch wind against my chest. Since the road was mostly straight with very gradual curves, there were no periods of drama. There was little need to even touch the brakes.

Coquihalla descent

The Coquihalla descent

What I learned that day about velocity on a bicycle, is that it is all relative. With a wide, straight, smooth road and no hazards, 80 kilometres per hour does not feel excessively fast. The whole trip gave me an extreme appreciation of being among the majesty of the mountains, as well as respect for the power of nature.

The Last Spike

The Last Spike

There were other stories to come out of this cycling adventure, but they are for another time. Story by Steve Stoller.

Cycling Chronicles Vol 5

Cycling Chronicles Vol 4

Cycling Chronicles Vol 3

Cycling Chronicles Vol 2

Cycling Chronicles Vol 1



Trail Etiquette

Cyclists and pedestrians must safely share the trail. Here are tips for user comfort.

City of Brampton has prepared these tips. “Brampton is a HEALTHY and SAFE city”.


  1. Pass to the left
  2. Keep speed low
  3. Be careful around children and groups
  4. Be courteous
  5. Ring bell or yell


  1. Do not block the path
  2. Watch for other users
  3. Stay to the right of the path
  4. Dogs must be on a leash

Cyclists Ride Safely

Ring your bell or call out

It’s the law in Ontario to have a bell or horn!

Slow down and ring the bell well in advance of pedestrians so they have time to move to the right of the path. If they don’t appear to hear, ring it again and call out “passing on your left”. You don’t want people startled or to jump out in front of the bike.

Our trails meander through ravines with ‘blind’ corners. If you can’t see around the bend, ring your bell to warn pedestrians you are coming.

If you don’t have a bell, check out Brampton Bike Hub or Caledon Bike Hub for information on our BikeWrx Pop-up Café schedule (as per COVID-19 restrictions). A limited number of FREE bells will be available, compliments of Region of Peel Walk and Roll.

Watch your Speed

Recreational Trail speeds in Brampton are 8 km/hr!

If you are an experienced cyclist, you need to ride very slowly on the trails.

If you want to cycle faster, select a road to your comfort level. Brampton has roads with lower volumes of traffic and many new bike lanes. Check your route on Google maps to select a route to your liking. Check Brampton Trail Maps and Bike Routes.

If you are a newer or less confident cyclist, consider registering for our FREE Pedalwise program.

Pedestrians have the Right of Way

You must slow down and yield to pedestrians. They are the most vulnerable trail and road users.

No Littering!

Deposit your waste in the City’s garbage cans along the trail. If your waste is recyclable, do the right thing by taking it home to your own recycling bin. Let’s keep Brampton green and clean!

Other Useful Cycling Safety Tips

BikeBrampton displays Trail User Safety

BikeBrampton members display City of Brampton’s Trail User Safety poster at BikeWrx Pop-up Café in Chinguacousy Park, 2020.



Second Spring with COVID-19

One year later, we’re into the Second Spring with COVID-19.

Congratulations Brampton! We’ve passed the first anniversary of living with a pandemic. The oppression and monotony of last year’s lockdowns made palatable only because we were able to get outside. For exercise, for recreation or merely to get from one place to another, people started walking or biking in this City like never before.

The City responded quickly to the demand. More space was made available for pedestrians and cyclists. The existing park paths were kept open and new trails were built. The City also initiated a “Streets for People” campaign, installing new bike lanes along underutilized roads. These lanes provide comfort and convenience for cyclists. They also add much needed safety for all vulnerable road users, slowing traffic, reducing the number and severity of crashes resulting in fewer people hurt or killed. Who knew that Brampton could become a kinder and gentler place because of a pandemic?

As we approach our second COVID-19 spring, a bit of optimism is in the air mixing with the promise of warmer weather and vaccines in many arms. With the danger lessening, and the prospect of returning to some semblance of pre-pandemic times, let’s keep the increased popularity of walking and biking as part of the new normal. Brampton will be a better place for all of us if we do.

David Laing – Chair, BikeBrampton

Ready to ride a bike? Want to learn basic repair skills to maintain your bike? It’s FREE!

Check out our #BikeWrx and #Pedalwise programs at the Brampton Bike Hub and the Caledon Bike Hub.



Lock your bike securely

Prevent bike theft by locking your bike frame and front wheel securely. Note your serial number and register with police.

As the days get longer and warmer, we will be riding more frequently and longer distances. Bikes are a valuable commodity, especially during the pandemic. They are hard to find at any price and must be protected. Here are some tips for you to consider. Do you have the right lock to protect your property?

Bike Security Tips:

  1. Take a photo of your bike and serial number – store in a safe place
  2. Serial number is located on the underside of the bottom bracket of the frame. It is engraved into the frame.
  3. Register your bike. If you live in Brampton or Mississauga, register your bike with this link: crime prevention bike serial number registration – then click on ‘Cycling’, then click on ‘Bike Registry’. It appears like this is a form to report a stolen bike, but just fill out the form and keep going. This is the correct form!
  4. Attach the registration sticker you receive in the mail.

Peel police bike registration

If your bike is stolen, report to Police immediately.

You can also search this federal website for your bike: Canadian Police Information Centre – Search by Serial Number

Bike Locking Steps:

  1. All bike locks can eventually be removed. The trick is to slow down the thief with quality and quantity, and make it more difficult.
  2. Lock your bike in a visible, well-lit high-traffic area.
  3. If there are secure bike parking facilities, use them.
  4. Lock the frame and at least the front wheel. Lock the back wheel if possible.
  5. Use multiple locks of the best quality and the thickest you can afford.
  6. Lock to a secure immovable post or rack (not the weak links in a chain link fence!)
  7. Keep the lock(s) off the ground so the thief cannot smash with a hammer.
  8. If bike components and bags cannot be secured, remove them and carry with you. A small light-weight back pack or attachable shoulder strap is helpful.
  9. If your lock comes with keys, keep a spare at home. If it comes with a combination lock, store the combo in the password file on your phone!

Bike Locks:

Select locks that are more difficult to cut/grind. An opportunist bike thief will typically carry 36″ bolt cutter, cable/wire cutter, hack-saw, hammer and maybe a crowbar. If you use a good quality U-lock or cable lock, they will likely move on to a bike that is easier to steal. Even inexpensive bikes are routinely targeted.

The professional bike thief will also carry a more powerful 42″ bolt cutter, portable angle grinder and bottle jack that will remove any lock if they have enough time. Quality bikes may be stolen to order!


U-locks are relatively light, and easy to fasten. They are awkward to carry in your bag. If you use a mounting bracket, check frequently, as it can come loose. Make sure you the lock does not interfere with your riding safety if it hangs or mounts on your bike frame. Low quality U-locks or thin soft metal can be removed with a hacksaw. Selecting a U-lock with a looped cable extends the reach from front to back wheel.

Bike U-lock Bike U-lock with loop cable   TTC bike parking u-locks 

This commuter bike was locked at the subway station using 3 U-locks from different points to the one post! This would make for a heavy ride, but more security when the bike is left at the station for the day.

Portable Chain:

These are heavier than U-locks and their length means you can lock more parts of the bike to the rack. You can even lock a couple of bikes together. Their weight will slow you down, especially important for a longer commute. You can select a Stationary chain with even more weight, for locking at home or at work. They are considered too heavy for transporting during the commute.

Portable chain lock

Folding Lock:

Lighter weight and more portable than U-locks, a folding lock is best for short stops and low to medium risk areas. Some have joints that cannot be drilled out and are difficult to cut with bolt cutters. No problem for angle grinders…

Foldylock for bikes

Cable Lock:

Sadly, these locks can be cut in seconds by thieves using wire/cable cutters. They are inexpensive and lightweight. They really are a minor deterence.

cable lock

Get the best lock(s) that you can afford given the weight that you can manage!







Why we can’t bike in winter

Why Canadians Can’t Bike in the Winter

Not Just Bikes video below shows clearly why most Canadians (Bramptonians) don’t bike in winter and how we could. Well worth the watch!

“When talking about bicycle infrastructure in Canada, the number one excuse I hear is “winter.” Many Canadians see the cold and snow as a fundamental barrier to year round cycling. But one city, Oulu in Finland, with winter weather worse than most Canadian cities, shows that winter cycling has nothing to do with the weather, and everything to do with safe cycling infrastructure. Want to learn more about winter cycling? Every February, the Winter Cycling Federation holds a Winter Cycling Congress where experts and advocates get together and talk about best practices in cycling infrastructure and maintenance.” with thanks to NOT JUST BIKES for this excellent content!

More information:

​2021 Winter Cycling Congress – Feb 11, 12, 2021 This is an e-global event!



Cycling Chronicles Vol 5

The reason we ride bicycles is different for each cyclist. There is something universal among all cyclists. Bicycles represent freedom.

The modern bicycle, the design of which has not significantly changed in over a hundred and forty years, symbolizes the same thing it did in the 1880s. The freedom to travel. This freedom to travel was accentuated by the fact that your engine of travel was totally reliant on your own energy output.

There was no hitching up of horses or getting on a steam train. You proceeded directly from your residence to wherever you wanted to go. To make this easier, bicycle manufacturers organized and lobbied for better roads, which, literally paved the way for the automobile. You could say walking was also freedom, but it was a freedom limited to how far you wanted to go and how much you had to take with you. Cycling, on the other hand, greatly expanded how far you could go in a day or even an afternoon. The great advantage to cycling was its efficiency. In fact, in terms of energy consumed for distance traveled, it is the most efficient way of travelling invented.

first bike

To children of many generations, the acquisition of a bicycle was their first taste of freedom, as their world expanded by leaps and bounds. My first trips to Claireville Conservation Area, Eldorado Park and Toronto International Airport were the epic adventures of my youth. Always enjoyed with at least one friend, if not a group of friends.

In my mid twenties, my perspective of the freedom that cycling provided took on a new perspective with my exposure to a motorcycle enthusiasts magazine called “Easyriders”. I believe the inspiration for the magazine came from the movie “Easy Rider” released in 1969. The plot of this movie followed the two lead characters experiencing the adventure of riding across part of the United States on custom choppers. Songs from the soundtrack, like Steppenwolf’s “Born to Be Wild” reinforced this theme that living your life to the fullest happens on the open road.

In the magazine “Easyriders”, besides stories about custom built motorcycles, which were usually Harley Davidson derived, and the obligatory picture almost always was draped with scantily clad model, but they were really selling something else. They were selling a counterculture that revolved around the freedom of a type of travel. In America, this freedom dated back to a romanticized depiction of the wandering cowboy of the nineteenth century, that was portrayed in many Hollywood movies and also in travelling old west rodeos. This continued in American pop culture and still exists today. In 1986, Jon Bon Jovi sang “I’m a cowboy. On a steel horse I ride”.

Of course, I did not really identify with the outlaw or one percenter aspect of what this biker culture was espousing. I did identify with the sub-culture aspect, where I realized that what I was doing, although accepted, was not practiced by a large cross-section of the population. However, this was actually part of the attraction for me. The fact that if you came across another cyclist, on a country road, you would give them a knowing wave and smile, as you were both part of a fraternity. In an era before the advent of cell phones, the unwritten rule was that if you saw a fellow cyclist with a mechanical or other problem by the side of the road, you would stop and offer assistance. I still follow this rule.

The mindset that left an impression on me, from the pages of “Easy Riders” was that those of us who that travelled on two wheels in the open air, were experiencing something more. A more honest type of travel. To highlight this, the motorcycle aficionados coined the term “cagers”, which was applied to anyone who travelled by car. The term had obvious intonation that car drivers were not really experiencing the freedom of the road since they were cocooned in a cage-like structure and hence, were unable to appreciate the same sights, smells and wind-in-your face as the motorcyclists did.

I took this thinking to heart and realized that traveling on a bicycle one-upped the motorcyclist’s experience by adding the additional sensation of travelling noiselessly. You can hear the environment you are travelling through.

The concept of the freedom of cycling has never been more pertinent than now, during a pandemic. It is not only an escape, but it brings a sense of normalcy back to your day. The requirements are so simple. All that is needed is a bicycle and a road or path. As previously mentioned, the fact that you are out of a “cage” and experiencing the sights, sounds and smells of your environment makes you feel more alive, and hopefully, at the end of the ride, rejuvenated and serene.

happy cyclist

photo credit: Dayle Laing, 2016 – image of Peter Bolton at Greg’s Ride, Milton

There were other stories to come out of this cycling adventure, but they are for another time. Story by Steve Stoller.

Cycling Chronicles Vol 4

Cycling Chronicles Vol 3

Cycling Chronicles Vol 2

Cycling Chronicles Vol 1



BikeBrampton 2020 Review

Bike Brampton 2020 Review Video

The year of COVID-19 allowed BikeBrampton to pivot to on-line and outdoor events for our Community Cycling Program normally offered at Brampton Bike Hubs & Caledon Bike Hubs.

See some of the lives we touched and the accomplishments of our Active Transportation advocacy!



Thanks to our partners, sponsors and volunteers for a great year!



Cycling Chronicles Vol 4

Consider the moose. Compared to a human I mean. Height wise, we are talking 5½-7½ ft (1.7–2.3 m) at the shoulder, ranging in weight from 900 lbs (408 kg) for a mature female to way over a 1000 lbs (454 kg) for a mature male. Even a female dwarfs a standard horse. This is a story of a chance meeting between a female moose and me. I would classify this as a close encounter.

It was the mid 1990’s and I had decided I wanted to ride my bicycle from Lake Louise, Alberta to Vancouver, British Columbia. My intention was to rise to the challenge of crossing the Rocky Mountains in four days of riding, with a rest day in the middle, stopping in Kelowna. To make it more achievable, I decided on a fully supported touring approach, with my companion driving a rental car, and meeting me at predetermined spots along the route. This would allow me to travel with a minimal amount of gear on the bike. What could go wrong, since there are only a few roads that go through the mountains?

The bicycle chosen for this adventure was my 1989 Miyata Ti6000. The Ti stood for titanium, while the 6000 represented the grade of aluminum in the frame. The two elements were mated in the bicycle frame by use of aerospace adhesives in cast aluminum lugs. The bike was made more attractive by a lack of paint. The whole frame was just a highly polished amalgam of silver metal. The components were Shimano 600; the iteration before the change over designation from 600 to Ultegra. Fourteen speeds were enough, hopefully, to get me over the mountains. The bike was finished out with Wolber Aero rims and an avocet racing gel saddle. Compared to today’s bikes, the frame was a bit whippy to be a good climber, but with slight frame flex and gel saddle, it was a comfortable all-day cruiser.

Day one was successful, as the 225 kilometres from Lake Louise to Revelstoke went by without incident. We had chosen September for fewer tourists on the road. The cooler weather and clean mountain air made me feel like I was turbo-charged. The scenery was so spectacular, I had to really concentrate on piloting the bike. I had also taken to drinking coffee in the mornings, something I had never done before. This was a nod to what the European pros did. It may not have helped my performance, but psychologically, it helped me to think I was giving this attempt my best shot.

Riding out of Revelstoke at 7:30 a.m., headed for Kelowna, a distance of almost 200 kilometres, I felt good. Another good weather forecast meant one less thing to worry about. I could just concentrate on riding and using my energy wisely. The fact that I would finish the ride at a slightly lower elevation was reassuring. The atmospheric conditions in the mountains meant that early in the morning, the roads were damp and slick with condensation. However, the good quality of the road and the lack of traffic made me feel confident to build up some speed.

It was a sweeping downhill curve on a two-lane road. I was descending at slightly over 50 kph. Keep in mind, evergreen trees on either side of the road limited my long-range visibility. What I saw as I rounded the curve, stunned me for a split second. Standing sideways, in the middle of the road, straddling both lanes, was a full-grown female moose. I say full-grown because I cannot imagine an animal that big not being full-grown. My head, while sitting on my bike, was not even close to the bottom of the moose’s shoulder.

When happened next needs some explanation. When I am in dangerous situations, everything slows down as I evaluate my options. What I am talking about is the feeling of one to two seconds being enough time to evaluate several options and the likely success of each of them. The effect is of time slowing down and a heightening of your senses and observations.

The first realization was that I was traveling quite fast on a wet road on ultra thin, slick tires. Braking in time was out of the question. This led me to imagine my first option. You may think it is funny but, due to the amount of time to impact, I first thought my only option was to lock up the rear wheel of my bike and lay the bike and myself down on the pavement. My speed and the damp road condition would possibly allow my body and bike to slide under the moose, between it’s legs, a space that appeared to afford enough room to pass through, judging from the over all size of the animal. In a millisecond I discounted this option, since it was practically guaranteed to result in injury (of me, not the moose). That left two options. To aim for the oncoming lane side, where the moose’s head was, or to the right-hand side of my lane, where the moose’s flank was. Logically, I knew the option of steering around the flank was the most reasonable. If the animal were startled, it would likely move forward. The problem was that centrifugal force was moving me to the outside of this downhill curve, on a low friction pavement surface. Any abrupt steering input would most likely result in a skid and loss of control. The stakes were high, with craggy ditches on either side of the road.

Taking everything into account in my roughly two seconds of analysis, I made my decision and started to commit to it. I would slightly veer to the left, with as little steering input as possible to limit skidding, to pass the moose on the head side. If the moose moved forward, we would collide.

As I remember it, there was a strange serenity in that millisecond as I passed the moose. My hands were off the brakes and I was trying to relax my body, in anticipation of impact. For this plan to work correctly, and for me not to end up in the ditch, my path would take me quite close to the moose. This closeness, plus my heightened senses, let me see, in minute detail, the texture of the animal’s fur and smell the damp mustiness that emanated. I remember thinking that perhaps it would be a sort of soft airbag effect, to make contact with that fur.  At the expected point of impact, luckily for me, the moose did not move. I flashed by, like a moment of victory at a finish line. Looking behind me, a few seconds later, I saw the moose had turned and lumbered back into the woods on the inside of the curve. I had made the right choice and had survived my first close encounter with a moose.

There were other stories to come out of this cycling adventure, but they are for another time.

Story by Steve Stoller.

Cycling Chronicles Vol 3

Cycling Chronicles Vol 2

Cycling Chronicles Vol 1



Bike Lane vs Urban Shoulder

Bike Lane vs Urban Shoulder shown in Videos

Cycling infrastructure using urban shoulders to provide “safe” area for cycling, car parking and traffic calming is a compromise solution.

Lisa Stokes, a BikeBrampton member shot these videos (5 minutes total), to demonstrate how it feels to cycle in a bike lane versus an urban shoulder.

Cycling in Brampton’s Central Park Drive buffered bike lane video

Cycling on Brampton’s McMurchy Avenue sharrows and urban shoulder video

Delegation to Council, Sept 30, 2020

Lisa virtually delegated on behalf of BikeBrampton, using three short videos. Her introductory video (below) outlined the key points that BikeBrampton made about the 2020 resurfacing report in item 10.3.6, followed by an invitation to Council to accompany her on a ride of a buffered bike lane and urban shoulder. She created videos to demonstrate her points.

Lisa’s Introductory Delegation Video

The road noise in the video makes it difficult to hear for some video viewers. Lisa has provided her written video commentary:

Commentary Text for Central Park bike lane video:

I’m now at Bramalea and Central Park. This is a great facility.

One improvement I’d like to see is that the bike lane goes to Bramalea so there’s no conflict zone between bikes and cars at the intersection. I’d also like to see no dashed lines so the cars are not allowed to merge into the bike lane when turning right.

I love this facility because the buffer is so wide that it keeps the cars a long way from the cyclists. The bike lane is actually wide enough for cyclists to ride side-by-side.

If I was riding with my child here I would be riding over here next to the buffer and I would have my child on my inside between me and the curb, which would make them feel very protected, not only that they were far away from cars, but also that I would be able to ride beside them and guide them and chat with them, and provide an extra buffer between them and passing cars.

Commentary Text for McMurchy sharrow & urban shoulder video:

I am on McMurchy, south of Queen, where the cycling infrastructure is sharrows. Sharrows are supposed to indicate where cyclists should ride and to warn drivers that cyclists will be on the road. But they don’t provide any safety for cyclists, and anyone who would not be comfortable riding here without the sharrows, would not be comforted by the sharrows.

Now the facility turns into an urban shoulder and cars are regularly parked on the urban shoulder. So in order to pass this car here, I have to do a shoulder check, signal, another shoulder check, manoeuvre out and take the lane. And in a situation like this where cars are parked several car lengths apart, I have to continue to control the lane because it’s not safe or predictable for me to weave in and out, but a lot of inexperienced cyclists don’t realize this and get into continual conflict with motor vehicles in a situation like this. And here we come up to another car. In this case we pulled in, because there were more than about 10 car lengths between the parked cars, and to allow a car to pass us. These are manoeuvres that take a great deal of confidence and experience, and the 60% of cyclists that are interested, but concerned, would not be convinced that this type of cycling facility would keep them safe enough to get them off the sidewalk.



Announcing smART Ride Contest

Announcing the smART ride contest!

In partnership with BikeBrampton, The Rose is celebrating the beauty of the bicycle through ART. Through dance, poetry, visual art, monologue, music, comedy or the artistic medium of your choice, submit an artistic piece that celebrates cycling for your chance to WIN!

Whether you are moved by the thrill of racing the wind; taking control of your commute to work; the joy of exploring nooks and crannies of Brampton’s valley trails; or simply the satisfaction of a carbon fiber frame over a carbon footprint, we want to know what it is about cycling that INSPIRES you!

So, put on your thinking cap along with your helmet, and show the world how spokes and wheels speak to you! Contest closes November 30, 2020.

The prize is a feedback session with contest panelists, and a virtual showcase. Winners will receive an honorarium of $200 for their participation in the virtual showcase.

#smARTridebrampton  @therosebrampton  @bikebrampton


smART Ride Contest announcement – Punjabi

Terms and Conditions:

The specific rules set out in these Terms & Conditions apply to the Promotion. By entering the Promotion, entrants agree to be bound by these Terms & Conditions.

The promoter is The Rose Brampton, whose registered address is 1 Theatre Ln, Brampton, ON (“Promoter”). The other Promoter is BikeBrampton, whose registered address is PCHS, 50 Sunny Meadow Blvd., Unit 207, Brampton, ON L6R 1X5.

Employees of the Promoter, and their immediate family members, The Rose volunteers, and any person professionally associated with the Promoter (or members of their immediate family) may not participate in the Promotion.

To be eligible to participate in the Promotion:

  1. The Promotion will commence on Thursday, October 22, 2020. The closing date for receipt of entries is 23:59 (EST) on Monday, November 30, 2020 (“Closing Date”).
  2. The Promotion is open to residents of Canada (excluding residents of Quebec) who have reached the legal age of majority and have a valid email or phone number (an “Eligible Participant”).


  1. The prize is a feedback session with contest panelists, and a virtual showcase (“Prize”). Eligible Participants will receive an honorarium of $200 for the virtual showcase.
  2. Three (3) Prizes will be awarded in total to a three (3) Eligible Participants.
  3. The Prize is not transferable and there is no cash alternative. The Promoter reserves the right to substitute the Prize with an equivalent of equal or greater value at any time.


  1. An Eligible Participant will be automatically entered into the Promotion by submitting to BikeBrampton an original artistic work related to cycling, tagging @therosebrampton and @bikebrampton, and using hashtag #smARTridebrampton.
  2. Eligible Entries include General Video, Photography, Dance, Poetry, Spoken Word, Music or Writing. smART Ride Contest Submission Guidelines_FINAL
  3. Only one Entry can be made per Eligible Participant; additional entries made by the same Eligible Participant will not be accepted.
  4. All valid entries will be entered into a prize draw for a chance to win the Prize. Three prize winners will be chosen by a group of panelists based on selection criteria from all qualifying entries within two weeks of the Closing Date (“Winners”).
  5. The Winner will be notified by email and/or phone within two days of the Promoter’s selection.
  6. The Winners must contact the Promoter within one week of the notification date to claim the Prize (“Winner Confirmation”). The Winner will be then required to correctly answer a skill testing question. If the skill testing question is correctly answered, the Winner will be required to provide the Promoter with their full name, mailing address and contact information. If the Winner fails to claim the Prize, they will forfeit the Prize and another valid entry will be drawn.
  7. The Promoter will arrange for the Prize to be delivered to the Winner, based on the mailing address provided by the Winner.
  8. The Promoter reserves the right and has complete discretion to disqualify any Entry deemed unsuitable, inappropriate, explicit or offensive.
  9. The Promoter cannot accept responsibility for delayed or incorrectly submitted Entries.


  1. In all matters relating to the Promotion, the decision of the Promoter shall be final and no correspondence or discussion shall be entered into.
  2. The Promoter reserves the right to verify the eligibility of all participants and disqualify any participant that it has reasonable grounds to believe has breached any of the rules, including, but not limited to, falsifying any information submitted to or requested by the Promoter.
  3. The Promoter reserves the right to amend or terminate the Promotion at any time without notice. Any termination or amendment to the Promotion will be communicated to via social media.
  4. The artist grants The Corporation of the City of Brampton and Bike Brampton permission to use their artwork for promotional purposes. The artist will always be credited.

Submissions will be reviewed using the following criteria:

  1. Consideration for the emotional and intellectual connection of cycling, arts & culture and the environment.
  2. Principles of Design, for example: Contrast, Balance, Emphasis, Proportion, Hierarchy, Repetition, Rhythm, Pattern, White Space, Movement, Variety, Unity.
  3. Elements of Design, for example: Line, Shape, Space, Value, Colour, Texture.


Norbert Augustine  Kez Vicario-Robinson  Steven_Schipper_ROSE  Angela Boyer

Norbert Augustine

Norbert Augustine is perhaps best known locally for his 5 large murals depicting significant historical Brampton buildings and the evolution of the bicycle along Vivian Lane in downtown Brampton. Norbert has been working exclusively as an artist since 1994. In addition to his mural work Norbert works with glass, porcelain and a variety of stone materials & methods. His works have been commissioned by corporate clients, architects, designers and private collectors. @norbertaugustine on Facebook

Kez Vicario-Robinson

Kez was a facilitator and stand-up comedy artist for City of Brampton’s 2020 Arts for Change Workshop. Kez is queer, non-binary, and has been an artistic performer for the past 10 years. They are a stand-up comedian, and perform in Toronto, Waterloo Region, and surrounding areas. They have been featured in JFL42, Guelph Comedy Festival, and Canadian Festival of Spoken Word, along with Jokes at Janes, Gender Outlaws, The Making Box, Comic Sans, and others. In addition to regularly performing improv with their all-queer improv troupe Queerwax, they are also a member of The Making Box Battalion, the creator, producer, and performer for Queer-Prov, as well as working with the Canadian Improv Games, bringing improv education to youth all across the country. @kezvr on Instagram and Twitter

Steven Schipper

Steven is honoured to serve as Executive Artistic Director, Performing Arts, for the City of Brampton. Steven and his team are working toward establishing Brampton as a cultural crossroads, a city where artists and audiences of all ages, from all walks of life and from all of Brampton’s mosaic, gather together to celebrate our shared humanity.

Steven served for 30 years as Artistic Director at Royal Manitoba Theatre Centre, and directed plays across Canada and the United States, including at the Stratford and Shaw Festivals, and Mirvish Productions. In 2007, Steven received an Honorary Doctorate of Letters from the University of Winnipeg. In 2012, he was appointed to the Order of Canada, and was awarded the Queen’s Diamond Jubilee Medal. In 2015, he received an Honorary Doctorate of Letters from the University of Manitoba. In 2019, Steven was appointed to the Order of Manitoba. Steven is Artistic Director Emeritus at Royal Manitoba Theatre Centre. @therosebrampton on Instagram, @RoseBrampton on Twitter, The Rose Brampton on Facebook

Angela Boyer

Mshimkehn Ense Kwe – Angela Boyer is Ojibway from the Mississauga First Nation #8, Member of the wolf clan. Angela is an advocate of Indigenous arts & culture.  In her younger years she has managed the Native Canadian Centre Calendar project with schools across Ontario. Angela currently works in the Peel community where she is a community builder for Indigenous arts and culture when she is not working in her role promoting wholistic wellness & economic development opportunities for the Indigenous community in Peel.  Angela is also a poet whose poetry honours the lives of Missing and Murdered Indigenous women +2S across Turtle Island.  Angela considers herself an artist of life.

Vivian Lane cycling murals

Critical Mass Ride stops for photo op at Norbert Augustine’s cycling murals on Vivian Lane. Group of BikeBrampton members and our mascot, Oakley.

Cycling at Rose Theatre

BikeBrampton has a history of proudly working with the Rose Theatre. In 2014, we assisted with the bicycle props on stage for the 8-80 presentation by Gil Penalosa.