Where the Sherbourne separated bike lane and a bus stop share the same curb space, the cycle track rises up a few inches to sidewalk height. Rumble strips and cobbles demark the zone, and bright yellow textures mark the bus loading area for pedestrians.
Water running down the curb is directed into a covered channel, with a grill on top to collect surface water from the walkway.
Green, yellow, white, black, all the Fisher Price colours were employed. The city did not feel it was necessary to post signs advising pedestrians to wait for the bus off the track, nor advise cyclists that there might be pedestrians ahead, or people boarding or alighting the bus.
A two-taxi layby allows taxis to loiter, waiting for that next fare. The cycle track is set back far enough that taxi passengers do not co-occupy the track when availing themselves of taxis, and cyclists are spared ‘the door’.
The flush barrier curb and merge-like hash marks along the path indicated where vehicles are crossing the track to enter a driveway.
The brite green section above is near an intersection, where the road allowance has been forced to accept three narrow vehicle lanes plus the cycle tracks. There is no barrier curb separating cyclists from cars. It also looks like the separating line has been repainted.
A tight section, with reduced separation of the modes .. yet the outer boulevard is a wasted space of asphalt. Beyond it is Allan Park.
The lane on Roncenvalles was similarly executed. My take away was that someone’s heart was in the right place but someone else did their best to make an unworkable arrangement. (I usually hugged the curb, on the road, at the raised bus/street car stops, myself.)