Collingwood Laneway Design Guidelines

7/22/2019 Collingwood Laneway Design Guidelines

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May 25, 2014 - Revised

Envision-Tatham Inc.

DesignGuidelines

COLLINGWOOD

LANEWAY



Prepared by: Envision-Tatham Inc.

Authored by: David J. V. Wood, BLA OALA CSLA

Senior Landscape Architect/ General Manager



1 Introduction 1

1.1 Background & Context 1

1.2 WALC 3

1.3 Report Objectives 4

2 Guiding Principles 7

2.1 What is a Laneway? 7

2.2 Existing Movement Patterns 8

2.3 Environment 11

2.4 Business & Housing 14

2.5 Social & Cultural Expression 16

2.6 Point of Reference 17

2.7 Tourism 19

3 Existing Laneways 21

3.1 Property Ownership 21

3.2 Laneway Inventory 22

3.3 Laneway Typologies 25

Connecting Laneways 26

Active Destination Laneways 28

Passive Destination Laneways 29Private Walkways 32

4 Design Considerations 35

4.1 Views and Vistas 36

4.2 Enclosure & Scale 36

4.3 Façades 38

4.4 Surface & Drainage 40

4.5 Connectivity & Wayfinding 41

4.6 Gateways 425 'J' Lane Concept 45

6 Summary 55

7 Photo Credits 57

8 Works Cited 59

Table of Contents

Appendix A 60





Collingwood Laneway Design Guidelines

1 Introduction

1.1 Background & Context

1.1.1 Downtown Streetscape Revitalization

In 2010, the Town of Collingwood Town, in

partnership with the Collingwood Business

Improvements Association BIA, completed the

implementation of the Downtown BIA Streetscape

Revitalization project Fig.1). The project was the

result of a five year collaboration with various

stakeholder groups to update and improve thepublic environment in Collingwood’s historic

downtown core. Although initiated by the need for

electrical upgrades, regrading, a ccessibility

improvements, and urban tree replacement, the

project provided the opportunity to implement

recently adopted Council initiatives . 1

The design approach that evolved out of these

initiatives led to the adoption of a ‘pedestrian first’

principle, with the objective of creating a quality

pedestrian experience to enhance environmental

comfort, safety, accessibility, and social wellbeing.

1

Council Initiatives

1. Walkable Communities, Complete

Streets, & Active Transportation

2. Accessibility

3. Heritage Protection

4. Business and Tourism Enhancement




The design also defined objectives for convenient

downtown access for bicycles, mass transit and

vehicles and considered the transitions between

the street corridors, midblock laneways and public

parking lots. The Downtown Streetscape

Revitalization Plan was approved by Council on June 29, 2009 .2

Through the recent Federal Stimulus Funding

Program and contributions by the Town and BIA, a

significant portion of the Downtown Streetscape

Revitalization Plan was realized. Hurontario, Pine,

Ste. Marie, Second, Simcoe, Third, and Ontario

Streets were enhanced to meet the walkability and

public space objectives of the plan.

Although the funding was not sucient enough to

realize the entire Downtown Revitalization Plan,

the successful completion of the street corridors

was a tremendous step forward. It set the stage for

future development of the midblock laneways as a

finer grain secondary system of pedestrian and

bicycle movement in the downtown.

1.1.2 Next Steps Laneway Enhancements

The Downtown Streetscape Revitalization Plan

included a number of recommendations to guide

the ‘next steps’ for the downtown. In particular, it

recognized that the existing laneways informally

provide convenient public connections to existing

parking lots, businesses and municipal facilities

Fig 2 & 3). Acknowledging their public significance

and transforming them into a visible, safe and

engaging urban pathway system was seen as the

next responsible step in context of a ‘pedestrian

first’ principle.

The plan also recognized that the laneways are

critical in providing access to Hurontario St. for

bike commuters and recreational cyclists. With

bicycle routes established on Ontario, Pine and

Ste. Marie Streets, the laneways are intended to

2

Figure 1 - Downtown Collingwood BIA Streetscape

Revitalization project, completed in 2010

Figure 2 - Typical north-south laneway, mid-block

(between Second & First Streets)

Figure 3 - Typical east-west laneway mid-block

(between Hurontario & Pine Streets)




facilitate safe access for cyclists to Hurontario St.

and provide ample bike parking and appropriate

wayfinding (Fig. 4).

1.2 WALC

The Walkway & Laneway Committee WALC was

formed by the BIA to develop a strategy for the

realization of the laneway vision set out in the

Downtown Streetscape Revitalization Plan. Their

eorts acknowledge the opportunities and benefits

that enhancement of the existing laneways can

bring to Collingwood’s residents, businesses and

visitors.

The following nine goals were defined by WALC

and presented to Council on March 25, 2013 .3

These goals were established as a framework for

future initiatives to enhance the laneway network

to be safe, accessible, functional and engaging forthe benefit of downtown commerce and the

community.

Further to their work with Council and Town sta,

WALC have also been active in educating the BIA

membership and the public on the benefits of

laneway improvements. Such eorts are best

demonstrated through the creation of the

'Proposed Alleyway Improvement Project: Notes

and References 2012 ’ document and the4

explainer video released on YouTube entitled:

'Laneways, Pathways Walkways -

Collingwood BIA’ 5

- YouTube

3

Figure 4 - Covered bike parking & pedestrian gateway

concept for east-west laneway south of Town Hall

Laneway Goals - WALC

1. Beautification & general improvement ofaesthetics

2. Way-finding & connectivity downtown

3. Build a sense of community downtown

through partnerships with stakeholders

4. Enhance downtown as a hub and center

of our larger community

5. Create a destination downtown which is

an economic driver

6. Complement and integrate all

transportation and movement (driving,

parking, walking, & biking)

7. Safety - reduce crime & vandalism

8. Environmental enhancements

9. Recreation - biking and running trails




Furthermore, on June 3, 2013 members of WALC

participated in an evening workshop facilitated by

Town sta “to creatively explore the potential of

making tangible improvements in the downtown

district of Collingwood” (Fig. 5). 6

The results of this workshop were summarized by

the Town in the ‘Walkway and Laneway

Committee Workshop Findings & Next Steps’

report June 3, 2013. The report summarizes the

many creative ideas explored by the participants

and provides planning level recommendations and

inspiration for placemaking, stakeholder

engagement, and partnerships. Furthermore, it

outlined tangible priorities for the implementation

of BIA improvements, including lanewayenhancements.

1.3 Report Objectives

Expanding on the great work previously completed

by WALC and Town staff, the Collingwood

Laneway Design Guidelines provides a framework

to advance the design and implementation of the

midblock laneways, walkways and public parking

lots, in context of the Downtown Streetscape

Revitalization Plan.

Objectives of the report are outlined as follows:

The information in the design guideline utilizes

both graphics and written word to illustrate the

recommendations. The concept prepared for ‘J’Lane is intended to provide a sitespecific

demonstration of the design principles.

Furthermore, the guidelines will also provide a

solid basis for the future development of the

various other Collingwood laneways, as funding

and timing permit.

4

Objectives

1. Identify the existing laneways in downtown

Collingwood and define their inherent

typology, function, ownership, potential and

challenges

2. Provide design recommendations for creating

an overall laneway aesthetic that is cohesive

and recognizable for clear public way-finding

3. Provide overall guiding principles for the

design of laneways, with a palette of

conceptual design sketches and precedent

images to demonstrate opportunities and

assist in visualizing their design potential

4. Prepare a design concept for the mid-block

walkway between The Northwood Club and

Blue Mountain Music (‘J’ Lane)Figure 5 - WALC members participating in a visioning

workshop on June 3, 2013




5




6






”The term laneway is often used interchangeably

with a number of other terms, including al ley,

alleyway, back alley, back lane, carriageway and

mews” . The chosen terminology often depends on9

the branding objectives of the community.

2.2 Existing MovementPatterns

Further to a rich built heritage, impressive

streetscapes and an urban waterfront, Collingwood

is fortunate to have a midblock laneway system

that is extensively used by the public to move

thr ough the down town core . Desp ite thei r

utilitarian origins and mixture of ownership public

and private, the laneways have become an integral

part of the day to day movement patterns of

residents and visitors.

In many ways, Collingwood’s urban structure

mandates the use of the laneways. The rear public

and private parking lots, municipal facilities and

many businesses rely on the convenient

connections made by these midblock corridors.

By providing convenient access, they are arguablyresponsible for the success of many businesses,

public events, and the growth of commercial and

cultural districts beyond the Hurontario St.

corridor.

2.2.1 Municipal Parking Lots

The three large municipal parking lots adjacent to

Pine and Ste. Marie Streets require the laneways to

serve as connections to the core shopping area onHurontario St. The success of these parking lots

seems to be aected by the quantity, quality and

clarity of available midblock connections.

It is noted that the Arena Parking Lot and the Pine

St. Parking Lot demonstrate the greatest success,

as each are served by two wide and visible eastwest

laneways Fig. 6). The north parking lot on Ste.

Marie St., has only one narrow eastwest laneway

with a hidden entrance and demonstrates the

poorest success.

2.2.2 Municipal FacilitiesMunicipal facilities such as Town Hall, the Eddie

Bush Memorial Arena, the Collingwood Public

Library and the Station Museum are spread

throughout the downtown core and directly rely

upon municipal parking facilities. In many cases,

the laneways have become essential links between

the facilities and parking lots and they should be

recognized and maintained as pedestrian routes

(Fig. 7).

8

Figure 6 - Municipal parking lots depend on laneways

to support municipal facilities and private businesses




2.2.3 Retail and Business

As much as the municipal facilities rely upon the

midblock laneways, more so do the many

residents and private businesses established in the

downtown.

Pragmatically, the existing laneways provide them

with access to private rear parking lots, allow for

maintenance access and deliveries, and provide

locations for utility infrastructure and garbage

collection. More importantly, these midblock

connections also oer convenience to shoppers and

tourists, which can be a critical element in theretail sector. Laneways play an important role in

providing a diversity of convenient pedestrian

options, increasing access to businesses, and

providing the framework for Collingwood’s retail

district to flourish beyond Hurontario St. Fig. 8).

2.2.4 Evolving Cultural Districts

Historically, the centre for Collingwood’s

commerce revolved around the Hurontario Street

corridor. With the growth of the community and

the shifting of age, economic and cultural

demographics, the face of Collingwood has

demonstrated change in the past decade.

Areas peripheral to Hurontario St. seem to be

evolving into their own distinct cultural districts.

Pine St. oers a unique assortment of restaurants

and bars in the area surrounding the municipal

parking lot and ‘Schoolhouse Lane’.

Meanwhile, the areas adjacent to the Public

Library and the Tremont Cafe on Simcoe St. have

taken on a distinct arts focus.

9

Figure 7 - Laneways provide essential access to

municipal facilities & amenities in the downtown

Figure 8 - Schoolhouse Lane provides necessary

support to businesses without street frontage




The existing laneways and walkway connections

play an important role in ensuring these evolving

districts are conveniently accessed and integrated

into the downtown experience Fig. 9).

2.2.5 Stewardship Responsibilities

Recognizing the importance of Collingwood's

laneway network in the pedestrian context

establishes the primary rationale for proposed

enhancements. The rationale is premised on theresponsibilities held by the public and private

stewards of these spaces to make them safe,

accessible, walkable, engaging and understandable

in context of community wayfinding.

10

Shared Stewardship Responsibilities

1. Provide identifiable, level and barrier freewalking surfaces in context of responsibilities

under the Accessibility for Ontarians with

Disabilities Act (AODA)

2. Improve drainage

3. Incorporate pedestrian scale lighting with

white light luminaries for true colour rendering

(LED or Metal Halide)

4. Create safe spaces based on the principles of

Crime Prevention Through EnvironmentalDesign (CPTED)

5. Provide seating, shade and other amenities to

promote public comfort

6. Develop cohesive way-finding to permit clear

and safe navigation of the community

Figure 9 - Artisans Market - Tremont Lane and Second

Street, in Collingwood’s evolving Arts District




2.3 Environment

Further to pedestrian benefits, improvements to

the laneways will invariably be beneficial for the

environment.

Strictly seen as utilitarian spaces, the rear and side

yard laneways adjacent to downtown buildings

were traditionally paved e.g. asphalt and concrete

to reduce maintenance and to provide access for

deliveries, servicing, garbage collection, etc.

Fig. 10).

The result of this approach is a continuous

impermeable surface that directs storm water and

urban contaminates into storm sewers, waterwaysand ultimately into Georgian Bay. This practice

contributes to pollution, flooding of waterways and

increases the urban heat eect.

In recent years, cities such has Chicago and

Detroit have shown tremendous leadership in

challenging this approach by executing and

promoting green initiatives within their extensive

alleyway systems. Chicago provides a notable

example in the development of the ‘The Chicago

Green Alley Handbook’ which provides guidance10

and public awareness on the benefits of green alleys

Fig. 11).

The green alley approach promotes the reduction

of impermeable surfaces, the use of permeable

pavements, and the introduction of shade trees,native plantings, rain gardens and barrels, energy

ecient lighting, bioretention swales and green

roofs on adjacent buildings Fig. 12, 13 & 14).

11

Figure 11 - The Chicago Green Alley Handbook

Figure 10 - Rear & side yard spaces paved from building

face to building face, often with poor drainage

Benefits of Green Alleys

1. Improved Stormwater Management - up to

80% storm water capture through permeable

pavements

2. Heat Reduction - reflective (high albedo)

surfaces aid in reduction of ‘heat island effect’

3. Material Recycling - constructed from recycledmaterials

4. Energy Conservation and Glare Reduction -

energy efficient dark-sky compliant light

fixtures

- The Chicago Green Alley Handbook (Pg. 5)




These objectives are consistent with green

infrastructure initiatives being pursed in Ontario

through the 2014 Provincial Policy Statement. The

Policy Statement defines ‘Green Infrastructure' as

a:

"natural and human-made elements

that provide ecological and

hydrological functions and processes.

Green infrastructure can include

components such as natural heritage

features and systems, parklands,

stormwater management systems,

street trees, urban forests, natural

channels, permeable surfaces, and

green roofs"11

12

Figure 14 - Permeable Pavers - 12th Street Alley in

Richmond, Virginia

Figure 13 - Permeable concrete central drainage area

keeps water away from aging building foundations

Figure 12 - Alley 24, Seattle, Washington transformed

with pavement reduction and plantings




Further to environmental benefits , green

infrastructure initiatives and the green alley

recommendations tend to result in the creation of

comfortable human environments, with the

introduction of shade, plantings, and wildlife.

The City of Detroit provides an inspiring example

of this with its transformation of the laneway on

Second Avenue, between Canfield and Prentis

Streets Fig. 15).

13

Figure 15 - Before and after Images of green alley

transformation in Midtown Detroit, Michigan

BEFORE

AFTER




2.4 Business & Housing

Investing in laneways can play a role in supporting

and promoting economic growth and tourism in a

downtown core.

There are many inspiring examples locally and

internationally where concerted eorts have been

made to amend planning policy, establish design

guidelines and provide development incentives to

repurpose these traditionally utilitarian spaces.

Through such eorts, alleyways and laneways are

being transformed into safe midblock pedestrian

passageways with frontages for restaurants, cafes,

retail businesses and even high density housing.

From a commerce perspective, greater permeability

between adjacent streets serves to ensure that

potential consumers are accessing a larger spatial

and shopping range. Typically, this results in

increased opportunities for existing businesses and

can provide the required exposure to encourage

new businesses to develop in areas away from road

corridors.

A testament to this in Collingwood can been seen

in the success of the establishments that front onto

‘Schoolhouse Lane’, such as Tesorso Restaurant and

Admiral’s Post. Despite having little or no street

presence, they thrive due to the laneway’s romantic

brand of the old school house, as well as the

pedestrian exposure created by the laneway and

public parking lot (Fig. 16).

Melbourne, Australia provides one of the most

compelling demonstrations of the possibilities for

retail and public space in laneways, when unique

urban structure and historic buildings are properly

leveraged Fig. 17).

At its basis, the eective activation of laneways

increase the functional commercial ‘surface area’ of

a community. This added surface area increases

frontage opportunities for both existing and new

businesses, as well as for housing.

Landlords can consider subdividing large or underutilized space within a building to take advantage

of the laneway frontage. These smaller units

without roadway exposure oer more aordable

downtown rental or residential space and can help

alleviate the reliance on a single anchor tenant.

This in eect provides greater opportunities for

14

Figure 16 - Businesses along 'Schoolhouse Lane' in

Collingwood have thrived on the access and branding

of this well used mid-block pedestrian connection

Figure 17 - Flinders Lane, Melbourne, Australia

provides a successful precedent of laneways

supporting business diversity & increasing retail

'surface area'




landlords to oer aordable space options to

encourage nonretail based businesses and

residents to relocate into the downtown core.

Smaller and more nimble commercial spaces are

well suited for specialty retailers, small consultingoces, cafés, restaurants, art studios or other such

businesses who might not require or cannot aord

space with road frontage (Fig. 18).

For housing, laneway units can provide unique and

aordable ground floor rental options in the

downtown and increase safety of laneways by

increasing a pedestrian presence outside of

business hours. One of the best Canadian examples

of this approach can be found in the City of

Vancouver where laneway housing has been

incorporated into their green building initiatives

Fig. 19).

"Laneway houses contribute to the

overall sustainability of the city. They

give people more opportunities to live

close to where they work, shop, and

play, and they make the city's urban

lanes more green, liveable, and safe"12

- City of Vancouver

These precedent setting initiatives serve to

demonstrate that laneways can increase both the

permeability and diversity of business and housing

types/ sizes found in the downtown core.

15

Figure 18 - Just Push Play Arcade utilizes the rear of the

Christie’s building with frontage in the rear laneway

Figure 19 - Laneway housing in Vancouver




2.5 Social & CulturalExpression

Although laneways are analogous to ‘hal lways’

between rooms, some have the potential tobecome destinations in and of themselves. As

depicted in Figure 17 in the previous section of

this report, Flinders Lane in Melbourne, Australia

serves to provide a great example of the

possibilities.

Removed from the road corridors, these spaces are

primarily people environments, offering a

pedestrian tempo that can be ideal for social

interaction and human expression through art,

culture and music. With the right supporting

factors, laneways can transcend their inherent

function as passageways and become destinations

of culture and activity. In this context, laneways

can oer:

• restaura nt pat ios , shopping and soc ia l

environments;

• contemplat ive space for di scover y and

interaction with art; or• a quiet passive retreat in context of the busy

downtown environment.

In all forms, the possibilities are limitless and are

best defined by the creativity of the community

that they ser ve. This section prov ides some

notable precedents to capture Collingwood’s

imagination Fig. 20, 21, 22, 23, 24 & 25).

16

Figure 20 - Nord Alley Block Party, Seattle, WA provides

an example of the temporary transformation of a

laneway corridor into a destination

Figure 21 - Graffiti Alley, Toronto, ON has achieved

national fame as an urban art gallery with an ever

changing canvas for passive contemplation




17

Figure 22 - Artists test the public’s expectations in

Angel Place, Sydney, Australia, with the 'Forgotten

Songs' installation as a part of the ‘Laneways: By

George! Hidden Networks’ project

Figure 23 - Buskers in Flinders Lane in Melbourne,

Australia, take advantage of the acoustics and transform

the space with sound

Figure 25 - simple artistic gestures can add a great deal

of meaning to laneways, as is demonstrated in this

unnamed laneway in Melbourne, Australia

Figure 24 - 'The Meeting Place' art installation in LittleHunter Street, Sydney, Australia, creates art with yellowbumper walls & human movement as a part of the ‘Laneways: By George! Hidden Networks’ pro ject




2.6 Point of Reference

Acknowledging laneways as a component of

Collingwood's downtown fabric celebrates the

richness of the community’s built history. These

spaces oer a fresh reference point for viewing

familiar buildings and spaces.

The 2008 Downtown Heritage Conservation

District Plan HCDP, recognizes that the rear

facades of Hurontario St. shops are visible from

the rear parking lots, forming a “significant aspect

of the townscape and are a first introduction to the

heritage character of the District" .13

Enhancement of the laneways to support theseunique townscape views will increase the diversity

and sense of discovery of the community, which are

key ingredients for successful commerce and

tourism Fig. 26, 27 & 28).

18

Figure 27 - Collingwood’s Town Hall clock tower as

seen from the Pine St. parking lot & adjacent laneways

Figure 26 - Laneways provide new perspectives for

viewing familiar landmarks such as this view of St.

Mary’s Catholic Church

Figure 28 - Impressive rear facade of the Schoolhouse

Lane building seen from the rear laneway




2.7 Tourism

In many ways, tourism benefits associated with

laneway enhancement are directly related to all of

the previous justifications. Safe, cohesive and

accessible walkway networks, a diversity of

commercial opportunities, vibrant and engaging

spaces, and green refuges are necessary for a

meaningful tourist experience. It is often said that

if communities develop for the benefit and well

being of the residents, then tourism will be a by

product of the success of this goal.

Laneways can add a depth of experience that can

serve to attract residents and visitors to the

downtown, and more importantly, entice them to

linger and return.

Furthermore, laneways also create a network of

spaces that are authentic to the built history of a

downtown community. It is this authenticity that

can be the intangible ingredient required to

support successful small town tourism. Combined

with the sens e of explor ation and disco very,

laneways can help showcase Collingwood’s built

and cultural history in support of tourism. Fig. 29).

19

Figure 29 - 'The Causeway' at the heart of Melbourne, A ustralia's central business & tourism district




20




3 Existing

Laneways Although it may not be apparent to the average

resident or visitor, the laneways in downtown

Collingwood are not all publicly owned. In fact, a

number of the key midblock corridors are owned

privately and are either historically tied to other

parcels of land or are, in essence, vacant building

lots.

3.1 Property Ownership

Property ownership may present the largest

challenge in realizing the overall laneway vision. A

preliminary land ownership assessment was

recently conducted with the assistance of the Town

of Collingwood, confirming many ownership

assumptions and also identifying a number of ‘grey’

areas.

The importance of formally defining the

boundaries between public and private ownership

and understanding the locations and legal rights

behind easements, should not be underestimated.

This knowledge is essential for the BIA and Town

to prioritize implementation eorts, make land

acquisition decisions, lay rights of claim, or

negotiate partnerships with private land owners.

21




3.2 Laneway Inventory

Figure 30 provides a mapped inventory of the

existing laneways in downtown Collingwood,

identifying their ownership as either private orpublic. For context, parking lots have also been

identified with similar designations.

The criteria for inclusion as an existing laneway is

based on observed public use patterns as midblock

connections between streets, internal parking lots,

or retail establishments.

Although there are colloquial names for some of

the lanes, they have been labelled alphabetically for

the purpose of this report.

Further to the mapped inventory, a summary sheet

of observations has been prepared for each of

Collingwood's laneways and are included in

Appendix A for reference.

22






24




3.3 Laneway Typologies

The potential for realizing the benefits of laneway

improvements is largely determined by the

inherent characteristics of each individual space.

Each laneway environment is defined by its

physical structure and its relationship to buildings,

places and users.

There have been a number of attempts to classify

the typology of laneways, with the most successful

example coming from the ‘Prospects for Animated

Laneways in Downtown Toronto’ December

2012 , prepared by students from Ryerson14

University’s Masters of Planning program. This

report categorizes the inherent typology of

laneways based on the volume of users and the

desired level of engagement. It covers a range of

typologies from low use residential laneways

through to high density programmed urban spaces.

Inspired by this work, we have adapted this system

to reflect the Collingwood context. Since the

scope of this study is to examine midblock

connectivity, we have added a category for private

walkways that are also being used by the public as amidblock pedestrian connection or have the

potential to become one.

As such, we have identified the following laneway

typologies in downtown Collingwood:

1. Connecting Laneways

2. Active Destination Laneways

3. Passive Destination Laneways

4. Private Walkways

We acknowledge that the qualities that define a

laneway’s typology can be dynamic and thus change

over time. For example, the addition, removal or

change in function of an adjacent building, or a

shifting cultural dynamic, can quickly alter the way

the public views and interacts with these urban

spaces.

As such, some lane ways have been place d in

multiple categories, which is a reflection of their

potential to succeed as one typology or another.The final character of each laneway will ultimately

be determined by the factors that influence them

when the opportunity for enhancement is realized.

As suc h, we ha ve p rov ided genera l

recommendations for improvements based on

typology and have included precedent examples as

inspiration for future initiatives.

25




CONNECTING

LANEWAYS

A large percentage of Collingwood’s laneways fall

within the ‘Connecting Laneway' typology.

In Collingwood, there are two categories of

connecting laneways:

1. Northsouth connecting laneways provide

vehicu la r, pedest rian and bicycle ac cess to

parking lots, and facilitate garbage collection

and service/ maintenance access to buildings.

Laneways in this category include:

'A' Lane 'H' Lane 'I' Lane

'O' Lane 'P' Lane

2. Collingwood's eastwest connecting laneways

provide pedestrian only access from Hurontario

St. to adjacent streets and rear parking lots.


'J' Lane 'K' Lane 'L' Lane 'N' Lane

26

Figure 31 - Avenue Chateaubriand in Montreal, Quebec

with shared pedestrian & vehicle access

Figure 33 - Origins of the ‘Shared Street’ concept stems

from the Dutch Woonerf (Living Street) where

pedestrian have legal priority over motorists

Figure 32 - Market Street in Toronto, Ontario, provides

a shared, but defined multi-modal environment

Connecting Laneway

"A Connecting Laneway is a public space

intended to enhance the movement of

pedestrians, cyclists and vehicles. These laneways

are designed to function as comfortable

thoroughfares for both pedestrians and cyclistsand may incorporate signage and way finding.

These lanes may provide short-cuts and mid-

block connections. Users of this type of laneway

are not provided with activities or amenities that

promote long stays."

- Prospects for Animated Laneways in Downtown

Toronto’ (Pg. 12)




Shared Street

“A common space

created to be shared by

pedestrians, bicyclists,

and low-speed motor

vehicles. They are

typically narrow streetswithout curbs and

sidewalks, and vehicles

are slowed by placing

trees, planters, parking

areas, and other

obstacles in the street”

15

27

Figure 34 - Connecting Laneways in downtown Collingwood, ON

Recommendations

Enhance all laneways to be safe, accessible, well-

drained & appropriately lit as per ‘Guiding

Principles’ recommendations

North-south laneways - design as ‘shared street’

system, accommodating pedestrians, vehicles, &

bicycles in a shared, defined environment

Provide mid-block courtesy crosswalks where

laneways interface with roadways

Establish transition spaces where east-west &

north-south laneways cross, to provide points of

interest, seating, & way-finding

Create bike parking amenities at east-west

laneway rear entrances, to aid the transition to

Hurontario St.'s pedestrian environment

Consolidate service, utility infrastructure and

garbage in a visually appropriate manner

Figure 35 - Wall Street in Asheville, North Carolina, with alley/ facade improvements

& rear business access, provides a great precedent for Collingwood as seen in the

following YouTube video link: SID.tv Epsiode 50




ACTIVE

DESTINATION

LANEWAYSCollingwood is fortunate to have a number of

laneways that have great potential to engage the

public under the right conditions. These spaces

fall under the 'Active Destination’ typology.


'B' Lane 'C' Lane 'F' Lane 'J' Lane

’M' Lane 'Q' Lane

28

Figure 38 - Hardware Lane, Melbourne, Australia

demonstrates the urban life that laneways can support

Figure 36 - Existing Artisans Market at the convergence

of Tremont Lane (‘P’ Lane) & ‘Q’ Lane, provides

temporary activation of this space

Figure 37 - Pine Street Market Square conceptpreviously explored by the Town, integrates ‘B’ Lane

(Schoolhouse Lane) & ‘C’ Lane as active destinations

linking to the market, with retail & patio frontage

Active Destination Laneway

"An Active Destination Laneway is a public space

where users purposefully come to engage with

their surroundings. These lanes tend to have more

active frontages, retailing, restaurants and special

events, which produce opportunities for

socialization and interaction..."


Toronto’ - (Pg. 13)




29

Figure 39 - Possible Active Destination Laneways in downtown Collingwood, ON

Figure 40 - Market Lane, London, ON with outdoor stage & seating areas

adjacent to Fanshawe College’s School of Applied & Performance Arts

Recommendations

Create dynamic & engaging urban environments

based on the place-making principles summarized

in the Town’s ‘WALC Workshop Findings & Next

Steps (June 3, 2013)’ report

Develop policy, incentives, & design guidelines

that encourage businesses to front onto laneways

to create retail/patio opportunities

Partner with local musicians, buskers, and artists

to encourage community expression &

engagement

Frequent and diverse event programming of

active destination laneways by the Town & BIA

Consider making space available for private

venue bookings

Figure 41 - ‘ Fr iday Night

Laneways’, Brisbane, Australia




PASSIVE

DESTINATION

LANEWAYSDue to narrow space and high foot trac, there are

only a few laneways in Collingwood that oer the

right environment to create a sense of retreat and

contemplation in the downtown. These spaces fall

under the ‘Passive Destination’ typology.


'C' Lane ‘M’ Lane 'Q' Lane

30

Passive Destination Laneway

"A Passive Destination Laneway is a public space

that attracts users for the purpose of self-

reflection, without offering significant active

frontages or commercial activities. These laneways

can be animated using public art, landscaping,

seating and weather protection to enhance the

user experiences. Users may visit these laneways

for more passive purposes, such as eating lunch,

reading, resting and people watching.."


Toronto’ - (Pg. 13)Figure 43 - Artists install yellow periscopes to

provide views of Sydney Australia’s western skyline

from Skittle Lane

Figure 42 - Paley Park, New York, is likely the most

recognized example of a successful urban refuge

Figure 44 - Gibbon’s Rent, London, England

showcases urban garden plots & offers

contemplative space




31

Figure 45 - Possible Passive Destination Laneways in downtown Collingwood, ON

Figure 46 - Bulletin Place, Sydney, Australia is a Passive Destination Laneway

that was enhanced with bubble lounge chairs as a part of the City Art project

Recommendations

Enhance physical structure in support of creating

small urban parkettes (seating, shade, lighting,

plantings, public art, etc.)

Commit to annual art competitions/ commissions

to provide unique and meaningful art installations

for discovery and contemplation




PRIVATE

WALKWAYS

There are a number of private walkways that have

been developed between blocks in Collingwood to

facilitate pedestrian access to businesses. Although

these are located on private property, the public

also tends to use them as midblock pedestrian

connections and as such, they are worth

mentioning in context of this report.

The walkways identified are currently being used

by the public, or they have the potential to provide

a strong midblock linkage, with the right private/public partnerships.

Walkways in this category are:

'D' Lane ’E' Lane ‘G’ Lane

32

Figure 48 - Loblaw Great Food, Collingwood ('E' Lane)

Figure 49 - Commercial Mall, Collingwood ('G' Lane)

Figure 47 - Federal Building, Collingwood ('D' Lane)




33

Figure 50 - Private Walkways in downtown Collingwood, ON

Recommendations

Partnerships with the private land owners should

be established in acknowledgement of the public

use of these walkways, with a mutual goal to

enhance them to be safe, accessible, well-drained

& appropriately lit

Continue to identify opportunities and partnerships

to establish or complete mid-block connections

(e.g. ‘D’ Lane)

The BIA and Town should establish mutual

goals to achieve at least one east-west and one

north-south laneway/ walkway in each

downtown block




34




4 Design

ConsiderationsRegardless of the inherent typology of a laneway,

they all share certain physical principles that

require consideration during design.

The context of design should recognize that

laneways are analogous to urban 'hallways' that

connect places and outdoor 'rooms'. Like interior

hallways, they need to be developed in context ofthe spaces they support.

The other key consideration is that laneways are

most often defined by adjacent building faces,

fences or other defining edges. As such laneways

are in essence the spaces inbetween our built

environment. This ‘inbetweenness' is what makes

these spaces unique and care should be taken to

resist simply 'filling' them with objects. Their

design should be purposeful, clear and provide the

physical structure necessary to support their

potential as public spaces.

This section oers general design considerations

related to the physical development of

Collingwood’s laneways. To help illustrate these

principles, the recommendations are provided in

context of 'J' Lane, which has been identified as

the potential site for Collingwood’s first laneway

enhancement initiative.

Further to the focus on ‘J’ Lane, these principles

also provide a basis for enhancement of

Collingwood’s other laneways when future

opportunities are presented.

35




4.1 Views and Vistas

Since laneways are spatially defined by built edges

e.g. buildings, fences, etc., they tend to inherently

draw sightlines toward their ends. This provides

an opportunity to use their physical structure to

'frame' views and create a focus on the places or

buildings beyond. By creating this focus, a

cognitive connection can be made to other parts of

the community, resulting in a more integrated

experience of the downtown.

As a prime example, the 'J' Lane corridor oers an

impressive framed view of the St. Mary's Catholic

Church steeple, when looking from west to east

Fig. 51). This relationship provides an opportunity

to enhance the visual connection from the laneway

to showcase one of Collingwood's historic built

lan dma rks . It is a per fec t exa mpl e of re

discovering existing buildings by providing a new

perspective for the viewer. This unique aspect adds

to ‘J’ Lane’s walkability and sense of discovery.

Both the design and future branding of this

laneway should seek inspiration from this building

space relationship and improvements should

support and enhance the viewshed.

4.2 Enclosure & Scale

Recognizing that adjacent buildings or structures

have a physical presence along these corridors, it isimportant to be aware of a laneway’s height to

width ra t io . In o rder to ensure that the

environment created is at a comfortable human

scale, it is generally recommended that a 1:1 ratio

be achieved between building height and the

corridor width.

In urban centers, taller buildings can create a

canyonlike experience within a laneway and it is

often recommend that overhead structures beintroduced to manage the proportion of the space.

In the case of 'J' Lane, the walkway is enclosed by

the following adjacent buildings:

• North The Northwood Club TNC, which

presents a single storey on Hurontario St. and

steps up to a double storey from the midpoint to

the rear

• South Blue Mountain Music front and

Robinson's Paint secondary entrance rear,presents a double storey to Hurontario St., drops

to a single storey for most of its length, and rises

again to a double storey at the rear

The spatial relationship of the buildings to 'J' Lane

achieves a 1:1 ratio at the single storey level and

1:1.7 ratio along the two storey sections Fig. 52).

36

Figure 51 - View of the St. Mary's Catholic Church

steeple provides a defining feature for 'J' Lane.




Given that some of 'J' Lane falls within the 1:1.7

ratio range, consideration could be given to

providing an overhead feature to manage its height

and scale. Such features may include gateway

arches, trellis canopies, or atmospheric lightingsuch as twinkle lights Fig. 53, 54, 55 & 56). These

enhancements would also improve aesthetics and

further frame the view.

37

Figure 52 - 'J' Lane provides comfortable human scale

proportions at 1:1 and 1:1.7 for single and double

storey sections, respectively

Figure 53 - Bakery Alley, Petersfield in Hampshire, UK

relies on an overhead trellis with annuals to reduce the

perceived building height

Figure 55 - A coloured glass canopy in a Sacramento

laneway is transformed by light & colour

Figure 54 - Bridge Lane, Sydney, AU introduces a multi-

coloured overhead art installation to animate the space




In the case of 'J' Lane, it is important that the

framed view of the church is not compromised by

the introduction of overhead features. Although

contrary to the previous recommendation,

overhead features should be set at an appropriate

height as to enhance or frame this existing view.

In this instance, the viewshed objective would

take precedence over the 1:1 rule, which would

serve to accentuate the church view and add to the

drama of the space Fig. 57).

4.3 Façades

Further to the scale of the adjacent structures, the

quality of the architectural facades and the

permeability of the buildings are essential to

activating a laneway. Permeability has been covered

in previous sections and involves creating direct or

indirect business or residential frontages within

laneway corridors.

Regardless of whether or not businesses or housing

front onto laneways, it is still important to

consider the quality of the architectural

environment, so that people feel comfortable

enough to linger and socialize. Scale, proportions

and materials used in the adjacent architecture can

enhance the aesthetics, social comfort and sense of

safety in a laneway Fig. 58).

38

Figure 57 - 'J' Lane, Collingwood - overhead design

elements should be placed high enough to support the

existing framed view of the church steeple

Figure 56 - Market Lane, London, ON - atmospheric

lighting overhead provides night time enhancement of

the space for events




In 'J' Lane, the façades of the adjacent buildings

are painted modular block walls, with no

architectura l detai l ing and are genera l ly

unwelcoming. Improvements to the building faces

would benefit the aesthetics and quality of this

space.

Since the buildings are privately owned, it is not

reasonable to expect the owners to assume the

investment of façade improvements. If

improvements are limited to public lands only,

there are still a number of initiatives that could be

considered to manage the expanse of the walls.

This might involve the use of paint, murals and a

combination of techniques using decorative panels

and vertical columns Fig. 59 & 60).

Furthermore, encouraging building owners and

landlords to consider providing openings such as

windows and doors into the laneway would provide great benef i t to both publ ic and pr ivate

environments. Natural ly, any proposed

modifications or penetrations into building façades

wil l require co llaborative partnerships with

building owners and tenants.

39

Figure 58 - the south wall of 'B' Lane, Collingwood,

provides a warm, human proportioned heritage

aesthetic with window openings that increase the

sense of safety

Figure 59 - expansive block walls in 'J' Lane can be

improved with colour/ mural panels and art displays

Figure 60 - The addition of a column frame to support

mural panels in 'J' Lane can further enhance the

laneway and provide a sense of building articulation




4.4 Surface & Drainage

As public corridors, laneways should provide a

surface that is accessible, clean, positively draining

and clearly defined. The space provided should be

adequate to accommodate the use, volumes and

speeds of the intended users e.g. pedestrian,

cyclists & vehicles. Variation in surface material

types and textures can be used to define spatial

zones and separate users in a shared environment.

Materials can also simply enhance aesthetics and

divide the corridor into smaller visual units Fig.

61).

Laneway initiatives also create an opportunity to

improve the environment through better managed

stormwater, the reduction of paved surfaces, the

use of permeable and high albedo pavements, and

the introduction of plants. These eorts can have

cumulative benefits for a community's

environmental objectives and can also result in

more comfortable environments for people.

In context of 'J' Lane, the current use is mainly

pedestrian, with no direct building interaction e.g.

doors or windows. At a comfortable 4 meter width, 'J' Lane is adequately sized in this context.

Reducing the width of the walking area should be

avoided and the introduction of amenities that

share the walkway zone should be carefully placed

as to not constrain pedestrian flow.

Permeable pavements should be integrated into the

development of 'J' Lane. Given the age of the

adjacent buildings, it is recommended that

permeable areas be focused toward the center ofthe space, away from building foundations Fig 62).

To ensure that groundwater does not negatively

impact buildings, a subdrain overflow system

should be incorporated to capture any excessive

subsurface water.

40

Figure 61 - Llankelly Place, Sydney, AU, demonstrates

how variation in paving can provide aesthetic interest

and divide the linear view into smaller visual units

Figure 62 - This laneway in Chicago, Illinois, utilizes a

centralized permeable concrete strip, flanked by high

albedo white concrete




4.5 Connectivity & Wayfinding

In setting a long term laneway strategy for

Collingwood, the Town and BIA should endeavourto create at least one eastwest and one north

south laneway/ walkway in each downtown block.

The objective would be to establish a

comprehensive secondary pedestrian and bicycle

network, linking adjacent street corridors, parking

facilities, businesses and amenities.

For ease of wayfinding, the network should

provide a consistent design language with strong

and visible gateways. Furthermore, it should be

understandable without the need for excessive

signage. Although wayfinding signage is

important, it should only serve to reinforce the

cognitive understanding gained through good

design and clear urban form.

In this context, 'J' Lane requires some meaningful

changes to be successful as a midblock corridor, as

it currently provides no formal or safe access to

Ste. Marie St. (Fig. 63). Pedestrians currently walk

through the parking lot drive aisle to complete the

connection to Ste. Marie St. This is somewhat

ironic given that the strongest asset of 'J' Lane is

the view eastward toward Ste. Marie St. and the

church steeple . Further more, the existing

entrances to 'J' Lane are poorly defined and

dicult to identify, particularly from the rear

parking lot.

From a wayfinding perspective, these structural

challenges inhibit the easy recognition of 'J' Lanein context of Collingwood's urban fabric and as a

result, it fails to provide proper cues to direct

pedestrians toward this passageway. Successful

wayfinding wi ll hinge on the reso lution of 'J '

Lane's urban structure to improve it's connectivity,

visibility and cognitive fit.

Fortunately, the ability to complete this connection

would be relatively straightforward through the

existing parking lot. With only a minor loss inparking, the completion of this connection would

y ie ld great benef i t and opportuni t i es fo r

walkability in downtown Collingwood.

41

Figure 63 - 'J' Lane currently provides only a half block

connection and does not provide a formal or safe

connection to Ste. Marie St.

H U R O N T A R I O S T.

S T E. M A R I E S T.




4.6 Gateways

The entrances of many of Collingwood's laneways

along Hurontario St. and the rear parking lots

tend to be recessed from the building facades and

are not obvious to pedestrians.

In developing a secondary pedestrian network, it

is important that the entry points into the

laneways be clear and visible. Although the

typology and character of each laneway might be

vastly dierent, there should be consistency in the

design language to identify the gateways. This is

important for the clarity of public wayfinding.

There are many great examples of visualuniformity at laneway entry points. St. John's,

Newfoundland has an excellent network of mid

block laneways, each carrying their own sense of

place. Although unique, each presents itself to the

street with a similar style metal arch branded with

the name of the lane (Fig. 64 & 65).

A local example of a clear gateway strategy can be

found in Bracebridge, Ontario (Fig. 66 .

42

Figure 64 - McMurdo's Lane and Solomon's Lane are

two of the many laneways in St. John's, NL with visible,

clear & unified gateways

Figure 65 - Sense of 'place' of the laneways in St.

John's NL captures the imaginations of artists

Figure 66 - Anderson Lane, Bracebridge, ON




43

Gateway

Recommendations

• Laneway paving detailsshould be extended into the

street boulevards and rear

parking areas, to provide a

visual cue for pedestrians.

• Gateways should be set

forward from the building

face (with planted bases) so

that they are visible at a

distance. On Hurontario St.,

the 0.6m retail display zoneadjacent to the building

face would be an ideal

location, as it is outside the

designated accessible

walkway.

• A terminal feature should

be provided in the curb side

zone on Hurontario St. to

mark the entrance and

provide a framed visual

terminus at the end of each

laneway (public art, seating

area, information panel,

feature planting, etc.)

• In the rear, substantial

planting beds should flank

the entrance on both sides

to provide a green entrance

and to prevent parked cars.

Figure 68 - Entrance gateway, paving, planting and bicycle parking located

at the intersection of the east-west & north-south laneways, & rear parking

lots

Figure 67 - Gateway, paving, planting & terminal features located within the

streetscape corridor ties 'J' Lane to Hurontario St. & improves way-finding




44




5 'J' Lane

ConceptExpanding on the design recommendations from

Section 4, the following provides two preliminary

design concepts for ‘J’ Lane. The intent of the

concepts are to demonstrate the opportunities

that ‘J’ oers in context of laneway enhancement,

activation and walkability objectives. Although

both concepts are structured around the view to

St. Mary’s Roman Catholic Church, they provide

two possible thematic and design approaches.

C oncept A proposes to depart from the

Victorian theme of the downtown streetscapes to

develop the laneway network as a contemporary

expression of the industrial heritage of

Collingwood. Composition of design elements

would de vi ate from Victori an symmetry and

materials would demonstrate strength and

simpl icity. Elem ents may inclu de larg e raw

timber, selfweathering steel and exposed

hardware/ fittings. This would provide a stronginterpretive storyline that could reveal an

authentic glimpse into Collingwood’s industrial

past (Fig. 69 & 70).

In contrast, Concept B draws additional

inspiration from the church and stays stylistically

truer to Collingwood’s Victorian streetscape

aesthetic. The tall thin canopy structure that

frames the church view is reminiscent of the

vaulted ceiling of a church. This reference is not

intended to be theological, but provides a

connection to the historical role churches have

played as the centre of community and social

interaction. In a similar way, ‘J’ Lane’ can be

transformed by these improvements and

programmed to fill a similar role in Collingwood’s

downtown. (Fig. 71 & 72).

45




46






48






50






52






54




6 SummaryCollingwood is a community that is fortunate to

have a unique series of existing laneways and

walkways that provide a secondary layer of human

movement beyond its road corridors. Further to

oering intimate, human scaled passage between

downtown blocks, these spaces offer an

opportunity to create an integrated midblock

network of shared, flexible environments, focused

on pedestrians and cyclists.

This secondary network also oers the potential

to increase retail frontage and housing options inthe down town core . By crea ting stro nger

connections to businesses on streets adjacent to

Hurontario St., the laneways also help support

restaurant, arts and cultural districts evolving in

Collingwood. Furthermore, the laneways add to

Collingwood's spatial diversity and sense of

discovery, oering places to support community

expression and socialization.

Given that these corridors are already a part ofthe Collingwood fabric, enhancement of the

laneway network would be relatively

straightforward. If approached with purpose and

the right combination of public and private

energy, this secondary network could truly set

Coll ingwood apart and create untold

opportunities for community and commercial

growth.

The vision and rationale presented in this report

are intended to help showcase the many unique

laneways in Coll ingwood, highlight the

opportunities they offer and perhaps help

reposition the community's relationship with

these spaces.

55




56




7 Photo

Credits All photos, designs and sketches included in this

report were taken or produced by Envision

Tatham Inc., unless otherwise indicated in these

credits.

Figure 5 - Walkway and Laneway Committee Workshop

Findings & Next Steps (June 3, 2013) - Robert Voigt,

Town of Collingwood

Figure 11 - Cover Page - http://www.cityofchicago.org/

dam/city/depts/cdot/Green_Alley_Handbook_2010.pdf

Figure 12 - photo by Joe Manel - http://

commons.wikimedia.org/wiki/File:Seattle_-_Alley_24_-

_07A.jpg

Figure 13 - http://cordpu.blogspot.ca/2010/09/

celebrate-greening-of-5th-street-alley.html

Figure 14 - http://www.landscapeonline.com/research/

article/11357

Figure 15 - http://greengaragedetroit.com/index.php?

title=Green_Alley_Project

Figure 17 - http://creativeninja.com.au/

Figure 19 - http://www.planetizen.com/node/46877

Figure 20 - http://pricetags.wordpress.com/2011/08/26/

the-next-urban-frontier-laneways/

Figure 21 - http://tayloronhistory.com/2012/09/18/a-

toronto-artist-working-in-graffiti-alley-puts-to-shame-

new-yorks-abstract-expressionists/

Figure 22 - http://sydney-city.blogspot.ca/

2009_10_01_archive.html

57




Figure 23 - http://www.news.com.au/travel/travel-ideas/

rob-sitch-why-melbournes-cool/story-

e6frfqdi-1226281490868

Figure 24 - http://sydney-city.blogspot.ca/2009/10/little-

hunter-street-laneway-art.html

Figure 25 - http://postglobalurbanism.wordpress.com/

2011/02/

Figure 29 - http://www.redbubble.com/people/

christinejayne/works/6758634-causeway-lane-

melbourne

Figure 31 - http://spacing.ca/montreal/2010/07/16/

montreals-best-alleyways/

Figure 32 - http://www.thestar.com/yourtoronto/

yourcitymycity/2010/03/14/

woonerf_its_dutch_for_smart_citybuilding.html

Figure 33 - http://www.blogto.com/eat_drink/2013/09/

heres_whats_coming_to_market_street/

Figure 35 - http://www.flickriver.com/photos/sminor/

sets/72157603339556903/ and www.strongtowns.org/

journal/2013/10/22/sidtv-episode-50-rat-alley.html

Figure 38 - http://www.smh.com.au/photogallery/

national/melbourne-city-

laneways-20120616-20gw3.html

Figure 40 - http://www.hapacobo.com/news/?

currentPage=5

Figure 41 - http://www.weekendnotes.com/friday-night-

laneways/

Figure 42 - http://www.ohhowcivilized.com/blog/

2012/8/3/paley-park.html

Figure 43 - http://annamog.blogspot.ca/2011/10/art-

and-about-laneway-art-5.html

Figure 44 - http://www.scoop.it/t/green-streets/p/

2330363451/2012/08/05/unused-laneways-ideal-for-

urban-gardens

Figure 46 - http://rebargroup.org/bubbleway-at-sydney-

art-about/

Figure 53 - http://petersfield.pbworks.com/w/page/

16144147/FrontPage

Figure 54 - http://designyoutrust.com/2012/08/

gorgeous-rainbow-ceiling-brightens-sydney-laneway/

Figure 55 - http://urbandesignalliance.wordpress.com/events/

Figure 56 - http://worldlandscapearchitect.com/market-

lane-london-ontario-hapa-collective/#.U2mjk9q9KK1

Figure 61 - http://darlinghurstnights.com/2009/12/

sydneys-best-chance-at-laneway-culture-is-not-even-a-

lane/

Figure 62 - http://www.architectmagazine.com/concrete-

construction/the-trickle-down-effect_1.aspx

Figure 64 - http://baobabgallery.blogspot.ca/2008/08/

solomons-lane-st-johns-newfoundland.html & http://

www.tripadvisor.ca/Restaurant_Review-g154964-

d807767-Reviews-Duke_of_Duckworth-

St_John_s_Newfoundland_Newfoundland_and_Labrado

r.html

Figure 65 - http://redochregallery.ca/Night%20lights

%20page%20two.html

58




8 Works Cited

59

Council Presentation - Downtown Revitalization Project Update, Council June 29, 2009 - Ed Houghton, Executive1

Director Public Works

Town of Collingwood Council Minutes, June 29, 2009, No. 375, Motion - Downtown Revitalization Project Presentation2

Council Presentation - Walkway Project Proposal, March 25, 2013 - Collingwood Business Improvement Association3

(proposed) Alleyway Improvement Project, Notes and References, 2012 - Paul Lehr, Town of Collingwood4

Video: Laneways, Pathways Walkways - Collingwood BIA’ - https://www.youtube.com/watch?v=VvC6RXvkQVs5

Walkway & Laneway Committee Workshop Findings & Next Steps (June 3, 2013) - Robert Voigt, Town of Collingwood6

Collingwood Downtown Heritage District Plan 2008, Section 15.2 Lanes and Pathways, Pg. 817

Collingwood Zoning By-Law, By-law No. 2010-040, as amended, April 12, 2010, Pg. 3-158

Prospects for Animated Laneways in Downtown Toronto Final Report (December 2012), Chi Chi Cai, Dan FitzGerald,9

Jasmine Frolick, Melissa Gasic, Jim Greenfield, Teresa Rittemann, Evan Truong and Jennifer Wardle: Master of Planning

(Urban Development) (Candidates), School of Urban and Regional Planning, Ryerson University, Toronto, ON

The Chicago Green Alley Handbook, An Action Guide to Create a Green, Environmentally Sustainable Chicago,10

Department of Transportation, undated

2014 Provincial Policy Statement, Ministry of Municipal Affairs and Housing, Definition Pg. 4211

City of Vancouver Web Site - http://vancouver.ca/home-property-development/building-your-laneway-house.aspx12

Collingwood Downtown Heritage District Plan 2008, Section 15.2 Lanes and Pathways, Pg. 8113

Prospects for Animated Laneways in Downtown Toronto Final Report (December 2012), Chi Chi Cai, Dan FitzGerald,14

Jasmine Frolick, Melissa Gasic, Jim Greenfield, Teresa Rittemann, Evan Truong and Jennifer Wardle: Master of Planning

(Urban Development) (Candidates), School of Urban and Regional Planning, Ryerson University, Toronto, ON

Green Playbook Definition - http://www.greenplaybook.org/resources/glossary.htm15





APPENDIX A






’A’ LANEDirection

North to South (Second St. to

Third St.)

Ownership

Private with small publicly

owned sections

DestinationsTesoro Traditional Italian Foods

(west side), Municipal Parking

Lot & rear of businesses along

Hurontario & Pine Streets

Intersecting EWLaneways

‘B’ Lane (Schoolhouse Lane) &

’C’ Lane

Third St. Entrance

Adjacent to Computer

Software (east) & Medical Clinic

(west)

Poor street presence

Entrance coupled with clinic’s

driveway

Second St. Entrance

Adjacent to Read It Again

Books (east) & municipal

parking lot (west)

Moderate visibility - presents as

parking lot driveway entrance

Observations• A key focal area has evolved at the convergence of the laneway

municipal parking lot, ‘B’ Lane, ‘C’ Lane and the Schoolhouse retai

block excellent opportunity to consider meaningful public space

development;

• Aboveground hydro corridor runs along the length of the laneway;

• Laneway travels along the east side of the hydro corridor and then

crosses over to the west side near the approach to Second St;

• Laneway is the north entrance to the municipal parking lot;

• Various small private parking lots for businesses and apartments are

also accessed from the laneway predominantly along the east side;

• Commercial garbage bins, hydro transformers, meters, and serviceentrances are located at the rear of buildings;

• 126 Hurontario St. and the TD Bank provide prominent rear

building entrances that address the laneway and parking lots;

• No formal provision for pedestrian or bicycle access.




’B’ LANEDirection

East to West (Hurontario St. to

Pine St.)

Ownership

Private (TD Bank &

Schoolhouse block)

Intersecting NSLaneways

‘A’ Lane

Destinations

Tesoro Traditional Italian Foods,

the Admiral’s Post Pub, Shaw

McLellan & Ironside Lawyers &

the Municipal Parking Lot

Hurontario St.Entrance

Adjacent to TD Bank (north) &

National Bank (south)

Moderate/ high visibility,

partially confined by decorative

black fencing

Pine St. Entrance

Adjacent to municipal parking

lot (north) and Admiral's Post

Pub (south)

Private, commercial block has

good visibility and strong

sense of ‘place’

Observations• Internal focal area is inherent see ‘A’ Lane Observations;

• Technically ‘B’ Lane is not continuous as it traverses various private

blocks and requires the use of TD Bank's parking lot drive aislepresents a number of accessibility and safety challenges;

• The Hurontario St. courtesy crosswalk, the width of the corridor

and the large shade tree, reinforces the sense of street entrance;

• The National Bank architecture provides an impressive south facade

with window openings, while to the north, the TD awning provide

a defining feature sense of gateway & protection from elements;

• The architecture and private walkway on the Schoolhouse property

provides a good structure for the Pine Street entrance and creates a

unique pedestrian experience;

• Aging metal ‘Schoolhouse Lane’ signs are located on Pine St. and a

the ‘A’ Lane crossing both are misaligned and not very prominent;

• No visible or accessible path is provided to facilitate access through

the internal spaces parked cars, signs, poles barriers, planters, etc..




’C’ LANEDirection


municipal parking lot)

Ownership

Private (CIBC)

Intersecting NS

Laneways

‘A’ Lane

Destinations

Municipal Parking Lot


Adjacent to former Bingo Hall

(north) & CIBC Bank (south)

Moderate/ high visibility with

width of corridor making it

identifiable in close proximity

Wall art on the CIBC building is

successful with room to expand

Parking pay station aligned

with centre of walkway on

Hurontario St.

Parking LotEntrance

Formally none and poor

visibility

Observations• Internal focal area is inherent see ‘A’ Lane Observations;

• ‘C’ Lane is not continuous terminates at CIBC’s rear parking lot;

• Pedestrians still utilize this route to access the rear municipaparking lot and public events farmer's market, festivals, etc., which

presents a number of accessibility and safety challenges;

• CIBC architecture provides some interesting elongated window

openings with a locomotive mural on the south side, while to the

north, the former Bingo Hall provides a large corrugated/ stuccoed

wall without openings except some emergency doors & windows;

• Two precast concrete planters in the center of the space have

provided a location for urban gardening in the past;

• An impressive eastward view terminates on the Arena entrance with

the Town Hall clock tower looming overhead;

• It is noted that if the corridor were continuous to the next block, it

would terminate on the existing bus stop/ shelter on Pine St.;

• No visible or accessible path is provided to facilitate access from the

parking lot.




’D’ LANE

Observations• Walkway is well framed by an impressive historic building to the

south and a line of parking lot trees to the north;

• Concrete provides an even and accessible surface, although width i

narrow and curbed acceptable under low use conditions;

• Walkway currently is only intended to provide access to the rear

parking lot no direct connection to Loblaw Great Food or Pine St.

• It is noted that if the corridor were continuous to the next block, it would create an ideal midblock connection to the businesses on

Pine St;

• Furthermore, if an eastwest connection were created, a northsouth

corridor could also be created, linking Loblaw Great Food to ‘A

Lane along the rear yards of businesses on Hurontario St.

Direction


rear of Federal Building)

Ownership

Owned by the Federal

Government


None

Destinations

Federal Building Parking Lot &

Loblaw Great Food parking lot

(informally)


Adjacent to Loblaws parking

Lot (north) & the Federal

Building (south)

Moderate visibility from street,

although it is unclear whether

access is private or public

Federal Building plaza and

Loblaws plaza provide goodentrance structure (marked by

column & light fixture)

Rear Parking Access

Poor visibility from parking lot

(yellow paint lines and chain

link fence)




’E’ LANEDirection


Pine St.)

Ownership

Loblaw Great Food

Intersecting NS

LanewaysNone

Destinations

Loblaw Great Food


Adjacent to Loblaws building

(north) & Loblaws parking lot

drive aisle (south)

High visibility with wide

walkway connecting to street

Pine St. Entrance

Adjacent to Loblaws loading

area (north) & Loblaws parking

lot drive aisle (south)

High visibility, although

pedestrian route is un-defined

requiring pedestrians to cross

asphalt service area

Observations• Walkway is approx. 3.0m wide, visible and is well defined by the

building face;

• Oers various awnings to provide refuge from the elements, withretail displays along its length;

• Although intended to service the Loblaws entrance, it provides an

informal cross connection between Hurontario and Pine St.’s, which

is regularly used by the public;

• It is noted that connections to ‘D’ Lane and a possible northsouth

link to ‘A’ Lane along the rear yards of businesses on Hurontario St.

would be beneficial from an urban design perspective.

• Due to the nature of this walkway, improvements are not required

however, it is worth acknowledging it as a midblock cross

connection.




’F’ LANE

Observations• Pedestrian mall is very quaint and human scaled with numerou

small businesses fronting onto the walkway;

• Wide enough to support potential outdoor retail use such as patiosdisplays and entertainment active destination;

• Heritage brick wall on the north side is attractive and could support

public art or murals to enhance the atmosphere;

• Walkway is lit by wall sconces along the strip mall and overhead

awnings oer shelter from the weather;

• Walkway disappears at the east end of the mall in favour of a

parking lot lacks purpose/ structure for both vehicles and

pedestrians;

• Angled parking is inappropriate in this location and requires cars to

back out over a long distance pedestrian hazard;

• Driveway at the rear of Giant Tiger oers an interesting opportunity

to continue the walkway to Ste. Marie St.

Direction


‘H’ Lane)

Ownership

Private

Intersecting NS

Laneways

‘H’ Lane

Destinations

Various businesses fronting

onto the laneway


Adjacent to Tracy's Nails (north)

and A's Supply (south)

Moderate visibility

Substantial width makes it

identifiable in close proximity,

however, central signage

feature impedes visibility

Rear Lane Entrance

Adjacent to private parking lot

(north) and Blue Mountain

Flowers (south)

Poor visibility as entrance is

located at the dead end of ‘H’

Lane & is not obvious for

vehicles or pedestrians




’G’ LANE

Observations• Walkway is disjointed in form and materials, which range from unit

pavers at the west end to painted asphalt at the east end;

• Alignment is awkward around Giant Tiger entrance;• In the interior parking lot spaces, the walkway is not marked and

there is no visible or accessible path to facilitate access to the

walkway corridor;

• Walkway is lit by lighting under strip mall awning and Giant Tiger

lighting, however, central section public laneway remains unlit;

• Drainage issues create awkward walking conditions following a

rainfall.

Direction


Ste. Marie St.)

Ownership

Private

Intersecting NS

Laneways‘H’ Lane

Destinations

Giant Tiger & the various

businesses fronting onto the

walkway

Hurontario St.

EntranceAdjacent to CN III (north) and

Alternative (south)

High visibility - width of the

corridor, driveway access & the

courtesy crosswalk on

Hurontario St., reinforces the

entrance

Ste. Marie Entrance

Adjacent to private parking lot

(north) and Giant Tiger (south)

Moderate/ high visibility - wide

width, vehicular drive and mall

walkway making it easily

identifiable




’H’ LANEDirection

North to South (Ontario St. to

‘F’ Lane)

Ownership

Public to ‘G’ Lane crossing

Ownership is unclear between

‘F’ Lane and ‘G’ Lane

Intersecting EWLaneways

‘F’ Lane & ’G’ Lane

Destinations

Giant Tiger (east side), private

parking lots & rear of

businesses along Hurontario St.

Ontario St.Entrance

Adjacent to the Giant Tiger

parking lot (east) and the rear

of the Gayety Theatre (west)


parking lot driveway entrance

TerminusAdjacent to rear of Giant Tiger

(east) and Blue Mountain

Flowers (west)

Poor visibility - located at dead

end of ‘F’ Lane & is not obvious

for vehicles or pedestrians

Observations• The corridor dead ends at ‘F’ Lane and the rear patio of the Olde

Town Terrace Restaurant, providing the opportunity to create a

terminus feature at the convergence of these spaces excellent

opportunity to consider meaningful public space development;

• Aboveground hydro corridor runs along the west side of the laneway

against the rear of the buildings;

• The laneway provides northern entrance to Giant Tiger parking lot;


also accessed from the laneway predominantly along the west side;

• Commercial garbage bins, hydro transformers, meters, and service

entrances are located at the rear of the buildings;

• I.D.A. and the Blue Mountain Foundation for the Arts BMFA

provide prominent rear building entrances that address the laneway

and parking lots;

• BMFA recently set a precedent with a Depave project to provide a

planted amenity space at their rear entrance and remove pavement;





’I’ LANEDirection


‘K’ Lane - Arena)

Ownership

Public

Intersecting EW

Laneways‘J’ Lane & ’K’ Lane

Destinations

Arlington Building, the Arena

side entrance, municipal

parking lots & rear of

businesses along Hurontario

and Ste. Marie St.’s

Ontario St.Entrance

Adjacent to the Salvation Army

Thrift Store (east) and the side

yard of Ace Cabs (west)

Poor street presence

Terminus

Adjacent to Municipal Offices(west) and tree lined municipal

parking lot (east)

Moderate visibility - terminates

on covered side entrance to

the Arena

Wall murals on Arena are

visible at north end

Observations• The corridor dead ends at ‘K’ Lane Arena walkway, providing the

opportunity to create a terminus feature at the Arena excellent

opportunity to consider meaningful public space development;



• The laneway provides a southern entrance to the municipal parking

lot;



• A larger private lot owned by Robinson Paint & Wal lpaper is

accessed from the laneway east side;

• Commercial garbage bins, sheds, hydro transformers, meters, and

service entrances are located at the rear of the buildings;

• Ar lington Building and Robinson Paint & Wal lpaper prov ide

prominent rear building entrances that address the laneway and

parking lots;





’J’ LANEDirection

East to West - (Hurontario St. to

rear municipal parking lot)

Ownership

Public

Intersecting NS

Laneways

‘I’ Lane

Destinations

Rear Municipal Parking Lot


Adjacent to The NorthwoodClub (north) and Blue Mountain

Music (south)

Moderate/ poor visibility

Requires close proximity &

familiarity to be identifiable

(can be overlooked)

Parking LotEntrance

Poor visibility - entrance is

nondescript

Parked cars obscure entrance

from parking lot

Observations• Walkway flanked by blank block walls on both north and south side

with no window or doorway openings except a small hidden enclave

on the south wall containing recessed meters and a fire door;

• Impressive east view of Catholic Church is centered on the laneway;

• Poorly lit central area illuminated by one wall mounted light;

• Hurontario street light standard with pedestrian side fixture

provides good night entrance;• Two metal bollards painted yellow are central to the space to

prevent vehicle access;

• No visible or accessible path is provided to facilitate access from the

parking lot;

• It is noted that if the corridor were continuous to the next block, it

would create an ideal midblock connection to Ste. Marie St.




’K’ LANEDirection


Ste. Marie St.)

Ownership

Public

Intersecting NS

Laneways

‘I’ Lane

Destinations

Rear Municipal Parking Lot and

Arena side entrances


Adjacent to Town Hall/ Arena

(north) and municipal offices

(south)

High visibility

Ste. Marie Entrance

Adjacent to Town Hall/ Arena

(north) and municipal parking

lot (south)

Moderate visibility from Ste.

Marie St. with open views and

wide walkway width

Visibility of Ste. Marie St.

entrance is obscured from bike

lanes by parking

Observations• The Hurontario St. entrance is defined by the Town Hall plaza way

finding, seating and trash/recycling amenities, generous width

courtesy crosswalk, and concrete arc which leads the eye to the

laneway;

• Laneway fails to properly transition cyclists from the parking lot to

a pedestrian only environment on Hurontario St. as was intended in

the Downtown Revitalization Plan;

• Public art murals on the arena are a successful use of wall space

room to expand art display concept;

• Along the west end, windows look out onto the walkway from both

Town Hall and the municipal oces Parks, Recreation & Culture;

• Along the east end, the walkway is flanked by a tree lined parking

lot south and the blank wall of the arena north containing some

doorways and mechanical infrastructure;

• Impressive east view terminates on the limestone Anglican Church;

• Public art murals on the arena wall attracts the eye from parking lot




’L’ LANEDirection


rear laneway)

Ownership

Public (with easement to owner

of Christie’s to provide access

to second floor apartments)


‘M’ Lane

Destinations

Just Push Play Arcade

Hurontario St.

Entrance

Adjacent to Christie's (north)

and Town Hall/Arena (south)

Poor visibility

Narrow width makes it difficult

to identify as a walk-through

Rear LanewayEntrance

Adjacent to Just Push Play

Arcade (north) & Arena (south)

Very poor visibility - defined by

service doors, mechanical

equipment, and caging (feels

utilitarian and unwelcoming)

Observations• Narrow and tall proportions makes it one of the most interesting

laneways and also one of the most challenging;

• The concrete arc paving leads the eye to the laneway, however, it's

narrow width makes it dicult to identify as a walkthrough;

• Front half of the laneway has a beautiful wall face with bricked ou

window recesses along the north side, a doorway to the second floor

and a maintenance door servicing the arcade;

• Corridor is poorly lit and trench drains were recently installed to

resolve drainage;

• Wall mounted utility boxes present safety concerns and the laneway

does not connect to any clear or safe pedestrian system;

• It is noted that a future connection to the Library is possible from

this laneway, under an alternative use for the the Dey's Auto Body

yard.




’M’ LANEDirection

North to South - connecting

Simcoe St. to ‘L’ Lane

Ownership

Public

Intersecting EW

Laneways

‘L’ Lane

Destinations

Just Push Play Arcade

Simcoe St. Entrance

Adjacent to Moguls Billiards

Bar & Grill (east) and a private

parking lot (west)

Good street presence and

visibility

Terminus

Adjacent to rear yard of Dey’s

Auto Body (east) and Just Push

Play Arcade (west)

Moderate visibility - terminates

on side entrance to the Arena,

however, it is defined by

service doors, mechanical

equipment, and caging (feels

utilitarian and unwelcoming)

Observations• The corridor dead ends at the Arena, providing the opportunity to

create a terminus feature excellent opportunity to consider

meaningful public space development;

• With high visibility from Simcoe Street, this enclosed space is

ideally suited for active use and programming events, patios, etc.



• A small private parking lot is accessed from the laneway west side;

• Commercial garbage bins, ice plant for arena, hydro meters, and


• Just Push Play Arcade provides prominent business entrance thaaddresses the laneway;


• Connection to the Library is possible through future development

opportunities for the Dey's Auto Body yard.




’N’ LANEDirection


rear laneway)

Ownership

Private (with public easement

for access to rear laneway and

parking lots)


‘O’ Lane

Destinations

Rear Municipal Parking Lot

Hurontario St.

Entrance

Adjacent to Dollar Villa (north)

and Clairwood Reality (south)

Poor visibility - entrance is not

distinct (contained under

Clairwood Reality Sign)

Rear LanewayEntrance

Very poor visibility - narrow

opening and recessed

entrance are difficult to identify

as a pedestrian route

Must walk through private

parking lot drive aisle to access

Observations• Laneway is covered for half the length by the second floor of the

building, creating an interesting passageway experience;

• The covered laneway also creates an unsafe feeling, particularly at

night;

• Laneway is poorly lit with a couple of recessed ceiling pot lights tha

provide minimal illumination;

• Full length oce windows are present along the south wall often with closed blinds;

• North wall is blank with little architectural interest;

• Walkway does not connect to clear or safe pedestrian system at rear

& pedestrians are forced to walk through a private parking lot.




’O’ LANEDirection

North to South (Huron St. to

Simcoe St.)

Ownership

Public

Intersecting EW

Laneways

‘N’ Lane

Destinations

Rear Municipal Parking Lot &

rear of businesses along

Hurontario and Ste. Marie St.’s

Simcoe St. Entrance

Adjacent to Molly Blooms Irish

Pub (east) and Sakura

Naturopathic Clinic (west)

Moderate street presence

Huron St. Entrance

Adjacent to Micheline’s (east)

and the rear of Noble

Insurance (west)

Moderate street presence

Observations• Aboveground hydro corridor runs along the west side of the laneway


• The laneway provides northern and southern access to themunicipal parking lot;



• Many businesses along the west side have secondary rear entrances

from small private parking lots;

• Commercial garbage bins, sheds, hydro transformers, meters, and






’P’ LANEDirection


Simcoe St.)

Ownership

Public

Intersecting EW

Laneways‘Q’ Lane

Destinations

Collingwood Public Library, the

Tremont, municipal parking lot,

St. Mary’s Catholic Church, &

the rear of residences &

businesses along Elgin & St.

Paul St.’s

Ontario St.Entrance

Adjacent to church parking lot

(east) and St. Mary’s Catholic

Church (west)


a parking lot driveway entrance

Heritage Street/ Laneway Sign

Simcoe St. Entrance

Adjacent to the Tremont (east)

& the Library (west)


a parking lot driveway entrance

Heritage Street/ Laneway Sign

Observations• Identified as 'Tremont Lane' through heritage style wayfinding

signage at each end;

• Aboveground hydro corridor runs along the west side of the lanewayagainst the rear of the buildings;

• The laneway provides northern and southern access to the

municipal parking lot and the Collingwood Public Library parking

lot;


also accessed from the laneway predominantly on both sides;

• Sheds, garbage bins, hydro transformers, meters, and service

entrances are located at the rear of the buildings;





’Q’ LANEDirection

East to West - connecting Elgin

St. to St. Paul. St.

Ownership

Public

Intersecting NS

Laneways

‘P’ Lane

Destinations

Collingwood Public Library,

Tremont, and municipal

parking lot

Elgin St. Entrance

Adjacent to Collingwood

Public Library (north) and

private residences (south)

Moderate visibility - Clear sight

lines from plaza makes it

relatively visible despite its

narrow width

St. Paul St.

Observations• The series of spaces connected along this walkway have established

a clear midblock route from Elgin, Ste. Marie, and St. Paul St.’s to

the public library, municipal parking lot, Tremont & Artisans Plaza.

• The route is lit at night through parking lot lighting and building

wall sconces except along the side yard of the library;

• Windows are absent along the side yard of the Library, with the

Documents

Collingwood Laneway Design Guidelines