collingwood laneway design guidelines
TRANSCRIPT
7/22/2019 Collingwood Laneway Design Guidelines
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May 25, 2014 - Revised
Envision-Tatham Inc.
DesignGuidelines
COLLINGWOOD
LANEWAY
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Prepared by: Envision-Tatham Inc.
Authored by: David J. V. Wood, BLA OALA CSLA
Senior Landscape Architect/ General Manager
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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
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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
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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)
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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
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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
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”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
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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
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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
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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)
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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
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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
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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'
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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.
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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
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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
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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
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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
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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).
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Figure 29 - 'The Causeway' at the heart of Melbourne, A ustralia's central business & tourism district
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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.
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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.
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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.
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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.
Laneways in this category include:
'J' Lane 'K' Lane 'L' Lane 'N' Lane
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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)
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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
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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
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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.
Laneways in this category include:
'B' Lane 'C' Lane 'F' Lane 'J' Lane
’M' Lane 'Q' Lane
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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..."
- Prospects for Animated Laneways in Downtown
Toronto’ - (Pg. 13)
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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
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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.
Laneways in this category include:
'C' Lane ‘M’ Lane 'Q' Lane
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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.."
- Prospects for Animated Laneways in Downtown
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
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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
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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
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Figure 48 - Loblaw Great Food, Collingwood ('E' Lane)
Figure 49 - Commercial Mall, Collingwood ('G' Lane)
Figure 47 - Federal Building, Collingwood ('D' Lane)
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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
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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.
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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).
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Figure 51 - View of the St. Mary's Catholic Church
steeple provides a defining feature for 'J' Lane.
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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.
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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
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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).
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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
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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.
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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
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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.
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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
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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.
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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.
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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 .
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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
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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
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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).
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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.
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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
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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
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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
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APPENDIX A
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’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.
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’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..
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’C’ LANEDirection
East to West (Hurontario St. to
municipal parking lot)
Ownership
Private (CIBC)
Intersecting NS
Laneways
‘A’ Lane
Destinations
Municipal Parking Lot
Hurontario St.Entrance
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.
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’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
East to West (Hurontario St. to
rear of Federal Building)
Ownership
Owned by the Federal
Government
Intersecting NSLaneways
None
Destinations
Federal Building Parking Lot &
Loblaw Great Food parking lot
(informally)
Hurontario St.Entrance
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)
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’E’ LANEDirection
East to West (Hurontario St. to
Pine St.)
Ownership
Loblaw Great Food
Intersecting NS
LanewaysNone
Destinations
Loblaw Great Food
Hurontario St.Entrance
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.
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’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
East to West (Hurontario St. to
‘H’ Lane)
Ownership
Private
Intersecting NS
Laneways
‘H’ Lane
Destinations
Various businesses fronting
onto the laneway
Hurontario St.Entrance
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
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’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
East to West (Hurontario St. to
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
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’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)
Moderate visibility - presents as
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;
• Various small private parking lots for businesses and apartments are
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;
• No formal provision for pedestrian or bicycle access.
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’I’ LANEDirection
North to South (Ontario St. to
‘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;
• Aboveground hydro corridor runs along the west side of the laneway
against the rear of the buildings;
• The laneway provides a southern entrance to the municipal parking
lot;
• Various small private parking lots for businesses and apartments are
also accessed from the laneway predominantly along the west side;
• 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;
• No formal provision for pedestrian or bicycle access.
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’J’ LANEDirection
East to West - (Hurontario St. to
rear municipal parking lot)
Ownership
Public
Intersecting NS
Laneways
‘I’ Lane
Destinations
Rear Municipal Parking Lot
Hurontario St.Entrance
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.
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’K’ LANEDirection
East to West (Hurontario St. to
Ste. Marie St.)
Ownership
Public
Intersecting NS
Laneways
‘I’ Lane
Destinations
Rear Municipal Parking Lot and
Arena side entrances
Hurontario St.Entrance
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
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’L’ LANEDirection
East to West (Hurontario St. to
rear laneway)
Ownership
Public (with easement to owner
of Christie’s to provide access
to second floor apartments)
Intersecting NSLaneways
‘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.
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Collingwood Laneway Design Guidelines
’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.
• Aboveground hydro corridor runs along the west side of the laneway
against the rear of the buildings;
• A small private parking lot is accessed from the laneway west side;
• Commercial garbage bins, ice plant for arena, hydro meters, and
service entrances are located at the rear of the buildings;
• Just Push Play Arcade provides prominent business entrance thaaddresses the laneway;
• No formal provision for pedestrian or bicycle access.
• Connection to the Library is possible through future development
opportunities for the Dey's Auto Body yard.
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Collingwood Laneway Design Guidelines
’N’ LANEDirection
East to West (Hurontario St. to
rear laneway)
Ownership
Private (with public easement
for access to rear laneway and
parking lots)
Intersecting NSLaneways
‘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.
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Collingwood Laneway Design Guidelines
’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
against the rear of the buildings;
• The laneway provides northern and southern access to themunicipal parking lot;
• Various small private parking lots for businesses and apartments are
also accessed from the laneway predominantly along the west side;
• Many businesses along the west side have secondary rear entrances
from small private parking lots;
• Commercial garbage bins, sheds, hydro transformers, meters, and
service entrances are located at the rear of the buildings;
• No formal provision for pedestrian or bicycle access.
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Collingwood Laneway Design Guidelines
’P’ LANEDirection
North to South (Ontario St. to
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)
Moderate visibility - presents as
a parking lot driveway entrance
Heritage Street/ Laneway Sign
Simcoe St. Entrance
Adjacent to the Tremont (east)
& the Library (west)
Moderate visibility - presents as
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;
• Various small private parking lots for businesses and apartments are
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;
• No formal provision for pedestrian or bicycle access.
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Collingwood Laneway Design Guidelines
’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