Intensification Area Urban Design Guidelines - City of Barrie

City of Barrie
Intensification Area
Urban Design Guidelines
prepared by:
Brook McIlroy/
October 2012
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Table of Contents
i Executive Summary vii
i. Study Overview i
ii. Application of the Guidelines i
iii. Existing Conditions iii
iv. Intensification Vision iii
v. Intensification Typologies iii
vi. Mixed-Use and Residential Avenues iv
vii. Mixed-Use Main Streets v
viii. Established Neighbourhood Streets vi
ix. Intensification Nodes vii
x. Major Transit Station Areas viii
1.0 Introduction x
1.1 Study Overview 1
1.2 Study Process 1
1.2.1 Intensification Typologies 2
1.3 Application of the Guidelines 2
1.4 Document Structure 3
1.5 Existing Planning Framework 4
2.0 Evolution of the Intensification Areas 6
2.1 Introduction 8
2.2 Existing Conditions 9
2.2.1 Auto-Oriented Commercial Districts 11
2.2.2 Corridor Residential Districts 13
2.2.3 Core Districts 15
2.2.4 City-Wide Issues 17
2.3 Public and Stakeholder Consultation 18
2.4 Vision and Guiding Principles 19
2.4.1 Vision for the Intensification Areas 19
2.4.2 Priority Directions 20
2.5 Intensification Typologies 21
2.5.1 Mixed-Use and Residential Avenues 23
2.5.2 Mixed-Use Main Streets 25
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2.5.3 Established Neighbourhood Streets 27
3.0 Public Realm Urban Design Guidelines 30
3.1 Natural Heritage Feature, Parks and Open Spaces 31
3.1.1 Natural Heritage Features 32
3.1.2 Parks and Open Spaces 33
3.1.3 Semi-Private Open Spaces 34
3.1.4 Multi-Use Trails 35
3.2 Streets and Streetscapes 36
3.2.1 Green Street Design 37
3.2.2 Boulevard Design 39
3.2.3 Crosswalks 41
3.2.4 Street Furniture 42
3.2.5 Public Art 43
3.2.6 Signage 44
3.2.7 Transit Amenities 45
3.2.8 Lighting 46
3.2.9 Utilities 47
3.3 Parking 48
3.3.1 On-Street Parking 49
3.3.2 Bicycle Parking 50

Table of Contents Cont.
4.0 Private Realm Urban Design Guidelines 52
4.1 Development of Large Parcels 53
4.1.1 Community Structure 54
4.1.2 Lot Size Variety 56
4.1.3 Transit Supportive Design 57
4.2 Access and Parking 58
4.2.1 Surface Parking 59
4.2.2 Structured Parking 61
4.2.3 Lanes and Alleys 63
4.2.4 Servicing and Loading 64
4.3 General Building Guidelines 65
4.3.1 Building Orientation and Site Layout 66
4.3.2 Building Heights 67
4.3.3 Minimum Ground Floor Height 68
4.3.4 Front Façade Step-backs 69
4.3.5 Side Building Set-backs 70
4.3.6 Side Building Step-backs 71
4.3.7 Transition to Neighbourhoods 72
4.3.8 Building Articulation 72
4.3.9 Roofs and Roofscapes 74
4.3.10 Materials 75
5.0 Area-Specific Urban Design Guidelines 78
5.1 Mixed-Use and Residential Avenue Guidelines 79
5.1.1 Prominent Streets 80
5.1.2 Boulevard Design 81
5.1.3 Crosswalks 82
5.1.4 Demonstration Plan: Bayfield Street (at Livingstone Street) 83
5.1.5 Demonstration Plan: Bayfield Street (south of Highway 400) 85
5.2 Mixed-Use Main Street Guidelines 87
5.2.1 Pedestrian-Supportive Uses 88
5.2.2 Parks and Open Spaces 88
5.2.3 Boulevard Design 89
5.2.4 Heritage Context Infill 90
5.2.5 Demonstration Plan: Bradford Street (between John Street and Victoria Street) 93
5.3 Established Residential Street Guidelines 95
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5.3.1 Boulevard Design 96
5.3.2 New Residential Buildings 96
5.3.3 Demonstration Plan: Duckworth Street (at Grove Street) 97
5.4 Intensification Node Guidelines 99
5.5 Gateway Area Guidelines 101
5.6 Major Transit Station Area Guidelines 103
5.7 Historic Allandale Neighbourhood Guidelines 107
5.8 Lakeshore Drive 109
6.0 Implementation Recommendations 112
6.1 Overview 113
6.1.1 Policy and Zoning Amendments 114
6.1.2 Education Programs 118
6.1.3 Implementation, Monitoring and Updating Processes 118

List of Figures
Figure 1: Intensification Typologies ii
Figure 2: Mixed-Use and Residential Avenue Rendering iv
Figure 3: Mixed-Use Main Street Rendering v
Figure 4: Established Neighbourhood Streets Rendering vi
Figure 5: Intensification Nodes Rendering vii
Figure 6: Major Transit Station Area Rendering viii
Figure 7: Schedule I: Intensification Areas 7
Figure 8: Existing typologies within
the Intensification Areas 10
Figure 9: Existing Auto-Oriented
Commercial Districts within the Intensification Areas 12
Figure 10: Existing Corridor Residential
Districts within the Intensification Areas 14
Figure 11: Existing Core Districts within
the Intensification Areas 16
Figure 12: Barrie Transit Network 17
Figure 13: Large-Format Retail (Surface Parking Areas) 17
Figure 14: Intensification Typologies 22
Figure 15: Intensification Typologies
(Mixed-Use and Residential Avenues) 24
Figure 16: Intensification Typologies (Mixed-Use
Main Streets) 26
Figure 17: Intensification Typologies (Established
Residential Streets) 28
Figure 18: Neighbourhood Park Demonstration Site 33
Figure 19: Green Street Rendering 37
Figure 20: Boulevard Components 39
Figure 21: Boulevard Rendering 40
Figure 22: Mid-Block Connections 54
Figure 23: Street Network Structure 55
Figure 24: Lot Size Variety 56
Figure 25: Parking Courts 60
Figure 26: Evolution of Structured Parking 62
Figure 27: Rear Transition to Neighbourhoods 63
Figure 28: Mechanical Penthouse Placement 63
Figure 29: Building Location at Street Edge 66
Figure 30: Maximum Building Heights 67
Figure 31: Maximum Ground Floor Height 68
Appendices
Appendix A: Existing Policy Framework
Appendix B: Urban Design Glossary
Appendix C: Urban Design Guidelines Checklist
Figure 32: Front Façade Step-backs 69
Figure 33: Side Building Step-backs 70
Figure 34: Side Building Step-backs 71
Figure 35: Tall Street Wall 71
Figure 36: Porous Street Wall 71
Figure 37: Transition to Neighbourhoods 72
Figure 38: Sample Building Articulation 73
Figure 39: Mechanical Penthouse Placement 74
Figure 40: Mixed-Use and Residential
Avenue Rendering 79
Figure 41: Prominent Street Rendering 80
Figure 42: Boulevard Widths 81
Figure 43: Bayfield Street (at Livingstone Street)
Demonstration Plan - Axonometric View 83
Figure 44: Bayfield Street (at Livingstone Street)
Demonstration Plan - Plan View 84
Figure 45: Bayfield Street (South of Highway 400)
Demonstration Plan - Axonometric View 85
Figure 46: Bayfield Street (South of Highway 400)
Demonstration Plan - Plan View 86
Figure 47: Mixed-Use Main Street Rendering 87
Figure 48: Parks and Open Space Demonstration Site 88
Figure 49: Heritage Infill Set-back 90
Figure 50: Heritage Streetwall 91
Figure 51: Bradford Street Demonstration
Plan - Axonometric View 93
Figure 52: Bradford Street Demonstration
Plan - Plan View 94
Figure 53: Established Residential Street Rendering 95
Figure 54: Duckworth Street Demonstration
Plan - Axonometric View 97
Figure 55: Duckworth Street Demonstration
Plan - Plan View 98
Figure 56: Intensification Nodes Rendering 99
Figure 57: City Gateway Rendering 101
Figure 58: Major Transit Station Area Rendering 103
Figure 59: Sample Station Area Rendering 1 105
Figure 60: Sample Station Area Rendering 2 106
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vii
i
Executive Summary
The City of Barrie Intensification Area Urban Design Guidelines provide a vision, a
set of priority directions, and detailed design guidelines, to direct new development
within the Intensification Nodes and Corridors, Urban Growth Centre, and Major
Transit Station Areas identified in the City of Barrie Official Plan.

i Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
i. Study Overview
These urban design guidelines direct new development
within the Intensification Nodes and Corridors, Urban Growth
Centre, and Major Transit Station Areas identified in the City
of Barrie Official Plan. The guidelines present a vision, and a
set of priority directions, to ensure that new development is
compatible with the existing built fabric, creates an attractive
and safe pedestrian realm, supports alternative modes
of transportation (i.e. walking, cycling and transit), and is
environmentally sustainable.
To implement the recommendations of these guidelines,
policy and zoning amendments will be required, including:
• As-of-Right Zoning;
• Set Maximum Allowable Heights at 8-Storeys;
• Increase Allowable Heights at Key Opportunity Sites;
• Require a Minimum Building Height of 2 to 3-Storeys;
• Incorporate Built Form Criteria to Regulate Building Mass;
• Require a Minimum Ground Floor Height of 4.5 Metres and
Active Ground Floor Uses in the Intensification Areas;
• Secure a Minimum Building Set-back to Ensure a 4.8
metre Boulevard; and,
• Prohibit Drive-Through Uses within the Urban Growth
Centre.
In addition, tools provided through the Planning Act should be
applied, including:
• Establishing Minimum and Maximum Standards in the
Zoning By-Law;
• Height and Density Bonusing;
• Cash in Lieu of Parking;
• Cash in Lieu of Parkland;
• Site Plan Controls (with exterior design controls or not);
• Development Permit System; and,
• Community Improvement Plans.
ii. Application of the
Guidelines
This document is intended to assist City Planning Staff, land
owners, developers and the public with clear tools to guide
intensification on private land, as well as public infrastructure,
such as utilities, pump houses, hydro substations, fire halls,
arenas, and other public buildings and structures.
The guidelines apply to development applications that are
submitted following the adoption of the guidelines. Where
applications are in process at the time the guidelines are
adopted, the City should work with the developer to determine
if the directions of the guidelines can be met.
Those using the guidelines should locate their site within the
Intensification Typologies outlined on the following page, and
refer to the respective section of the document. In addition,
general Public Realm Urban Design Guidelines and Private
Realm Urban Design Guidelines are provided. These guidelines
apply to all projects within the Intensification Areas.
Developments within the Intensification Nodes are guided by
the Intensification Typology in which they are located, as well
as the additional guidelines provided in Section 5.4.
It is the responsibility of the user to reference all sections that
are relevant to their application.
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Miller Dr.
Livingstone St. W.
Figure 1: Intensification Typologies
Cundles Rd. W.
DUNLOP STREET
Anne St. S.
ESSA ROAD
BAYFIELD STREET
DUCKWORTH STREET
Grove St. E.
KEMPENFELT BAY
Little Ave.
YONGE STREET
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Big Bay Point Rd.
Mapleview Dr. E.
Mixed-Use & Residential Avenues
Mixed-Use Main Streets
Established Residential Streets
Lakeshore Drive & Waterfront
Allandale Neighbourhood
Primary Node
Secondary Node
Major Transit Station
0m 500m 1km
2km
ii

iii Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
iii. Existing Conditions
Three common types of development exist within the
Intensification Areas, including:
• Auto-Oriented Commercial Districts, including Bayfield
Street (north of Highway 400), Dunlop Street (at Miller
Drive), Essa Road (at Mapleview Drive), and Yonge Street
(at Little Avenue).
• Core Districts, including Collier Street, and Dunlop Street
East.
• Corridor Residential Districts, including Duckworth Street
(south of Grove Street), Essa Road, and Dunlop Street
(east of Anne Street).
iv. Intensification Vision
Building on the City of Barrie Intensification Strategy (2009),
and in consultation with the community, the following
describes the vision/goal for the Intensification Areas:
“New development and revitalization within the Intensification
Areas will result in active, pedestrian-supportive streets that are
compatible with, and enhance, adjacent land uses. Mixed-Use and
Residential Avenues, Mixed-Use Main Streets and Established
Neighbourhood Streets will be characterized by wide boulevards,
abundant landscaping, large, mature street trees, public art, and
active at-grade uses.”
v. Intensification
Typologies
As intensification occurs, these Auto-Oriented Commercial
Districts, Core Districts, and Corridor Residential Districts
should evolve to reflect higher density, more urban conditions,
defined as:
• Mixed-Use and Residential Avenues
• Mixed-Use Main Streets
DRAFT
• Established Neighbourhood Streets
Together, these typologies comprise the Intensification Nodes
and Corridors, the Urban Growth Centre, and the Major Transit
Station Areas as identified in the City of Barrie Official Plan.

vi. Mixed-Use and
Residential Avenues
The majority of the Intensification Corridors (and the Primary
and Secondary Intensification Nodes located along them)
should evolve into Mixed-Use and Residential Avenues,
including Duckworth Street (north of Grove Street), Bayfield
Street, Dunlop Street, Essa Road, and Yonge Street. Please
refer to the Demonstration Sites on page 84 and 86.
Key opportunities include:
• Redevelopment of underutilized parcels for streetoriented
mixed-use development in low to mid-rise
buildings.
• Subdivision of large blocks into smaller, walkable blocks
through walkways, drive-aisles, and where feasible, new
roads.
• Opportunities to redefine the existing street and boulevard
within the right-of-way.
Key recommendations include:
• In the short-term, redevelopment should be focused at
the Intensification Nodes.
• Ultimately, the Intensification Corridors should transition
to major transportation streets, balancing functional
requirements with the provision of an active, pedestriansupportive
streetscape.
• Human-scaled, mixed-use buildings should line the street,
providing “eyes on the street,” and enhancing safety and
activity at all hours.
• Wide boulevards should accommodate street trees,
landscaping, continuous sidewalks, seating, signage and
public art.
• Spill-out retail uses at grade (i.e. restaurants, cafes), and
open spaces (i.e. small parks/plazas on infill sites, or
within the building set-back), will offer opportunities for
pedestrians to gather and socialize.
DRAFT
Figure 2: Mixed-Use and Residential Avenue Rendering
The Mixed-Use and Residential Avenues should evolve into street-oriented, mixed-use development at a low to mid-rise scale.
iv

v Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
vii. Mixed-Use Main
Streets
Generally, streets within the Urban Growth Centre (with the
exception of the Historic Allandale Neighbourhood) should
evolve into Mixed-Use Main Streets, including Dunlop Street,
Bradford Street, Toronto Street, Collier Street, etc. Please
refer to the Demonstration Sites on page 94.
Key opportunities include:
• Additions and renovations to existing buildings.
• Redevelopment of vacant or underutilized sites (i.e.
single-storey buildings).
• Development of vacant parcels.
Key Recommendations include:
• Intensification should be compatible with the existing
heritage fabric (i.e. Dunlop Street) with respect to building
height, scale, façade design and key architectural
characteristics.
• Mixed-Use Main Streets should maintain a tight-knit grid
of streets and blocks, and a consistent streetwall height
that reflects the scale and heritage character of the
Downtown
• Mixed-use buildings, with retail at grade and residential
and office above, will allow residents to live, work and
recreate within the Urban Growth Centre, creating “eyes
on the street,” and enhancing safety and activity at all
hours.
• Wide boulevards should accommodate street trees,
landscaping, continuous sidewalks, seating, signage and
public art.
• New civic open spaces (where possible), and
enhancements to existing open spaces, are encouraged
to provide opportunities for pedestrian to gather and
socialize.
DRAFT
Figure 3: Mixed-Use Main Street Rendering
Mixed-use Main Streets should encourage human-scaled, mixed-use buildings that are compatible with adjacent existing buildings.

viii. Established
Neighbourhood Streets
Portions of the Intensification Corridors, including Duckworth
Street (south of Grove Street) and Dunlop Street (east of
Anne Street), are currently well established residential
neighbourhoods. With the exception of the conversion of
dwellings, there is limited potential for intensification on
Established Neighbourhood Streets. Please refer to the
Demonstration Sites on page 96.
Key opportunities include:
• On larger-scale sites, opportunities may exist for the
incorporation of higher density residential buildings in
low to mid-rise building forms (i.e. townhouses and walkup
apartments), and potentially mixed-use buildings with
convenience retail at grade.
• The creation of walkable, complete neighbourhoods
through intensification that can support associated retail
and community uses.
Key recommendations include:
• As intensification occurs, these areas should incorporate
buildings that are compatible with, and transition to,
adjacent stable residential neighbourhhoods.
• Building heights that ensure compatible built form
transitions to adjacent neighbourhoods.
DRAFT
Figure 4: Established Neighbourhood Streets Rendering
Where opportunities for intensification exist on Established Residential Streets, higher-density housing forms (i.e. townhouses and walk-up apartments)
are encouraged with appropriate transitions to adjacent residential neighbourhoods.
vi

vii Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
ix. Intensification Nodes
Within the Intensification Corridors are a series of Primary and
Secondary Intensification Nodes located at the intersection
of major transportation corridors, including:
Primary Nodes - Dunlop Street (at Anne Street), Yonge Street
(at Little Avenue, Big Bay Point Road and Mapleview Drive),
and Duckworth Street (at Grove Street).
Secondary Nodes - Bayfield Street (at Grove Street, Cundles
Road, and Livingstone Street), and Dunlop Street (at Miller
Drive).
Key opportunities include:
• The creation of key destinations along the Intensification
Corridors.
• Promoting arrival into the City of Barrie through
appropriate gateway design.
• Linking the key destinations within the City of Barrie,
including the Intensification Nodes, the Urban Growth
Centre, and the lakefront.
Key recommendations include:
• Focus the short-term redevelopment of the Intensification
Corridors on the Intensification Nodes to spur development
on the remainder of the corridor.
• Create attractive gateways, characterized by landmark
buildings, and wide pedestrian-supportive boulevards,
signifying arrival to the City of Barrie.
• Locate the highest densities along the Intensification
Corridors, through a mix of land uses.
• Where appropriate, encourage taller buildings (at a 1:1
ratio with the right-of-way width) at Intensification Nodes
to indicate the prominence of these sites.
• Support Intensification Nodes as centres of information,
including wayfinding signage that promotes key locations
throughout the City (i.e. the Urban Growth Centre, the
waterfront, and key parks and open spaces), temporary
advertising (i.e. banners) for City events, etc.
DRAFT
Figure 5: Intensification Nodes Rendering
At the Intensification Nodes, new development should follow the recommendations of their respective Intensification Typologies, with taller, landmark
buildings at the corners.

x. Major Transit Station
Areas
Within the City of Barrie, there are three Major Transit Station
Areas, including one on an Intensification Corridor (South
Barrie GO Station) and two within the Urban Growth Centre
(the Downtown Transit Terminal, and the Allandale Waterfront
GO Station).
Key opportunities include:
• Increased densities concentrated within a ten-minute
(500 metre) walking distance of Major Transit Station
Areas will help to support a viable transit network, and
promote walking, cycling and transit.
Key recommendations include:
• As intensification occurs at or around the Major Transit
Station Areas, they should generally evolve to reflect a
Mixed-Use and Residential Avenue, or a Mixed-Use Main
Street, depending on the Intensification Typology in which
they are located.
• A mix of residential, employment and retail uses are
encouraged near the station rather than dispersed,
segregated uses.
• Auto dependent uses should be discouraged within Major
Transit Station Areas, such as drive through retail and car
wash facilities.
• Bus shelters, sidewalk canopies and bicycle parking is
particularly important at Major Transit Station Areas to
support active transportation.
• Transit facilities should be located at public places such
as community centres, parks and public open spaces,
schools, and community facilities such as a library or
gallery.
• Trails and bicycle routes should link to transit facilities.
Secure bicycle parking and storage space should also be
provided where appropriate.
DRAFT
Figure 6: Major Transit Station Area Rendering
At Major Transit Station Areas, new development should follow the recommendations of their respective Intensification Typologies, with transit amenities
integrated into a well established urban fabric.
viii

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1.0
Introduction
The City of Barrie Intensification Area Urban Design Guidelines will ensure that new
development is compatible with the existing built fabric, creates an attractive and safe
pedestrian realm, supports alternative modes of transportation, and is environmentally
sustainable.

1 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
1.1 Study Overview
Places to Grow: The Growth Plan for the Greater Golden
Horseshoe (2006) directs all new growth in the Province to
key Intensification Areas, including Intensification Corridors,
Urban Growth Centres, and Major Transit Station Areas. The
City of Barrie and Brook McIlroy have prepared these urban
design guidelines to help direct new development within the
Intensification Areas identified in the City of Barrie Official
Plan. The guidelines present a vision for the Intensification
Areas, and a set of priority directions, to ensure that new
development is compatible with the existing built fabric,
creates an attractive and safe pedestrian realm, supports
alternative modes of transportation (i.e. walking, cycling and
transit), and is environmentally sustainable.
This initiative is an important step towards achieving the
Province and the City’s long-term vision for high quality growth.
To implement the recommendations of these guidelines,
policy and zoning amendments will be required, and tools
provided through the Planning Act should be applied (please
refer to Section 6).
1.2 Study Process
Recognizing the common characteristics between the
Intensification Areas, a typology was developed to distinguish
between the three predominant types of built form, including:
• Auto-Oriented Commercial Districts, such as Bayfield
Street (north of Highway 400), Dunlop Street (at Miller
Drive), Essa Road (at Mapleview Drive), and Yonge Street
(at Little Avenue).
• Core Districts, such as Collier Street, and Dunlop Street
East).
• Corridor Residential Districts, such as Duckworth Street
(south of Grove Street), Essa Road, and Dunlop Street
(east of Anne Street).
Please refer to Section 2.2 for a detailed description of the existing
conditions that define each of these typologies.
DRAFT

1.2.1 Intensification Typologies
Each of these Intensification Areas was examined in
detail, through site visits and consultation with the City,
local stakeholders, and the community, to examine their
characteristics and role in the urban structure and to
identify opportunities for intensification and urbanization.
As intensification occurs, the Auto-Oriented Commercial
Districts, Core Districts, and Corridor Residential Districts
should evolve into more pedestrian-supportive streets and
blocks, described throughout this document as:
• Mixed-Use and Residential Avenues, including Bayfield
Street, Dunlop Street, Essa Road, and Yonge Street.
• Mixed-Use Main Streets, including streets within the
Urban Growth Centre.
• Established Residential Streets, including Duckworth
Street, Dunlop Street (east of Highway 400), and the
historic Allandale neighbourhood.
Together, these typologies comprise the Intensification Nodes
and Corridors, the Urban Growth Centre, and the Major Transit
Station Areas as identified in the City of Barrie Official Plan.
Demonstration sites were prepared based on best practices
to show how intensification could occur on existing sites in
each of these typologies.
1.3 Application of the
Guidelines
The recommendations of this study apply to the Intensification
Areas outlined in the City of Barrie Official Plan, including the
Urban Growth Centre, Intensification Corridors, and Major
Transit Stations Areas. The document is intended to assist
City Planning Staff, land owners, developers and the public
with clear tools to guide intensification on private land, as well
as public infrastructure, such as utilities, pump houses, hydro
substations, fire halls, arenas, and other public buildings and
structures.
The guidelines apply to development applications that are
submitted following the adoption of the guidelines. Where
applications are in process at the time the guidelines are
adopted, the City should work with the developer to determine
if the directions of the guidelines can be met.
Those using the guidelines should locate their site within the
Intensification Typologies outlined on Page 22, and refer to
the respective section of the document. In addition, general
Public Realm Urban Design Guidelines and Private Realm
Urban Design Guidelines are provided. These guidelines
apply to all projects within the Intensification Areas.
Developments within the Intensification Nodes are guided by
the Intensification Typology in which they are located, as well
as the additional guidelines provided in Section 5.4.
DRAFT
Users should reference all sections that are relevant to their
application.
2

3 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
The guidelines outlined in this document may be implemented
through future revisions to the City of Barrie Official Plan
and Zoning By-laws, as well as action items, that can be
implemented pending further study.
The design guidelines should not be so prescriptive as
to preclude excellent design and development options
consistent with the directions of the guidelines. As the
recommendations become common practice, they should
evolve. It is recommended that the guidelines be reviewed,
and amended as necessary, every five years.
The illustrative examples shown throughout the document
demonstrate one example of how the guidelines can be
applied, and are not intended to exclude other standards that
meet the intent of the guidelines.
1.4 Document Structure
The City of Barrie Intensification Area Urban Design
Guidelines are divided into six sections.
Section One: Introduction – Provides an introduction to
the design guidelines, including an overview of the study
and process, and the application of the guidelines. Also
includes a brief summary of the existing planning framework
and supporting documents that govern development and
intensification within the Province and the City (i.e. the
Planning Act, the Growth Plan, the City of Barrie Official Plan).
Section Two: Evolution of the Intensification Areas –
Describes the evolution of the Intensification Areas, including
a brief description of the existing conditions, including
their general characteristics and key issues; the priority
directions from the community consultation; and, the vision
for the Intensification Areas, including the key intensification
typologies.
DRAFT

Section Three: Public Realm Urban Design Guidelines –
Provides design guidelines that are applicable to development
within the public realm, including natural heritage features,
parks and open spaces, streets and streetscapes, pedestrian
and bicycle circulation, and parking.
Section Four: Private Realm Urban Design Guidelines –
Provides guidelines that are applicable to development within
the private realm, including the development of large parcels,
access and parking, and general building guidelines.
Section Five: Area Specific Urban Design Guidelines –
Provides guidelines that are specific to the intensification
typologies, as well as other unique areas, including Major
Transit Station Areas, the historic Allandale Neighbourhood,
and Lakeshore Drive.
Section Six: Implementation Recommendations – Provides
recommendations for a variety of implementation strategies
to assist in the adoption of these guidelines.
1.5 Existing Planning
Framework
The planning framework that guides development and
intensification within the City of Barrie and the Intensification
Areas consists of policy documents and supporting
guiding documents. Broadly, this framework encourages
intensification within the Intensification Areas, providing it
is compatible with existing development. The documents
reviewed as part of this study include:
Policy Documents:
• Provincial Policy Statement (2005)
• Places to Grow: Growth Plan for the Greater Golden
Horseshoe (2006)
• Lake Simcoe Protection Plan (2009)
• The City of Barrie Official Plan (2009)
• City of Barrie Comprehensive Zoning Bylaw (2009)
Supporting Documents:
• Downtown Barrie: The Next Wave (2004)
• City of Barrie Downtown Commercial Master Plan (2006)
• City of Barrie Intensification Study (2009)
• Historic Neighbourhoods Strategy (2010)
Please refer to the appendix for a detailed summary of the
above-mentioned documents, including their relationship to
the Intensification Areas, and their general recommendations
regarding intensification.
DRAFT
4

DRAFT

2.0
Evolution of the
Intensification Areas
DRAFT
A variety of typologies exist within the Intensification Areas, including Auto-Oriented
Commercial Districts, Corridor Residential Districts, and Core Districts. Through
intensification, these areas will evolve into active, pedestrian-supportive Mixed-Use
and Residential Avenues, Mixed-Use Main Streets and Established Residential Streets.

7 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Figure 7: Schedule I: Intensification Areas
Source: City of Barrie Official Plan (April, 2010)
DRAFT
Note: This Major Transit
Node does not include
lands within the “Annexed
area” south of Mapleview
Drive.

2.1 Introduction
The City of Barrie Official Plan identifies key Intensification
Areas, including:
• The Urban Growth Centre – Generally bounded by Berczy
Street and Kempenfelt Bay in the east, Codrington Street
and Sophia Street to the north, Bradford Street to the
west, and Burton Avenue to the south.
• Major Transit Station Areas – Includes the South Barrie GO
Station, the Downtown Transit Terminal, and the Allandale
Waterfront GO Station.
• Intensification Corridors – Includes Duckworth Street,
Bayfield Street, Dunlop Street, Essa Road and Yonge
Street. Key intersecting streets within these corridors
are classified as Primary and Secondary Intensification
Nodes.
Within these Intensification Areas, a variety of conditions
exist. For instance, the main street character of Collier
Street and Dunlop Street in the Urban Growth Centre differs
significantly from the large format retail uses on Bayfield
Street, and again from the existing stable residential uses on
Duckworth Street. However, there are a number of conditions
that occur regularly throughout the Intensification Areas. The
following typologies outline the three predominant types of
development within the Intensification Areas (please refer to
the Map on Page 10):
• Auto-Oriented Commercial Districts, such as Bayfield
Street (north of Highway 400, including the Secondary
Nodes at Cundles Road and Livingstone Street), Dunlop
Street (at and between the Secondary Node at Miller
Drive and the Primary Node at Anne Street), Essa Road
(at Mapleview Drive), Yonge Street (including the Primary
Nodes at Little Avenue and Big Bay Point Road), and the
Primary Node at Duckworth Street and Grove Street.
• Core Districts, such as Collier Street, Dunlop Street East,
and the Barrie Bus Terminal.
• Corridor Residential Districts, such as Duckworth Street
(south of Grove Street), Essa Road, and Dunlop Street
(east of Anne Street).
Each of these typologies have unique opportunities for
intensification, including vacant or underutilized properties,
compatible infill, and additions and renovations to existing
buildings. As these areas evolve, they should intensify to
reflect a new, more urban form of development, characterized
by the following typologies:
• Mixed-Use and Residential Avenues, including Bayfield
Street, Dunlop Street, Essa Road, and Yonge Street.
• Mixed-Use Main Streets, including streets within the
Urban Growth Centre.
DRAFT
• Established Residential Streets, including Duckworth
Street, Dunlop Street (east of Highway 400), and the
historic Allandale neighbourhood.
The sections that follow will outline the evolution of the Urban
Growth Centre, the Intensification Nodes and Corridors, and
the Major Transit Station Areas, describing their existing
conditions and opportunities for intensification.
8

9 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.2 Existing Conditions
The City of Barrie is located on the western edge of the
Kempenfelt Bay with it’s historic Downtown at the edge of
the waterfront. Narrow streets and small blocks characterize
the Downtown, and have significant opportunities for
redevelopment on vacant and underutilized land.
Five major Arterial Roads radiate out from the Bay, and lead
into the City. They are: Duckworth Street, Bayfield Street,
Dunlop Street, Essa Road, and Yonge Street. The existing
conditions on these streets include large-format commercial,
smaller commercial retail units, mixed-use main streets, and
stable residential areas.
Each of these areas will be described in greater detail in the
following sections as Auto-Oriented Commercial Districts,
Corridor Residential Districts, and Core Districts.
The following typologies focus on lands with the greatest
development potential and exclude natural heritage features (i.e.
woodlots) and stable, low-rise residential areas.
Barrie from above looking south.
DRAFT
Photo By: Alex Von Bredow

Figure 8: Existing typologies within the Intensification Areas
DUNLOP STREET
DUNLOP STREET
BAYFIELD BAYFIELD STREET STREET
ESSA ROAD
Auto-oriented Commercial Auto-oriented Districts Commercial Districts Corridor Residential Corridor Districts Residential Districts Cone District Cone District
Major Transit Stations Major Transit Stations
BAYFIELD BAYFIELD STREET STREET
ESSA ROAD
DUCKWORTH STREET
DUCKWORTH STREET
KEMPENFELT KEMPENFELT BAY BAY
YONGE STREET
Secondary Nodes Secondary Nodes
YONGE STREET
DRAFT
Major Transit Stations Major Transit Stations
10

11 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.2.1 Auto-Oriented Commercial Districts
The Intensification Corridors (including the Intensification
Nodes) can predominantly be described as Auto-Oriented
Commercial Districts. This includes sections of Bayfield
Street, Dunlop Street, Essa Road, and Yonge Street. In
addition, streets within the Urban Growth Centre, including
Bradford Street and streets adjacent to Major Transit Station
Areas, are also Auto-Oriented Commercial Districts.
Bayfield Street, Dunlop Street, Essa Road and Yonge Street
are all wide major Arterial Roads and key transportation
routes between the Urban Growth Centre, Highway 400, and
the Annexed Lands.
The uses along these corridors range from large format
commercial and auto-related uses on Bayfield Street (i.e. the
Georgian Mall) to smaller commercial retail units on Dunlop
Street and Essa Road. Most of these corridors have been
developed within the last 5-10 years and will take longer to
substantially redevelop.
In both cases, the sites are characterized by typically largeformat
or low-rise buildings that are set back significantly
from the street to accommodate an abundance of front and
side-yard surface parking.
The boulevards along these streets are typically very narrow,
with little or no buffer between pedestrian and vehicle traffic.
The boulevards have little landscaping, very few street
trees, and lack basic pedestrian amenities (i.e. seating,
bicycle parking). Often, the main façade of the building
fronts on to the side-yard parking area, providing a blank or
featureless façade adjacent to the street. The frequent curbcuts
associated with the large surface parking areas, and
the general lack of landscaping and pedestrian amenities,
results in a discontinuous, unattractive and uncomfortable
pedestrian environment.
DRAFT
Looking north down Bayfield Street.

Figure 9: Existing Auto-Oriented Commercial Districts within the Intensification Areas
DUNLOP STREET
DUNLOP STREET
BAYFIELD BAYFIELD STREET STREET
ESSA ROAD
BAYFIELD BAYFIELD STREET STREET
ESSA ROAD
DUCKWORTH STREET
DUCKWORTH STREET
KEMPENFELT KEMPENFELT BAY BAY
YONGE STREET
YONGE STREET
DRAFT
Auto-oriented Commercial Auto-oriented Districts Commercial Districts Major Transit Stations Major Transit Stations Secondary Nodes Secondary Nodes Major Transit Stations Major Transit Stations
12

13 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.2.2 Corridor Residential Districts
Existing stable residential areas along the Intensification
Corridors, and within the Urban Growth Centre, can be
described as Corridor Residential Districts. This includes
sections of Duckworth Street (including the Primary Node at
Grove Street), Dunlop Street (including part of the Primary
Node at Anne Street), Essa Road, and streets within the
historic Allandale neighbourhood, including Burton Avenue.
Corridor Residential Districts are characterized by existing,
stable residential neighbourhoods that generally consist of
single and semi-detached dwellings between 1 and 3-storeys.
Some higher density townhouses exist on Duckworth Street
(north of Grove Street), as well as some low-rise apartment
buildings on Dunlop Street (east of Anne Street).
Dwellings in Corridor Residential Districts generally have
large, landscaped front yard set-backs. The front yard of
most properties include large, mature trees, which results
in a relatively consistent tree canopy along Duckworth
Street and Essa Road and throughout the historic Allandale
neighbourhood. No street trees exist on the narrow boulevard
of Dunlop Street.
On all three streets, the streetscapes and boulevards are
characterized by narrow sidewalks, boulevards, and frequent
residential curb-cuts. Dunlop Street and Essa Road have
sidewalks on both sides of the street, while Duckworth
Street (from Codrington Street to Melrose Avenue) has a
sidewalk on the west side only. Within the historic Allandale
neighbourhood, sidewalks alternate between one and both
sides of the street.
Duckworth Street - looking south.
DRAFT
Bayfield Street - looking north.
Burton Avenue - looking east.

Figure 10: Existing Corridor Residential Districts within the Intensification Areas
DUNLOP STREET
BAYFIELD STREET
DUNLOP STREET
ESSA ROAD
Corridor Residential Corridor DistrictsResidential
Districts
BAYFIELD STREET
Burton St.
ESSA ROAD
DUCKWORTH STREET
Berczy St.
Codrington St.
Burton St.
DUCKWORTH STREET
Berczy St.
Codrington St.
Primary Nodes
KEMPENFELT KEMPENFELT BAY BAY
DRAFT
Primary Nodes
14

15 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.2.3 Core Districts
Core Districts in the Intensification Areas include streets
within the Urban Growth Centre, particularly in the historic
Downtown, that have a stable, main street character, such
as Dunlop Street, Bayfield Street, Collier Street, and streets
adjacent to the Barrie Bus Terminal within the Major Transit
Station Area
These streets are characterized by mixed-use buildings, with
commercial uses at grade, and office and residential uses
above. Buildings range in height throughout the Urban Growth
Centre, alternating between 2 to 3-storeys on Dunlop Street,
with some 4-storey buildings east of Owen Street. On Collier
Street, which has a more financial district character, buildings
range between 1 to 5-storeys.
Typically, the early buildings within the Urban Growth Centre
are located within a tight, interconnected street and block
network, and address the street well with large amounts
of glazing on the ground floor, façade variation, and main
entrances located off of primary streets.
There are a number of buildings within the Urban Growth
Centre, particularly along Dunlop Street, that have heritage
significance. The Historic Neighbourhoods Study has
recognized the entire Downtown as a historic neighbourhood
and envisions its evolution into a thriving commercial
neighbourhood and cultural centre that appeals to residents
and visitors alike.
Streets within Core Districts are framed well by buildings,
but often have narrow boulevards and lack basic pedestrian
amenities (i.e. street trees, public art, benches). On-street
parking is provided on both sides of the street. Access and
servicing is sometimes provided from rear lanes or parking
areas.
DRAFT
Looking south at Lakeshore Drive
Photo By: Alex Von Bredow

Figure 11: Existing Core Districts within the Intensification Areas
DUNLOP STREET
Cone District
BAYFIELD BAYFIELD STREET STREET
DUNLOP STREET
Cone District
Ross St.
BAYFIELD BAYFIELD STREET STREET
Ross St.
DRAFT
Major Transit Stations Major Transit Stations
16
KEMPENFELT KEMPENFELT BAY

17 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.2.4 City-Wide Issues
There are a number of city-wide issues that apply to each of
the Intensification Areas, including:
Inefficient Active Transportation Network – Transit in the
City of Barrie requires all buses to return to the Barrie Bus
Terminal before heading to their destination resulting in
both long travel and wait times. Recommendations in these
guidelines promote active transportation and encourage
vibrant and active streets that support future improvements
to the transit system, and should be read in conjunction with
the City’s new transit strategy (Mayor’s Plan for Transit, 2012).
Large Surface Parking Areas – There are many large surface
parking lots throughout the Intensification Areas, particularly
on Bayfield Street, but also within the Urban Growth Centre
and other Intensification Corridors. Ultimately, as transit and
active transportation improves in the Intensification Areas, the
demand for parking will decrease and will be accommodated
within structured and underground parking facilities. In the
interim, options will be explored to minimize the impacts of
large surface parking areas.
Disconnected Open Spaces – There are many open spaces
within, or near, the Intensification Areas, including Centennial
Park, Queen’s Park, Shear Park, and Heritage Park. There
is however, little connectivity between these open space
features, particularly to areas outside of the Urban Growth
Centre (i.e. Yonge Street, Essa Road). As redevelopment occurs
along the Intensification Corridors, existing natural features
(i.e. Lover’s Creek Ravine) should be utilized to accommodate
a network of trails that link to the Urban Growth Centre.
The active transportation guidelines provided in this
document, including boulevard recommendations, cycling
provisions, and transit recommendations, will help to tie open
spaces, trails, and natural heritage features together, creating
a well connected network of parks and open spaces.
DRAFT
Figure 12: Barrie Transit Network
Barrie’s current Bus Transit Network consists mostly of looped routes that
return to the Barrie Bus Terminal. The City is planning to implement a more
efficient transit system.
Figure 13: Large-Format Retail (Surface Parking Areas)
Large format commercial areas along Bayfield Street with expansive
surface parking lots.

2.3 Public and Stakeholder
Consultation
The City, local residents, and the business community were
given frequent opportunities to provide feedback on the
evolution of the Intensification Areas, including:
• One-on-One Stakeholder Interviews (February 14,
2011) – Interviews were conducted at the beginning of
the process, both by phone and in person, to determine
the concerns of those who have a vested interest in the
Intensification Areas, including land and business owners,
community groups, emergency services, and developers.
• Public/Landowner Workshop # 1 (March 10, 2011) –
An initial public workshop was held to Introduce the
urban design guidelines process to the community,
engage community members, stakeholders and the
development community, and gather feedback on how
the Intensification Areas should evolve. Participants
were asked to engage in discussions based on a provided
worksheet, and were encouraged to provide comments/
feedback on the materials provided.
• Public/Landowner Workshop # 2 (April 27, 2011) –
A second public workshop was held to update the
community on the progress of the urban design
guidelines, engage community members, stakeholders
and the development community, and gather feedback
on what form intensification in Barrie should take, using
three demonstration sites. Participants were asked to
discuss and provide comments/recommendations on the
demonstration plans.
Please refer to the Appendix for a detailed summary of the public
and stakeholder consultation sessions. The summaries can also
be found on the City’s website at:
http://www.barrie.ca/City%20Hall/growth/Pages/default.aspx
Residents and stakeholders participate in the public workshops at the
Southshore Community Centre.
DRAFT
18

19 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.4 Vision and Guiding
Principles
The objective of the Urban Design Guidelines is to provide a
framework for review of development applications within the
Intensification Areas that results in a high standard of urban
design, and supports the vision of the City’s residents and
stakeholders.
2.4.1 Vision for the Intensification Areas
The Vision Statement described in the City of Barrie
Intensification Strategy (2009) is,
“The City of Barrie will encourage new development in the
higher density categories in appropriate areas throughout the
Municipality while continuing to support the integrity of stable
neighbourhoods. It is anticipated that the majority of residential
and employment intensification will occur within the City’s
Urban Growth Centre with additional intensification occurring in
appropriate nodes and corridors. Higher density uses will be of a
higher quality design and will encourage a mix of uses.”
Building on this Vision Statement, and in consultation with
the community, the following describes the vision/goal for the
Intensification Areas:
New development within the Intensification Areas should result in pedestrian-supportive streets.
New development and revitalization
within the Intensification Areas will
result in active, pedestrian-supportive
streets that are compatible with, and
enhance, adjacent land uses. Mixed-
Use and Residential Avenues, Mixed-
Use Main Streets and Established
Neighbourhood Streets will be
characterized by wide boulevards,
abundant landscaping, large, mature
street trees, public art, and active atgrade
uses.
DRAFT

2.4.2 Priority Directions
The following priority directions will guide all new development
within the Intensification Areas.
• Intensification should be achieved by built form that is
compatible with the scale of adjacent properties, where
such development is of good quality and is part of the
City’s desirable building fabric.
• Where underutilized blocks exceed 100 metres in depth
and 250 metres in length, consider opportunities to
subdivide these blocks into more manageable, walkable
land parcels.
• In the Mixed-Use Main Street areas, Taller buildings above
8-storeys may be appropriate on sites where lot size, setbacks,
step-backs and building transitions can be made
to respect the neighbouring properties. Taller building
sites are anticipated adjacent to the waterfront where
existing tall buildings are located, and at primary street
intersections (subject to additional studies to ensure
minimal shadowing, and disruption to views to Kempenfelt
Bay).
• In the Intensification Areas, proposed mid-rise buildings
are considered to be 4 to 8-storeys in height (a reduction
from the existing 10-storey allowance).
• An expanded public transit system will act as a catalyst
for growth and contribute to the City’s vitality.
• A diversity of built form and land uses will improve public
safety, and the vitality of business and development in the
Intensification Areas.
• Mixed-use development, including retail, employment
and residential uses, promote opportunities for live-work
relationships, minimizing reliance on the automobile.
• Consider opportunities to integrate open space in the
form of parks, civic spaces, or semi-private open space
within longer redevelopments.
Please refer to the following sections for area-specific priority
directions.
Mixed-use streetscape is active and pedestrian friendly.
DRAFT
High-quality public realm creates a comfortable and active pedestrian
environment.
Corner building with additional height above the mixed-use podium.
20

21 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.5 Intensification Typologies
As new development occurs within the Intensification Areas, the Auto-Oriented
Commercial Districts, Corridor Residential Districts and Core Districts buildings
and site design should evolve to reflect a higher density, more urban condition.
This development will take a number of forms based on location and existing
context. The Intensification Typologies, described in detail in the following
section, comprise all Intensification Nodes and Corridors, Major Transit Station
Areas, and the Urban Growth Centre, and carry through the remainder of the
document.
DRAFT

Miller Dr.
Livingstone St. W.
Figure 14: Intensification Typologies
Cundles Rd. W.
DUNLOP STREET
Anne St. S.
ESSA ROAD
BAYFIELD STREET
DUCKWORTH STREET
Grove St. E.
KEMPENFELT BAY
Little Ave.
YONGE STREET
DRAFT
Big Bay Point Rd.
Mixed-Use & Residential Avenues
Mixed-Use Main Streets
Established Residential Streets
Lakeshore Drive & Waterfront
Allandale Neighbourhood
Primary Node
Secondary Node
Major Transit Station
Mapleview Dr. E.
0m 500m 1km
2km
22

23 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.5.1 Mixed-Use and Residential Avenues
As new development occurs within the Intensification Areas,
Duckworth Street, Bayfield Street, Dunlop Street, Essa Road,
and Yonge Street, as well as the Intensification Nodes located
within them, should evolve into Mixed-Use and Residential
Avenues.
Opportunities for intensification within the Mixed-Use and
Residential Avenues include:
• Redevelopment of underutilized parcels (i.e. large surface
parking areas, single-storey development) for streetoriented
mixed-use development in low to mid-rise
buildings.
• Subdivision of large blocks into smaller, walkable blocks
through walkways, drive-aisles, and where feasible, new
roads.
• Opportunities to redefine the existing boulevard within
the right-of-way through building set-backs, bumpout
parking, or narrowing of the street pavement where
feasible.
In the short-term, redevelopment should be focused at the
Primary and Secondary Intensification Nodes, including:
• Bayfield Street (at Grove Street, Cundles Road, and
Livingstone Street).
• Dunlop Street (at Anne Street and Miller Drive).
• Yonge Street (at Little Avenue, Big Bay Point Road and
Mapleview Drive).
In time, as these areas urbanize and become more vital
and pedestrian-supportive through greater amenity and
residential/retail opportunities, land values will increase and
spur future intensification opportunities.
Ultimately, these corridors should transition to major
transportation corridors that balance the functional
requirements of the street with the provision of an active,
pedestrian-supportive streetscape. Human-scaled, mixeduse
buildings should line the street, providing “eyes on the
street,” and enhancing safety and activity at all hours. Wide
boulevards should accommodate street trees, landscaping,
continuous sidewalks, seating, signage and public art. Spillout
retail uses at grade (i.e. restaurants, cafes), and public
open spaces, will offer opportunities for pedestrians to gather
and socialize.
Priority Directions
• Establish building height transitions where taller buildings
frame primary street intersections and transition to mid
and low-rise heights adjacent to stable residential areas.
• Recognize the long-term evolution/change of these mixeduse
corridors, through short-term design that supports
longer term development opportunities.
• Focus initial development at the street edge and at key
Intensification Nodes.
DRAFT
• The design of the street right-of-way should balance
the requirements for vehicles, transit, and cycling while
providing pedestrian amenities on the boulevards.
• Consider long-term options to subdivide large/deep land
parcels into smaller blocks. These blocks may initially be
drive aisles within surface parking areas.
• When surface parking lots are developed for new buildings
or public open space, plan for the relocation of parking in
structured facilities, including parking decks and below
grade.

DUNLOP STREET
ESSA ROAD
BAYFIELD STREET
DUCKWORTH STREET
Figure 15: Intensification Typologies (Mixed-Use and Residential Avenues)
KEMPENFELT BAY
YONGE STREET
DRAFT
Mixed-Use & Residential Avenues
Primary Node
Secondary Node
Major Transit Station
0m 500m 1km
2km
24

25 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.5.2 Mixed-Use Main Streets
As redevelopment occurs within the Intensification Areas,
streets within the Urban Growth Centre (i.e. Dunlop Street,
Bradford Street, Toronto Street, Collier Street) should transition
to Mixed-Use Main Streets, or downtown commercial streets
with active, pedestrian-supportive streetscapes.
Opportunities for intensification within the Urban Growth
Centre include:
• Additions and renovations to existing buildings.
• Redevelopment of vacant or underutilized sites (i.e.
single-storey buildings).
• Development on vacant parcels.
In each case, intensification must be compatible with the
existing heritage fabric with respect to building height, scale,
façade design and key architectural characteristics. New
developments should reinforce the neighbourhoods and land
uses identified in the City of Barrie Downtown Commercial
Master Plan (2006), including:
• Collier Street - Professional Services/Financial
• Dunlop Street - Main Shopping
• Mulcaster Street - Artistic/Old Market Square Area
• Bayfield Street - Cultural/Arrival
• Lakeshore Drive - Promenade
• Bradford Street - Entertainment
Similar to the existing conditions on Dunlop Street, Mixed-
Use Main Streets should maintain a tight-knit grid of streets
and blocks, and a consistent streetwall height that reflects
the heritage character of the Downtown. This is particularly
important to the south of the historic Downtown, where the
existing conditions are more vehicle-oriented.
Mixed-use buildings, with retail at grade and residential and
office above, will allow residents to live, work and play within
the Urban Growth Centre, creating “eyes on the street,” and
enhancing safety and activity at all hours.
Additional building set-backs (and pavement narrowing where
feasible) should accommodate wide boulevards with street
trees, landscaping, continuous sidewalks, seating, signage
and public art. Smaller civic open spaces are encouraged to
provide opportunities for pedestrian to gather and socialize.
Priority Directions
• Ensure a consistent, high-quality urban frontage along
the waterfront and Downtown main streets.
• New buildings, open space and street design will build
on the unique character of the Downtown (i.e. a humanscaled
building base, street trees, active at-grade uses,
waterfront views, etc.), adjacent neighbourhoods and the
waterfront setting by being context specific, appropriately
scaled, and containing an appropriate mix of uses.
DRAFT
• In the Mixed-Use Main Street areas, Taller buildings
above 8-storeys may be appropriate on sites where lot
size, set-backs, step-backs and building transitions (i.e.
step-backs) can be made to respect the neighbouring
properties. Taller building sites are anticipated adjacent
to the waterfront where existing tall buildings are located,
and at primary street intersections.
• Ensure building mass and height, and street and open
space design, contributes to compatible development
within the existing downtown and waterfront. Additional
studies are recommended to ensure new buildings do
not limit sunlight access to waterfront parks, or views to
Kempenfelt Bay.

Dunlop St. W.
Anne St. S.
Sophia St. E.
Figure 16: Intensification Typologies (Mixed-Use Main Streets)
Essa Rd.
Berczy St.
KEMPENFELT BAY
DRAFT
Mixed-Use Main Streets
Major Transit Station
0m 500m 1km
2km
26

27 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
2.5.3 Established Neighbourhood Streets
As redevelopment occurs on the Intensification Corridors,
Duckworth Street (south of Grove Street), Dunlop Street (east
of Anne Street), and Bayfield Street (at Grove Street) should
transition to Established Neighbourhood Streets. Within
the Urban Growth Centre, streets in the historic Allandale
neighbourhood should also transition to Established
Neighbourhood Streets.
With the exception of the conversion of dwellings, there
is limited potential for intensification within Established
Neighbourhood Streets. If larger-scale sites become available
for redevelopment, however, opportunities exist for the
incorporation of higher density residential buildings (i.e.
townhouses and walk-up apartments), and potentially mixeduse
buildings with convenience retail at grade.
As intensification occurs, it should reinforce these areas
as Established Neighbourhood Streets through buildings
that are compatible with, and transition to, adjacent stable
residential neighbourhhoods.
Priority Directions
• Development should be designed to integrate with the
stable and low-rise residential character of these areas.
Buildings should therefore consider reasonable height
transitions. For example, 4 to 5-storeys is appropriate
directly adjacent to 2-storeys (provided all other
guidelines within this document are achieved), while 6 to
8-storeys is too tall.
• Where feasible, new housing development should
contribute to higher density residential form, including
townhouses and apartments.
DRAFT

Dunlop St.W.
Figure 17: Intensification Typologies (Established Residential Streets)
Essa Rd.
Duckworth St.
Codrington St.
Lakeshore Dr.
Burton Av.
DRAFT
KEMPENFELT BAY
Established Residential Streets
Allendale Neighbourhood
Primary Node
0m 500m 1km
2km
28

DRAFT

3.0
Public Realm
Urban Design Guidelines
DRAFT
The public realm urban design guidelines are applicable to all the Intensification Areas,
and apply to development within streets, parks and open spaces, and consider natural
heritage features, parks and open spaces, streets and streetscapes, pedestrian and
bicycle circulation, and parking.

3.1 Natural Heritage Feature, Parks and Open Spaces
Within the Intensification Areas, there is an extensive foundation of natural
heritage features, parks and open spaces, including Kempenfelt Bay, large
expanses of natural heritage features (i.e. woodlots) along the Intensification
Corridors, as well as a number of smaller parks in and around the Urban Growth
Centre, including Allandale Station Park, Queens Park, Centennial Park, Shear
Park, and Brock Park. Where intensification occurs adjacent to these areas,
urban design consideration should capitalize on this relationship.
DRAFT

3.1.1 Natural Heritage Features
There is a significant amount of existing natural heritage
features in the Intensification Areas, particularly Kempenfelt
Bay and the waterfront in the Urban Growth Centre and the
large woodlots along Yonge Street and sections of Essa Road.
Intensification on these corridors should provide strong
visual and physical links to these features as part of an overall
system of parks, open spaces and natural heritage features.
a) Environmental Protection Areas in the Intensification
Areas must be preserved. To protect natural vegetation,
ecological functions and the cultural landscape, all other
natural heritage features should be preserved where
possible.
b) Streets, cycling infrastructure, and multi-use trails should
be used to connect adjacent natural heritage features,
parks and open spaces.
c) Sensitive natural heritage features must be adequately
buffered and linked to other features to ensure that the
natural heritage system is protected, enhanced and
restored, and that ecological systems are not negatively
impacted by intensification.
32
d) Opportunities to develop appropriately designed higher
density buildings adjacent to natural heritage features
should be explored to maximize views and awareness of
the landscape. Such developments must comply with the
built form recommendations provided in this document,
and must demonstrate compatibility with adjacent land
uses with respect to sunlight access, views and privacy.
e) Natural drainage networks must be maintained to retain
functional surficial drainage and watercourses and to
support storm water management infrastructure such as
storm water management ponds and in accordance to the
Lake Simcoe Protection Plan.
For additional guidelines related to natural heritage features in
the Mixed-Use and Residential Avenues, please refer to Section
5.1.
For additional guidelines related to natural heritage features in
the Mixed-Use Main Streets, please refer to Section 5.2.
DRAFT

33 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.1.2 Parks and Open Spaces
Parks and open spaces should be provided as new
development occurs within the Intensification Areas. Within
the Intensification Areas, there will be opportunities for
neighbourhood parks, as well as smaller urban parks and civic
spaces. These features should form part of a larger network of
natural heritage features, parks and open spaces.
a) Where it does not limit recreational activities, a significant
amount of the perimeter of parks should be bounded by
streets to maximize public access, views, and safety.
b) Parks should be distributed within a 10-minute (500
metre)walk of the majority of residents.
c) New parks and open spaces should link with existing
natural heritage features, parks and open spaces, to
form a network of safe recreation and movement options
between the Intensification Areas.
d) Parks and open spaces should be designed to serve the
diverse needs of the community, including facilities
for passive (e.g. walking trails, community gardens,
seating areas, park pavilions, interpretive displays,
etc.) and active recreation (e.g. sports fields, skating
rinks, etc.). This should be accomplished through new
parks, enhancements to existing parks adjacent to
new development, and improvements to existing park
amenities (i.e. at Riverwood Park, Kozlov Park).
e) As the most optimal growing conditions in the
Intensification Areas will occur in new parks and open
spaces, larger tree species are encouraged to enhance
the overall tree canopy. The species of tree should be
determined based on available planting space.
f) Park entrance design should provide amenities including
pedestrian scale lighting, and signage to assist in
orientation and use of park amenities.
g) Walkways and internal roads should be flexible, to
accommodate maintenance and emergency vehicles as
required.
For additional guidelines related to parks and open spaces in the
Mixed-Use and Residential Avenues, please refer to Section 5.1.
For additional guidelines related to parks and open spaces within
the Mixed-Use Main Streets, please refer to Section 5.2.2.
DRAFT
Figure 18: Neighbourhood Park Demonstration Site
In this demonstration plan, Bayfield Street (between Hamner Street &
Livingstone Street) incorporates a large neighbourhood park between midrise
development.

3.1.3 Semi-Private Open Spaces
Semi-private open space is landscaping and/or open space
within private property that is perceived to be shared public
amenity space. These spaces provide opportunities for
socialization and can function as gathering spaces within an
intimate, semi-private environment.
a) Semi-private open spaces should be directly accessible
from public sidewalks.
b) Features within semi-private open spaces (e.g. paving,
seating, public art, etc.) should be constructed of materials
equal in quality and appearance with those of the main
buildings.
c) Semi-private open spaces should be in view of occupied
indoor areas.
d) Where easy internal access can be provided, buildings
are encouraged to include semi-private open space in the
form of rooftop amenity space.
e) Interior courtyards of buildings should be designed to
maximize sun exposure through the massing and location
of taler building elements.
f) Paving materials should be high quality, easily replaceable
and low maintenance.
g) Site furnishings (e.g. play equipment, public art, shelters,
signage, fencing, etc.) should be manufactured from high
quality, durable materials.
h) Plant materials used in landscaping should be low
maintenance, pest and disease resistant and placed to
ensure clear views into and out of semi-private open
spaces.
For additional guidelines related to semi-private open space
within the Mixed-Use Main Streets, please refer to Section 5.2.
Enhanced landscaping between housing and the boulevard.
DRAFT
Accessible gardens and courtyards between buildings.
Public art contributes to the enjoyment and quality of semi-private open
spaces.
34

35 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.1.4 Multi-Use Trails
There is an excellent opportunity for a well-connected network
of multi-use trails within the Intensification Areas, including
the Barrie Waterfront Trail, which runs along the lakefront
throughout the Urban Growth Centre, as well as the large
natural heritage areas along the Mixed Use and Residential
Avenues.
New development within the Intensification Areas should
connect to the City’s existing trail network, as well as optimize
opportunities for the expansion of the network through the
creation of new multi-use trails.
a) New recreational trails should connect to existing trail
networks, streets, parks, open spaces and natural heritage
features to create a linked trail network that provides
pedestrians and cyclists with connections and recreation
opportunities.
b) Trails should link to core activity areas such as the Urban
Growth Centre, Primary and Secondary Intensification
Nodes, and the lakefront. They should create strong links
between new communities, open space, and appropriate
natural heritage features.
c) The design of the recreational trail should reflect the
function and nature of the type of open space it occupies.
However, trail widths should range from 3-4 metres wide
to allow for two way cyclist or pedestrian passage.
d) Multi-use trails should be designed to distinguish
between walking and cycling/roller blading areas to
minimize conflicts.
e) Nature trails should include multiple access points. The
design of access points should consider that people arrive
by a variety of means, including car, foot, bicycle, or transit.
Entrances should also be designed to accommodate
persons with physical disabilities and therefore include
stable yet permeable surfaces.
f) Where appropriate, trails should include adequate
amenities, such as seating, waste receptacles, lighting,
signage, route information, and educational and historic
information. Amenities should be designed according to
site-specific conditions.
g) Trails located within sensitive natural environments
should be constructed of low impact materials that are
porous and stable, such as crushed rock, wood chip paths,
or board walks. All trails should be designed according to
site-specific conditions.
DRAFT
Intensification should look to link or expand existing trails and pathways.

3.2 Streets and Streetscapes
Streets within the Intensification Areas should be pedestrian-supportive,
including large, mature street trees, ample landscaping, and wide boulevards
that accommodate opportunities for active uses at grade, including spill-out
retail, patio seating, etc.
DRAFT
36

37 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.1 Green Street Design
The Intensification Areas are intended to transition into
tree-lined avenues and main streets. Green streets include
significant landscaping and large, mature street trees, and
will greatly enhance the visual and environmental qualities
of streets within the Intensification Areas. Street trees
provide shade and comfort to pedestrians, reduce the urban
heat island effect, and provide a buffer between vehicle and
pedestrian traffic.
a) As new development occurs, all streets within the
Intensification Areas should include enhanced landscape
design through tree planting and landscaping in the public
and private right-of-way.
b) Street trees should be placed to grow to maturity under
urban soil conditions (e.g. tree pits, minimal space, etc.).
A mix of species should be used within each street for
variety and in case of disease.
c) Streets aligning and leading to the Bay (i.e. Lakeshore
Drive), and key entrances to the Urban Growth Centre,
should ensure a high proportion of tree planting. Closely
spaced (6 to 8 metres apart, or double rows) will emphasize
the urban tree canopy along these streets and walkways.
More ornamental tree species may be used to reinforce
the importance of these areas.
d) Existing thriving street trees should be preserved wherever
possible, as mature street trees create a greater sense of
enclosure along streets.
e) Supplemental street trees should be considered where
the existing tree canopy is reaching the end of its lifecycle.
f) Street trees should be planted with appropriate soil
volume in continuous tree trenches to allow for full growth
and to ensure their long-term viability.
DRAFT
Figure 19: Green Street Rendering
The above rendering demonstrates some of the key features of a green street, including mature street trees, significant landscaping, and active
transportation facilities. Where possible, streets should directly connect to open spaces to enhance safety through casual surveillance.

g) Where occasional compaction of planting soil is
anticipated, the use of soil cells should be considered.
h) Where possible, soil infrastructure should be improved on
boulevards where trees will be planted. This will ensure
the long term health of the tree and benefits to the
community.
i) Street trees should generally be located within the
boulevard and should be offset a minimum of 1.5 metres
from the curb to accommodate snow storage, large
vehicle movements and minimize salt damage. Where this
is not possible, street trees should be located between
the sidewalk and the public right-of-way. For streets
with wider boulevards where the distance between the
sidewalk edge and back of curb was greater than 3 metres,
the distance between curb edge and the street tree would
have a greater setback proportionally.
j) Trees should be spaced consistently at 6.0 to 9.0 metre
intervals (ideally) based on mature size. Additional
distance may be required (10.0 to 12.0 metres) to ensure
appropriate clearances from utilities, street lights and
sight triangles. Sight lines should also be considered in
the location of trees planted at intersections.
k) Consider the type and location of trees to ensure that
higher branching trees do not interfere with large vehicles.
l) Street trees and landscaping should be locally adapted
species. Plants that grow naturally in the City of Barrie
are adapted to the local climate and soil conditions and
can survive with minimum maintenance, use of fertilizer,
pesticide or irrigation.
m) Shrub and ground cover planting should be utilized in
open tree pits, provided the minimum pedestrian clearway
dimension is available.
n) All shrubs and ground cover should be tolerant of urban
conditions, should be noninvasive and be completely nontoxic,
appropriate for use in public areas.
o) Seasonal appeal, especially for the winter months should
be considered for all planting.
For additional guidelines related to green streets on Lakeshore
Drive, please refer to Section 5.8.
DRAFT
In-boulevard bio-swales slow release of rain water into the City’s
infrastructure while filtering contaminants and feeding the planting areas.
38

39 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.2 Boulevard Design
The boulevard refers to the area of the street between the
front property line or building face, and the edge of the
curb. Well designed boulevards are important throughout
the Intensification Areas to accommodate the significant
increase in pedestrian traffic associated with intensification,
while ensuring streets that are pedestrian-supportive.
The individual components of the boulevard include:
Street Furniture and Landscape Zone: The Street Furniture
and Landscape Zone should be located directly between the
sidewalk and vehicle traffic. The zone contains landscaped
areas with site furnishings, and infrastructure facilities such
as benches, bicycle locks, transit shelters, and utilities.
Sidewalk: Dedicated to the movement of pedestrians, the
sidewalk can be a multi-use trail or a pedestrian clear path.
Sidewalks should be located adjacent to building frontages
or the property line, or following a transition zone where
present. The sidewalk should remain clear of obstructions,
horizontally and vertically, at all times.
Transition Zone: Located between the sidewalk and the
building or property line, this zone provides a dedicated area
for window shopping, spill-out retail, building entrances,
street furniture and signage.
Streetscape Design Elements
front property line
DRAFT
Transition
Zone
Patios
Signage
Landscaping
Barrier Free
Public Art
Bus Shelters
Sidewalk
Barrier Free
Boulevard Elements
Street
Furniture and
Landscape
Zone
Street Trees
Landscaping
Site Furnishings
Drainage
Public Art
Bus Shelters
On-Street
Parking Lane
Cycling
Lane
The illustrati on above depicts those roadway and boule
Figure 20: Boulevard Components

a) Boulevards should reflect their adjacent land use. For
example, wide pedestrian-supportive boulevards are
encouraged in areas with retail uses at grade.
b) Continuous sidewalks should be provided on both sides of
all streets.
c) Sidewalks should be at least 2.1 metres wide.
d) The sidewalk should be constructed of brushed concrete
to facilitate pedestrian movement and barrier-free
accessibility.
e) Where sidewalks cross driveways, they should be
continuous.
f) Limited use of feature paving bands constructed of
materials other than asphalt (including pavers or
concrete) may be used. These materials may continue
across driveways and signalized intersections to indicate
pedestrian priority.
g) Boulevards should be planted with street trees located in
the Street Furniture and Landscape Zone.
h) Benches, bicycle locks, and pedestrian lighting should be
located within the Street Furniture and Landscape Zone.
i) In areas with retail at grade, a 1.1 metre wide transition
zone should be situated between the sidewalk and the
private property boundary to accommodate opportunities
for spill-out retail and active at-grade uses.
j) Where possible, the principles of low impact development
(LID) should be applied to control stormwater on-site and
minimize discharge to the City’s sewer system.
For additional guidelines related to boulevard design within the
Mixed-Use and Residential Avenues, please refer to Section 5.1.2.
For additional guidelines related to boulevard design with Mixed-
Use Main Streets, please refer to Section 5.2.3.
DRAFT
40
Figure 21: Boulevard Rendering
Wide, pedestrian-supportive boulevards will provide the room necessary for
barrier-free walking, and the orderly location of street furniture.

41 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.3 Crosswalks
New development within the Intensification Areas will create
a significant amount of vehicular and pedestrian traffic,
particularly at the Primary and Secondary Intensification
Nodes, and in the Urban Growth Centre. A continuous system
of crosswalks is essential to ensure the safe coexistence of
vehicles and pedestrian traffic.
a) Crosswalks should be continuous and connected to
adjacent sidewalks.
b) The location of crosswalks and design of curb cuts should
conform to the policies inherent in the Ontarians with
Disabilities Act.
c) Crosswalks should be clearly designated for safety, with
appropriate surface markings or variation in surface
treatment and signage where appropriate.
d) Additional mid-block pedestrian signals and courtesy
crossings with specialized markings and signage may be
considered at locations with high pedestrian volumes.
e) Traffic signals that accommodate pedestrians should be
timed such that pedestrians have adequate time to clear
the crossing. Audible signals and pedestrian countdown
devices will be considered on a case-by-case basis.
Visible and patterned crossings contribute to a safe and attractive
streetscape.
DRAFT

3.2.4 Street Furniture
Street furniture contributes to the creation of a unique
streetscape, and can be used to identify significant
destinations within the Intensification Areas, such as
Lakeshore Drive and the waterfront, the historic Downtown,
the Primary and Secondary Intensification Nodes, the historic
Allandale neighbourhood, etc. In addition, street furniture is an
essential component of a pedestrian-supportive streetscape,
offering opportunities for rest, social interaction, and casual
surveillance.
a) Street furnishings should be developed within an overall
concept and should provide a consistent and unified
streetscape appearance that is appropriate for the area
context.
b) Street furnishings should be placed in a coordinated
manner that does not obstruct pedestrian or vehicular
circulation.
c) Street furniture should be placed so as not to impact
sidewalk maintenance, particularly snow removal.
For additional guidelines related to street furniture within the
Mixed-Use Main Streets, please refer to Section 5.2.
DRAFT
Street furnishings help to provide a functional and attractive environment
for pedestrians and cyclists.
42

43 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.5 Public Art
The inclusion of public art will enhance the character within
the Intensification Areas and contributes to the culture
and history of the City as a whole. Public art is encouraged
throughout the Intensification Areas, particularly at the
Primary and Secondary Nodes, on prominent streets within
the Urban Growth Centre, in parks and open spaces, along
trails and in other highly visible locations.
a) Public art pieces should be durable and easily maintained.
b) Public art should be place-specific and explore
opportunities to celebrate historic and cultural events of
local, national and international significance.
c) Public art should be both physically and visually accessible
and barrier free.
d) Sites with public art pieces should include landscaping
that complements and enhances the piece.
e) Sites may be reserved for groupings of complementary
pieces, including temporary installations.
DRAFT
Public art helps to activate and beautify the public realm.

3.2.6 Signage
A hierarchy of signage should be implemented uniformly
throughout the Intensification Areas, and should encompass
street signs, directional signage and commercial signage.
This will reduce the overall amount of street clutter, while
ensuring that wayfinding signage is highly visible and easy to
understand.
a) A comprehensive wayfinding strategy for the
Intensification Areas should be developed, including
mapping at key locations, such as Intensification Nodes,
the waterfront, and within the Urban Growth Centre.
b) Signs should be carefully located to ensure they do
not impede sightlines for drivers as well as important
sightlines to Kempenfelt Bay.
c) Kiosks should be conveniently located in highly active
pedestrian areas to attract users and provide security.
d) Information
circulation.
kiosks should not impede pedestrian
e) Information kiosks should be limited in size to minimize
visual impacts while providing adequate space in which to
post information.
f) Street furniture should not include signage (i.e. benches
with advertisements) with the exception of small,
unobtrusive plaques to indicate the source of funding for
the streetscape item.
DRAFT
Clear and attractive signage helps to provide an identity to the area and
orient the public.
44

45 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.7 Transit Amenities
Successful intensification is dependent on the provision of
an efficient active transportation network. Streets within the
Intensification Areas should support active transportation,
including walking, cycling and transit, through the provision
of safe, accessible transit amenities.
a) Transit shelters should include basic amenities, including
seating, waste receptacles, lighting, and route information.
b) In high pedestrian traffic areas, such as Intensification
Nodes, the waterfront and the Urban Growth Centre, transit
stops should include a shelter for weather protection and
seating.
c) Sidewalks should connect directly to transit shelters to
encourage active transit use and to ensure safety and
convenience.
d) Transit stops should have barrier-free access and be
located in a way that does not interfere with pedestrian
movement.
e) Transit shelters located on the sidewalk or boulevard
should be located 300 millimeters from the sidewalk in
order to allow sufficient space for snow clearing.
DRAFT
Well-designed and attractive bus shelters encourage transit use and
beautify the streetscape.

3.2.8 Lighting
Downcast, pedestrian-scaled lighting enhances safety and
visibility on streets. In key areas, such as the Primary and
Secondary Intensification Nodes, waterfront or the heritage
Downtown, lighting can be used to accent special features,
such as buildings, heritage properties, landscaping, signage,
etc.
a) The design and location of lighting should consider
sustainability and the impacts of light pollution, including:
• energy efficiency;
• directional lighting that reduces wasted energy;
• induction lighting;
• solar power; and,
• street reflectors and sensors (to help regulate brightness
and when lights turn on and off).
b) Downcast pedestrian-scale lighting should be provided in
high traffic pedestrian areas.
c) All lighting should be located within the Street Furniture
and Landscape Zone.
d) Consideration should be given to providing additional
pedestrian-scale lighting in areas with a high volume
of pedestrian activity, such as Intensification Nodes,
the waterfront, transit stops, trail crossings, mid-block
connections, etc.
e) New lighting design should comply with the City’s Dark
Sky Policy.
DRAFT
High-quality lighting fixtures increase safety and provide attractive lighting
to the public realm.
46

47 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.2.9 Utilities
The coordinated design of utilities will contribute to the visual
quality of streetscapes within the Intensification Areas.
Utilities must be considered as an integrated component in
building design and the public realm.
a) Where possible, utilities should be buried below grade,
typically in the boulevard section of the right-of-way, where
feasible. The use of a joint utility trench is encouraged for
access and maintenance benefits.
b) Opportunities should be identified for grouping above
grade utilities in single locations where feasible.
c) Utilities, including utility cabinets, transformer vaults,
hydro metres and gas metres, should be incorporated into
Above ground utilities on Yonge Street clutter the public realm.
building design. Where this is not feasible, utilities should
be placed in discrete locations and/or screened from
public view, where they will not interfere with pedestrian
movement or transit stops.
d) New and innovative solutions for integrated utility services
can result in reduced street clutter. For instance, poles that
incorporate both street lighting and telecommunication
facilities within the same pole. Although the City currently
does not practice such integration, these opportunities
should be considered when developing large sites, or
making streetscape improvements for the long-term
benefit of the public realm.
DRAFT

3.3 Parking
On-street parking in the Intensification Areas should be permitted, wherever
possible, to animate the street, reduce vehicle speeds and serve as a buffer
between pedestrians and vehicles.
DRAFT
48

49 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
3.3.1 On-Street Parking
On-street parking in the Intensification Areas should be
permitted, wherever possible, to animate the street, reduce
vehicle speeds and serve as a buffer between pedestrians
and vehicles particularly on streets with at-grade retail. To
encourage on street parking, appropriate design standards
for roadways, including bump-outs, should be developed.
a) Parallel on-street parking is preferred over perpendicular
or angled parking to minimize the overall width of the
roadway and optimize sightlines.
b) On-street parking may be situated within bump-outs,
where appropriate.
c) Bump-outs should be landscaped with street trees or low
level ground cover and be designed to accommodate snow
loading.
d) Where appropriate, permeable paving should be
considered to promote drainage and enhance the street
edge.
On-street parking provides buffer between traffic and the boulevard.
DRAFT
Where appropriate, bump-outs and parking infrastructure should be welllandscaped.

3.3.2 Bicycle Parking
Creating a network of parks, open spaces, streets and trails
for cyclists that connect to the Primary and Secondary
Intensification Nodes, the Urban Growth Centre, and the
lakefront, should establish cycling as a major mode of
transportation in the City of Barrie. The accommodation of
convenient bicycle parking is essential to support this option
and ensure it remains a long-term transportation alternative.
a) Bicycle parking should be provided at regular intervals
in the Primary and Secondary Intensification Nodes, the
Urban Growth Centre, and other areas of high pedestrian
activity.
b) Bicycle parking should be located close to building
entrances and should be sheltered. Short-term visitor
bicycle parking should also be provided.
c) The placement of bicycle posts within the pedestrian
realm should not impede pedestrian movement.
d) Post-and-ring bicycle parking, constructed of aluminium
or galvanized steel, is preferred as larger units can impede
pedestrian movement and snow clearing.
e) Bicycle storage facilities should be provided at public
parks and open spaces to encourage alternative modes of
transport.
50
Bicycle parking should be conveniently located within areas of high
pedestrian activity, including Primary and Secondary Intensification Nodes,
the Urban Growth Centre, and the lakefront. A simple post-and-ring,
or similar style is recommended to minimize disturbance to pedestrian
circulation.
DRAFT

DRAFT

4.0
Private Realm
Urban Design Guidelines
DRAFT
The private realm urban design guidelines are applicable to all the Intensification Areas,
and apply to development within private properties, considering the development of
large parcels, access and parking, and general building guidelines.

4.1 Development of Large Parcels
The redevelopment of large parcels or a group of consolidated parcels should
be designed as an integral part of the adjacent neighbourhoods and land uses,
including parks and open spaces and natural heritage features.
DRAFT

4.1.1 Community Structure
Dunlop Street, and the historic Downtown area, is a successful on a grid pattern that is modified in response to natural
example of a well-established urban neighbourhood open space, built heritage or existing street conditions.
characterized by well-connected streets and blocks, streetoriented
buildings and attractive boulevards. New large d) A variety of block sizes and shapes should be provided in
developments in the Intensification Areas, particularly on
the Intensification Areas to accommodate diversity in the
the Intensification Corridors, should achieve a similar scale
built form.
and allocation of land uses to ensure people can comfortably
e) Block lengths should not exceed 250 metres.
walk, bike or take transit to where they live, work and play.
f) Where blocks exceed 250 metres, a mid-block pedestrian
a) Expand the existing road network to improve connectivity,
connection should be provided. This can take the form
and allow traffic to dissipate to local destinations.
of a walkway, parkette, or other publicly accessible open
b) A connected network of streets and blocks reflective of
space.
Downtown will reduce congestion, improve public transit
g) Mid-block pedestrian connections should be a minimum
and emergency vehicle access, and promote walking and
width of 3.5 metres.
cycling.
h) Rear lanes should be considered to help reduce the need
c) To maximize connections for vehicular, cyclist, and
for street driveways off of high traffic roadways.
especially pedestrian traffic, new streets should be based
DRAFT
BLOCK
STREET
Not longer than 250 metres
Figure 22: Mid-Block Connections
Provide mid-block pedestrian connections where blocks exceed 250 metres.
Mid-block
connection
54

Sites along Bayfield Street, north of HWY 400 offer the potential
for large-scale redevelopment.
Use existing drive lanes and intersections to determine a
street network while providing connections to adjacent
neighbourhoods.
Using a well-connected street network as a foundation for new
well-scaled development sites, buildings and open spaces will
evolve over time.
Figure 23: Street Network Structure
DRAFT

4.1.2 Lot Size Variety
There are a variety of lot sizes and shapes within the
Intensification Areas, including large commercial properties
along Bayfield Street (north of HWY 400), small urban
properties in the Urban Growth Centre, and residential
properties along Duckworth Street (south of Grove Street).
Continuing to provide a variety of lot sizes in larger scale
development parcels helps to promote a diversity of built
form and use.
a) Lot shapes should be rectilinear where possible to
maximize design and siting potential. Exceptions may be
considered in order to address issues of slope, existing
property boundaries or density requirements.
b) Corner lots should be adequately sized so development
within them can abide by set-back requirements on both
streets.
c) Lots adjacent to amenity areas such as community
centres, transit facilities, parks or other natural or urban
destinations should be designed to support higher density
development.
DRAFT
56
Figure 24: Lot Size Variety
A mix of lot depths and widths along Bayfield Street encourages a variety of
built form and a mix of uses.

57 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.1.3 Transit Supportive Design
Transit use must be promoted and encouraged, through
consideration of the urban structure and the design of the
public realm, to ensure successful intensification in the City
of Barrie. New development within the Intensification Areas
should achieve a density that supports transit use throughout
the City. New development should also look to create a range of
complimentary uses at key destinations, and take advantage
of and support high levels of pedestrian activity.
a) A mix of land uses and higher densities should be
promoted around key locations, including Major Transit
Station Areas, Intensification Nodes, and the waterfront,
in order to create the critical mass required to make
transit a viable option.
b) Access to local transit routes should be located within a
10-minute (500 metre) walking distance of most residents.
c) Auto dependent uses such as drive thorough retail and
car washes should be discouraged in the Intensification
Areas.
d) Transit facilities should be located at public places such
as parks and open spaces, community centres, schools,
and community facilities such as libraries and galleries.
e) Trails and bicycle routes should link to transit facilities.
f) Secure bicycle parking and storage space is provided
where appropriate.
For additional guidelines related to transit supportive design at
the Major Transit Station Areas, please refer to Section 5.6.
DRAFT
Transit facilities should be situated at key destinations, where pedestrian activity is high, and where sufficient pedestrian connections are provided.

4.2 Access and Parking
Much of the urban form within the Intensification Areas is defined by surface
parking. In the short-term, enhanced design is important to improve their
appearance from the street. In the mid to long-term, these surface parking
areas will become viable opportunities for intensification with the majority of
parking located in structured decks or below grade.
DRAFT
58

59 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.2.1 Surface Parking
Much of the urban form within the Intensification Areas is
defined by large surface parking lots. This is particularly
evident on Bayfield Street (south of Highway 400), but is also
a common condition throughout the Urban Growth Centre.
In the mid to long-term, surface parking areas will be
prime candidates for intensification. In the short-term, the
enhanced design of surface parking lots is important to
minimize their impacts on the public realm.
a) Large areas of uninterrupted parking should be avoided.
The overall number of parking spaces should be minimized
by sharing the parking between adjacent properties -
especially in the evenings, weekends and other off-peak
times.
b) Surface parking should be located at the rear of buildings.
If the lot is not deep enough, the parking should be located
at the side of the building.
c) Where parking areas are adjacent to a public sidewalk,
buffers such as landscaping, trees or bollards should be
provided between the parking area and the sidewalk. This
buffer should be located within the private realm to not
reduce the total sidewalk width.
d) Planting strips, landscaped traffic islands and/or paving
articulation should be used to define vehicle routes and
smaller parking courts that provide pedestrian walkways,
improve edge conditions and minimize the aesthetic
impact of surface parking.
e) Where surface parking lots are located within close
proximity to the waterfront, the principles of low impact
development (LID) should be applied to control stormwater
on-site and minimize discharge to Kempenfelt Bay.
f) The amount of landscaping should be proportionate to
the overall parking lot size, but generally, 1 tree for every 8
parking spaces is recommended.
g) Landscaping, or other parking area screening devices,
should not obstruct the primary building façade or total
visibility of the parking area.
h) Distinctive pavement and/or markings may be used to
indicate pedestrian crossings.
i) Pedestrian-scaled lighting should be provided along
pathways to enhance visibility and security.
j) Preferential parking for bicycles, energy efficient vehicles
and car-share services are encouraged.
k) Service and drop-off area circulation should not interfere
with pedestrian circulation.
l) Where appropriate, permeable paving should be
considered to promote drainage.
DRAFT
Well landscaped parking areas provide shade/cooling as well as visual
interest.

snow storage area
landscaped traffic island
with 1 tree for every 8
parking spaces
parking space
demarcation lines
permeable surface
(where appropriate)
planting buffer
between parked
vehicles and sidewalk
building
DRAFT
Figure 25: Parking Courts
Parking areas should be designed to reflect smaller parking
courts through landscaped islands and clear pedestrian
pathways.
pedestrian walkway
demarcation lines
or change in paving
material
min. 1.5m
pedestrian walkway
with paving
articulation
clearly marked
pedestrian crossing
sidewalk
60

61 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.2.2 Structured Parking
Underground parking may not always be an economically
viable option. As a large surface parking lot is undesirable,
above-ground structured parking should be considered.
Above-ground structured parking can be incorporated into
new mixed-use buildings, maintaining a positive urban
environment and allowing for a greater number of spaces and
a more efficient use of land.
a) When a parking structure fronts onto a street or open
space it should be developed with an active at-grade use
with an attractive façade that animates the streetscape
and enhances pedestrian safety.
b) At a minimum, 50% of the ground floor should be occupied
by a use other than parking. In the case of a corner lot, 50%
of the front and side of the building should be occupied by
an alternative use.
c) A vertical mix of parking, residential and/or office above
should be considered a preferred development model,
with parking on the lower floors and residential or office
above. Shallow retail or office units should face the street
minimizing the visual impacts of the structured parking
lots.
d) Vehicular access to parking structures should be located
at the rear and/or side of buildings away from main
building frontages and major streets.
e) Pedestrian entrances for parking structures should be
located adjacent to main building entrances, public
streets or other highly visible locations.
f) Parking within a structure should be screened from
view at sidewalk level and the street-level wall should
be enhanced through architectural detailing and
landscaping.
Please note: Additional structured parking recommendations
may result from the City’s CPTED study (underway).
Structured parking should contain active uses at grade in order to provide
attractive façades, and to animate the streetscape.
DRAFT
The street wall of a parking structure should be enhanced through
architectural detailing and landscaping.

1st phase intensification is supported initially by the surplus
surface parking it replaces.
Structured parking is incorporated into 2nd Phase buildings,
providing easy sheltered access to adjacent uses without
sacrificing overall parking spaces
Once the 3rd phase buildings become viable, it is likely that
underground parking will be financially feasible to incorporate
into the base of the new structure. The majority of parking can be
structured at this stage, allowing for new open spaces for visitors
and residents.
DRAFT
Figure 26: Evolution of Structured Parking
62

hood
63 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.2.3 Lanes and Alleys
Public lanes are recommended to service the commercial
uses within the Intensification Areas, and to provide access
to structured and below-grade parking away from primary
streets to minimize interference with pedestrian circulation
(i.e. curb cuts).
a) The paved area of laneways should provide adequate
space for emergency vehicles.
b) Areas at the end of laneways should be reserved for snow
storage.
c) Laneways should provide some variety in building form
and set-backs. Long stretches of blank facing or rear
building façades should be discouraged.
d) Where laneways or alleys are used as pedestrian corridors
(i.e. Dunlop Street), the rear façade of buildings should be
similar in quality (i.e. materials, articulation) to the front
façade.
e) Where feasible, laneways should be considered as places
to accommodate infrastructure, to allow for future
intensification with addresses on the laneway (i.e. granny
flats).
f) Where laneways are required to provide access to
residential parking facilities, the primary façade of the
building should not face the laneway, nor should at-grade
access be provided.
g) Where residential units overlook a laneway, it should be
designed to be aesthetically pleasing, including highquality
paving, pedestrian scaled lighting and street trees.
45 o
Avenue
7.5m
rear property line
10m
Figure 27: Rear Transition to Neighbourhoods
45 o
7.5m
Figure 28: Mechanical Penthouse Placement
Neighbourhood
Avenue
DRAFT
rear property line
10m
Neighbourhood

4.2.4 Servicing and Loading
Where servicing and loading areas are required, they should
not be visually obtrusive.
a) Loading docks and service areas should be located at
the side or rear of buildings and should be screened from
public view.
b) Where possible, garbage storage areas should be
accommodated internally.
c) Servicing enclosures should be constructed of materials
that complement the main building (e.g. no chain link
fencing).
d) Service and refuse areas should be paved with an
impervious surface of asphalt or concrete to minimize the
potential for infiltration of harmful materials.
e) Service and refuse areas should not encroach into the
exterior side or front yard set-back.
f) Loading and service areas may occupy the full rear yard
if adequate landscape edge and buffer treatments are
provided.
Servicing enclosures should be constructed of materials that complement
the main building.
DRAFT
64

65 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.3 General Building Guidelines
New buildings within the Intensification Areas should be designed to address and
frame streets and open spaces. Generally, new buildings should be appropriately
massed and articulated to minimize their presence from adjacent streetscapes,
and provide appropriate transitions to nearby residential neighbourhoods.
DRAFT

4.3.1 Building Orientation and Site Layout
The relationship of buildings to one another, and to streets
and open spaces, influences the amount of energy they
consume, the comfort of pedestrians at the street, and the
quality of interior spaces. Buildings should frame streets and
open spaces, and preserve desirable views.
a) Buildings should be positioned to frame abutting streets,
internal drive aisles, sidewalks, parking areas and amenity
areas. On corner sites, buildings should be designed to
frame both the primary and the secondary street.
b) Where a building abuts a natural heritage feature or open
space, the interface should create opportunities for easy
public access and viewing from streets and adjacent
developments. It is therefore encouraged that where
possible, new developments in this condition face and
open towards the public open space.
66
c) Main building entrances should be directly accessible
from public sidewalks.
d) The front streetwall of buildings should be built to the
front property line, or applicable set-back line, to create a
continuous streetwall.
e) A minimum of 75% of a building’s frontage should be built
to the applicable set-back line.
f) The remaining 25% of the building frontage can be set
back a maximum of 5 metres to accommodate lobby
entrances, bicycle parking, or outdoor marketting areas
(i.e. cafe seating, display areas, etc.).
DRAFT
Figure 29: Building Location at Street Edge
Buildings should be appropriately located to frame streets and open spaces, with the primary entrance directly accessible from the sidewalk. On corner
sites, buildings should be designed to frame both the primary and the secondary street.

67 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.3.2 Building Heights
opposite R.O.W. property line
The ability of buildings maximum to height fit into the existing context, and
contribute positively to the character of the streetscape,
is imperative to ensuring 80% of successful R.O.W. new width buildings 45 in the
Intensification Areas. Generally, new buildings should have
a mid-rise scale (4 to 8-storeys) that promotes humanscaled
development, minimizes adverse impacts on adjacent
streetscapes, and provides appropriate transitions to nearby
residential neighbourhoods.
o
opposite R.O.W. property line
R.O.W. width
maximum height
R.O.W. width
front property line
80% of R.O.W. width
front property line
45 o
max. 5m
a) Buildings within the Intensification Areas should generally
be limited to a mid-rise scale, ranging between 4 to
8-storeys.
b) The maximum height (8-storeys) may only be achieved if
the built form demonstrates compliance with all other
design guidelines (i.e. step-backs, angular planes, etc.).
45 o
max. 5m
45 o
10.5m
DRAFT
Figure 30: Maximum Building Heights
The use of angular set-backs, step-backs and angular planes help to shape the built form.
10.5m
7.5m
7.5m
rear property line
rear property line

c) Buildings taller than 8-storeys are encouraged in key
areas, including:
• Within the Urban Growth Centre, adjacent to Lakeshore
Drive, where existing tall buildings are located and new
buildings can capitalize on key views to the Lake. The
location and massing of these buildings (and taller building
elements) should allow for continuous sunlight on adjacent
waterfront parks, and views to Kempenfelt Bay.
• At Primary and Secondary Intensification Nodes,
where taller buildings will act as landmarks along the
Intensification Corridors, and enhance wayfinding
throughout the City.
• On large lots, on a case-by-case basis, where appropriate
transitions can be made to adjacent properties and all
other guidelines in this section can be met.
d) Taller buildings above 8-storeys should be limited to
the sites above where lot size, set-backs, step-backs
and building transitions can be made to respect the
neighbouring properties.
New development within the Intensification Areas will
strengthen communities, and accommodate many new
residents and jobs. To ensure the most efficient use of existing
infrastructure, and create a vibrant streetscape, a minimum
level of development is also required. To accomplish this, the
City should require a minimum building height.
e) All new buildings must achieve a minimum height of 7.5
metres (2-storeys) to promote intensification and ensure
the most efficient use of existing infrastructure.
4.3.3 Minimum Ground Floor Height
68
Floor heights for commercial uses are generally greater than a
typically residential floor. Recognizing that ground floor retail
will not be immediately viable throughout the Intensification
Areas, a flexible ground floor height is recommended in order
to accommodate future conversion to retail uses where
appropriate.
a) Ground floor heights should be a minimum of 4.5 metres to
accommodate retail uses and provide sufficient clearance
for loading areas.
b) Ground levels should be free of any significant grade
changes to promote barrier-free access and retail activity.
DRAFT
min.
4.5m
Figure 31: Maximum Ground Floor Height
New buildings should have a minimum ground floor height of 4.5 metres.

69 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.3.4 Front Façade Step-backs
The podium created through a step-back above the building
base creates maximum a human-scaled heightstreetwall
and mitigates
the overall impacts of the building height on adjacent
streetscapes. The remainder 80% of of R.O.W. the building width envelope should 45
be carefully considered to allow for a minimum of 5 hours of
sunlight per day on boulevards across the street within the
Intensification Areas from March 21st (spring equinox) to
September 21st (Fall Equinox) to ensure pedestrian comfort
and encourage active use of the streetscapes.
o
opposite R.O.W. property line
For more information on how a sun and shadow analysis can be
used to ensure the 5 hour minimum is achieved, please refer to
Section 6: Implementation Recommendations.
opposite R.O.W. property line
R.O.W. width
maximum height
80% of R.O.W. width
R.O.W. width
front property line
front property line
Figure 32: Front Façade Step-backs
Example of building height responding to the angular plane.
45 o
a) A 45-degree angular plane should be applied at a height
equivalent to 80% of the width of the right-of-way. Above
this 80% height, building envelopes must step-back to
adhere to the angular plane.
b) On wider right-of-ways, a 45-degree angular plane applied
at 80% of the right-of-way width will result in a step-back
at the upper floors of the building. In this case, an additional
“pedestrian perception step-back” is recommended to
achieve a human-scaled building podium.
c) Step-backs should be a minimum of 1.5 metres. 3 metres is
recommended to ensure usable outdoor amenity spaces.
DRAFT

Side Property Line
min.
5.5m
4.3.5 Side Building Set-backs
New developments in the Intensification Areas should
maintain as continuous a streetwall as possible, while
respecting the adjacent properties access to natural light
and air. As a result, new buildings should apply a minimum
distance from existing buildings with side windows.
a) Where a new building is adjacent to a vacant lot, buildings
should be built to the side property line (with no windows)
to allow for a continuous streetwall in the future.
b) New buildings must maintain a minimum 5.5 metre
distance from existing adjacent buildings that have
windows on their side-facing walls.
Side Property Line
min.
5.5m
Existing buildings New building (no side Existing buildings
with side windows windows permitted) with side windows
New Building: Existing
Existing New Building:
New Existing Building:
No Side Windows Building with
Building No Side withWindows
Some Building Side with
Permitted Side Windows
Side Permitted Windows
Figure 33: Side Building Step-backs
Windows Side Windows Permitted
Side Property Line
5.5m
Side Property Line
5.5m
Side Property Line
5.5m
New building (side Existing buildings
windows permitted) with side windows
New Building: Existing
Existing New Building:
Some Side Building with
Building with Some Side
Windows Side Permitted Windows Side Windows Windows Permitted
Side Property Line
5.5m
3.0m 2.5m
70
c) When the new building is set back at least 5.5 metres
from the property line, it should incorporate glazing where
possible.
d) Additional set-backs will be required when the existing
building has its primary windows on the side face. The
distance of the set-back in these instances will be
determined on a case-by-case basis.
DRAFT
Side Property Line
5.5m
3.0m 2.5m
New building (some side
windows permitted)
New Existing Building: No
New Building: Exis
Building Side Windows with
Side Windows Buildin
Side Permitted Windows
Permitted Side W

71 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.3.6 Side Building Step-backs
It is important to maintain views and sunlight penetration
to public boulevards through the articulation of the sides of
the building. Providing breaks in the streetwall on the upper
levels achieves this, and mitigates the “canyon effect” on
longer corridors.
a) Where properties have wider frontages, the building’s
uppermost storeys can step back sideways - allowing for
the application of glazing, thereby reducing the amount of
blank sidewalls, should that building be built ahead of its
neighbours.
b) Narrow sites will not be able to reasonably achieve side
step-backs at the upper levels, and as a result may not
achieve their maximum permitted height.
Figure 34: Side Building Step-backs
1
2
3
1
2
5 storey maximum sidewall
Setback additional storeys and mechanical penthouse above
Same requirements apply to future development
3
side property
line
Figure 35: Tall Street Wall
Example where a tall street wall is desirable.
DRAFT
1
2
3
side property
line
5.5m
max. 80%
height
of R.O.W.
5.5m
min. 3 storey
and 10.5 m
side property
line
side property
line
Figure 36: Porous Street Wall
Example where a more porous street wall is desirable, side stepbacks
are encouraged.

4.3.7 Transition to Neighbourhoods
Where Intensification Areas are adjacent to stable residential
neighbourhoods, the application of an angular plane is
recommended to provide a transition in height from mid-rise
buildings to low residential homes to reduce shadow impacts
on the residential properties, as well as the perception of
height.
max. 5m
a) Above 80% of the building’s permitted height, the property
should step-back sideways 5.5 metres to provide sky
views and sunlight penetration to the sidewalks in the
right-of-way, and to other nearby properties.
b) When a more “porous” 45street wall is preferred, side stepbacks
should be encouraged above the minimum building
height for that area.
o
c) Upper storey side step-backs are not required for buildings
that are 20 metres (6 storeys) or less.
max. 5m
45 o
10.5m
10.5m
7.5m
7.5m
rear property line
rear property line
Figure 37: Transition to Neighbourhoods
Front, side, and rear property angular planes are recommended to ensure
appropriate transitions to adjacent stable low rise residential development.
4.3.8 Building Articulation
72
The aesthetic qualities of the building, it’s façade, roof line,
windows, and access points are all vital factors in how the
public perceive a building, and how that building impacts
their experience of the street.
a) The façades of large buildings should be designed to
express individual commercial or residential units through
distinct architectural detailing, including entrance and
window design.
b) Despite the use of various architectural styles within
the City, the design and material quality should be
consistent and building materials and finishes should be
complementary.
c) Lots that face on to parks and open spaces should be
subject to architectural and landscaping controls in order
to provide an optimal interface.
d) Corner buildings at key intersections should emphasize
the focal nature and visibility of these buildings through
elements such as bay windows, projections, recesses,
special materials, and other architectural details.
DRAFT
e) Buildings should incorporate architectural details such
as vestibules, recessed entrances, covered walkways,
canopies and awnings to provide weather protection.
f) A significant amount of the building frontage on the
ground floor and at building base levels should be glass to
allow views of the indoor uses and create visual interest
for pedestrians. Clear glass is preferred to promote the
highest level of visibility.
g) Building elements should be oriented to maximize views
to Kempenfelt Bay.

73 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
h) Building entrances should work in conjunction with retail
uses and can be expressed and detailed in a variety of
ways including large entry awnings, canopies or doubleheight
glazing. Retractable awnings and canopies may
encroach into the public right-of-way provided a minimum
of 2.7 metres of vertical clearance is provided. Permanent
awnings or canopies that encroach into the public rightof-way
may require a permit.
i) Where residential uses are included above retail uses,
separate entrances should be provided.
rooftop amenity space
and/or green roof
transition to adjacent
neighbourhood
(angular plane & setbacks)
rear lane access /
limit vehicle
interruption on the
min. 7.5m /
2 storey
building
base
lot depth
(ideal 30m min.)
streetwall
up to
4 storeys
25.5m / 8 storeys
max. building
height
tall
ground
floor
3m min. step-back
above streetwall
45 o
continuity of streetwall
(lot frontage - ideal 30m min.)
animated ground
floor
80% of
R.O.W. width
Avenue allow for sunlight on the
opposite sidewalk
SIDE STREET
Figure 38: Sample Building Articulation
Diagram depicts some of the key components of the guidelines affecting the built form.
j) Secondary entrances should not be the dominant
entrance. However, they should be easily accessible and
convenient for service, loading and parking areas.
k) When building frontages exceed 12 metres in width they
should be divided into functionally and visually smaller
units through the use of façade articulation, internal
courtyards, and networks of connected walkways and
landscaping.
wide sidewalk
with trees
mechanical penthouse
(within angular plan)
DRAFT
AVENUE

4.3.9 Roofs and Roofscapes
Mechanical penthouses that extend above the maximum
height limit, but maximum fall within the height recommended angular planes,
will not impact shadowing, will generally not be visible from
adjacent sidewalks, 80% and of are R.O.W. minimally width visible from 45the opposite sidewalk.
o
opposite R.O.W. property line
a) Mechanical penthouses may exceed the maximum
height limit by up to 5 metres, but may not penetrate the
recommended angular planes.
b) All mechanical penthouses should be designed and
clad with materials that complement the main building
façades.
opposite R.O.W. property line
R.O.W. width
maximum height
R.O.W. width
front property line
80% of R.O.W. width
front property line
45 o
Figure 39: Mechanical Penthouse Placement
Example of mechanical penthouse placement within all angular planes.
45 o
max. 5m
45 o
10.5m
10.5m
7.5m
7.5m
rear property line
rear property line
74
c) The portion of the building roof that is not used for a
mechanical penthouse max. 5m should be occupied by green roofs
and/or useable outdoor amenity space.
d) Sustainable technologies, such as photovoltaic panels,
are encouraged on the roofs of buildings. These panels
must fit within the prescribed angular planes.
DRAFT

75 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
4.3.10 Materials
The choice of building materials is integral to the appearance
and function of new buildings within the Intensification Areas.
Particular attention should be paid to buildings podiums, as
this is the portion of the building that is most visible from the
streetscape.
a) All new buildings and developments should utilize building
materials chosen for their functional and aesthetic
qualities, as well as their energy and maintenance
efficiency.
b) All exterior building finishes should demonstrate a
high quality of workmanship, durability and ease of
maintenance.
c) Building materials should be used as they are intended
(i.e. colour, texture, etc.), and should not be used to mimic
other materials.
d) Finished materials should extend to all sides of the
building, including building projections and mechanical
penthouses.
e) The ground floor should incorporate a minimum of 60%
glazing to enhance safety through casual surveillance.
f) Building materials and finishes on building façades facing
onto or visible from public streets and public spaces
should not include synthetic siding sytems, mirror/heavily
tinted glass panels, and unadorned concrete block.
g) Blank walls or unfinished materials along property lines
where new developments are adjacent to existing parking
areas or smaller-scaled buildings should be avoided.
h) Where possible, construction materials should be recycled
to reduce the environmental impacts of extracting and
manufacturing new materials.
i) If no salvageable materials are available, efforts should
be made to purchase materials from demolition sales,
salvage contractors and used materials dealers.
j) New construction materials should be locally sourced to
reduce the impacts of transportation. Canadian products
are generally designed to withstand our climate.
DRAFT

Brick
Prefinished Metal Panel
Samples of preferred architectural materials.
Man-made or natural stone
Wood
DRAFT
76

DRAFT

5.0
Area-Specific
Urban Design Guidelines
DRAFT
The area-specific urban design guidelines supplement the general intensification
guidelines provided in the previous sections, providing recommendations that are
specific to Mixed-Use and Residential Avenues, Mixed-Use Main Streets, Established
Residential Streets, Primary and Secondary Intensification Nodes, Major Transit
Station Areas, the historic Allandale neighbourhood, and Lakeshore Drive.

79 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.1 Mixed-Use and Residential Avenue Guidelines
As new development occurs on the Intensification Corridors, Duckworth Street
(north of Grove Street), Bayfield Street, Dunlop Street (to south of Anne Street),
Essa Road, and Yonge Street should evolve into Mixed-Use and Residential
Avenues, or “major transportation corridors that balance the functional
requirements of the street with the provision of an active, pedestrian-supportive
streetscape.”
DRAFT
Figure 40: Mixed-Use and Residential Avenue Rendering
The above streetscape rendering demonstrates the character that could be achieved on a street such as Dunlop Street as it evolves into a Mixed-Use and
Residential Avenue.

5.1.1 Prominent Streets
The Mixed-Use and Residential Avenues are key entrances
into the City of Barrie, and the Urban Growth Centre, from
Highway 400. They will be responsible for forming the first
impression of the City for most visitors and should be designed
accordingly.
a) Prominent streets should create a sense of entrance and
arrival, contributing to community image and identity.
Elements contributing to prominent streets may include:
landmark buildings, street trees and other landscaping,
feature lighting, special paving, and public art.
b) Taller buildings, typically at a 1:1 ratio with the width of
the right-of-way, are permitted to concentrate density at
key areas along prominent streets (i.e. Highway 400, and
the Intensification Nodes) and indicate the prominence of
these sites.
80
c) Development on prominent streets should meet a high
standard of design, and be appropriately oriented to the
public realm.
d) The most prominent entrance features, including special
landmark buildings, should be located adjacent to
Highway 400, where the entrance to the Urban Growth
Centre begins, and at the Intensification Nodes.
e) Minor entrances should be located on Duckworth Street,
Bayfield Street, and Dunlop Street, to signal the transition
into the Urban Growth Centre. Minor entrances on Yonge
Street and Essa Road should signal the transition to the
historic Allandale Neighbourhood. Appropriate entrance
features include landscaping, special paving, unique light
standards and public art.
DRAFT
Figure 41: Prominent Street Rendering
Prominent streets in the Intensification Areas should have the highest quality of design, including street trees, special paving, unique street furniture, and
public art, in order to announce arrival into the City, and character areas within the City (i.e. the Urban Growth Centre).

81 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.1.2 Boulevard Design
As the major transportation routes in the City of Barrie,
the Mixed-Use and Residential Avenues will continue to
accommodate high levels of vehicle traffic. It is essential
that this be balanced with enhanced treatments within
the boulevard, and that these streets be urbanized to
support all types of active transportation and transit use.
The place-specific design of the boulevard will be integral
in the transition of these streets to attractive, pedestriansupportive
destinations.
a) On streets with right-of-way widths greater than 30
metres, the minimum boulevard width should be 6 metres
to provide a variety of street treatments Min. and 3.3 an m Wide appropriate
Pedestrian Sidewalk
buffer between pedestrian and vehicular traffic.
0.8 m
Edge
Zone
1.8 m
Open Pit
Tree Trench
b) In special areas, such as prominent streets, Intensification
Nodes, and areas with a significant amount of retail uses,
the minimum boulevard width should be 8 metres to
accommodate a double row of street trees and a transition
zone for active, at-grade uses (i.e. patio seating, display
areas, etc.).
For general guidelines related to boulevard design, please
refer to Section 3.2.2.
Building Face
0.8 m
Edge
Zone
1.8 m
Open Pit
Tree Trench
0.8 m
Edge
Zone
3.9m 2.0mm
Min. 2.1 m Wide
Pedestrian Sidewalk
6.0 m
8.0 m
Boulevard Zone Boulevard Zone
DRAFT
1.8 m
Open Pit
Tree Trench
6.0 m
Boulevard Zone
1.8 m Min. 1.1 m
Open Pit
Tree Trench
Min. 3.3 m Wide
Pedestrian Sidewalk
to Building
Face
Figure 42: Boulevard Widths
On streets with a right-of-way width greater than 30 metres, wider boulevard
widths are recommended to accommodate enhance streetscape features.
Building Face
Building Face
0.8 m
Edge
Zone T

5.1.3 Crosswalks
Large right-of-way widths, and significant levels of vehicular
traffic, make crossing Bayfield Street, Essa Road, Dunlop
Street and Yonge Street difficult. As these streets transition
to Mixed-Use and Residential Avenues, there will be a
significant increase in pedestrian activity, and it is important
that pedestrians can safely and efficiently move from one
side of the street to the other.
a) On large development sites where intensification will
result in more people living and working along the street,
additional mid-block crosswalks with signals should be
provided to ensure safe pedestrian crossing opportunities
every 100-215 metres is recommended.
b) The use of concrete or painted lines for the crosswalk
is preferred over unit pavers where crosswalk length is
significant.
For general guidelines related to crosswalks, please refer to
Section 3.2.3.
DRAFT
82

83 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.1.4 Demonstration Plan: Bayfield Street (at
Livingstone Street)
The Bayfield Street (at Livingstone Street) Demonstration
Plan shows how a typical large-format retail site, such as the
Georgian Mall, can evolve into a long-term redevelopment
area
Key features of the plan include:
• Proposed intensification within a generally mid-rise built
form.
• A revised street and block structure that connects
redevelopment to the adjacent neighbourhoods and
surrounding commercial development.
• Smaller blocks to provide appropriate development
parcels for a range of commercial, mixed-use and
residential land uses.
Figure 43: Bayfield Street (at Livingstone Street) Demonstration Plan - Axonometric View
• Development forms that face the street with a defined
building base podium and upper-storeys that step back
to promote a generally mid-rise building height of 4 to
8-storeys.
• Where surface parking is lost, additional parking is
provided in either structured decks above grade, or below
proposed buildings (please refer to Page 62).
• The integration of community-scale and smaller civic
park spaces to accommodate a variety of public events,
including festivals, outdoor markets. When appropriate,
these areas can also provide interim parking.
• The location of taller building elements at Intensification
Nodes (i.e. Bayfield Street and Livingstone Street).
• The integration of mid-block pedestrian walkways to
create a fine grain of walking opportunities throughout
the area.
DRAFT

Duckworth 1:1000 0 5 25 50m
Duckworth 1:2000
Bradford 1:2000
Bay�eld 1:4000
Bay�eld South 1:4000
0 10 50 100m
0 10 50 100m
0 20 100 200 300m
0 20 100 200 300m
DRAFT
84
Figure 44: Bayfield Street (at Livingstone Street)
Demonstration Plan - Plan View

85 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.1.5 Demonstration Plan: Bayfield Street (south
of Highway 400)
The Bayfield Street (south of Highway 400) Demonstration Plan
illustrates the transition of this area to a mixed-use avenue
that is well connected to the surrounding neighbourhoods
and the YMCA community centre.
Key characteristics of the plan include:
• Proposed intensification within a generally mid-rise built
form.
• Redevelopment generally fronts onto Bayfield Street with
a low to mid-rise building form.
Figure 45: Bayfield Street (South of Highway 400) Demonstration Plan - Axonometric View
NORTH
BAYFIELD ST.
• The tallest buildings (up to 9-storeys) are focused at
the Bayfield Street and Highway 400 intersection where
the lots are deepest and development has the smallest
impact on adjacent low-rise residential areas.
• The existing stable, high-quality housing south of Grove
Street is preserved.
• Buildings are set back from the property line to allow for
expanded tree planting within the boulevard.
DRAFT

orth 1:1000 0 5 25 50m
orth 1:2000
rd 1:2000
ld 1:4000
ld South 1:4000
0 10 50 100m
0 10 50 100m
0
20 100 200 300m
0 20 100 200 300m
DRAFT
86
Figure 46: Bayfield Street (South of Highway 400)
Demonstration Plan - Plan View

87 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.2 Mixed-Use Main Street Guidelines
As redevelopment occurs within the Intensification Areas, streets within the
Urban Growth Centre (i.e. Dunlop Street, Bradford Street, Toronto Street, Collier
Street) should transition to Mixed-Use Main Streets, or “downtown commercial
streets with active, pedestrian-supportive streetscapes.”
DRAFT
Figure 47: Mixed-Use Main Street Rendering
The character that could be achieved on a street such as Bradford Street, particularly south of Dunlop Street, should reflect the best examples of existing
streets within the Urban Growth Centre (i.e. Dunlop Street).

5.2.1 Pedestrian-Supportive Uses
Mixed-Use Main Streets will be characterized by active,
pedestrian-supportive streetscapes. To support this vision, it
is important that auto dependent uses, such as drive through
retail and car wash facilities, are prohibited within Mixed-Use
Main Streets. This can be accomplished through amendments
to the Zoning By-Law (please refer to Section 6.1.1).
5.2.2 Parks and Open Spaces
Figure 48: Parks and Open Space Demonstration Site
Semi-private mid-block open spaces complement a network of pedestrian streets and public open spaces.
88
In addition to the previously mentioned natural heritage
features, there are a number of smaller parks within walking
distance of the Urban Growth Centre, including Shear Park,
Queen’s Park, Heritage Park, and Centennial Park on the
waterfront. As intensification occurs, and more people live
and work in the Urban Growth Centre, it is important that
Mixed-Use Main Streets are supported by new open spaces
that are created to ensure all residents have access to outdoor
recreational areas.
a) Urban parks should be located throughout the Urban
Growth Centre to ensure all residents are within a
10-minute (500 metre) walking distance of outdoor
amenity space.
b) Corner lots, some mid-block lots, and irregularly shaped
lots can be developed into small urban parks where
appropriate.
DRAFT

89 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
c) Urban parks can be as small as one or two lots, but should
5.2.3 Boulevard Design
Particularly on Dunlop Street, the City’s heritage main street,
be at least 0.15 hectares in size.
a consistent character has been established within the Urban
d) Parks and open spaces should connect to natural heritage
features through multi-use trails and tree-lined streets
to provide connections to the waterfront and throughout
the Urban Growth Centre to contribute to an active
Growth Centre. This includes heritage style light standards,
street signage, banners and street planters. New development
on the Mixed-Use Main Streets should reflect and build on
this pedestrian-supportive main street character.
transportation network.
a) On streets with right-of-way widths less than 30 metres,
the minimum width of the boulevard should be 4.8 metres
e) Wherever possible, higher-density developments should
to provide an appropriate buffer between pedestrian and
provide semi-private open spaces, including at-grade
vehicular traffic.
parks and plazas, as well as rooftop amenity space. This is
particularly important for those who live in higher-density b) Pedestrian amenities within the boulevard, including
buildings and do not have access to private open spaces street furniture, signage, light standards, and transit
(i.e. large back yards).
shelters, should reflect the existing heritage character
within the downtown.
f) Where sufficient open space exists in close proximity
to a development, under Section 37 of the Planning Act, c) Public art, including special paving standards are
a developer may provide cash-in-lieu of parkland, or a encouraged at key intersections to celebrate the heritage
combination of smaller on-site open space and cash-in- of the Downtown.
lieu. These funds should be used for enhancements to
nearby parks.
To achieve an appropriate sidewalk width of at least 4.8
metres in the Mixed-Use Main Street areas, where the
For general guidelines related to parks and open spaces, current sidewalk width is narrower, consider the following
please refer to 3.1.2.
approaches:
For general guidelines related
DRAFT
to semi-private open spaces, d) Where possible, new development should be set back to
please refer to 3.1.3. accommodate the increased boulevard requirements.
e) Where feasible, opportunities to narrow the street
pavement may be explored with the City’s Engineering
Department.
f) “Bump-Out” parking could accommodate wider
boulevards at key locations along the street between the
on-street parking spaces.
g) Removing on-street parking is not recommended to
accommodate a wider boulevard.
h) Narrow boulevards may need to be retained where the
above options are not possible. In this case, all efforts
should be made to satisfy the general recommendations
outlined in Sections 3.2.1 and 3.2.2 within the spatial
limitations of the boulevard.
For general guidelines related to boulevard design, please
refer to 3.2.2.

5.2.4 Heritage Context Infill
In the Historic Neighbourhood Strategy, the Urban Growth
Centre is comprised of three historic neighbourhoods, including
Downtown, Brock Park and Allandale. As intensification occurs
within the Urban Growth Centre and these neighbourhoods,
careful consideration should be given to ensure that new
buildings strike a balance between heritage character and
creative, context-sensitive architectural design.
Building Orientation
a) Alterations to existing buildings should match the preestablished
set-back of adjacent buildings to ensure a
continuous street wall. This is especially beneficial on
sites where buildings are currently set back from the
street or are missing altogether.
b) Where streets lack a continuous building frontage
and there is no negative impact on the identified
character defining elements of a heritage property, new
developments should contain a set-back which reflects
an average between those of adjacent buildings.
existing heritage
building
setback a
Scale, Height and Massing
90
c) Infill buildings and renovations to existing buildings within
the historic neighbourhoods should not mimic adjacent
heritage properties, but should have sympathetic scale,
massing, and height.
d) Heritage buildings should be retained and restored.
Retaining the façade is not an acceptable substitute to
the retention of the whole structure.
e) Heritage properties should generally be limited to their
existing height, not including the cornice or parapet, to
encourage the retention of these key features.
f) On blocks with significant heritage frontages, new
buildings should have a height-to-width ratio that is
similar to existing buildings.
DRAFT
infill building existing heritage existing
building
building
setback b
(average of a & c)
setback c
Figure 49: Heritage Infill Set-back
Where infill is adjacent to two buildings with differing set-backs, the new building should achieve a set-back that is the average of the two adjacent buildings.

91 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Building Articulation and Detailing
g) New buildings within the historic neighbourhoods should
not mimic adjacent heritage properties, but should have
sympathetic window alignment, roof-lines, entrance
location, ground floor treatment and materials.
h) The original façade materials on buildings within the
historic neighbourhoods should not be changed or covered.
Façade renovation should be in keeping with the original
building articulation, using those elements that are intact
and replacing those that are missing or damaged (i.e.
columns, cornices, openings, windows, doors, etc.).
i) Wherever possible, existing windows and doors should be
restored and made energy efficient. Their replacement
should be seen as a last resort.
New Addition
3-4 storey infill
Figure 50: Heritage Streetwall
New development within a heritage context should maintain continuity in streetwall heights and rhythm.
Street Elevation
3-4 storey infill
New Building New Addition Ne
j) Buildings should not be altered through embellishment
or other decorative means against their initial stylistic
intent.
k) Additions or renovations in the historic neighbourhoods
should reintegrate key aspects of heritage design that
have been lost through degradation or previous renovation.
l) In the historic neighbourhoods, storefront design should
maintain a heritage rhythm and character through
recessed entries and large bay windows.
DRAFT
New Building New Building
Street Elevation

Materials
m) Additions or renovations within a historic neighbourhhod
should use materials that match or enhance the original
structure (e.g. color, texture, scale, etc.).
n) Where appropriate, heritage structures should be retained
and incorporated into new developments, through
adaptive re-use.
o) In all renovations/alterations to properties within
historic neighbourhoods, a heritage professional should
be involved to ensure the most appropriate renovation
techniques and materials are employed.
DRAFT
Recommended materials include, from left to right: brick, stone, wood, and glass and brick.
92

93 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.2.5 Demonstration Plan: Bradford Street
(between John Street and Victoria Street)
This area of the Urban Growth Centre, between Bradford
Street and Lakeshore Drive, has a number of large, vacant and
underutilized parcels and presents a significant opportunity
for the creation of a comprehensive development plan for the
Urban Growth Centre and the waterfront.
Key characteristics of the demonstration plan include:
• Proposed intensification within a generally mid-rise built
form.
• A general transition of building heights with the
tallest buildings fronting onto Lakeshore Drive and the
waterfront, and transitioning towards the low-rise fabric
to the west.
• The creation of a street and block network that reflects
the tight-knit fabric within the historic Downtown.
Figure 51: Bradford Street Demonstration Plan - Axonometric View
• The integration of pedestrian walkways that connect
east-west to a linear park system, the waterfront and the
Barrie Waterfront Trail.
• The integration of semi-private open space at the centre
of developments.
• Enhanced streetsacape treatments, including double
rows of trees, for streets and walkways leading to the
waterfront.
• Development of a 2 to 4-storey building base that is
flexible to allow for both residential and/or at-grade retail
opportunities.
• Articulation of façades that reflects the scale and
dimension of adjacent built form.
DRAFT

Duckworth 1:1000 0 5 25 50m
Duckworth 1:2000
Bradford 1:2000
Bay�eld 1:4000
0 10 50 100m
0 10 50 100m
0 20 100 200 300m
DRAFT
Figure 52: Bradford Street Demonstration Plan - Plan View
94

95 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.3 Established Residential Street Guidelines
As redevelopment occurs within the Intensification Areas, Duckworth Street
(south of Grove Street), Dunlop Street (east of Anne Street), and Bayfield Street
(at Grove Street) should transition to Established Residential Neighbourhoods
characterized by buildings that are compatible with, and transition to, adjacent
stable residential neighbourhhoods.
DRAFT
Figure 53: Established Residential Street Rendering
The above streetscape rendering demonstrates the character that could be achieved on a street such as Duckworth Street, at Grove Street, as the street
intensifies in a form that is consistent with adjacent residential uses.

5.3.1 Boulevard Design
The boulevard conditions that currently exist in the Established
Neighbourhood Streets reflect a suburban condition,
characterized by narrow sidewalks, large landscaped setbacks,
and frequent curb-cuts. Where opportunities for
intensification exist within the Established Neighbourhood
Streets, the design of the boulevard should create a more
urban condition.
For general guidelines related to boulevard design, please
refer to Section 3.2.2.
Boulevards in Established Residential Streets should reflect a more urban
condition, including wide sidewalks, street furniture, street trees, and spillout
retail where appropriate.
5.3.2 New Residential Buildings
As intensification occurs within Established Residential
Streets, there will be opportunities for higher density forms
of residential development, including town houses, walk-up
apartments, and where feasible, mixed-use buildings with
retail at grade.
a) Rear yard parking accessed from a lane is preferred over
front yard parking to allow for greater flexibility in the
design of the front façade and front yard.
b) For residential units on the ground floor with direct access
from the street, privacy should be enhanced through the
creation of a private and/or semi-private outdoor amenity
space.
c) The minimum lot frontage for townhouse units with front
attached garages should be 6 metres with the garage not
exceeding 50% of the width of the building’s frontage. The
end units are recommended to be wider to balance the
proportion of house and garage to overall frontage.
d) End units in a townhouse should place windows and
entrances facing the public street and along pedestrian
walkways to encourage these areas to be visible, active
and safe.
DRAFT
e) Public walkways within townhouse developments should
provide safe and direct access between public streets,
parking and other site areas.
f) Common open space such as children’s playgrounds
should be provided, where possible and where public
facilities are not available nearby.
For general guidelines related to building design, please refer
to Section 4.3.
96

97 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.3.3 Demonstration Plan: Duckworth Street (at
Grove Street)
The Duckworth Street (at Grove Street) Demonstration Plan
illustrates how redevelopment at a Primary Node on a Mixed-
Use and Residential Avenue, can be integrated adjacent
to a generally low-rise residential neighbourhood on an
Established Residential Street.
Key characteristics of the plan include:
• Proposed intensification of a large, consolidated lot
through a generally mid-rise built form.
• Building heights in the range of 6-storeys fronting onto
Duckworth Street and transitioning to 3-storeys directly
adjacent to the established residential neighbourhood to
the east.
• The subdivision of the existing commercial plaza to
create two smaller redevelopment parcels through a
north-south and east-west street that connects Grove
Street to Bernick Drive.
• Opportunities to integrate either parking or open space
at the rear.
• A public rear-lane that allows for positive building
frontage onto the new north-south street.
• All streets and site edges have enhanced landscaped
treatments.
• Development of a 2 to 4-storey building base that is
flexible to allow for both residential and/or at-grade
commercial opportunities to support the adjacent
student housing.
DRAFT
Figure 54: Duckworth Street Demonstration Plan - Axonometric View
The demonstration plan illustrates the build out of one quadrant, based on the guidelines within this document. Should properties consolidate within
the other quadrants, a similar build out would be encouraged.

th 1:1000 0 5 25 50m
rth 1:2000
0 10 50 100m
DRAFT
Figure 55: Duckworth Street Demonstration Plan - Plan View
98

99 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.4 Intensification Node Guidelines
As new development occurs on the Intensification Corridors, the Primary and
Secondary Intensification Nodes should evolve into intensive, pedestriansupportive
destinations within the City of Barrie.
DRAFT
Figure 56: Intensification Nodes Rendering
The above streetscape rendering demonstrates the character that could be achieved at a Key Intensification Node, such as Bayfield Street and Cundles
Road, including taller landmark buildings at the corner, transitioning to lower-scale buildings on the rest of the corridor.

The Intensification Corridors include a series of Primary and
Secondary Intensification Nodes located at the intersection
of major transportation corridors. These are defined as:
Primary Nodes - Bayfield Street (at Grove Street), Dunlop
Street (at Anne Street), Yonge Street (at Little Avenue, Big Bay
Point Road and Mapleview Drive), and Duckworth Street (at
Grove Street).
Secondary Nodes - Bayfield Street (at Cundles Road, and
Livingstone Street), and Dunlop Street (at Miller Drive).
As the key destinations along the Intensification Corridors, and
the major entrances to the City and the Urban Growth Centre,
the Intensification Nodes should feature taller landmark
buildings, significant public art displays (i.e. sculptures,
murals, etc.), urban plazas, etc. These features should be
accommodated on wide, pedestrian-supportive boulevards
with active at-grade uses. Office and residential uses above
will help to ensure safety through casual surveillance.
a) As new development occurs on the Intensification
Corridors, the Intensification Nodes should evolve to
reflect the characteristics of a Mixed-Use and Residential
Avenue (please refer to Sections 2.51. and 5.1).
b) Where possible, the short-term redevelopment of the
Intensification Corridors should be focused on the
Intensification Nodes. As the most accessible areas
within the Intensification Corridors, these areas are key
to establishing the standard for design that will spur
development on the remainder of the corridor.
c) Development in the Intensification Nodes should
collectively, through built form and streetscape design,
create attractive gateways, characterized by landmark
buildings, and wide pedestrian-supportive boulevards,
signifying arrival to the City of Barrie.
d) Intensification Nodes should function as neighbourhood
focal points comprising higher density mixed-use
buildings with uses that meet the convenience commercial
needs of local residents.
100
e) The highest densities along the Intensification Corridors
should be located at the Intensification Nodes. A mix of
land uses is encouraged to encourage people to live, work
and shop in the Intensification Nodes, in order to support
alternative modes of transportation.
f) Taller buildings, typically at a 1:1 ratio with the width of
the right-of-way, are encouraged at Intensification Nodes
to indicate the prominence of these sites.
g) Corner buildings at the Intensification Nodes should
emphasize the focal nature and visibility of these buildings
through elements such as bay windows, projections,
recesses, special materials, and other architectural
details.
h) Taller buildings should be limited to sites where lot size,
set-backs, step-backs and building transitions can be
made to respect adjacent properties.
i) The minimum boulevard width at Intensification Nodes
should be 8 metres to accommodate a variety of elements,
including a double row of street trees and a transition
zone for active, at-grade uses (i.e. patio seating, display
areas, etc.).
DRAFT
j) The Intensification Nodes should be centres of
information, promoting key locations throughout the City,
including the Urban Growth Centre, the waterfront, and
key parks and open spaces. This can be accomplished
through wayfinding signage, mapping, etc.
k) Cycling facilities should be provided to link the
Intensification
transportation.
Nodes, and encourage active
l) Where possible, Intensification Nodes should be
connected to key destinations in the City to encourage
active transportation. This can be accomplished through
existing and new trails, open spaces, and natural heritage
features.

101 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.5 Gateway Area Guidelines
The City’s gateway areas should be a gradual transition to the City and Downtown
areas, and should be reinforced by the quality of built form and public open
spaces to signify the importance and public role of the area.
DRAFT
Figure 57: City Gateway Rendering
The above rendering demonstrates the potential build-out of a gateway into the City of Barrie, including a landmark building and enhanced landscaping
and streetscaping features.

The City’s major gateways are located along the Intensification
Corridors, and in some instances, within the Intensification
Nodes. Two types of gateways exist, including:
City-Wide Gateways - Identify key arrival points to the City
from Highway 400. City-wide gateways are located on Essa
Road, Dunlop Street, Bayfield Street, and Duckworth Street.
Downtown Gateways - Identify key arrival points to the
Downtown, and the waterfront. Downtown gateways are
located on Yonge Street, Essa Road, Dunlop Street, Bayfield
Street, Duckworth Street, and along the waterfront (i.e.
Lakeshore Drive, Simcoe Street, Dunlop Street).
These gateway locations should not be limited to a specific
intersection, and should instead be defined by a gradual
change in character and building fabric. For example, the
recommendations provided throughout this document for the
Mixed-Use and Residential Avenues will result in attractive,
pedestrian-supportive streets, suggesting arrival to the City
from Highway 400. Likewise, approaching the core, a more
close-knit building fabric will signify entry to the Downtown.
Within gateway areas, this transition should be reinforced by
both the quality of built form and public open space design to
express the importance and public role of the area.
a) Gateway areas should be highlighted through a
combination of public/private initiatives. The scale of
these initiatives may vary depending on redevelopment
potential, and availability of public space.
b) New development within gateway areas should create
memorable landmarks to assist with City-wide wayfinding,
including uniquely designed buildings, parks and urban
plazas, and/or special boulevard paving.
102
c) Where possible, gateway areas should have a higher order
of streetscaping, including double rows of trees on either
side of the roadway, decorative planting within medians,
and wide sidewalks and boulevards. It is recognized that
due to right-of-way limitations, this will not be possible at
all gateway locations.
d) Gateway areas should function as meeting and gathering
spaces, and should include a variety of public amenities
within the boulevard, including seating, wayfinding and
informational signage, pedestrian-scaled lighting, and
waste receptacles.
e) Wayfinding signage within City-wide gateway areas should
provide directions to key City destinations (i.e. Downtown,
waterfront). Within Downtown gateway areas, wayfinding
signage should provide more specific guidance (i.e. key
buildings, districts, parks, etc.).
f) Wayfinding signage should be considered early in the
development process to ensure it is well-integrated into
buildings, public art pieces, etc. to minimize visual clutter.
g) Landscaping within gateway areas may accommodate
more decorative species provided an effective
maintenance program is implemented.
DRAFT
h) Opportunities for significant public art pieces are
encouraged within gateway areas.
i) Gateways may be specially lit to highlight unique features
at night.

103 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.6 Major Transit Station Area Guidelines
As new development occurs in the Intensification Areas, it is essential that some
of the greatest densities are concentrated within a ten-minute (500 metre)
walking distance of the Major Transit Station Areas to support a viable transit
network, and promote an active community where residents are encouraged to
walk, cycle and take public transit as an alternative to personal vehicles.
DRAFT
Figure 58: Major Transit Station Area Rendering
The above streetscape rendering demonstrates the character that could be achieved at a Major Transit Station Area, such as the Barrie Waterfront Station,
to create a more intensive, urban area that is well integrated into the adjacent urban fabric.

According to the Growth Plan, Major Transit Station Areas are
“the area including and around an existing or planned higher
order transit station within a settlement area; or the area
including and around a major bus depot in an urban core.”
In Barrie, there are three Major Transit Station Areas located
in the Intensification Areas, including the South Barrie GO
Station (Yonge Street and Mapleview Drive), the Downtown
Transit Terminal (Maple Avenue), and the Allandale Waterfront
GO Station (Lakeshore Drive).
As intensification occurs at or around the Major Transit
Station Areas, they should generally evolve to reflect the
Intensification Typology that they are situated within. For
additional guidelines related to the individual Major Transit
Stations, please refer to:
• South Barrie GO Station - Mixed-Use and Residential
Avenue (Section 5.1).
• Downtown Transit Terminal - Mixed-Use Main Streets
(Section 5.2).
• Allandale Waterfront GO Station - Mixed-Use Main
Streets (Section 5.2).
General
104
a) Ensure a high concentration of density and people working
and/or living within a 10 minute walk (500 metre) walking
distance of the station. High densities may be achieved
through a variety of building forms.
b) Plans should encourage a mix of uses near the station
rather than dispersed, segregated uses. These uses
should encourage activity in the area at all times of day,
and should include convenience retail uses that support
transit passengers, including cafés, dry cleaners, etc.
DRAFT

105 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Site Design
c) New local roads should be provided, where necessary, to
ensure efficient pedestrian, cycling, transit and vehicle
circulation through the Major Transit Station Area.
d) Clear, weather protected outdoor paths should be
provided to ensure comfortable connections for those
transferring between different modes of transportation.
As development occurs in Major Transit Station Areas,
these connections can be integrated into new buildings.
e) Local trails and bicycle routes should provide direct links
to transit facilities.
f) Auto dependent uses should be discouraged within Major
Transit Station Areas, such as drive through retail and car
wash facilities.
g) Limiting surface parking should be a key objective at Major
Transit Station Areas. A variety of opportunities should be
explored, including bucycle parking and storage adjacent
to building entrances, preferential parking for auto-share
and hybrid vehicles, shuttles to/from key locations within
the City, etc.
h) Transit facilities should be located at public places in
Major Transit Station Areas, such as community centres,
parks and public open spaces, schools, and community
facilities such as a library or gallery.
Streets and Open Spaces
i) Streetscape improvements should provide a clearly
defined pedestrian route to/from the Major Transit Station
Area. This route should be distinguished from vehicular
traffic areas by easily navigated, barrier free sidewalks,
open spaces, walkways and/or well-marked crosswalks.
j) At Major Transit Station Areas, social activities should be
fostered through the inclusion of streetscape elements
such as high quality street furniture.
k) Major Transit Station Areas should include public open
spaces, including parks and plazas, that serve as
gathering/recreational spaces for the local and wider
community.
l) Wayfinding signage should be located throughout Major
Transit Station Areas, ensuring easy navigation for those
arriving to the CIty by transit.
m) Public art, enhanced landscaping, and other landmark
features should be provided at Major Transit Station Areas
to reinforce the significance of these sites.
DRAFT
Figure 59: Sample Station Area Rendering 1
Station entrances within Major Transit Station Areas should have a variety of amenities for those using transit (i.e. signage, ticket machines, etc.) as well as
those waiting for transit (i.e. food, seating, public art, etc.).

Built Form
n) The station building within a Major Transit Station Area
should be designed and massed as a landmark building
to reinforce the importance of the site, and assist with
wayfinding throughout the City.
o) Buildings within Major Transit Station Areas should
include canopies (and other weather protection at the
building edge), and internal passages where feasible, to
ensure a continuous, weather-protected connection to
the station.
p) It is particularly important that buildings within the Major
Transit Station Areas have a pedestrian scaled building
base (up to 4-storeys), in order to ensure an environment
where pedestrians can comfortably walk or cycle to and
from the station area
Station Design
Figure 60: Sample Station Area Rendering 2
Weather protected access to transit stations should be provided in Major Transit Station Areas.
106
q) The main entrances at transit stations should include
transit-related amenities (i.e. signage, ticket machines,
etc.), as well as amenities for those who may be waiting
for a connection (i.e. public art, seating, food, etc.).
r) Transit stations should include an abundance of bicycle
parking and storage facilities, in order to encourage
users to connect to the station through active modes of
transportation (i.e. cycling).
s) Station design should adhere to the principles of Crime
Prevention Through Environmental Design (CPTED) to
ensure the safe usage of the station at all times of day.
DRAFT

107 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.7 Historic Allandale Neighbourhood Guidelines
The historic Allandale neighbourhood warrants special consideration due to
its rich history. As opportunities for intensification occur within the Allandale
neighbourhood, new development should provide a careful balance between
Mixed-Use Main Streets on Tiffin Street and Essa Road, and Established
Residential Neighbourhoods throughout the remainder of the community.
DRAFT

The historic Allandale neighbourhood is located within
the Urban Growth Centre. Due to it’s rich history however,
particularly in relation to the rail industry, and the existing
stable heritage neighbourhood, it warrants special
consideration. As opportunities for intensification occur
within the Allandale neighbourhood, new development should
provide a careful balance between Mixed-Use Main Streets
on Essa Road, and Established Neighbourhood Streets
throughout the remainder of the community.
The historic Allandale neighbourhood is loosely bounded by
Essa Road, Gowan Street and Burton Avenue. The streets
within the neighbourhood include Arterial Roads (i.e. Burton
Avenue, Essa Road), Minor Collectors (i.e. Gowan Street) and
Local Roads (i.e. Cumberland Street) with planned right-ofway
widths that range between 20-30 metres.
Currently, the historic Allandale neighbourhood can be
predominantly described as a Corridor Residential District
(please refer to Section 2.2.2.). With the exception of Essa
Road, streets within the Allandale neighbourhood are lined
with stable residential neighbourhoods that generally consist
of single and semi-detached dwellings.
The dwellings in the Allandale neighbourhood are typically
set back from the property line, with well-landscaped frontyards.
Large, mature trees both within private front-yards, and
along the boulevards result in a dense and consistent urban
tree canopy throughout the neighbourhood. All of the streets
contain narrow sidewalks on one or both sides of the street.
On-street parking is permitted on both sides of many streets,
slowing traffic and providing a buffer between pedestrians
and vehicles.
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On Essa Road development reflects an Auto-Oriented
Commercial District, as described previously (please refer to
Section 2.2.1). These areas will have the greatest opportunities
for intensification in the historic Allandale neighbourhood,
through infill of large surface lots, and the redevelopment
of underutilized parcels. They should evolve into Mixed-Use
Main Streets that reflect the conditions proposed throughout
the Urban Growth Centre, including a tight-knit fabric of midrise,
mixed-use buildings that transition appropriately to the
remainder of the Allandale neighbourhood.
In the remainder of the Allandale neighbourhood, there is
limited potential for intensification. However, if larger-scale
sites become available for redevelopment, opportunities exist
for the incorporation of higher density residential buildings (i.e.
townhouses and walk-up apartments), and potentially mixeduse
buildings with convenience retail at-grade. Any such use
should reinforce these areas as Established Neighbourhood
Streets through buildings that are compatible with, and
transition to, adjacent stable residential neighbourhoods.
For guidelines that apply to intensification on Essa Road,
please refer to Sections 3.0, 4.0 and 5.1.
DRAFT
For guidelines that apply to intensification within the
remainder of the historic Allandale neighbourhood, please
refer to Sections 3.0, 4.0 and 5.3.

109 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.8 Lakeshore Drive
Lakeshore Drive is one of the most significant streets within the City of Barrie.
Planned as a Parkway in the Official Plan, Lakeshore Drive has the potential
to become both a scenic drive through the downtown, as well as a significant
pedestrian destination on the waterfront.
DRAFT

Lakeshore Drive is one of the most significant streets within
the City of Barrie. Planned as a Parkway in the Official Plan
Roads Plan (Schedule D), Lakeshore Drive has the potential to
become both a scenic drive through the downtown, as well as
a significant destination on the waterfront.
A continuous waterfront park system runs immediately
parallel to Lakeshore Drive, including Centennial Park,
Heritage Park, and Allandale Station Park, as well as the City
of Barrie Marina. This network of parks represents the most
significant pedestrian destination within the City of Barrie.
On the east side of the corridor, these parks combine with
continuous sidewalks and well-landscaped medians to create
an attractive and comfortable pedestrian realm.
However, Lakeshore Drive is currently a major transportation
corridor through the Urban Growth Centre, which is reflected
on the west side of the street, which has a predominantly
vehicle-oriented character. For the majority of the length of
the corridor, an abandoned railway bed results in a very wide
set-back that is currently used for parking. This, combined
with some rear yard surface parking lots on Ellen Street and
Simcoe Street/Lakeshore Drive, limits buildings from fronting
directly on to Lakeshore Drive.
110
The development parcels along Lakeshore Drive are
located within the Urban Growth Centre, and therefore, as
redevelopment occurs, Lakeshore Drive should generally
transition to a Mixed-Use Main Street as described in Section
2.5.2. However, to reflect the prominence of Lakeshore
Drive and the waterfront, special design considerations are
encouraged.
a) Taller buildings are encouraged adjacent to Lakeshore
Drive to take advantage of the views provided to
Kempenfelt Bay, and to reinforce the waterfront as a
prominent destination within the Urban Growth Centre.
b) Lakeshore Drive, and streets that connect directly to
Lakeshore Drive, should have enhanced streetscape
treatments, including double rows of street trees where
possible.
c) Along the waterfront, the boulevard width should be 8
metres to accommodate a double row of street trees and a
transition zone for active, at-grade uses (i.e. patio seating,
display areas, etc.).
For general guidelines related to development adjacent to
Lakeshore Drive, please refer to Sections 3.0, 4.0, 5.2.
DRAFT

DRAFT

6.0
Implementation
Recommendations
DRAFT
To realize the vision for the Intensification Areas, updated zoning and City procedures
are required. Zoning that reflects the recommended guidelines will provide certainty
for the City and the development community and will encourage intensification along
Barrie’s Intensification Nodes and Corridors, within the Urban Growth Centre, and at
Major Transit Station Areas.

113 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
6.1 Overview
The success of the guidelines in positively shaping intensification will be
directly related to the implementation process. To ensure long term success and
applicability of the Intensification Guidelines, the following implementation
steps are recommended:
1. Policy and zoning bylaw amendments;
2. Education Programs; and,
3. Implementation, Monitoring and Updating Processes.
DRAFT

6.1.1 Policy and Zoning Amendments
Policy and process amendments are encouraged to
incorporate the recommendations of this document into the
existing Zoning By-law.
As-of-Right Zoning
To ensure appropriately scaled and designed development
within the Intensification Areas, the City of Barrie
Comprehensive Zoning By-law should be amended to allow,
as-of-right, developments that reflect the recommendations
of these guidelines, including minimum and maximum
building heights, permitted land uses (i.e. mixed-use),
building massing recommendations (i.e. step-backs), etc.
This will help to catalyze appropriate development within the
Intensification Areas by:
• Providing clear guidance to the development community
on the type of built form that is preferred within the
Intensification Areas;
• Significantly shortening the approvals process when it
can be demonstrated that proposed developments adhere
to the guidelines; and,
• Removing the potential for a rezoning process.
By streamlining the approvals process, As-of-Right Zoning
creates an incentive for the development of mid-rise buildings
(generally up to 8-storeys), which are an appropriate scale
within the Intensification Areas.
To demonstrate that their proposal is consistent with the
guidelines, developers should be required to submit a brief
narrative that, at a minimum:
• Demonstrates their understanding of the Intensification
Typologies;
• Provides a brief description of the proposed development;
and,
• Provides an overview of how their development satisfies
the recommendations related to the relevant typology.
Zoning Amendments
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This study recommends amendments to the City of Barrie
Comprehensive Zoning By-law to encourage a more
appropriate and feasible form of development within the
Intensification Areas, including mid-rise, mixed-use buildings
that are well integrated into existing neighbourhoods. The
recommended amendments to the Zoning By-law include:
Set Maximum Allowable Heights at 8-Storeys
All sites within the Intensification Areas may be developed
to a maximum height of 8-storeys (or 25.5 metres), provided
they meet all other requirements outlined in Section 4.3:
General Building Guidelines of this document. Due to lot size
limitations, location, etc. not all properties will be able to
achieve the built form criteria, and therefore will not be able
to achieve the maximum height.
Increase Allowable Heights at Key Opportunity Sites
As of right, this document recommends additional height at
Intensification Nodes, and on Lakeshore Drive adjacent to
the waterfront up to a 1:1 ratio with the right-of-way width
or 11-storeys (whichever is less). Above 11-storeys, buildings
must demonstrate that lot size and depth can achieve the
goals of the guidelines with respect to sunlight access, views
and privacy, particularly with respect to adjacent residential
areas.
DRAFT
Areas along Lakeshore Drive are already subject to a Height
Control Review (Schedule C of Official Plan), requiring
developers to submit a Block Plan and Context Plan with their
site plan applications. It is recommended that this Height
Control Review be extended to include the Intensification
Nodes.
A Review of this maximum building height should be
done on a regular basis, considering the rate/frequency/
incremental nature of development to ensure relevancy and
appropriateness as the City and it’s Intensification Areas
develop.
Require a Minimum Building Height of 2 to 3-Storeys
At a minimum, all sites within the Intensification Areas
should be developed at 2-storeys (or 7.5 metres) to
promote intensification and ensure efficient use of existing
infrastructure.

115 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Incorporate Built Form Criteria to Regulate Building Mass
In addition to the maximum height provisions, sites must
comply with the requirements for in Section 4.3: General
Building Guidelines, including building set-backs, step-backs,
and angular planes, which work together to define a building
envelope.
Require a Minimum Ground Floor Height of 4.5 Metres and
Active Ground Floor Uses in the Intensification Areas
Ground floor uses such as retail, commercial, office or
community uses, will help to create a vibrant, pedestriansupportive
streets. A minimum ground floor height of
4.5 metres allows flexible use of the building, and can
accommodate loading and garbage storage internally.
Secure a Minimum Building Set-back to Ensure a 4.8 metre
Boulevard
Boulevards within the Intensification Areas should be a
minimum of 4.8 metres to encourage a pedestrian-supportive
streetscape with seating, public art, spill-out retail, etc. In
the Urban Growth Centre, where sidewalks are currently
generally 2.1 metres, this should be accomplished through
the requirements for additional building set-backs from the
front property line.
Prohibit Drive-Through Uses within the Urban Growth Centre
In order to support the active-transportation initiatives
outlined in this report, and to support pedestrian priority
within the Downtown, it is recommended that the existing
Zoning Bylaw be amended to prohibit the development of
drive-through uses within the Urban Growth Centre.
Require Shadows Studies for Taller Buildings
The recommendations of this report direct taller buildings
(i.e. greater than 8-storeys) to strategic locations throughout
the Intensification Areas, including at Intensification Nodes,
within the Urban Growth Centre adjacent to Lakeshore Drive,
and on a case-by-case basis on larger lots.
Where these buildings are proposed, as part of the development
application process, the City should require the completion
of a shadow study to demonstrate that the building will not
create adverse shadow impacts on the streetscape, adjacent
parks and open spaces, and nearby residential uses.
The shadow study should include, at a minimum:
• A 3D massing model showing all streets and blocks within
the range of the shadow impacts;
• A series of images demonstrating the hourly shadow
impacts throughout the day on March 21 and September
21 (the specific time should be determined through an
additional study).
• A written description of the impacts of the shadows
cast by the proposed building on adjacent streets, open
spaces, and residential neighbourhoods, demonstrating
that no area receives less than 5 hours of sunlight per day.
Planning Act Tools
The Planning Act provides several tools for municipalities
to shape the character and design of urban form. Tools for
shaping growth and urban character include:
• Establishing Minimum and Maximum Standards in the
Zoning By-Law;
• Height and Density Bonusing;
• Cash in Lieu of Parking;
DRAFT
• Cash in Lieu of Parkland;
• Site Plan Controls (with exterior design controls or not);
• Development Permit System; and,
• Community Improvement Plans.
Outlined below are summaries of the tools that best address
the needs of the City of Barrie.
Minimum / Maximum Standards in Zoning (Section 34)
This includes determining not only minimum and maximum
building heights, but also the minimum lot sizes required
to accommodate an infill project. These recommendations
will be essential to prohibit the construction of single storey
buildings within the Intensification Areas. Preliminary
recommendations are provided within this document (i.e.
a generally 8-storey character), but should be augmented

y site or area specific studies, particularly where higher
buildings are encouraged (i.e. at the Intensification Nodes,
on the waterfront, and on large, consolidated sites). The
minimum and maximum standards should be incorporated
into the City’s Zoning Bylaw.
This tool is recommended for the City of Barrie.
Height and Density Bonusing (Section 37)
Height and Density Bonusing affords additional development
rights in exchange for the construction or installation of
public realm improvements (e.g. transit shelters, public art,
etc) and/or new community facilities (e.g. parks, day-cares,
community centres, etc). Height and Density Bonusing is
a demand driven tool where the demand for development
is sufficient to support an environment where the added
community amenity is covered by the added value of having
additional development rights.
Currently, opportunities for Height and Density Bonusing are
considered through Section 6.8 of the City of Barrie Official
Plan, providing there a need exists for such community
facilities, and the development complies with the Urban
Design Guidelines of the plan. Additionally, buildings within
the Intensification Areas that are condidates for bonusing
should have to comply with the recommendations of these
guidelines.
Providing additional height and density must be done in a
cohesive and carefully considered manner, and should be
considered on a site-by-site basis as it would have to exceed
the existing prescribed zoning.
This tool is for moderate use only.
Cash in Lieu of Parking (Section 40)
Under Section 40 of the Planning Act, the City, and the owner
of a property, may enter into an agreement exempting the
owner from the requirements of providing and maintaining
the parking required through the Zoning Bylaw. In such cases,
the provision of cash in lieu of parking is required, generally at
a rate that equals the cost to supply/maintain each exempted
parking spot.
116
This is a tool that is often applied within the downtown core
of a city, where land for off-street parking is limited - however,
under the City’s current Zoning Bylaw, new developments
within the C1 designation are exempt from parking
requirements.
Outside of the Downtown, this is a tool that could be applied
along the Intensification Corridors, and particularly at the
Intensification Nodes (and gateway areas), to accommodate
and encourage taller and higher-density buildings, and to
support the active transportation initiatives outlined in this
document.
The funds obtained through the application of this tool should
be used to provide and maintain municipal parking facilities.
This tool is for moderate use only and is dependent on efficient
transit access between the Intensification Areas.
Cash in Lieu of Parkland (Section 42 and Section 51)
Under Section 42 of the Planning Act, and supported by
the City’s Official Plan (Section 6.4), it is required that a
percentage (2% for residential or institutional, and 5% for all
others) of developable land be conveyed to the City for park or
other public recreational purposes. Under Section 51, and at
the City’s discretion, a cash payment equal to the value of the
land required to be conveyed may be accepted in lieu of this
conveyance.
DRAFT
Where cash is provided in lieu of parkland, these funds should
be applied to create new parkland, or enhance existing
parkland within walking distance of the development.
Alternatively, for development along the Intensification
Corridors, cash in lieu funds may be allocated to support
the larger open space initiatives outlined in this document,
which would provide benefits at a City-wide scale. One such
example would be the improvement and maintenance of
a trail network through the Lovers Creek Ravine to create a
continuous connection from the Intensification Corridors to
the Downtown. Similarly, trail connections between existing
parks and open spaces could be created and/or enhanced.
This tool is recommended for the City of Barrie.

117 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Site Plan Control – Implemented with Exterior Design Control
(Section 41)
Exterior Design Control is an essential tool in shaping the
character, materiality and design of new buildings, site plans,
and adjacent boulevards (i.e. street trees, furniture, etc.). It
allows the City to implement these Urban Design Guidelines
through a mandatory review and commenting process. Using a
design checklist (included in the Appendix), and the previously
recommended development narrative (see As-of-Right
Zoning), City Staff will be able to review the appropriateness
of a building’s design and determine what amendments, if
any, are needed.
In the City of Barrie Official Plan, a number of Special Policy
Areas require Site Plan Control. It is recommended that all
areas within the Intensification Areas should be designated
for Site Plan Control, to ensure that development is consistent
with these guidelines.
Development Permit System (Section 70)
Based on a predetermined vision for an area, the Development
Permit System streamlines and expedites the planning and
approvals process by combining zoning, site plan, and minor
variance processes into a single application. This allows
the municipality, in consultation with the community, to
implement a variety of planning and urban design objectives,
including:
• A particular architectural design style;
• Heritage preservation;
• Energy conservation;
• Efficient use of land (i.e. compact development);
• Brownfield redevelopment;
• Enhanced streetscape features (i.e. trees, public art, wide
boulevards); and,
• Transit and pedestrian-oriented development.
For developers, the Development Permit System provides
greater certainty about the requirements for development,
and ensures a much faster approval process.
Taking advantage of the appeal of an expedited approvals
process, the City may wish to apply the Development Permit
System at the Intensification Nodes in order to attract
developers and direct the initial build-out of the Intensification
Corridors to these key areas as recommended throughout this
document. Additional studies are encouraged to build on the
recommendations of these guidelines, and to determine a
specific vision for each Intensification Node.
Similarly, the City may wish to initiate a Development Permit
System to assist in the revitalization of specific Downtown
areas.
Subject to further study, this tool is recommended for the City
of Barrie
Community Improvement Plans (Section 28)
A Community Improvement Plan affords a municipality the
power to acquire, hold, clear, lease and sell land in designated
areas and to provide grant or loan incentives for landowners
and developers to undertake sustainable activities.
There are currently a number of CIPs existing within the City of
Barrie, and in the Intensification Areas, including:
• The ‘Next Wave’ Downtown Community Improvement Plan,
focused on the Historic Downtown; and,
DRAFT
• The Allandale Centre Community Improvement Plan; and,
• The Georgian College Neighbourhood Community
Improvement Plan.
Loan and grant packages are available for commercial
and residential projects that increase the functionality of
existing building, promote the development of vacant and
underutilized sites, and improve or restore exterior building
façades and signage.
It is recommended that opportunities be explored to
incorporate Community Improvement Plans along the
Intensification Corridors, or segments of the Intensification
Corridors, where feasible.
Funding for necessary infrastructure improvements to
support intensification within the Community Improvement
Plan areas should be investigated using Tax Increment
Equivalent Financing Programs.

6.1.2 Education Programs
Developer Information Package
The recommendations of this document are intended to
assist the evolution of the Intensification Areas into active,
pedestrian-supportive streets. Accordingly, the built form
recommended varies significantly from the standard practice
in Barrie. Recognizing this, it is recommended that the City
work with local developers and home builders to facilitate the
transition.
The Executive Summary in this document summarizes the
evolution of the Intensification Nodes and Corridors, the
Urban Growth Centre, and the Major Transit Station Areas, as
well as the key objectives for each Intensification Typology.
The City should use this information at initial meetings to help
developers to navigate the guidelines and identify the core
principles that the City is looking for within the Intensification
Areas.
Design Checklist
An Urban Design Checklist has been prepared to allow for the
review of development and design proposals/applications
in reference to the recommendations in this document. The
purpose of the checklist is to facilitate the quick evaluation
of designs to determine if a project conforms to the
recommendations of these guidelines. It is recommended
that designers evaluate their projects in advance of a
submission to the City and identify any non-compliance on
the checklist to be submitted with the application. This will
assist City Staff with their evaluation and add transparency
to the review process. A digital copy of the checklist should be
made available on the City’s website.
Regular Information Sessions
On-going communication with residents, business owners
and developers about the intensification guidelines should
be undertaken, both before and after developments are
proposed and built. A yearly update/discussion forum
encourages public participation and education on the design
of the Intensification Areas and is an opportunity to highlight
examples of well executed developments that meet the City’s
vision.
Design Awards
118
Urban design awards acknowledge best practices and help
to bring awareness to good urban design and its role in the
community. It is recommended that the City of Barrie hosts
urban design awards at least every three years, as this will
provide the opportunity to celebrate successful pilot projects
within the Intensification Areas. These awards should be
coordinated with regular information sessions. Recognizing
successful design projects at any scale should be a priority as
it creates awareness of the importance of good urban design.
6.1.3 Implementation, Monitoring and Updating
Processes
Implementation
Status Quo
Staff will implement the design guidelines as part of their
review of development applications and in consultation with
the public and members of the development community. It is
recommended that the City make use of peer reviews wherever
a second opinion or expertise in a specific field is required. If
the City is finding they require peer reviews more frequently,
they could transition to a more formalized Design Review
Panel which focuses on larger development applications (i.e.
brownfield sites.).
DRAFT
Peer Review
Peer Review is a review process between the municipality
and a third party peer reviewer that takes place following
the initial review of a proposal. A Peer Review is beneficial
as it allows development applications to be reviewed for
their compliance with the urban design guidelines, but also
independently based on the merit of the proposal.
The recommendations that result from a Peer Review focus
on requirements that result in a high quality and integrated
development, are achievable and financially feasible.
The final recommendations of the peer review will be
considered by the City’s Planning Director, Manager of
Development Control, and Manager of Policy in the issuance
of delegated Site Plan Approval. The Director will weigh these
comments as all others and make the final decision. The
decision can be appealed to the Ontario Municipal Board, as
is the current practice.

119 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Design Review Panel
An alternative option for reviewing large scale, complex
applications could be a Design Review Panel to guide, evaluate
and advise on the design of these larger developments (i.e.
brownfield sites, etc.). Based on an application process, the
Panel should be comprised of volunteers that are qualified
professionals in the field of architecture, urban design,
planning and landscape architecture and can review design
applications at various stages of design, including concept,
schematic design and design development.
A Panel allows for greater flexibility in the application
of the guidelines to achieve design excellence. The draft
responsibilities and considerations for a Design Review Panel
are outlined below:
• Responsibilities
Review of development proposals in accordance with the
urban design guidelines outlined in this document.
Review of projects proposed in the public realm (parks,
streetscape treatments, municipally controlled parking,
etc.).
Provide design advice as needed.
• Considerations
Should the City decide to implement this process, the
following are suggested considerations for the Design
Review Panel:
• Pecuniary interest;
• Tenure; and,
• Composition of the Panel.
Urban Designer
As part of the implementation of the Intensification Area
Urban Design Guidelines, it is strongly recommended that
the City of Barrie create a full-time staff position for an
urban designer. This could help to decrease the number of
peer reviews required, and could potentially take the place of
having a Design Review Panel.
Design Guideline Updates & Monitoring
Following the regular information sessions (outlined on the
previous page) a meeting of City Staff from all applicable
departments should be held to discuss the outcomes and
feedback received at that meeting. All recurring issues or
challenges with implementing the guidelines should also
be discussed. A general file can be kept on the Guideline
Update and should contain a summary of guideline issues as
they arise. Required amendments to the guidelines should
be identified as a part of that general meeting, and it is
recommended that the guidelines be reviewed, and amended
as required, every five years.
As the Intensification Areas develop, revisions to the
guidelines should address any emergent issues that are not
evident at this time.
Exceptions to the Guidelines
When implementing design guidelines it is important to
recognize that exceptions can sometime be warranted and
that at times a project that strives for excellence in design can
demonstrate that a specific guideline is not appropriate in that
instance. It is the responsibility of the designer/developer/
builder to demonstrate to the City where this exception exists
and it is at the discretion of the City to support or not support
that justification. In cases where the City requires further
review of applications, a Peer Review Process should be
undertaken.
DRAFT

DRAFT
120

Appendix A
Existing Policy Framework
DRAFT

DRAFT

Existing Policy Framework
Provincial Policy Statement (2005)
The Provincial Policy Statement provides policy direction on
matters of provincial interest related to land use planning and
development. As a key part of Ontario’s policy-led planning
system, the Provincial Policy Statement sets the policy
foundation for regulating the development and use of land. It
also supports the provincial goal to enhance the quality of life
for the citizens of Ontario.
The Provincial Policy Statement focuses growth within
settlement areas and away from significant or sensitive
resources and areas which may pose a risk to public health
and safety. It recognizes that the wise management of
development may involve directing, promoting or sustaining
growth. Land use must be carefully managed to accommodate
appropriate development to meet the full range of current and
future needs, while achieving efficient development patterns.
Efficient development patterns optimize the use of land,
resources and public investment in infrastructure and
public service facilities. These land use patterns promote
a mix of housing, employment, parks and open spaces, and
transportation choices that facilitate pedestrian mobility
and other modes of travel. They also support the financial
well-being of the Province and municipalities over the long
term, and minimize the undesirable effects of development,
including impacts on air, water and other resources. Strong,
liveable and healthy communities enhance social well-being
and are economically and environmentally sound.
Places to Grow: Growth Plan for the Greater Golden
Horseshoe (2006)
In Places to Grow: Growth Plan for the Greater Golden
Horseshoe (The Growth Plan), the downtown and waterfront
area of Barrie is identified as an Urban Growth Centre, while
the remainder of the City is designated Built-Up Area -
Conceptual. The Growth Plan promotes future growth within
these areas, where the infrastructure exists to support it,
calling for the development of complete communities, with a
mix of land uses, a range and mix of employment and housing
types, high quality public open space and easy access to local
stores and services.
Specifically, the Growth Plan directs intensification in Urban
Growth Centres, along Intensification Corridors, and at Major
Transit Station Areas. Urban Growth Centres will be key
focal points within the Region and should accommodate a
minimum gross density of 150 residents and jobs combined
per hectare by 2031. Through revitalization, the Urban
Growth Centre should become a vibrant, mixed-use, transitsupportive
community. It should be linked to other Urban
Growth Centres in the Region through an extensive, multimodal
transportation system.
DRAFT
Major Transit Station Areas will accommodate increased
residential and employment densities to support existing
and planned transit services. They will be characterized by
a mix of uses, including residential, office, institutional and
commercial and will encourage access from various modes of
transportation, including walking, cycling and transit.
On Intensification Corridors (designated through the Official
Plan), the Growth Plan advocates a mix of uses, and increased
residential and employment densities, to support existing
and planned transit levels. Intensification should focus on
providing local services, including recreational, cultural and
entertainment uses.
iii

iv Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
The Growth Plan is developed under the Places to Grow Act.
It builds on the Greenbelt Plan and the Provincial Policy
Statement, providing a framework for growth in the Region
until 2031. The plan focuses on transportation, infrastructure
planning, land-use planning, urban form, housing, natural
heritage and resource protection, in order to support the
Government of Ontario’s vision for building stronger and more
prosperous communities. The Growth Plan outlines broad
parameters for intensification, and directs all municipalities
to develop a detailed implementation strategy through their
Official Plans and other supporting documents.
The City of Barrie Official Plan (June, 2009)
The City of Barrie Official Plan provides directions to ensure
that future intensification does not compromise the City’s
capacity to provide a healthy community environment. A
key objective is to accommodate intensification needs in a
way that achieves complete communities with a mix of jobs,
local services, housing, open space, schools and recreation
opportunities.
The Official Plan directs intensification to a series of
Intensification Areas (Schedule I), at densities that are transit
supportive and provide linkages to major transportation
hubs and routes. The Intensification Areas include the Urban
Growth Centre, a series of Primary and Secondary Corridors
and Nodes located along key Arterial Roads, and the Major
Transit Stations (insert diagram of Intensification Areas).
The Urban Growth Centre is further designated as a
City Centre (Schedule A - Land Use), which encourages
intensification through a mix of uses, including retail, service,
office, institutional, and public uses, to accommodate a
density target of 150 persons and jobs/hectare (for a potential
population of 12,500 persons). This includes a variety of
housing types, at medium (40-53 units/hectare) and high
densities (greater than 53 units/hectare), that promote the
Urban Growth Centre as a vibrant and viable focal area.
DRAFT
A variety of land use designations (Schedule A) are found
along the intensification corridors, as summarized:
• Duckworth Street/Codrington Street - Residential with
some Highway 400 Industrial.
• Bayfield Street - City Centre east of Highway 400 with a mix
of Commercial to the west (including General Commercial
and Community Centre Commercial).
• Dunlop Street - General Commercial with some General
Industrial (west of Highway 400) and Residential (east of
Highway 400)

• Essa Road - A broad mix of uses, including Residential,
General Commercial, Highway 400 Industrial, General
Industrial and Institutional.
• Yonge Street - General Commercial closest to Urban
Growth Centre, with Commercial and Institutional uses at
key nodes and Residential between.
Where the Intensification Corridors are designated
Residential, the Official Plan encourages densities that
support transit use and alternative modes of transportation,
including medium (40-53 units/hectare) and high density
(greater than 53 units/hectare) dwellings, such as triplexes,
fourplexes, apartments, and townhouses. Such developments
should have high-quality urban design that minimizes the
impacts on adjacent stable neighbourhoods.
Where the Intensification Corridors are designated
Commercial, including General Commercial, Community
Centre Commercial, and Regional Centre Commercial,
intensification should support the City’s role as a primary
commercial centre in the Region. It should preserve and
enhance the provision of, and convenient access to, a mix of
employment opportunities. The design, appearance and scale
of new commercial development should be compatible with
adjacent land uses, including appropriate buffers between
nearby residential areas.
Sites along the Intensification Corridors that are designated
General Industrial are generally reserved for manufacturing,
processing, servicing, warehousing and associated
commercial uses. Sites designated Highway 400 Industrial
play a more significant role as a gateway to the City and
should be characterized by office buildings and ancillary uses
that are of a higher development standard, with industrial
functions screened from the Highway.
City of Barrie Comprehensive Zoning Bylaw
(August, 2009)
The provisions of the City of Barrie Comprehensive Zoning
Bylaw typically favor intensification in residential areas
along the Primary and Secondary Corridors. In the Primary
and Secondary Nodes, height and set-back requirements
potentially hinder intensification opportunities.
A variety of zoning designations exist within the Intensification
Areas, as outlined below:
Intensification Area Zoning Designation
Urban Growth Centre Commercial (C1-1, C1-2, C2-1,
C2-2, C4) with Open Space (OS)
along the waterfront
Primary Corridors
- Duckworth Street Residential (R2)
- Bayfield Street Commercial (C2-1)
- Dunlop Street Residential (RM2)
- Essa Road Residential (RM2) and
Commercial C4) at Highway 400.
- Yonge Street A broad mix, including A, C3, C4,
I-E, OS, R1, R3, RA2, RH, RM1,
and RM2
Secondary Corridors
- Bayfield Street Commercial (C3 with special
provisions, and C4)
- Dunlop Street Commercial (C4), with some
EM3 and Environmental
Protection (EP)
- Essa Road A broad mix, including C3, C4,
EM4, I-E, OS, R1, R2, and RM2
Primary Nodes
- Duckworth Street at Residential (R2) and
Grove Street
Commercial (C4)
- Bayfield Street at Grove Residential (RM1 and RA1) and
Street
Commercial (C2 with special
provisions)
- Dunlop Street at Anne Commercial (C4)
Street
- Yonge Street at Little Commercial (C4)
Avenue
DRAFT
v

vi Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
The Residential Zones (including R1, R2, RM1) support
opportunities for intensification by permitting converted
dwellings (up to 4 units) with a 10% increase in the size of
the building. These zones are typically found on the corridors,
between key nodes, where corridors are characterized by
single-detached dwellings (i.e. Duckworth Street). This
conversion can accommodate greater densities without
compromising the character of the neighbourhood.
Closer to the Urban Growth Centre, Residential uses are
typically zoned RM2, which allows for higher density forms of
housing, including townhouses and walk-up apartments (at
40-53 units/hectare) up to 10m (approximately 3-storeys).
The Urban Growth Centre is typically zoned Commercial (C1
and C2), allowing a wide variety of commercial uses, including
mixed-use development. The maximum density permitted
in these zones ranges between 4.0-6.0 FSI, but a maximum
height requirement of 15m (approximately 4-storeys) hinders
opportunities for well-designed infill that exceeds the existing
streetwall height. In a large portion of the Urban Growth
Centre (C1), parking is not required.
The Primary and Secondary Nodes are typically zoned
Commercial (predominantly C4 with some C2 and C3) and
permit a variety of commercial uses, as well as mixed-use
development. The maximum density permitted in C2 Zones
is 4.0 FSI, 0.6 FSI in C3 Zones, and there is no maximum
density specified for C4 zones. However, the maximum height
allowance in each of these zones is 14m (9m adjacent to a
Residential Zone) which presents a potential barrier to
intensification at the nodes. Similarly, the minimum 6m front
yard set-back requirement limits opportunities for vibrant,
active street-oriented development.
On Dunlop Street and Essa Road, there are larger Industrial
Areas (EM3 and EM4). These areas allow a wide variety
of industrial, commercial, agricultural and institutional
uses, generally excepting heavy industrial uses and uses
with outside storage associated. Where land is available,
these areas can accommodate new development up to 14m
(approximately 4-storeys) or 9m (3-storeys) adjacent to a
Residential Zone.
DRAFT

Barrie Urban Design Guidelines
Supporting Document Summary
Downtown Barrie: The Next Wave Community
Improvement Plan (December, 2005)
As one of the earlier documents to address the Downtown area,
Downtown Barrie: The Next Wave Community Improvement
Plan recognizes the importance of intensification within
the Urban Growth Centre. The study focuses on the portion
of the Urban Growth Centre north of Vespra Street, with the
exception of the properties west of Sophia Street.
Broadly, the study focuses on the preservation, revitalization,
and promotion of the historic downtown, as well as the
strengthening of connections to the waterfront. While
traditional development in Barrie is characterized by singlefamily
dwellings on greenfield sites, the study recognizes that
as these areas become limited, denser, more compact forms
of housing should be directed to the downtown. Specifically,
the study promotes mixed-use development, including
affordable housing, in order to create a diverse, active and
healthy Downtown. Structured parking is encouraged in
the Downtown, and should be incorporated into mixed-use
buildings with office or commercial uses at grade.
Directly adjacent to the waterfront, the study recommends a
height restriction of 5-storeys to maintain key views.
A number of recommendations provided to enhance
circulation throughout the Downtown, including widening
sidewalks, relocating Lakeshore Drive to the former rail
corridor, and closing Simcoe Street and Fred Grant Street
around Memorial Square. Other recommendations, such as
connecting Lakeshore Drive to Toronto Street, and connecting
Simcoe Street to Bradford Street, have since been realized.
City of Barrie Downtown Commercial Master Plan
(January, 2006)
The City of Barrie Downtown Commercial Master Plan
encourages intensification through compatible infill
development, and taller icon buildings on the waterfront. The
Plan focuses on a small portion of the Urban Growth Centre,
including the historic Downtown and the waterfront, bordered
by Bradford Street/Maple Street in the west, Ross Street/
Collier Street in the north, Poyntz Street in the east, and
Kempenfelt Bay in the south.
The recommendations of the Plan focus on transforming
Downtown Barrie and its waterfront to a highly desirable
place to live, work, enjoy and visit. This includes mixed-use
development, and the preservation of the land fronting on
Kempenfelt Bay as a public “front porch experience.”
The Plan encourages built form and massing in the Downtown
that is compatible with the existing built fabric, and preserves
and enhances the existing heritage buildings. A 3-storey
general height is encouraged, with taller, 8 to 10-storey icon
buildings on the waterfront. Icon buildings should be designed
to reflect this key role, and should be appropriately massed
to limit shadows on adjacent properties, and to preserve key
views to the waterfront.
DRAFT
The Plan establishes a series of distinctive character areas
in the Downtown (i.e. Artistic Neighbourhood, Promenade
Neighbourhood, Arrival Neighbourhood, Main Shopping
Neighbourhood, Entertainment Neighbourhood, Professional
Neighbourhood, etc.) in order to give clear design direction
to for public and private developments, and to reinforce the
Vision and commercial viability.
The Plan recommends pedestrian-oriented streets within
the Downtown, assigning specific roles for individual streets,
including Bayfield Street as the gateway to the Downtown and
Simcoe Street as a scenic waterfront drive. The majority of
parking in the Plan is accommodated on-street and in parking
structures.
vii

viii Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
The City of Barrie Intensification Study (April,
2009)
The City of Barrie Intensification Study provides a framework
to help the City accommodate the intensification targets
recognized in the Provincial Policy Statement and the Growth
Plan.
The population projections in the Growth Plan predict an
additional 40,468 residents in the City of Barrie by 2031. With
limited greenfield development potential, the City of Barrie
Intensification Study concludes that the majority of new
growth (25,786 residents) will be accommodated through
intensification within the Built Up Area. Of this intensification,
the Study directs the majority (12,500 residents and 5,500
jobs) to the Urban Growth Centre to satisfy the density targets
determined in the Growth Plan (150 person and jobs/hectare).
In the Urban Growth Centre, the Intensification Study
anticipates that new development will require densities
typified by the high rise zoning category to meet the density
targets. No maximum density is recommended for the Urban
Growth Centre, but a minimum density of 80 units/hectare
should be adhered to. Specific opportunities for intensification
are recognized on Bradford Street, Allendale Centre, Collier
Street and Bayfield Street. All intensification projects should
respect the scale and character of Dunlop Street as the
historic main street and should respect Kempenfelt Bay as a
significant City amenity.
The remaining growth within the Built-Up Area should occur
at key Intensification Nodes and Corridors. At Intensification
Nodes, the Study recommends development at a minimum
of 40 units/hectare and a maximum of 120 units/hectare,
which corresponds to a 6 to 7-storey mid-rise apartment form
(but could take other forms provided the overall density is
achieved). Ground floor commercial is encouraged, provided
high-quality urban design, commercial shopping, amenity
areas, dining and entertainment opportunities are provided to
make these areas viable.
At Intensification Corridors, the Study recommends a minimum
density of 40 units/hectare and a maximum density of 50
units/hectare, which corresponds to a low-rise, 3 to 4-storey
apartment building (but could take other forms provided the
overall density is achieved). The corridors selected link major
transit nodes and should encourage active transportation
(i.e. walking, cycling and transit), and convenient access to
community services, facilities and shopping.
Two of the Major Transit Nodes, including the Barrie Waterfront
GO Station and the Barrie Transit Terminal, are located within
the Urban Growth Centre and are subject to the density targets
above. The third, the Barrie South GO Station is projected to
accommodate densities at a minimum of 40 units/hectare
and a maximum of 120 units/hectare, which corresponds to
mid to high-rise apartments up to 7 to 10-storeys (but could
take other forms provided the overall density is achieved). This
area should intensify similar to the other key nodes, including
mixed-use development, with high-quality urban design and
opportunities for shopping, dining and entertainment.
DRAFT

Historic Neighbourhoods Strategy (June, 2010)
The Historic Neighbourhood Strategy supports a range of
intensification with the Intensification Areas, from singlefamily
infill in “Primarily Residential Areas” to higher-scale
development in “Significant Transitional Areas.”
The Strategy provides directions and recommendations to
respond to and encourage appropriate intensification in
Barrie’s older neighbourhoods, which extend from Oak Street
in the north (The Grove) to Campbell and Baldwin Avenues in
the south (Allandale), and as far west as Highway 400 (Queen’s
Park and West Village), including the Urban Growth Centre and
three of the Intensification Corridors (Bayfield Street, Dunlop
Street, and Essa Road).
The majority of streets within the Urban Growth Centre, as
well as Bayfield Street and Essa Road to Highway 400, are
classified as Transitional Areas, which encourages mediumscale
development along minor collector roads, at smaller
intersections and on vacant and underused sites, provided
good architectural and urban design standards are adhered
to.
Anne Street at Essa Road (a Primary Node) is seen as
Primarily Residential which can incorporate some growth
through single-family infill and renovations/additions
provided the residential character of the neighbourhood is
not compromised.
Bradford Street, and Anne Street at Dunlop Street (a
Primary Node), are Significant Transitional Areas, which
encourages medium-scale to higher-scale development
along major arterial roads, at intersections, and on vacant and
underutilized sites, provided good architectural and urban
design standards are adhered to.
The Strategy advocates that new development result in
compact, complete communities that are easily accessible and
encourage active transportation. Specific recommendations
include a range of housing forms and sizes to accommodate a
diverse population, community services and amenities within
walking distance of the neighbourhoods, and pedestrianoriented
streetscapes that are consistently designed and link
the individual neighbourhoods.
DRAFT
ix

DRAFT

Appendix B
Urban Design Glossary
DRAFT

xii Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
The glossary definitions provided here are to be referenced for the purposes of this document only.
Angular Plane
Articulation
Angular planes provide build-to
envelopes to maintain and define
the character of the street; ensure
adequate access to sun and sky
views; and govern relationships
between adjacent differing built
forms.
Articulation refers to the layout
or pattern of building elements,
including walls, doors, roofs,
windows and decorative elements,
such as cornices and belt-courses.
Building Type A typical building massing,
organization and use that can be
generally applied to a variety of
contexts.
Bump-Out
Parking
Façade
An extension of the sidewalk into
the adjacent parking lane, used to
accommodate a wider boulevard
and minimize pedestrian crossing
distances.
front property line
The exterior wall of a building.
front property line
front angular plane
45°
rear angular plane
DRAFT
45°
rear property line

Fine Grain Fabric
Human-scaled
This condition is generally found
within the Urban Growth Centre.
Buildings having narrow façades
and which are organized in a
compact manner, facing the street
are referred to as having a “fine
grain fabric”.
Refers to the scale of development
which contributes to the perception
of sympathetic and proportional
buildings or other features in the
built environment.
Low-Rise Building Refers to buildings that are four
storeys in height or less.
Material Treatment Refers to a design aesthetic which
is either applied to the surface of
a street, open space, or building
façade - such as concrete sidewalks
or brick building façades.
Mid-Rise Building Generally refers to buildings that
are five to eight storeys in height.
DRAFT
xiii

xiv Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Mixed-use Building Refers to multiple types of uses within
a building or set of buildings. This may
include a combination of residential,
employment, retail, institutional, or
other land uses. In Downtown areas,
retail at grade with residential above
is recommended. Outside of the
Downtown, retail at grade with office
space above may be more appropriate.
Pedestrian-
Supportive
Pedestrian
Perception Zone
Private Realm
An environment designed to make
pedestrian movement safe, attractive
and comfortable for all ages and
abilities; considerations include
separation of pedestrian and auto
circulation, street furniture, clear
signage, safety, visibility, shade,
lighting, materials, trees, boulevard
width, intersection treatment, curb
cuts, ramps and landscaping.
The upper floors of a building’s
front façade that are pushed back
from the building base to lessen the
perception of excessive building
height.
Refers to any space that is owned
by an individual. Private space
that is used by the public (i.e.
building courtyards, plazas, etc. is
considered semi-private space.
front property line
RESIDENTIAL
front property line
REAR PROPERTY LINE
OFFICE
RETAIL
DRAFT
rear angular plane
PRIVATE REALM
RESIDENTIAL
FRONT PROPERTY LINE
45°
rear property line

Projections
Public Realm
Rear Lane
Rhythm
Refers to a component of external
building design and articulation,
where horizontal and/or vertical
building elements extrude from
the main structure of the building,
creating an element of depth and
visual complexity. Examples of
projections include roof overhangs,
awnings, and balconies.
Refers to spaces that are owned by
the City and publicly accessible, for
example, sidewalks, parkettes and
bike paths.
front property line
front property line
A vehicular road located at the rear
of lots, providing access to service
areas and parking. Building stepbacks
adjacent to rear lanes are
determined using an angular plane
from adjacent residential uses.
Refers to the pattern of building
frontages along a streetscape,
paying particular attention to lot
widths, building entrance and
glazing locations and proportions,
etc.
FRONT PROPERTY LINE
PUBLIC REALM
DRAFT
front angular plane
property line
FRONT PROPERTY LINE
xv

xvi Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
Right-of-Way
Set-backs
Siting/Building
Orientation
Step-backs
The part of the street space that is
publicly owned and lies between
the property lines.
Typically refers to the distance
between a property line and the
front, side or rear of a building.
The location and positioning of a
building on its site, generally taking
into account its relationship to
adjoining properties, building and
street boundaries.
Refers to the setting back of the
upper storeys of a building. Front
and side step-backs help to create
a transition between built form
of varying heights and provide
appropriate separation between
adjacent buildings and/or open
spaces.
front
property line
Right-Of-Way
DRAFT
front
property line
Set-back
STEP-BACKS

Storey
Streetscape
Street wall
A habitable level within a building,
excluding raised basements.
The distinguishing elements and
character of a particular street
as created by its width, degree of
curvature, paving materials, design
of street furniture, pedestrian
amenities and the set-back and
form of surrounding buildings.
The condition of enclosure along
a street created by the fronts
of buildings, and enhanced by
the continuity and height of the
enclosing buildings.
Transition Refers to the physical design
elements of a building which
contribute to a sense of transition
between mid-rise buildings on the
Avenues and adjacent buildings
which are often low-rise residential
buildings on flanking local streets.
Transitions may be achieved
through use of building set-backs,
step-backs, heights and massing.
50m Depth
5 storeys
Requires approx’
33m Depth
4 storeys
2 storeys
DRAFT
>33m
xvii

DRAFT

Appendix C
Urban Design Guidelines
Checklist
DRAFT

City of Barrie
Intensification Area
Urban Design Guidelines
DEVELOPERS CHECKLIST
PREPaRED by:
Brook McIlroy
Oct. 2012
DRAFT
01

DRAFT

Applicant Information
Project Name:
Project Address:
Project Design Team:
Applicant Name:
Applicant Telephone:
Land owner:
Project Description:
Applicant e-mail:
DRAFT
1

2 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
Urban Design Guideline Checklist
This checklist is intended to assist the development
community and the City of Barrie in ensuring appropriately
designed developments within the intensification areas.
Those submitting development applications should
familiarize themselves with the Urban Design Guidelines
for Barrie’s Intensification Areas, and then complete this
checklist as a part of the approvals process. The City should
review the checklist and work with the proponents to ensure
new development meets the City’s goals and intent as outlined
in these guidelines.
Using the Checklist
Applicants should complete the checklist by responding to
each item. When the guideline does not apply, check “N/A”
and offer an explanation of exemption in the comments area.
A page reference to the full guideline is provided for each
item in the checklist should the applicants require more
information on the intent of that guideline.
In the event of a phased or temporary development
application, the applicant must demonstrate that the design
does not preclude future development phases or additions
from meeting the guidelines.
Applicants should provide a written description of how their
project meets the intent of the guidelines.
As there are some guidelines that are specific to the location of
the subject land, the applicant must ensure that all guidelines
that are relevant to their location be addressed.
DRAFT

3.1 Natural Heritage Feature, Parks and Open Spaces
3.1.1 Natural Heritage Features
3.1.2 Parks and Open Spaces
Page #
Guidelines
32 a) Environmental Protection
Areas are preserved where
possible.
32 b) Adjacent natural heritage
features, parks and open
spaces are connected.
32 c) Sensitive natural heritage
features are adequately
buffered.
32 d) Higher density buildings are
adjacent to natural heritage
features.
32 e) Natural drainage networks
are maintained.
33 a) A significant amount of the
park perimeter is surrounded
by streets.
33 b) Parks are distributed within
a 10-minute walk of most
residents.
33 c) New parks and open spaces
link with existing natural
heritage features, parks and
open spaces.
33 d) Parks and open spaces serve
the diverse needs of the
community.
33 e) Larger tree species are
provided in parks and open
spaces.
33 f) Park entrances provide
appropriate amenities.
33 g) Pedestrian connections are
flexible to accommodate
emergency and maintenance
vehicles.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
3

4 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
3.1 Natural Heritage Feature, Parks and Open Spaces
3.1.3 Semi-Private Open Spaces
3.1.4 Multi-Use Trails
Page #
Guidelines
34 a) Semi-private open spaces
are directly accessible from
public sidewalks.
34 b) Semi-private open spaces
are constructed of materials
similar to the main buildings.
34 c) Semi-private open spaces
should be in view of occupied
indoor areas.
34 d) Buildings include semiprivate
rooftop amenity
space.
34 e) Interior courtyards maximize
sun exposure.
34 f) Paving materials is high
quality, and low maintenance.
34 g) Site furnishings are
manufactured from high
quality, durable materials.
34 h) Plant materials are low
maintenance, and placed to
ensure clear views.
35 a) New trails create a linked
trail network.
35 b) Trails link to core activity
areas.
35 c) Recreational trails reflect the
open space they occupy.
35 d) Multi-use trails distinguish
between walking and cycling
areas.
35 e) Nature trails include multiple
access points.
35 f) Trails include adequate
amenities.
35 g) Trails in sensitive natural
environments are made of
low impact materials.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

3.2 Streets and Streetscapes
3.2.1 Green Street Design
Page #
Guidelines
37 a) Streets within the
Intensification Areas have
enhanced landscaping.
37 b) Street trees are placed to
grow to maturity under urban
soil conditions.
37 c) Streets near the Bay and
key entrances to the Urban
Growth Centre have a high
proportion of tree planting.
38 d) Existing street trees are
preserved.
38 e) Supplemental street trees are
provided where the existing
tree canopy is reaching the
end of its life-cycle.
38 f) Street trees are planted with
appropriate soil volume.
38 g) The use of soil cells has been
considered.
38 h) Soil infrastructure is
improved on boulevards.
38 i) Street trees are offset a
minimum of 1.5 metres from
the curb.
38 j) Trees are spaced at 6.0 to
9.0 metre intervals based on
mature size.
38 k) High branching trees will not
interfere with large vehicles.
38 l) Street trees and landscaping
are locally adapted species.
38 m) Shrub and ground cover
planting is utilized in open
tree pits.
38 n) Shrubs and ground cover are
tolerant of urban conditions.
38 o) Seasonal appeal is
considered for all planting.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
5

6 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
3.2 Streets and Streetscapes
3.2.2 Boulevard Design
3.2.3 Crosswalks
Page #
Guidelines
40 a) Boulevards reflect their
adjacent land use.
40 b) Continuous sidewalks are
provided on both sides of all
streets.
40 c) Sidewalks are at least 2.1
metres wide.
40 d) Sidewalks are constructed of
brushed concrete.
40 e) Sidewalks are continuous
across driveways.
40 f) Feature paving bands are
used where appropriate.
40 g) Boulevards are planted with
street trees in the Street
Furniture and Landscape
Zone.
40 h) Benches, bicycle locks,
and pedestrian lighting are
located within the Street
Furniture and Landscape
Zone.
40 i) In areas with retail at grade,
a 1.1 metre wide transition
zone is provided.
40 j) Principles of LID are applied
where possible.
41 a) Crosswalks are continuous
and connected to adjacent
sidewalks.
41 b) Crosswalks conform to the
Ontarians with Disabilities
Act.
41 c) Crosswalks are clearly
designated.
41 d) Mid-block connections at
high-volume locations.
41 e) Traffic signals allow adequate
time to clear the crossing.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

3.2 Streets and Streetscapes
3.2.4 Street Furniture
3.2.5 Public Art
3.2.6 Signage
Page #
Guidelines
42 a) Street furnishings provide
a consistent and unified
streetscape appearance.
42 b) Street furnishings are placed
in a coordinated manner.
42 c) Street furniture does
not impact sidewalk
maintenance.
43 a) Public art pieces are durable
and easily maintained.
43 b) Public art is place-specific.
43 c) Public art is physically and
visually accessible.
43 d) Sites with public art pieces
include landscaping that
complements the piece.
43 e) Where appropriate, sites are
reserved for groupings of
complementary pieces.
44 a) A comprehensive wayfinding
strategy has been developed.
44 b) Signs are carefully located to
ensure they do not impede
sightlines.
44 c) Kiosks are located in highly
active pedestrian areas.
44 d) Kiosks do not impede
pedestrian circulation.
44 e) Kiosk size minimizes visual
impacts while providing
adequate space to post
information.
44 f) Street furniture does not
include signage.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
7

8 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
3.2 Streets and Streetscapes
3.2.7 Transit Amenities
3.2.8 Lighting
3.2.9 Utilities
Page #
Guidelines
45 a) Transit shelters include basic
amenities.
45 b) In high pedestrian traffic
areas, transit stops include
a shelter for weather
protection.
45 c) Sidewalks connect directly to
transit shelters.
45 d) Transit stops have barrierfree
access.
45 e) Transit shelters are located
300mm from the sidewalk to
allow for snow clearing.
46 a) Lighting minimizes the
impacts of light pollution.
46 b) Downcast pedestrian-scale
lighting is provided in high
traffic areas.
46 c) Lighting is located within
the Street Furniture and
Landscape Zone.
46 d) Additional pedestrianscale
lighting is provided in
areas with a high volume of
pedestrian activity.
46 e) New lighting complies with
the City’s Dark Sky Policy
47 a) Where possible, utilities are
buried below grade.
47 b) Above grade utilities are
grouped where feasible.
47 c) Utilities are incorporated into
building design.
47 d) New and innovative solutions
for integrated utility services
have been explored.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

3.3 Parking
3.3.1 On-Street Parking
3.3.2 Bicycle Parking
Page #
Guidelines
48 a) Parallel on-street parking is
provided over perpendicular
parking.
48 b) On-street parking is situated
within bump-outs, where
appropriate.
48 c) Bump-outs are landscaped
with street trees or low level
ground cover.
48 d) Where appropriate,
permeable paving is
considered.
49 a) Bicycle parking is provided at
regular intervals.
49 b) Bicycle parking is located
close to building entrances.
49 c) Bicycle posts do not impede
pedestrian movement.
49 d) Post-and-ring bicycle parking
is used.
49 e) Bicycle storage facilities are
provided at public parks and
open spaces.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
9

10 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
4.1 Development of Large Parcels
4.1.1 Community Structure
4.1.2 Lot Size Variety
Page #
Guidelines
54 a) The existing road network
is expanded to improve
connectivity.
54 b) A connected network
of streets and blocks is
provided.
54 c) New streets are based on a
modified grid pattern.
54 d) A variety of block sizes and
shapes are provided.
54 e) Block lengths do not exceed
250 metres.
54 f) Where blocks exceed
250 metres, a mid-block
pedestrian connection is
provided.
54 g) Mid-block pedestrian
connections are a minimum
width of 3.5 metres.
54 h) Rear lanes are provided to
reduce the need for street
driveways.
56 a) Lot shapes are rectilinear
where possible.
56 b) Corner lots are adequately
sized to accommodate setback
requirements on both
streets.
56 c) Lots adjacent to amenity
areas support higher density
development.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

4.1 Development of Large
Parcels
4.2 Access and Parking
4.1.3 Transit Supportive Design
4.2.1 Surface Parking
Page #
Guidelines
57 a) A mix of land uses and higher
densities are promoted
around key locations.
57 b) Access to local transit routes
should is located within
a 10-minute (500 metre)
walking distance of most
residents.
57 c) Auto dependent uses are
discouraged.
57 d) Transit facilities are located
at public places.
57 e) Trails and bicycle routes link
to transit facilities.
59 a) Large areas of uninterrupted
parking are avoided.
59 b) Surface parking is located at
the rear of buildings.
59 c) Buffers are provided between
parking areas and sidewalks.
59 d) Surface parking areas are
broken into smaller parking
courts.
59 e) 1 tree is provided for every 8
parking spaces.
59 f) Principles of LID applied
adjacent to the waterfront.
59 g) Parking screening does not
obstruct the primary façade.
59 h) Distinctive pavement and/or
markings are used to indicate
pedestrian crossings.
59 i) Pedestrian-scaled lighting is
provided along pathways.
59 j) Preferential parking for
bicycles, energy efficient
vehicles and car-share.
59 k) Where appropriate,
permeable paving is used to
promote drainage.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
11

12 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
4.2 Access and Parking
4.2.2 Structured Parking
4.2.3 Lanes and Alleys
Page #
Guidelines
51 a) Where appropriate, parking
structures are developed with
active at-grade uses.
51 b) 50% of the building frontage
(and side on a corner building)
is a use other than parking.
51 c) A vertical mix of parking,
residential and/or office is
provided where appropriate.
51 d) Vehicular parking access is
located at the rear and/or
side of buildings.
51 e) Pedestrian entrances for
parking structures are
located adjacent to main
building entrances.
51 f) Parking within a structure
is screened from view at
sidewalk level.
53 a) The paved area of laneways
provide adequate space for
emergency vehicles.
53 b) Areas at the end of laneways
are reserved for snow
storage.
53 c) Laneways provide variety in
building form and set-backs.
53 d) Rear façade is equal in quality
to the front façade.
53 e) Where feasible, laneways
are considered as places
to accommodate future
intensification (i.e. granny
flats).
53 f) The primary façade of
buildings do not face the
laneway.
53 g) Laneways with residential
adjacencies are aesthetically
pleasing.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

4.2 Access and Parking
4.3 General Building Guidelines
4.2.4 Servicing and Loading
4.3.1 Building Orientation and Site Layout
Page #
Guidelines
54 a) Loading docks and service
areas are located at the side
or rear of buildings.
54 b) Garbage storage is
accommodated internally.
54 c) Servicing enclosures are
constructed of materials
that complement the main
building.
54 d) Service and refuse areas are
paved with an impervious
surface.
54 e) Service and refuse areas do
not encroach into the exterior
side or front yard set-back.
54 f) Loading and service
areas occupy the full rear
yard (provided adequate
landscape edge and buffer
treatments are provided).
66 a) Buildings are positioned to
frame abutting streets.
66 b) Buildings abutting natural
heritage features or open
spaces create opportunities
for easy access and viewing.
66 c) Main building entrances
are directly accessible from
public sidewalks.
66 d) The front streetwall of
buildings is built to the front
property line.
66 e) A minimum of 75% of a
building’s frontage is built to
the applicable set-back line.
66 f) The remaining 25% of the
building frontage is set back
up to 5m to accommodate
public spaces.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
13

14 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
4.3 General Building Guidelines
4.3.2 Building Heights
4.3.3 Minimum Ground Floor Height
4.3.4 Front Façade Step-backs
Page #
Guidelines
67 a) Buildings generally range
between 4 to 8-storeys.
67 b) The maximum height
(8-storeys) is only achieved
where buildings comply with
all other design guidelines.
67 c) Taller buildings are located at
key landmark areas.
d) Taller buildings are located on
sites where lot size, set-backs,
step-backs, and building
67
transitions can be made to
neighbouring properties.
e) All new buildings achieve
a minimum height of 7.5m
(2-storeys).
68 a) Ground floor heights are a
minimum of 4.5m.
68 b) Ground levels are free of any
significant grade changes to
promote barrier-free access
and retail activity.
69 a) A 45-degree angular plane
has been applied at a height
equivalent to 80% of the
width of the right-of-way.
69 b) On wider right-of-ways,
an additional “pedestrian
perception step-back” has
been provided.
69 c) Step-backs are a minimum of
1.5m.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

4.3 General Building Guidelines
4.3.5 Side Building Set-backs
4.3.6 Side Building Step-backs
4.3.7 Transition to Neighbourhoods
Page #
Guidelines
70 a) New buildings built to the
side property line (with no
windows).
a) New buildings maintain a
minimum 5.5 metre distance
from existing adjacent
buildings.
70 b) New buildings, set back at
least 5.5 metres from the
property.
70 c) Additional set-backs are
included where existing
buildings have their primary
windows on the side face.
71 a) The building’s uppermost
storeys step back sideways
where properties have wider
frontages.
71 b) Narrow sites are limited to
their maximum permitted
height based on side stepback
requirements.
72 a) Buildings step back sideways
5.5 metres above 80% of the
building’s permitted height.
72 b) Side step-backs are provided
above the minimum building
height to create a more
“porous” streetwall.
72 c) Upper storey side Step-backs
are not required for buildings
that are 20 metres (6 storeys)
or less.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
15

16 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
4.3 General Building Guidelines
4.3.8 Building Articulation
Page #
Guidelines
72 a) The façades of large
buildings express individual
commercial or residential
units.
72 b) The design and material
quality of buildings is
consistent.
72 c) Lots facing parks and
open spaces are subject to
architectural and landscaping
controls.
72 d) Buildings at key intersections
emphasize their focal nature.
72 e) Buildings incorporate
architectural details where
possible.
72 f) A significant amount of the
building frontage on the
ground floor and at building
base levels is clear glazed.
72 g) Buildings are oriented to
73
provide vistas to Kempenfelt
Bay.
h) Retail entrances are
expressed and detailed in
a variety of ways including
large entry awnings, canopies
or double-height glazing.
73 i) Where residential uses are
included above retail uses,
a separate entrance is
provided.
73 j) Secondary entrances are
accessible, but not the
dominant entrance.
73 k) Building frontages that
exceed 12 meters in width are
divided into smaller units.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

4.3 General Building Guidelines
4.3.9 Roofs and Roofscapes
Page #
Guidelines
74 a) Mechanical penthouses
do not penetrate the
recommended angular
planes.
74 b) Mechanical penthouses are
be designed and clad with
materials that complement
the main building façades.
74 c) The portion of the building
roof that is not used for a
mechanical penthouse is
occupied by green roofs and/
or useable outdoor amenity
space.
74 d) Sustainable technologies,
such as photovoltaic panels,
are provided on the roofs of
buildings.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
17

18 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
4.3 General Building Guidelines
4.3.10 Materials
Page #
Guidelines
75 a) New buildings and
developments utilize building
materials chosen for their
functional and aesthetic
qualities, as well as their
energy and maintenance
efficiency.
75 b) All exterior building finishes
demonstrate a high quality of
workmanship, durability and
ease of maintenance.
75 c) Building materials used as
intended, and not to replicate
other materials.
75 d) Finished materials extend to
all sides of the building.
75 e) Ground floor incorporate a
minimum of 60% glazing.
75 f) Building materials facing
public streets do not include
synthetic siding sytems,
mirror/heavily tinted glass
panels, and unadorned
concrete block.
75 g) Blank walls are avoided
where new developments are
adjacent to existing parking
areas.
75 h) Where possible, construction
materials are recycled.
75 i) Efforts have been made to
purchase materials from
demolition sales, salvage
contractors and used
materials dealers.
75 j) New construction materials
are locally sourced.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

5.1 Mixed-Use and Residential Avenue Guidelines
5.1.1 Prominent Streets
5.1.2 Boulevard Design
5.1.3 Crosswalks
Page #
Guidelines
80 a) Prominent streets create a
sense of entrance and arrival,
contributing to community
image and identity.
80 b) Taller buildings, typically at
a 1:1 ratio with the width
of the right-of-way, are
concentrated at key areas
along prominent streets.
80 c) Development meets a high
standard of design.
80 d) The most prominent entrance
features are located adjacent
to Highway 400, where the
entrance to the Urban Growth
Centre begins, and at the
Intensification Nodes.
80 e) Minor entrances are located
on Duckworth Street, Bayfield
Street, and Dunlop Street, to
signal the transition into the
Urban Growth Centre.
81 a) On streets with right-of-way
widths greater than 30m, the
minimum boulevard width is
6m.
81 b) In special areas, the minimum
boulevard width is 8m.
82 a) Mid-block crosswalks
are provided on large
development sites every 100-
215m.
82 b) Concrete or painted lines are
used for crosswalk where the
length is significant.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
19

20 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
5.2 Mixed-Use Main Street Guidelines
5.2.1 Pedestrian-Uses
5.2.2 Parks and Open Spaces
Page #
Guidelines
88 a) Auto-focused uses (i.e. carwash,
drive-through) are
not included as part of the
development.
88 a) Urban parks are located
throughout the Urban Growth
Centre to ensure all residents
are within a 10-minute
(500m) walking distance of
outdoor amenity space.
88 b) Corner lots, some mid-block
lots, and irregularly shaped
lots are developed into
small urban parks where
appropriate.
88 c) Urban parks are a minimum
of 0.15 hectares in size.
88 d) Parks and open spaces
connect to natural heritage
features through multi-use
trails and tree-lined streets.
88 e) Wherever possible, higherdensity
developments
provide semi-private open
spaces.
88 f) Cash-in-lieu provided for
enhancements to nearby
parkland.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

5.2 Mixed-Use Main Street Guidelines
5.2.3 Boulevard Design
5.2.4 Heritage Context Infill
Page #
Guidelines
89 a) On streets with ROW widths
less than 30m, the minimum
boulevard width is 4.8m.
89 b) Pedestrian amenities within
the boulevard reflect the
existing heritage character.
89 c) Public art is provided at key
intersections.
89 d) Where possible, new
development is set back to
accommodate increased
boulevard requirements.
89 e) Opportunities to narrow the
street have been explored
with the City’s Engineering
Department.
89 f) “Bump-Out” parking
accommodates wider
boulevards.
89 g) On-street parking is not
removed to accommodate a
wider boulevard.
89 h) Where narrow boulevards
are retained, all efforts have
been made to satisfy the
general recommendations in
Sections 3.2.1 and 3.2.2.
90 a) Alterations to existing
buildings match the preestablished
set-back of
adjacent buildings.
90 b) Where streets lack a
continuous building frontage,
new developments contain
a set-back that reflects
an average between the
adjacent buildings.
90 c) Infill buildings have
sympathetic scale, massing,
and height.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
21

22 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
5.2 Mixed-Use Main Street
5.2.4 Heritage Context Infill
Page #
Guidelines
90 d) Heritage buildings have been
retained and restored.
90 e) Heritage properties are
limited to their existing
height.
90 f) New buildings have a heightto-width
ratio that is similar
to existing heritage buildings.
91 g) New buildings have
sympathetic windows, rooflines,
entrances, ground floor
treatment and materials.
91 h) Original façade materials
have not be changed.
91 i) Where possible, windows and
doors have been restored and
made energy efficient.
91 j) Buildings are not be altered
against their initial stylistic
intent.
91 k) Additions or renovations
reintegrate key aspects of
heritage design.
91 l) Storefront design maintains
a heritage rhythm and
character through recessed
entries and large bay
windows.
92 m) Additions or renovations
use materials that match
or enhance the original
structure.
92 n) Where appropriate, heritage
structures have been retained
and incorporated into new
developments.
92 o) A heritage professional has
been involved to ensure the
most appropriate renovation
techniques and materials.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

5.3 Established Residential Street Guidelines
5.3.2 New Residential Buildings
Page #
Guidelines
96 a) Rear yard parking is provided
over front yard parking.
96 b) Private and/or semi-private
outdoor amenity space is
provided for ground floor
units.
96 c) The minimum lot frontage for
townhouse units with front
attached garages is 6 metres
with the garage not exceeding
50% of the width of the
building’s frontage.
96 d) End units in a townhouse
place windows and entrances
facing the public street.
96 e) Public walkways within
townhouse developments
provide safe and direct
access between public
streets, parking and other
site areas.
96 f) Common open space such as
children’s playgrounds are
provided.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
23

24 Urban Design Guidelines for Barrie’s Intensification Areas - DEVELOPERS CHECKLIST
5.4 Intensification Node Guidelines
Page #
Guidelines
100 a) Development reflects the
characteristics of a Mixed-
Use and Residential Avenue.
100 b) In the short-term,
redevelopment is focused on
the Intensification Nodes.
100 c) Development creates
attractive gateways.
100 d) Nodes function as
neighbourhood focal points.
100 e) The highest densities are
located at the Intensification
Nodes.
100 f) Taller buildings are provided
at Intensification Nodes.
100 g) Corner buildings emphasize
their focal nature and
visibility.
100 h) Taller buildings are limited to
appropriate sites.
100 i) The minimum boulevard
width is 8m.
100 j) The Nodes are centres of
information.
100 k) Cycling facilities are provided.
100 l) Nodes are connected to key
destinations in the City.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

5.5 Gateway Area Guidelines
Page #
Guidelines
102 a) Gateway areas are
highlighted through a
combination of public/private
initiatives.
102 b) New development creates
memorable landmarks
to assist with City-wide
wayfinding.
102 c) Where possible, gateway
areas should have a higher
order of streetscaping.
102 d) Gateway areas function
as meeting and gathering
spaces.
102 e) Wayfinding signage provides
directions to key City
destinations.
102 f) Wayfinding signage is wellintegrated
into buildings,
public art pieces, etc. to
minimize visual clutter.
102 g) Landscaping accommodates
more decorative species.
102 h) Opportunities for significant
public art pieces are
encouraged.
102 i) Gateways are specially lit to
highlight unique features at
night.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
25

26 Urban Design Guidelines for Barrie’s Intensification Areas - DRAFT
5.5 Major Transit Station Area Guidelines
Page #
Guidelines
104 a) There is a high concentration
of people working and/or
living within a 10 minute walk
(500m) walk.
104 b) Plans encourage a mix of
uses near the station.
105 c) New local roads provide
efficient connections.
105 d) Weather protected paths
provide connections between
transit modes.
105 e) Local trails provide direct
links to transit routes.
105 f) Auto dependent uses are
discouraged.
105 g) Opportunities to limit surface
parking have been explored,
where possible.
105 h) Transit facilities are located
at public places.
105 i) Clearly defined pedestrian
routes are provided.
105 j) High quality street furniture
is provided to encourage
interaction.
105 k) Open spaces are provided to
encourage socialization.
105 l) Wayfinding signage is
provided throughout the
Major Transit Station Area.
105 m) Landmark features are
provided at Major Transit
Station Areas.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments

5.5 Major Transit Station Area
Guidelines
5.7 Lakeshore Drive
Page #
Guidelines
106 n) The station building is
designed and massed as a
landmark building.
106 o) Buildings provide a
continuous weather
protected connection to the
station.
106 p) Buildings have a pedestrian
scaled building base.
106 q) The main station entrance
includes pedestrian
amenities.
106 r) The transit station includes
an abundance of bicycle
parking.
106 a) Station design adheres to the
principles of CPTED.
110 a) Taller buildings are
encouraged adjacent to
Lakeshore Drive.
110 b) Lakeshore Drive, and streets
that connect directly to
Lakeshore Drive, have
enhanced streetscape
treatments.
110 c) The boulevard width is 8m
to accommodate a double
row of street trees and a
transition zone.
Complies
Partially Complies
Does Not Comply
N/A
DRAFT
Comments
27