A site plan is a scaled drawing that shows the full extent of the site for an existing or proposed development. Site plan is required to apply for site plan approvals and building permits from the municipalities. A site plan identifies buildings and other features in relation to property boundaries. A recent property survey prepared by an Ontario Land Surveyor is required to prepare a site plan.
Cost of a stamped engineering site plan starts from $995+HST. A boundary and topographical survey prepared by an Ontario Land Surveyor and a detailed stamped engineering site plan would cost a minimum of $2,495+HST and would be completed in 7 to 10 days.
Depending on the size of the site, site plans are scaled at 1: 500 or 1: 200. For very small sites, larger scales may be used, and for large sites smaller scales may be used.
Our experience and knowledge of site plan application process and site constraints allow us to prepare proper site plans to obtain site plan approvals and building permits from municipalities across Ontario. We have been involved in a wide variety of development projects all over Ontario.
Our service area includes all the regions. Counties in Ontario including Toronto (City of Toronto), Hamilton (City of Hamilton), Region of Durham which includes Oshawa (City of Oshawa), Pickering (City of Pickering), Clarington (Municipality of Clarington), Ajax (Town of Ajax), Whitby (Town of Whitby), Brock (Township of Brock), Scugog (Township of Scugog), and Uxbridge (Township of Uxbridge), Region of Halton which includes Burlington (City of Burlington), Halton Hills (Town of Halton Hills), Milton (Town of Milton), and Oakville (Town of Oakville), Region of Peel which includes Brampton (City of Brampton), Mississauga (City of Mississauga), Caledon (Town of Caledon), Region of York which includes Vaughan (City of Vaughan), Aurora (Town of Aurora), East Gwillimbury (Town of East Gwillimbury), Georgina (Town of Georgina), Markham (City of Markham), Newmarket (Town of Newmarket), Richmond Hill (City of Richmond Hill), Whitchurch - Stouffville (Town of Whitchurch-Stouffville), Bradford-West Gwillimbury (Town of Bradford West Gwillimbury) and King (Township of King), Kawartha Lakes (City of Kawartha Lakes), Barrie (City of Barrie), Guelph (City of Guelph), Kitchener (City of Kitchener), Cambridge (City of Cambridge), Waterloo (City of Waterloo)
Site Plan Drawings typically include the following:
Urban areas are built piece by piece over a long period of time. It is important for each development site to strive to achieve the municipal objectives through its site plan. New site development should implement the following general design objectives:
Many of the urban guidelines will not apply to the rural sites but there are design considerations for the rural sites. Development in rural sites should maintain the rural character of open space, large setbacks from streets, preservation of natural features and other defining elements of the site. Municipal services are also limited for rural sites, and drainage ditches are likely used. For low intensity activities, driveways and parking areas could be surfaced with gravel. The appropriate guidelines and standards for a rural development site will relate to the type, scale and location of a site development.
Site circulation is a key organizing and design element for most development sites and must be considered early in the design process of a site plan. The design of the site circulation system should support the municipal streetscape objectives and provide for the needs of both pedestrians and motorists. Safe and direct routes should be provided with priority given to the pedestrian.
In large sites, consideration must be given to service and loading needs and emergency vehicles. Site plan design will affect how easily trades can deliver goods and fire trucks can address emergency situations. The Ontario Building Code specifies emergency route criteria. The Zoning By-law prescribes the amount of parking required for site development.
The following guidelines address some of the functional and visual aspects of parking lots to ensure that parking areas do not detract from the appearance of the street and project.
The number of driveway connections to the public street should be minimized to strengthen streetscapes. Mutual or shared driveways are encouraged, especially along collector and arterial roads, to minimize the number of driveways.
Parking areas on abutting commercial sites should be connected to provide movement between sites without having to use the adjacent public street. The distance between site driveways and intersections should be maximized to create safe turning movements. Where there is more than one entrance on the same site, the distance between each entrance point should be maximized. Driveways should be located to provide ease of access and egress for staff, visitors, delivery vehicles and emergency services.
Main driveways should be designed (width, curb radii, surfaces) to accommodate delivery and emergency vehicles as per municipal standards. For large commercial sites and shopping centres, there should be no internal access to internal parking aisles from the main driveway for a distance of 40m from the municipal road allowance.
The driveway system should provide for ease of access to buildings for fire trucks in accordance with the Ontario Building Code. Parking, loading and delivery drop off areas should be clearly identified through site signage. Driveways should be located opposite existing or proposed driveways and streets to avoid offset intersections and traffic difficulties.
A well defined and continuous pedestrian system should be developed on each site with connections to the public street, parking areas, surrounding buildings and pedestrian amenity areas. Primary pedestrian connections should be distinguished from secondary pedestrian connections through such measures as differing sidewalk widths and paving materials.
Primary pedestrian connections should be barrier free, and should be provided directly from the public street sidewalk to the principal building entrances and parking areas.
Pedestrian walkways should be separated from vehicular traffic wherever possible. Where walkways cross vehicular circulation routes, the use of alternative hard surface materials is encouraged. Other features, such as landscaping treatments, signage and bollards, may be used to delineate pedestrian crossings. Large commercial sites should incorporate wider walkways, particularly at the main building entrance.
There should be at least one primary pedestrian connection from the site to an abutting street frontage. Sidewalks should be provided between transit stops and building entrances. Building entrances should be coordinated with transit stops to minimize walking distance and provide weather protection. Sidewalk surface treatments should provide for safe movement under all weather conditions and be of low maintenance materials. Textured concrete with score lines and banded edges of other paving materials is encouraged given concrete’s durability and neutrality.
Major pedestrian routes should be easily identifiable through the use bollards, trees, continuous paving materials, signage and lighting.
Bicycle racks or indoor bicycle storage should be provided near the entrances to major buildings and service commercial uses, and along major commercial streets. Bicycle parking areas should not impede pedestrian circulation. The rack element should support the bike upright by its frame. Comb, toast and other wheel bending racks that provide no support for the bicycle are not recommended. The number of bicycle parking spaces should be evaluated on a site by site basis based on the use and location.
Parking areas should be located in close proximity to building entrances and provide an easily identifiable pathway to the building entrance. Barrier-free and visitor parking spaces should be close to the main entrance. Parking areas should generally be located behind the building mass at the side and rear of buildings. This will allow buildings to be located closer to the street and reinforce the municipal objective of creating attractive, pedestrian-oriented streets. When parking cannot be located behind the building mass, or is required in the front yard for small commercial developments, front yard parking should be limited to single or double loaded aisle of parking.
For large parking areas, rows of parking spaces should be aligned perpendicular to the facility to minimize the number of pedestrian aisle crossings. Buffer strips and landscaping should be provided around the perimeter of parking areas and laneways. Buffer strips will vary in width and extent and should generally be a minimum of 3m in width, depending on site characteristics, streetscape, grades and adjacent uses.
Parking areas should be adequately screened from view through the use of landscaping, berms, fences and screening. Low level screening of shrubs, hedges or screen walls along with street trees should edge parking lots next to public streets. Tall and dense screening such as wood fences, brick walls and coniferous trees should be used in rear and site yards adjacent to residential properties.
Curbed landscaped islands should be utilized at the end of parking lot aisles along major vehicular routes. Islands should also be used to visually divide large parking lots. The provision of islands and internal landscaping should be of a scale relative to the size of the parking lot and be 2.5 to 3m in width to sustain tree planting. Parking lot plant material should be salt and drought tolerant, provide ease of maintenance and be hardy and strongly branched. Hardy ground covers, stone mulch or similar materials, should be used in parking lot landscaped islands.
Parking lot lighting levels should be uniform across the lot. Well-drained snow storage areas should be located adjacent to parking areas and away from catch basins, if possible, if snow will not be trucked off-site. Generally, permanent parking lots should be curbed and paved with an appropriate strength of asphalt or equivalent hard surface material.
Structured parking should be designed to support the streetscape. Uses such as retail, service or office should be considered for integration into the parking structure along the street.
Facade design should complement the adjacent buildings in terms of openings, vertical articulation, materials and colour. Parking structure is designed with materials and bays similar to surrounding buildings and has storefronts at grade. Vehicular entrances and exits should be sited to minimize conflicts with pedestrians and provide safe intersections with public streets.
Safety features should be considered in the design of structured parking and should include:
Landscaping is an important aspect of site planning, and provides a wide range of functions in both the public realm and on private site. Landscape treatments can be used to frame and soften structures, define spaces and screen undesirable views. Microclimate and environmental benefits can also be gained through plant selection and location. Neighbourhood character and continuity can be created through front yard landscaping. The landscape design should be integrated with buildings and surrounding features to enhance the aesthetics and function of both the site and the neighbourhood. The use of landscaping to create a buffer or transition between different land uses is also an important design objective. Commercial and industrial developments adjacent to residential neighbourhoods require extensive landscape treatments to promote compatibility.
Landscaping should consider and reflect established neighbourhood landscape character. Front yard landscaping should be compatible with adjacent properties along the street and result in a positive impact on the street. Existing site features should be incorporated into the landscape design, where practical. The landscape design should take advantage of on-site conditions such as slopes, view corridors, or existing trees.
The scale and function of landscape materials should be appropriate for the site and its structures and to maintain a pedestrian scale. Trees should be selected and placed according to the height and spread they will achieve at maturity.
Trees and shrubs should be selected having regard to their characteristics and those of the proposed locations. Considerations include soil type, sun, root spread, growth rate, density of canopy, salt tolerance and others. Native and non-invasive plant species are encouraged. Both hard and soft landscaping solutions and materials should be considered in the site plan design process.
Landscape treatments such as planting beds, hedges, fences and architectural screening walls should be incorporated to distinguish private and semi-private spaces. Plant materials should be located so that they will not interfere with sight lines at driveway intersections, lighting and emergency apparatus such as fire hydrants. Street trees should be planted to enhance streetscapes and contribute to urban forest. Street trees should be spaced relative to their mature size, and the location of utilities in the right of way. Tree spacing may vary depending on the type of tree, land use and adjacent sites. Irrigation is recommended for major commercial and multi-residential developments.
Street trees should be planted along the street line in a continuous linear row, generally spaced 6-10m apart depending on tree maturity size. Street trees may be planted in combination with other plant materials, particularly at site entries and to improve the streetscape. Deciduous trees should be planted along all property lines in a continuous linear row, or in groupings appropriate to the site size and configuration. Tree spacing may vary depending on the type of use, and adjacent properties. Trees planted in walkways or plazas should be located in individual tree pits, or linear planting beds. Individual tree pits should be large enough to accommodate tree growth. Trees, shrubs and plant material should be grouped to frame building elevations, add visual interest to blank building facades, accentuate building entrances and screen service areas.
Plant materials should be used to provide colour and decoration having regard for seasonal changes and climate. Special landscape treatments can be used to mark street intersections, site entries and building entrances. Native plant materials should be considered, especially for use in stormwater management areas and adjacent to natural areas. The use of invasive plant species must be avoided within 300m of natural areas. Traffic islands and planting areas should be used to break up large parking lots. Traffic islands should be raised and designed for low maintenance with salt tolerant plant material. Landscaped islands should be at least 2.5m in width. All hard surfaces within islands should be a material other than asphalt.
Landscaped strips adjacent to parking areas should be planted to screen parked cars from the abutting street or adjacent properties. Landscaped strips are typically mulched shrub beds, and should be at least 3m in width to sustain tree planting and shrubs. Landscaping should be used to screen and buffer service areas (i.e. waste disposal and loading areas) and open storage areas. Screening may consist of a wall or fence, a landscaped screen, dense landscape planting, landscaped berm or a combination of these features.
The design of fencing should consider its intended purpose and the height necessary to achieve its purpose. Fencing should be compatible with other building and site design elements and adjacent fences. For example, decorative fences in a front yard will differ from rear yard fences screening commercial properties from residential areas.
Sensitive uses, such as residential sites, should be buffered from commercial and industrial sites with fencing and landscaping. Buffer widths will vary with site conditions and local zoning requirements; however, 3m wide planting areas are considered a minimum to sustain tree and shrub planting. More intensive land uses will be subject to wider buffer widths and fencing requirements and may also be addressed in local Neighbourhood Plans.
Outdoor furniture and fixtures such as special lighting, trellises, arbours, raised planters, benches and fencing should be considered where people will congregate in outdoor spaces.
Waste collection and storage facilities are essential for the safe, and efficient operation of any building, whether it be townhouse units, apartment buildings or commercial buildings. Site plan should provide safe and adequate access, maneuverability and service collection areas without disruption to other vehicular and pedestrian traffic. Collection vehicle circulation should avoid reversing and maneuvering onto public streets, near play areas and designated parking areas.
The municipality provides municipal waste collection services (garbage, recycling, leaf and yard waste, bulk goods and white goods) to eligible properties. Ineligible properties must make arrangements for waste collection services with private haulers. Waste handling and recycling areas should be located within the building or within an enclosed structure screened from public view. Adequate access to the storage area should be provided for the related collection vehicle. All waste storage areas shall be accessible for pickup. Collection bin enclosure should be located adjacent to the service drive and/or loading dock of the building. Collection truck access to handling and recycling areas should be designed so that truck movements will not disrupt other vehicular and pedestrian access, play areas and parking areas. On-site circulation for trucks should avoid reversing or maneuvering on public streets. The enclosure exterior should match, or complement, the exterior architectural finish of the primary building. The floor of the enclosure should be concrete. Grease pits/traps should not be located inside the dumpster enclosure. If a grease pit/trap is necessary for the building, it must have an enclosure separate from the dumpster enclosure. The two may share a common wall, but they must have their own enclosure walls and separate entrance.
Most buildings and major activity areas have functional elements which are necessary for the operation of the building or activity. These services and utilities include loading areas, storage areas, mechanical equipment and utilities.
The location of these services must be considered at the site planning stage to ensure that they do not detract from the desired urban form and appearance of the project and to ensure that the site operates efficiently and safely. Site planning should ensure that site services are located away from public street views while at the same time not detracting from the use of adjacent properties. Compatibility between commercial and residential sites in particular can be promoted through proper
site design and will minimize the nuisance of noise, odour and views.
Loading bays, and other service areas should be oriented away from public street views and preferably screened from the street by building mass. Landscaping and walls can be used to screen loading areas from the street and adjacent residential sites where they cannot be screened by buildings.
Landscape and building materials utilized to screen service areas should be consistent with the overall building design and materials. Continuous sources of noise and odour should be oriented away from adjacent sensitive uses. Particular attention should be given to major commercial areas and industrial with 24 hour loading requirements. Noise attenuation may be required for service areas to ensure compatibility for adjacent sensitive uses such as residential or healthcare facilities. Commercial and industrial sites with significant shipping/loading requirements should have separate truck access on the site. Signage should be placed to clearly identify loading and service areas.
Truck access to service and loading areas should be designed with sufficient space so that truck movements will not disrupt other vehicular and pedestrian access. On-site circulation for trucks should avoid reversing or maneuvering on public streets. Provision of loading and service areas in the downtown area should be flexible having regard to the built form and streetscape of the area.
Goods should be stored within the main building structures wherever possible. Outdoor storage areas should be located in the side and rear yards and not adjacent to public streets. Permitted outdoor storage should be screened from public views.
Utilities should be located underground, where possible, to improve the appearance of the development. Where aboveground utilities are necessary, ensure their design is integrated and compatible with other site elements. Screen utility areas and mechanical equipment from public view having regard for maintenance and access practices.
SITE PLAN CONTROL
Section 41 of the Planning Act grant the municipalities in Ontario the authority to include in its Official Plan areas to be designated as areas of Site Plan Control.
This authority provides a process that examines the design and technical aspects of a proposed development to ensure it is attractive and compatible with the surrounding area and contributes to the economic, social and environmental vitality of the municipality. Features such as building designs, site access and servicing, waste storage, parking, loading and landscaping are reviewed under site plan control.
We recommend applying for a Preliminary Project Review to confirm that the site is subject to Site Plan Control approval and the proposed development complies with the Zoning By-law. A Preliminary Project Review application can be made with the municipal building division.
If a site is subject to Site Plan Control approval, the site owner may only build according to site plans approved by the Chief Planner or his/her designates. The site owner may also have to enter into an site plan agreement and post financial securities to secure certain aspects of the site development proposal.
It is important to determine whether an existing site plan agreement or undertaking applies to a site. These site plan agreements may require that any new development be built and maintained according to earlier approved site plans or require that other specific site conditions be fulfilled. This information may be obtained from the title to a site. Previous site plan agreements or undertakings may be amended or rescinded as part of the site plan approval for any new site development proposal.
If the site owner is also be applying for a Zoning By-law Amendment or Minor Variance at the same time, review of the Zoning By-law Amendment or Minor Variance application will be conducted together with the review of the Site Plan Control application.
All planning and building permit applications, including site plan applications, in vulnerable areas including Well Head Protection Area and Intake Protection Zone will require screening for potential drinking water threats and review.
Our service area includes all the regions. Counties in Ontario including Toronto (City of Toronto), Hamilton (City of Hamilton), Region of Durham which includes Oshawa (City of Oshawa), Pickering (City of Pickering), Clarington (Municipality of Clarington), Ajax (Town of Ajax), Whitby (Town of Whitby), Brock (Township of Brock), Scugog (Township of Scugog), and Uxbridge (Township of Uxbridge), Region of Halton which includes Burlington (City of Burlington), Halton Hills (Town of Halton Hills), Milton (Town of Milton), and Oakville (Town of Oakville), Region of Peel which includes Brampton (City of Brampton), Mississauga (City of Mississauga), Caledon (Town of Caledon), Region of York which includes Vaughan (City of Vaughan), Aurora (Town of Aurora), East Gwillimbury (Town of East Gwillimbury), Georgina (Town of Georgina), Markham (City of Markham), Newmarket (Town of Newmarket), Richmond Hill (City of Richmond Hill), Whitchurch - Stouffville (Town of Whitchurch-Stouffville), Bradford-West Gwillimbury (Town of Bradford West Gwillimbury) and King (Township of King), Kawartha Lakes (City of Kawartha Lakes), Barrie (City of Barrie), Guelph (City of Guelph), Kitchener (City of Kitchener), Cambridge (City of Cambridge), Waterloo (City of Waterloo)
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