Urban Design Guidelines

For Sites With Drive-Through Facilities

DRAFT:
For Community Consultation Purposes

Urban Development Services May 2005

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URBAN DESIGN GUIDELINES
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URBAN DESIGN GUIDELINES FOR SITES WITH DRIVE-THROUGH FACILITIES

TABLE OF CONTENTS

1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
2.0 The Purpose of the Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
3.0 Urban Design Challenges for Sites With Drive-Through Facilities . . . . . . . . . . . . . . . . . . .2
4.0 How and Where Guidelines Apply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
5.0 Urban Design Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
6.0 Urban Design Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
6.1 Site Plan Organization, Building Location and Site Circulation . . . . . . . . . . . . . . . . . .6
6.1.1 Location of the Building Relative to the Street & Neighbourhood Buildings . .7
6.1.2 Organization of the Building to Support the Street . . . . . . . . . . . . . . . . . . . . .8
6.1.3 Stacking Lanes and Driveways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
6.1.4 Vehicular Site Access and Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
6.1.5 Utilities and Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
6.2 Massing and Building Articulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
6.2.1 Massing and Building Articulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
6.3 Pedestrian Safety, Amenity and Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
6.3.1 Pedestrian Safety, Amenity and Circulation . . . . . . . . . . . . . . . . . . . . . . . . . .15
6.4 Landscaping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
6.4.1 General Landscaping Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
6.4.2 Edge Treatment and Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
6.4.3 Site Grading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
6.4.4 Plant Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
6.4.5 Landscape Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
6.5 Site Plan Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
6.4.1 Corner Lot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
6.4.2 Mid-Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
6.4.3 Front of Mall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
7.1 Appendix A: Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
7.2 Appendix B: Study Submission Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

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The Forum drive-in, Kansas

Kansas City,
City, Missouri, 1930's

The Pig Stand, Dallas Texas,

early 1920's
Melody Lane Restaurant,
Coctail Room, Car Service,
Los Angeles, California, 1930's

Simon's drive-in,
Mcdonnell's drive-in, Los Angeles, California, 1930 Los Angeles,
Angeles, California, 1930's

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1.0 INTRODUCTION for our contemporary City, in the context of site and
building design that relates to and supports the public
realm.
The drive-through type developed in the United States
as a descendent of the gas bar, and drive-in restaurant. Drive-throughs emerged in the mid-1980's, in the more
Emerging in the 1920's, these early types were experi- suburban parts of Toronto as new and retrofitted
ments in the relationship between commerce and the restaurants. An exception was Aspen Cleaners which
car at a time when the car and its impact on urban opened the first drive-through dry cleaners in Canada
form and experience was emerging as a widespread in Yorkville in 1987. Since that time, drive-throughs
phenomenon. have undergone rapid proliferation, with the industry
currently seeking to construct new drive-through facil-
The first drive-in, The Pig Stand, opened in 1921 as a ities and retrofit existing businesses with drive-throughs.
restaurant in Dallas, Texas, offering road-side service The range of uses has also continued to expand
which evolved to head-in parking by 1927. The early including restaurants, cafes, banks, financial institutions,
1930's saw the advent of the drive-up bank window dry-cleaners and pharmacies.
in Los Angeles, and the first drive-in movie theater in
Camden, New Jersey. Macdonald's opened it's first From the inception of this type as a road-side food stand
road-side drive-in in 1946 in San Bernadino, California, with curb service, it has responded for the most part
the first of many restaurants that would evolve to a to the primary goal of attracting and servicing vehicu-
road-side prototype by 1953, complete with life-sized lar customers, largely in an arterial or freeway context.
golden arches designed to attract vehicular traffic and The advent of the drive-in was a response to the desire
the economy kitchen, inventing the formula for fast- to service the vehicular customer in their car while
food franchising. The first drive-through restaurant, avoiding traffic congestion at the curb, with the drive-
In-N-Out Burger, opened in 1948 in present day through as a further evolution. This resulted in a new
Baldwin Park, California (incorporated in 1956). kind of site plan, frequently with the building set back
from the street to provide space for parked or stacked
Architecturally, this type underwent an important cars. The initial relationship between the building and
development in the 1930's evolving from the small, the street was lost as site plans became internally and
ad-hoc, road-side stands of the 1920's. Architects functionally focused. This type of site plan arrange-
embraced the car as the promise of the new, mecha- ment, where cars are encouraged to cross from the
nized and modern, creating Streamlined Art Moderne road into the lot en masse, lacking sufficient built
drive-in designs. Typical characteristics included form at the street edge and visually dominated by
elegant, linear surface definition, a 'scientific' circular cars, results in an uninviting pedestrian environment
plan which efficiently allowed each parked car to be along the public street. Adverse effects associated with
equidistant from the centralized kitchen and a tower this use such as traffic, noise, air and light pollution
element to attract cars travelling at high speeds from a and litter need to be mediated to ensure drive-through
distance. Designs for drive-ins by significant architects facilities enhance and do not detract from a vital
such as Richard Neutra and Frank Lloyd Wright public realm.
included carefully composed lighting and mirrors to
heighten the spectacle of the moving car by night, Beginning in the 1990s municipalities including the City
inscribing it into the experience of the architecture. of Chicago, Town of Oakville and City of Mississagua
responded with new statutory regulations and/or design
An article entitled 'Is Main Street Doomed?' published guidelines to mitigate the effects of drive-through
in Popular Mechanics in 1931 described Lloyd Wright's development. The City of Toronto amended its Zoning
theory that city planning could be revolutionized by By-laws in 2002 (upheld by the OMB in 2004) to define
this new means of individual transportation, allowing drive-through facilities as a use and establish areas
each citizen to move about the city purchasing goods where drive-through development is permitted. The
without ever leaving the car. Our contemporary Urban Design Guidelines for Sites with Drive-through
perspective allows us to easily evaluate these kinds of Facilities complement the Zoning By-laws, assisting
early planning notions as, at best, undesirable or proposed drive-through developments take the next
unsustainable. The 1930's architectural exploration of step in their evolution to meet the goals of the
the relationship between built form and the car turned Official Plan respecting built form and the creation
it's back on the street, however it's emphasis on high of a safe and high quality public realm where pedes-
quality design is worth re-capturing and re-inventing trians, cyclists and transit use are encouraged.
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2.0 THE PURPOSE OF THE 3.0 URBAN DESIGN CHALLENGES

GUIDELINES FOR SITES WITH DRIVE-THROUGH
FACILITIES
These Guidelines will assist in achieving Official Plan
goals for city beautification and enhancement and Designed to enhance the operational efficiency of
creation of a comfortable, safe and vital pedestrian catering to vehicular customers, the site plan organi-
environment which encourages walking and transit zation and built form of existing sites with
use, as well as specific built form policies as they drive-through facilities in general do not support,
relate to drive-through uses. and in many cases detract from urban design goals
These Guidelines implement both in-force Official for the public realm. These guidelines encourage the
Plans and the new Official Plan of the City of evolution of this type to balance the functional
Toronto. Urban Design Guidelines have been devel- needs of drive-through facilities with Official Plan
oped for certain areas of the City and building Goals for the public realm.
types, including sites with drive-through facilities, to The following issues that generate public concern
address specific issues and challenges common to are associated with drive-through facilities:
them.
• traffic
The Official Plan provides goals and strategies for
the City's re-urbanization over the next 30 years. • noise and light pollution
One key strategy for achieving re-urbanization is
improvement of the public realm through decreasing • reduction of air quality
the dependence on the car and balancing the need • environmental degradation
for vehicular transportation with the creation of a
vital public realm. • odour
These Urban Design Guidelines will assist developers, • conflicts between pedestrian and automobile
architects, landscape architects, urban designers and circulation
professional planners in making informed decisions
when developing site plan applications. They estab- • visual impact
lish principles and criteria for consistent review of • littering and waste
development applications for sites with drive-
through facilities by city staff, in those areas of the • site servicing
City where they are a permitted land use, by:
• hours of operation
• Clarifying the City's interest in addressing the
development impacts of sites with drive-through This land use was not anticipated by previous
facilities; Zoning By-laws. In response, the City of Toronto
enacted zoning amendments in 2002 to define
• Establishing standards and criteria for the design drive-through facilities as a separate land use, estab-
of sites with drive-through facilities, integrating lish zones where they are and are not permitted and
operational elements, site and built form design establish a minimum separating distance from the
with a focus on assisting this use with making a boundary of zones permitting residential uses. The
positive contribution to the surrounding context amending zoning was brought into force by an
and pedestrian streetscape. Ontario Municipal Board decision (January 2004).
Council directed City staff to develop Urban Design
Guidelines for Sites with Drive-through facilities to
complement these by-law amendments.
These Guidelines set out the principles and criteria,
which will help sites with drive-through facilities to
meet policy directions for an improved public realm.

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4.0 HOW AND WHERE GUIDELINES These prohibitions continue to apply regardless of
whether a development application has the ability to
APPLY meet the Guidelines contained in this document.
Zoning By-laws throughout the City of Toronto
These Guidelines should be used for the develop-
permit development of drive-through facilities in
ment and review of Site Plan Applications for
industrial and commercial zones provided that:
drive-through facilities on lands where the Zoning
By-laws identify drive-through facilities as a permit- • A 30 meter separation distance is provided from
ted land use. all parts of the drive-through facility, including
stacking lanes, to the edge of the lot line of any
In addition to meeting the requirements of the
residential use or zone where residential uses are
applicable Zoning By-law, development applications
permitted;
for drive-through facilities must meet the require-
ments of the Guidelines as set out in this document, • All other applicable regulations of the Zoning
including the provision of studies according to the By-law are met.
criteria provided in Appendix B, a Letter of Credit for
landscape installation and a landscape maintenance
clause as set out in Section 6.4.5. of this document.
The ability to meet these Guidelines does not consti-
tute permission to allow the development of drive-
through facilities in areas of the City where they are
not a permitted land use. However, these Guidelines
should be consulted by City staff when considering
Official Plan Amendment, Zoning By-law Amendment
and minor variance applications for drive-through
development to ensure that if such an application is
considered appropriate on the basis of the broader
planning and urban design considerations underlying
the Zoning By-law Amendments (which defined and
identified the locations where drive-through facilities
are a permitted use), any such application will also
have to meet these Guidelines.
Zoning By-laws throughout the City of Toronto
prohibit development of drive-through facilities:
• In residential or mixed-use zones containing
residential permissions;
• In designated Centres of North York,
Scarborough, Etobicoke, Yonge/Eglington and
the Downtown of the former City of Toronto.

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5.0 URBAN DESIGN GOALS

POLICY: OFFICIAL PLAN, PUBLIC REALM SECTION 3.1.1

“City streets are a significant public open space that serve
pedestrians and vehicles, provide space for public utilities
and services, trees and landscaping, building access,
amenities such as view corridors, sky view and sunlight,
and are public gathering places. Streets will be designed
to perform their diverse roles, balancing the spatial needs
of existing and future users within the right of way. This
includes pedestrians, people with mobility aids, transit,
bicycles, automobiles, utilities and landscaping.”

POLICY: OFFICIAL PLAN, BUILT FORM SECTION 3.1.2

“Developers and architects have a civic responsibility to These Guidelines assist sites with drive-through
create buildings that not only meet the needs of the facilities to achieve Official Plan goals of a comfort-
clients, tenants, and customers, but also the needs of the able, safe and attractive City-wide pedestrian
people who live and work in the area who will encounter network and high quality public realm. When streets
the buildings in their daily lives. Developments must be are inviting to pedestrians, street life activities
conceived not only in terms of the individual building site become more vital and in turn contribute to the
and program, but also in terms of how that building and safety and economic health of local areas. One of
site fit within the context of the neighbourhood and the the challenges for drive-through development is to
City. Each new building should promote and achieve the balance the needs of motorized vehicles with those
overall objectives of the Plan.” of pedestrians including public transportation and
bicycles. Key aspects of good site design that helpto
achieve a high quality public realm include the
following:
The Urban Design Guidelines for Sites with Drive-
through facilities have three principal urban design • Locating buildings at the street edge;
goals:
• Locating main entrances at the street with a
• To support, enhance, and create a high quality direct route from the public sidewalk;
public realm;
• Separating vehicular and pedestrian traffic;
• To support and enhance the pedestrian
environment and pedestrian connections; • Locating stacking lanes, driveways, parking,
utilities and services away from the street, and;
• To encourage development that fits well with
and improves its existing or planned context. • Enhancing pedestrian amenity, accessibility and
safety.

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A careful examination of the existing and planned

context should be carried out prior to developing
the design for a drive-through facility. In areas
where the local context is evolved and meets Official
Plan objectives by making a positive contribution to
the public realm, drive-through development should
be designed to respect, support and improve the
local context.
In areas where local context is undeveloped or does
not meet Official Plan public realm objectives, drive-
through development should be designed to
establish a high quality public realm.

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6.0 URBAN DESIGN GUIDELINES

These guidelines should be read in conjunction with
the Official Plan.
All other documents referenced in these Guidelines
are provided on the City of Toronto website,
www.toronto.ca, or by the local area planner.

6.1 SITE PLAN ORGANIZATION, BUILDING

LOCATION AND SITE CIRCULATION

POLICY: OFFICIAL PLAN, BUILT FORM SECTION 3.1.2

“New development will locate and organize vehicle
parking, vehicular access, service areas and utilities
to minimize their impact on the property and on
surrounding properties and to improve the safety and
attractiveness of adjacent streets, parks and open spaces.”

“New development will be massed to fit harmoniously

into its surroundings and will respect and improve the
local scale and character. It will minimize the impact
on neighbouring buildings and open space.”

When buildings are located close to the street and

the length of building facades along that street are
maximized, individual buildings work together with
adjacent buildings to create a clearly defined street
edge. By locating main entrances at the public
boulevard , pedestrians can easily access local busi-
nesses and amenities and are encouraged to walk
along the street. Locating active uses such as shops,
cafes and restaurants that are open in the evening
along the street creates overlook or 'eyes on the
street' promoting safety and in turn, encouraging
more pedestrian activity. These combined measures
contribute to the interest and vitality of the public
street.
Placing parking, driving and stacking lanes away
from the street, as well as minimizing curb cuts
allows for uninterrupted, safe and inviting pedestri-
an access to multiple storefronts. Placing utilities
and services away from the street ensures that serv-
icing activities have a minimal impact on pedestrian
amenity and access.

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6.1.1 LOCATION OF THE BUILDING RELATIVE

TO THE STREET AND NEIGHBOURING
BUILDINGS

When designing sites with drive-through facilities:

• building placement relative to the street should
take into account both planned and existing
context
• generally, locate buildings close to or at the
street to define and support the street edge and
align new buildings with the front facades of
existing buildings
Placing drive-through activities away from the street permits the
alignment of building faces along the street to create good • locate the building adjacent to the property line
street edge definition. Landscaping contributes to a comfortable (of both streets on a corner lot) where a setback
and attractive public realm
is not required by the Zoning By-law
• align the building to the front setback line (of
both streets on a corner lot) where a setback is
required by the Zoning By-law
• locate new buildings as close to the street edge
as appropriate with regard for the planned
context and an appropriate transition in setback
from existing, adjacent buildings to the street,
where a setback is required by the Zoning By-
law and existing context has significantly larger
setbacks than planned context *

* consider setting back the building from the

street, when not required by the Zoning By-
law, only if the location of the building and
the setback contribute positively to, and
enhance the public realm and fit well with
the local context

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6.1.2 ORGANIZATION OF THE BUILDING TO

SUPPORT THE STREET

Drive-through sites and buildings should be

designed to:
• locate the main entrance door directly off the
public sidewalk within easy access of TTC stops
• locate the main entrance door at the corner or
on the more major street, on a corner lot
• locate uses that support the street along the
public sidewalk (such as restaurant seating or
offices)
• make walls along the street face and visible from Locate active internal uses and provide glazing along the street.
the street, transparent with windows, doors and
other forms of transparent building materials to
maximize views in and out of the building and
the relationship between interior and exterior to
support and animate the public street and side-
walk

Building transparency along the street animates and provides

safety to the pedestrian realm.

Provide pedestrian amenity between the building and the street Glazing along the street promotes a safe pedestrian environment.
where a setback is required by the Zoning By-law.

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6.1.3 STACKING LANES AND DRIVEWAYS

When designing sites with drive-through facilities:

• do not locate stacking lanes or driveways
between the building and the street
• where a setback is required by the Zoning By-
law do not locate stacking lanes or driveways in
the setback area between the building and the
street
• locate stacking lanes and driveways out of view
of the public street and/or sidewalk, at the rear
and/or flank of the building
Placing stacking lanes at the rear or flank of the building allows
• integrate stacking lanes and driveways into the space for lanscaped screens.
larger landscape and streetscape concept
• provide a minimum of 10 stacking spaces on site
for restaurant and food sale use drive-through
facilities*
• provide a minimum of 4 stacking spaces on site
for banking, pharmacies and similar non-food
related use drive-through facilities*
• provide stacking spaces which are 3.5 meters in
width and 6.5 meters in length
• minimize paved areas, such as stacking lanes
and maximize water permeable surfaces and soft
landscaped areas to contribute to the appear-
ance and environmental sustainability of the site
and its larger context by increasing water pene- Placing stacking lanes at the rear or flank of the building
tration into the water table, reducing pollution maintains clear, safe and attractive pedestrian access.
of local water features and runoff demand on
local infrastructure
• multiple windows servicing a single stacking
lane (e.g. order window, payment window, pick-
up window) should be considered to promote
reduced idling
• multiple stacking lanes for a single user are
discouraged
• provide sufficient signage where necessary to
indicate direction of vehicular travel, stop signs
or no entrance areas

* the number of required stacking spaces may

change as a result of studies required as part of
the approvals process as outlined in Section 7.0 Minimizing paved areas such as stacking lanes, driveways and
of this document parking allows for maximizing soft landscaping and pedestrian
amenity.
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6.1.4 VEHICULAR SITE ACCESS AND PARKING

When designing a drive-through facility:

• minimize the number and width of curb cuts
• provide only one curb cut for a mid-block site
and a maximum of two curb cuts, if necessary
for a corner site
• coordinate vehicular site access with existing
curb cuts where it results in good site and traffic
operations design
• provide the minimum width of curb cuts
required by the City of Toronto Access Secondary entrances from the parking should provide safe
Management Guidelines comfortable access, that does not require crossing of stacking
lanes or driveways.
• refer to the City of Toronto Access Management
Guidelines for site access requirements
• provide vehicular site access from the side or less
major street where possible, to improve pedestri-
an safety on the major street sidewalk
• locate parking at the rear and/or flank of the
building out of view of the public street and/or
sidewalk
• do not locate parking or vehicular site exits or
entrances between the building and the street
• provide parking adjacent to the secondary
entrance doors to the facility such that it is not
necessary for pedestrians who arrive by car to Secondary entrances from the parking should provide safe
cross driveways or stacking lanes to enter the comfortable access, that does not require crossing of stacking
interior of the building lanes or driveways.

• integrate parking into the larger landscape and

streetscape concept
• minimize paved areas, such as parking and
driveways and maximize water permeable
surfaces and soft landscaped areas to contribute
to the appearance and environmental sustain-
ability of the site and its larger context by
increasing water penetration into the water
table, reducing pollution of local water features
and runoff demand on local infrastructure
• the amount of parking should conform with the
minimum required by the zoning by-law or an
alternative standard reached through the devel- Provide canopies, secondary entrances and well designed pedes-
opment approvals process trian spaces at the rear of flank of the building in direct
connection with parking.
• refer to the City of Toronto Urban Design
Guidelines for Surface Parking Lots
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6.1.5 UTILITIES AND SERVICES

To ensure that utilities and service components are

not visible from the street and other public areas
such as the larger site, adjacent park or open spaces
and are out of view from the public street and/or
sidewalk:
• locate utilities underground if possible
• locate utilities and services such as transformers,
loading and garbage pick up at the rear or flank
of the building and integrate into the site
design and landscape concept
• coordinate above ground and below ground util-
Integrate servicing and garbage storage into the mass of the ities and appurtenances with landscaping
building.
• integrate utilities and services such as garbage
facilities, utility meters and connections into the
mass of the building
• house exterior garbage facilities in enclosed
structures, integrated into the building, with
roofs, reinforced metal doors
• provide cladding materials for exterior garbage
facilities that are durable and match or are
complementary to the main structure

Garbage and loading facilities massing can be articulated as an

integral aspect of the building's expression.

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6.2 MASSING AND BUILDING ARTICULATION

Well designed massing and articulation of building

POLICY: OFFICIAL PLAN, BUILT FORM SECTION 3.1.2
elements are integral to achieving a high quality
“New development should be massed to define the edges
public realm. Proposed sites with drive-through
of streets, parks and open spaces at good proportion.”
facilities should demonstrate building massing and
articulation which enhances and improves its
context and is responsive to pedestrian scale and the
public aspect of the street.
The proposed building's massing and articulation
should be sensitive to surrounding context and
should take into account planned context. On sites
where no built form context exists, new proposals
should establish a high quality public realm.
The building's height relative to the street width
should be sufficient to define the street edge and
corner, on a corner site. The building, through its
massing and articulation should seek to animate the
street, direct pedestrians, terminate view corridors,
frame views, enclose space, provide visual relief and
create or extend the street wall.
Prototypical buildings should be avoided. Instead,
appropriate building types and expressions should be
developed to address individual site conditions and
local contexts.

Corner sites should acknowledge and support both streets. Atriculated building entrances direct pedestrians and create a sense of arrival.
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6.2.1 MASSING AND BUILDING ARTICULATION

As permitted by the Zoning By-law building massing

and articulation should:
• maximize the height of the building or facades
facing the street (i.e. by maximizing ceiling height,
parapet height and through roof design), to
achieve an appropriate scale to define the street
• maximize the length of the building at the front
lot line or setback line (at both streets on a
corner lot)
• where possible, avoid stand alone buildings and
incorporate the building and drive-through facil-
ity into larger, multi-use buildings
Creative use of massing and building articulation allows for
incorporation of signage, providing identity to the building and • provide a two storey building where necessary to
animating the street. The overall proportion of the building rela-
tive to the street width is increased, creating better street edge be compatible with planned context
definition.
• provide materials and methods of contstruction
that are high quality and where appropriate,
relate to their surrounding context
• articulate all building facades facing or visible
from the public street and/or sidewalk
• articulate building entrances and distinguish
main entrances
• incorporate weather protection devices such as
canopies into the building expression
• incorporate canopies for stacking lanes associated
with the pick up window area, at an appropriate
scale, into the massing and expression of the
building
In areas with no existing context, drive-through developments
should establish a high quality public realm. • incorporate signage into the massing and articu-
lation of the building through devices such as
canopies, towers or other building elements
• integrate signage into the site design and land-
scape concept as well as take advantage of
opportunities to share existing signage structures
on larger sites
• screen rooftop mechanical devices from view
from the street or public sidewalk
ARCHITECTURAL TREATMENT
It is best to avoid a superficial treatment; frank expression
of structure can often make an arresting design.
Architectural Record, August, 1950
'Building Type Study Number 161: Drive-Ins, Banks, Theatres,
A well massed and articulated building contributes to a high Restaurants'
quality public realm.
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6.3 PEDESTRIAN SAFETY, AMENITY AND

CIRCULATION

POLICY: OFFICIAL PLAN, BUILT FORM SECTION 3.1.2

New development will provide amenity for adjacent
streets and open spaces to make these areas attractive,
interesting, comfortable, and functional for pedestrians

POLICY: EXERPT FROM TORONTO PEDESTRIAN CHARTER

ADOPTED BY CITY COUNCIL IN 2002

To create an urban environment in all parts of the city

that encourages and supports walking, the City of
Toronto:

• upholds the right of pedestrians of all ages and

abilities to safe, convenient, direct and comfortable
walking conditions;

• provides a walking environment within the public

right-of-way and in public parks that encourages
people to walk for travel, exercise and recreation;

• supports and encourages the planning, design and

development of a walking environment in public
and private spaces (both exterior and interior) that
meets the travel needs of pedestrians;

• provides and maintains infrastructure that gives

pedestrians safe and convenient passage while
walking along and crossing streets; To ensure pedestrian safety and comfort, sites with
drive-through facilities should be organized so that
• ensures that residents’ access to basic community it is not necessary for pedestrians to cross stacking
amenities and services does not depend on car lanes, driveways or parking when accessing the site
ownership or public transit use; from adjacent streets. The design of the site, building
• sets policies that reduce conflict between pedestrians
and landscape should provide barrier-free accessibility
and other users of the public right-of-way; from the public sidewalk to the building interior.

• creates walkable communities by giving high Pedestrian amenities such as seating areas, phone
planning priority to compact, human-scale and booths and weather protection should be provided
mixed land use; in conjunction with landscaping to enhance and
extend the function of the site and public sidewalk.

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6.3.1 PEDESTRIAN SAFETY, AMENITY AND • the design of the site and building (including the
CIRCULATION building's internal organization) should take into
consideration the safety of site users, employees,
To ensure that sites with drive-through facilities enhance and passers by on the street and adjacent sites,
pedestrian amenity and are designed to provide and to maintain appropriate sight lines, surveillance
not detract from a safe environment for users, employees, and lighting during the day and at night
adjacent uses and pedestrians on public sidewalks: • provide and clearly demarcate separate, safe
pedestrian circulation routes in conjunction with
vehicular circulation for the drive-through facility
and larger site using techniques such as raised
pedestrian crossings, change in paving, bollards
and landscaping to separate them from stacking
lanes and driveways
• provide pedestrian circulation routes that are a
minimum of 1.5 meters wide and barrier-free
accessible as defined by the Ontario Building Code
• ensure barrier-free pedestrian access as defined
by the Ontario Building Code, from the public
street into the building
Provide weather protection overhangs at entrances. Combine
with plantings, cigarette bins, garbage boxes and public phones • provide rain, wind and shade weather protection
to promote pedestrian use.
(i.e. canopy) at the main building entrance and
in proximity to public transit stops, for exterior
seating areas, along the street and for specific
pedestrian amenity associated with the building
• where a setback is required by the Zoning By-
law, provide exterior places of repose, with an
eating area (tables and seating) for restaurant
uses within the setback allowance
• provide pedestrian amenities appropriate for the
site including, phone booths, bicycle racks and
exterior furniture

Glazed canopies with integrated lighting and signage promote • provide small, low, task related lighting and
pedestrian use. direct lighting toward the site to avoid spill-over
and excessive lighting of adjacent uses while
balancing need for sufficient lighting to main-
tain sight lines at night
• locate lighting, trees, soft landscaping, exterior
furniture along pedestrian walkways through the
site
• indicate lighting and pedestrian amenities on
development application drawings and integrate
into the larger site design and landscape
concept

Walkways through the larger site should be separated from

vehicular parking, circulation and snow storage. Walkways
should be landscaped and well lit.
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6.4 LANDSCAPING
TERRACES AND LANDSCAPING
Landscaping is an effective and relatively inexpen- Take full advantage of any pleasant view. Outdoor terraces
sive means of integrating the various functional or gardens with tables can be attractive and profitable;
elements of sites with drive-through facilities, and many motorists like to get out and 'stretch their legs'.
of integrating the site within its context. Well
Architectural Record, August, 1950
designed landscaping creates an attractive setting 'Building Type Study Number 161: Drive-Ins, Banks, Theatres,
for the building, enhancing the appearance of the Restaurants'
site from the street and public sidewalk.
Landscaping extends the public street edge, enhanc-
ing the area's pedestrian amenity and provides a
comfortable and safe pedestrian circulation network
with places of repose within the site. All drive-
through developments should provide a high quality
landscape and maximize soft landscaping opportu-
nities.
The landscape design should fit well within its exist-
ing and planned context. It should respond to the
surrounding cultural landscape and adjacent or
visible natural landscapes in a positive and support-
ive way.
Landscaping should also be used to screen opera-
tional elements of the development such as stacking
lanes, driveways, parking, utilities and services.
Stacking lanes should be defined by landscaping to
visually distinguish them from driveways and
contribute to pedestrian safety. Pedestrian walkways,
patios, seating areas and other pedestrian areas
should be landscaped to improve amenity, provide
sun and wind protection, and encourage their use.
Practical considerations such as adequate, growing
medium, irrigation and plant material selection
should be taken into account to ensure the viability
of the landscaping, increase the range of planting
materials and decrease long-term maintenance costs.
This is particularly important when considering that
many sites with drive-through facilities are fran-
chised operations. The franchisee or site operator
should be made aware of his or her obligations to
maintain landscape integrity according to the
approved landscape plan.

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6.4.1 GENERAL LANDSCAPING REQUIREMENTS

When designing landscapes for sites with drive-

through facilities:
• provide well designed, high quality landscaping,
maximizing soft landscaping which is attractive,
functional and fits well with its existing and
planned context to enhance the appearance of
the site from the street and public sidewalk and
provide comfortable and safe pedestrian circula-
tion and places of repose
• provide street trees, boulevard paving, sod and
sidewalks as per the City of Toronto Streetscape
Manual
Provide street trees in soft landscape adjacent to the public
sidewalk to contribute to the public realm and screen and • coordinate on-site landscaping with streetscape
buffer drive-through activities.
improvements in the public boulevard
• provide a landscaped area between the building
and the street when a setback is required by the
Zoning By-law
• provide landscaped areas and opportunities to
define the front door of the building and to
define the vehicular entrance to the drive-
through site
• provide continuous soft landscaped areas no less
than 2.4 meters in width, to define stacking
lanes
• maintain site lines from stacked cars to pedestrian
crossings by providing low soft landscaping in
such areas
Placing drive-through activities away from the street provides
opportunity for landscaping for the building and public street • provide a variety of plant material including
edge and enhances the area's pedestrian amenity. trees, which meets the requirements of section
6.4.3 of this document
• design the landscaping to respond to adjacent
or visible natural landscapes
• provide a fully functioning irrigation system to
ensure adequate watering of soft landscaping
and increase the possible range of planting
materials while decreasing long-term mainte-
nance costs and ensuring the viability of the
landscaping

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 DESIGN AND DEVELOPMENT GUIDELINES

6.4.2 EDGE TREATMENT AND SCREENING

Edge treatment is sometimes needed at the street

edge, other public edges, boundaries with adjacent
sites and different land use areas. These edges typi-
cally need screening such as landscaping to mitigate
visual and other sensory impacts from drive-through
uses. An adequate amount of land needs to be
provided to accommodate required landscaping
along these edges.

Along the Street:

Generally, buildings should form the street edge. It is
important to screen views from the street edge of Mass plantings of hearty perennials can provide all season
stacking lanes, driveways, parking, utilities and serv- interest.
ices to maintain an attractive and unified experience
of the streetscape from the street. Trees and other
soft landscaping should be planted to complement
other screening measures.

Abutting Parks, Open Spaces and other Public Areas

not Along the Street:
A landscaped transition area should be provided
between a drive-through facility and public open
space. Existing trees should be preserved as a priori-
ty in these areas. Where natural or naturalized areas
exist, the landscaping on the drive-through site
should be designed to respect and support it by
providing native planting. Stacking lanes, driveways,
parking, utilities and services should be screened Provide a variety of coniferous and deciduous plantings.
from view of public areas. Fencing may also be
required to satisfy requirements of the City of
Toronto Parks.

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When designing sites with drive-through facilities:

• screen stacking lanes, driveways, parking, utilities
and services including transformers, gas meters,
loading and garbage pick up from view along
the street and/or sidewalk, larger site or adjacent
uses with landscaping;
– provide screening (900mm to 1100mm in
height) including low decorative fences or
walls with continuous screening hedges
maintained between 800mm to 1000mm in
height,
– locate screening at least 1000mm from the
edge of the public sidewalk,
Where context or site size limits landscaping, provide attractive – provide trees where possible, use high
and durable fencing, shrub and tree planting to screen parking branching deciduous trees where it is
along the street edge.
necessary to maintain site lines
• on the larger site, screen any parking along
street edges (if provided) with landscaping as
shown in the City of Toronto Streetscape
Manual and/or Urban Design Handbook
• ensure screening design, height and materials
relate to the building expression, the character
of the area, the surrounding streetscape and
planned context
• provide no less than a 3.0 meter wide land-
scaped area along the perimeter at the back and
sides of the site to accommodate tree planting,
fencing, snow storage requirements, etc. A
greater width may be required where these
requirements overlap, under change of grade
Provide a 1.8m high fense screen in addition to landscaping to conditions, or where walkways and other spatial
provide separation between adjacent uses and the drive-through needs are identified
site where required.
• provide tree planting in perimeter landscaped
areas at a rate of one tree per 7.5 meters of
linear frontage
• preserve existing trees wherever possible
• allow for flexibility in tree spacing
• plant trees 600mm (minimum) from any curb
face or parking lot edge to protect from car
overhang and mechanical damage
• provide mediating measures such as sound
attenuation fences with soft landscaping at
back and side site edges where required and
appropriate

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6.4.3 SITE GRADING

When designing sites with drive-through facilities:

• avoid making changes in grade, greater than 4%
slope, between the public sidewalk and adjacent
uses to maintain direct pedestrian access to the
building and site and not detract from visual
access between the building interior or site's
pedestrian amenities and the public realm
• where site specific conditions dictate that a
change in grade for a site with a drive-through
facility cannot be avoided;
– the grade change should be located away Where grade changes between the building and sidewalk cannot
from the public sidewalk in areas where be avoided, set back the building and create landscaped terraces
pedestrian access does not occur, of attractive and durable materials that are integrated with the
building materials and expression.
– where site specific conditions dictate that it
is not possible to locate a grade change
away from the public sidewalk the grade
change should be minimized, and direct,
barrier-free access to the building entrance
should be maintained through devices such
as ramps (refer to the Ontario Building
Code and the City of Toronto Accessibility
Guidelines),
– enhance areas of grade change with
intensive soft landscaping
• use durable and attractive materials such as pre-
cast concrete or better for retaining walls
(pressure treated wood is not an acceptable
material)
• incorporate landscaping for grade changes into
the larger landscape concept

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6.4.4 PLANT MATERIAL

When designing the landscape for sites with drive-

through facilities:
• install only plant material grown in nurseries
having the habit and growth typical for the
species and comply with the Canadian Standards
for Nursery Stock (Canadian Nursery Landscape
Association)
• install only plant material that is healthy and
vigorous, free from insects, plant diseases and
injuries
• install plant material that meets or exceeds the
following minimum sizes, requirements may be
increased through the development approvals
process for design reasons:
deciduous street tree 70mm caliper
deciduous trees 60mm caliper
small deciduous trees 50mm caliper
coniferous trees 1500mm ht.
deciduous shrubs 600mm ht.
coniferous shrubs 600mm ht. or spread
perennials 2 years container grown
• provide quality and volume of growing medium
appropriate to the specified plant material and as
required by the City of Toronto Streetscape Manual

• consider hardiness of plant material appropriate

for local sun and shade conditions, seasonal
conditions and pollution from cars
• consider plant material size at initial planting
and expected maturity
• avoid using invasive plant species;
• limit exotic species near natural areas; and
• provide species diversity to an appropriate
degree within the larger community or district

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6.4.5 LANDSCAPE MAINTENANCE

The owner of the property, tenant or drive-through

operator, his/her successors, heirs and assignees are
responsible for the proper maintenance of the drive-
through site (and adjacent parking areas if
applicable) landscaped areas, materials, installations
and equipment, as shown on the approved land-
scape plan, in a condition acceptable to the City.
Landscaping must be continuously maintained
including necessary irrigation, weeding, pruning,
pest control and replacement of dead or diseased
plant material. Replacement of dead or diseased
plant material shall be of the same type, same scale
and visual character of plant material as set forth in
the approved landscape plan. Replacement shall
occur no later than the next planting season, when
it is not possible or appropriate to replace during
the current growing season. Replacement time must
not exceed one year.
As provided for by the Planning Act (Section 41.7), a
maintenance clause setting out the above require-
ments will be included as a condition of
development approval to ensure continued mainte-
nance of the approved landscape plan.
.

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6.4 SITE PLAN DIAGRAMS

6.4.1 CORNER LOT SITE PLAN DIAGRAM

PAVED FORECOURT
WITH SEATING
CONTINUOUS
LANDSCAPED
PERIMETER WITH
SCREENING CONTINUOUS CANOPY

LOW LANDSCAPING TO
MAINTAIN SITELINES
TO PEDESTRIAN
CROSSING

RAISED PEDESTRIAN
CROSSING

ATM or Pick-up window Low wall with soft

Public transit stop Tree
landscaping
Landscaped island with
Building entrance Raised pedestrian crossing Canopy
pedestrian walk

Pedestrian walkway Zone of interior active uses

Direction of vehicular travel Low hedge
with glazed wall

Exterior seating Property line Stacked car Zone of interior services

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 DESIGN AND DEVELOPMENT GUIDELINES

6.4.2 MID BLOCK SITE PLAN DIAGRAM

SOFT LANDSCAPED
ISLAND

CONTINUOUS LAND-
SCAPED PERIMETER
WITH SCREENING

PEDESTRIAN ACCESS
AND PLACE OF REPOSE

RAISED PEDESTRIAN LOW LANDSCAPING TO

CROSSING MAINTAIN SITE LINES
TO PEDESTRIAN
CROSSING
LOW SCREENING OF
PARKING

EXTERIOR EATING
AREA WITH
CONTINUOUS CANOPY

ATM or Pick-up window Low wall with soft

Public transit stop Tree
landscaping
Landscaped island with
Building entrance Raised pedestrian crossing Canopy
pedestrian walk

Pedestrian walkway Zone of interior active uses

Direction of vehicular travel Low hedge
with glazed wall

Exterior seating Property line Stacked car Zone of interior services

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6.4.3 FRONT OF MALL SITE PLAN DIAGRAM

SOFT LANDSCAPED
ISLANDS WITH
CONTINUOUS
PEDESTRIAN WALKWAY

LANDSCAPED SCREEN-
ING OF THE STACKING
LANE FROM THE
STREET EDGE

DIRECT PEDESTRIAN
WALKWAY FROM
PARKING WITH
CONTINUOUS CANOPY

ATM or Pick-up window Low wall with soft

Public transit stop Tree
landscaping
Landscaped island with
Building entrance Raised pedestrian crossing Canopy
pedestrian walk

Pedestrian walkway Zone of interior active uses

Direction of vehicular travel Low hedge
with glazed wall

Exterior seating Property line Stacked car Zone of interior services

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 DESIGN AND DEVELOPMENT GUIDELINES

7.0 APPENDICES 7.1 DEFINITIONS

A number of Zoning By-law amendments were

encacted for the former municipalities comprising
the City of Toronto, defining 'drive-through' as a
distinct land use. While wording differs to address
local zoning, the Zoning By-law amendments
provide standard definitions, use permissions and
prohibitions for drive through-facilities in the City.
For example, By-law 779-2202 which amends By-
law 438-86 for the former City of Toronto provides
as follows:

DRIVE-THROUGH FACILITY:
"Drive-through Facility" means the use of land,
buildings or structures, or parts thereof, to provide
or dispense products or services, either wholly or in
part, through an attendant or a window or auto-
mated machine, to persons remaining in motorized
vehicles that are in a designated stacking lane. A
drive-through facility may be in combination with
other uses such as, laundry shop, dry cleaning shop,
dry cleaner's distributing station, branch of a bank
or financial institution, restaurant, retail store, auto-
motive service station, or take-out restaurant.
Despite the above, a drive-through facility does not
include a car washing establishment, automobile
service station or a gas bar.
If the use of any land, building or structure is
composed of a combination of drive-through facility
and any one or more other uses, those uses shall not
be construed as accessory to one another and all
provisions pertaining to each use shall apply.

STACKING LANE:
"Stacking Lane" means an on-site queuing lane for
motorized vehicles which is separated from other
vehicular traffic and pedestrian circulation by barriers,
markings or sign.

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7.2 APPENDIX B: STUDY

SUBMISSION REQUIREMENTS

Traffic studies in accordance with the City of

Toronto Development Guide, will be required as part
of all development application for drive-through
facilities to appropriately evaluate the proposed
development.Additional studies that may be required
include, but are not limited to the following:
• Air Quality Study

• Noise Impact Study

For Study Terms of Reference refer to the Toronto

Development Guide, Appendix 3.

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