CITY OF ORILLIA POLICY MANUAL

Transcription

1 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 1 Maintenance and Construction on Privately Owned Land Policy 1 Private Property Access Page 1 of 1 1. THAT no maintenance on privately owned land shall be undertaken by the City unless the owner of the lands concerned agrees in writing to pay the City for any work to be done. 2. THE said owner shall agree also in writing to protect the City from all actions and claims, including Workplace Safety Insurance Board, which may result from the City doing any work referred to herein. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Private Property Access.docx

2 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 1 Maintenance and Construction on Privately Owned Land Policy 2 Lakeview Crescent Page 1 of 1 THAT in the opinion of Council the common drive, known as Lakeview Crescent, and running northerly from Cedar Island Road is a private mutual driveway, and the City assumes no responsibility for the maintenance of it. THAT snow ploughing will be done by the Public Works Department as ground conditions permit in the opinion of the Director of Public Works or his representative. (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Lakeview Crescent.docx

3 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 2 Sidewalks Policy 1 Transformer Vaults Page 1 of 1 THAT approval be given to the Orillia Power Corporation to construct underground transformer vaults under sidewalks subject to the condition that the Orillia Power Corporation be responsible for safe maintenance of same for the pedestrian traffic especially under winter conditions. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Transformer Vaults.docx

4 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 2 Sidewalks Policy 2 New and Replacement Sidewalk Policy Page 1 of 2 1 GENERAL For the purposes of this policy, road reconstruction means any project in which, as a minimum, the existing asphalt surface and underlying granular layers are removed and replaced. 2 SIDEWALKS FOR NEW DEVELOPMENTS The Official Plan criteria for sidewalk will be adhered to for new developments. 3 STAND-ALONE INFILL SIDEWALKS The focus of stand-alone infill sidewalk construction will be on arterial and collector roads. Infill sidewalks on arterial and collector roads will be prioritized based on: Vehicular volumes; Whether or not there is a shoulder that provides adequate width for pedestrians; Whether or not there is already sidewalk on one side; Proximity to schools, school crossings, parks, high density residential developments and bus routes; Speed limit; Whether or not it completes a sidewalk that ends mid-block. Since no rating system can account for every specific localized condition, engineering judgement will be applied when selecting sidewalks from the list. If there is planned future reconstruction of the adjacent road, the infill sidewalk on any class of road will be delayed until the reconstruction occurs. Stand-alone infill sidewalk installation on local roads will only occur during a road reconstruction project, unless specific Council direction is provided otherwise. 4 INFILL SIDEWALKS IN CONJUNCTION WITH ROAD RECONSTRUCTION During the design process for reconstruction projects, the feasibility of adding infill sidewalks to achieve sidewalks on one side of a local road and both sides of an arterial or collector road will be investigated. Every effort will be made to seek an alignment for the sidewalk that will minimize the impact to the majority of properties recognizing that not proceeding with it is a missed opportunity to cost-effectively expand the sidewalk network. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Sidewalk Policy.docx

5 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 2 Sidewalks Policy 2 New and Replacement Sidewalk Policy Page 2 of 2 The alignment selected will be one that balances the need to: maximize the distance between the road and sidewalk for pedestrian safety and snow storage, and minimize impacts on trees, driveway parking availability, driveway grades, utilities and minimize the need for costly retaining walls. 5 STAND-ALONE REPLACEMENT SIDEWALK Stand-alone replacement sidewalks will be prioritized based on the condition and whether or not there is planned future reconstruction of the adjacent road; if there is, sidewalk replacement is to be done at the time of road reconstruction. 6 REPLACEMENT SIDEWALKS IN CONJUNCTION WITH ROAD RECONSTRUCTION Existing sidewalks generally will be replaced due to their condition, substandard width (less than 1.5m) and need to adjust their elevations to suit new roadway and driveway grades. The exception to this is that where the existing right-of-way is very narrow and there are existing substandard width sidewalks on both sides, and it is feasible to replace the sidewalk on only one side of the road. Property owners shall be notified at the detailed design stage if an existing sidewalk will not be replaced. (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Sidewalk Policy.docx

6 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 3 Municipal Road & Street Maintenance & Construction Policy 1 Ontario Provincial Highway Improvements Page 1 of 1 THAT it is the position and policy of the City of Orillia Council that all costs related to future Ontario Provincial highway improvements be paid fully by the Ontario Provincial Government, particularly with respect of all local highway approach and nearby intersection improvements, since the unconditional grants for highway transfers do not cover improvement and upgrade costs. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Ontario Provincial Highway Improvements.docx

7 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 3 Municipal Road & Street Maintenance & Construction Policy 2 Road Resurfacing Width of Road Page 1 of 1 THAT road resurfacing projects generally be constructed as close as possible to the original widths; AND THAT Public Works Department staff consult with property owners and advise members of Council in advance of authorizing work, if there is consideration of the width of a road resurfacing project varying by greater than one metre from the original road width at any point. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Road Resurfacing - Width of Road.docx

8 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 1 of 12 Winter Operations Table of Contents WINTER CONTROL Objectives 2 WINTER CONTROL Season 3 SNOW ACCUMULATION Road Plowing 4,5 ICY ROADWAYS Application of Deicers/Abrasives 6 SNOW ACCUMULATION Sidewalk Plowing 7 ICY SIDEWALKS Application of Deicers/Abrasives 8 SNOW REMOVAL BIA & Priority Routes 9 DIRECT LIQUID APPLICATION / ANTI-ICING 10 SIDEWALKS No Winter Control 11 SNOW PACK Roads 12 \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

9 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 2 of 12 WINTER CONTROL Objectives Purpose: To provide a statement of objectives for winter control operations. Objectives of Winter Control Operations: To facilitate the handling of emergencies by police, fire and ambulance services. To maintain safe, passable streets with priority given to streets carrying the highest volumes of traffic and used by public transit. To reduce hazards of winter road and sidewalk conditions to motorists and pedestrians. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

10 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 3 of 12 WINTER CONTROL Season Purpose: To define the period for Winter Control Operations. Season: The Roads and Storm Division shall have all winter operations equipment, schedules, manpower and procedures in place to commence winter operations on the 15th day of November each year. Winter operations equipment and manpower will be available to respond to a winter event, as needed, until the 15th day of April the following year. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

11 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 4 of 12 WINTER CONTROL Road Plowing Purpose: To remove snow accumulations in excess of the depths noted in Table 1 within the timeframes set out. Level of Service: While snow continues to accumulate, to deploy resources to clear snow as soon as practical after becoming aware of the fact that the snow accumulation on the roadway is greater than the depth set out in the table below. After the snow accumulation has ended and after becoming aware that the snow accumulation is greater than the depth set out in the table below, to clear the snow accumulation to a depth of less than or equal to the depth set out in the table within the timeframes set out in the table below and; o Clear the snow accumulation from the roadway to within a distance of 0.6 metres inside the outer edges of the roadway; o On class 4 and 5 highways with two lanes, the snow accumulation on the roadway must be cleared to a width of at least 5 metres. For a major snow event resources may be reassigned to the arterial roads to ensure basic access through the City for emergency vehicles and that the large traffic volumes can travel safely. If a winter event becomes so severe that winter event response cannot safely continue all operations involved in the clearing of the snow accumulation will be suspended until conditions improve. o In the event that operations are suspended police, fire, ambulance and other emergency services, school board(s), and the local radio station will be notified. Clearing of windrowed snow at all residential driveways, commercial and industrial entrances will be the responsibility of the property owner. This level of service does not apply to that portion of the roadway designated for parking. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

12 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 5 of 12 WINTER CONTROL Road Plowing The road classes used in this policy are as defined in O. Reg. 239/02 and are based on the posted speed limit and the volume of traffic. In Orillia, arterial and collector roads are typically class 2 and class 3 with most of the local roads being class 4 and class 5. TABLE 1: SNOW ACCUMULATION TIME CLASS DEPTH (to achieve surface condition SURFACE after the end of the snowfall CONDITION event) 2 4 cm 6 hours Centre-Bare Pavement 3 8 cm 12 hours Snow Packed 4 8 cm 12 hours Snow Packed 5 8 cm 24 hours Snow Packed \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

13 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 6 of 12 ICY ROADWAYS Application of Deicers/Abrasives Purpose: To treat icy roadways with deicing materials and/or abrasives as appropriate to remove the ice or provide traction within the timeframes set out in Table 2. Level of Service: When icy roadways begin to form, to deploy resources to treat the icy roadway as soon as practical after becoming aware of the fact that the roadway is icy. To treat the icy roadway within the time set out in the table below after becoming aware that the roadway is icy. If the winter event becomes so severe that winter event response cannot safely continue all operations involved in the treating of icy roadways will be suspended until conditions improve. o In the event that operations are suspended police, fire, ambulance and other emergency services, school board(s), and the local radio station will be notified. This level of service does not apply to that portion of the roadway designated for parking. Residential Routes will generally receive only the application of abrasives on hills, curves and intersections. TABLE 2: ICY ROADWAYS TIME CLASS (To treat icy roadway after becoming aware of icy roadway conditions) 2 4 hours 3 8 hours 4 8 hours 5 16 hours \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

14 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 7 of 12 SNOW ACCUMULATION Sidewalk Plowing Purpose: To remove snow accumulations from assumed City sidewalks in excess of the depths noted in the table shown below within the timeframes set out in said table. Level of Service: While snow continues to accumulate, to deploy resources to clear snow as soon as practical after becoming aware of the fact that the snow accumulation on the sidewalk is greater than the depth set out in the table below. After the snow accumulation has ended and after becoming aware that the snow accumulation is greater than the depth set out in the table below, to clear the snow accumulation to a depth of less than or equal to the depth set out in the table within the timeframes set out in the table below. If a winter event becomes so severe that winter event response cannot safely continue all operations involved in the clearing of the snow accumulation will be suspended until conditions improve. o In the event that operations are suspended police, fire, ambulance and other emergency services, school board(s), and the local radio station will be notified. Clearing of windrowed snow at all residential driveways, commercial and industrial entrances will be the responsibility of the property owner. Snow blow from sidewalk snow blowers will be blown onto City property where possible. TABLE 3 SIDEWALK SNOW ACCUMULATION Class Depth Time Surface Condition 2, Public Schools 8 cm 24 hrs Snow Packed 3, 4, 5 8 cm 48 hrs Snow Packed Business Improvement Area (BIA) Sidewalks in the Business Improvement Area are not included in this Level of Service statement. Sidewalks in the Business Improvement Area are governed by Municipal Code Chapter 660. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

15 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 8 of 12 ICY SIDEWALKS Application of Deicers/Abrasives Purpose: To treat icy sidewalks with abrasives as appropriate to provide traction within the timeframes set out in the table below. Level of Service: When icy sidewalks begin to form, to deploy resources to treat the icy sidewalks as soon as practical after becoming aware of the fact that the sidewalk is icy. To treat the icy sidewalks within the time set out in Table 4 after becoming aware that the sidewalk is icy. If the winter event becomes so severe that winter event response cannot safely continue all operations involved in the treating of icy sidewalks will be suspended until conditions improve. o In the event that operations are suspended police, fire, ambulance and other emergency services, school board(s), and the local radio station will be notified. Sidewalks will generally receive only the application of abrasives. CLASS ALL TABLE 4: ICY SIDEWALKS TIME (To treat icy sidewalks after becoming aware of icy sidewalk conditions) 24 hours \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

16 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 9 of 12 SNOW REMOVAL BIA & Priority Routes Purpose: To remove snow accumulations from sides of roadways and at intersections in excess of the depths noted in Table 5 within the timeframes set out. Level of Service: Business Improvement Area (BIA) and Priority Routes Removal and disposal of snow is carried out in those areas where inadequate physical space exists to store the snow and/or the presence of snow banks interferes with the movement of vehicular and pedestrian traffic. The objective will be to deploy resources on roadways within the response time frames set out below after becoming aware that the snow banks parallel to the roadway exceed the height specified and to reduce the height of the banks to below the height indicated in Table 5 within the timeframes specified for each classification of roadway. TABLE 5 SNOW REMOVAL BIA & PRIORITY ROUTES Class Maximum Time Depth (Metres) BIA 3 days * 0.60 m 2 As resources available 0.90 m Other As resources available As required to preserve lane width *Note: Time is dependant on weather conditions and available manpower and resources. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

17 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 10 of 12 DIRECT LIQUID APPLICATION / ANTI-ICING Purpose: To proactively try to prevent the formation of frost and black ice from forming and to proactively try to prevent snow from bonding with the road surface. Level of Service: In anticipation of a snow storm, black ice or frost event, the road authority shall consider the use of Pre-Wet and/or Direct Liquid Applications as resources are available. Direct Liquid Applications (DLA) shall be implemented if the pavement temperature is within the range specified by the manufacturer for the DLA product. DLA will generally be conducted on priority routes. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

18 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 11 of 12 SIDEWALKS No Winter Control Purpose: To define sidewalk sections that will not be plowed or sanded. Level of Service: There are some sections of sidewalks that are not plowed by the City. These sections are generally cases where the sidewalk is right beside the road and there is not sufficient space for snow storage. Many of these are in areas where the road allowance is narrow. For several of these, we maintain sidewalks on only one side of the street. The sidewalk sections that we do not currently plow are provided in Table 6. TABLE 6 SIDEWALKS NO WINTER CONTROL A. SNOW STORAGE/SIDEWALK MAINTAINED ON OTHER SIDE OF STREET STREET FROM TO SIDE East St. Atherley Rd. Clayborne Pl. East Wyandotte St. Victoria St. Barrie Rd. West Wyandotte St. Victoria St. Colborne St. W. East Tecumseth St. West St. N. Laclie St. South Borland St. E. Matchedash St. N. Parkview Ave. South North St. E. Laclie St. Canice St. South Cedar St. Laclie St. Canice St. South B. STOPS MID-BLOCK STREET FROM TO SIDE Bayview Parkway Oxford St. Hilda St. East Dallas St. Colborne St. W. Grenville Ave. East Gill St. Simcoe St. S to End (15 m) East C. SNOW STORAGE STREET FROM TO SIDE Cedar Island Rd. Bridge Dead End North Dufferin St. Barrie Rd. Colborne St. W. East St. Jean St. Cedar St. North St. E. East Fowlie St. Peter St. N. Matchedash St. N. South D. TOO NARROW FOR EQUIPMENT STREET FROM TO SIDE Parkview Ave. Borland St. E. Tecumseth St. Both E. MOST CLEARED BY ADJACENT BUSINESS STREET FROM TO SIDE Edward St. Memorial Ave. End North \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

19 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 4 Snow Removal Policy 1 Winter Control Policy Page 12 of 12 SNOW PACK Roads Purpose: To define thresholds for snow pack removal. Level of Service: Throughout the winter, snow pack tends to build up on the roads. Depending on the winter, rutting and potholes can form in the snow pack. If there are significant ruts or potholes, which are creating a hazard, and the depth of the snow pack exceeds 8 cm, the snow pack will be removed. (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Winter Control Policy.docx

20 Section 1 Road, Street, Sidewalk Maintenance and Construction Sub-Section 5 Culverts Policy 1 Installation/Lowering/City Work Page 1 of 1 Installation All private driveways shall be constructed at the owner s expense and the work shall be done under the supervision of the City to ensure the watercourses are not blocked. The owner is required to pay the City in advance of any work starting. The payment will be a flat rate per length of culvert. The rate for installation of a culvert at a new installation shall be as set out in Chapter 452 of the City of Orillia Municipal Code. The rate will reflect the average cost of installation of 380 mm diameter culvert and shall be adjusted from time to time to reflect the cost of such work. Lowering At the request of the property owner, the City will lower culverts at no cost to the property owner. The City will restore the driveway with gravel. The property owner shall be responsible for replacement of asphalt or other surface treatment, headwalls or retaining walls. At the request of the property owner the City may, if practical with other work priorities, replace the asphalt on a full cost recovery basis. If upon lowering the culvert, it is discovered that the culvert has deteriorated, the culvert will be replaced at the owner s expense. The payment will be a flat rate per length of culvert. The rate for replacement culvert shall be as set out in Chapter 452 of the City of Orillia Municipal Code. The rate will reflect the cost of 380 mm diameter culvert installation and shall be adjusted from time to time to reflect the cost of the culvert. City Work The municipality shall bear the full cost of the necessary driveway culverts where the municipality undertakes to reconstruct roadways and/or drainage systems on City streets. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Culvert Installation Lowering City Work.docx

21 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 1 of 8 POLICY STATEMENT ON THE EMPLOYMENT OF AN ENGINEERING CONSULTING FIRM WHEREAS the City recognizes that the selection of an engineering consultant may be one of the most significant decisions leading to the successful completion of a project; AND WHEREAS the City s staff and the consultant s staff should work together in a professional manner to the betterment of the project; AND WHEREAS the guide, Recommended Methods of Selecting a Consulting Engineer dated September, 1990, sets out procedures accepted by the Municipal Engineers Association and the Consulting Engineers of Ontario for a)direct appointment or b)appointment through a formal selection procedure. THEREFORE BE IT RESOLVED THAT the guide, Recommended Methods of Selecting a Consulting Engineer, dated September, 1990, produced by the Municipal Engineer s Association and the Consulting Engineers of Ontario, be accepted for use as the City of Orillia working guide for selecting consulting engineers for municipal projects. AND THAT the City Engineer shall recommend either direct or formal appointment procedures at the time of reporting on each individual project. Preamble Recommended Methods Of Selecting a Consulting Engineer The selection of an engineering consultant may be one of the most significant decisions leading to the successful completion of a project. On any project, the municipality s staff and the consultant s staff should work together in a professional manner based on mutual trust, understanding and respect. This ensures a good working relationship to the betterment of the project. The interests of both the municipality and the consulting engineering profession will be best served by this approach. In selecting an engineering consultant the following factors should be considered: ability; experience on similar type projects; personnel available for the project; reputation; location and/or local knowledge. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

22 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 2 of 8 Although fees are a consideration they should not be considered of prime importance in the selection process and selection should not be based on a tendering procedure. The selection on the basis of price rather than ability does not ensure the municipality of the best or most economical overall engineering solution. Price selection promotes reduction in services and ultimately may lead to an adversary relationship between the municipality and consultant to the detriment of the project. A municipality may select an engineering consultant by: direct appointment, or a formal selection procedure Direct appointment is normally most appropriate for normal or routine projects. If the municipality knows of an engineering consultant well suited to the project a direct appointment is the most efficient manner of selection. A roster/rotation method allows the municipality to employ a number of different consultants while matching the particular talents of a consultant to the project needs. A formal selection procedure may be required for projects unique to the municipality. It is also useful when the municipality is not familiar with a suitable consultant or needs additional information to make a decision. A formal procedure involving proposals and interviews is costly to consultants and municipalities. This cost ultimately has to be borne by both the consultant and the municipality. Thus, the formal procedure should be applied only in cases where the municipality requires additional information or data to make a sound decision. A. Direct Appointment A municipality might wish to directly approach a consultant: who has served it well in the past; or who is known to it; or who is recommended to it; or to maintain continuity on a project The municipality should ascertain if that consultant: is interested; has the necessary expertise; has qualified staff available; is willing to supply other relevant information as may be requested by the municipality. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

23 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 3 of 8 If the consultant is interested, and if the municipality is satisfied with the responses to their questions, negotiations should commence on an Engineering Agreement. During negotiations the municipality and the consultant should: discuss the project in depth; prepare Terms of Reference; agree on the consultant s compensation and method of payment; develop an engineering fee budget. If a mutually acceptable agreement can be reached, the consultant appointment is made and the selection process is ended. If an agreement cannot be reached, the municipality should terminate negotiations in writing and approach another consultant. B. Appointment Through A Formal Selection Procedure If a municipality feels that it is in its best interests to select a consultant through a formal selection procedure, the municipality should then undertake a series of actions in a logical and sequential order. These actions, or steps, as itemized below, are depicted graphically in a logic diagram as illustrated below. An explanation and elaboration of each of the steps is contained in the Guide. The steps are: 1. Define the Project and the Scope of Services Required. 2. Prepare a List of Qualified Consultants (long list) 3. Request Letters of Interest This letter should be requested if the municipality needs information to enable it to reduce the long list to a short list. 4. Identify Two to Four Candidate Consultants (short list). 5. Request Detailed Proposals 6. Interview Candidate Consultants 7. Select Preferred Consultant. 8. Meet with Preferred Consultant. 9. Execute Agreement with Selected Consultant. 10. Notify Unsuccessful Consultants. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

24 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 4 of 8 For most projects either a proposal (Step 5) or an interview (Step 6) should suffice. The use of both a proposal and an interview should be limited to complex or unique projects. Guide Elaboration of Steps in the Formal Selection Procedure. 1. Define the Project and the Scope of Services Required. A written definition of the project and an outline of the scope of services should be developed. The written outline may vary from one page to several pages, depending on the type of project and data available at the time. It should be comprehensive in describing the work required of the consultant. All available pertinent information should be noted, including previous works or studies, budget range and time frame. Such information will assist in later steps. 2. Prepare List of Qualified Consultants (Long List) Except in exceptional circumstances, the long list should not exceed ten consultants and it should never be developed by advertising. In preparing the long list the following sources may be considered: personal knowledge and/or experience of the municipality s staff; recommendations from other persons or organizations who may have had similar projects; requests from consultants asking to be considered; lists from appropriate Associations such as CEO. 3. Request Letter of Interest A letter of interest should only be requested if sufficient information to prepare the short list is not available through other sources. (See Steps 2 and 4). Letters of interest, although intended by the municipality to be simple and inexpensive for the consultant, in fact are viewed by the consultant to be an opportunity that requires effective marketing in an attempt to be short listed. Thus the consultant s tendency is to put effort and expense into preparing elaborate submissions on the basis that there is no chance of being selected unless he first makes the short list. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

25 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 5 of 8 If information is needed to develop the short list the municipality should request a Letter of Interest from the qualified consultants. As part of this letter, the municipality should request a brief written submission including: ability and experience on similar projects; key personnel available including resumes; proposed organization if project is complex and if study teams or consortiums are anticipated. When requesting the letter the municipality should include a paragraph to the following effect This is not a request for a proposal. Elaborate submissions are not expected or desired. (Two, Three, Four) interested firms will be selected for (interviews, detailed proposals) and further evaluation. 4. Identify Two to Four Candidate Consultants (Short List) From the long list, the municipality should reduce the number of qualified consultants to a reasonable number (2 to 4) of candidate consultants for detailed evaluation. Usually this can be accomplished using: the knowledge and experience of the municipal staff; references from other municipalities or owners who have carried out similar projects; references from other bodies or agencies who are familiar with the consultant capabilities and type of project e.g. MTC, MOE, MNR. 5. Request Detailed Proposals Unless Letters of Interest have been requested this is the first point of consultant involvement in the selection process. By the time the short list has been established the municipality should have determined the procedure it intends to follow for the evaluation i.e. detailed proposal or interview or, if the project is sufficiently complex or unique, both. If the evaluation procedure is to be on the basis of proposal submissions the municipality will send a Request for Proposal (RFP) to the candidate consultants. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

26 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 6 of 8 The Request for Proposal should contain: the definition of the project; the scope of services required; the Terms of Reference as developed in Step 1. The Request for Proposal should ask the consultant to address the following: name, size, location and description of firm; staff or study team proposed for assignment to the project; resumes of key personnel; previous experience, with dates, on similar assignments; project methodology, if applicable; schedule or time frame; basis for remuneration i.e. fixed fee, cost plus, percentage of construction cost, combination, etc. Depending on the size and complexity of the assignment, the municipality may elect to hold a joint briefing meeting with the candidate consultants. This meeting would serve to: identify the municipality staff associated with the project together with their responsibilities; review and explain the Terms of Reference; outline and, in some cases, disseminate background material available to the consultant for use in preparing the proposal; provide an opportunity for the consultants to ask questions or seek clarifications. Such joint meetings may save time for the municipality staff and will also ensure that the consultants are provided with identical information at an early stage in the preparation of their proposals. 6. Interview Candidate Consultants If the municipality elects to interview candidate consultants and not require detailed proposals, the information to be obtained through the interview should be similar to that requested in a proposal as outlined in Step 5. The consultant s nominated Project Manager should attend the interview. Other consultant personnel attending should be at the discretion of the consultant. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

27 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 7 of 8 An interview will provide an opportunity for the municipality to assess the potential compatibility of the municipal and consultant senior staff on the project. If, on a complex or unique project, an interview follows receipt of detailed proposals, the interview should concentrate on a more in-depth discussion of the points contained in the proposal. Clarification on aspects of the project could be sought by either party and discussions could take place on subjects which were not covered in the written submission. Although fees should not be the main factor in making the selection, it would be appropriate for the municipality to discuss and identify projected costs associated with the assignment at this stage. 7. Select Preferred Consultant Selection of the preferred consultant should be made on: ability; qualifications and experience on similar type projects; personnel assigned to the project; reputation; location and/or local knowledge; workload. The fee basis may be a factor in the evaluation but selection should not be made on the basis of upset limits or tendering procedures for the reasons previously outlined in the Preamble. A selection committee may be used in the evaluation process. A point rating format may be a valuable asset in ranking the candidate consultants. If a rating system is used it should be outlined in the Request for Proposal or be made known to the candidate consultants prior to the submission of the proposal or prior to the interview. 8. Meet with Preferred Consultant Following the ranking of the candidate consultants, the municipality should meet with the preferred consultant i.e. the No. 1 ranked consultant. The purpose of the meeting is to: discuss the project in depth; jointly update the Terms of Reference; agree on the Engineer s Compensation; \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

28 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 1 Consultant Selection Process Page 8 of 8 develop an engineering fee budget; negotiate other salient points leading to an Engineering Agreement. If agreement cannot be reached, the municipality should terminate negotiations in writing and commence negotiations with the second ranked preferred consultant. 9. Execute Agreement with the Selected Consultant When negotiations have successfully concluded with the selected consultant in Step 8 the municipality should prepare an Engineering Agreement for execution by the consultant and by the municipality. Reference should be made to the current edition of the MEA/CEO Agreement form and the companion guidelines. 10. Notify Unsuccessful Consultants Following the successful conclusion of negotiations in Step 8 all unsuccessful consultants should be notified in writing that the selection procedure has been completed and giving the name of the selected consultant. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Consultant Selection Process.docx

29 Section 2 Recruitment Sub-Section 1 Engineering Assistance Policy 2 As Required Basis Page 1 of 1 THAT City staff be authorized to engage the Developer s Engineer as required as per the latest revision of the Professional Engineers of Ontario Fee Schedule, to provide City staff with engineering assistance for related works on development projects which are the municipality s responsibility, the cost of which will be deducted from the Developer s Development Charges as set out in the Development agreement; AND THAT City staff be authorized to engage private engineering firms and engineering assistance to undertake Class Environmental Assessments and engineering projects initiated by developers under the Development Charges Act, and to provide assistance for projects approved in annual budgets or as otherwise approved by Council within the limits of the approved budgets, on an as required basis as per the latest revision of the Professional Engineers of Ontario Fee Schedule. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Engineering Assistance As Required.docx

30 Section 3 Forestry Sub-Section 1 Tree Planting Policy 1 Construction: Replacement of Trees Page 1 of 1 All trees that are removed from City road allowances shall be replaced. The priority for planting locations will be: 1. At the same location. 2. In the same area (this may extend to planting on private property with the owner s agreement). 3. At another location where there is a deficiency of trees. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Construction Replacement of Trees.docx

31 Section 3 Forestry Sub-Section 1 Tree Planting Policy 2 Downtown Area CITY OF ORILLIA POLICY MANUAL Page 1 of 1 THAT as requested by the Downtown Management Board, the City assume the cost of maintenance and replacement of the trees in the downtown area. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Downtown Area.docx

32 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 1 of 9 Purpose The Municipal Tree Policy will provide the strategic framework used by the City of Orillia to protect and manage our trees so that they are here for future generations to enjoy. Application It is intended that the Municipal Tree Policy will apply to: All municipally controlled lands. The land within the City of Orillia associated with the facilities of the Orillia Power Corporation and affiliated companies. City controlled processes, such as development approvals. All other public agencies (School Boards, Provincial and Federal Governments) are asked to apply the relevant policies to their holdings. Policy Objectives To maintain and improve environmental quality in the community by conserving and adding to the tree cover in Orillia. To re-affirm the importance to community of having an extensive tree cover. To provide guidance to decision-makers when dealing with issues which affect components of the City s tree cover. To maintain and enhance the safety of the public, City staff and employees of the Orillia Power Corporation. To minimize the potential for conflicts between tress and services, particularly overhead power lines. To maximize the impact of maintenance and planting programs in a cost-effective manner. To enhance the appearance of Orillia s streetscape through the retention and increase of street tree plantings. To implement the provisions of the Official Plan regarding preservation of the environmental quality and the character of neighbourhoods. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

33 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 2 of 9 Format The Municipal Tree Policy has been divided into eight key areas: Communication with the Public Tree Inventory Tree Planting Types of Plantings Tree Maintenance Trees and Urban Development The Role of Trees in Urban Character Scout Valley Special Policy Area Communication with the Public Policy Statement The City of Orillia will inform and consult with the community in regard to projects affecting trees, including streetscape planning, required tree trimming or removal, and tree planting policies and programs. Strategy Local residents and councillors will be given direct notice of significant works affecting on trees well in advance. The notice will identify the application of the relevant sections of the Tree Policy to the works being undertaken. Provide tree management information to the community regularly through local media. Review and update City web site regularly to provide timely and accurate tree management information. Encourage residents and community groups to adopt a tree. Encourage residents to assist with the maintenance of new street trees. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

34 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 3 of 9 Tree Inventory Policy Statement` The City of Orillia recognizes that trees benefit the community and an awareness of the existing tree cover is important in making decisions which could affect it. The effectiveness of maintenance programs to ensure public and employee safety is dependent on an awareness of the current condition of Orillia s tree cover. Strategy Create an inventory/database of existing street tree cover, identifying: location, species, size and condition. Priority should be given to the identification of trees which due to species, age, location and general condition could reasonably be expected to poise a significant hazard, now or in the future. Inventory of sites for new street tree plantings, location, size restrictions, soil conditions and other constraints. Update Street Tree Database on a regular basis. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

35 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 4 of 9 Tree Planting Policy Statement The City of Orillia recognizes the environmental benefits of trees to the community and will continue to seek new opportunities for tree planting. Strategy Grant permission for private initiatives to plant trees on city boulevards, having regard for site specific constraints, e.g. traffic safety, potential conflicts with overhead power lines. Pursue partnerships and funding from outside organizations. Subsidize private plantings on City boulevards through the City s Tree Planting Program. Implement a policy related to the replacement of trees removed from road allowances, recognizing site specific constraints. Implement a policy related to the replacement of trees removed along utility corridors. Replanting should be done either away from the corridor or else through the planting of compatible species within the corridor itself. Incorporate tree planting in the design of new roads and road reconstruction projects, recognizing site specific constraints. Implement a municipal program of new tree planting on rights-of-way. This would be directed at providing an eventual replacement canopy in areas facing a loss of tree cover in the foreseeable future, as well as on those streets, which currently have few or no street trees. Provide appropriate maintenance during the establishment period of new trees. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

36 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 5 of 9 Types of Plantings Policy Statement The City of Orillia will make every effort to choose those species of trees that will thrive in the applicable growing conditions. The appropriateness of tree species for particular locations shall be carefully considered. While the historical importance of substantial plantings of maple trees is recognized, species selection shall be carefully considered to address site specific considerations. Strategy Species selection: Goal is to choose trees which are zone tolerant, generally not susceptible to disease or pests, tolerant of urban conditions and are suitable for the specific growing conditions. Where planting does take place near overhead power-lines, compatible species shall be selected. Establish minimum sizes for street tree plantings, e.g. 35 mm caliper nursery stock, to reduce mortality rates and enhance the impact of plantings, while recognizing cost considerations and the specific factors affecting the site to be planted. A preference for planting on boulevards would be given to broadleaf deciduous species (as these are more salt tolerant and are more in keeping with the existing streetscape character than conifers). Coniferous trees may be appropriate in a park or other setting. Non-invasive species shall be selected. Native species will be incorporated where possible. A variety of species should be planted to in order to increase flexibility in addressing sitespecific factors and to reduce the potential for disease and pest problems associated with a mono-culture of a particular species. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

37 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 6 of 9 Tree Maintenance Policy Statement Public and employee safety must be a primary consideration at all times. Maintenance programs shall be designed and implemented so as to enhance long-term impact and costeffectiveness The City of Orillia recognizes that trees are a major asset to the community and will ensure that high management standards are maintained at all times. Strategy Priority should be given to trees which due to species, age, location and general condition could reasonably be expected to poise a significant hazard, now or in the future. Preventative maintenance to enhance the long-term health of the tree cover and to reduce the potential for hazards in the future shall be a key component of maintenance programs. Implement an integrated Maintenance Program/Contract for existing trees on public lands. Benchmark the Street Tree Maintenance Program/Contract against other municipalities. Conduct an annual review of the Street Tree Maintenance Program/Contract. Tree and Urban Development Policy Statement Trees will be protected from development and other activities that threaten their health. Strategy Implementation of tree-friendly development standards. Adoption of design standards for development and redevelopment, including the clustering of services, and offsetting pavement, sidewalks and street lighting. This is to maximize the potential for healthy plantings and minimize the potential for healthy conflicts with servicing requirements. Incorporating requirements for the planting of street trees into development agreements. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

38 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 7 of 9 The Role of Trees in Urban Character Policy Statement The City will encourage the enhancement and maintenance of treed streetscapes that reflect and reinforce the character of Orillia. Strategy Develop detailed Streetscape Tree Guidelines for the City of Orillia, divided into the following categories: 1. Local streets boulevard plantings where appropriate. 2. Collectors increased set-backs for plantings from intersections. 3. Arterials plantings where possible given right-of-way widths and potential widening requirements. Greater reliance may have to be placed on plantings on private property immediately adjacent to the ultimate right-of-way. 4. Gateways and Parkways special attention should be paid to the entry points to the City and roadways adjacent to substantial open spaces where the potential for more extensive plantings and the use of appropriate flowering species, etc. exists. Provincial Highways the potential for a partnership with the Province and corporate sponsors for plantings along Provincial Highways and in the interior of ramps for Highway 11 should be explored. Prioritize Streetscape Plans and estimate implementation costs of each section of the Plans. Consider street maintenance issues, e.g. snow removal, parking and traffic, as part of these designs. Consider heritage values and the preservation of important vistas as part of these designs. Consultation with the public as per the communication strategies identified above. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

39 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 8 of 9 Scout Valley Special Policy Area Scout Valley s forested areas shall be managed so as to best preserve the environmental, recreational and educational resources on the site. Removal or trimming of trees can be done if it is intended to address a safety hazard to users of the property, protect the health and growth of a stand or an individual tree or species. The site s management plan shall be regularly reviewed and updated where appropriate. Trail routing and maintenance is to be done so as to minimize the impact of the tree cover, subject to potential safety concerns. Potential Partnerships The emphasis should always be on co-operation and the potential for partnerships. 1. Orillia Power Corporation 2. City of Orillia, Parks and Recreation with respect to sharing of expertise, equipment and training. a. to formalize existing policies and programs. 3. City of Orillia, Operations policies regarding boulevards and servicing corridors for maintenance and new plantings. 4. City of Orillia, Planning and Development formalize policies regarding landscaping requirements implemented through planning approvals. 5. Miscellaneous City properties i.e. Opera House and Stephen Leacock Museum. 6. Businesses including corporate sponsorships. 7. Schools manpower for inventories and planting programs. a. public lands. 8. Citizen groups. 9. Individuals and informal neighbourhood groups Tree Planting Program as well as private initiatives. 10. Federal, provincial level re: public lands \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

40 Section 3 Forestry Sub-Section 1 Tree Planting Policy 3 Municipal Tree Policy CITY OF ORILLIA POLICY MANUAL Page 9 of 9 Existing Resources Orillia Power Corporation partial inventory of trees along power lines, contract forester, informal operating policies. Parks and Recreation Department arborist on staff, management program in place for parks system and downtown streets, sponsorship program. Trails for Life Planting and sponsorship programs. Planning and Development Department policy direction in Official Plan, implementation through Planning Act approvals, administration of City Tree Planting Program. Operations Division informal operating policies. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Municipal Tree Policy.docx

41 Section 4 Sign Policy Sub-Section 1 City Entrance Signs Policy 1 Community Service Organization Signs Page 1 of 1 1. Location of Signs City maintained backboards are located on the boulevard adjacent to the following five major road access points to Orillia: Memorial Avenue at United Drive Atherley Road at Couchiching Point Road Laclie Street at Sundial Drive Coldwater Road at Westmount Drive Rugby Road at Harvie Settlement Road Approved community service organization signs will be installed by the Public Works Department. 2. Number of Signs Permitted The City maintained backboards are designed to accommodate a maximum of fourteen community service organization signs. 3. Applications for Sign Installation Applications from service clubs desiring installation of their sign on the City maintained backboards should be made through the Facilities and Special Projects Department in writing. A sketch of the sign proposed for installation should be enclosed with this application. Applications from community service organizations will be considered on a first come first served basis. During periods in which all fourteen spaces on the backboard are occupied, additional applications from service clubs will not be considered. 4. Approved Signs Community service organizations are required to provide the City with a camera ready logo. It is the responsibility of community service organizations to provide the Facilities and Special Projects Department with replacement signs when their original signs become damaged or are stolen. (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Community Service Organization Signs.docx

42 Section 4 Sign Policy Sub-Section 1 City Entrance Signs Policy 2 Community Special Events Page 1 of 1 Number of Event Panels Permitted Each event sign can accommodate up to three events at one time. The fourth information telephone number panel will remain up at all times. Requests for Sign Installation Requests for sign installation from interested organizations will be considered on a first come first served basis. Events will be advertised for a minimum of two weeks prior to the event. During periods in which all spaces on the sign are occupied, additional requests will not be considered. Installation Fee The community organization will be responsible for the cost of the construction, delivery and annual replacement cost for the date panels. The community organization is also responsible for the cost of replacement of the signs when they become worn or are stolen. Installation The Public Works Department will arrange for installation, removal and storage of the event panels. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Community Special Events.docx

43 Section 4 Sign Policy Sub-Section 2 Tourism Oriented Directional Signage (TODS) Policy 1 Installation Policy Page 1 of 1 Terms The City will purchase and install the sign panels Maximum of four panels per sign post Sign location to be approved by Engineering Department Fees: Cost of sign panel, installation, plus 15% administration The City will not be responsible for damage to signs Replacement cost for worn or damaged signs the responsibility of the agency Any existing signs on City property and mid block signage to be removed at the time of TODS installation Sign Specifications Maximum size *48 x 12 (space permitting) Colour: Background 3M Blue #3275 Lettering, Icon Arrow, border White Lettering: Font Helvetica Medium Upper case lettering on first letter of each word Lower case for balance of word Sign panels 16 gauge steel (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Installation Policy.docx

44 Section 4 Sign Policy Sub-Section 3 Overhead Banner Policy 1 Use of Banner CITY OF ORILLIA POLICY MANUAL Page 1 of 3 1. The installation of cross-street overhead, suspended banners shall be limited to the advertising of international, national, provincial or citywide sporting, cultural and/or community based public events and campaigns, including fund raising drives. 2. All overhead, suspended, street banners shall be installed by City personnel only at City designated locations. 3. All applications shall be in writing and approval granted on a first come, first served basis for the current year. Applications received prior to December 31 st for a banner in the following year shall be deemed to be received January 1 st of the following year. Schedule conflicts for applications received prior to December 31 of the previous year will be resolved by discussion or on a lottery basis if needed. 4. The Roads and Storms Division of the City s Public Works Department at 20 James Street W. is authorized to process all written requests by organizations for the installation of overhead, suspended street banners. Staff decisions may be appealed to the Director of Public Works. 5. The applicant shall be responsible for all costs associated with the installation, maintenance and removal of banners. 6. A non-refundable banner installation and administration fee payable by cash, cheque or money order to the Treasurer, City of Orillia must be submitted with each application. 7. The applicant agrees to provide the banner to the Roads and Storms Division a minimum of two working days in advance of scheduled banner installation. 8. The normal banner installation period is one week. However, if there is no conflict with other users a maximum period of three weeks will be allowed. Event-related banners will be removed immediately after the event. 9. Banner installations or removals may be delayed due to inclement weather conditions. 10. The City reserves the right to remove any banners that are in an unacceptable visual or physical conditions, or are creating a hazard to motorists or pedestrians. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Use of Banner.docx

45 Section 4 Sign Policy Sub-Section 3 Overhead Banner Policy 1 Use of Banner CITY OF ORILLIA POLICY MANUAL Page 2 of The size of the banners shall be 1.2 metres in height and 10.0 metres in length and shall have a sufficient number of wind holes set in staggered configurations 200 millimetres in from the bottom and top edges to prevent tearing during high winds. The wind holes shall have a minimum diameter of 100 millimetres. 12. A minimum of 18.0 metres of 12.5 millimetre diameter attachment ropes woven and stitched through the top and bottom of the banner with 4.6 metres of rope free on each end top and bottom must be provided. 13. Twenty, 19 millimetre diameter metal and/or plastic eyelet grommets shall be spaced equally along the top and bottom of the banner for tie-wrap attachment to the banner span cables. 14. Banner material shall be vinyl-coated, heavy-weave, canvas or polypropylene fabric. Materials should be selected for durability and dimensional stability and colour-fastness. 15. The applicant shall be responsible for the maintenance of the banner and keep it in good physical condition and visual appearance. If maintenance is required during the period when the banner is displayed the City of Orillia will temporarily lower the banner at the applicants cost (time and materials), remove and reinstall the banner at the applicants cost or simply remove the banner. 16. The costs of supplying banners shall be borne by the applicant in whose ownership and care the banner shall remain. 17. The City of Orillia will not be responsible for lost, stolen or damaged overhead banners. Suggestions Design consideration should be given to ensuring that the temporal information (dates, and perhaps location) can be revised on an annual basis. Vivid and contrasting colours are preferred with enough value (light and dark) separation to provide reasonable legibility under low lighting conditions. Colour pigments or dyes should be selected for exterior applications and be resistant to fading or colour bleeding. Lettering should be large, bold and without serifs. Text shown should be of legible size as seen by passing motorists (i.e. Not less than 150 millimetres). \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Use of Banner.docx

46 Section 4 Sign Policy Sub-Section 3 Overhead Banner Policy 1 Use of Banner CITY OF ORILLIA POLICY MANUAL Page 3 of 3 (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Use of Banner.docx

47 Section 4 Sign Policy Sub-Section 4 Quiet Zone Policy 1 Orillia Soldiers Memorial Hospital Page 1 of 1 THAT the appropriate Quiet Zone signs be posted on the streets surrounding the Orillia Soldiers Memorial Hospital. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Orillia Soldiers' Memorial Hospital.docx

48 Section 4 Sign Policy Sub-Section 5 Environmental Awareness Policy 1 Turtle Warning Page 1 of 1 THAT Council approve the installation of two turtle warning signs on Forest Avenue South between Victoria Crescent and Lankin Boulevard, and two turtle warning signs on Bass Lake Sideroad between Old Scotia Place and Hawthorn Place, as requested by Kids For Turtles Environmental Education; AND THAT the costs be borne by Kids for Turtles Environmental Education. (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Turtle Warning.docx

49 Section 4 Sign Policy Sub-Section 6 Roadside Memorial Signage Policy 1 Eligibility and Criteria Specifications Page 1 of 5 Purpose: The purpose of the roadside memorial sign program is to provide immediate family members or sponsors of persons fatally injured in collisions with the opportunity to memorialize them by sponsoring a roadside memorial sign to be erected on an arterial or collector roadway, within the City s right-of-way. Alternatively, family members or sponsors may request to memorialize them on a plaque placed below one of four permanent signs erected at each of the City s High Schools. Eligibility: In order to be eligible for a roadside sign, the following criteria must be met: The accident must have occurred within two years of the application; The accident occurred on a City owned roadway; The accident resulted in a human death; There is no written opposition to the installation of a memorial sign from any immediate family member; In the case where an application is made for an intoxicated driver (alcohol or any other controlled substance) who was fatally injured, the name plaque shall read Sponsored by (family name or applicant) and will not include the driver s name. Sign Specifics: The sign panels are 60cm x 60cm blue rectangles with one of the following messages to be chosen by the applicant: Please Drive Safely Be Safe Buckle Up An additional 40cm x 60cm plaque bearing the words In Memory of (Name of fatality) or Sponsored by (Name) will be installed beneath the sign panel. In the event of multiple fatalities, additional names can be placed on the plaque. Requesting a Sign: An immediate family member (spouse, child, stepchild, brother, stepbrother, sister, stepsister, mother, stepmother, father or stepfather) of the deceased victim may request a memorial sign by submitting a completed application form. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Roadside Memorial Signage.docx

50 Section 4 Sign Policy Sub-Section 6 Roadside Memorial Signage Policy 1 Eligibility and Criteria Specifications Page 2 of 5 Alternatively, a non-family member sponsor may request a memorial sign by submitting a completed application form together with written agreement of at least one member of the deceased s immediate family. Process and Procedures: The applicant submits to the City of Orillia a completed application form. The City will review the application within 30 days. (If necessary for verification purposes, the applicant may be asked to provide additional documentation such as an accident report or death certificate.) Upon approval, the sign will be ordered, fabricated, delivered and installed within 60 days. Sign Location and Maintenance: Signs will only be installed on City owned arterial and collector roadways. If the fatality occurred on a local road, the sign will be installed on the nearest arterial or collector road at the discretion of the City. The specific location of the sign is at the discretion of the City. One sign designating the site of a fatal crash will be installed in one direction of travel on the right side of the road in close proximity to the crash location. The City will replace the sign at no cost to the application should it be vandalized or otherwise damaged. Permanent Be Safe Buckle Up signs have been installed near each of the City s four High Schools. Family members or sponsors may request that the 300mm x 600mm plaque bearing the words In Memory of (Name of fatality) or Sponsored by (Name) be installed below one of the permanent signs. Placement of memorial plaques at the High School locations is subject to availability. Sign Removal: Cost: The sign or plaque will remain in place for two years from the date of initial placement. The applicant (or any immediate family member) may request removal in writing at any time. After two years, the sign or plaque will be removed by the City and donated to the applicant, if the applicant so wishes. There is no cost to the applicant or family of the victim. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Roadside Memorial Signage.docx

51 Section 4 Sign Policy Sub-Section 6 Roadside Memorial Signage Policy 1 Eligibility and Criteria Specifications Page 3 of 5 Attachments A) Roadside Memorial Signage Application B) Roadside Signage Template (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Roadside Memorial Signage.docx

52 Section 4 Sign Policy Sub-Section 6 Roadside Memorial Signage Policy 1 Eligibility and Criteria Specifications Page 4 of 5 Attachment A to Policy CITY OF ORILLIA ROADSIDE MEMORIAL SIGN APPLICATION Name of Person or Sponsor Applying for Sign: Daytime Telephone Number: Address: Mailing Address: City: Province: Postal Code: Date of Fatality: Location of Fatality: Victim or Sponsor Name(s) (as they should appear on the sign): Victim Name(s) (as they appear on collision report): Roadside Memorial Sign message to be included on the main sign (please check one): Please Drive Safely Be Safe Buckle Up Be Safe Buckle Up High School Locations (Please choose one, subject to availability) Wording of Plaque under Main Sign (Please fill in one): In Memory of Orillia & District Collegiate & Vocational Institute Park Street Collegiate Twin Lakes Secondary School Patrick Fogarty Catholic Secondary School Sponsored by Applicant Signature Date: Victim s Immediate Family Signature(s): Date: \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Roadside Memorial Signage.docx

53 Section 4 Sign Policy Sub-Section 6 Roadside Memorial Signage Policy 1 Eligibility and Criteria Specifications Page 5 of 5 Attachment B to Policy \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Roadside Memorial Signage.docx

54 Section 5 Traffic Signs and Signals Sub-Section 1 ITE Warrant System Policy 1 Crossing Guards Page 1 of 1 The Institute of Transportation Engineers (ITE) warrant system or the Ontario Traffic Conference (OTC) School Crossing Guard Guide will be used as a guideline for the placing of Crossing Guards where suitable alternative crossing locations and crossing protection measures are not available. (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Crossing Guards.docx

55 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 1 of 34 1 INTRODUCTION 1.1 Background The Public Works Department receives numerous concerns, both real and perceived, from residents regarding high traffic volumes, short-cutting, speeding and overall neighbourhood safety. The City of Orillia does not currently have a traffic calming policy and concerns are addressed through data collection, site review, and front-line mitigating measures such as signs and line painting as well as traffic enforcement conducted by the Ontario Provincial Police, Orillia Detachment. 1.2 Purpose The purpose of this policy is to provide guidelines, procedures and criteria for the initiation, investigation and implementation of traffic calming measures within residential neighbourhoods to address safety concerns related to speeding and excessive volume in a fair and efficient manner. Guidelines included in this policy will be applied to local and collector roadways within primarily residential neighbourhoods. The policy does not apply to arterial roadways. While similar traffic related issues may exist on arterial roadways, their primary function is to move traffic efficiently. Therefore, traffic calming measure(s) that may be appropriate for use on non-arterial roadways would not be suitable for use on arterial roadways. 1.3 What is Traffic Calming? Traffic calming is defined as the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behaviour and improve conditions for non-motorized street users. 1 Traffic calming measures can be effective in reducing vehicle speed, excessive traffic volume and improve overall neighbourhood safety. Traffic calming measures combined with engineering, educational and enforcement tools, can significantly improve the safety of neighbourhoods. The physical traffic calming measures referred to in the above-noted definition refer to a combination of vertical and horizontal deflections in the roadway as well as obstructions and traffic regulations. Traffic calming measures may include speed humps, raised intersections, traffic circles, curb extensions, curb radius reductions, diverters and raised median islands. 1 Canadian Guide to Neighbourhood Traffic Calming, Institute of Transportation Engineers, 1998, Page 1-1. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

56 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 2 of 34 The TAC/ITE Canadian Guide to Neighbourhood Traffic Calming provides a detailed list of traffic calming measures including a brief description as well as the potential benefits and disadvantages of each technique (presented in Appendix A) Traffic Calming Advantages and Disadvantages Advantages Traffic calming may: Reduce motor vehicle speeds; Reduce traffic volume; Discourage through traffic; May reduce collisions; Improve neighbourhood environment; and Reduce conflicts between roadway users. Disadvantages Traffic calming may: Increase emergency vehicle response time; Reduce ease of access in and out of neighbourhoods; Result in expensive solutions (time and resources); Shift or divert traffic onto neighbouring roadways Increase maintenance time and costs (e.g. snow clearing, garbage pick-up); and Result in the implementation of measures some consider visually unattractive and/or cause increased noise pollution. 1.4 Objectives The objective and purpose of traffic calming is to restore streets to their intended function by addressing undesirable traffic conditions such as speeding and excessive volume on local and collector roadways. The objectives of traffic calming and this policy are to: i. Increase the Safety of Neighbourhoods Excessive traffic volume and speeding on residential roads is the basis for many of the concerns received from residents. Through the use of physical measures, alone or in various combinations and implemented properly, can alter driver behaviour and can improve safety on neighbourhood streets by reducing conflicts between street users. The resulting reduction in volume and speed will create a safer environment for all residents including pedestrians, cyclists, children, disabled persons and seniors. ii. Improve the Livability of Neighbourhoods Traffic calming measures may restore the livability of a neighbourhood by minimizing the volume and speed of through traffic. As a result, negative impacts such as excessive noise, air pollution from vehicle emissions, volume of vehicles, and potential safety hazards are minimized. Traffic calming measures can aesthetically enhance the neighbourhood environment with design and landscaping. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

57 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 3 of 34 iii. Restore Streets to their Intended Function The purpose of traffic calming is to restore streets to their intended function. The principal function of a residential local roadway is to provide access to adjacent properties and is not intended to be through routes or move significant amounts of traffic. The principal function of a residential collector roadway is to provide access to adjacent properties and to provide connections between local roadways and other collector and arterial roadways. iv. Preserve Access and Minimize Impact to Emergency Services, Public Transit and Other Maintenance Services The potential impacts to emergency services, transit and maintenance vehicles will be considered throughout the implementation of traffic calming measures. The needs of these services will be balanced against the need to slow and/or reduce traffic. In addition, this policy outlines the process through which all potentially impacted services will have the opportunity to comment on any proposed plans before implementation. v. Promote Public Participation and Community Support Traffic calming measures have a direct impact on neighbourhoods and the residents living in them. For traffic calming to be successful, the neighbourhoods must be committed to and support the solution. An important part of the process includes resident communication and feedback in order for staff to understand the history of the traffic problems in the neighbourhood. Effective communication with residents provides staff with the opportunity to explain to residents the benefits of traffic calming measures while deterring them from less effective countermeasures. 1.5 Guidelines The following guidelines will be taken into consideration when investigating, selecting and implementing traffic calming measures. This will ensure that the appropriate measures are considered fully, and the potential negative impacts are minimized. Following these guidelines will maximize the effectiveness of traffic calming while building community acceptance and support for the final recommendations. Traffic calming measures will: Be considered only after education, enforcement and traffic engineering efforts have failed to produce the desired results. Be considered when there is a demonstrated safety, speed or short-cutting traffic concern and acceptable alternative measures have been exhausted. Be considered after focus is placed first on improvements to the arterial road network, such as adjusting signal timing. Include consideration as to whether an area-wide plan versus a street-specific plan is more suitable: an area wide plan should be considered if a street-specific plan would likely result in displacement of traffic onto adjacent streets. Be predominantly restricted to two lane roadways (one lane of through traffic in each direction) and a posted speed limit no greater than 50 km/h. Not impede non-motorized, alternative modes of transportation and be designed to \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

58 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 4 of 34 ensure pedestrian and cycling traffic is unaffected. Not impede emergency, transit and maintenance services access unless alternate measures are agreed upon. Maintain reasonable automobile access to City roadways. Consider parking removal on a project-by-project basis. Parking needs of residents should be balanced with the equally important functions of traffic, emergency vehicle access, transit, maintenance, bicycle, and pedestrian movement. Only be installed after Public Works Engineering staff has investigated existing traffic conditions and the necessary approvals have been received. Be monitored; follow-up studies will be completed to assess effectiveness and the results will be communicated to the community and Council. 1.6 Community Involvement The objective and purpose of traffic calming is to restore streets to their intended function by addressing undesirable traffic conditions such as speeding and excessive volume on residential local and collector roadways. For traffic calming to be successful, the neighbourhoods must be committed to and support the solution. The only means of gaining this commitment is to involve the residents by informing them of the study location being considered for traffic calming measures. Another important part of the process includes resident communication and feedback as to the history of the traffic problems and possible solutions. Residents are encouraged to participate in the development of a traffic calming plan suitable to the neighbourhood and the concerns identified within it. Community involvement assists in the implementation of a plan without significant opposition upon completion and also enhances the credibility of the traffic calming program. Communication with residents is made at various stages throughout the process as the traffic calming plan is developed and implemented. Traffic calming plans should be developed with an understanding of current and historical traffic patterns within the area under investigation. In order to obtain a working partnership with the community, meetings will be scheduled and surveys delivered to residents affected by the implementation of traffic calming measures. 1.7 Environmental Assessment Act, 1990 Traffic calming is exempt from the Ontario Environmental Assessment Act and is not an undertaking subject to the Municipal Engineers Association Municipal Class Environmental Assessment (October 2000, as amended in 2007). Where appropriate, public consultation elements of the Municipal Class EA for a Schedule B project have been incorporated in this policy as a best practice. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

59 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 5 of Appropriate Streets for Traffic Calming This policy defines the types of roadways that are suitable for traffic calming in the City of Orillia. Traffic calming will only be considered on residential local and collector roadways and not on arterial roadways in the City. Through application of this policy and by applying good engineering judgment, traffic calming measures, when installed, will be done so in a manner which will ensure that they provide the most effective solutions while continuing to support the intended function of the roadway. For example, to ensure that transit service remains efficient on collector routes, curb radius reduction would not be recommended at locations where transit vehicles must turn right since curb radius reductions significantly slow the turning speed of vehicles. Local Roadways The primary function of local roadways is to provide access to adjacent properties. Local roadways are not intended for use as through routes or as important links to move traffic within an area s overall road network. Local Roadway Examples: Peter Street, Matchedash Street, Mary Street Collector Roadways Collector roadways balance access to adjacent properties with the need to collect and distribute residential traffic travelling into and out of a neighbourhood. For the purposes of this traffic calming policy, the City s collector roadways are divided into 2 categories: Minor Collectors: Carry lower traffic volume (1,000-3,000 vehicles per day) between local roads and major collector roadways and some arterial roadways. Minor collectors help circulate traffic within individual neighbourhoods. Minor collectors link smaller crescent/cul-de-sac type local roadways to the larger road network but are relatively short as compared to major collector roadways which may extend from one side of the City to the other. Minor Collector Roadway Examples: North Street, Bay Street, Hughes Road Major Collectors: Carry higher traffic volume (3,000+ vehicles per day) between local roadways, other collectors and arterial roadways. Major collectors intersect with two or more arterial roadways and quite often extend from one end of the City to the other. Major Collector Roadway Examples: Barrie Road, Brant Street, Gill Street, Forest Avenue \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

60 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 6 of 34 2 TRAFFIC CALMING PROCESS The following process will be used when proceeding with a request for traffic calming. An established and formal process for investigating roads provides consistency and equality in the determination of traffic calming. 2.1 Process Initiation Residents with traffic related concerns are instructed to submit their written request to investigate traffic calming within their neighbourhood to the City. City staff will then conduct a brief preliminary assessment to determine if the requested roadway meets the following Initial Screening Criteria Initial Screening Criteria: Determination of Eligibility When requests are received, a review of the roadway(s) is made to determine if the following initial screening criteria are met: Must be a residential local or collector roadway; Must have a minimum 500 Annual Average Daily Traffic (AADT); The posted speed limit shall not be greater than 50 km/h; All reasonable efforts have been made to address the concerns utilizing other means including engineering, education and enforcement tools; Roadway must be assumed and maintained by the City of Orillia; Zoning should be primarily residential in nature; and Requested street or section of street must be a minimum of 150m in length. Following this initial review, the City will inform residents as to whether or not their location meets the initial screening criteria. Residents with requests that meet the abovenoted initial screening criteria will receive information about the traffic calming process, as well as a copy of the City s Traffic Calming Neighbourhood Petition (see Section 2.1.3). Roadways that do not meet the above-noted criteria may still be eligible for other mitigating measures and/or police enforcement initiatives, as discussed below Ineligible for Traffic Calming based on Initial Screening Criteria For locations not meeting the above-noted initial screening criteria, staff will consider front-line mitigating measures to address the neighbourhood traffic concerns. These methods could include tools such as the use of driver feedback boards, targeted police enforcement, sign installation and pavement marking modifications. Front-line mitigating measures will often not require public involvement such as surveys and public meetings. However, they may require monitoring and evaluation to assess their effectiveness. Details regarding front-line mitigating measures are provided in Appendix B. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

61 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 7 of Traffic Calming Neighbourhood Petition After it has been determined that the requested location meets the initial screening criteria, the proponent must submit a written request, accompanied by a petition. Staff will provide a copy of the petition to the proponent. The focus of the petition will centre on whether or not there is neighbourhood support for the City to initiate an investigation into the need for traffic calming on the requested roadway. The petition must contain an indication of support from at least 51% of the households with direct frontage or flankage onto the section of roadway that has been identified as the location for the potential implementation of traffic calming measures, as defined by Public Works Engineering Staff. Each household is represented by one signature, regardless of the number of people in the household. This step in the process is crucial in determining the level of concern from the residents. Failure to meet the 51% support level will result in termination of the investigation; meeting the required 51% support level will trigger the commencement of a traffic calming investigation. 2.2 Data Collection and Analysis If the requested location meets the initial screening criteria and petition results indicate that there is at least 51% support, data collection and analysis will commence. The collection of traffic data, as deemed necessary by Public Works Engineering Staff, will serve to provide a better understanding of the current traffic conditions and to prioritize locations for the investigation of traffic calming Data Collection Staff will conduct the necessary traffic studies to quantify and qualify the traffic concerns within a neighbourhood. The data collected will pertain to vehicle volume, vehicle speed (85 th percentile), collisions, pedestrian activity, origin/destination study if request relates to short- cutting traffic, and historical site-specific information. Standard traffic engineering data collection methods will be used for the collection of data. Once collected and summarized, the data will be utilized in the point assessment system to determine a total point value (See Section ). This assessment will be used to determine the need for traffic calming and assist in setting priority for locations of consideration. If the implementation of traffic calming could result in undesirable traffic displacement onto parallel roadways, before traffic volume data will be collected as deemed necessary by Public Works Engineering staff. This data will then be utilized to determine if corrective action is required on parallel streets after comparing the before and after traffic volume Point Assessment System The point assessment system is a screening process focused on the various attributes of a roadway in order to quantify its potential need for traffic calming. By means of \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

62 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 8 of 34 assigning weighted points based on the severity of certain road attributes (e.g. 85 th percentile speed), this process will bring to the forefront roadways requiring consideration while quantifying the current conditions. A point assessment system is provided in (Appendix C). The point assessment system will also be used to prioritize locations for consideration. Those locations with an extremely high point assessment will be given priority based on the quantitative nature of the point assessment system. Depending on funding availability, locations will be selected based on the point system with those locations with the highest points constructed first. If funding does not permit all locations to be constructed in one year, roadways will be carried forward to the next year when they will then be re-prioritized to include any new locations. The minimum number of points required to proceed with the investigation of traffic calming measures differs based on the classification of roadway. In keeping with the objective of restoring roadways to their intended function, local and collector roadways are designed and expected to convey varying levels of traffic volume. This, in turn, has a bearing on the minimum point value required to proceed, as traffic volume is a major consideration. Based on this, the following are minimum point values for each road type: Local roadway Collector roadway minimum 35 points minimum 52 points Should a location fail to meet these requirements, residents will be notified in writing and the investigation for traffic calming measures will discontinue. Locations failing to meet the requirements for the implementation of traffic calming measures are not eligible for reevaluation for a period of three years following notification. However, staff will continue to address the concerns of the residents by means of the front-line mitigating measures (refer to Appendix B). 2.3 Traffic Calming Design Considerations The data collected combined with site visits, historical information, future maintenance and construction plans, as well as resident feedback will be taken into consideration to determine potential traffic calming measures. Appropriate traffic calming measures will be determined based on the list of traffic calming measures outlined in Section 3 of this policy. The traffic calming design could include one or more different types of traffic calming techniques. The proposed traffic calming measures will be in accordance with the design guidelines outlined in the Canadian Guide to Neighbourhood Traffic Calming and the engineering judgement and experience of staff. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

63 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 9 of 34 The preferred design will first be presented to emergency, transit and maintenance services. It will then be presented at a public meeting. After any required modifications to the preferred design as a result of this input, a traffic calming survey will be delivered to affected residents. 2.4 Comments from Emergency/Transit/Maintenance Services Staff will provide the preferred design to the relevant review agencies (e.g. emergency and transit services). Comments from the potentially affected services will be solicited and feedback with respect to possible impacts will be encouraged. As required, City staff will work with agencies to modify the design, as necessary. While it is preferable to modify the traffic calming design, if modifications are not able to remedy agency concerns, the traffic calming process will be discontinued for the roadway under consideration and residents will be notified. 2.5 Define Survey Canvas Area Using summarized comments from the submitted petition and preliminary information about the roadway and surrounding area, staff will define the survey canvas area. As part of this process, surrounding roads may be identified as part of the investigation. As a minimum, households with direct frontage onto the roadway to be investigated will be surveyed, in addition to each property whose side yard abuts the subject roadway section. Households that do not directly front the subject roadway, but who have no other option but to use the section of roadway where traffic calming is being proposed (e.g. in the case of a cul-de-sac), will not receive the survey; however a public meeting notice will be delivered to their homes. 2.6 Public Input Notice Notification will be published in the local newspaper and on the City s website. The purpose of this notice will be to provide notification to the public regarding the meeting date, time and location. It will also present an opportunity to solicit comments on the alternative traffic calming measures. 2.7 Public Meeting Staff will host a public information meeting to present the purpose, objectives and implementation process of traffic calming in general. Staff will then present and explain the rationale behind the specific preferred traffic calming design. The public meeting will provide residents with an opportunity to become involved in the process, learn more about the proposed traffic calming treatment(s) and to provide their feedback. 2.8 Community Support Survey Based on input received from emergency, transit and maintenance services as well as from the public at the public meeting, the preferred design will be modified. The objective of the community support survey is to determine the level of support for the traffic calming design and to provide an opportunity for the most directly affected \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

64 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 10 of 34 residents to oppose any modifications to the road. It is also intended to measure the support of the preferred design proposed to the residents Survey Scope Surveys will be delivered by mail and at a minimum, will contain: A brief description of traffic calming, including its advantages and disadvantages; The results of the traffic studies undertaken by staff; A survey question asking if residents are in favour, opposed or neutral to the implementation of traffic calming measures in the identified location(s); The preferred traffic calming design; A request for comments and feedback; and An indication that this is the final opportunity to modify and improve the preferred design to address any outstanding concerns and to incorporate resident input Measuring Community Support In order for the process to continue, a minimum of 25% of total surveys delivered must be returned to the City. Of this 25%, 60% acceptance for the implementation of traffic calming is required 3. This reinforces that community support is vital for the ultimate success of traffic calming. For example, if 100 surveys are delivered, a minimum of 25 surveys is required to be returned. Of those 25 surveys, 15 must indicate acceptance for the implementation of traffic calming measures. If this support rate is not met, the process will cease and a notification of failure to meet the community support levels will be sent to the residents on the mailing list. 2.9 Finalize Preferred Traffic Calming Plan Using technical data, community feedback, and in keeping with the goals, objectives and principles set out in this policy, staff will finalize the preferred traffic calming design to be put forward as the recommended preferred traffic calming plan. In finalizing the preferred traffic calming plan, general consideration will be given to the various aspects of road design such as utility placement, landscaping, sign requirement and drainage Detailed Traffic Calming Design With a recommended preferred traffic calming plan in hand, detailed engineering drawings are required. These drawings will provide a high level of detail taking into consideration but not limited to the following: Surface drainage Utility locations or relocations \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

65 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 11 of 34 Sub base requirements (i.e. granular type and thickness) Surface type (asphalt, concrete, decorative concrete) Roadway grade Sightlines and sight distances Adherence to Guide to Neighbourhood Traffic Calming, Transportation Association of Canada Geometric Design Guide and Town design standards Requirements for warning signs and pavement markings Driveway and intersection locations Cost considerations At this point, the feasibility of the preferred traffic calming measures will be evaluated in detail. If, during the detailed design stage, limitations are identified which challenge the feasibility of the plan, alternatives will need to be considered. This may include alterations or a re-development of the preferred plan. If significant or major changes to the plan are required due to design constraints, agencies and residents on the mailing list will be consulted and notified of any changes. If staff believe that the required modifications to create the detailed design result in a significantly different final design from that which was presented to residents as part of the survey, staff may recommend another survey and/or public meeting Recommend Final Plan to Budget Committee If the traffic calming design is such that budget monies will have to be allocated to implement then a traffic calming project budget request recommending the implementation of the recommended preferred traffic calming measures will be submitted to Budget Committee for consideration and approval Resident Notification Staff will deliver notices to residents to inform them that traffic calming has been either approved or not approved by City Council on the subject roadway. The notice will be sent to the same mailing list used to deliver the traffic calming survey and any other persons having requested notification throughout the process. If the traffic calming plan is approved, the notice will include information about the traffic calming review process for the subject roadway and will include the following details: Copy of Preferred Traffic Calming Plan clearing showing locations of treatments; Information about where residents may review the detailed design drawings; and Implementation timeframe \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

66 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 12 of Implementation of Traffic Calming Measures Upon approval of Council, resident notification, and sufficient funding, traffic calming measures will be implemented. Residents will be notified of implementation timelines through the contact mailing list. Where feasible, staff may decide it is beneficial to phase in the traffic calming plan through the use of temporary or removable traffic calming measures such as pavement markings or barrels. This will allow time to examine the impact of the measures and their effectiveness before committing funding to permanent treatments Evaluation and Monitoring Public Works Engineering staff will monitor the roadway to determine the effectiveness of the utilized measures and their impact on the surrounding road network. This information will be used in recommending similar measures in the future. In addition to conducting before and after speed studies, 4-6 months after implementation, the City will conduct studies to assess if the traffic calming plan has resulted in significant amounts of traffic diverting to adjacent, parallel streets. These after studies will be compared with the City s before studies to determine the change in traffic volume. While every attempt will be made to avoid transference of traffic onto other streets, if it is found that traffic has increased by greater than 15% (with a minimum of 150 vehicles), on a parallel street due to traffic calming implementation, the City will explore corrective action opportunities to remedy the situation and/or reduce the impact. 3 Canadian Guide to Neighbourhood Traffic Calming (1998) recommends minimum of 50-70% support from respondents, Page 2-6. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

67 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 13 of Evaluation and Monitoring Public Works Engineering staff will monitor the roadway to determine the effectiveness of the utilized measures and their impact on the surrounding road network. This information will be used in recommending similar measures in the future. In addition to conducting before and after speed studies, 4-6 months after implementation, the City will conduct studies to assess if the traffic calming plan has resulted in significant amounts of traffic diverting to adjacent, parallel streets. These after studies will be compared with the City s before studies to determine the change in traffic volume. While every attempt will be made to avoid transference of traffic onto other streets, if it is found that traffic has increased by greater than 15% (with a minimum of 150 vehicles), on a parallel street due to traffic calming implementation, the City will explore corrective action opportunities to remedy the situation and/or reduce the impact Removal of Traffic Calming Measures Traffic calming devices may be removed, at the request of residents provided that at least the same level of support exists to remove as was measured for installation (25% returned surveys, with 60% of respondents agreeing to the removal). The survey will be delivered to the same residents as was initially done to gauge support for traffic calming. Traffic calming measures must be installed for at least 2 years before starting the process to remove them. If traffic calming devices are removed, the subject street must wait at least three years before requesting a new traffic calming plan; at this point the approval process will start over. If a request to remove a single traffic calming device, within an overall traffic calming plan, is received, all traffic calming devices will be considered for removal. Depending on circumstances, it could be possible to remove a single device constructed as part of an overall plan, however, in most cases all devices work together to be effective and to ensure that traffic is not diverted where it should not be. The City reserves the right to remove traffic calming measures if it determines that they are ineffective or unsafe, or if they have created a negative impact that cannot be corrected. The City will mail out a notification and advertise on its website and in local newspapers informing of its decision to remove traffic calming measures. 3 TRAFFIC CALMING MEASURES This section of the policy provides a brief description of each traffic calming technique that is appropriate for use within the City of Orillia. 3.1 Measures Considered for Use in Orillia The Canadian Guide to Neighbourhood Traffic Calming identifies traffic calming techniques that are commonly used in Canada. However, the Guide notes that not all measures that have been used for traffic calming purposes are appropriate as traffic \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

68 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 14 of 34 calming measures. Some measures, such as signing (stop signs and maximum speed signs) and rumble strips/textured pavement, for example, should not be used for traffic calming purposes. Although effective for other purposes, these measures have proven to be less effective for traffic calming and are therefore not recommended for use as traffic calming techniques in Orillia. The Canadian Guide to Neighbourhood Traffic Calming Table 3.1 lists traffic calming measures most commonly used in Canada (also included in Appendix A). This section of the policy identifies the traffic calming measures (identified in Table 1) that are appropriate for the City of Orillia. Some traffic calming measures may be considered for both local and collector roadways, whereas others should be used only on one type of roadway. Other factors affecting the applicability of traffic calming measures in Orillia include access for emergency vehicles, transit service, and ongoing maintenance of roadways. Measures that are not suitable for primary emergency response and transit routes are identified in the table. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

69 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 15 of 34 Table 1- Applicability of Traffic Calming Measures in City of Orillia Traffic Calming Technique Local Roadway Measure Applicable On: Road Classification Minor Major Collector Collector Roadway Roadway Vertical Deflection Other Considerations Emergency Transit Response Route Route Speed Cushion YES YES YES YES YES Horizontal Deflection Curb Extension YES YES YES YES YES One-Lane Chicane YES NO NO NO NO Curb Radius Reduction YES YES YES YES 4 YES 5 On-Street Parking 6 YES YES YES YES YES Raised Median Island YES YES YES YES YES Traffic Circle YES YES NO NO NO Road Diet YES YES YES YES YES 4 No curb radius reduction if emergency vehicles typically turn right at a particular corner being considered 5 No curb radius reduction if transit vehicles typically turn right at a particular corner being considered 6 No on-street parking on side of street if already banned on that side of street due to roadway width. Narrower design standard does not allow room for parking on both sides. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

70 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 16 of 34 Table 1- Applicability of Traffic Calming Measures in City of Orillia - continued Traffic Calming Technique Local Roadway Measure Applicable On: Road Classification Minor Major Collector Collector Roadway Roadway Obstruction 7 Other Considerations Emergency Transit Response Route Route Directional Closure YES YES NO NO NO Raised Median Through Intersection YES YES YES YES YES Right In / Right-Out Island YES YES NO NO NO Intersection Channelization YES YES YES YES YES Diverter YES YES NO NO NO Full Closure YES YES NO NO NO Signage Traffic Calmed Neighbourhood Sign YES YES YES YES YES Other Textured Crosswalk YES YES YES YES YES 7 Obstructions are more extreme measures and should only be considered after other vertical and horizontal traffic calming measures have been tried. Traffic Diverters and closures should be a very last resort due to their restrictive nature. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

71 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 17 of Vertical Deflection Traffic calming measures utilizing vertical deflection can be problematic for emergency and transit vehicles since most (e.g. speed humps and raised intersections/crosswalks) requires significant speed reduction to navigate the treatment and should be used as a last resort. Therefore the only vertical deflection technique approved for usage in the City of Orillia is speed cushions. Speed Cushions are small speed humps designed to slow passenger vehicles but are typically designed so that the wheel base of emergency vehicles straddle the speed cushion. The wider wheelbase on emergency vehicles allows them to pass over the speed cushion without slowing down. Speed cushions can be sized and designed in sets of 2-3 cushions (one in the middle and one on each side). Another technique is to use a mountable centre island design with a knock-down post in the middle (shown in picture below). The separation between speed cushions is designed with enough space for emergency vehicles to avoid touching the speed cushions and thus not having to slow down. Speed cushions may be used on local and collector roadways with design modifications tailored to suit individual roadway dimensions to ensure smooth passage for emergency and transit vehicles. Speed cushions are not used during winter months. Figure 1 Speed cushion with Mountable Centre Median, Oakville, ON 8 8 The centre, mountable median with speed cushions on either side as shown in image is a design developed by staff at the Town of Oakville using temporary rubber speed cushions developed by TrafficLogix. Photo courtesy of the Town of Oakville. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

72 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 18 of 34 Figure 2 Speed Cushions, Calgary, AB 9 Figure 3 Speed Cushions for Emergency Vehicles 10 9 Image from City of Calgary website: 10 Image from website: \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

73 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 19 of Horizontal Deflection This section describes traffic calming measures that cause a horizontal deflection of vehicles. These types of measures discourage short-cutting or through traffic to varying degrees and may also reduce vehicle speeds, reduce conflicts and enhance the neighbourhood environment. Curb extensions (intersection and/or mid-block) improve pedestrian safety by reducing the distance that pedestrians must travel to cross a roadway, by improving the visibility of pedestrians for approaching motorists, and the visibility of approaching vehicles for pedestrians. Curb extensions are sometimes referred to as bulb-outs or neck-downs. They can be used at intersections and at midblock locations, and can be used alone or in combination with a textured crosswalk and/or a median island. In addition to their pedestrian safety benefits, curb extensions on one or both sides of the roadway also help to reduce vehicle speeds. Curb extensions may be considered for use on both local and collector roadways, including transit and emergency response routes. Figure 4 Curb Extension \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

74 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 20 of 34 One-Lane Chicane has a set of two or more alternating curb extensions that narrow a two-lane road to a one-lane road for a short distance. Chicanes require drivers to slow down to drive around them. The effect is to create a serpentine or snake-like driving pattern. Depending on the width of a roadway, chicanes can also be achieved by alternating on-street parking. The Canadian Guide to neighbourhood Traffic Calming does not recommend using a one-lane chicane on transit or emergency routes. Figure 5 One-lane chicane 12 The Institute of Transportation Engineers and the U.S. Federal Highway Administration specify the following applications for chicanes: 11 Appropriate for midblock locations only Most effective with equivalent volumes on both approaches Typically, includes a series of at least three curb extensions. A one-lane chicane is most applicable to the City of Orillia s application on local roadways that are not designated transit routes. 11 Hayes, Jolene M., Managing Traffic in Residential Neighborhoods: A New Challenge in Modeling Transportation in Urbanized Regions, Page Image of one-lane chicane from: Photo credits go to Richard Drdul. This photo is licensed as a Creative Commons 2.0 Attribution, Share-alike, per the original photographer. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

75 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 21 of 34 Curb radius reduction is the reconstruction of an intersection corner to a smaller radius. This measure effectively slows down right-turning vehicle speeds by making the corner tighter with a smaller radius. A corner radius reduction may also improve pedestrian safety to a certain degree by shortening the crossing distance. This type of measure is acceptable on local and collector roadways, but its use is often limited to specific situations where the existing intersection geometry would allow the reconstruction. In addition, curb radius reductions should not be used on transit routes requiring a right turn. Figure 6 Curb Radius Reduction On-street parking is a practical way of decreasing the effective road width by allowing vehicles to park adjacent and parallel to the road edge. This type of measure is applicable on most local and collector roadways. The primary benefit of allowing on-street parking as a traffic calming measure is the reduction in vehicle speeds due to the narrowed travel space. In newer City subdivisions some roadways have a narrower design to accommodate parking on only one side (parking banned on opposite side). In this situation, changing the parking configuration to permit parking on both sides is not recommended. Figure 7 On-street Parking on Both Sides, James St., Milton, ON \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

76 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 22 of 34 Raised median islands are installed in the centre of a roadway to reduce the overall width of the travelled lanes. They help slow traffic without affecting the capacity of the road. Raised median islands can be combined with curb extensions and/or textured crosswalks to further improve pedestrian safety. This measure may be considered on both local and collector roadways. Figure 8 Raised Median (with Textured Crosswalk) 13 Traffic circles are a raised island located in the centre of an intersection designed to reduce vehicle speeds and reduce vehicle-vehicle conflicts. Intersection should have balanced traffic volumes. Traffic circles should not be used on major collector or arterial roadways, even where these roads intersect local residential streets. Experience in other communities has shown that, where traffic circles are located on more major roads that carry significantly higher traffic volume, traffic entering the traffic circle from the major road often fails to yield to traffic that has already entered from the local street, creating a safety concern. Traffic circles should not be confused with the modern roundabout which is typically larger with raised median islands at all approaches and it may serve two or more entry lanes of traffic. Figure 9 Traffic Circle, Ancaster, ON 13 Image from pps.org (Project for Public Spaces) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

77 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 23 of 34 Road diets are a new technique used to better define road space for various users and to encourage motorists to slow down. In many cases, wide local and collector streets do not have pavement markings (other than a centre line in the case of collectors) to clearly indicate where motorists should drive. Road diets involve the addition of pavement markings to define driving space, parking space, and, in some cases, bicycle facilities. More clear definition of driving space can induce drivers to reduce their speed. Road diets can be applied to local and collector roadways. Figure 10 - Road Diet, Mississauga, ON 3.4 Obstruction This section describes those traffic calming measures that obstruct specific vehicle movements with the intention of deterring or preventing short-cutting traffic from making certain traffic movements. It is important to note that they are intended to deter motor vehicle traffic only and not to obstruct bicycle or pedestrian traffic. These types of measures are typically implemented at intersections, but may also be applied at some mid-block locations. Obstructions range from those that have a relatively minor impact on vehicular access to those that severely restrict access such as a road closure. Although these types of measures are effective at discouraging short-cutting and through traffic to varying extents, they are only recommended for use when horizontal or vertical deflection measures would not be effective or appropriate. The following obstruction traffic calming techniques are appropriate for use in the City of Orillia. Directional closures are created using a curb extension or other barrier that extends into the roadway, approximately as far as the centerline. This device obstructs one side of the roadway and effectively prohibits vehicles travelling in that direction from entering. Directional closures are especially useful for controlling non-compliance of one-way road sections and are compatible with other modes such as bicycles. At all directional closures, bicycles are permitted to travel in both directions through the unobstructed side of the road; however, some directional closures have a pathway built through the device specifically for bicycles. Since their purpose is to prevent short- cutting traffic, directional closures are applicable for use on local streets and minor collectors, at their intersection with collectors and arterials. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

78 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 24 of 34 Figure 10 Road Diet, Mississauga, ON Raised median through intersection. These devices may be used on the centerlines of local and collector roadways to prevent left-turn and through movements to and from intersecting streets. This type of device is especially effective at preventing short-cutting and through traffic while providing some secondary pedestrian safety benefits. Figure 12 Raised Median through Intersection, Kitchener, ON Right-in/right-out islands are raised triangular islands located on an intersection approach to limit the side street to right turn in and out movements. Similar to a raised median through an intersection, this device is used primarily to restrict movements to and from an intersection roadway. Right-in/right-out islands may be considered only for use in locations where local residential streets intersect another roadway of any class. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

79 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 25 of 34 Figure 13 Intersection Channelization and Right-in/Right-out Island, Kitchener, ON Intersection channelization is used to delineate specific movements at or through an intersection. They typically restrict access to and from cross-streets and therefore impact access to neighbourhoods for residents and emergency vehicles. They may be used on both local and collector roadways. The following techniques could be used where significant short-cutting problems exist and should only be considered in extreme circumstances, as they severely restrict access for residents. The following two techniques should not be used on transit or emergency routes: 1. Diverters 14 are raised, physical barriers placed diagonally across an intersection that prevent motorists from travelling straight through an intersection (they are forced to turn). 2. Full closures are typically only considered as a last resort, as they completely restrict access for residents and others travelling to and from locations within a neighbourhood. They also restrict emergency and transit access. Less restrictive measures should be considered first, as in most cases these can achieve the same results, without the severe impacts associated with a full closure. Figure 14 Diverter 14 Photo by Richard Drdul. This photo is licensed as a Creative Commons Attribution-Share Alike 2.0 Generic Licence. \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

80 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 26 of Signage Signage prohibiting turns and through movements should only be used as an alternative in situations where appropriate traffic calming measures cannot be used. The use of signage without accompanying physical traffic calming devices should be avoided where possible, as this can create an enforcement problem and, as a result, can be costly in terms of police resources. There is, however, one type of signage that can be used to complement the physical devices installed through a traffic calming plan. Traffic-Calmed Neighbourhood signage is used to notify motorists and other road users that they are about to enter a neighbourhood that has been calmed by the installation of various traffic calming measures. Although this signage alone does not have any significant impact on driver behaviour, it aims to make the motorist aware of the conditions they are about to enter and could potentially act as a deterrent for motorists looking for a short-cut. Figure 15 Traffic Calming Sign, Mississauga, ON Figure 16 Textured Crosswalk, Portland, OR 3.6 Other Textured Crosswalks incorporate a texture or patterned surface which contrasts with the adjacent roadway. It helps to better delineate the crossing locations and helps reduce pedestrian-vehicular conflicts. This treatment may be used on both local and collector roadways. Textured crosswalks can be combined with curb extensions and/or raised median islands to further improve pedestrian safety. They are only to be used at formal pedestrian crossing locations with painted crosswalk pavement markings such as those found at signalized or stop controlled intersections. (R ) (R ) (R ) \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

81 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 27 of 34 The following appendices are attached to this policy: Appendix A TAC/ITE Canadian Guide to Neighbourhood Traffic Calming Reference Tables Appendix B Front-Line Mitigating Measures Appendix C Traffic Calming Point Assessment System Neighbourhood Survey

82 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 28 of 34 Appendix A TAC/ITE Canadian Guide to Neighbourhood Traffic Calming Reference Tables \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

83 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 29 of 34 \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

84 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 30 of 34 \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

85 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 31 of 34 Appendix B Front-Line Mitigating Measures Driver Feedback Boards are pole-mounted devices equipped with radar speed detectors and an LED display. The boards are capable of detecting the speed of an approaching vehicle and displaying it back to the driver. When combined with a regulatory speed limit sign, a clear message is sent to the driver displaying their vehicle speed. The objective of the program is to improve road safety by making drivers aware of their speed, evoking voluntary speed compliance. Figure 17 - Whaley Way, Milton, ON Community Entrance Signs Drive Slowly Think of Us sign is purely informational and as such, is intended to serve as a reminder to motorists that they are entering a residential area where the residents are concerned about the safety and integrity of their neighbourhood. As the over use of any traffic control device or sign can have a negative effect on motorist activities, the Engineering Services Department limits the placement of community entrance signs using the following principles/guidelines: Limits its installation to entrances to residential neighbourhoods off collector and arterial roadways where the neighbourhood experiences a degree of non-residential through traffic. The sign is meant to serve as a reminder for motorists to turn off the highway driving mode and to be aware that they are entering a residential area where reduced speeds are required to negotiate vehicles entering and exiting driveways as well as the potential for children to be playing adjacent to the roadway. Figure 18 - Scott Blvd., Milton, ON \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx

86 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 32 of 34 Police Enforcement. The Ontario Provincial Police Service deploys officers to perform selective/directive enforcement on roadways within the City of Orillia. The intended benefit of selective/directive police enforcement is to make drivers aware of local speed limits and to reduce vehicle speeds. Advantages: Visible enforcement is very effective Driver awareness increased Will reduce speeds temporarily while police present Disadvantages: Temporary measure Requires long-term use to be effective Fines lower than enforcement cost Disrupts traffic on high volume streets Time and resource constraints Special Considerations: Police enforcement is continually in effect throughout the City Usually conducted on streets with documented speeding problems Typically only effective while officer is actually monitoring speeds Helpful in school zones Short--term benefits (benefits not sustainable) without regular enforcement.

87 Section 6 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 33 of 34 Appendix C Traffic Calming Point Assessment System City of Orillia Public Works Engineering Department TRAFFIC CALMING POINT ASSESSMENT Location: Date Compiled: Roadway Type: Local Collector Traffic Data Feature Range Criteria Total 1. Speed 0 to 35 1 point for every 1 km/h over the 85 th percentile speed, where the 85 th percentile exceeds the posted speed limit. 2. Volume 0 to 20 Local Roadways: 1 point for every 200 ADT Collector Roadways: 1 point for every 300 ADT 3. Traffic Generators 0 or 15 5 points for each nearby* traffic generator such as a school, community centre, retail centres, etc. (*Nearby = must have direct connection to subject roadway) 4. Collisions 0 to 10 1 points for every 3 collisions/year over a 3 year period Road Characteristics Feature Range Criteria Total 5. Sidewalks 0 or 5 5 points for no sidewalks with evidence of pedestrian activity 6. Pedestrian Generators 0 to 15 5 points for each nearby* pedestrian generator such as a school, playground, community centre, libraries, retail centres, school bus routes etc. (*Nearby = must have direct connection to subject roadway, does not include residential dwellings, and is not already considered a traffic generator above.) Total * Does the location meet the minimum requirements? Local roadway = minimum 35 points Collector roadway = minimum 52 points YES NO

88 Section 9 Traffic Calming Sub-Section 1 Manual Policy 1 Guidelines and Procedures for Traffic Calming Page 34 of 34 City of Orillia Public Works Engineering Department Neighbourhood Petition Date: Roadway Name: Traffic Concern on Roadway: Name/Signature of Resident Address of Resident \\Ds\common\A09 Policy Manual\City Policy Manual\Section 2 - Public Works\ Traffic Calming.docx