HomeMy WebLinkAboutPUB-003-25Staff Report
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Report To: General Government Committee
Date of Meeting: March 3, 2025 Report Number: PUB-003-25
Authored By: Slav Potrykus, Traffic Engineering Supervisor
Submitted By: Lee-Ann Reck, Deputy CAO, Public Services
Reviewed By: Mary-Anne Dempster, CAO
By-law Number: Resolution Number:
File Number:
Report Subject: Traffic Calming Policy
Recommendations:
1.That Report PUB-003-25, and any related delegations or communication items, be
received;
2.That the policy and all its supporting documents attached to Report PUB-003-25, as
Attachment 1, be approved; and
3.That all interested parties listed in Report PUB-003-25, and any delegations be
advised of Council’s decision.
Municipality of Clarington Page 2
Report PUB-003-25
Report Overview
The purpose of this report is to introduce the new Traffic Calming Policy, in accordance with
the 2024-2027 Strategic Plan, which aims to enhance road safety and improve the quality of
life for residents by addressing issues related to speeding and traffic infiltration in residential
neighborhoods.
1. Background
1.1 As per the Council endorsed 2024-2027 Strategic Plan Section C.2: Residents are Safe
and Healthy, staff have developed a Traffic Calming Policy which is intended to assist
with various traffic related items such as speeding, cutting-through, vulnerable road
users, roadside activities and well-being of residents. This report seeks Council
approval of the presented policy, including all attached supporting documents.
2. Policy Overview
2.1 The Traffic Calming Policy establishes a consistent approach to determining suitable
traffic calming measures within the Municipality of Clarington. The policy applies to
municipal roadways with a posted speed limit of 60 km/h and lower and does not have
authority over roadways not under the Municipality’s jurisdiction.
2.2 Through research of similar documents from various road authorities around North
America, and based on the dominant types of complaints related to traffic calming
requests which staff experience, this policy was specifically formulated to achieve its
goals based on two main principles:
Reduce excessive speeds
Reduce excessive cut-through traffic
2.3 Aside from the two main warranting principles mentioned above, the policy process will
also include a review of the roadside environment, road purpose and function,
emergency access and other typical operational factors. These additional conditions
may serve as supporting factors to the selection of the appropriate traffic calming
measures.
Key Components
2.4 Traffic Calming Measures:
The policy includes engineered and non-engineered traffic calming measures.
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Report PUB-003-25
Traffic calming measures will be implemented in areas experiencing excessive
vehicle speeds and increased shortcutting through neighborhoods.
2.5 Evaluation and Implementation:
A technical assessment process will be conducted to evaluate the suitability and
applicability of traffic calming measures based on empirical data derived from
traffic studies and observations.
Identified needs for traffic calming measures will be prioritized based on
suitability, availability, and budget. This may include inclusions into upcoming or
planned projects, potential necessary modifications to the road or roadside
environment outside of traffic calming, or classification based on the overall traffic
impact.
2.6 Roles and Responsibilities:
Council is responsible for adopting, reviewing, and amending the policy as
appropriate.
The Chief Administrative Officer (CAO) and Deputy CAO of Public Services are
responsible for ensuring staff compliance with the policy and providing direction
to mitigate future traffic calming interventions during the development review
process.
Public Works will develop a Management Directive on the as sessment and
implementation of traffic calming measures.
Directors and Managers from Public Works or Planning and Infrastructure are
responsible for developing and monitoring key performance indicators, preparing
reports, and conducting policy reviews.
3. Financial Considerations
3.1 Any temporary or intermediate implementations of traffic calming solutions will be
funded by the current traffic calming budget maintained by the Public Works
Department. Any new measures or roadway modifications will be identified through a
technical assessment and reported to Planning and Infrastructure for consideration as
part of capital road improvements. All traffic calming financial needs involving any of the
two departments will be reviewed each budget year.
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Report PUB-003-25
4. Strategic Plan
This traffic calming policy is in line with the 2024-2027 Strategic Plan Section C.2:
Residents are Safe and Healthy.
5. Climate Change
Not Applicable.
6. Concurrence
This report has been reviewed by the Deputy CAO, Planning and Infrastructure who
concurs with the recommendations.
7. Conclusion
The new Traffic Calming Policy is a proactive approach to addressing traffic-related
safety issues within the Municipality of Clarington. By implementing targeted traffic
calming measures and public education programs, the policy aims to create a safer and
more livable environment for all residents.
It is respectfully recommended that Council adopt the new Traffic Calming Policy as
presented.
Staff Contact: Slav Potrykus, Traffic Engineering Supervisor, 905-623-3379 extension 2315 or
spotrykus@clarington.net.
Attachments:
Attachment 1 – Traffic Calming Policy
Interested Parties:
There are no interested parties to be notified of Council's decision.
Attachment 1 to Report PUB-003-25
Council Policy
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Number: CP-00#
Title: Traffic Calming Policy
Type: Traffic Management
Sub-type: Click or tap here to enter text.
Owner: Public Services Department,
Public Works Division
Approved By: Council
Approval Date: Click or tap to enter a date.
Effective Date: Click or tap to enter a date.
Revised Date: Click or tap to enter a date.
Applicable to: All Staff
1. Legislative or Administrative Authority:
1.1. This policy is developed in accordance with Report CAO-020-23 whereby
Council endorses and direct staff to implement the 2024-2027 Strategic Plan.
1.2. The Ontario Highway Traffic Act provides the Statutory authority to implement
measures to control traffic movements.
2. Purpose:
2.1. The primary purpose of this policy is to modify and improve motorists’
behaviours through targeted traffic calming initiatives and public education
programs. The goal is to foster a safer road network for all users and modes of
travel. The policy establishes a comprehensive and consistent process for
determining suitable traffic calming measures within the Municipality of
Clarington.
2.2. This policy guides the decision-making process based on empirical data
derived from traffic studies and observations through various methods and
equipment available to staff.
3. Scope:
3.1. This policy applies to municipal roadways that are under the jurisdiction of the
Municipality of Clarington.
3.2. This policy applies to roadways with a posted speed limit of 60 km /h and
lower.
Council Policy
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4. Definitions:
4.1. 85th percentile speed: the speed at which 85% of traffic is travelling at or
below. This benchmark is used as an indicator of speed in relation to the
posted speed limit.
4.2. Arterial Roads: roads which are the primary transportation corridors designed
to accommodate high volumes of traffic, serve as primary commercial routes,
often connecting major urban centers and facilitating long-distance travel.
Arterial roads are further divided into:
o Type A: Major arterial roads with higher speed limits and limited access
points to optimize traffic flow between important centers of activity.
o Type B: Arterial roads that balance traffic movement and access,
connecting smaller communities or urban centers.
o Type C: Roads that serve a mix of regional and local traffic, with slightly
lower traffic volumes and speeds compared to Types A and B.
4.3. Chicanes and Lateral shifts: utilize alternating parking, curb extensions, or
delineating objects to create an S-shaped travel path, which effectively
reduces vehicle speeds. This measure aims to discourage shortcutting or and
encourage lower overall speeds by causing lateral shifting of vehicles
navigating the chicane or lateral shift.
4.4. Closure/Diverter: a directional closure involves placing a vertical barrier that
obstructs or prohibits one direction of traffic, typically at the intersection of a
local road with collector or arterial roads. The objective of this measure is to
eliminate actual or potential traffic infiltration along a specific corridor. In
contrast, a diverter extends through the entire length of an intersection.
4.5. Collector Roads: roads which serve as intermediaries, connecting local roads
to arterial roads. They are designed to handle moderate traffic volumes,
providing access to residential areas, businesses, and local amenities while
also facilitating short to medium-distance travel.
4.6. Curb extension: a horizontal protrusion ('bump out') of the curb line into the
travelled lane of a roadway thereby resulting in a reduction of lane width. This
constriction encourages motorists to reduce approach speeds to safely
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navigate the narrowed lane. A curb extension is also often used in conjunction
with a crossing facility to reduce the crossing distance across a roadway.
4.7. Digital Sign boards: digital traffic sign boards, or variable message signs
(VMS), provide real-time information to drivers about traffic conditions or
actions.
4.8. Flexible bollards: rubber-mounted devices that are bolted into the roadway
surface and are designed to absorb impacts and ‘flatten’ when struck by
vehicles, thereby allowing emergency vehicles or heavy trucks to maintain
necessary speeds.
4.9. Hamlets: villages or low populated areas within the municipality.
4.10. Local Roads: roads which primarily serve residential neighborhoods and
local traffic. They are designed for low-speed travel and provide direct access
to homes, parks, and community facilities, with minimal through -traffic.
4.11. Nonphysical Calming measures: include public education campaigns, and
other messaging tools such as radar and messaging boards.
4.12. Ontario Traffic Manual: a comprehensive set of guidelines, divided into 22
books, designed to ensure uniformity in the design, application, and operation
of traffic control devices and systems across Ontario.
4.13. Pavement markings and surface treatments: using coloured, patterned,
textured materials on the road surface to promote slower vehicle speeds. They
can be applied across the width of roadways or specific areas such as
crosswalks or intersections.
4.14. Pedestrian Crossovers: traffic control devices governed by the Highway
Traffic Act. Drivers are required to stop for pedestrians and wait until all
pedestrians have completely exited the roadway before proceeding.
4.15. Raised crosswalk: a designated pedestrian crossing at an intersection or
mid-block location, constructed at a higher elevation than the adjacent
roadway. Raised crosswalks are designed to reduce vehicle speeds and
enhance pedestrian visibility, thereby mitigating pedestrian-vehicle conflicts.
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4.16. Raised median island: a physical barrier positioned in between two directions
of traffic, typically installed on two-way roadways. Median islands narrow the
roadway, causing motorists to reduce their speed. They may also serve as a
pedestrian crossing refuge.
4.17. Roundabouts and traffic circles: circular intersection treatments designed to
reduce vehicle speeds by requiring drivers to navigate a circular path. Unlike
traditional intersections that use stop or signal controls, roundabouts apply
yield-at-entry principles to manage right-of-way.
4.18. Speed cushions: a narrower variant of speed humps strategically placed in
the center of each travel lane. They are engineered to reduce the speed of
passenger vehicles while permitting vehicles with larger wheelbases (e.g.,
emergency vehicles and buses) to traverse without hindrance.
4.19. Speed humps: vertical structures that span across the width of a roadway
(excluding gutters) and are designed to reduce vehicle speeds.
4.20. Study Area: an area of a neighbourhood or a list of roads determined to be
impacted by a traffic calming request and is included in the Technical
Assessment sheet during site evaluation.
5. Policy Requirements:
5.1. Traffic calming measures target areas with excessive speeds and shortcutting
to modify behaviour.
5.2. The municipality will consider these measures when excessive speed
(exceeding the 85th percentile, or design speed) or increased shortcutting
traffic is demonstrated, and alternative measures (public education,
enforcement, non-physical) have failed.
5.3. On arterial roads, primary emergency routes and transit routes, only non-
physical measures will be used.
5.4. A neighbourhood approach will be used to minimize the impacts on adjacent
streets when evaluating traffic calming measures.
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Site Verification Conditions
5.5. The following criteria will be used to evaluate traffic calming requests:
The subject road falls under the jurisdiction of the Municipality of
Clarington (MOC) and is located within the urban boundary or part of a
hamlet;
The road segment must be long enough to allow for potential speeding,
and traffic calming treatments should not be placed near stop signs or
other traffic control devices;
Any previous assessments and measures have been given sufficient
time to take effect, ensuring equitable resource distribution across the
municipality;
Education, enforcement, and other traffic engineering efforts have been
exhausted and have failed to produce the desired results; and
The nature of the request can be addressed within the scope of traffic
calming measures.
Technical Assessment Process
5.6. If a traffic calming request meets the criteria outlined in the initial Site
Verification Checklist, a technical assessment will be conducted. This
assessment evaluates various factors that influence the suitability and
applicability of traffic calming measures.
5.7. The Technical Assessment will be based on the roadway having a measured
85th percentile speed that is greater than 10km/h above the posted speed
limit. The 85th percentile speed is the industry standard used as a benchmark
speed for various operational and design analyses.
5.8. Relevant factors may include traffic speed, different traffic volumes and types,
road classification, pedestrian facilities, type of road cross section, and traffic
infiltration thresholds.
Prioritization and Implementation
5.9. Identified need for traffic calming measures will be prioritized based on
measures best suited, availability, and budget. Staff will monitor the needs
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based on technical assessments and make budget recommendations through
the budget process.
5.10. Additional measures may be taken into consideration when prioritizing when
and where traffic calming measures are warranted such as traffic volumes,
motor vehicle collisions, sightlines, and roadside environment.
5.11. Traffic calming measures may require engineered solutions which require
physical changes to the roadway and will be permanent in nature. These
measures typically involve planning, detailed designed and construction to
achieve the desired outcome. These measures will be evaluated and when
possible, considered during scheduled road construction or rehabilitation works.
Development and Planning
5.12. When new development proposals have been submitted to the municipality,
Planning and Infrastructure Services will consider the design and layout of
neighbourhoods and incorporate traffic calming best practices and consistent
with this policy. This proactive approach ensures that traffic calming measures
are integrated from the outset, promoting safer streets and better traffic
management within new communities. By addressing potential traffic issues
during the planning stages, the municipality can create more livable and
pedestrian-friendly environments for residents and reduce future costs
associated with assessing traffic calming measures and retrofits.
Evaluation
5.13. After implementing traffic calming measures, municipal staff will monitor the
affected streets and, if necessary, the entire study area to evaluate their
effectiveness and impact. Post-implementation data will be compared to
baseline data from the technical assessment. The evaluation will check for
traffic transference to adjacent, lower-classification roadways.
5.14. The evaluation will assess if the measures were successful in achieving the
desired effect. In circumstances where measures were not successful,
recommendations will be formulated to adopt alternative actions.
6. Roles and Responsibilities:
6.1. Council is responsible for:
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6.1.1. Adopting, reviewing and amending this Policy as appropriate.
6.2. Chief Administrative Officer (CAO) /Deputy CAO is responsible for:
6.2.1. Ensuring staff compliance with this Policy.
6.2.2. Providing direction to Planning staff to mitigate future traffic calming
interventions and retrofits during the development review process.
6.3. Directors / Managers are responsible for the following within their scope
of authority:
Director of Public Works
6.3.1. Develop key performance indicators for traffic calming measures throughout
the municipality.
6.3.2. Conduct a review of this policy every four (4) years.
Public Works, Manager of Operations
6.3.3. Develop and maintain a Management Directive on Traffic Calming with
reviews every three (3) years.
6.4. All Staff are responsible for:
6.4.1. Adhering to the policy and Management Directives stemming from this Policy.
6.4.2. Applying traffic calming solutions as outlined in this policy.
7. Related Documents:
7.1. Appendix A: Traffic Calming Site Verification Checklist
7.2. Appendix B: Traffic Calming Technical Assessment Process Table
8. Inquiries:
8.1. Traffic Engineering Supervisor, Public Works Division
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9. Revision History:
Date Description of Changes Approved By
Original effective date
Appendix A: Traffic Calming Site Verification Checklist
Step 1 - Site Verification Checklist
Location:
Condition Condition Description Yes / No
1 – Road Jurisdiction Is the road under the jurisdiction of the Municipality of
Clarington?
2 – Road Classification Is the road a Local, Collector or Arterial C?
3 – History
There have been no previous traffic calming assessments in
the last 3 years? Have any significant changes occurred
along the road section within the 3 years which justify an
earlier review?
4 – Road Length
Is the road section uninterrupted for at least 150 meters?
This includes any regulatory traffic control devices, such as
Stop, Yield, PXO, traffic Signal, School Crossing
5 – Posted Speed limit Is the posted speed limit 60 km/h or less?
Are all conditions met? If yes, proceed to the Technical Assessment Process . If not,
conduct a more detailed site assessment, including considerations for alternate or
modified solutions.
Comments
Appendix B: Traffic Calming Technical Assessment Process Table
Step 2 – Technical Assessment Process
Location
Description:
Condition Condition Description Requirement Result Satisfied?
Yes/No
Traffic
Trigger
(A or B)
A. Speed
Is the operating (85th
percentile) speed
higher than the minimum
required
Greater than 10 km/h over
speed limit on Local roads
Greater than 10 km/h over
speed limit on Collector roads
Greater than 15 km/h over
speed limit on Arterial C roads
B. Cut
Through
Traffic
Is the percentage of cut
through traffic higher than
the minimum required, as
documented through proper
studies (cut through traffic
criteria does not apply to
arterial roads due to their
intended function)
Greater than 30% on a Local
road
Greater than 50% on a
Collector road
Additional Criteria and Conditions
Traffic Volume
(AADT)
Is traffic volume higher than
the minimum required
(traffic volume criteria does
not apply to arterial roads
due to their intended
function):
Greater than 1000 on a Local
road
Greater than 5000 on a
Collector road
Pedestrian Facilities
Local road does not have a continuous sidewalk
Collector or arterial C road does not have continuous
sidewalks on both sides
Transit Route
Is a transit route directly
affected? Certain traffic
calming measures will not
be considered for transit
routes.
The road section is not used for
public transit
Road Cross-section
Some urban area roads
have a non-urbanized cross
section, meaning no curb
and gutter or shoulders.
Certain traffic calming
measures will not be
considered for non-
urbanized roads.
The road section is urbanized
(has curbs and gutters)
Emergency Access
Has the site been consulted
with various emergency
services agencies?
No opposition from emergency
services agencies
There are conditions provided
by emergency services
agencies
Assessment Results and Comments: