Transportation Advisory Committee

0:02over rich and the new histories, we are guests here and we should reflect upon the responsibility

0:07to care for this. The people who live here today and the generations to come, if our actions today

0:15can move us forward, we should take cause and make decisions with intention and gratitude.

0:24This place we call Glog has served as a traditional land and is a place of refuge for many people

0:29over the time, specifically the Adelwarndag and the Ando Nishi. The land is held at the

0:36treaty lands in the territory of Sasaga, the first nation, while flies directly adjacent to the

0:42hat of the attract and is part of a long-established traditional hunting ground with six nations

0:48and other ramboons. Many nations, many first nations, and many people have come here

0:56across Turtle Island called Wellthold. Okay, so disclosure of

1:03Preacher, Incuniorary, Precunary Interest and Genitalia. If anyone would like to disclose me

1:11Precunary Interest, please look me in. Okay.

1:22The next item is approval of minutes from the July 17, 2025 meeting. I'm going to have

1:30first and a seconder. Okay. Those have been passed. Yeah, I'm sorry, Teri. Just call the vote.

1:40Oh, yeah. Any other votes? All in favor? You want to pose? So we're going to move on to

1:53committee items, as I have. Yeah, committee items is the first one is mobility services application

2:01presented by Laura. Hello, everybody. I am just setting up my presentation. If you can bear with

2:16me, I am going to share my screen and then I will send the presentation up. Oh my goodness. I might

2:32have to shut my camera off just because of my connection. Apologies. Apologies. Thank you for

3:20your patience while I have some technical difficulties. So I'm here to talk to you about the

3:27mobility services application review. So I'm going to give you a little bit of backstory on

3:34how we got here today. So this presentation is going to provide you a summary of the recommendations

3:40from the Guelph Transit Mobility Services Assessment. We conducted that in 2024 into 2025

3:47and the final format of the application. So the mobility services assessment Guelph Transit

3:54performed a services assessment through 24 into 2025 to review the mobility program,

4:00which included the mobility services application form. In May of 2024, Guelph Transit surveyed

4:07our mobility services users to gather feedback on their experiences with the services to inform

4:13our assessment. And at this time, there were 520 unique users within the program and we ended up

4:20hearing from 111 of those users. So a 21% response rate. Mobility services assessment, our recommendation

4:28specifically about the mobility application was to enhance clarity and review the length of the

4:34application, simplify the language used in the application form, review and potentially reduce

4:40the length of the form by combining related sections and eliminating unnecessary questions,

4:47and also incorporate our customer feedback and comparator forms of the other agencies when updating

4:53the mobility services form. So council direction in May 2025, this was brought in front of council

5:02and council by the accessibility advisory committee. Council directed staff to review the Guelph

5:10Transit Mobility Services application for potential modifications and enhancements through the 2026

5:16budget confirmation process. And that's an initiative that aligned with our Guelph Transit's

5:22upcoming actions out of that assessment. So I want to talk a little generally about how we've

5:30adapted the forum. I've spoken to it a little bit previous in one of our attack meetings,

5:34but content and complexity, mobility services, our customer survey showed that 19% of respondents

5:41found that the application was hard to understand. It examined the comparator agency forms of

5:49comparator agencies, meaning other transit agencies that are the same size as us and are

5:53recognized as our comparator and aligning with like best industry practices wherever possible.

6:00So we framed the healthcare section for health care professionals that they fill out.

6:06We've similarly made it look like other comparator agencies as well. And the applicant eligibility

6:14section used like it used to be very complex, multi-layered questions, questions that broke into

6:21sub questions that broke into charts explaining sub questions. And so it's been revised with

6:27much simpler wording and fewer sub questions included. So overall, we remove questions that

6:35mirrored questions within the healthcare professional section. We found we had duplicated a lot of

6:40the form itself. We reduced the number of applicant questions for the person who's applying from 14

6:47down to five and simplified them so they're not multi-layered any longer. The healthcare

6:53professionals now answer 10 questions higher than the previous seven where some of the questions

6:58previously asked of the applicant would have come also from needing to sit with their medical

7:04professionals. So that's where it moved into the appropriate section that aligned also with where

7:10our comparators were. And so the final mobility application was reduced from our original 17

7:15pages to now nine pages, mirroring the nine page median of all of the comparator agencies that we

7:23had looked at. So that was a really big piece for us to make sure that we were asking the right

7:30questions while also being considerate of people's abilities and not having the form framed in a way

7:37that could be deemed as ableist. And so that is, I'm going to stop sharing my screen for now.

7:47That is a little bit of what we did for our assessment. Now the form itself, we are looking

7:57to make it accessible in different ways. So currently, if you were to call us and ask, we would mail you

8:04an application form, that will still remain. You're able to go online and download the application

8:11form and you can email it back or you can scan and send it back if you decide to print it out.

8:16And we want to make it even more accessible. So we're looking for screen reader compatible

8:21documents, fillable PDFs, as well as ones you can download and fill out manually. And then one step

8:28further, we're going to be exploring in the on demand app itself. There's a way that if you're

8:35already or interested, you can download the app and do your eligibility application right through

8:41the app itself. So those are a little of the pieces of what we've done. I'd love to open

8:48the floor for questions related to the mobility application review. Any questions, but I think

9:00it's the great one. Yeah, thanks for the presentation. Can you talk a little bit about how the

9:08accessibility advisory committee is being engaged in this? Yes, so great question. In November,

9:16we'll be going to the accessibility advisory committee. We will be looking for their approval

9:26of our recommendation approval of our mobility application. So today we're looking to explain

9:33it to you folks, but really go to the accessibility advisory committee to get direction on the

9:39specifics within the form. So they'll get the form ahead of time. They'll be able to read it,

9:44look at our questions and provide recommendations and feedback on each of those sections as either

9:50current users within our clientele or potential users in the future or even just looking out for

9:56the accessibility community. Thanks Laura. No problem. Any other questions or comments?

10:05There was something in the chat. That's a comment. Awesome. Thank you, Chelsea. Yeah, and you know

10:17what? I say this is our one kind of little step forward. Our mobility assessment was really to

10:23lay the groundwork of what quote unquote quick wins can we get to bring into our mobility program to

10:30make it easier to apply, easier to join the review process, the appeal process, cancellation policies,

10:38looking at how we actually operate and book our trips. Like it's really been insightful of what

10:43we can do today and we've really flagged ones that come with supportive budget and actually expanding

10:50the program into really good areas and supporting more people and what that looks like. So I think

10:55this is the kind of the first step of updates which I'm excited to share with you all today.

11:02I have a question. Do you anticipate more users applying to form is simpler and could they do?

11:09Do you have the demand to match that? So in terms of demand, I'm not sure if we've kind of gauged

11:18how much we'd be expecting. I would think it would improve some folks in their application

11:23process that we may see as smaller uptick. I don't know if that would attract more people

11:27to actually apply. In terms of demand right now, we're at a level where we're kind of battling a

11:35few things and cancellations are one of them. And so I had mentioned cancellation policies.

11:41Right now in our mobility program, 38% of trips are canceled last minute. And so that means 38%

11:47more trips could go to people who need them on the days that they book. And so we really want to

11:51start looking at our user profiles and how they're using our system. So when we look to get more

11:56people that actually apply and are approved to come into our program, that we can give them more

12:02accessible trips. And we're also building the case for our mobility plan to continue to expand

12:08the number of full-time employees. Right now we have 11. We are hiring our 12th very shortly.

12:17And so for 520 unique users, we have those 12 plus 10 extra board we call them, which are

12:25part-time staff. And that is variable. Sometimes we can have two, sometimes we can have 10. It

12:30depends on the time of the year. So demand can also fluctuate. So long story in a nutshell, I think

12:37that even if we were to see an increase, I think we would still be okay when we're looking at pairing

12:42it with some of our upcoming policies from our action items in our assessment.

12:48Thank you. Any other questions or comments? I don't see any. So I'm looking at the recommendation

12:55that the Transportation Advisory Committee receive the staff presentation for the Mobility

13:01Services Application Review October 2025. Do I have first, Terri, seconder?

13:09First, all right. And everyone in favor? Anyone opposed? Okay.

13:19Thank you, everybody. The next committee item is presentation on NICO, the Tracket

13:29Comming Policy Update. Hello. Hi, everyone. Thanks for having me. I wish I could be there in person,

13:38but I hope to meet you another time. I'm just going to load my presentation for you. Okay.

14:24Okay. I think you can see that now. So I'll get going on this. Hi, everybody. My name is Nico Konik.

14:35I am the Transportation Safety Specialist with the City of Guelph, and I'm here to

14:41Traffic Comming Update Present. So it's going to be a big presentation. There's lots that you

14:49want, but I'm really excited and interested on hearing your feedback on this. So I hope

14:55you're excited as much as I am about this. So our agenda will be first to provide an overview

15:01of the City of Guelph's Traffic Comming Policy, describe key issues facing the current Traffic

15:07Comming Policy and potential directions forward, will review the timeline for engagement opportunities

15:12with the Transportation Advisory Committee, and finally give you an opportunity to share your

15:17feedback and recommendations to myself and City staff for updating the Traffic Comming Policy.

15:26So what is the Traffic Comming Policy? The Traffic Comming Policy responds to resident traffic

15:32concerns by establishing traffic calming measures on local and collector roads when validated by

15:39traffic calming review and prioritization process. It contains a list of 17 recommended

15:46traffic calming measures. So we'll go over each of those highlighted issues in just a minute.

15:51The goals of the Traffic Comming Policy are to improve public safety for all road users,

15:57encourage roadways to function as they were intended, and encourage active transportation

16:02through infrastructure safety modifications. A little background to consider, it was first

16:10established as the Neighborhood Traffic Management Policy in 1998, revised in 2006,

16:16and updated in 2020, stating that it would be updated in five-year cycles. Guelph's Vision

16:23Zero Action Plan states that the policy will be updated in 2025, this year, or in 2026.

16:33So what are our traffic calming measures? Maybe you've experienced them before,

16:37or you've seen them around, driving around, walking around, biking. They come in all different

16:41shapes and sizes. There's a variety of them. We often think about them as speed humps,

16:46often also called vertical deflection measures, like the one you see here on the left, aiming to

16:53essentially cause discomfort to those who drive over them really fast. Or you might think of them

16:59as a center median, such as the one on the right, sometimes also called a horizontal deflection

17:04measure, which aims to narrow the roadway. Traffic calming measures are physical measures. They

17:11physically create a force against moving vehicles, and so their impact on a vehicle is always possible.

17:19Their primary aim is to slow vehicles down. Traffic calming is different than other

17:28complementary speed reduction initiatives, things like radar speed boards that tell you how fast

17:33you're going, or speed limits, or speed limit signs, or school and community safety zones,

17:39or even automated speed enforcement cameras. None of those are traffic calming measures.

17:45There's also something that you might have seen in warmer months, such as seasonal flex posts,

17:52that are posted in the middle of the roads, as seen on the right. All these strategies also aim

17:58to reduce speeds on roads across Guelph, but they're not traffic calming measures. They can be

18:03considered more optional or complementary, because they don't physically impact the driver. You don't

18:09have to respond to a speed limit, it's up to you. Whilst traffic calming measures, you have to react

18:15to. Traffic calming measures are applied on local and collector roads, according to the traffic

18:23calming policy. Here's an image of all the local and collector roads in Guelph on the left.

18:29Traffic calming is often applied as a way to lower volumes and speeds of vehicles on local roads,

18:35and sometimes also as a means to increase place making opportunities. The current traffic calming

18:40policy does not apply to arterial roads, as shown on the right. Traditionally, arterial roads are

18:46designed to accommodate lots of vehicle volumes, higher vehicle speeds, and they're not where traffic

18:51calming measures are traditionally up placed. Here's our traffic calming review process. So

19:01if you haven't looked at the policy in depth, I'll just go over this quickly. First, there's an

19:05initiation of the request made by a resident. We then internally review the eligibility to find

19:11the affected streets, perform a traffic analysis and data collection of the affected streets.

19:18We then review the data to confirm its prioritization based on set thresholds,

19:23which I'll talk about in a moment. Then if it passes the thresholds, we develop and consult

19:29with the community on a traffic calming plan. We also consult internally. We will identify and

19:36recommend traffic calming measures to be applied. We will then install temporary or permanent traffic

19:43calming measures on the affected areas. And finally, we evaluate the effectiveness after

19:47two years post installation. Now, a little bit more about the prioritization process that I mentioned.

19:56Once traffic calming requests are received and reviewed, we would then look into what data we

20:01have to see if we should prioritize it for traffic calming. We look at a variety of data points to

20:05review in regards to speed. We look at what's called the 85th percentile speed that's generally seen

20:12as the mean average speed of 85% of the vehicles that are traveling on that road.

20:17We also look at average daily volume of vehicles and other safety considerations like

20:22collision history, number of people seriously injured or killed in a vehicle collision on

20:27that roadway. Things like sidewalks is the route connected to the cycle master plan. Are there

20:33pedestrian generators such as a school or community center? If the street doesn't meet these thresholds,

20:41we may consider it for other measures like mobile speed radar boards that I mentioned before

20:45or the seasonal flex posts. Here's some important background to regarding the implementation

20:52specifically over the past four years. In July of 2021, City Council approved a staff recommendation

20:59to reduce speed limits on all local roads to 40 kilometers per hour. Due to the impact of these

21:06reduced speeds, a temporary pause was made on all traffic calming requests and studies until June of

21:122024. While traffic calming studies were paused, the installation of traffic calming measures in

21:17response to previously performed traffic calming studies were continued between 2021 and 2024.

21:26Okay, so that's a lot about traffic calming, but now I want you to think about six key issues

21:32that we're considering internally and that you should also consider when you're recommending

21:37updates to the traffic calming policy. The first issue is that our traffic calming policy is reactive,

21:44so that can be seen a few different ways. So importantly first, Vision Zero was endorsed by

21:50the City of Guelph in 2022. Vision Zero is a road safety strategy founded on the belief that no loss

21:56of life is acceptable and that deaths and serious injuries are preventable. It's guided by what's

22:01called the safe system approach, which aims to proactively address risk of serious injuries

22:06and fatalities due to vehicle collisions. So currently our current traffic calming measures

22:12that are initiated, our current traffic calming measures are initiated reactively based on resident

22:18requests, which that runs counter to this approach. So a few other things to consider in terms of

22:24reactive versus proactive. Here's a map of where traffic calming requests have been placed between

22:292020 and 2024. You can see understandably due to the constraints of the policy that it only notes

22:36requests that have been made on local and collector roads.

22:41And here if you can look detailed on the orange lines, sorry for the color,

22:46you can see how these same requests compared to streets where serious injuries and fatalities

22:50have occurred between 2018 and 2022 highlighted in orange. I'll note that the majority of collision

22:58related serious injuries and fatalities do not occur where traffic calming requests are made.

23:04Also say while our policies do aim to prioritize streets with higher risk,

23:08they are limited in reducing serious injuries and fatalities. Level of service. Speaking again

23:17to continue to speak about reactive versus proactive, the University of Guelph and City of

23:22Guelph reviewed how equity data relates to levels of service and access to traffic calming measures.

23:28Compared to the least marginalized areas in Guelph, the most marginalized areas received half

23:34as many traffic studies, which as I said before are required according to the traffic calming

23:40review process. But those who live in those same areas experience twice as many collisions involving

23:46pedestrians and cyclists. So our current policy does not reflect this higher level of risk as

23:52request in this area, even though as requested in these areas are less. Okay, so number two,

24:00the community buy-in. So the requirement for a petition was removed from the traffic calming

24:06policy in 2020. Previously signatures from a minimum of 60% of residents on the effective

24:12streets were required to move forward with traffic calming measures. This change was intended to make

24:18traffic calming measures more accessible to more residents. Since the change, some residents feel

24:24that traffic calming measures are imposed without their consent, while others disapprove of their

24:28use entirely. Reviews of other municipal policies suggest that while a traffic calming nomination

24:36process requires more commitment on behalf of a requesting community, it can also improve

24:41support for these measures. Okay, the key issue number three is constrained measures. The Accessibility

24:50Advisory Committee provided feedback to the city staff that vertical measures, which I mentioned

24:55before, like speed humps and speed cushions, and also something I'll talk about later, raised

25:00crossings, can be painful for people with disabilities who must drive over them to get to

25:05their destination. In response, city staff limited the use of vertical measures, increased their

25:10spacing, ensured alternative routes were always available to bypass the measures as a means of

25:17accommodating these concerns, and would not recommend the use of raised crossings. Some research

25:24to consider regarding the use of vertical measures. Research demonstrates that vertical measures are

25:29more effective at reducing vehicle speeds than horizontal measures. Tighter vertical measures

25:35spacing is considered best practice according to Transportation Association of Canada. Also,

25:41a separate measure is also worth considering. Measures that obstruct vehicle through traffic,

25:46such as diverters, which I'll talk about in a minute, are effective at limiting vehicle volume.

25:51These measures are currently part of the traffic calming policy, but they have never been applied.

25:58Here's a comparison of some of the existing traffic calming measures in terms of the changes to

26:02average speeds before and after installation. As you can see, speed cushions are most effective

26:08at reducing vehicle speeds by an average of 15%, while horizontal measures reduce speeds by 11

26:15and 8%. Complementary efforts are also effective. Importantly, I'll note automated speed enforcement

26:21cameras have reduced vehicle speeds by an average of 20%. Here's some quick visuals of the measures

26:29I just mentioned. These are raised crossings. These are not currently recommended in our

26:36traffic calming policy based on the current concern we previously noted. These are raised to be flush

26:43with a sidewalk and at grade with a sidewalk so that anyone with a stroller or a wheelchair or

26:47anyone walking across does not have to dip down into the roadway to cross it. Not only does it

26:53create a straight path for people walking, it also creates a vertical displacement for people

26:57driving. So it could be considered a kind of speed hump, so it has a dual purpose in that way.

27:05I'll also mention diverters, which are part of the traffic calming policy, which divert vehicles

27:10to nearby roads while stitching an intersection and ideal route for people who walk and bike.

27:18There are a wide variety of traffic calming measures out there and not all of them are part

27:22of our existing traffic calming policy. I'll note a few novel approaches right now.

27:28There are some new approaches that are gaining momentum as part of

27:33traffic municipal traffic calming policies. The first is called the speed kidney, shown on the

27:38left. It's kind of like a vertical curved arched speed hump that forces people to swerve around

27:44so they don't get the hump. Also on the use of street parking here, here's an example of how

27:50this approach is working on Woolwich. You can imagine how this tightens the roadway, creating a

27:55sense that the driver should slow down to feel comfortable driving. It also creates space for

28:00more comfortable driving, a more comfortable space for people who cycle. Also you can imagine how

28:07municipality might want to tie traffic calming measures directly into a cycling route or a

28:11signed route, for example, as is done with these diverters like the pitcher on the right.

28:18There's also a lot of integration of place making opportunities that other municipalities have paired

28:23with or complement traffic calming policies. For example, here on the left is what's called a

28:28school street, which essentially creates a park or playground on the street in front of a nearby

28:33school. Usually these are done temporarily, but they can also be done permanently, also acting

28:38as a way for people to walk and bike through while restricting vehicles, such as like a diverter.

28:45Road murals are increasingly becoming popular as of the use as vegetation or tree canopies or

28:52bioswells as featured in the right, which can collect water and support stormwater management

28:58practices and also are generally nice on the eyes and add extra protection for people who walk in

29:04people who are walking on the sidewalk. Thresholds, even though we set the setting the

29:11lower speed limit does not automatically reduce vehicle speeds. I wish it was that easy, but

29:16that's not the case. So by reducing the posted speed limit in 2021, but keeping the same speed

29:22limit eligibility thresholds, a higher proportion of streets were then able to qualify for traffic

29:28calming. So that's something to consider. The fifth is regarding resident expectations. Only a

29:35small percentage of traffic calming requests received by the City of Guelph can be responded to

29:41and implemented within a reasonable timeframe. Typically, that is between two and five years.

29:47Traffic calming policy, its prioritization process and upcoming projects are all posted

29:53on the City of Guelph's website. While the streets have been listed on our website since 2020, few

29:58have been resolved. So listing these prioritized streets publicly may create a false sense,

30:04a false expectation to residents who may expect immediate implementation.

30:11Here's some data that may give you a sense of discrepancy that probably people feel.

30:15Here are the numbers of traffic calming requests that the City has received between January 1,

30:202020 and September 1, 2025. In total, seven streets received traffic calming measures.

30:27243 traffic calming requests were received during this time period.

30:32198 studies were performed, of which only 25% met the current eligibility criteria.

30:40149 streets remain in the queue for traffic calming as of September 1. If only 25% of those

30:48streets were eligible for traffic calming, at the current capacity of three streets per year,

30:54it would take 11 years to resolve this backlog. And that would assume also that no new traffic

31:00calming requests would be considered or added. The last issue is to consider a scope. The current

31:10policy reviews only one single street at a time for installation for traffic calming measures.

31:16However, reducing vehicle speeds and volumes on one street may push vehicles traffic to adjacent

31:22roads. Also, something to consider is that new and upcoming plans and guidelines, including

31:26our complete street guidelines and on-street parking strategy, may offer additional direction

31:31for future traffic calming initiatives. Okay, so those were six big issues to Chiuan. You might

31:39have your own thinking through this traffic calming policy. And we've considered some potential

31:44directions that we're considering in terms of moving forward with specifically. And in order

31:49that they present in this table from top to bottom, we are considering ways that to allow for proactive

31:56measures to revisit the nomination criteria, to utilize all recommended traffic calming measures,

32:05including vertical measures, to increase thresholds to prioritize streets with a higher

32:10level of risk of serious injury and fatalities, to present and review a new list of traffic calming

32:16measures every two years, so as to never not to continue a limitless queue. And finally,

32:24to review a whole neighborhood wide area for traffic calming instead of a single street.

32:29And also to increase and integrate relevant policies and plans. Here's our timeline for

32:37the next six months. We are here in October talking to you about traffic calming policy.

32:43In November and December, we'll be hosting public engagement efforts, which I'll talk to you about

32:48in a minute. In December and January, January, we'll come back to you with an updated traffic

32:54calming policy for you to review. And if you'd like, also recommend. And on April 7th, we'll be

33:00bringing the new traffic calming policy to City Council. In terms of public engagement,

33:07we're creating what we're calling a civic circle. Guelph residents are encouraged to apply today

33:14to join the civic circle. It's a working group to explore traffic calming measures and traffic

33:18calming policy in detail. We'll have four meetings together and it will be made up of 12 to 15 people.

33:25The goal of the civic circle is to provide recommendations to inform the new traffic calming

33:29policy. The recommendations made by this group will be shared with you as the Transportation

33:35Advisory Committee in advance of our next meeting and also to City Council as well.

33:40Following this meeting today, we'll forward you the public notice and application for the

33:44civic circle and encourage you to distribute this notice to your networks as you wish.

33:54I'd like to now turn it to you and hear from you and consider the following recommendations.

33:59I hope you have received this presentation, provide input on recommended measures,

34:03and provide us with feedback on the prioritization approach, ensuring alignment with Vision Zero

34:09principles and consideration of varying levels of service. And on to you for discussion and

34:17recommendations and I will be ready to respond to any questions as needed. Thank you.

34:22Mr. President, so my first to you, Chair, is let's separate the three

34:38recommendations that we can start with the first by simply receiving and then if we wanted to

34:46take recommendation two and three and deal with them separately that might be.

34:51So I am recommending that the Transportation Advisory Committee receive the staff presentation

34:58on the Trapp Deployment Policy Update. That's just to receive the presentation as is.

35:03And we can discuss things later. Do I have the first?

35:11Senator?

35:12Second.

35:13Okay.

35:14All in favor? Anyone oppose?

35:18No.

35:18Okay.

35:19So the next one is that we can that the PAC provide input recommendation for

35:29calm traffic calming measures so we can open the floor to discussion and questions.

35:39Buddy, start.

35:40Okay.

35:41I've got a few questions. Thank you, Nico, for your presentation.

35:45You talked about the Crete Streets Guidelines in your presentation and does that include

35:51traffic calming measures being implemented right into the road design process? Are there

35:56guidelines for new subdivisions and things like that within that?

36:00Yeah, I'm not sure if this question is this coming from Joel?

36:04Yeah.

36:05Okay, great. Yeah, so Joel sent me a message with a few questions and this was one of them.

36:11So and I didn't have a chance to respond to you, but I will respond right now.

36:14So I'm happy to respond to any of the other questions you had there.

36:17So complete street guidelines. I believe many of you are aware of this.

36:23So the guidelines propose a target speed and its design should meet that target speed.

36:40One way of thinking about it is that traffic calming measures are retrofits and complete streets

36:47are new builds. So ideally, not ideally, the complete street designs that are chosen

36:54are ideally meeting that target speed, whether it's 30 kilometers per hour or 40 kilometers

36:59hour based on the roadway that is chosen for the redesign. Of course, there are many other

37:04types of considerations in terms of the design. So things that like speed humps or

37:10things that are added to the road are not part of the complete street guidelines.

37:14However, the designs do the complete street designs have many of them contain a lot of widths

37:20that encourage a lower lower speeds and many intersections that support protection of vulnerable

37:26road users like cyclists and pedestrians. So like curb bump bump outs, for example,

37:31are part of the intersection designs of complete streets. So those are complete streets have

37:38their own category, but things that you typically think of like speed humps and speed cushions

37:45are not part of complete street guidelines. So yeah, it may be just to clarify that like if a

37:53new subdivision was to be added to the city of Guelph, they would look at complete street guidelines.

38:03Thank you. That was the main one I had. I can leave the other questions. I think they're

38:07more just for my information. Just to add to that response because our team worked on the

38:13complete street design guidelines. So the way that these two pieces work is that when we're

38:19dealing with retrofits or like reconstructions or new streets or like new subdivisions,

38:24that's the guideline we refer to to design streets so we don't get ourselves into a situation where

38:30we need like traffic comment policies to solve a problem. So it's kind of like a proactive approach

38:37to make streets safe without like needing to make them safe by implementing different

38:43new traffic comment measures. And is that currently in place or is it it's coming? It's currently placed.

39:02Chelsea. Hi, have you been able to hear me clearly? Yeah. Awesome. Thank you for the presentation,

39:11Nico. It's really informative. I was just wondering if you could describe the circle

39:17engagement process just when we were talking to you. I mean, would you like to have a grasp on it?

39:23Sure. So we were kind of trying to think about what would be a robust strategy for speaking with

39:31people about traffic calming. We were trying to move away from a practice of, you know, kind of

39:38a survey, yay, nay, kind of quick feedback. And we recognize that there's a lot of trade-offs

39:43with traffic calming, especially for people who drive, but also specifically for people who are

39:48walking in other motor road users. So it's a bit of a balancing act. And we thought it would be best

39:54to have a more robust and comprehensive strategy for this. So what we this will look like is ideally

40:01four meetings, we might compress one or two of them to be a bit longer. But ideally four meetings

40:06with 12 to 15 people who would review the traffic policy in detail. So one, like what we're doing

40:13right now, but add more detail actually looking at the policy in depth, speaking to city staff

40:20in terms of our feedback, in terms of much more detail of some of the things, the key issues that

40:24I mentioned and many others, hearing from external stakeholders, people who have expertise in traffic

40:30calming or road safety specialists from across Ontario, potentially from further,

40:36further abroad. And then they would provide feedback to like if they want any additional

40:42questions or things that they're considering. The main focus there is to come up with towards a

40:47consensus of recommendations that would be provided to city staff. So the third and fourth

40:52meetings are aimed at finding, providing specific recommendations, which we will then consider

40:59for the updated traffic calming policy and would also be a public. So other people could see them

41:05in terms of their deputations and also that information would be considered by council as well.

41:12Awesome. Thank you so much for that explanation. That is a lot clearer. How will this group of 12 to

41:1915 people be selected? Yeah, so we have as of last Friday, the application has been,

41:26is now public. And so that information will be shared with you. So right now we are as much as we

41:33can through our comms and community engagement specialists promoting that application. We are

41:39trying to prioritize people who are more affected by vulnerable, by serious injuries and fatalities

41:47due to collisions. So that means people who walk, people who ride a bicycle, people who regularly

41:55are transit users, people who are older populations. And then on top of that, we are

42:01considering trying to prioritize like other groups who may be affected by traffic calming,

42:07specifically, you know, who are connected to schools, younger populations. So and also equity

42:14deserving communities as well. So it's a bit of a balancing act. We have a kind of a goal for

42:21composition and it kind of depends also who shows up. The other thing to consider is we want to

42:25make sure that we have geographic representation from across the six wards. We also want to have

42:31age representation based on the general age composition of the city of Guelph and also

42:38genders as well. So it's a bit of a balancing act. We can't make it perfect. But those are the

42:43things that we're considering. So once the application is complete, we'll look through our

42:47membership composition list and try to strike a balance. There's an extra trick there is we

42:53have to try to find a date and time that works for everybody. So hopefully we can make an ideal

43:00composition, but sometimes the date and time may not be appropriate for everybody. Awesome. Thank

43:06you so much. Thanks, Nico. I have a couple questions. I'm going to be all over the place and

43:18I may pause if someone else has other questions. So I think to start, can you talk a little bit

43:30about how the bottomated speed enforcement works into the funding mechanism for this type of stuff?

43:38Whether or not there are any mitigations, should it be banned?

43:43Yeah, that's a good question. I will, I may have to get back to you about the details.

43:50Generally though, right now we have a transportation reserve fund

43:56and automated speed enforcement. I mean, it's a bit complicated to go into the weeds about,

44:00you know, it goes through the province and there's court system and processing,

44:04but a portion of that goes back to the city of Guelph, which we then use that for the administration

44:11of this of this program, ideally to be revenue neutral. Anything above that goes into a transportation

44:17reserve fund. Now, how that is intended to be used is ideally focused on Vision Zero initiatives,

44:26so we can complement our own road safety budget. On top of that, we do have an existing road safety

44:33budget. So the ASC is, we're not reliant on ASC funding to move forward with traffic calming.

44:41Okay. Okay, thanks for that.

44:47The, so do we have any data to show that the reduction to 40 kilometers an hour

44:55in most neighborhoods did anything?

45:00Yeah. You know what, I don't know if I have the data off hand right now and I don't believe it's

45:07been shared publicly. It is a bit tricky to answer that because you can imagine how this would work,

45:16whereas a school zone that's been turned to 30 kilometers an hour or an area where it's been

45:2240 kilometers an hour with automated speed enforcement is then is enforcing at that level.

45:29So you could say in those areas specifically, you could say, well, the speeds have been reduced,

45:37is it because of the 30 or 40 kilometer speed limit or was it because it was enforced extra by

45:42the automated speed enforcement camera? So it's a bit tricky to unpack that, but I can look into

45:50that and get back to you. Yeah, that would be great, like anything to show. I think in my mind,

45:58enforcement is key there, right? We can put the signs up, but if no one's there with a radar,

46:05it doesn't mean much to a good portion of people. I'm going to paraphrase my statement there. Some

46:12people will slow down, some people will. Yeah. Just to, I'm not sure if you've looked through the

46:17Vision Zero Action Plan, but it does show the Safe Systems Pyramid, which tries to emphasize that

46:23the built environment actually changing the roadway and things that are automated, like automated

46:28speed enforcement, are more effective for larger numbers of people because they take less effort

46:36for people to decide if they want to obey by it or not. So things like signs can slow down some

46:43people and speed limits, but they're not as effective as actually changing the roadway.

46:47For sure. Can I just piggyback off your question? So you did mention that after the

46:54automatic speed parameters get removed, it drops down to 6% of being effective.

47:00In your slide, you had that there. It's like 14% effective when it's there.

47:08Was it 6%? Yeah, I think it was 20 down to 14.

47:12Over.

47:13H-19.

47:23Oh yeah, 14, sorry. So it drops to 6%. So the question is, have you, once they get moved,

47:30actually when they're there, so my tile goes to St. Joseph's. So we have one right there on

47:38Well Street. So people just go to the street next to it. So they go down Rosewood instead.

47:43Have you just wondered if you just measured how the traffic increases on side streets?

47:48Yeah, that's an important part. We're looking into that because we're not sure how ASC is going to,

47:55how that changes vehicle volume. That's something we're looking into.

47:59But as a reminder, automated speed enforcement is not part of the traffic calming policy right now.

48:04Okay, I was just curious if there was like, you're living into it or not, because I know in

48:07Fergus it was a big deal, people cutting through the side streets.

48:11Yeah, I think anecdotally, I think that is true. And it may change over time. People might just get

48:20used to it. People may not know about it. Yeah, anecdotally, I think that is correct,

48:27but we don't have data to approve that yet. Yeah.

48:33If other people have questions, I'm going to take a pause.

48:38No? I'm one. I'm John here. I'm curious in terms of like vertical traffic calming, I've seen

48:45newer technologies emerge with speed bumps that are smart speed bumps or that use quote,

48:51unquote, non-Newtonian fluid and stuff. Yeah, so that bumps aren't felt assuming a vehicle is going

48:59at or under the speed limit. Has there been any consideration of that? I don't know the price

49:03too, it varies a lot. Yeah, so right now, like new speed humps like that are not part of our

49:13traffic calming policy. If that's something you are recommending to look into, that's something

49:18we can take. But maybe just high level, there are different types of measures there. There are

49:23things that only give you a bump if you are going at a certain speed limit. It's kind of like a

49:28reverse speed bump. It kind of goes down. And those things are very novel. I mean, we're talking

49:33within the past two or three years, only used in certain places around the world. Very rare to see

49:41in Canada or North America, but they do exist. The price tag would be higher, where as compared to

49:49essentially a little bit of concrete or pavement on the road is pretty cheap. I hesitate to say,

49:58between $1,000 to $5,000 is usually how much of these things go for, for a little bit of

50:05a pavement on the road. And that can be much higher for some of these smart bumps.

50:12I only have one more question. I'm curious about how the queues process for traffic calming requests,

50:20especially from that data that indicated that less marginalized communities put forward more

50:27requests. Whereas there are road fatalities and fewer submissions elsewhere in the city.

50:35What does that look like? Is there any reverb change?

50:39We are. That is a great idea. We definitely are, as I mentioned before, we'd like to consider

50:46proactive measures and also consider equity, equity-related factors. But to respond to your

50:54question quickly, right now we look in order as measures are received and we review them based

51:00on our prioritization thresholds. So right now, like one that was reviewed in 2020 and had a high

51:11score, which those numbers are listed out publicly, is number one. Out of a list of, I think,

51:17publicly at least a list of five. Now, there's a longer list from that. I said about 25% of

51:23about 198 studies that were eligible. So then you can imagine a list of 40, 50 that would go in queue,

51:32go in order, essentially, of how they received as long as they met the threshold.

51:36So that's how they were reviewed right now. Thank you. I have more.

51:46Okay, I'm sorry. I have a long history dating back to the Neighborhood Traffic Management

51:51Policy. So that's why I had a bit of an interest here. I think my street is still on the queue,

51:58which is fine if there are other priorities. I think, so John makes a good point about

52:06different interventions. And I think one of my questions was how do we deal with the feedback

52:12from the AAC telling us that vertical interventions are really not ideal? But we know that from a

52:21practical engineering perspective, they slow everyone down, probably the best. So if we're

52:28eventually going to be asked to endorse the use of vertical interventions again, how do we

52:34how do we square away the accessibility concern here? Yeah, because I was saying one thing about

52:43that, because you want zero deaths on the road. And then you're saying that people being uncomfortable

52:48for like a few seconds in their car takes higher priority. Well, I'm saying that if like,

52:55experience are telling us that this doesn't work. I'm not comfortable saying let's do it anyway.

53:01Well, then just to add to that too, if they're saying the speed bump is uncomfortable in a vehicle,

53:07that's only taken to account people that are traveling by vehicle. There are people with

53:11accessibility concerns that you buy walking or bicycling or other means too. And if they're having

53:17raised crosswalks, it makes that easier. Where do you? Yeah, which one takes priority? How do you

53:30mitigate that? Yeah, I mean, you don't have that in answer. That's like a there's a lot to consider

53:37there. For your consideration, we are going to the AAC next week on October 21st to ask for an

53:47update on their position regarding vertical measures. And we will be going back to them

53:52after the civic circle with the updated policy. Do you know how much of like the percentage of

53:59people that would fall into that civility category are comfortable with going over vertical measures?

54:07We are not sure. We looked at other municipalities. We did a survey with about 15 different

54:17municipalities in Ontario. None had changed their policy due to accessibility considerations,

54:25two of which had accessibility concerns brought up. And they mitigated that with education

54:32and discussion and presentation, basically. So no municipalities have a similar case based on our

54:42review. In terms of how prevalent this issue is, I was able to find one research paper that speaks

54:49about the pain that people, especially with spinal cord issues face. And in that paper,

54:58it was recommended to continue with vertical measures and not to kind of eliminate vertical

55:04measures as a safety practice. So it is very novel. But in terms of specific data, I was not able to

55:12figure this out. I have a couple questions about early thinking on some of the

55:23new directions, I guess I could say. So one is, can you talk a little bit about

55:31some of the early thoughts on the difference or the new nomination process if you're thinking

55:37about any changes? And then talked a little bit about reprioritisation on a two-year cycle.

55:47How would, would that require a new submission? Or how would a two-year cycle in the list go?

55:57Like, do we get rid of the list at the end of two years? Or how would that go?

56:02Yeah, I think we're still in the initial stages of this in the development of the policy.

56:10And your feedback, it would be helpful here. I don't have more details than recognising that

56:18it is very common for municipalities with traffic calming policies to have a list that just goes on

56:22forever. And people are frustrated by that and lists of hundreds of thousands of requests,

56:28especially with major cities. And I think there is room to, to prioritise areas that are collectively

56:38considered higher priorities based on a set number of factors, whether those are equity-related

56:45factors or risk factors or a kind of a number of complaints. I believe we have the capacity to

56:52prioritise ones where we know that we can implement on. And things change over time. Two years was

56:59just an, as an example, I think that number is not set in stone, but recognising that priorities

57:04change, new roads are built, new buildings are built, and, you know, waiting for another 10 years,

57:10the whole system might be different by that time. So I think it makes sense also to, to revalue when

57:16it's appropriate and when we're ready to, to move forward with it. In terms of the nomination,

57:21I'm not sure there has been other municipalities that have done a kind of a nomination process where

57:28basically you, like a neighbourhood of representative of a small number of people would

57:32nominate themselves proactively, and then it would go through kind of an evaluation practice

57:38priority. Through that, there might be further kind of engagement where, you know, a list of

57:46directions are proposed in a number of different ways to a neighbourhood area,

57:50and those would be voted on collectively, potentially. So I do recognise, though, that

57:57there is need to make sure that everyone is supportive of, of traffic calming and recognising

58:03there is other strategies too, which we're not currently considering, but just generally

58:09putting traffic calming down proactively without consultation. That is something that other

58:14municipalities are doing. It's rare, but Boston, for example, is just putting down speed humps

58:20on, like, all roads as much as they can without the nomination criteria. It's just a priority for

58:26them. And that's something that could be considered as well. Go, Victor, thank you, May. As far as

58:35prioritising different streets, is there any consideration as far as being proactive with

58:42Vision Zero, so it's streets where there are severe injuries or fatalities,

58:48as the city considered a proactive approach in the worst situations?

58:53I think that would be a good direction to take. As I showed in that map, you know, most of our

59:01serious injuries and fatalities happen on fast-moving arterial roads, and also there, we do know

59:07that there is increased risk on some local and collector roads. Now, we have that data internally.

59:12It's not just based on traffic calming requests, so, but based on collision history, also based on

59:18pedestrian generation, based on width of the road, a number of different factors. So, I think

59:23prioritising local and collector roads with higher risks makes, it seems appropriate if we're going

59:30to move forward with Vision Zero. If we put a recommendation as the tack to

59:37encourage that, is that? So, I think Joel's right. Like, so where we're

59:47leaning is like, yes, we need a more proactive approach, because if we rely on the neighbourhood

59:53nomination process, we're never going to, sort of, that's not fair. The data already shows us that

1:00:00we're not really hitting more marginalised areas of the city relying on that, right? So,

1:00:09we know we need a more proactive approach. We know we have a queue of streets, like, in the order of,

1:00:18like, over 100 that are operating, like, above capacity, like, above their intended design.

1:00:27So, we already have that, plus what we don't know. So, I think we need to look at

1:00:34something a little bit more proactive. My ongoing concern, though, particularly with the capital

1:00:40budget data, like, info that came out today, is that regardless of the policy in place,

1:00:47we're not going to have the funding to do it. It sounds to me like we have a funding shortfall

1:00:52right now anyway. My ongoing concern here is that even with Vision Zero, even with a revised

1:01:01traffic calming policy that's more proactive, which is, I think, what everyone probably wants,

1:01:08we're still staring down, like, a very real lack of funding to do everything we need to.

1:01:19Maybe a question to add to that. How, what's the cost difference of doing these streets with an

1:01:26existing street pro or a cabin project, a resurfacing or whatever, versus doing it on its own? I

1:01:31guess there a way to add additional priority to if the street is scheduled for resurfacing within

1:01:36the next number of years, and there's a high number of pedestrian or vulnerable street user incidents.

1:01:48And that kind of jumped it off the list. Yep, that's something that I haven't thought through

1:01:54how that would work, but that's something we could consider in terms of a criteria or prioritization

1:01:59of how close it is to being reconstructed. That's something that could be considered.

1:02:06And if it was reconstructed, would that affect when it could get the traffic calming measures?

1:02:13Because I noticed on the map, there's a few streets in around the junction area that are

1:02:17getting resurfaced right now or did get resurfaced. Yeah, I mean, Helia, maybe you want to explain

1:02:26the difference like if resurface is different than reconstruction, so a reconstruction would now

1:02:33follow under complete street guidelines, which is great. It means that we're aiming to reduce the,

1:02:39you know, protect vulnerable road users and reduce the speeds. So it wouldn't then necessarily,

1:02:48we wouldn't be adding speed, speed humps, for example.

1:02:53So a little bit of context about that. So depending on the type of project and the scope of project,

1:02:58so we have like the resurfacing project, we'd slowly take after of the

1:03:06bit asphalt. So that's down to like the bumps. Yeah, just the bumps. So that doesn't

1:03:12include any retrofits or any changes to the streetscape or the lane configuration or the

1:03:18street configuration. And then like we have another type of retrofit reconstruction project where

1:03:26we're doing like sanitary sewer work, digging a little bit deeper. So that's where we look into

1:03:33other policies supported by our transportation master plan to see whether there's a

1:03:41bike lane recommended, like a network recommended throughout segment of the street or

1:03:47like any sidewalk enhancement, any changes to the lane configurations, like the widths. And that

1:03:54when we reach that process, sometimes naturally like those traffic calming measures are embedded

1:04:02into the design. So we wouldn't need any vertical or horizontal measures to be added on top of,

1:04:08you know, the recon or retrofit project. And then if it's like a new street then, you know,

1:04:14hopefully we wouldn't have any problems because we have all these policies. Yeah.

1:04:18And to notice on the map that the newer builds in the south end and like the north end have a lot

1:04:22less blue or orange. Yeah, yeah, it's all because of the transportation master plan recommendations.

1:04:28And you know, all the like child master plans are some policies that came through it. So we're

1:04:36looking after everything like with the lens of equity and safety. So that's why we see, you know,

1:04:41less oranges or like kind of like hotspots in those areas.

1:04:48We have like a question that I don't really hear much people touching on is how does it affect

1:04:53emergency vehicles like speed bombs and like what was done on like, I think Woolwich there,

1:04:58that area having the bike lane protected by the cars parge because I noticed that

1:05:02there was one coming. I would have nowhere to move, for example.

1:05:07Yeah, great point. So internally we are doing engagement with we would do with EMS and police

1:05:15services. Right now they've already reviewed the existing traffic calming policies measures. So

1:05:22whatever we put in they and also that includes transit as well. So they've got to get in the

1:05:27okay. So when we do traffic calming measures, we wouldn't have to kind of go back to them and

1:05:33say, well, is this measure okay? Because they generally okayed it, we'd probably give them

1:05:37a heads up. So anything that is new that we're thinking about we would we're over the next

1:05:42couple months will be providing them details and getting their feedback. It I think generally,

1:05:50I think the ones you need to kind of be more aware of like in terms of conflict, of course,

1:05:54are diverters, especially if you have like emergency response or transit, you know,

1:06:01transit is not going to reroute it by accident. You want to give them as much heads up about

1:06:06these changes as well as much as possible. So yeah, it's something that we're focused on.

1:06:17I just like I noticed a few months back that the fire truck was pulling out on Silver Creek,

1:06:23reversing out and had trouble doing it because of the protected light bank of the barriers.

1:06:28So it took additional time to reroute out of the apartment building, which like would take away

1:06:33time for recall if it did come in. So as you see problems that some of these pop up after

1:06:38things get installed or done. Yeah, and also like these these questions are great. And if you want

1:06:53to turn that into a recommendation of them to ensure that EMS and fire are consulted in this or to

1:07:00you know, suggest a prioritization process and consider certain elements, that's the purpose

1:07:07of this meeting. So I encourage that. Yeah, that would be a good one. Last question, you, Hasho?

1:07:14Other? I have additional questions. I know, so I don't have additional questions. We call a lot

1:07:21of things when we compile that. So recommendations, I imagine. So yeah, we have to cross the

1:07:26recommendation. Yeah, so I'm happy to share my screen in that way and they can kind of work together.

1:07:36Just a quick question, Nico. Do you also notify the transportation consortiums on any major changes

1:07:55to roads? Which ones are you thinking of? Like the upper grand district school board, like anybody

1:08:04who like if you're running a school bus down and road and things have changed

1:08:10that they need. Yeah. Maybe not consult them, but at least let them know so they need to adjust

1:08:15their route. We would like in terms of if you looked at the prior review process, like

1:08:23residents and that would include if you know, if a school would be part on the affected street,

1:08:29would be notified about these changes. We're also part of the active and safe

1:08:33routes to school committee. So we're in regular communication, but currently right now, if there's

1:08:39an affected street, we would notify relevant stakeholders that use that road. So those would

1:08:45be residents and if there was a school that existed, but outside of that affected area,

1:08:51we don't go further than that. I consider that the transportation advisory community

1:09:12provided input on recommended traffic calming measures. And then we also have recommendation

1:09:20three that the transportation advisory community offer feedback on the traffic calming policy

1:09:24prioritization approach, ensuring alignment with vision zero principles and consideration

1:09:29varying levels of service. So I think our conversation kind of fell mixed up the both. So if we wanted

1:09:34to maybe start with this one, I'm happy to write on the spot. I would just ask for some patience.

1:09:42But if you want to provide input, I'm happy to scribe.

1:09:52I think that vertical measure should be considered. That would be one of my recommendations.

1:10:06Would this would you like the EMS firefighters be like consulted? Is that with all of this

1:10:13slide or the other side? Yeah, the third recommendation because it's like a process

1:10:24related recommendation. Yeah, you can like generate stakeholders such as EMS or like school

1:10:32for service. Is that I think it'd be interesting to hear a presentation from like EMS or like

1:10:42the chief about the issues they wanted to implement like the roads that we might not be aware of.

1:10:49Yeah, yeah, this is a bunch of school transportation.

1:10:53As the school transportation sodiums here.

1:10:59It's a weird one. Oh, schools.

1:11:04Because you didn't get that school board, okay. Like school board or the administration consortium.

1:11:10Please note.

1:11:32This one.

1:11:36The committee is okay with that. Can we add

1:11:42vertical measures should be considered pending feedback from the accessibility of every committee?

1:11:48You're okay with that, Joel?

1:11:50I'm going to include John's recommendation. I'm confused about being the next part of this slide.

1:12:09But in terms of the queue for traffic calming considerations and why I was thinking of your

1:12:18one. Yeah, it doesn't have to be a full blown thing, but maybe if staff could do a

1:12:24cursory glance to see if there's anything that isn't but it's a money.

1:12:31Maybe that would be something to I want to be worth that.

1:12:34Can we just consider emerging technologies and speed calming nice and open ended it like that.

1:12:42Between traffic calming measures.

1:12:47There's an example, but I mean.

1:12:52I'm not sure what is the new type of speed hump called the co.

1:13:00Like the expensive one.

1:13:02I mean, there's a few. There are many people are always trying to

1:13:08acupuncture the road. I think the ones that were mentioned here that in my presentation,

1:13:12I mentioned speed kidneys and I think someone else here mentioned, I don't know what they're

1:13:18called smart humps, but specifically it was.

1:13:23The type of fluid that kind of only reacts when you drive fast over it. I'm not sure.

1:13:30Newtonian fluid knowledge.

1:13:41Commercial name is at the bump.

1:13:43A C T I B U M P one.

1:13:49I think I have a question. I know people always say that speed bumps cause issues for snow removal.

1:13:55Is that true? So we we talked to like within our internal engagement along with the EMS and police,

1:14:02we would be speaking with operations. So they are in line with us. All the measures,

1:14:07including speed humps and speed cushions that we currently exist, have been supported by traffic

1:14:13operations. So partly it's they are aware of it. We don't go over kind of a set grade.

1:14:20So as long as they're aware, it's no problem. That's been the feedback that we've received.

1:14:26So like the one on downy doesn't get removed those speed bumps?

1:14:29I'm much are those permanent right now? I believe so. We got to as you as I mentioned before,

1:14:36we have temporary ones and then we go to permanent. I think those are permanent right now,

1:14:40but sometimes the temporary ones would be removed to permanent. But in both cases,

1:14:45they're supported by operations and snow removal.

1:14:56But things like race crossings, which aren't currently part of a traffic calming measures,

1:15:00if those were to be added, new measures would have to be consulted with operations folks.

1:15:07Was there a recommendation about the race crossings that you discussed?

1:15:11I think that's going to be the first item. Okay.

1:15:14Yeah, because that falls into vertical. Yeah.

1:15:22So I specifically mentioned it.

1:15:26Vertical. Yeah.

1:15:28Yeah. To specify vertical measures including.

1:15:33Race pedestrian crossings and speed bumps. Sure.

1:15:42Race pedestrian crossings.

1:15:49Oh, race. Yeah.

1:16:01I have like a question and I don't know how it's like, I think it factors and you have it in your

1:16:08plan, but like in the junction area, there was a meeting and they're going to meet with the city

1:16:13in the following weeks. So something like that, because that was spurred by the accident that

1:16:21happened on on lung Gaysley, would something like that in the meeting with the area, the area with

1:16:27that bump up in your new system of priority for those areas? Right now, the current policy

1:16:36does not react to a serious injury or one serious injury or fatality to

1:16:43increase its priority in terms of the how the policy is written right now.

1:16:47If that's something that should be included, please go forward with it. But right now,

1:16:53that's not how the current policy works. Okay. I think, Sonia, I would like to craft something

1:16:58like that because even just looking at your map with the calls from neighbors about issues in

1:17:03that area and the rules and fatalities, I think they should be triaged. I think that might be

1:17:09included in the prioritization approach, like the one that we already have there. Like if

1:17:15no number three, sorry, where it says that we'll offer feedback on that prioritization approach.

1:17:21And like in terms of how it's structured, that was my understanding of it. Well, and maybe on that,

1:17:26we could say that at least if everyone agrees that we would recommend a proactive approach that

1:17:36takes into account the plan work as well as current vision zero or other issues. I don't

1:17:48have a word that. Thank you. More than your volume, speed, to put an element from

1:17:58the neighborhood. Maybe explore proactive approaches to reviewing the updated traffic

1:18:07comment policy considering like the. The vision zero. Yeah. Yeah. With alignment with vision zero.

1:18:16Yeah. Can go word to get explore practical for the good room, updated traffic comment policy

1:18:24with alignment with the vision zero action plan or vision zero. Does that provide

1:18:39Nico to that provide enough clarity for you there? I think maybe providing maybe a little

1:18:46detail would be I would support proactive. And just to respond to your initial question about

1:18:57the recent fatality around the junction. And that is the dynamic that we're trying to

1:19:06trying to navigate here when something like that happens. How does our existing policy respond?

1:19:14And currently it doesn't. So what ways could that be? If that's something that's important

1:19:21for the from the transposition advisory committee in what ways specifically so if you add any other

1:19:26details like to kind of name that things that were proactive might be helpful to give a bit more

1:19:33detail. And also maybe something to think about is the relationship between reactive. And if you

1:19:40had any guidance on if it should be, you know, explore proactive can basically mean it's still

1:19:49reactive with a little bit of proactive or is it now something that you want to should be the

1:19:53primary primary directive of the traffic comment policy? I don't know what the incident statistics

1:20:04for that particular intersection. But if it's a one off, it's a terrible accident. So I live in

1:20:10the area and it would be more for me it'd be more like looking between like Speedvale and Waterloo

1:20:16because the accidents that happen there are near misses because your misses don't get reported,

1:20:22which is which would affect the data a lot because there's two schools in the area right

1:20:27across the street from each other on paisley. And then people walk through the neighborhoods

1:20:33and people also cut through the neighborhood to avoid Edinburgh. So they go down Alma, for example.

1:20:39And there's one stop sign between Alma and Waterloo and one streetlight. So it makes it a great

1:20:46cut through with kids trying to cross and there's no crosswalk. So like maybe school zones she gets

1:20:56it's hard because I go through other schools on so they have the newer areas where you have it

1:21:01are much better equipped versus the older neighborhoods like downtown, Junction

1:21:10because they just weren't top on the mine when they were being built. I don't know how.

1:21:17Yeah, with single incidents, like the entries or fatalities, there's always the issue of like

1:21:25well what were the elements of playing here right? So having it an automatic response,

1:21:29well this will happen is there's an issue there. But perhaps recommending that we look at introducing

1:21:38a mechanism in which a community if it's rallying around something particularly egregious can get

1:21:46that qualm prioritized if there's a clear indicated. That makes sense, right? Yeah, and I think they

1:21:53have ideas but I don't think they're feasible to be put on because it's hard to really railroad.

1:21:58So would it be allowed to do a bunch of traffic calming measures from what I understand?

1:22:04Well there's another policy that would take into account with the different communities.

1:22:12No, there was another that wasn't part of the traffic calming but if it was one of the items

1:22:19like the S speed signs and the like, I figured what I read. But like Nico, if somebody

1:22:31wants to apply for one street to receive traffic calming and there is another application for

1:22:37that same street, does that second application get ignored? Does it bump up the priority and how

1:22:43does that work? It gets put together as one street to be reviewed for traffic calming.

1:22:49It doesn't get, you don't get extra points but if there's five people from different areas of

1:22:56the street that said I want traffic calming and it's already been requested five years ago,

1:23:01it's still the same street. Nico, maybe a question. Maybe discuss this and it's kind of like a gap in

1:23:08my knowledge now. So if there is an existing application for a street, like what is the

1:23:15scoring system? Like what criteria would are considered to give a segment of the street or

1:23:22like that application higher scores? Yeah, so I mean feel free to go into the weeds of like the

1:23:29traffic calming policy itself in terms of the scoring system is listed there in the policy.

1:23:35But in terms of things I mentioned before, the 85th percentile speed, so it's a set threshold above

1:23:41the set speed. So what is the 85th percentile speed? So we would actually go to that street

1:23:46and measure it. Is there a history of collisions to the areas? What's the annual volume? So what's

1:23:54the expected versus what it is? So that kind of adds a certain number of points. So off the top of

1:23:59my head, I don't have it all listed there but there's a scoring system mentioning that reviews

1:24:06each of these topics that I presented before. Maybe because what you're saying is that if

1:24:16there's an issue on a street and if you report it and someone else reports it,

1:24:20that doesn't change anything. Like it's just one application. So maybe if a community is recognizing

1:24:28an issue on the streets they live on, that can somehow increase the priority of that traffic

1:24:33calming urgent thing. Is there a mechanism? Like more volume it gets or more traction?

1:24:42The more people that agree. I just think that there's kind of a concern with that though. If

1:24:49we're not already not hearing from marginalized areas, that then that's getting missed even

1:24:54further. If it's like specific community groups who are really active then get more weight.

1:24:59And typically those community groups might be like not the marginalized areas.

1:25:05So I just think it gets a little bit muddy. So when we speak about marginalized areas,

1:25:09is that a specific geographical area or is that a specific type of people?

1:25:17We use the Ontario Marginalization Index which has about 18 different factors. I'm not going to go

1:25:24through all of it but it's wide ranging from income to racialized groups to single parents.

1:25:32It has like renters versus house owners. There's a number of factors that are considered together.

1:25:39So that was the data except that was specifically used when they reviewed traffic calming requests

1:25:43and equity related data. So you can speak about what you want here but that was I'm just referencing

1:25:49that one study. So I'm trying to figure out what these motions are and I'm having a little bit of

1:26:04trouble here and I think it starts with the suggested wording. So for this one specifically,

1:26:16so the Transportation Advisory Committee is offering feedback on the traffic calming policy

1:26:23prioritization approach meaning that we're offering feedback on how we deal with the Q that gets

1:26:33assembled by whatever traffic calming policy exists. Do I have that clear? It's the whole thing.

1:26:41So I would say maybe to separate the two. One is what measures. So we talked about a lot of

1:26:46different measures. We talked about some of the challenges with some of those measures.

1:26:51And the other question is the whole approach. So it's a reactive approach based on our request.

1:26:58It goes through a data review. It gets like a presentation goes to the community. It gets

1:27:04evaluated after two years. That's the whole review process. So that's the framing in terms of

1:27:10and I agree the wording is not correct. That's how we prioritize where measures go. It's a whole

1:27:17prioritization process. So it's the approach that we take. So I suggest for for sake for

1:27:23recommended measure three here that we remove the words prioritization approach and just leave it as

1:27:31offer feedback on the traffic calming policy, ensuring alignment with Fission Zero principles.

1:27:36And then that seems to work. Although I think we need work on point number three there. But

1:27:48and the wording on the second one. So can we just and we just say explore proactive approaches to

1:28:01graphic calming in alignment with in alignment with the Vision Zero action plan? Because I think

1:28:08where I'm going with this is the reactive approach doesn't work. We just need a proactive

1:28:16approach. And at this point, we don't have a revised policy that you're coming to us with.

1:28:21So I think we're providing general direction to consider as you go into the review. So if the

1:28:29committee is okay with that wording. Or all of those changes. I mean, we still need to like

1:28:41explore proactive approaches to traffic calming in alignment with the Vision Zero action plan.

1:28:55And then if we can't do it. Sorry. I'll leave it open to anyone agreeing or disagreeing with me on

1:29:02that before I. I guess we need to look good to me. Can we go to the second recommended action then?

1:29:13Sorry. The second point here. No, the other motion. Oh, yeah.

1:29:19Yeah. Okay. While we're thinking community, we actually add that item around equity and

1:30:00Q processing to the other slide. That people are okay. That really, it's a matter of community

1:30:14engagement, right? Where some communities are very engaged or want to contribute and some

1:30:21aren't able to or don't know how. And so how do we work on that? My question is, if you were to

1:30:30want traffic calming measures, for example, I phoned in like three weeks ago. And no one phoned

1:30:36me back, for example. So when like, other people might get discouraged and not try to follow one.

1:30:46Especially if you don't speak English, like I know we're talking about marginalized communities.

1:30:50So like above paisley, like willow, there's a lot of Eritrean community and like that's

1:30:5690% of our school is Eritrean. So I drew a lot of like health and a lot of other things.

1:31:03With like the school board thing we had an issue there. So I was the face for that because they

1:31:07were not comfortable speaking. So I know we're talking like they won't come forward and speak,

1:31:14but they might speak through someone else, for example, like their Swiss worker or like me who

1:31:18can bring it up in a more discussion on community bulletin. Someone talking about that meeting around

1:31:26the community meeting addressing the whole paisley accident and someone saying that their community

1:31:33probably wouldn't come or couldn't come because they're, you know, the language barrier.

1:31:39Paisley public parent and it wasn't the St. Joseph's parent. So we did have brief counselors come

1:31:44to our school, but no one utilized it because the thing we just don't mix as much. I know like

1:31:50above paisley they live in like most dial up below. So I mix but that's cool.

1:31:54Like I'm still a lot of immigrant communities to across Ontario, whether it's cities or rural,

1:32:00one huge thing is people rely heavily on the cultural community to connect to everything from

1:32:06like housing to transportation to work. And it's usually the vast majority of people across cities

1:32:13in Canada and the like, even if there's like settlement services and like civil society and

1:32:18local government funded groups and the like that have specific mandates to help them with those

1:32:23things. So something like housing is explored through one's immediate community. Then how are

1:32:27you going to have the time or energy or even know that, you know, there's these more abstract

1:32:36engagement opportunities. So like they do speak about it and like I drive through they've heard

1:32:41when you have kids just crossing the road and then a car's turning here and a car's

1:32:44in the middle of like the intersection and you're just looking and it's a hot mess because there

1:32:49isn't a crosswalk in that area and like they probably could use one. I still live on the low

1:32:55average how it goes that community can get my groceries out there still. There's always like

1:32:59multiple people mobility devices too and children. Yes shops are the worst. Going things strollers,

1:33:05a lot of strollers. So like they're more devised by the help like I speak for them sometimes.

1:33:17I think Chelsea wants to ask or comment on something. Hi everyone, I apologize if this is

1:33:23a bit noisy and outside but I just wanted to chime in and say in terms of connecting with like

1:33:31minoritized communities or communities that are experiencing low income or other barriers,

1:33:39at the poverty task force we have a group called community voices. Community voices is currently

1:33:45made up of 40 to 45 individuals from across Welkin, Wellington County who are actively

1:33:54engaged in knowing what's going on in their community. So they represent different communities

1:33:59from across the area and if the concern is that we're going to be missing community members that

1:34:06would be impacted or that there's limited pathways then that can be a form of connection that can

1:34:13be offered. But I do like Nico had mentioned there is a link. I will definitely be sharing that with

1:34:21our community voices group so they will have some knowledge of it and I can bring some pieces of

1:34:27information from this presentation back to them as well. But there are pathways through community

1:34:34organizations like the poverty task force. Other groups have peer groups that act as

1:34:40connections to communities that may not necessarily be present in public in various ways but are

1:34:47present kind of more often than sometimes. So what if for this policy update we include a section that

1:34:55we ensure that we're interacting with these community organizations that are already out there?

1:35:03I don't think it's currently in the policy but you are doing it Nico is that my understanding?

1:35:09As part of the Vision Zero Action Plan to focus on increased public engagement to areas of higher

1:35:15risk that's a priority for us that's an action and hope and the plan is that that would inform

1:35:22other types of initiatives that we can focus on. Right now the traffic calming policy does not

1:35:28have that language. So maybe that's our recommendation as that language is added into the traffic calming policy?

1:35:49Equity-deserved communities or existing community groups? Equity seeking gaps?

1:36:02You want me to add does that cover? That works for me maybe and equitable processing of

1:36:17traffic calming requests could be. Traffic calming requests? Yeah equitable

1:36:28and equitable processing approach to traffic calming requests. Do you want to add to this one or do

1:36:44you think that's do you do those chemicals in here? I think it's nice. I remember they talked about

1:37:01something. Maybe just say consider engagement with equity seeking groups like get rid of

1:37:05adding language surrounding. Okay. I did great conversations and everything is being recorded but

1:37:46I think you made the right nap. Yeah. Yes. Council receives the minutes so anything actionable must

1:37:56be done in writing resolutions. Yes. I think I'd like to add something to the funding here too.

1:38:13If we can say maybe just that the policy consider

1:38:37dedicated sources of funding to enable a more proactive approach. Dedicated funding?

1:38:48Yeah. Would you please repeat the capital? Sorry. Dedicated funding to enable a more

1:39:00proactive approach. I'm trying to balance this with like language that's going to help me go

1:39:05into something like figure out what to do in the review. What about addition of funding but

1:39:16just trying to make it more cost effective or efficient with other road projects as well? Do

1:39:22we need specific language to that? Really be correlated into quarterly projects or major projects.

1:39:32Yeah. Maybe you mentioned another line. Yeah. Another line because I had to consider

1:39:43to incorporate traffic calming measures on going for future and going in future road projects.

1:40:06We can also just in the past, this may not be the reference anymore, the previous advisory committees

1:40:15we just made a motion that said something like the transportation advisory committee on

1:40:24her is the following feedback on the traffic calming policy and then it's just a list of all

1:40:29of these points. I think where I'm getting stuck here is like then the motions themselves seem

1:40:38awfully specific for where we are in the process. It makes like a bunch of the two.

1:40:47Yeah. Just first, that's one motion that just says the transportation advisory committee

1:40:51provides the following input on the traffic calming policy and review process. You could even

1:40:58just leave it like that and just have them based on the two factors of the physical measures and

1:41:03the policy but that's still in my motion. I'd split hairs. I looked till there's

1:41:11office to see if that motion is detailed enough. Yeah. I think we can just say that the

1:41:16transportation advisory committee offered the following feedback on the traffic calming policy

1:41:26and then just list them all. Is that enough? Does that work for staff? Is that okay? Looking to

1:41:38Nico if you wanted like a specific two. Okay. Perfect. Yeah. That makes sense. In case one didn't

1:41:43fall after that it's like I kicked it out because it was the correct spot. Yeah. That'd be mindful of

1:41:51three times on two hours. You could after that. I have one more question for Nico. For like all

1:42:04the traffic calming measures, I have an idea but well it's the fastest improvement and the cheapest

1:42:10that could be spread around the most neighborhoods. Yeah. Well the cheapest are

1:42:18two that I would say are modal filters. Essentially sticks in the road or concrete

1:42:24that immediately blocks vehicles from moving and if they don't move through they can't speed.

1:42:32So that is one of the cheapest things. Of course those are politically challenging for many

1:42:38reasons which I'm sure you're aware of but thinking about it like a neighborhood circulation plan if

1:42:44making things one way and cutting off vehicle traffic that is is politically challenging and

1:42:50takes a lot of effort but in terms of the actual implementation it's a piece of concrete or a

1:42:57ballard on the road so practically it's a measure that's cheap and vertical measures I would say are

1:43:04some of the most cost effective and in terms of like reducing speeds I would say are the most one

1:43:11of the most effective. You can kind of imagine how this would look like a curb out. It's just a lot

1:43:16of concrete versus a thin layer of pavement so the differences are not much and also I guess

1:43:25if you're doing a large segment of the road it's relatively straightforward. You do it all the time

1:43:32so that reduces some of the cost too. I couldn't tell you like speed hump versus speed cushion

1:43:41but you know they're about the same. No I'm just curious. Yeah I'll just let you answer my question.

1:43:47I'm just I'm a fan of like physical measures because people can't avoid them or think about all

1:43:52the speeds or what and deal with it later because you speed through it you'll feel the effects on

1:43:57your car or you for example scratch is dense. I'm good with that motion. So any other questions or

1:44:12comments? Okay so I'll leave it up if you want to I don't know if you want to read through it or if

1:44:20the committee is okay with what is up on the screen. Do I have to like read? Yeah okay so we're

1:44:27going to approve the motion that's on the slide right now at all the points that are there. Let's

1:44:33take a moment read through it. From this room that the policy just started to consider. Okay any

1:45:18other other edits? Do we want five to read something like consider prioritizing incorporated

1:45:26trap measures and ongoing or? Feel like that's yeah prioritizing it. Any other? For the purpose

1:45:39of the cost effectiveness? I don't know if that matters or makes sense why we'll do it twice.

1:46:00Any additional edits? Concerns? On for can we say consider strategies to ensure dedicated funding

1:46:20to enable a more proactive approach? I'm really sure I learned that earlier but I think it's clear

1:46:27in the moment. Very good. Can you say prior? I think that's good. Consider strategies

1:46:38or dedicated funding. Yeah that's fine. Motion? Okay. Oh and he everyone in favor? Anybody opposed?

1:47:04I just want to welcome our new members that joined.

1:47:18Tag so you want to introduce yourself? My name's Joel Meyer. My day job is I'm an

1:47:27analyst for the city of Mississauga dealing with linear asset management so road sidewalks,

1:47:33muts and the like so. Welcome Chelsea. And then yes Chelsea if you'd like to just briefly introduce

1:47:43yourself. Hi I'm sorry I'm out walking but my name is Chelsea. I work with the Guelph and

1:47:52Wellington Task Force for Poverty Elimination. We're a collaborative that is dedicated to ending

1:47:59or eliminating poverty in Guelph and Wellington County through advocacy for root cause solutions.

1:48:06So I'm excited to be here. I was on the previous committee as a representative for the group that

1:48:12I mentioned earlier. We're very fortunate to be collaborating with people who have lived

1:48:18experience living in poverty and community partners who are actively working towards the goal.

1:48:24So I'm going to move to adjourn. What do you want to move back?

1:48:39Thanks. Okay so the next meeting is October or November 20th.

1:48:50Thank you everyone. Thanks everyone. Thanks for being here. Chelsea. Thanks everybody.

1:48:57Great questions. Thank you. Thanks. Have a good night. Bye.