Salt Management Plan Update

Transcription

1 Salt Management Plan Update The District of Muskoka Engineering and Public Works Department GHD 455 Phillip Street Waterloo Ontario N2L 3X2 Canada Report No 7 July

2 Table of Contents 1. Introduction Purpose Objectives of Salt Management Plan Road Maintenance Policy Statement Salt Management Policy Statement Responsibilities Implementation Winter Maintenance Program The System Maintained Level of Service Winter Preparations Prior to Winter Season Winter Patrol Winter Operations Staffing and Hours of Work Winter Materials Used Annually Application Rates Salt Sodium Chloride Brine Magnesium Chloride Equipment Winter Maintenance Fleet Yard Facilities Snow Removal and Disposal Salt/Sand and Plow Routes Salt Vulnerable Areas Weather Monitoring Communications Decommissioning Winter Operations Training Record Keeping Comparison between Past and Present Winter Maintenance Practices Review and Updating the Salt Management Plan Salt Management Plans Winter Maintenance Patrol Yards Training Salt Management Vegetation Management GHD Salt Management Plan Update (7) Page i

3 Table of Contents 5. Recommended Best Management Practices and Strategies Level of Service Public Education and Communication Chemical Removal of Snow and Ice Decision Support Equipment Record Keeping Training Smart About Salt Training Identification of Salt Vulnerable Areas Patrol Yard Management Alternatives to Rock Salt Calcium and Magnesium Chlorides Potassium Acetate Calcium Magnesium Acetate Glycol and Glycerin Organically derived or Ag-based Products EcoTraction Summary of Alternatives to Road Salt Class D Budget Anti-Icing Road Weather Information Systems Fixed Automated Spray Technology Conclusion Figure Index Figure 3-1 Exterior of the salt storage dome... 7 Figure 3-2 Salt stockpiles inside the storage dome... 7 Figure 3-3 Brine storage tanks located outside... 7 Table Index Table 3-1 Level of Service for Snow Accumulation and Icy Conditions on District Roads... 3 Table 3-2 Historical Road Salt Purchases by the District... 6 Table 3-3 Comparison between the Winter Maintenance Practices Outlined in the Original SMP and Current Practices GHD Salt Management Plan Update (7) Page ii

4 Table Index Table 5-1 Training Courses/Workshops for Patrollers and Operators Table 5-2 Training Courses/Workshops for Management Staff Table 5-3 Conferences Table 5-4 Evaluation of Calcium Chloride and Magnesium Chloride Table 5-5 Evaluation of Potassium Acetate Table 5-6 Evaluation of Calcium Magnesium Acetate Table 5-7 Evaluation of Glycol and Glycerin Table 5-8 Evaluation of Organically Derived or Ag-based Products Table 5-9 Evaluation of EcoTraction Table 5-10 Summary of performance of road salt alternatives compared to NaCl Table 6-1 Anti Icing Cost Estimate Appendix Index Appendix A District of Muskoka Winter Operations Control Guideline GHD Salt Management Plan Update (7) Page iii

5 1. Introduction This Salt Management Plan (SMP) sets out a policy and procedural framework to ensure the District of Muskoka (District) continuously improves the effective delivery of winter maintenance services and the management of road salt used in winter maintenance operations, as outlined in Environment Canada's "Code of Practice for the Environmental Management of Road Salts" (April 2004) (Code of Practice). Wintertime conditions can adversely impact public safety, limit road usage, increase travel time, and increase economic costs. In the absence of a reasonable alternative from an economic and safety perspective, this necessitates the application of road salts to roadways. The District currently utilizes Sodium Chloride and Magnesium Chloride as their dry and pre-wetting de-icing materials, respectively. They also use pickled sand as their abrasive material. The purpose of the Code of Practice is to help guide road authorities in developing SMPs to reduce environmental impacts that the use of road salt may cause. By following the objectives stated in the Code of Practice, the District will work to ensure environmental protection while maintaining public safety during adverse road conditions. With proper monitoring and reporting, the recommendations will result in improved safety and benefits to the environment, as well as potential benefits to the District including more efficient operations and savings in material usage. 1.1 Purpose The purpose of this document is to outline the current road salt management practices employed by the District and to set out specific goals for improving the District's salt management practices. This SMP is intended to be an update from the original District SMP developed by Giffels in This SMP is based on a comprehensive comparison of past practices against current best management practices. 2. Objectives of Salt Management Plan 2.1 Road Maintenance Policy Statement The District will provide safe, reliable, efficient and cost-effective transportation services in accordance with the Minimum Maintenance Standards for Municipal Highways (MMSMH) as described by the Ontario Ministry of Transportation under the Ontario Regulation (O. Reg.) 239/02 and the most recent version of the District s Winter Operations Control Guideline dated January 2014 (as amended from time to time and currently under review). Any contractors or service providers the District retains will also adhere to the standards and procedures of their Winter Operations Control Guideline to ensure roadways are maintained in a safe condition. 2.2 Salt Management Policy Statement The District will take the actions necessary to provide efficient and effective winter maintenance to ensure the safety of road users in keeping with applicable legislation and accepted standards while GHD Salt Management Plan Update (7) Page 1

6 striving to minimize adverse impacts to the environment. The District will meet these commitments by: Adhering to the procedures contained within the SMP Complying with applicable laws and regulations Reviewing and upgrading the SMP periodically and incorporating best management practices, new technologies and developments as appropriate Committing to ongoing winter maintenance staff training and education Monitoring on an annual basis, the present conditions of the winter maintenance program, as well as the effectiveness of the SMP Committing to a reduction in the use of salt when and where it is appropriate to do so 2.3 Responsibilities Effective road salt management is the responsibility of everyone within the District connected to winter road maintenance. Cooperation from all District staff, from senior levels to patrollers and contracted operators, is required to ensure road safety is maintained while the SMP is developed, implemented, monitored, and updated. It is through a cooperative effort that the District will reduce the environmental effects caused by the use of road salt while maintaining a safe road network. 2.4 Implementation The SMP is meant to be a living dynamic document, allowing the District to evaluate and phase-in any changes, new approaches, and technologies in winter maintenance activities in a fiscally responsible manner as well as at the direction of District Council. With the implementation of the SMP, improvements and refinements will be evaluated as new salt management techniques become available. The following principals will be used for the continual improvement of the SMP: Periodic review and analysis of industry practices Implementation and documentation of the SMP Education and training of staff Monitoring and analysis Management review Environmental review Practices and policy revision, as required Staff at all levels are encouraged to actively advocate for the implementation of the policies and procedures in the SMP to build a consensus with other parties (i.e., contracted services and other levels of government) retained for snow and ice control activities. GHD Salt Management Plan Update (7) Page 2

7 3. Winter Maintenance Program 3.1 The System Maintained The District is responsible for providing winter maintenance on approximately 1477 lane km of road for which they hire local Area Municipalities (with the exception of the Town of Huntsville) and private Contractors to perform the winter control activities. The District is responsible for developing and enforcing the winter maintenance procedures and protocols for their roads. A summary of the length of District roads requiring winter maintenance and treatment is provided below: Length of paved roads under District jurisdiction: 1477 lane km Length of unpaved roads under District jurisdiction: 0 lane km Length of treated (with road salt) roads under District jurisdiction: 701 lane km Length of treated (with abrasives) roads under District jurisdiction: 776 lane km Number of structures greater than 3000 mm in span under District jurisdiction: 53 bridges/ 40 culverts 3.2 Level of Service The District has historically followed a Level of Service (LOS) policy that was developed for clearing snow accumulation and treating icy conditions on their road network. The LOS policy was based on the classification of the roadway where District roads were classified according to the Winter Average Daily Traffic (WADT). Level I roads had a WADT greater than 900 vehicles and Level II roads had a WADT less than 900 vehicles. Table 3-1 presents the current, maximum allowable depth of snow accumulation beyond which winter control procedures are required on District roads. Snow accumulation refers to the natural accumulation of new fallen snow, wind-blown snow or slush that alone or together covers more than half a roadway lane s width. Table 3-1 Level of Service for Snow Accumulation and Icy Conditions on District Roads Class of Roadway Depth (cm) Level I Bare Pavement 5 Level II Snow Packed 8 The objective of the LOS policy for Level I roads was to obtain a minimum centre-bare condition within 24 hours after the storm has ended. The centre-bare condition is achieved when a lane width of the lesser of three (3) metres for each lane or the actual lane is cleared such that the pavement is bare. It is understood that the District is in the process of adopting the LOS defined in the MMSMH in place of the LOS policy described above. This will allow for better alignment with respect to acceptable snow depths, response times and subsequent levels of service and better align with the requirements of the MMSMH. It is important to note that the MMSMH prescribe acceptable depths GHD Salt Management Plan Update (7) Page 3

8 of snow and required response times to achieve these. Applied material types (i.e., salt, sand, etc.) and the requirement to achieve either centre-bare or snow pack conditions are at the discretion of the governing municipality and involve a balance of the levels of service expected by the travelling public against the financial, environmental and risk tolerance accepted by the District Committee and Council. 3.3 Winter Preparations Prior to Winter Season The following activities are performed in preparation for the winter season: All plows, spreaders and patrol vehicles, in both the District and Contractor fleets, must be inspected and repaired if required All communications and tracking equipment (GPS) must be installed and inspected to ensure they are in working order Road routes are evaluated to ensure all areas (including new construction) are included and to increase the efficient use of labour, equipment and materials A sufficient amount of salt and abrasive material is readily available at various locations around the District to meet operational requirements All staff associated with the winter maintenance program must complete training related to their duties including patrolling, shift scheduling, reporting and communications procedures, safety precautions and emergency response Snow markers are installed along plow routes to identify locations that pose hazards to winter maintenance equipment and their operators. These locations include the beginnings and ends of guide rails and buildings in addition to areas that are susceptible to deep snow accumulation. Roadway ditches and culverts are inspected and are cleared as needed, to help mitigate flooding as a result of ice formation during winter freeze-thaw cycles. 3.4 Winter Patrol The District employs 4 patrollers on a 24-hour per day schedule to monitor road conditions and direct winter operations performed by Contractors as part of the District s Road Maintenance contracted services. Two maintenance inspectors are also employed to provide oversite on the entire District road network including within the Area Municipalities. They are responsible for ensuring roads are cleared promptly after a winter storm event and that the roads remain in compliance with the established LOS standards. The patrollers must document road and weather conditions as well as any winter control operations performed while on duty. The District s winter patrol schedule commences at the end of October and is completed at the end of April (weather depending). Four patrollers in a scheduled rotation cover a 24 hour per day 7 day per week schedule on Contractor maintained roads. The 2 maintenance inspectors provide additional oversight from 8:30 a.m. to 4:30 p.m. Monday to Friday and cover the District roads within the Area Municipalities to ensure LOS and general maintenance requirements are being met as per any retained services. These maintenance inspectors work closely with the local Area Municipality GHD Salt Management Plan Update (7) Page 4

9 patrollers who maintain District roads within their jurisdiction and provide backup to the other patrol shifts as needed. Winter patrolling procedures should be performed in accordance with Guideline of the District s Road Maintenance Performance Guideline. Guideline requires a minimum patrol frequency of once per day on the representative highway in each patrol zone. The patrol zones are identified in the District s Winter Operations Control Guideline. Patrolling should be conducted in accordance with A Guideline for Patrolling Representative Roads in Winter by the Ontario Good Roads Association. 3.5 Winter Operations Staffing and Hours of Work The Highway Traffic Act prescribes the maximum number of hours that an employee is allowed to drive as 13 hours and the maximum number of on-duty hours as 14 hours. The exception to this rule is if the employee is responding to a situation in which life, property or the environment is in danger (as per MTO regulation amendment, Ontario regulation 405/07). Hours of work are managed directly by the Contractors or the Area Municipalities Winter Materials Used Annually The District s winter maintenance program uses directly-applied sand, salt and a pre-wetting brine solution for snow and ice control purposes Application Rates Prior to the winter season, Contractor spreader units are calibrated to the following application rates: Salt: 100, 130, 170 kg per two lane km driving at a speed of 40 km/hour Sand: 325, 400, 570 kg per two lane km at driving at a speed of 40 km/hour Typical application rates are 130 kg per two lane km for salt and 570 kg per two lane km for blended sand. Contractor spreader units also have the capability to apply a pre-wetting brine solution at an application rate of 0 to 30 percent by weight of salt and 0 to 8 percent by weight of sand. Area Municipalities spreader units are calibrated for salt application rates of 130 kg per two lane km for normal applications and 170 kg per two lane km for heavy applications (i.e., spot salting for ice conditions). The spreader units are calibrated for sand application rates of 570 kg per two lane km for spot sanding, continuous sanding or intersection blasting. Sand is applied on hills, curves and intersections of roads that are typically salted and when temperatures drop below -12 degrees Celcius. Both private Contractors and Area Municipality operators are allowed some flexibility in the selection of an appropriate material application rate. The decision to adjust the application rate should be made based on the weather conditions, road conditions, training and previous experiences. GHD Salt Management Plan Update (7) Page 5

10 Salt Sodium Chloride Table 3-2 presents the annual salt purchase records for the past three and a half winter seasons. Table 3-2 Historical Road Salt Purchases by the District Winter Season Salt Purchases (Tonnes) , , , ,627 Average 9, Brine Magnesium Chloride Road salts mixed with water create a solution called brine. It is this brine that can melt the frost, snow or ice. A layer of brine at the pavement surface prevents the snow pack or ice from bonding to the pavement. A brine solution can be used as either a liquid solution spread directly on the road surface before a storm event (anti-icing) or added to a solid road salt after a storm event (prewetting). By applying liquid rather than solid salt, it is possible to speed up the melting action. The District prescribes the use of Magnesium Chloride (MgCl2) as a brine solution for prewetting/pre-treating of road salt before it is spread onto the roadway to quickly activate the de-icing process and reduce bounce when the salt is applied. Pre-wetting thus reduces the loss of salt to the roadside ditches and as a result less salt is required to melt the same amount of snow and ice and there is a reduction in the transfer of chlorides to the environment Equipment Winter Maintenance Fleet The District s winter maintenance fleet consists of 7 vehicles that are equipped with infrared thermometers (IRTs) to facilitate their supervisory and quality control duties. The current private Contractor s fleet consists of the following equipment: 7 combination plow/wing units with electronic controllers and GPS tracking systems 3 loaders equipped with electronic scales 2 spare tandem trucks Prior to the winter season the District is responsible for inspecting the Contractor and Area Municipality fleets to ensure the vehicles and equipment are in proper working order. Spreader calibration is also conducted annually prior to the winter season and before any new equipment is put into service. GHD Salt Management Plan Update (7) Page 6

11 3.5.4 Yard Facilities The District provides one (1) yard facility, known as the Glen Orchard Yard, for their Contractors to use to facilitate the winter maintenance program. Operations conducted at the yard include the following: Salt Storage Sand storage Brine storage Figure 3-1 Exterior of the salt storage dome Vehicle and equipment storage The yard contains one material storage dome with a covered roof and an impermeable concrete floor. The dome is constructed of a wood frame that is mounted on a concrete wall. The exterior of the dome is covered with roof shingles. Figure 3-1 shows the exterior of the storage dome. The dome is divided into two areas by a concrete barrier where one area is used to store sand and the other area is used to store salt. There is one entrance to the dome that can be closed with a metal garage door. Figure 3-2 shows the interior of the storage dome and the barrier between the salt and sand material stockpiles. Sand and salt loading activities are performed outside of the covered dome. Figure 3-2 Salt stockpiles inside the storage dome The brine tanks are located outside of the storage dome. They are kept in spill containment areas that are constructed of concrete walls to prevent the unwanted discharge of Figure 3-3 Brine storage tanks located outside brine solution should a spill occur. The brine solution is loaded to on-board tanks prior to salt GHD Salt Management Plan Update (7) Page 7

12 loading. The on-board equipment is used to spray the salt with the brine as it is being spread on the road. Figure 3-3 shows the brine tanks located outside of the storage dome. The yard is also equipped with a garage which is currently used for District fleet vehicle and equipment storage Snow Removal and Disposal The District does not currently operate any snow disposal sites. The collection and storage of snow is the responsibility of the local Area Municipalities Salt/Sand and Plow Routes Lists of plow routes organized by maintenance service provider (i.e., private Contractor or Area Municipality) are provided in Appendix A. The plow routes are obtained from the District s Winter Operations Control Guideline (January, 2014) Salt Vulnerable Areas The natural setting of the entire District of Muskoka is considered sensitive to road salts due to the significant number of lakes and wetlands within and surrounding the municipality Weather Monitoring It is currently the responsibility of the winter patrollers to monitor the weather conditions. If a storm is impending, the Contractor and municipal forces can be on standby and ready to go into action at the time when a storm is expected to start. The MeteoGroup, one of the world s leading providers of full-service weather solutions, provides an online platform for District staff with supplemental weather information that can be communicated to their Contractors and Area Municipalities using two way radios and cell phones. Decisions on the type and timing of treatment can be made according to the weather conditions. The District does not currently use the Ministry of Transportation s (MTO) Road Weather Information Systems (RWIS). Moving forward into the season, District staff, with support of the Area Municipalities will move toward using the RWIS system for its weather reporting needs Communications The District uses cell phones and to communicate with the private Contractors and Area Municipalities. The Contractors are also equipped with two-way radios to communicate between operators and staff. Prior to each shift, the radios are tested to ensure they are functioning properly. If repairs are required, they are to be reported and repaired/replaced immediately. GHD Salt Management Plan Update (7) Page 8

13 3.6 Decommissioning Winter Operations Decommissioning begins after the winter season is over and the winter maintenance equipment and staff are no longer required. Typical decommissioning activities are listed below: All vehicles in the fleet are inspected and repaired and/or recommended for replacement if required All vehicles in the fleet are cleaned and in the case of the District patrol trucks, are switched over for summer maintenance work Patrol, plow, sand and salt routes are reviewed to identify and determine any complications and changes that should be made for the next season A debriefing with patrol staff is undertaken to allow for input on challenges that happened through the winter and to consider improvements for next season 3.7 Training District staff participate in the Ontario Good Roads Association s (OGRA) Snow School training course as part of their on-board training at the time they are hired. District staff also complete a winter patrol course provided by the OGRA annually. Health and safety training is provided for all staff on a monthly basis. The Training is in accordance with the Occupational Health and Safety Act. Further, the Manager of Road Maintenance and Construction assesses the need for and availability of training programs on an annual basis. 3.8 Record Keeping Record keeping is important to evaluate the effectiveness of the SMP. It is necessary to document, record and be aware of exactly what the District is doing as it maintains its roads during the winter months. Currently records produced include: Training Records Operator logs Winter Patrol Logs: documenting the patroller's time, equipment hours, roads patrolled and times they were patrolled, the road and weather conditions when the roads were patrolled, and the operations required Winter Equipment Requirements Form: the time equipment was called out, the roads the equipment was called out for; the start time the equipment began to provide the service, and the service that was required Electronic spreader controller data Salt purchasing records Abrasive purchasing records Weather trend and historical data records GHD Salt Management Plan Update (7) Page 9

14 Equipment calibration reports Structural inspection reports for salt domes 3.9 Comparison between Past and Present Winter Maintenance Practices The following table summarizes some of the changes between the winter maintenance practices documented in the District s original SMP (2005) and its current practices. Table 3-3 Comparison between the Winter Maintenance Practices Outlined in the Original SMP and Current Practices Category Original SMP (2005) Updated Since Previous SMP? (Y/N) System Maintained Total length of roads maintained Level of Service Allowable depth of snow accumulation Response time Winter Patrol Patrol schedule Total length of maintained paved arterial roads: 1032 km Maximum allowable depth of snow accumulation: Level I roads: 4 cm Level II roads: 7.5 cm Maximum response time: Level I roads: 8 hours Level II roads: 12 hours Patrol on 24 hour per day, 7 day per week schedule Winter Operations Winter Materials Typical spreader calibration settings Pre-wetting capabilities Pre-wetting material and application settings Salt: 100 kg per two lane km Sand: 450 kg per two lane km Sand/salt mix: 450 kg per two lane km Contractor fleet equipment with pre-wetting equipment Apply Magnesium Chloride to salt and sand at rates Y Y Current Practices N Same as 2005 N Same as 2005 Y N Same as 2005 N Same as 2005 Total length of maintained paved roads: 1477 lane km Maximum allowable depth of snow accumulation: Level I roads: 5 cm Level II roads: 8 cm Salt: 130 kg per two lane km Sand: 570 kg per two lane km Sand/salt mix: 570 kg per two lane km GHD Salt Management Plan Update (7) Page 10

15 Table 3-3 Comparison between the Winter Maintenance Practices Outlined in the Original SMP and Current Practices Category Original SMP (2005) Updated Since Previous SMP? (Y/N) of 0 to 30% and 0 to 8% by weight, respectively Seasonal average salt purchased Compare material usage to benchmarked usage 3265 tonnes from 1998 to 2003 No record of material monitoring efforts Current Practices Y 9842 tonnes from 2014 to 2017 Y Compare theoretical and actual amounts of salt applied to certain sections of road Winter Operations Winter Maintenance Fleet District patrol fleet 4 patrol vehicles equipped with Y 7 patrol vehicles equipped with infrared thermometers infrared thermometers Contractor fleet 3 combination plow/wing units Y 7 combination plow/wing units equipped with electronic controllers equipped with 3 loaders equipped with electronic electronic scales controllers 2 spare tandum trucks 2 loaders All plow/wing units are equipped with equipped with GPS tracking systems electronic scales 1 spare tandum truck Winter Operations Yard Facilities (Glen Orchard Yard) Vehicle washing Vehicle washing Y No vehicle washing performed on site performed outside Stormwater No stormwater N Same as 2005 management management controls or oil/water separators on site Salt/sand storage Salt and sand N Same as 2005 stored in dome structure with impervious floor Brine storage Brine stored in tank on impervious floor N Same as 2005 Material loading area Truck loading conducted outside on paved loading pad N Same as 2005 Winter Operations Snow Removal and Disposal Snow disposal operations District does not operate any snow disposal sites N Same as 2005 GHD Salt Management Plan Update (7) Page 11

16 Table 3-3 Comparison between the Winter Maintenance Practices Outlined in the Original SMP and Current Practices Category Original SMP (2005) Updated Since Previous SMP? (Y/N) Winter Operations Salt Vulnerable Areas (SVAs) Identification of SVAs No mention of SVAs Winter Operations Weather Monitoring Use of a value added meteorological service Meteorological data obtained from the World Weather Watch Winter Operations Communications and Public Education Communication between employees of the District Winter Maintenance Program Communication to the public Public education initiatives Training Training for newly hired employees of the Winter Maintenance Program Refresher training for employees of the Winter Maintenance Program Health and safety training Record Keeping Records kept as part of the District Winter Maintenance Program Y Y Current Practices Two way radios Y Two way radios Cell phones Media release and response to individual inquiries No record of public education efforts Employees were trained on snow/ice control and salt management No formal ongoing training program Regular health and safety training Material purchase records Material usage records from electronic spreader controls Equipment calibration records Patrol logs Y Y Y Entire natural setting of the District of Muskoka is identified as being sensitive to road salts Meteorological data obtained from the Meteogroup Moving toward RWIS stations for supplemental weather data Media release and response to individual inquiries Looking into developing a web-based plow tracking tool for public use Looking into establishing a 'Safe Driving' campaign to inform the public about safe driving practices in winter conditions OGRA 'Snow School' for new employees Y Refresher OGRA patrol course required annually Currently looking into training and refresher training on weather-related decision making tools (RWIS) N Same as 2005 N Same as 2005 GHD Salt Management Plan Update (7) Page 12

17 Table 3-3 Comparison between the Winter Maintenance Practices Outlined in the Original SMP and Current Practices Category Original SMP (2005) Updated Since Previous SMP? (Y/N) Operator logs Weather data records Structural inspection reports Training records Current Practices 4. Review and Updating the Salt Management Plan An annual review of the SMP by District staff should occur at the end of each winter season. As a result of this review, the SMP should be updated to include any changes in municipal policy, strategies, and new techniques or equipment to be used in the upcoming winter season. Salt and sand purchases and application rates, calibration results, training, operation logs and structural inspection reports for storage facilities and patrol garages should be updated to include the previous year's results. Tracking specific indicators and comparing these to the baseline that was benchmarked at the outset of the program will confirm progress of the implementation and effectiveness of the SMP. Any change from the established baseline needs to be analyzed to assess the degree of progress made. Monitoring should also take into account the type of winter experienced to ensure that realistic conclusions are being drawn. Areas of recommended monitoring and updating include the following, which are further discussed in the sections below: Salt Management Plans Winter maintenance patrol yards Training Salt management Vegetation management 4.1 Salt Management Plans In accordance with Environment Canada's Code of Practice, a Monitoring and Measuring Progress report should be compiled and submitted to Environment Canada by June 30 each year (following the winter season). It is recommended that the District submits annual reports as recommended under the Code of Practice. It is recommended that the District continue to perform internal review/update of the SMP annually and conduct external updates of the SMP on a three-year basis (or as-needed) to include any changes in policies, procedures and/or best management practices. GHD Salt Management Plan Update (7) Page 13

18 4.2 Winter Maintenance Patrol Yards Visual monitoring of runoff at the Patrol Yards (roadways, parking lots and salt and brine storage sites) will provide a means to identify areas of potential environmental impact. It is recommended that the District establish a storm water quality monitoring program at each patrol yard at select locations to identify areas of potential environmental impact within the District to establish an understanding of the chloride loading to water resources. The monitoring program should include discrete sampling at select locations and testing for chloride concentration, temperature and total metals. It is also recommended that District staff conduct regular site inspections at each patrol yard to ensure that erosion control measures are in place and functioning properly. Consideration should be given to preparing a stormwater management plan for the patrol yard. This will help to ensure the proper control of surface water to prevent erosion, flooding, and/or the direct discharge of salt laden runoff into waterways. 4.3 Training The District should monitor the extent to which staff is performing with respect to expected learning goals. This review should be completed on an ongoing basis through observations of staff behavior. Driving habits, accident reports, and absences are several of the deficiencies that can be identified by District training staff. A plan to re-train staff in the appropriate areas should be developed. The District currently maintains training records. These records include sign off sheets indicating the attendance at specific training events including health and safety meetings and practical training courses (annual salt management, road school, housekeeping, etc.). The District should require their Contractors to receive training on equipment use and maintenance, ice/snow control and salt management. Training should be conducted in accordance with the Transportation Association of Canada s best management practices. 4.4 Salt Management Monitoring efforts for the District s salt management should focus on the following areas as they can be reviewed and adjusted accordingly. Amount of salt being placed for each route (theoretical versus actual comparisons) Amount of brine used for each route Inventory of fleet equipped with electronic spreaders Inventory of fleet equipped with pre-wetting or direct liquid options Inventory of fleet equipped with infrared thermometers Record keeping of equipment calibrations The District currently records all salt purchases and shipments. The amount of salt used during the year is monitored and reconciled at year end. It is standard procedure for spreader operators to record the amount of salt used for each route. In addition, the District compares the theoretical and actual amounts of road salt applied to certain sections of road as a quality control measure. It is GHD Salt Management Plan Update (7) Page 14

19 recommended that the District perform the same comparison between theoretical and actual amounts of road salt applied to the sections of road where pre-wetting is utilized in order to assess its effectiveness and cost benefit. Pavement temperature monitoring equipment and electronic spreader controls should be checked and calibrated regularly to ensure they are in good working order. Calibration should be documented and records kept for confirmation purposes. 4.5 Vegetation Management It is recommended for District patrollers to document any visual impacts to roadside vegetation caused by chloride and sodium exposure. Chloride and sodium from road salt application can come into contact with roadside vegetation by runoff or vehicle splash and spray. Winter maintenance best practices (i.e., a pilot study on the use of alternative methods or de-icing materials) can be considered in these areas. In addition, the District should conduct an annual inspection of the vulnerable vegetation areas (i.e., the vegetation areas that are susceptible to damage by high chloride and sodium concentrations), to observe and record whether any changes to the winter maintenance program have resulted in any change with regard to vegetation stress. 5. Recommended Best Management Practices and Strategies This section of the plan presents and discusses additional best practices that the District should consider implementing to further improve their winter road maintenance activities. The purpose of this section is to establish the goals of the Plan and a strategy for achieving best practices. The current winter maintenance policies and practices form the baseline or benchmark upon which improvements can be made to manage the use of road salts and their impact on the environment more effectively. The District has successfully implemented the majority of recommendations set out in the previous SMP created in Since 2005, new salt management best practice research and technologies have been completed or developed. Winter road maintenance that is dedicated to effective salt management needs equipment that will minimize the amount of snow to be dissolved, place the right amount of the right material, at the right location, at the right time and keep it there long enough to work. The preferred strategy is to apply anti-icing material prior to a storm event, then physically remove as much snow as possible through plowing, and to apply salt at a time that prevents additional snow or ice from bonding to the road surface and melt any remaining snow or ice after plowing. 5.1 Level of Service A requirement in providing snow and ice control is to define the required operations in order to meet an established Level of Service (LOS). The LOS policy is a defined "primary objective" for the expected condition of the pavement at a given time following the conclusion of a winter storm. This objective is intended to be met by beginning operations proactively at the onset of the storm, followed by continuous operations which "keep up" with the weather. LOS frequently includes GHD Salt Management Plan Update (7) Page 15

20 response time and cycle time as well. LOS is essentially a political decision, factoring in resource availability and expected safety, mobility and environmental outcomes. The prescribed level of service is important when assigning resources and annual budget. Historically, the District has operated a two level system (Level I and Level II). Each of these levels has their own unique LOS timeline and pavement condition expectations. Generally, Level I roads require bare pavement and the application of salt is used to achieve this. Level II roads have lower winter traffic volumes and LOS requirements including snow packed pavement with the use of abrasives (sand) to maintain acceptable driving conditions. It is recommended that the District implement a LOS policy that meets or exceeds the policy defined in the MMSMH for snow accumulation and icy roads, as specified in O. Reg. 239/02. It is understood that the District is in the process of adopting the MMSMH policy to ensure it is consistent with the Road Maintenance Policy Statement defined in Section 2.1 of this document. Changes to the LOS policy should be reviewed and approved by Council by resolution before being implemented by the District. Item # Recommendations 1.0 implement a LOS policy that meets or exceeds the policy defined in the MMSMH for snow accumulation and icy roads, as specified in O. Reg. 239/ Public Education and Communication An efficient winter maintenance program requires that the service both provided by the winter road maintenance staff and that which is expected by the public must be the same as the LOS prescribed by the District. It is also important to manage public expectations by ensuring that the service provided is the same as the prescribed LOS, and that the public is informed of these intentions. This may require a public education program to help educate the public on maintenance policies and practices along with the limitations of winter road maintenance. The general public may adjust their attitude toward winter safety once they gain a better awareness of the objectives and constraints involved. It is understood that the District is looking into establishing a Safe Driving campaign to inform motorists of safe driving practices in winter conditions, as well as a web-based plow tracking tool for public use. There are many other methods available to provide winter driving information to the public. Some of these include: Pre-season advertising campaigns Advertising campaign throughout the season In-season media coverage Pre- and post-storm media coverage Distribution of snow route maps and service delivery maps Knowledge leads to changes in attitudes, which lead to changes in behaviour GHD Salt Management Plan Update (7) Page 16

21 Websites Distribution of flyers through the mail along with utility bills Use changeable message signs Roadside airwaves (i.e., localized radio broadcasts) Winter road report on hotline service Worker and public awareness campaigns at commercial, manufacturing, retail and institutional sites Some of the information that can be circulated to the public to improve their awareness of the need to change behaviour in winter, and winter maintenance activities being performed includes: An explanation of the role of salt and of salt-use strategies Winter survival safety tips such as having warm clothes, candles, and cell phone in the car, and the importance of leaving a window cracked if running vehicle to avoid carbon monoxide poisoning Reminder that wind exposed pavements are prone to more rapid freezing Reminder that bridges freeze first Reminder that hills, curves and shaded areas are risky locations Reminder to winterize vehicles Reminder of the importance for drivers to adjust their expectations regarding road conditions Reminders to pedestrians to dress for the weather especially to wear proper footwear Item # Recommendations 1.0 Develop a public education program to help educate the public on maintenance policies and practices along with the limitations of winter road maintenance 5.3 Chemical Removal of Snow and Ice Snow and ice that cannot be mechanically removed from the road must be removed through the use of chemicals. An alternative that may assist in reducing the amount of salt usage while maintaining road safety is anti-icing practices. Anti-icing is an alternative practice which can be used, when chemicals are pro-actively applied to the road surface prior to a storm event to prevent the bond of snow and ice to the road surface. Essentially, this involves the application of a brine solution in advance of anticipated ice accretion. Anti-icing also improves the ability to remove snow and ice through mechanical means during or after the event. It is recommended for the District to incorporate anti-icing into their winter maintenance program. Many road maintenance authorities have reported substantial reduction in road salt application by applying a brine solution (most commonly Magnesium Chloride, Calcium Chloride, potassium GHD Salt Management Plan Update (7) Page 17

22 acetate and potassium formate liquid) in advance of a storm. This process is commonly called 'anti-icing', but is also known as 'direct liquid application' (DLA). Anti-icing can also be achieved by applying solid rock salt that has either been pre-treated at the salt storage dome or pre-wetted using on-board equipment. DLA has the added bonus that it can be done at much higher speeds (near speed of traffic) and will remain on the road surface longer than anti-icing with pre-wetted rock salt. The required equipment for DLA includes a stainless steel or polyethylene holding tank (typically 4,000 to 6,000 litres) with stainless steel nozzles mounted at the rear to cover the required section of the road. Road authorities commonly use pencil nozzles spread across the back of the truck that places the liquid in lines approximately centimetres apart. The application rate should be controlled with a ground speed control system. The Manual of Practice for an Effective Anti-Icing Program, Publication No. FHWA-RD , describes anti-icing in detail, and is available from the Federal Highway Administration of the US Department of Transportation. Item # Recommendations 1.0 Incorporate anti-icing into their winter maintenance program 1.1 Perform pilot scale testing on different brine solution blends to determine the most appropriate mixture for use on District roads 2.0 Equip winter maintenance salt trucks with direct liquid application equipment 5.4 Decision Support Equipment Decisions about when and where to apply salt is a dynamic process. Proper decision making requires an ongoing assessment and response to changing conditions. Recent research and technology advancements in road salt management have been focused on decision support equipment such as the Road Weather Information System (RWIS). It is understood that the District is moving toward gathering its weather information from the established RWIS network. RWIS stations are commonly used in Ontario to provide decision support. RWIS stations typically include the following sensors: thermometers (air and pavement), anemometer (wind speed), wind vane (wind direction), visibility (fog and smoke) and rain gauge (precipitation). In addition, RWIS stations include a CCTV for visual inspections. The RWIS stations provide real-time atmospheric and pavement condition data that can provide warnings of hazardous road conditions before they cause accidents. The data can also be archived for future use. Such equipment can be used to efficiently and effectively set plowing and salt procedures on a storm-by-storm basis. For example, pavement temperatures are increasingly becoming an important measurement in snow and ice control decision making. Snow and ice control is only required when the pavement temperature is expected to fall below zero (unless snow accumulation GHD Salt Management Plan Update (7) Page 18

23 can occur, which in itself can create an unsafe road condition). Below are a number of important facts to understand about how pavement plays a significant role in formation of snow and ice: Pavement temperature has a greater effect on ice formation than air temperature Daytime pavement temperatures can be significantly higher than air temperatures, whereas night pavement temperatures can drop rapidly due to radiation cooling In the early parts of fall, heat is retained in the ground, which will warm the pavement surface In the later parts of winter, when ground frost exists, the ground can cool the pavement surface Radiation plays a large role in pavement temperature, which is largely affected by cloud cover The actual pavement temperature is not as important as the temperature trend when using pavement temperature to support decision making. The trend is important because it shows if the pavement is moving towards or away from a critical decision temperature. The critical decision temperature is equal to the temperature below which Sodium Chloride becomes less effective; that temperature is -12 degrees Celsius. Item # Recommendations 1.0 Install RWIS stations in strategic locations throughout the District 1.1 Train staff on effective use of the data and information collected in RWIS stations 2.0 Work with local MTO staff and gain access to the data collected from their RWIS stations within the Districts jurisdiction 5.5 Record Keeping Record keeping is important to evaluate the effectiveness of the SMP. It is necessary to document, record and be aware of exactly what the District is doing as it maintains its roads during the winter months not only to measure progress, but also in case of any litigation that can occur. Record keeping is critical to being able to carry out an effective post-season analysis. Without good records, it will be extremely difficult to determine where efficiencies can be achieved. Records that should be produced as a regular review of the SMP include: Salt application Brine application Training records Operator logs Winter Patrol Logs: documenting the patroller's time, equipment hours, roads patrolled and times they were patrolled, the road and weather conditions when the roads were patrolled, and the operations required GHD Salt Management Plan Update (7) Page 19

24 Winter Operation Report: the time equipment was called out, the roads the equipment was called out for; the start time the equipment began to provide the service, and the service that was required Electronic controller data Salt purchasing records Abrasive purchasing records Stockpile issue records documenting what type and how much material was loaded onto a particular truck at a specific time Weather trends, historical data Calibration reports for winter maintenance vehicles and equipment Structural inspection reports for salt domes/storage facilities Complaint records The District maintains up-to-date records of training provided to staff. These should include any certifications and course descriptions needed to maintain a record of each worker's competency. The records include the date, time, duration and subject of the training, as well as the source of the training and trainers. Records are maintained summarizing the percentage of staff trained in salt management at each level of the organization. District winter maintenance staff complete winter operation reports that detail the date, shift, truck number, and the amount of salt and/or brine used on a particular route. District personnel track salt purchases to determine bulk usage. Data from electronic controllers including date, time, truck number, total liquid and solid spread, total distance traveled, speed, and the solid spread rate is filed for evaluation purposes. Additionally, staff compare the theoretical versus actual materials used during winter control to determine if application rates and existing practices are aligned with LOS requirements. The District currently keeps record of weather trends and historical data. Recording historical pavement temperatures, weather data and salt application rates, enables comparisons to be made from one season to another. Collecting the data history provides a record of what was known, what action was taken, and the effect achieved on the surface. Keeping these records can help to objectively reflect on the risk and results associated with different decisions. In addition, this data can be used to model and predict effective future salt management practices. It is important to document and understand the road maintenance activities that did not work. Therefore, it should be encouraged in the organizational culture to document and analyze failures as well as successes. Record keeping is also important in case there is an incident and a lawsuit follows. It will be extremely useful to have accurate records that will help defend that the maintenance strategy employed during the incident was aligned with the LOS policy. GHD Salt Management Plan Update (7) Page 20

25 Item # Recommendations 1.0 Maintain detailed records for each event (as outlined above) to help reflect on the risk and results associated with different decisions. 2.0 Keep records for the following additional items: total yearly salt application, total yearly brine application, stockpile issues, public complaints 5.6 Training Improper practices by staff are often the result of a lack of proper training. The importance of proper training cannot be overstated. One of the main purposes for training is to ensure that all winter maintenance personnel have the knowledge and skills to achieve the prescribed LOS, in a safe, efficient and cost-effective way. The District should develop a comprehensive training program that demonstrates the purpose and value of new procedures and technologies and ensures that personnel are prepared and competent to carry out their duties. The training program should be in accordance with Transportation Association of Canada Salt Management Synthesis of Best Practices for Training. It is not likely that all staff will need the same level of training, but it may be advantageous for the District to provide external training for management staff that can then transfer the knowledge to the majority of staff through in-house training. Table 5-1 and Table 5-2 provide a list of available external training courses geared towards improved salt management: Table 5-1 provides information on recommended training programs developed for patrollers and operators; and Table 5-2 provides information on training programs that would benefit management staff. Additionally, regular conferences and workshops occur that provide access to learn about the latest research regarding salt management. Table 5-3 provides a list of some of the useful conferences or workshops that may prove useful for management staff to attend. Table 5-1 Training Courses/Workshops for Patrollers and Operators Organization Courses Course Name & Description SIMA (Snow & Ice Management Association) Ontario Good Roads Association Advanced Snow Management Snow School, Snow School for Mechanics, Equipment Operator Workshop, Equipment Operator Refresher, Supervisor/Patroller Advanced Snow Management (ASM) program is meant for equipment operators and operations managers. Courses available online and on-demand. Certified Snow Professionals (CSP) training is geared towards contractors. Courses include "Snow School" and winter maintenance trainings for operators. Courses can occur on location, a quote can be requested. Frequency On-demand Annual or as booked Location Online Multiple locations GHD Salt Management Plan Update (7) Page 21

26 Table 5-1 Training Courses/Workshops for Patrollers and Operators Organization Courses Course Name & Description Workshop, Supervisor/Patroller Refresher, Combined Winter Maintenance Refresher Ground Force Training Front End Loader Plow Motor Grader Plow One Person Plowing Snowplow Sidewalk Plow Snowplow 1.2/1.4 Snowplow Classroom Only Winter Maintenance School Ground Force Training provides heavy equipment and driver training to municipalities and private companies across the country. In addition, they offer Winter Maintenance School a 3-day course for municipal and private sector supervisors and patrollers. The course focuses on overall winter maintenance. Frequency On demand Location Multiple locations across Canada Table 5-2 Training Courses/Workshops for Management Staff Organization Courses Course Name & Description Ontario Good Roads Association Snow School Snow School can occur on location, a quote can be requested. Vaisala Variable Vaisala offers online webinars about road weather information systems, and topics related to managing weather information for snow operations managers. E.g. Friction vs. Freeze Point, Road Weather Information Taking Action. Frequency Annual or as booked On demand Location Multiple locations Online, Free GHD Salt Management Plan Update (7) Page 22

27 Table 5-3 Conferences Conference Title Conference Description Frequency Location Snow & Ice Management Association (SIMA) Symposium Conference and trade show for industry professionals Annual Rotating throughout North America Eastern Snow Conference Landscape Ontario Snowposium TRIECA Conference Latornell Conservation Symposium Transportation Research Board Annual Meeting Transportation Association of Canada Conference and Expo American Public Works Association Expo World Salt Symposium Discussions of research, science, engineering and operations issues related to snow and ice. Latest technologies and discussion of compliance issues for snow and ice contractors, features SIMA and MTO presentations For stormwater and erosion and sediment control issues. Attendees are primarily conservation authorities, municipalities, consultants and suppliers. A session on salt and stormwater is planned for Conference for conservation professionals, in non-profits, conservation authorities, municipalities, research and consulting. Past sessions related to salt include assessment of salt vulnerable areas, overview of Smart About Salt program. 7-day conference on latest research related to all transportation, from aviation to rail to roads. Some sessions for the 2016 session include innovations in ice melt technology, snow removal operations efficiency, and factors affecting snow accumulation on roads. National conference on roads and transportation sector issues. Past conferences have included salt management topics. Educational conference about public works issues, and exposition of latest products and services. Focuses on latest research and development in international salt sector. Organized by the Salt Institute and other salt organizations. The tenth in a series Annual Annual Annual Annual Annual Annual Annual June 19-21, 2018 Alternates between Canadian and US locations Various Ontario locations Greater Toronto Area Alliston, ON Various US locations Varies throughout Canada Varies throughout US Park City, Utah GHD Salt Management Plan Update (7) Page 23

28 Table 5-3 Conferences Conference Title Conference Description Frequency Location of symposia since 1962 will be held in In addition to providing a comprehensive training program for District employees, it is recommended for the District to reach out to private contractors to ensure they are aware of the current best practices for road salt application on private parking lots. The District can direct the private contractors to the Smart About Salt program, which is geared toward contractor training and certification for road salt application on private properties. More information on the program is provided in Section 5.6.1, below. It is also recommended to remain current on the latest research on alternative application methods and de-icing materials. Select methods and material alternatives can be tested on a pilot scale to determine their effectiveness in the District s jurisdiction. The District winter maintenance employees should obtain adequate training prior to implementing these alternative measures and materials. Item # Recommendations 1.0 Develop a comprehensive training program that demonstrates the purpose and value of new procedures and technologies and ensures that personnel are prepared and competent to carry out their duties 2.0 Review Tables 5-1, 5-2 and 5-3 for applicable training and knowledge sharing opportunities 3.0 Reach out to private contractors with the District, to ensure they are aware of the current best practices for road salt application on private parking lots Smart About Salt Training The Smart about Salt Winter Salt Management Program is a certification program that promotes best management practices for winter salt application. The program focuses on teaching about using salt wisely to ensure winter safety and preserve our drinking water. The course focuses on education for private contractors, but is open to all participants who wish to attend. The course is geared towards Operators and Facility Managers. The course is an one-day program that includes an in-class exam and provides an overview of the key aspects of salt management. The lessons cover 14 modules including the importance of equipment calibration, snow clearing techniques, and all-important business elements of managing risk. The 14 modules are: 1. Smart About Salt Overview: This module introduces the day and explains the Smart About Salt Program and its requirements. 2. The Environmental Effect of Salt: This module explains the effects of excessive salt on soil, vegetation, surface water and its biota, wildlife, and groundwater. It explains Environment GHD Salt Management Plan Update (7) Page 24

29 Canada s concerns and actions to improve salt management and introduces the principles of the 5 Rs of salt management. 3. Weather: This module covers the source of weather forecast, how to interpret forecasts, the difference between air/pavement/dew point temperatures, how to monitor weather conditions to help make snow and ice control decisions, and how to know when a forecast is wrong and what to do about it. 4. Principles of Ice Formation: This module explains how ice forms and explains the principles of dew point as it relates to frost and black ice. It also covers snow drifting and snowdrift management, importance of water management at facilities and the importance of pavement temperatures to snow and ice control decision-making. 5. Mechanical Snow Removal: This module highlights the importance of plowing and shoveling, and examines features of available equipment. 6. Salt Science: This module explains why and how salt works, what is a freezing point depressant, why we use salt, the phase diagram, the importance of brine, and the importance of proactive snow and ice control. 7. The 5Rs of Salt Management: This module discusses the role of mechanical removal, the role of chemicals, what materials to use when, the 5 Rs of salt management, anti-icing, pre-treatment, pre-wetting, direct liquid application, and the production and use of liquid de-icers. 8. Liquids: This module introduces the different liquid products, when and how to use them, how to make your own and how to properly store them. 9. Calibration: This module discusses the importance of calibration, how to calibrate equipment, how often to calibrate, and the importance of documentation. 10. Application Rates: This module discusses what are reasonable application rates, the importance of multiple rates, how to calculate service areas, how to calculate application rates and how to apply the right amount of salt. 11. Material Handling & Storage: This module discusses the problems with poor storage, what are the characteristics of a good storage facility, good and bad salt handling procedures, and the importance of good housekeeping. 12. Risk Management and Record Keeping: This module explains where risks come from, the importance of managing risk, how to manage risk, the importance of keeping good records and the Smart About Salt tracking forms. 13. Site Assessment: This module introduces methods to identify high-risk areas around your facility and estimate salt requirements for your site. 14. Putting it all Together: This module provides a review of key points, explains the steps to a good winter operation, what is involved in getting organized, how to analyze a site, material handling, the key step to fighting a storm, and the importance of record keeping. It reviews a case study. GHD Salt Management Plan Update (7) Page 25

30 5.7 Identification of Salt Vulnerable Areas It is important to understand the impacts of the District's winter maintenance policies and practices on environmentally sensitive areas. Environment Canada's Code of Practice outlines the following areas of concern for consideration when identifying vulnerable areas. Areas draining into bodies of water, such as: Lakes and ponds with low-dilution and long residence times Watercourses that experience the cumulative effects of a dense network of highways/roads Or provincially significant wetlands adjacent to roadways Areas draining into small, moderately deep lakes Areas where the addition of road salts has the potential to raise the chloride concentration, after mixing, to levels that could harm local fish or fish habitat Areas adjacent to salt sensitive vegetation Areas where the addition of road salts has the potential to harm the integrity of a life cycle (e.g., spawning grounds, nursery, rearing, food supply, migration areas for birds, etc.) Areas where the addition of road salts has the potential to harm a habitat necessary for the survival or recovery of a wildlife species listed on the List of Wildlife Species at Risk (Schedule 1 of the Species at Risk Act) Areas draining into sources of drinking water (surface water or ground water, including wells) Areas draining into groundwater recharge zones or that have an exposed or shallow water Table with medium to high permeability soils The entire natural setting of the District has been identified as being sensitive to road salts due to the high number of lakes. Annex B of the Code of Practice provides a list of salt management measures to apply in vulnerable areas: Using technologies that further optimize the use of road salts (e.g., anti-icing, snow removal, RWIS, etc.) Using environmentally and technically feasible alternatives to road salts (e.g., Calcium Magnesium Acetate, Potassium Formate, Potassium Acetate, Calcium Acetate, Magnesium Chloride, Calcium Chloride, etc.) (refer to Section 5.9 for more information). Increasing monitoring and measuring of chlorides and/or their impacts Locating any future patrol yard, road salt storage domes or snow disposal areas outside of vulnerable areas Considering location and protection of vulnerable areas in the design of new roads and/or upgrading of existing roads Item # Recommendations GHD Salt Management Plan Update (7) Page 26

31 1.0 Review all salt vulnerable areas and rank the risk/sensitivity associated with each area 1.1 Develop a prioritize list to assist with implementation of best practices that will help mitigate against the environmental impact of road salt 1.2 Review the following report to assist with this process Guide for Management of Salt Vulnerable Areas published by Environment Canada 5.8 Patrol Yard Management It is recommended that the District conduct regular inspections of their material storage facilities and patrol garages, including structural integrity, the integrity of impervious ground cover beneath and in front of the building, the amount of salt staining/tracking in front of the building and the integrity of the brine storage tanks. If any structural damage or deterioration is identified, the District should contact a structural engineer/inspector to conduct a structural inspection of salt storage facilities. It is recommended that the Contractors conduct similar regular inspections of their yards. As discussed in Section 3.5.4, all truck loading procedures at the Glen Orchard Yard are conducted outside. When it is time to replace the storage dome, it is recommended to construct a new facility that is large enough to accommodate the spreader and loader vehicles such that all salt and brine loading procedures can be conducted inside the facility. It is also recommended to implement stormwater management controls at the yard where rain water and snow melt water have the potential to wash salt into surrounding water bodies. These measures will greatly reduce the peak concentrations of chlorides and the amount of other contaminants from being released to the environment. It is recommended that the private Contractors make similar changes to their yard as necessary. Item # Recommendations 1.0 Conduct regular inspections of the material storage facilities and patrol garages for structural integrity, integrity of impervious ground cover, amount of salt staining/tracking and the integrity of the brine storage tanks 2.0 At the time of storage dome replacement, construct a new facility that is large enough to accommodate loading of vehicles inside 3.0 Implement stormwater management controls 5.9 Alternatives to Rock Salt The following sections present alternatives to salt and brine de-icing solutions, including Calcium and Magnesium Chloride, Potassium Acetate, Calcium Magnesium Acetate, Glycol and Glycerin, organically derived/agricultural by-products and EcoTraction. GHD Salt Management Plan Update (7) Page 27

32 5.9.1 Calcium and Magnesium Chlorides Calcium Chloride (CACl2) in its natural state is a liquid brine, but can also be obtained as a solid in a flake or pellet form. Calcium Chloride works by absorbing moisture from the atmosphere and produces heat, which in turn melts snow and ice found on roads (Transportation Association of Canada, 2012). Magnesium Chloride (MgCl2) is similar to Calcium Chloride as it is a liquid in its natural form, however can also be obtained as a solid (Transportation Association of Canada, 2012). Table 5-4 Evaluation of Calcium Chloride and Magnesium Chloride Criteria Calcium Chloride Magnesium Chloride Environmental and Health Effects Highway Material Corrosion Has negative effects on environment Produce oily residue In solution, has damaging effects to leather, rubber and some metals More corrosive to metals than Sodium Chloride Less harmful to concrete De-icing Performance More effective de-icer than Sodium Chloride Practical working temperature at C Storage and Handling Requirements Handled and spread the same as Sodium Chloride Typically used as pre-wetting or mixed with sand (Transportation Association of Canada, 2012) Cost Approximately $240 per tonne in rock salt form Approximately $0.28 per litre in liquid form Potassium Acetate Has generally the same effects to environment and humans as Sodium Chloride Generally same corrosion level as Sodium Chloride Can deteriorate concrete slowly More effective de-icer than Sodium Chloride, not as effective as Calcium Chloride Practical working temperature of - 15 C Typically used as pre-wetting Must be applies at twice the rate as Calcium Chloride (Transportation Association of Canada, 2012) Approximately $240 per tonne in rock salt form Between $0.245 and $0.29 per litre in liquid form Potassium Acetate is a liquid substance that has been primarily used for runway de-icers. Products have been made for roadway use, and is generally considered better at melting ice than Calcium Magnesium Acetate. Can also be used as a pre-wetting material for Calcium Magnesium Acetate and road salt (Transportation Association of Canada, 2012). Table 5-5 Criteria Environmental and Health Effects Evaluation of Potassium Acetate Potassium Acetate Potassium Acetate is biodegradable Is toxic to fish at high concentrations Releases slight BOD as it metabolizes to carbon and water GHD Salt Management Plan Update (7) Page 28

33 Table 5-5 Evaluation of Potassium Acetate Criteria Highway Material Corrosion De-icing Performance Storage and Handling Requirements Cost Potassium Acetate Non-Corrosive Not recommended for use on non-air entrained concrete, galvanized metals and mixed with liquid chlorides Better performance than CMA and NaCl Working temperature of -26 C Must be stored in clean sealed container or else can start to biodegrade and create biological growths (Transportation Association of Canada, 2012) Typically between $2-5 per litre Calcium Magnesium Acetate Calcium Magnesium Acetate (CMA) is an organic compound that is formed from dolomitic lime and acetic acid. CMA was first discovered as a road salt alternative in the late 1970 s and since then, extensive testing and research has been performed to identify the impacts and efficiency of the material (Transportation Association of Canada, 2012). Table 5-6 Evaluation of Calcium Magnesium Acetate Criteria Environmental and Health Effects Highway Material Corrosion Calcium Magnesium Acetate CMA is biodegradable Can increase soil s fertility and permeability Degradation of acetate can cause threat to aquatic ecosystems due to depletion of oxygen (Ramakrishna & Viraraghavan, 2005) CMA powder creates dust that can be irritating to humans CMA is less corrosive to metals found on vehicles than NaCl Does not contribute to spalling and scaling of new concrete De-icing Performance CMA does not melt ice or snow, instead it modifies their consistency and facilitates their removal A deicer that does not produce a liquid brine, enabling it to remain longer on its applied surfaces Most beneficial when applied before a storm of before the formation of ice Practical working temperature of -6 C Storage and Handling Requirements CMA should be kept dry and enclosed during storage Kept well ventilated Requires more storage space than salt as it is more dense Cost Approximately $713 U.S. per tonne About $50 to $80 U.S. per lane kilometer (Transportation Association of Canada, 2012) Glycol and Glycerin Glycols and Glycerin s are considered a newer de-icing technology for roadway winter maintenance, but have been used at airports for some time. Both of these products work very well GHD Salt Management Plan Update (7) Page 29

34 in cold climates, but have been shown to have elevated toxicity to aquatic species. They both are used in liquid form. Table 5-7 Evaluation of Glycol and Glycerin Criteria Environmental and Health Effects Highway Material Corrosion Glycol and Glycerin Ethylene glycol is acutely toxic to mammals and occasionally has led to deaths of animals following large consumption Carcinogenic effects to stream fauna Ethylene and propylene glycols increase the BOD of receiving waters, with propylene glycol exerting a high BOD. Glycols have been shown to inhibit plant growth, but only slightly more than salt (Kawasaki et al. 1983) Glycerin deicers are less toxic than chloride deicers due to the inherent non-toxic property of glycerin Glycerin may be slightly harmful to some species of animal and plant and it has been reported to have multiple effects on plant cell metabolism and could inhibit the activity of some enzymes at elevated concentrations CMA is less corrosive to metals found on vehicles than NaCl Does not contribute to spalling and scaling of new concrete De-icing Performance Effective anti-freezing agent Glycerin can be used as anti-caking agent and can enhance melting Most beneficial when applied before a storm of before the formation of ice Effective working temperature of -20 C Storage and Handling Requirements Should be stored inside in a tank on a non-permeable surface Storage building and loading pad should drain to a water collection system All storage tanks should have secondary containment at least large enough to retain 110% volume of the largest tank Cost Ethylene glycol cost approximately $14-40 USD per US gallon Propylene glycol cost approximately $10-20 USD per US gallon Glycerin cost approximately $10-30 USD per US gallon Organically derived or Ag-based Products Organically derived de-icers (typically sugar based by-products) have been developed that may reduce the environmental issues connected with salts and may have longer residual effects when spread on roadways. Organic compounds used as de-icing/anti-icing agents are commonly by-products of agricultural operations (e.g. beet juice, corn syrup, molasses, brewers/distillers by-products etc.). Sugar based by-products are not de-icing material; rather they lower the freezing point of water and increase the ionic strength of the liquid. Sugar based by-products are commonly blended with brines of Magnesium Chloride, Sodium Chloride, Calcium Chloride, and Potassium Chloride and the mixture is applied to dry roads as an anti-icing or as pre-wetting. GHD Salt Management Plan Update (7) Page 30

35 Table 5-8 Evaluation of Organically Derived or Ag-based Products Criteria Environmental and Health Effects Highway Material Corrosion Organically Derived Ag-based Products No long-term research exists, but generally it is believed to be less harmful to infrastructure and the environment Some commercially available products are recognized by the U.S. E.P.A. as being safe for human health and the environment However, once applied aesthetics may be a concern Have the potential to reduce corrosively of de-icers to metal De-icing Performance Not de-icing material, but depend on the performance of the brine solution it is blended with Sugar by-product mixed with MgCl2 brine liquid has a freezing point of approximately 65 C (Johnson, 2005) Storage and Handling Requirements Should be stored in tanks, ideally double walled on an impermeable pad Pads should drain towards water collection system Cost Corn syrup costs approximately $12-35 USD per ton Cane Molasses costs approximately $345 USD per ton Distillers grain costs approximately $ USD per ton Beet juice costs $ USD per gallon EcoTraction EcoTraction is a brand name for a traction material used for winter maintenance. It acts as an abrasive in the way in adds traction to the covered road rather than melting the snow and ice. Table 5-9 Evaluation of EcoTraction Criteria Environmental and Health Effects Highway Material Corrosion Ecotraction Very low toxicity Made from natural volcanic mineral Not corrosive the highway material as it is a natural mineral De-icing Performance CMA does not melt ice or snow, instead it creates traction for the vehicles on the slippery surface Storage and Handling Stored in a clean sealed container, can create nuisance dust Requirements Cost Approximately $13,000-$14,000 per tonne (with delivery) Summary of Alternatives to Road Salt The above sections include a comprehensive evaluation of alternatives to road salt and brine solutions. Table 5-10 provides a summary of their performances compared to Sodium Chloride with respect to the following evaluation criteria: environmental and health effects, highway material corrosion, de-icing performance, storage and handling requirements and cost. The checkmark indicates that the alternative outperforms Sodium Chloride with respect to the evaluation criterion. It is important to read this table in conjunction with Table 5-4 to Table 5-9 to obtain a more complete GHD Salt Management Plan Update (7) Page 31

36 understanding of the advantages and disadvantages of the alternative materials. Note that a greater de-icing performance implies that less material is required to achieve the LOS standards. Typical material application rates have not been provided as they are dependent on temperature, weather event, type of road treatment (i.e., dry direct application, DLA, pre-wetting, etc.) and therefore, information on material application rates varies by region. Table 5-10 Alternatives to Road Salt and Brine Solutions Calcium Chloride Magnesium Chloride Potassium Acetate Calcium Magnesium Acetate Glycol and Glycerin Organically Derived or Agbased Products Summary of performance of road salt alternatives compared to NaCl Evaluation Criteria Environmental and Health Effects Highway Material Corrosion De-icing Performance Storage & Handling Requirements Cost 3x more expensive than Sodium Chloride0F Same impacts Same impacts 5x more as NaCl as NaCl expensive than Sodium Chloride 1 8x more expensive than Sodium Chloride 1 20x more expensive than Sodium Chloride 1 More expensive than Sodium Chloride Not a de-icing agent Ecotraction Not a de-icing agent 1 Varies based on product Significantly more expensive than Sodium Chloride It is evident that there is no alternative material that outperforms Sodium Chloride with respect to all of the evaluation criteria listed above. In addition, with the exception of Magnesium Chloride for pre-wetting or direct liquid applications, the use of the alternative materials has not been widely accepted by Canadian road organizations at this time. However, several road authorities have conducted pilot programs to assess the effectiveness of the alternative materials in their region. It is recommended for the District to 1 Winter Sanding Guidelines. Stantec and the Communities of Tomorrow Leveraged Municipal Innovation Fund (August 2012). GHD Salt Management Plan Update (7) Page 32

37 consider the application of any promising alternative materials as part of a controlled pilot program, to gather more information on their effectiveness within their jurisdictional area. To the best of our knowledge, Sodium Chloride, in conjunction with materials for pre-wetting and/or anti-icing applications, is currently the best option for maintaining safe roads during the winter season. As such, the District should be committed to using Sodium Chloride respectively and responsibly in terms of the environment. 6. Class D Budget The following section provides a Class D budget for anti-icing and other new technologies that would enhance the District s winter maintenance program. 6.1 Anti-Icing Before moving forward with any anti-icing initiatives, consultation with the Area Municipalities will be required. In order for the District s Contractors and Area Municipalities to upgrade equipment to anti-icing, they would purchase either a slide-in system to go onto a dump truck, or purchase a trailer to be pulled by a flat bed truck. Also, they would need to purchase a controller system, or upgrade their current system. It is also possible to convert the existing street sweeping vehicle to anti-icing units for the winter season. This would be advantageous if they were in need of new vehicles in order to implement this system. All anti-icing units are capable of servicing 1,2 and 3-lane roads, and have an application rate maximum of 150 L per lane-km. Tank sizes range from 2,780 L to 12,900 L. The following represents a Class D budget estimate for different types of configurations of anti-icing equipment: Table 6-1 Anti Icing Cost Estimate Item Unit Unit Cost Notes Conversion of existing street sweeping vehicles to anti-icing units Per truck $20,000 Slide-in unit Trailer unit Per truck Per truck $20,000 - $40,000 For dump truck bodies, includes control systems and hoses, price varies based on controls needed $45,000 - $60,000 For flat truck bodies 6.2 Road Weather Information Systems RWIS systems that have been in place for the past years usually consist of a standard weather station and sensors installed in the road. Newer RWIS systems, such as the RWS200 by Vaisala, in place in municipalities and highways in Ontario for the past 7 years, consist of a laser GHD Salt Management Plan Update (7) Page 33

38 that detects grip and friction levels, a road sensor installed on the edge of road, and a computer system that transmits this information to a web app and/or and texting systems. Adding a camera, this can be installed on an existing hydro or light pole. A typical system can cost between $50,000 and $60,000, for design, installation and 2 years of analytical services from Vaisala. Vaisala is the world's largest meteorological services company. The MTO manages 148 RWIS units across Ontario, with information that can be made available for municipal use1f2. The District is currently looking into the training that is required to access this information. 6.3 Fixed Automated Spray Technology FAST systems automatically spray ice-melting fluids on road surfaces. Boschung is the primary supplier and designer of these systems world-wide, which have been installed on a large number of European highways. In North America, adoption of FAST has been slow, but currently there are 8 systems installed on MTO highways, and 1 in construction at a municipality in Ontario. The ice-melting fluid used in the FAST system is Potassium Acetate, which though more expensive than road salt, is used in much smaller amounts. The cost this system is quite high, but as has been shown with a study conducted by the MTO in 2000, the cost-benefit ratio is advantageous when considering cost savings through accident prevention and reduction of corrosion on infrastructure. Costs range from approximately $300,000 to $1,000,000, depending on the number of hoses and complexity of the system. 7. Conclusion In conclusion, this SMP summarizes the District s current road salt management practices and documents the progress made since the previous SMP was released in In addition, recommendations are made for improvements to the District s winter maintenance program in order to reduce its impact on the environment. Sodium chloride, in conjunction with brine solutions for pre-wetting and/or anti-icing applications, is currently the best option for maintaining safe roads during the winter season. Therefore, the District should focus their efforts on the responsible use of sodium chloride in terms of the environment. This can be achieved by implementing best management practices in the areas of level of service, winter preparations, winter patrol, winter operations (e.g., materials, yard facilities, snow disposal facilities and equipment), decommissioning, training, communications, record keeping and research on innovative technologies with respect to winter maintenance. 2 Winter Maintenance on Ontario s Highways. MTO Eastern Region (January 24, 2018). GHD Salt Management Plan Update (7) Page 34

39 Appendix A B Appendix M H O Q K N C D R S E P F L J I District of Muskoka Winter Appendices Operations Town of Gravenhurst Winter Control Title Plan Control Guideline GHD Salt Management Plan Update (7)

40

41 Winter Patrol Record FORM B Weather Date: Condition Codes Action Taken Clear Time SND Sanded Partly Cloudy Time Patrolled By: X Needs Service SS Spot Sanded Overcast Time SLT Salted Rain Time Hours of Work A Acceptable SSLT Spot Salted Snow Time SHLD Shouldering Freezing Rain Time Start Shift Finish Shift. ML Mix Load Fog Time SML Spot Mix Load Visibility: Good Fair Poor Time PL Plow Wind Light Moderat e Strong Direction Approved By: SL Slush Ambiant Condition Winter Event Condition Action Taken Muskoka Roads Patrolled (area) Name Time From To To Time Air Temperature Pavement Temperature Bare and Dry Bare and Wet Track Bare Centre Bare Snow Covered Snow Packed Snow Accumulation (cm) Drifting Ice Covered Spot Ice Black Ice Frost Slush Notes

42 Automobile Accident Report for District Vehicles, Equipment and Non-Owned Vehicles Being used for District Business Time: Date:_ Location: Police Notified: Yes No Charges Laid: Yes No Against Whom: District Vehicle Number Employee s Name Employee s Driver s License Number Office Phone Number or Extension Description of Damage and Circumstance of Accident Other Vehicles Involved if any: Owner s Name Address Driver s Name Address Vehicle License # Driver s License # Insurance Company Policy # Vehicle Make Vehicle Model Model Year (Attach another Automobile Accident Report if more than one additional vehicle involved) Notified and Copies of this Report Given To: District Adjuster: Date Time Name_ Relative Department Head: Date Time Name_ Relative Supervisor: Date Time Name_ Administrative Services Manager (Original): Date Time Name_ Legal Department: Date Time Name_ (when necessary)

43

44 Engineering & Public Works Department GUIDELINE for Road Maintenance and Winter Operations February 2017

45 PREFACE The District Municipality of Muskoka ( the District ) Road Maintenance and Winter Operations Guidelines have been developed to help ensure the District's investment in its roadway system is protected, while having paramount regard for public safety and operational efficiencies in an economical manner. In so doing, the District has employed the maintenance principles contained in the Province s legislation; Minimum Maintenance Standards for Municipal Highways, O.Reg. 239/02, as updated from time to time ( MMS ). While this is the case, the guideline user must refer to the District s guideline document for any specific undertaking, which at the very lease expands upon particular requirements and methodology, but may also exceed minimum requirements where warranted by the District s particular situations and experience. The health and safety of every municipal worker and member of the public who occupies a District roadway are paramount considerations in every maintenance and operational undertaking. In part, these Guidelines make reference to the Ontario Traffic Manual (OTM) Book 7 requirements, which promote uniformity of treatment in the design, application and operation of traffic control devices and systems across Ontario. The objective is safe driving behavior, achieved by a predictable roadway environment through the consistent, appropriate application of traffic control devices. While every effort should be made to follow the District Guidelines as closely as possible, the practitioner has a fundamental responsibility to exercise sound judgement and experience in the best interests of the public and workers, and to document reasons for departures from Guidelines when situations warrant. These Guidelines are comprised of two parts, Part A - Road Maintenance and Part B - Winter Operations, which are intended to serve as a quick reference tool for supervisors and operators to aid in setting forth clearly defined expectations and consistent results.

46 PART A ROAD MAINTENANCE 1. INTRODUCTION The content of the Road Maintenance Guidelines is based on field trials, research, and analysis by the District's Road Maintenance Division, as well as input and experience from Area Municipality personnel. All road maintenance staff must be familiar with the Road Maintenance Guidelines which are to be applied when performing related road maintenance operations. When circumstances warrant the departure from these Guidelines, maintenance personnel will make every effort to ensure efficiency and quality in performing the necessary tasks. The road maintenance activities have been assigned activity code numbers in order that planned resources for each activity can be measured throughout the year against the plan. Future years' plans can then be developed so that the effort is compatible with the District's overall objectives. These objectives include: Preserving the investments made in the District Road System. Ensuring uniformity in levels of road maintenance service. Providing comfort, convenience, and safety for the travelling public. Providing an objective basis for planning the road maintenance program. Providing effective utilization of all resources, i.e. labour, equipment and material. Providing the ability to compare actual to planned/standard expenditures, accomplishment, and productivity. Maintenance plans are developed and adjusted for each work unit, considering annual road inspection results and the application of the guidelines against the identified needs. The plan is adjusted annually to match the allocated funds and reflect the District's priorities. This manual has been prepared to provide current and newly appointed road maintenance supervisory personnel with the basic requirements of the Road Maintenance System, which provides: a reference guide in the preparation of work reporting documents; the current list of activity code numbers; and, guidelines for road maintenance planning. District of Muskoka and Area Municipality Road Supervisors, Foremen, and Road Clerks are integral to the maintenance management team and, consequently, are expected to apply good judgement in planning, directing, and controlling the various elements of the job. Quality Guideline descriptions indicate the District's policy for level of service to be provided when inspecting, maintaining, and repairing the Muskoka Road System. Quality Guideline descriptions also establish an economical level of maintenance which will ensure that the District's investment in the existing road system is protected while providing a consistent base level of maintenance service.

47 Road maintenance is a continuing activity which requires effective planning and scheduling in an objective manner. The Quality Guideline descriptions provide information to help plan and schedule road maintenance activities. Road maintenance operations can be divided into preventative maintenance and corrective maintenance. Preventative maintenance should be scheduled on a routine basis according to the Guidelines. The need for corrective maintenance will be identified, according to the Guidelines, during road inspections. Corrective maintenance should be planned and scheduled according to the priority need for the work and the available resources. It is difficult to address all the variations which may exist in required road maintenance activities with any guideline. In certain circumstances judgement must be applied while having regard to the general principles of the Maintenance Guidelines. The District's Road Maintenance Manager or designee should be consulted before any deviations are made from the Maintenance Guidelines. Deviations and the reason(s) for them must be documented in accordance with District policy and practice. 2. HEALTH AND SAFETY REQUIREMENTS The expectation is that any user of these Guidelines is a municipal practitioner performing maintenance and operations exercises on behalf of the District, or a contractor employed to do so, and so will have their own robust Health and Safety policies. Practitioners shall also comply with the District s Corporate Statement -- Occupational Health and Safety, as amended from time to time, and all other guidelines respecting employees and conduct as may be set by the District, as applicable. Underscoring the above, the practitioner shall ensure compliance with the Occupational Health and Safety Act of the Province of Ontario and any Regulations made thereunder. The local municipality, or Contractor on its behalf, accepts the responsibility for the health and safety of its employees in the performance of its obligations to the District by providing appropriate protective equipment and training as required and taking all reasonable precautions for the protection of its employees. Any equipment employed must be safe and suitable for work. Any equipment deemed unsafe must be removed. All reasonable precautions necessary to ensure the safety of the general public shall be taken. All incidents and accidents shall be reported to the Workplace Safety and Insurance Board (as applicable) and the Ministry of Labour (as applicable) and to the District. All critical injuries, fatalities and legislated incidents shall be reported to the District immediately. All incidents and accidents involving third parties shall be reported to the District immediately. All accidents and incidents which could have resulted in serious injury or property damage will be reported immediately to the District. All of the above reporting requirements including copies of all claims and reported damages must be submitted to the District in written form included in these Guidelines for each occurrence. 3. HIGHWAY CLASSIFICATION In accordance with MMS, District roadways are classified as either MMS Class 3, or MMS Class 4 as determined by Average Annual Daily Traffic (A.A.D.T.) volumes and posted speed limits. Classifications of specific District roadways are indicated in Schedule A. 4. ROAD MAINTENANCE GUIDELINES

48 The guidelines which follow include Quality, Method and Procedure components and are structured for easy reference by the practitioner. Guideline No. Title Asphalt Patching Manual Asphalt Patching Machine Shoulder Gravelling Shoulder Grading Shoulder Washouts Sweeping Machine Sweeping Manual Gravel Spot Repairs Road Base Repairs Mowing Machine Brush Cutting Tree Removal Or Trimming Ditching Roadside & Offtake Rock Ditching Catch Basin Cleaning Beaver Dam Removal Culvert Cleaning Culverts Sign Maintenance Cable Guiderail Repair Snow Plowing Snow Removal Sanding Salting Winter Road Patrol Other Winter Maintenance Summer Road Patrol Other Summer Maintenance

49 Activity: ASPHALT PATCHING - MANUAL Number Effective Date November, 2016 Page 1 of 2 Description: The manual placing and spreading of pre-mixed asphaltic materials (hot or cold mix) to repair potholes, minor depressions, bumps, frost heaves, paved shoulders, and other pavement defects. Includes preparation of patch area and compaction. Purpose: 1. To provide a smooth, safe riding surface. 2. To eliminate hazards to vehicular traffic. 3. To prevent rapid and progressive deterioration of the road surface. 4. To protect the investment in the road surface. Quality Guideline: The Level Of Service for ASPHALT PATCHING MANUAL shall be in accordance with the following: The minimum level of service is as according to MMS for Potholes, based on pothole surface area and depth per class of highway (Ref. O.Reg. 239/02). - All potholes of a size sufficient to cause damage or hazard to vehicular or pedestrian traffic shall be repaired either by filling with a temporary cold asphalt preparation or by use of a permanent hot-mix asphalt patching material. They shall be repaired as soon as possible after maintenance staff become aware of their existence, such awareness being the result of regular road inspection, operations, or information from police, public, or District staff. In any case, timing of repairs shall be no less than as prescribed in the MMS legislation. - The cause of free-standing water on the road surface shall be investigated and eliminated or repaired. - All permanent repairs using hot-mix asphaltic materials shall be done during periods when the air temperature is 7 C. (45 F.) or greater. - Ruts or corrugations, bumps, and depressions occurring on the travelled portion of the road in the wheel paths, at bridge approaches, catchbasins, manholes, broken pavement edges and ravelled areas etc. shall be repaired through the District routine road surface maintenance program. Severe bumps or depressions such as railway crossings, bridge expansion joints, etc., that cannot immediately be repaired shall be signed accordingly with the appropriate warning device. - The need for crack sealing, or addressing severe alligatoring, will be addressed through the District routine road maintenance and / or resurfacing program as appropriate.

50 Method And Procedure: 1. Place appropriate safety devices and signs as needed, per OTM Book 7 requirements. 2. Loosen and remove broken material from area by hand. 3. Dewater hole if necessary. 4. Shovel asphalt mix into hole, crown slightly for consolidation by traffic. 5. Compact repair with either truck wheels or roller. 6. Check repair. Add material if necessary. 7. Broom and/or shovel off loose excess material from road surface. 8. Remove safety devices and signs. Accomplishment: Tonnes of asphalt placed Productivity: 5.0 tonnes per day Personnel: 1 - Truck Operator 2 - Labourers (Conditions may warrant More staff for traffic control) Equipment: 1 - Dump Truck 1 - Pickup Truck Materials: Hot or cold pre-mix bituminous asphalt product. Hand Tools: Shovels, rakes, brooms and hand tools

51 Activity: ASPHALT PATCHING - MACHINE Number Effective Date November, 2016 Page 1 of 2 Description: The machine placing and spreading of pre-mixed asphaltic materials (hot or cold mix) to repair major surface defects such as depressions, bumps, and other pavement defects. Includes preparation of patch area and compaction. Purpose: 1. To provide a smooth, safe riding surface. 2. To eliminate hazards to vehicular traffic. 3. To prevent rapid and progressive deterioration of the road surface. 4. To protect the investment in the road surface. Quality Guideline: The Level Of Service for ASPHALT PATCHING - MACHINE shall be in accordance with the following: The minimum level of service is as according to MMS for Potholes, based on pothole surface area and depth per class of highway (Ref. O.Reg. 239/02). - All potholes of a size sufficient to cause damage or hazard to vehicular or pedestrian traffic shall be repaired either by filling with a temporary cold asphalt preparation or by use of a permanent hot-mix asphalt patching material. They shall be repaired as soon as possible after maintenance staff become aware of their existence, such awareness being the result of regular road inspection, operations, or information from police, public, or District staff. - The cause of free-standing water on the road surface shall be investigated and eliminated or repaired. - All permanent repairs using hot-mix asphaltic materials shall be done during periods when the air temperature is 7 C. (45 F.) or greater. - Ruts or corrugations, bumps, and depressions occurring on the travelled portion of the road in the wheel paths, at bridge approaches, catchbasins, manholes, broken pavement edges and ravelled areas etc. shall be repaired through the District routine road surface maintenance program. Severe bumps or depressions such as railway crossings, bridge expansion joints, etc., that cannot immediately be repaired shall be signed accordingly with the appropriate warning device. - The need for crack sealing, or addressing severe alligatoring, will be addressed through the District routine road maintenance and / or resurfacing program as appropriate. Where the above conditions have been identified and cannot be repaired immediately due to budget considerations, appropriate warning devices shall be erected.

52 Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Supervisor to determine patch area limits and mark out with paint if necessary. 3. Clean area, removing loose material from holes and existing surface. 4. Apply tack coat product to edges and surface well within the patch area and allow to cure. 5. Dump asphalt product evenly on road surface in patch area or into spreader hopper as directed. 6. Spread material. If by grader, spread on forward pass only. 7. Roll for compaction, level with surrounding surface. If hot-mix applied by spreader, roll when temperature will allow. Permit traffic on patch only when hot-mix has cooled enough not to mark. 8. Broom and/or shovel off loose excess material from road surface. 9. Clean tools and equipment prior to departure from job site. 10. Remove safety devices and signs. Accomplishment: Tonnes of asphalt placed Productivity: 90 to 100 tonnes per day Personnel: 2 - Truck Operators 1 - Grader Operator 1 - Roller Operator 2 - Labourers 2 - Flag people Equipment: 2 - Dump Trucks 1 - Grader or Asphalt Spreader 1 - Roller 1 - Pickup Truck 1 - Equipment Trailer Materials: Hot or cold pre-mix bituminous asphalt product. Tack coat product. Hand Tools: Shovels, rakes, brooms, etc.

53 Activity: SHOULDER GRAVELLING Number Effective Date November, 2016 Description: The addition of crushed aggregate to the road shoulder areas via grading and machine spreading. Includes the repair of pavement edge drop-off with aggregate as necessary. Page 1 of 2 Purpose: 1. To maintain a smooth, safe shoulder area free from pavement edge drop-off. 2. To safely accommodate emergency stopping of vehicles. 3. To provide lateral support of the base and surface asphalt courses. 4. To protect the investment in the road surface. Quality Guideline: The Level Of Service for SHOULDER GRAVELLING shall be in accordance with the following: The minimum level of service is as according to MMS for Potholes and for Shoulder Drop-offs, based on criteria per class of highway (Ref. O.Reg. 239/02). - Persistently soft or wet areas of the shoulder shall be repaired. Water shall not be allowed to run along the shoulders during periods of run-off. - Rocks greater than 50 mm. (2") in diameter brought to the shoulder surface by frost action or shoulder grading operations shall be removed. - Correct shoulder crossfall shall be maintained on all shoulders. - Shoulder dropoff at pavement edge and ruts in shoulder surface shall not exceed 50 mm. (2") in depth. - Outside edges of shoulders shall have a neat, straight edge. - Gravel windrows at pavement edges, outside shoulder edges, or under guiderail systems shall be eliminated. - Excessively dusty shoulder conditions shall be corrected by application of District approved dust control product where the condition causes nuisance to the property owners or constitutes a hazard to vehicular or pedestrian traffic. - Shoulder washouts caused by heavy rainfall shall be repaired as soon as possible after the storm. At serious washouts constituting a hazard, appropriate warning devices shall be erected until such time as repairs are made. - Continuous grading of gravel shoulders shall be concentrated in the spring and fall periods of the year to correct shoulder defects and control vegetation growth. - Spot wading of gravel shoulders between spring and fall periods shall be limited to emergency or hazardous conditions during or after inclement weather. Approved granular product shall be added to road shoulders to build-up the shoulders so that they are even

54 Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Remove sod from shoulder area by blading prior to gravelling, if required. 3. Place approved aggregate material along the shoulder area moving parallel to road surface. 4. Spread material by blading from road surface to edge of shoulder into windrow. 5. Blade material from windrow across shoulder width. Fine grade material over shoulder until all material is graded into place. Shoulder should have a uniform crossfall slope of at least 2%. 6. Check grade and remove or correct high spots at entrances or intersecting gravel roads. 7. If necessary, apply water to aggregate material to aid compaction and control dust and then compact material with compaction unit. The inside edge should meet flush with the paved surface after compaction. 8. Ensure that no windrow is left on outside of shoulder to cause "double-ditch" effect and if necessary, broom excess loose material from pavement surface onto shoulder area. 9. Remove safety devices and signs. Accomplishment: Tonnes of material required for repair Productivity: 40 to 50 tonnes per day Personnel: 2 - Truck Operators (More if required) 1 - Grader Operator 2 - Labourers/Flag people Equipment: 2 - Dump Trucks (More if required) 1 - Grader 1 - Compaction Unit 1 - Water Truck (if needed) Materials: Hot or cold pre-mix bituminous asphalt product. Tack coat product. Hand Tools: Shovels, rakes, brooms, etc.

55 Activity: SHOULDER GRADING Number Effective Date November, 2016 Description: The blading or re-shaping of aggregate shoulders using grading equipment, including the removal of rocks or other debris brought to the surface during the operation. Purpose: 1. To maintain a smooth, safe shoulder area that is relatively free from defects. 2. To safely accommodate emergency stopping of vehicles. 3. To provide lateral support of the base and surface asphalt courses. 4. To protect the investment in the road surface. Page 1 of 2 Quality Guideline: The Level Of Service for SHOULDER GRADING shall be in accordance with the following: The minimum level of service is as according to MMS for Potholes and for Shoulder Drop-offs, based on criteria per class of highway (Ref. O.Reg. 239/02). - Persistently soft or wet areas of the shoulder shall be repaired. Water shall not be allowed to run along the shoulders during periods of run-off. - Rocks greater than 50 mm. (2") in diameter brought to the shoulder surface by frost action or shoulder grading operations shall be removed. - Correct shoulder crossfall shall be maintained on all shoulders. - Shoulder dropoff at pavement edge and ruts in shoulder surface shall not exceed 50 mm. (2") in depth. - Outside edges of shoulders shall have a neat, straight edge. - Gravel windrows at pavement edges, outside shoulder edges, or under guiderail systems shall be eliminated. - Excessively dusty shoulder conditions shall be corrected by application of District approved dust control product where the condition causes nuisance to the property owners or constitutes a hazard to vehicular or pedestrian traffic. - Shoulder washouts caused by heavy rainfall shall be repaired as soon as possible after the storm. At serious washouts constituting a hazard, appropriate warning devices shall be erected until such time as repairs are made. - Continuous grading of gravel shoulders shall be concentrated in the spring and fall periods of the year to correct shoulder defects and control vegetation growth. - Spot wading of gravel shoulders between spring and fall periods shall be limited to emergency or hazardous conditions during or after inclement weather. Approved granular product shall be added to road shoulders if necessary per RMG to build-up the shoulders so that they are even with the pavement edge or when shoulder grading cannot bring back enough gravel from the extreme outside edge to maintain the proper shoulder crossfall.

56 Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Travel in the direction of traffic with flashing lights operating on grader. 3. Blade deep enough to remove ruts, holes, depressions, or loose material. 4. Make one pass with grader and form a windrow at the travelled edge of asphalt surface. Make a second pass to move windrowed material back over the shoulder area. A second pass is not required if a windrow eliminator is used. 5. Blade the material to restore proper cross-fall (minimum 2%) and provide adequate surface drainage. 6. Remove large stones from the shoulder surface which could damage the underside of a vehicle. 7. Select the shoulder length section which can be finished during that days shift. Berms and windrows are a hazard to traffic and create drainage problems. They are not to be left overnight under any condition. The shoulder section length should not exceed 5 kilometres at any one time. 8. Remove safety devices and signs. Accomplishment: Shoulder Kilometres graded Productivity: 30 shoulder kilometres per day Personnel: 1 - Grader Operator Equipment: 1 - Grader with windrow eliminator Materials: Not Applicable. Hand Tools: Straight-edge for crossfall checking.

57 Activity: SHOULDER WASHOUTS Number Description: The repair of common roadway shoulder washouts or erosion. Effective Date November, 2016 Page 1 of 1 Purpose: 1. To maintain a smooth, safe shoulder area that is relatively free of defects. 2. To safely accommodate emergency stopping of vehicles. 3. To provide lateral support of the base and surface asphalt courses. 4. To facilitate proper surface, shoulder, and ditch drainage. 5. To protect the investment in the road surface. Quality Guideline: The Level Of Service for SHOULDER WASHOUTS shall be in accordance with the following: - Shoulder repairs shall be made where erosion caused by runoff produces depressed areas in the road shoulder. - Major washouts near the road pavement edges shall be repaired immediately to prevent breakout of the road surface edge. - Surface repairs shall be made to the same standard as the applicable general road surface. Washouts occurring in the same location or on a repetitive basis in the same general area are to be reported to the District Road Maintenance Department for possible drainage improvement analysis and reports. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. When possible, reclaim the material washed from the shoulder to fill the washout area. 3. Dump granular material as needed into the washout to bring the surface back to original shape. 4. Spread and level material using shovels and rakes or backhoe, if necessary. 5. Remove all berms or ridges from repair area. 6. Thoroughly compact entire repair area. 7. Remove safety devices and signs. Accomplishment: Each shoulder washout repaired Productivity: 15 to 20 washout repairs per day Personnel: 1 - Truck Operator 2 - Labourers 1 - Backhoe operator (if required) Equipment: 1 - Dump Truck 1 - Compaction Unit 1 - Pickup Truck 1 - Backhoe (if required) 1 - Equipment Trailer (if required) Materials: Granular A crushed granite or limestone gravel Hand Tools: Shovels, rakes. Hand tamper, etc.

58 Activity: SWEEPING - MACHINE Number Effective Date November, 2016 Page 1 of 2 Description: The sweeping of paved road surfaces including paved shoulders and gutters using power equipment and/or hand tools. Includes associated work such as watering, hauling of debris, safety, and cleaning of intersections and bridge decks when performed as part of the main operation. Purpose: 1. To prevent injuries and annoyances arising from street dirt. 2. To prevent damage to vehicles and pedestrians caused by loose objects being thrown up by traffic. 3. To promote safety by removing debris which could create a fire hazard or skidding conditions. 4. To reduce the obscuring of pavement markings and to prolong the life of the markings. 5. To prevent the clogging of storm sewers. Quality Guideline: The Level Of Service for SWEEPING - MACHINE shall be in accordance with the following: - Continuous sweeping shall not be performed unless a curb and gutter system exists. Street sweeping in central business areas will begin at midnight. Continuous sweeping in rural areas may be done along pavement edges, if required, to facilitate pavement edge marking applications. - Non-curbed intersections and roads shall be swept when necessary to remove excessive amounts of loose stones or gravel. - Spring cleanup of winter sand accumulations shall be completed by May 31st. Regular street cleaning shall take place from June 1st. to November 1st. - Non-recurring events such as parades, road reconstruction, traffic accidents, etc., may generate an unusual amount of dirt and debris which must be removed in order for the objectives of this quality standard to be met. Dirt and debris produced by such events shall be removed promptly. Regular sweeping of District curb and gutter road sections shall be performed as outlined in Schedule C.

59 Method And Procedure: 1. Always follow pre-planned routes and scheduled times for sweeping unless instructed otherwise by supervisor. 2. Always proceed with the traffic and observe all traffic signs, signals, and regulations and operate machine with flashing lights on at all times. 3. Normal operating speed shall be 6 to 13 km./hr. (4 to 8 mph.) 4. In most cases, only 1 swath (width of sweeper) along the gutter and the travelled portion next to the gutter needs to be swept. 5. Drive next to the curb except to pass around parked cars, catchbasins, street inlets, etc. 6. Dump debris at designated disposal sites only. 7. Report any observed problems such as clogged street inlets, catchbasins, hazardous potholes, etc. to supervisor. Accomplishment: Lane Kilometres of road surface swept. Productivity: 16 Lane Kilometres per day Personnel: 1 - Vacuum Sweeper or Power Broom Operator Equipment: 1 - Vacuum Sweeper or Power Broom Materials: Not Applicable Hand Tools: Brooms, Shovels, Rakes, etc.

60 Activity: SWEEPING - MANUAL Number Effective Date November, 2016 Page 1 of 1 Description: The cleaning of intersections and spot locations including paved surfaces, gutters, etc., using hand tools and/or power equipment. Includes associated work such as watering, hauling of debris, safety, etc., when performed as part of the main operation. Purpose: 1. To prevent injuries and annoyances arising from street dirt. 2. To prevent damage to vehicles and pedestrians caused by loose objects being thrown up by traffic. 3. To promote safety by removing debris which could create a fire hazard or skidding conditions. 4. To reduce the obscuring of pavement markings and to prolong the life of the markings. 5. To prevent the clogging of storm sewers. 6. To enhance the appearance of the community. Quality Guideline: The Level Of Service for SWEEPING - MANUAL shall be in accordance with the following: - Non-curbed intersections and roads shall be swept when necessary to remove excessive amounts of loose stones or gravel. - Spring cleanup of winter sand accumulations shall be completed by May 31st. Regular street cleaning shall take place from June 1st. to November 1st. - Non-recurring events such as parades, road reconstruction, traffic accidents, etc., may generate an unusual amount of dirt and debris which must be removed in order for the objectives of this quality standard to be met. Dirt and debris produced by such events shall be removed promptly. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Sweep dirt of a small area into a pile. 3. Shovel dirt piles into truck box or loader bucket then into truck box. 4. Do not sweep across a clean area. Do not sweep debris into catchbasins or street inlets. Shovel up debris where it lies. 5. Pick up paper and litter of any kind laying on the street. Attempt to keep dust to a minimum. 6. Use a broom strong enough to move debris on the first stroke. Use scraper to loosen packed dirt. 7. Proceed to disposal site only when truck is full or work is completed for the day. 8. Remove safety devices and signs. Accomplishment: Each intersection or location swept. Productivity: 8 to 10 intersections or locations per day Personnel: 1 - Truck Operator 2 - Labourers 1 - Tractor/Loader Operator (if required) Equipment: 1 - Single-Axle Dump Truck 1 - Tractor/Loader (if required) Materials: Not Applicable Hand Tools: Brooms, Shovels, Rakes, Scrapers, etc.

61 Activity: GRAVEL SPOT REPAIRS Number Effective Date November, 2016 Page 1 of 1 Description: Localized repair of potholes, depressions, culvert settlements, frost boils, bumps, etc., using crushed or pit-run gravel. Purpose: 1. To protect the investment in the road surface. 2. To provide the motoring public with a safe, smooth riding surface. 3. To prevent rapid and progressive deterioration of the road. 4. To eliminate the causes of soft, wet areas in the roadway. Quality Guideline: The Level Of Service for GRAVEL SPOT REPAIRS shall be in accordance with the following: - The cause of soft or wet areas that move under traffic loading shall be eliminated or repaired either by base repair or installation of sub-drainage facilities. The causes of water lying on the surface or running across the surface shall be corrected. - A minimum 2% crossfall will be maintained as close as possible through activity. Gravel roads will be graded a minimum of once per month throughout the regular road grading the frost-free months. - Potholes and washboard conditions, unless excessive, shall be corrected by regular road grading. - Excessively dusty conditions shall be corrected through the application of liquid calcium chloride (min. 35% solution) or other District approved dust control products. Spot dust conditions may be corrected by using bagged flake calcium chloride spread either by mechanical spreader or manually. Generally, dust control products are applied around late May or early June. It may be necessary to re- apply in August depending on weather conditions during the summer. All dust control products shall be handled and applied as per manufacturer s instructions. - Dust control products are applied: - where dusty conditions cause a nuisance to property owners particularly in built-up areas - where a dusty condition is hazardous to traffic and pedestrians, - where there is a need to stabilize the road surface and restrict the loss of fines from the gravel. - Rocks greater than 50 mm. (2") in diameter brought to the surface by frost action or grading operations shall be removed. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Tailgate or end dump aggregate over depression or soft area. 3. Blade and level aggregate evenly over repair area. 4. Use equipment tires to compact and roll the finished surface. 5. If necessary, add water and/or bagged calcium chloride to aid compaction or control dust. 6. Remove safety devices and signs. Accomplishment: Each gravel spot repair completed. Productivity: 3 to 4 spot repairs per day Personnel: 1 - Truck Operator 1 - Grader Operator 2 - Labourers/Flag people (Add operators if required) Equipment: 1 - Dump Truck 1 - Grader (Additional Dump Trucks & Water Truck as required) Materials: Granular A, B, or C as required. Hand Tools: Shovels, Rakes, etc.

62 Activity: ROAD BASE REPAIRS Number Effective Date November, 2016 Page 1 of 2 Description: The repair of road base failures with granular material, for all surface types, including repairs due to frost heaves. This activity includes excavation, backfill, and compaction. Surface repairs for this activity are to be performed under the applicable patching activity for the appropriate surface type. Purpose: 1. To correct areas where adequate drainage has not been provided and damaging frost action or other detrimental effects have occurred. 2. To correct surface areas heaved or depressed by frost action in the subgrade material. 3. To correct depressions or cracks in the surface through which wet or muddy material is percolating. 4. To correct depressions in the surface causing the thrusting of base material onto the shoulder. Quality Guideline: The Level Of Service for ROAD BASE REPAIRS shall be in accordance with the following: - Road base repairs shall be made when any of the following defects are observed: - surface areas heaved or depressed by frost action in the sub-grade material, - depressions or cracks in the surface through which wet or muddy material is percolating, - depressions in the surface causing the thrusting of base material onto the shoulder area. - Thorough investigation and study of the cause(s) of the base failure and corrective actions to be taken will be reviewed with District and Area Municipality staff before proceeding with the repair work. - Sub-base and base materials removed during the repair shall be replaced with approved, suitable material. - crushed granular material used in the top 150 mm. (6") of the road surface shall not exceed a maximum gradation size of 25 mm. (1"). - satisfactory material salvaged from the old base excavation can be used as backfill material. Such material shall not be used within 150 mm. (6") of the road surface. - All base and sub-base materials placed shall be compacted in maximum 150 mm. (6") layers or less and achieve a minimum compacted density of 97% Proctor. - Surface repairs shall be made to the same standard as the adjacent road surface. Surface compaction shall be done in maximum 50 mm. (2") layers for asphalt material and 150 mm. (6") layers for gravel surfaces, all with a minimum compacted density of 97% Proctor. - Road base repairs, except in emergency situations, shall be performed during the months of June through October since road base repairs should be performed during frost-free conditions and hot-mix asphaltic repairs should be performed during periods when the air temperature is 7 C. (45 F) or greater. - Frost heave treatments shall be performed as shown on O.P.S.D drawing.

63 Method And Procedure: 1. Determine from site inspection the area to be repaired and mark out area with paint. 2. Notify appropriate police, fire, ambulance, school bus departments, etc., 48 hours in advance if road is to be completely closed to traffic for repairs and establish detour routes. 3. Place safety devices, signs, and detour markers (if required) as needed. 4. Saw-cut existing pavement. Begin excavation. Haul away and dispose of any unsuitable material that cannot be re-used for backfill. 5. Excavate deep enough to ensure there is proper drainage to the ditches and that frost-susceptible soil within 0.6 metres (2 ft.) of the road surface is removed. Frost taper heave treatment as per O.P.S.D If possible, keep one lane of road open to traffic by excavating only half road width at a time. 7. After completely removing the contaminated material, backfill excavation with Granular "B" or "C" material in maximum 15 cm. (6") lifts to a depth of 15 cm. (6") below the top of existing granular surface. The remaining 15 cm. (6") of granular material is to be Granular "A" crushed gravel. 8. Each 15 cm. (6") granular lift is to be thoroughly compacted using proper vibratory compaction equipment. 9. Bituminous surface repairs is to be performed under the patching activity for the applicable surface type. 10. Remove safety devices and signs. 11. If applicable, notify all concerned agencies when the road is opened to traffic. Accomplishment: Each road base repair completed. Productivity: 1 to 2 road base repairs per day Personnel: 1 - Supervisor 3 - Truck Operators 3 - Equipment Operators 2 - Labourers/Flag people Equipment: 3 - Dump Trucks 1 - Grader 1 - Backhoe/Loader 1 - Excavator/Gradall 1 - Compaction Unit 1 - Pickup Truck Materials: Granular A, B, or C as required. Hand Tools: Shovels, Rakes, Pavement Saw, etc.

64 Activity: MOWING - MACHINE Number Effective Date November, 2016 Description: The mowing of roadside vegetation of one or two swaths adjacent to the roadway shoulder up to 3.5 metres maximum width. NOTE: Use Activity for any hand mowing work. Purpose: 1. To maintain visibility for safety. 2. To reduce the need for weed and brush control. 3. To minimize the formation of snow drifts on the road. 4. To improve the general appearance of the road. Quality Guideline: Page 1 of 1 Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Supervisor shall plan mowing routes to maximize efficiency and minimize deadheading, turning, and unnecessary movements. 3. Operate machine with flashing lights on. Rotary blade mowers must have rock guards attached. Operator must wear safety goggles, hard hat, and safety vest when mowing. 4. Mowing to be completed along both sides of the road before moving to another road. 5. Mowing should be continued along any intersecting public road to the Muskoka road right-of-way limit. 6. Operators of rotary cutting mowers should immediately remove any debris thrown by the mower onto the travelled roadway. 7. Normally, mowing is required only once per summer season. Mowing shall commence when growth reaches 30 cm. (12") in height and be cut to a height of 7.5 cm. (3") and provide a neat, workmanlike appearance. 8. Remove safety devices and signs. Accomplishment: Swath kilometres of roadside mowed. Productivity: 30 Swath kilometres per day Personnel: 1 - Tractor Operator Equipment: 1 - Tractor with sickle bar or rotary knife cutter unit Materials: Not Applicable. Hand Tools: Not Applicable.

65 Activity: BRUSH CUTTING Number Effective Date November, 2016 Page 1 of 1 Description: The clearing and removal of roadside brush under 10 cm. (4") in stem diameter, including the disposal of brush and debris. Purpose: 1. To remove brush growth within the road right-of-way restricting drainage flows and safe sight distances. 2. To remove brush catching snow and forming drifts on or near the travelled road. 3. To improve the general appearance of the road. Quality Guideline: The Level Of Service for BRUSH CUTTING shall be in accordance with the following: Brush Control - Brush growth within the right-of-way that restricts sight distances or drainage flows or contributes to ice and snow formation on or near the travelled surface of the road shall be removed. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Wear and use ALL applicable safety attire and equipment. 3. Have all necessary certificates required to perform the job. (e.g. chainsaw) 4. Supervisor to mark out areas requiring work. 5. Cut all small trees or young brush growth and pile along shoulder of the road. 6. Remove any dead limbs from trees that can be reached safely from the ground. 7. Mark out and inform the Supervisor of any large trees that are dead or dying and should be removed. 8. Load and dispose of piled brush at a suitable location or process on-site using brush chipper. Do not leave piled brush on the road shoulder overnight. 9. Remove safety devices and signs Accomplishment: Person-Hours of brush cutting completed. Productivity: 32 person-hours per four-person crew per day Personnel: 1 - Truck Operator 3 - Labourers Equipment: 1 - Dump Truck 1 - Pickup Truck (Additional trucks or loader as required) Materials: Not Applicable. Hand Tools: Chainsaws, Handsaws, Axes, Rakes, etc.

66 Activity: TREE REMOVAL OR TRIMMING Number Effective Date November, 2016 Page 1 of 2 Description: The felling and/or cutting up of trees 10 cm. (4") in trunk diameter or larger. Includes trimming and/or cutting up of overhanging or dead branches and disposal of the wood and debris, whether done when the tree or branches are cut down, or at a later time. Purpose: 1. To remove dangerous trees and branches on road right-of-way. 2. To remove dead trees or limbs that are diseased, weakened, unsound, undermined, or leaning such that they might fall on or across the roadway. 3. To remove trees and branches that obstruct visibility and drainage. Quality Guideline: The Level Of Service for TREE REMOVAL OR TRIMMING shall be in accordance with the following: Tree Control General: - When considered necessary in the public interest, trees on or adjacent to Muskoka road allowances shall be trimmed or removed. - Trees requiring removal or trimming will receive attention as soon as required to protect the travelling public and property owners from possible injury or damages. - Every effort will be made to co-operate with property owners when trees adjacent to their property are to be removed or trimmed. Removal: - Trees that seriously obstruct the vision of drivers or pedestrians or otherwise present an undue hazard to the public shall be removed. - Dead trees on or near the roadway, or unsound limbs that may fall on or across the roadway, shall be removed. Work on trees located outside the right-of-way that need to be removed or trimmed shall be done only with the property owner s permission. - Trees shall be removed when they are considered dangerous, that is, when the trunk or any large branch is decayed, hollow, or split to the point of being structurally unsound. Trees will be removed when the amount of dead or damaged wood makes it impractical to trim them. Trees may be removed when roots have been cut such that it is felt they will not safely support the tree. - Trees that are infected with disease, insects, or pests which cannot be controlled, eradicated, or cured such that if they are left standing they would constitute a threat or hazard to other trees or the public shall be removed. - Where removal of a tree is recommended by a qualified arborist, the tree shall be removed. - Stumps shall be removed, if required, in the spring immediately following the date of tree removal. They will be cut off below the ground line and backfilled with topsoil and seeded. Trimming: Trees shall be trimmed in order to: - Remove dead, damaged, or diseased branches to promote growth and maintain structural integrity. - Provide adequate visibility for pedestrians and drivers. - Remove branches which restrict clearance or otherwise present a hazard to the public. - Remove branches which are considered dangerous due to their poor condition.

67 Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Wear and use ALL applicable safety attire and equipment. 3 Have all necessary certificates required to perform the job. (e.g. chainsaw) 4. If necessary, remove larger branches before felling tree. 5. If necessary, attach a rope to ensure proper direction of fall. 6. Cut tree into 0.9 to 1.2 metre (3 to 4 ft.) lengths for easier handling. 7. Cut back or remove tree stumps to eliminate potential roadside hazards. 8. Dispose of brush and limbs at a suitable location or process on-site using brush chipper. 9 Dispose of logs either with adjacent property owner, stacked on-site at the edge of right-of-way limit, or as a final and costly option, load and haul to a suitable disposal site. 10. Remove safety devices and signs. NOTE: This activity should be scheduled to be done during the winter season whenever practical. Accomplishment: Each tree removed or trimmed. Productivity: 8 trees per day Personnel: 1 - Truck Operator 3 - Labourers/Operators 2 - Flag people Equipment: 1 - Dump Truck 1 - Pickup Truck 1 - Backhoe/Loader (Brush chipper or boom truck as required) Materials: Not Applicable. Hand Tools: Chainsaws, Handsaws, Axes, Rakes, Brooms, Ropes, etc.

68 Activity: DITCHING - ROADSIDE & OFFTAKE Number Effective Date November, 2016 Page 1 of 1 Description: The cutting, cleaning, shaping, and improving of ditches using boom-type equipment, excavator, or grader. Excavated material loaded and hauled away or disposed of on site. NOTE: Use Activity or for any hand ditching work. Purpose: 1. To maintain the drainage system so as to control and remove surface water within the road allowance. 2. To prevent erosion of road shoulders and side slopes. 3. To properly and efficiently drain the road subgrade. Quality Guideline: The Level Of Service for DITCHES - ROADSIDE & OFFTAKE shall be in accordance with the following: - Any obstructions in the flowline of the ditch shall be removed. - Ditches shall be regularly inspected during September and October prior to the winter season and during spring runoff in April and May. - Excessive vegetation growth in the ditchline shall be removed prior to the winter season. - Brush growing in the ditchline shall be cut generally in the winter from December to April. - Sideslopes shall be as flat as possible and corrected where necessary. - Slopes shall be corrected for erosion caused by runoff. - Ditches shall be filled where effective drainage has been accomplished by other means. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Supervisor to mark out areas of work and if required, erect grade and alignment stakes. 3. Dig out ditch from back of ditch toward edge of shoulder and load material into truck and haul away, or dispose of at site. 4. Wherever possible or practical, excavated material is to be disposed of over fill embankments along the road. 5. Sides of ditches should not be cut vertical. "V-shaped ditches should be cut with sideslopes shaped so that native grasses can grow to help prevent erosion. 6. Clean out entrance and road culverts with shovels as best as possible. Notify Supervisor of culverts requiring cleaning. Trim ditch and shoulder areas before moving along the road. 7. Level and trim any material disposed over embankment slopes before leaving road. 8. Remove safety devices and signs. Accomplishment: Lineal Metres of ditch cut or cleaned. Productivity: 400 lineal metres per day. Personnel: 2 - Truck Operators 1 - Supervisor 1 - Flag person Equipment: 1 - Hired gradall or excavator 2 - Dump trucks 1 - Pickup Truck Materials: Not Applicable. Hand Tools: Shovels, Rakes, etc.

69 Activity: ROCK DITCHING Number Effective Date November, 2016 Description: The removal of bedrock material from ditch to improve drainage patterns within the road allowance. Includes the stripping, drilling, blasting, loading, and disposal of the material. Page 1 of 1 Purpose: 1. To maintain the drainage system so as to control and remove surface water within the road allowance. 2. To prevent erosion of the road shoulders and side slopes. 3. To properly and efficiently drain the road subgrade. Quality Guideline: Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Supervisor to mark out work areas and if required, erect grade and alignment stakes. 3. Have all necessary certificates required to perform the job. 4. All precautions, including a pre-blast survey if necessary, shall be taken to ensure persons are not injured and adjoining property, structures, public utilities, etc. are not damaged. 5. Strip topsoil, drill, blast, load, and dispose of material preferably over fill embankment slopes along the road or at an approved disposal site. 6. Clean up small and loose rock material through ditch section and trim up shoulder areas. 7. All blasting work shall be in full compliance with all statutes, regulations, bylaws, and orders relating to the supply, hauling, handling, use, and storage of explosives. 8. Remove safety devices and signs. Accomplishment: Lineal Metres of ditch cut or cleaned. Productivity: 100 lineal metres per day. Personnel: 1 - Truck Operator (more if needed) 1 - Backhoe/Loader Operator 1 - Drill Rig Operator 3 - Labourers/Flag people Equipment: 1 - Dump Truck (more if needed) 1 - Backhoe/Loader or Excavator 1 - Air Compressor and Drill Unit 1 - Pickup Truck Materials: Explosives, Prima-chord, Fuse Caps, Drill Bits. Hand Tools: Shovels, Rakes, etc.

70 Activity: CATCH BASIN CLEANING Number Effective Date November, 2016 Description: The cleaning of storm water catch basins and manholes, including the removal of snow and ice, winter sand, and debris and the disposal of waste material. Page 1 of 2 Purpose: 1. To assure the proper functioning of storm water catch basins and inlets in the rapid removal of surface water from the roadway and road allowance. 2. All storm water catch basins and inlets shall be cleaned once every year beginning approximately by May 15th and to be completed by June 30th. Quality Guideline: The Level Of Service for CATCH BASIN CLEANING shall be in accordance with the following: Cleaning - All storm sewer catch basins, manholes, and ditch inlets shall be inspected yearly and cleaned where this inspection indicates a need. - It may be necessary, in localized areas, to clean structures more often due to : - restricted sump capacities, - excessive dirt and debris reaching the road surface, - planned frequency of road cleaning, - recurring road and property flooding problems. - The mechanical eductor method of cleaning shall be used where possible, except in unusual cases where structures contain large quantities of sticks or stones or where older type structures exist that are not adaptable to the eductor method of cleaning. In those cases, hand cleaning with long-handled shovels and pry-bars shall be done. - During or after heavy rainfall, known problem structures shall be checked. - Catch basins, manholes, and ditch inlets shall be checked before the winter season for interference with snowplowing operations. During periods of thaw conditions in the winter season, key structures to alleviate flooding conditions shall be kept open and free from of ice and snow buildup. Repairs - Catch basins, manholes, and ditch inlets shall be repaired whenever there are loose bricks, shifted frames and grates, or whenever significant structural failure has occurred. Structures which have deteriorated so as to restrict the free flow of water and endanger the safe flow of traffic shall be rebuilt to current O.P.S.S. and O.P.S.D. specifications and drawings. - Frames and grates that are cracked or broken shall be repaired or replaced as soon as possible.

71 Method And Procedure: 1. Supervisor to establish efficient routes for cleaning catch basins and inlets. 2. Remove all debris from grate, open grate and check for debris that should be removed by hand first. 3. Remove all sediment from catch basin sumps using vacuum unit and hand shovels. 4. Clean grate seat area on frame and replace grate making note of any damaged grates or frames needing repairs or replacement and advise Supervisor. 5. Clean up all debris at each site. 6. Dispose of removed material at an approved disposal site. Accomplishment: Each catch basin, manhole, inlet cleaned Productivity: 125 catch basins per day Personnel: 1 - Inspector/Labourer Equipment: 1 - Hired Mobile Eductor/Vac-All Cleaning Unit 1 - Pickup Truck Materials: Not Applicable. Hand Tools: Long-handled shovels, pick-axe, brooms.

72 Activity: BEAVER DAM REMOVAL Number Effective Date November, 2016 Page 1 of 1 Description: The removal of beaver dam structures by manual or mechanical methods to prevent or eliminate potential flooding of the roadway. Purpose: 1. To maintain drainage systems within the road allowance. 2. To eliminate potential flooding conditions to protect the road structure and vehicular traffic. 3. To protect the investment in the road structure. Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. Contact landowner(s) where dam is located, discuss planned works, and obtain permission to proceed. 3. Landowners upstream and downstream of dam that could be affected by lowering or removing the structure are to be notified of planned works to provide an opportunity to identify and resolve any undue hardships as a result of the works. 4. Lower the water level gradually using hand tools unless conditions dictate the use of a backhoe or blasting methods. This will prevent sudden flooding of downstream properties. 5. To prevent the repair of the dam, the resident beavers will have to be removed either by trapping or firearms. The local office of the Ministry Of Natural Resources can supply the names, addresses, and phone numbers of local trappers for further assistance. 6. Remove safety devices and signs. Accomplishment: Each beaver dam removed Productivity: 4 beaver dams removed per day Personnel: 1 - Supervisor 2 - Labourers Equipment: 1 - Pickup Truck 1 - Backhoe (if required) Materials: Blasting caps and explosives, if needed. Hand Tools: Shovels, rakes, etc.

73 Activity: CULVERT CLEANING Number Effective Date November, 2016 Description: The removal of sediment, debris, obstructions, and snow and ice from road and entrance culverts. Includes marking of culverts before winter and any hand ditching related to culvert cleaning. Page 1 of 2 Purpose: 1. To keep drainage culverts clean, free from debris, and working properly. 2. To ensure the flow of surface water running in natural streams, collected on the high side of the rightof-way, or running down the ditch line and under the road or entrances. Quality Guideline: - Obstructions restricting the flow of water through culverts shall be removed. Culverts shall be regularly inspected, usually when routine Road Patrol activity is done, and shall be cleaned of debris if flow is restricted. In particular, culvert inspection shall be done during September and October prior to the winter season and in April and May during the spring runoff period. - Culverts should also be inspected after heavy rainfall or periods of high runoff with corrective measures taken if required. During storms or floods, critical areas shall be patrolled and culvert inlets kept clear and open. - Badly corroded, broken or damaged culverts shall be repaired or replaced as soon as possible. - Culvert aprons, headwalls, and embankments at culvert inlets and outlets which are broken or damaged shall be repaired. - Culverts that are not required due to other drainage improvements shall be removed or buried at the discretion of the District. - Area Municipality staff shall notify District authorities if they observe unauthorized culvert installations within the Muskoka road allowances. - Application and/or notification shall be made by property owners to the District s Engineering & Public Works Department if an entrance or entrance culvert is desired where none presently exists. No new entrance or entrance culvert shall be installed and no existing entrance or entrance culvert shall be altered without an approved District Entrance Permit and/or Roadway Occupation Permit. - Installations of new entrances or culverts or alterations of same shall be at the owner's expense and by the owner's contractor in accordance with current District guidelines and specifications. Inspection of installation, if required, shall be done by the District or by Contractor or Area Municipality staff where authorized by the District. - After initial installation, maintenance or replacement of entrance culverts shall be District's responsibility.

74 Method And Procedure: 1. From routine inspections and patrols, determine culverts to be cleaned. 2. Place safety devices and signs as needed, per OTM Book 7 requirements. 3. Remove obstructions and debris from culvert by using long-handled shovels. 4. Culverts completely blocked with sediment may require cleaning by high-pressure sewer flusher. 5. Clean out and reshape ditchline at each end of the culvert. Dispose of material behind ditch slope. 6. Check culvert for damages, straighten ends if bent, and place culvert markers. 7. Advise Supervisor of culverts that should be raised, lowered, or replaced. 8. Culverts not large enough to handle existing flows shall be noted and scheduled for replacement using proper size. 9. Crew shall work at culvert cleaning on a full day basis and complete one area before moving to the next culvert area. 10. Remove safety devices and signs. Accomplishment: Each culvert cleaned Productivity: 30 culverts cleaned per day Personnel: 1 - Backhoe/Loader Operator 1 - Truck Operator 2 - Labourers Equipment: 1 - Dump Truck 1 - Backhoe/Loader (if required) 1 - Pickup Truck 1 - Equipment Trailer (if needed) Materials: Not Applicable. Hand Tools: Long-handled shovels, rakes, pry-bars, etc.

75 Activity: CULVERTS Number Effective Date November, 2016 Page 1 of 1 Description: The installation, extension, re-setting, or repair of all culverts including manholes, catchbasins, or ditch inlets attached to a culvert. Includes excavation, backfilling, compaction, road surface repair, riprap installation and removal of culverts when performed as part of this operation. Purpose: 1. To ensure the flow of surface water running in natural streams, collected on the high side of the rightof-way, or running down the ditchline under roads, streets, or entrances. 2. To provide access to adjacent roadway property across the roadside ditch. Method And Procedure: 1. Determine locations where works are required based on field inspections, past records and review with District staff. Supervisor to mark out site with paint, if necessary. 2. Determine the proper culvert size required. Check stock for required materials and arrange delivery to site. Determine if Frost Taper is required. Note that Frost Tapers are always required for culverts greater than 1.4m in diameter. 3. Place safety devices and signs as needed, per OTM Book 7 requirements. 4. Saw-cut existing pavement. Excavate for installation of new culvert or removal of old maintaining traffic at all times. Excavations shall have a maximum backslope of 1:1 for safety. 5. Prepare foundation and pipe bedding and place culvert. Ensure culvert joints are tightly closed, connectors are attached firmly, and culvert is aligned correctly. 6. Place and compact backfill material in 15 cm (6 ) layers using adequate compaction equipment especially under culvert haunches. Do not use front-end loaders, bulldozers, backhoes, or excavators for compaction. Do not end dump backfill material within 0.9 metres (3 ft.) of the culvert. Pressure may force the culvert from correct alignment or profile. Backfill should be kept roughly horizontal along the length of the culvert at all times. Maintain height of backfill approximately equal on both sides of the culvert at all times. A minimum of 0.9 metres (3 ft.) of compacted cover over the culvert must be attained before mechanical equipment may cross it. Backfill may be placed in 15 crn (6") layers using mechanical equipment when this minimum cover height is attained. All compaction to be a minimum 95% Proctor density. (See OPSD for installation details). 7. Reinstate the road surface. Place and thoroughly compact granular road base materials to width and depth to match existing road base materials. Place pre-mix asphaltic material to road surface to complete the installation. Accomplishment: Each culvert installed/replaced/repaired Productivity: 2 culverts per day Personnel: 1 - Backhoe/Loader Operator 2 - Truck Operators 3 - Labourers 1 - Flag Person Equipment: 2 - Dump Trucks 1 - Backhoe/Loader or Gradall/Excavator 1 - Pickup Truck 1 - Vibratory Compactor 1 - Equipment Trailer Materials: Culverts, granular and asphalt surface materials. Hand Tools: Shovels, rakes, etc.

76 Activity: SIGN MAINTENANCE Number Effective Date November, 2016 Description: The placement, replacement, or relocation of all signs and sign posts. Includes the installation of delineators, straightening sign posts, cleaning or repairing signs, etc. Page 1 of 1 Purpose: 1. To regulate, warn, and guide the travelling public as directed by the Highway Traffic Act. 2. To reduce the risks of accidents. 3. To maintain a uniform flow of traffic. 4. To maximize the capacity of the transportation network. Quality Guideline: The minimum level of service is as according to MMS for Signs and Regulatory or Warning Signs, based on criteria per class of highway (Ref. O.Reg. 239/02). Method And Procedure: 1. Place safety devices and signs as needed, per OTM Book 7 requirements. 2. WOOD POSTS - Secure sign to post. - Hand dig post hole to a minimum 0.9 metre (3 ft.) depth for good support. - Erect post according to the Ontario Traffic Manual. - Check sign and post to ensure straightness and correct height. - Fill in post hole and pack granular material well around post. 3. STEEL POSTS - Bury post to a minimum 0.9 metre (3 ft.) depth using a post pounder. - Erect according to the Ontario Traffic Manual. - Secure sign to post and check for straightness and correct height. 4. Remove safety devices and signs. Accomplishment: Each sign installed, replaced or repaired Productivity: 30 signs per day Personnel: 1 - Supervisor 1 - Labourer Equipment: 1 - Pickup Truck Materials: Signs and posts. Hand Tools: Shovels, rakes, post pounder, bolts, wrenches, etc.

77 Activity: CABLE GUIDERAIL REPAIR Number Effective Date November, 2016 Page 1 of 2 Description: The repair and maintenance of cable guiderail systems. Includes replacing and/or straightening posts; cleaning, fastening, or replacing reflectorized delineator strips; fastening, replacing, or tightening cables, all when performed as part of the main operation. Purpose: 1. To maintain these systems to effectively serve as a guide to vehicular traffic. 2. To define sharp curves, high fill areas, or other hazardous objects or locations. Quality Guideline: The Level Of Service for CABLE GUIDERAIL REPAIR shall be in accordance with the following: All new or replacement installations or maintenance of cable guiderail or guide post systems shall be in strict compliance with current Ontario Provincial Standard Specifications (O.P.S.S.) and Ontario Provincial Standard Drawings (O.P.S.D.) - No post tops shall be out of alignment with the general line of posts by more than 75 mm. (3"). - No posts shall be out of plumb by more than 75 mm. (3"). and be sound and solidly set in the ground. - All posts shall have the bark removed and be no less than 150 mm. (6) in diameter. - The top angle cut of posts shall be at a slope of 30 downward from front to back of post with a chamfer around the top edge. - All post lengths, cut-off heights, depths of bury, and cable mounting heights shall be as per O.P.S.S. and O.P.S.D. specifications and drawings. - Frayed or excessively rusted cables shall be inspected and replaced if necessary. - Cables shall be taut and properly secured to posts. - There shall be reflective strips in clean, good condition on each end post and every 3rd post on curve installations, and on each end post and every 5th post on tangent or straight-run installations

78 Method And Procedure: 1. All repair works to cable guiderail systems shall be in strict compliance with current Ontario Provincial Standard Specifications and Ontario Provincial Standard Drawings (O.P.S.S. & O.P.S.D.). 2. Place safety devices and signs as needed, per OTM Book 7 requirements. 3. Posts that are broken, missing, excessively split or cracked, or generally unsound are to be replaced. 4. Install posts in dug or augered holes making sure they are in a straight line and to proper depth of bury. 5. Fill in post hole and compact material well around post while they are held in line. 6. Posts should be cut off 105 cm. (41") above ground level and at a slope of 30 degrees down from front to back of post with a 4 em. (1.5") chamfer around the top edge. End posts should be cut off 81 cm. (32") above ground level. 7. Delineator reflective strips should be installed on every 3rd post on curves and every 5th post on hills and straight runs as well as each full-height end post. 8. Remove safety devices and signs. Accomplishment: Each post installed, replaced or repaired Productivity: 40 posts per day Personnel: 1 - Truck Operator 1 - Backhoe/Loader Operator 2 - Labourers/Flag people Equipment: 1 - Single-Axle Dump Truck 1 - Backhoe/Loader 1 - Equipment Trailer Materials: Wooden posts, steel cable, hardware. Hand Tools: Shovels, rakes, chainsaw, hammer, etc.

79 Activity: SUMMER ROAD PATROL Number Effective Date November, 2016 Page 1 of 1 Description: The routine inspection of assigned representative roadways to determine defects or potential hazards and establish work priorities. Includes debris removal and other incidental work performed during road patrol. Purpose: 1. To ensure routine inspection of all representative Muskoka District roads. 2. To observe and record defects requiring action. 3. To ensure the road is maintained in a safe condition. Method And Procedure: 1. All District roads shall be patrolled at least once per week by a patrol vehicle. Patrol Person shall visually inspect the road surface and roadside areas from the vehicle. 2. Road conditions, deficiencies, work requirements and actions taken are to be recorded and reported to the Supervisor at the end of the patrol. 3. Arrange for the repair of potholes, washouts, downed trees, damaged road signs or any other noted deficiencies that present hazards to vehicular or pedestrian traffic or to public or private property. 4. Corrective action for significant problems or concerns that are not of an urgent nature shall be discussed with the District s Engineering and Public Works Department before action is taken. 5. Information regarding priorities and routes to follow is to be posted at each patrol yard. 6. Road conditions, deficiencies, work requirements, and actions taken are to be recorded on the District's "Standard Road Maintenance Condition Report - FORM - A". Accomplishment: Pass kilometres of road patrolled. Productivity: 250 pass kilometres per day. Personnel: 1 - Patrol Person Equipment: 1 - Pickup Truck Materials: Not Applicable Hand Tools: As required

80 Activity: OTHER SUMMER MAINTENANCE Number Effective Date November, 2016 Page 1 of 1 Description: General summer maintenance work not otherwise covered by an assigned activity, e.g. dust control in spot locations with bagged calcium chloride; hand ditching; debris pickup; hand mowing; etc. during the summer season. Purpose: Method And Procedure: 1. Depending upon the work to be done, utilize available human and other resources to effectively and efficiently to complete the task. Accomplishment: Hours of work. Productivity: 8 hours per day. Personnel: 1 - Labourer (More as required) Equipment: 1 - Pickup Truck (Other equipment as required) Materials: As required. Hand Tools: As required.

81 PART B WINTER OPERATIONS 1. INTRODUCTION The District Municipality of Muskoka s ( District ) objective in an effective snow and ice control program is to keep its jurisdictional road system passable and safe for vehicular traffic, within the limitations imposed by the extremes of nature and the resources allocated to achieve the objective. In achieving this objective, and in accordance with Municipal Act requirements, the District has employed the maintenance principles contained in the following provincial legislation; Minimum Maintenance Standards for Municipal Highways, O.Reg. 239/02, as updated from time to time ( MMS ). Pursuant to established maintenance agreements, Area Municipalities are responsible for ensuring that District roads in their respective municipality are maintained in accordance with the Winter Operations Guidelines, which may exceed MMS in some respects. 2. HEALTH AND SAFETY REQUIREMENTS The expectation is that any user of these Guidelines is a municipal practitioner performing maintenance and operations exercises on behalf of the District, or a contractor employed to do so, and so will have their own robust Health and Safety policies. Practitioners shall also comply with the District s Corporate Statement -- Occupational Health and Safety, as amended from time to time, and all other guidelines respecting employees and conduct as may be set by the District, as applicable. Underscoring the above, the practitioner shall ensure compliance with the Occupational Health and Safety Act of the Province of Ontario and any Regulations made thereunder. The local municipality, or Contractor on its behalf, accepts the responsibility for the health and safety of its employees in the performance of its obligations to the District by providing appropriate protective equipment and training as required and taking all reasonable precautions for the protection of its employees. Any equipment employed must be safe and suitable for work. Any equipment deemed unsafe must be removed. All reasonable precautions necessary to ensure the safety of the general public shall be taken. All incidents and accidents shall be reported to the Workplace Safety and Insurance Board (as applicable) and the Ministry of Labour (as applicable) and to the District. All critical injuries, fatalities and legislated incidents shall be reported to the District immediately. All incidents and accidents involving third parties shall be reported to the District immediately. All accidents and incidents which could have resulted in serious injury or property damage will be reported immediately to the District. All of the above reporting requirements including copies of all claims and reported damages must be submitted to the District in written form included in these Guidelines for each occurrence.

82 3. HIGHWAY CLASSIFICATION In general, the District has adopted MMS Classification of Highways criteria in establishing standards for maintenance activities as defined in the Municipal Act. In accordance with MMS, District roadways are classified as either MMS Class 3 or MMS Class 4 as determined by Average Annual Daily Traffic (A.A.D.T.) volumes and posted speed limits. The District also employs additional winter service level criteria to address particular circumstances in fulfilling the snow and ice control objective. These winter service levels are intended to meet the roadway needs of the residential, commercial, tourist, and commuter traffic under most road and weather conditions. District roads which are under the jurisdiction of area municipalities for winter maintenance activities are listed for reference in Schedule A according to MMS Classification and winter service level. Roadway maintenance winter service levels are based on traffic volumes and are defined as follows: Winter Service Levels i. Bare Pavement - greater than 900 A.A.D.T. This service level requires that the accumulation of snow on the road surface should not be allowed to exceed six (6) centimetres (2.4 inches) in depth, before commencing control operations including snowplowing, sanding, and/or salting as necessary to meet this requirement. A minimum centre-bare condition (the centre 2.5 metres, or a wheel-track bare condition), should be reached within 24 hours after the end of the storm. Full operations shall continue until the pavement is bared for the full width. Salt application is to be limited to the quantity and frequency just necessary to prevent snow and ice from sticking to the pavement, or to remove ice once formed on the pavement. Salt usage is also to be limited to those temperatures when salt is effective and shall be applied at approved application rates. As the temperature drops, the effectiveness of salt decreases. Normally, salt should not be applied when the temperature is below -12 C however, in the presence of sun and high traffic volumes which can create a higher road surface temperature, salt can be effective to a temperature of -18 C. Salt treated with District approved pre-wetting agents can be effective to -30 C. ii. Snow Packed - less than 900 A.A.D.T. This service level requires that the road surface may be maintained in a snow packed condition. The accumulation of snow on the road should not exceed eight (8.0) centimetres (3.1 inches) in depth before commencing control operations including snowplowing and sanding as necessary to restore the snow packed condition. When required by MMS, snow plowing will be conducted to meet this requirement.

83 This service level requires that the road surface be maintained in a snow packed condition and that a maximum depth of 4 centimetres of snow pack should be reached within 24 hours after the end of the storm. The use of sand and salt will be conducted in accordance with the recommendations set out elsewhere in these Guidelines. 4. PATROLLING Winter patrols are to be performed by qualified personnel in accordance with Guideline which shall be referred to for specific patrol frequency, road condition and weather monitoring requirements. Where District requirements for road patrol exceed MMS, the District s requirements shall govern. Road patrol personnel shall instruct their assigned maintenance forces as to required actions. 5. MATERIAL SPECIFICATIONS The District requires Ontario Provincial Standard Specifications (OPSS) be followed to ensure that only consistent, reliable and effective winter sand and salt products are obtained and used. OPSS is utilized to ensure the physical properties of materials, gradation requirements (sand) and handling are optimal. The following OPSS are followed: OPSS 102 OPSS 530 OPSS 531 OPSS 1001 OPSS 1004 OPSS2502 Weighing of Materials Winter Sanding and Salting Treatment and Stockpiling of Screened Sand for Winter Sanding Aggregates General Aggregates Miscellaneous Sodium Chloride < DMM MATERIAL TESTING PROCEDURES? > 6. GENERAL REQUIREMENTS a) Pre-determined routes for plowing, sanding, and salting shall be followed except in extreme emergency or critical situations. Routes shall be reviewed and/or revised annually to provide the most efficient use of labour, equipment, and material available. b) Spot sanding shall be the primary method of abrasive application on all Muskoka roads, generally on hills, curves, intersections, icy locations, and at railway crossings. Continuous sanding shall be carried out generally only during freezing rain or general icy conditions caused by failure of other treatment methods.

84 c) When it becomes evident that available resources are not sufficient to maintain roadways open and passable, the local O.P.P. detachment shall be notified and they will determine if the road shall be closed. Area Municipality forces are required to place all road closures as directed by the O.P.P., notify the District office immediately, and continue with full winter operations. d) Snow removal or clearing operations from shoulders will normally be undertaken after the storm. e) Snowdrifting shall not be permitted to accumulate on the driving surface. Snowdrifts must be removed from the shoulder before the snowdrift accumulates on the driving surface. f) Once equipment is dispatched for winter control purposes, operations shall continue until the prescribed level of service is achieved. g) Roads shall be maintained with a smooth surface with maximum friction. Consequently, all snowpacked surfaces that become washboarded, rutted, and potholed or exhibit signs of slipperiness developing or possibly developing shall be ice-bladed with District approval. h) Winter maintenance operations may be required to be deployed prior to the accumulation of the specified snow depth if the roads are hazardous, slippery, or ice or slush is developing. i) From the time unfavourable road conditions are detected and winter equipment is required, the Area Municipality has a maximum of 1 hour to have the required operator in the vehicle and equipment ready to begin work. For plowing, this include travel time to the area of concern. For spreaders, this includes the process of having the spreader filled with sand or salt. It is essential the response time be kept to a minimum for public safety reasons. 7. OPERATIONS 7.1 Pre-season Operations For District winter maintenance operations, the winter season shall be deemed to be November 1 to April 30 of the following year. These dates shall be considered when preparing for and maintaining resources at full readiness. Staff and resources shall be "phased in" before and "phased out" after these dates during the shoulder season, in order to be able to manage with early and late storm conditions. a) Personnel The following operating instructions shall be carried out with personnel prior to the winter maintenance season: i. All Area Municipality personnel and Contractors engaged in snow removal or associated operations (plowing and sanding/salting, communications, patrolling, inspections, etc.), shall be provided training and shall be informed and clearly understand their specific duties as it relates to operating guidelines, shift schedules, reporting procedures, and safety precautions.

85 ii. Procedures for the proper disposal of snow from roadways and bridges are to be reviewed with all operators and patrollers. iii. Winter maintenance personnel must be instructed on the procedures for aiding stranded motorists. The extent of aid should be tempered by the urgency of the situation. In general, personnel should take whatever safety precautions are necessary to ensure the safety of all vehicular traffic. In particular, personnel should be advised as follows: - Vehicles, which are stranded on the travelled portion of the roadway and present a hazard to traffic, should be removed as soon as possible. Personnel shall request the O.P.P. to take action. - In emergencies, assistance should be offered to transport stranded motorists to nearby, safe accommodations. - Assistance should be offered in contacting mechanical repair services. - Abandoned vehicles should be reported to the O.P.P. Municipal equipment will NOT be used to tow or remove private vehicles. - Vehicles damaged as a result of an accident should be reported to the O.P.P. If possible, personnel should remain at the scene until the O.P.P. arrive. Enquiries should be made to ascertain the need for ambulance or other services. PERSONNEL SHALL NOT REQUEST OR ACCEPT PAYMENT FOR RENDERING AID OR ASSISTANCE. b) Equipment i. General A sufficient supply of miscellaneous winter maintenance equipment should be obtained prior to the winter season, such as the following: - flashing lights - barricades and other road closure devices - "Bump" signs - "Water Over Road" signs Operation of trucks and loaders inside sand storage domes/sheds are to be guided by the following: - loading operations may proceed in a dome/shed storage building if all equipment is diesel powered and loading operations must be performed outside the dome/shed storage building if either the loader or the truck is gasoline powered. A sign to this effect should be posted at the entrance to each dome/shed storage building. In such cases, immediate cleanup of the loading area is necessary. - powered equipment is not to be left idling, particularly in a dome/shed storage

86 building. ii. Plow Trucks The following operating instructions will be carried out prior to the winter maintenance season: - Plows and wings are to be mounted on equipment prior to the winter season. Plows and wings should be operated to ensure proper working order. Proper operation includes careful and systematic inspection by personnel to ensure that plow and wing attachments are securely fastened and adjusted correctly. - Ensure plow trucks are properly ballasted. - Storage facilities for plows are to be provided to ensure that plows are accessible and blocked for quick hook-up when required. - Operations of equipment which require particular care and caution by plow operators, such as removing snow on structures; plowing around delineators, sign posts, mail boxes, etc; plowing at railway crossings; and left turn or 3rd lanes is to be reviewed. iii. Spreader Units The following will be carried out prior to the winter maintenance season: - Spreader units are to be mounted on trucks prior to the winter season. - Area Municipality Road Supervisors/Foremen, Operators and, if applicable, Contractor s Operators are responsible for ensuring that all spreader units are in good operating order and are maintained and operated at the calibrated settings in accordance with the specified application rates. - All operators of spreader equipment shall understand the reasons for calibration and understand fully how to operate the equipment correctly. iv. Communication Equipment The following will be carried out prior to the winter maintenance season: c) Material - Ensure that communications systems are installed and in proper working order. All road patrolling vehicles shall be equipped with a two-way radio programmed to the Area Municipality and or Contractors frequency and, if possible but not necessary, a cellular phone. - Review equipment operation procedures with all persons who will be operating communications systems during the winter maintenance period. - Review proper voice communication procedures with all persons to ensure proper discipline will be maintained during the winter season.

87 i. Sand ii. Salt The following is to be carried out prior to the winter maintenance season: - Provision shall be made to ensure adequate sand will be available for winter control usage. A minimum winter supply shall be the average quantity used on the District of Muskoka roads in the respective municipality (where it has been agreed that the Area Municipality has maintenance responsibility) each winter over the past five (5) years. - Winter sand and gradation requirements shall conform to the current specification requirements of OPSS 531. Sand should be sharp and free from quantities of clay or loam. The use of correct specification screened sand is essential to prevent damage to turntable and conveyor- type sand spreaders, as well as to reduce risk of damage to vehicles from flying stones. - The stockpile should be placed in a sand dome/shed storage building or under other type of cover. Salt conforming to the specifications of OPSS 531 will be uniformly mixed throughout the pile at a maximum rate of 3% per volume for piles in dome/shed storage buildings and at approximately 5% per volume for covered piles located outdoors. Salt used for winter maintenance operations shall conform to OPSS 531 and shall always be stored indoors. iii. Snowplow Markers Snowplow markers shall be supplied by the District and erected by the Area Municipalities and Contractors on Muskoka roads in their jurisdiction for the purpose of identifying the location of obstacles as well as guides to plow operators. Snowplow markers shall be erected prior to the winter maintenance season before the ground freezes, at culvert ends, at the beginning and end of structures, at the beginning and end of guiderail locations and any other location where the depth of snow may be hazardous to plowing operations. Proper placement of the delineator denoting the beginning of a section of 3-cable guiderail is at the station of the anchor, offset from the pavement the same distance as the first long post of the guiderail section. iv. Miscellaneous The following will be carried out prior to the winter maintenance season: Roadway ditches and culverts that are restricting water flows and which could cause flooding problems during winter thaws shall be cleaned prior to the beginning of the winter season. It is good practice to clean all culvert inlets, outlets and inverts just prior to the winter season.

88 Staff shall be informed of the importance of maintaining accurate details of work accomplishment, as well as being familiar with pertinent reporting documents and their preparation of it. 7.2 Winter Maintenance Operations a) General All Area Municipality and Contractor personnel engaged in winter maintenance activities on District roads are responsible to ensure that snow and ice control operations are performed to accomplish the prescribed levels of service. The Area Municipality Road Supervisory staff and District Inspectors and/or patrol personnel shall ensure that the contents and prescribed treatments in this Winter Operations Control Guideline are followed during the winter season. When conditions dictate the need for a winter maintenance operation, the Area Municipality Road Supervisory staff on duty and District Inspectors and or patrol personnel are responsible for organizing the necessary resources to achieve the required winter service level. From the time unfavourable road conditions are detected and winter equipment is required, the Area Municipality or Contractor has a maximum of 1/2 hour to have the required operator in the vehicle and equipment ready to begin work. For plowing, this means en route to the area of concern. For spreaders, this means in the process of having the spreader filled with sand or salt. For the safety of the public it is essential that the response time is kept to a minimum. Once equipment is dispatched for winter control purposes, operations shall continue until the prescribed level of service is achieved. Winter maintenance operations may be required to be deployed prior to the accumulation of the specified snow depth if the roads are hazardous, slippery, or ice or slush is developing. The Area Municipality Road Road Supervisory staff and Contractor are responsible for ensuring that all staff engaged in winter maintenance on District roads are properly trained and knowledgeable of the requirements of the Winter Operations Guideline and winter maintenance strategy. b) Storm Sequenced Activities i. Beginning of Storm The following activities are required during the period when a storm has been predicted and is expected, or just commencing: - Weather Reports shall be monitored closely to ascertain timing and type of expected precipitation and adverse weather conditions. Attention should be given to weather

89 and road conditions in adjoining municipalities. - When adverse weather conditions become apparent, determine the following: Storm severity and duration. Type of precipitation (wet snow, dry snow, sleet, rain, etc.). Visibility (good, fair, poor, nil, etc.). Condition of roadway surface (wet, dry, icy, ice patches, etc.). Wind direction and velocity. Existing temperature. Temperature changes (falling or rising). - Review current Road Weather Information System (RWIS) report for up-to-date information. Information on the RWIS report will include conditions reported by M.T.O. Patrols on King's Highways within Muskoka and surrounding Districts/Counties in order that adequate preparations can be made. This information will be provided for information purposes only. - Inspect equipment to ensure proper working order. Have any breakdown repaired immediately or have replacement equipment brought on site. Special attention should be given to the gate opening and electronic sand/salt controllers on spreaders. - Organize or call-out plow operators and/or spreader operators and begin snow plowing and spreading operations according to conditions. Under certain conditions, it may be beneficial to apply de-icers immediately before precipitation begins. - Continue road patrolling as the storm begins to direct and monitor effectiveness of snow removal operations and to relay road and weather information. - Ensure availability of adequate sand and salt. ii. During Storm Conditions The following activities are required during the storm: - Continue to perform road patrol duties to monitor weather and road conditions and ensure that necessary operations are undertaken with minimum delay. Radio equipped plows and spreaders can assist in monitoring weather and road conditions. - Ensure that the sand or salt is being applied at the correct rate and time and at the required speed. Also ensure that the sand or salt being applied is or will be effective. - Ensure that plowing operations are continuous to maintain the established Level of Service for the roadway. iii. Following Storm Conditions The following activities are required during the twenty-four (24) hour period following

90 the end of a storm: - Continue road patrol duties to determine the extent and priority of cleanup operations required as well as any driving conditions that may require additional operations, e.g. icy patches from melting windrow, etc. - Continue to remove snow from the travelled portion of the roadway and paved shoulders to achieve bare pavement on all roadways with Bare Pavement Level of Service. For Snow Packed Level of Service, maintain snow pack by plowing off loose snow only. Ice blade or sand any snow packed sections that have become icy or are developing ice, potholes or washboard. - Ensure that salt and sand are being applied under the recommended weather conditions and at the required speeds and rates. Also ensure that the sand or salt being applied is effective. - Wing back shoulders to allow for snow storage for future storms. This will also reduce wet conditions caused by melting windrows and will provide space for emergency pull-offs. - Right turn lanes, crossovers and gore areas shall be plowed within the twenty-four (24) hour period following the end of a storm. iv. Periods Between Storms The following activities are required after a storm has passed and the travelled portions of the highway are at their designated winter service level. These periods are normally during clear weather or when continuous plowing is not required. - Road patrol/inspections should be carried out to ensure cleanup operations are being performed. - Check drainage facilities (ditches, culverts, catchbasins, ditch inlets, storm sewer systems, etc.) and complete appropriate operations to have them functioning properly. Water running along, across or ponding on the shoulder or road surface, shall be removed as soon as possible, as well as the cause of the condition. Arrange for removal of any obstructions to drainage by winging snow back from the shoulder and/or removing blockages to drainage facilities using salt, calcium chloride, ice and snow removal by hand shovelling, etc. Arrange to sand or salt road surfaces if water freezes. Wing back or remove melting windrows on curves. If drifting snow is causing localized flooding conditions or isolated areas of water on the road and the rest of the road surface is dry, plow, sand and/or salt only the affected areas. Make record of these locations for future corrective action, if required.

91 - Check all signs and highway markers to ensure their message is visible to motorists. Remove snow and/or dirt immediately from the sign face. Do not use shovels or wash with a solvent de-icer which may damage sign sheeting material. - Snowbanks that are creating drifting problems or are too high to provide future snow storage shall be removed or lowered. Wing back, where practical, or undertake snow removal activities. - Check and remove windrows or snowbanks at traffic islands, narrow medians and intersections that impair visibility. Snowbanks at major intersections shall be removed, pushed back or loaded and hauled away if visibility cannot be accomplished by lowering the banks. These snowbanks shall not exceed a height of 1.2 metres above the height of the roadway surface. - Remove snow build-up from all areas where storage space is restricted or limited as detailed below: Where snow or ice is loaded and hauled away it shall be disposed of in a suitable snow disposal site. Disposal should never be into the water or onto the ice of ponds, lakes, rivers, creeks, etc.

92 Where snow or ice is moved or removed from a bridge or causeway over water using a loader or other mechanical means, disposal shall not be into water or onto ice covering water. Where small amounts of snow or ice are shovelled from a bridge over water using a hand shovel it may be disposed of by shovelling through the handrail or over the side. Avoid banging shovels on bridge railings which breaks down protective coatings and causes premature rust. Accumulation of snow at bridge subways and approaches shall be removed as soon as possible. Excessive accumulations of snow at guiderail and energy attenuator end treatments that could cause ramping shall be removed immediately. - Note any damages that resulted from the storm, including the following: Guiderail; repair or replace as soon as possible. Snowplow markers; replace or repair as necessary Mailboxes; record location, owner s name, and occurrence date in Patrol Supervisor's Diary for future reference purposes. Sign faces and posts; repair or replace. c) Equipment The following activities and procedures are required in order to maintain and operate winter maintenance equipment throughout the winter: i. Winter maintenance equipment shall not be operated against the direction of traffic unless the equipment is adequately protected by a traffic control person or by traffic control devices for that purpose. ii. The blue flashing light is to be used under the following conditions: For snowplows and graders: whenever plowing and/or winging back snowbanks, For snowblowers, graders and loaders: whenever engaged in snow removal operations, For spreader vehicles: whenever applying sand or salt including when spot sanding/salting, Motor vehicles: whenever being used for snow removal operations. At all other times (i.e. travelling to and from work locations), the blue light shall be "Off'.

93 iii. The amber flashing light on the rear of plows, snowblowers, graders and loaders is to be "On" at all times when the vehicle is equipped for snow removal. This rule applies to vehicles travelling on the roadway, as well as when they are being used to treat or remove snow or ice. On spreader vehicles the amber flashing light should be "On" only when applying sand or salt. d) Communications Radio equipment in all patrol vehicles with the responsibility of communicating to maintenance units shall be checked daily. Prior to leaving the yard, the operator will ensure that it is functioning properly. If repairs or adjustments are required, they are to be repaired or replaced immediately. 7.3 Plowing a) Criteria Once plowing operations are warranted, plowing shall be continuous from the beginning of the storm to the end of the storm for all Levels of Service. During a storm, the accumulation of snow on the road surface should not exceed the following Winter Service Levels: Bare Pavement Roadways (greater than 900 A.A.D.T) cm. Snow Packed Roadways (less than 900 A.A.D.T) cm. Winter Service Levels for each District roadway are indicated in Schedule A. The priority order of plowing operations is to be performed as follows: i. Through lanes and left turn lanes; ii. Right turn lanes: right turn lanes on a two-lane highway should be cleared after the storm. iii. Shoulder areas and crossovers: shoulders are to be cleared after a storm to prevent drifting and provide additional storage for future storms. However, if accumulations are excessive due to the intensity of the storm and high windrows resulting from plowing through lanes, then the shoulders can be cleared during a storm to provide greater storage. iv. Lowering snowbanks: Step winging and lowering snowbanks on shoulders and at intersections shall be performed during periods between storms, never during a storm event. District plowing complements were calculated with an effective operating speed of 42 km/hr.

94 b) Procedures Accumulation of precipitation is to be plowed to the right of the travelled portion of the roadway. The priority of plowing listed in Section 5.1 shall be followed. Special attention and priority shall be given to ramps and legs leading to emergency services, such as hospitals, fire and police stations, etc. Plowing activities shall be co-ordinated to eliminate or minimize windrows of snow being left along the through lane, where it connects with a ramp or transfer lane. When plowing at railway crossings, the following procedures shall be followed: When the weather, visibility, or any other condition at a crossing does not justify a stop during plow operations: i. reduce speed on approaching the crossing; engage low gear; raise the plow blade and wing or other attachments to clear the highest part of the crossing and then drive over the crossing without changing gears. ii. after driving over the crossing, lower the plow blade and wing or other attachments and resume plowing operations When the view is obstructed due to weather, snow embankment, etc., during snowplow operations: stop the plow before reaching the crossing; ensure that it is safe to cross the tracks; raise the plow blade and wing or other attachments, drive over the crossing, lower the blade and wing or other attachments and resume plowing operations; For safe operation while crossing the tracks when not plowing, the plow blade and wing or other attachments shall be raised sufficiently to clear the highest part of the crossing. When it is necessary to examine a railway crossing to check for damage to the tracks, to sand the crossing, remove any obstruction or hazard, or to perform any other necessary task, the plow operator is to: drive over the crossing, making a visual inspection of the crossing while doing so; stop the truck with the rear of the truck at least fifteen (15) metres clear of the crossing. When the weather and visibility are poor, place "fusees" (flares) on the roadway, at least thirty (30) metres in both directions from the area occupied by the plow and railway crossing;

95 if the track is damaged, set up warning devices, as required and immediately notify the District Office, the Ontario Provincial Police and the applicable Railway Authority. Early in the season when gravel shoulders are not frozen and are still soft, snow shall be removed from the shoulders using the wing only. Only when the shoulders become frozen may the plow and wing be used. Extreme caution shall be used to prevent blading of granular shoulder material into the roadside ditch. Winging back shoulders should usually be done after the storm. When winging shoulders, to avoid or reduce the windrow of compacted ice and snow from being carried across an intersection, the following should be done: clear out the wing when the near side of the intersection is reached and slightly raise the wing to prevent plowing the windrow across the intersection, and, wing back the 'point' of the snowbank at the far side of the intersection. Before winging shoulders, adjustments must be made to the front safety chain on the wing to ensure proper plowing and to prevent damaging the wing. Maximum plowing speeds recommended for plowing through lane(s) and the shoulders, when condition permits, are: on pavement with plow and wing on shoulders areas with wing - 42 km/h - 25 km/h 7.4 Sanding Plowing speed shall be reduced over structures to prevent snow and ice being thrown over parapets or through railings onto the roadway, watercourse, or railway beneath. Where recreational trails, e.g. snowmobile, cross-country skiing, horse riding, etc., cross a Muskoka roadway and the safety of the trail and/or roadway users are in doubt, the snowbanks at these locations shall be lowered to provide adequate visibility between the crossing signs, e.g. 150 metres on either side of the crossing. This operation will be carried out, as required, with other clean-up operations, after normal plowing is completed and storm has stopped. a) Criteria Sand is used as an abrasive to provide traction on slippery roadway surfaces. It will be used most often when the temperature is too low for salt to be effective and always on Class 4 roadways. Sand is most effective in providing traction on dry, hard snow. As a general rule, sand will be used when the temperature is falling below, or not expected to rise above 12C. However, sand will be used at higher temperatures

96 if traction is required immediately. Sanding, when required, should normally follow after plowing operations in order to minimize the amount of wasted sand being pushed from the roadway surface and onto the side of the road. As a general rule, if the pavement is dry and the snow is not packing or sticking, sanding is not required. b) Procedures Spot sanding shall be the primary method of abrasive application on all Muskoka roads; generally on hills, curves, intersections, icy locations. Continuous sanding shall be carried out generally only during freezing rain or general icy conditions caused by failure of other treatment methods The spinner on the spreader should be turning at such a rate that sand is cast only on the pavement. Spread width should be between 2.0 and 2.5 metres along the centre of the road, at rates of: 7.5 Salting 325 kg. per 2-lane km. for spot sanding; and, 570 kg. per 2-lane km. for continuous sanding. Areas which might require a heavier application of sand would be curves, bridge decks, intersections, ramps, hills and steep grades. Ensure that sand is not applied within three (3) metres of railway crossing tracks, to prevent sand from being carried onto the tracks. Sand carried onto the tracks must be removed from the flangeways as soon as practicable after such occurrence. a) Criteria Salt applied to snow, forms a brine mixture. This reduces the possibility of the snow sticking to, or packing onto, the roadway surface. It also prevents ice buildup and allows the plow to remove the snow easier. Salt, assisted by sun, traffic, and warmer daytime temperatures, is also used as a melting agent to eliminate icy conditions. As the temperature gets lower, the effectiveness of the salt decreases until it becomes ineffective. Normally, salt should not be applied when the temperature is below 12 C. However, in the presence of sun and/or heavy traffic volumes, which creates a higher road surface temperature, salt can be effective down to a temperature of 18 C. Pre-wetting salt with District approved product can increase it s effectiveness to 30 C.

97 In general, salt should be applied in advance of a storm and a minimum of 1/2 hours in advance of plowing operations to prevent the salt from being pushed off before it has had a chance to work. This is consistent with salt being used to assist in the plowing operations. The lower the temperature, the longer it will take for the salt to work. If the pavement is dry and the snow is not packing, salting is not recommended. b) Procedures Salt is to be applied in a narrow strip, approximately thirty (30) cm. wide, down the centre (crown) of a two-lane roadway at the rate of 130 kg. to 170 kg. per 2- lane km. On super-elevated sections (curves) the salt should be kept as high up on the curve as possible to allow the brine to flow down across the two lanes. The spinner should only be used to spread salt on pavements with: surfaces made of open friction course material; or distorted crossfall; or no crossfall. In these situations, the brine cannot flow across the pavement, and consequently a narrow strip will not be effective. Specific attention should be given to potentially hazardous locations, such as: hills, steep grades, curves, intersections, bridge decks, shaded areas and rock cuts. These locations are potentially hazardous because they could be slippery when the rest of the road is not, or they are areas that may require vehicular braking action. 7.6 Snow Removal a) Criteria Central business sections and full urban sections of Muskoka roads require removal of accumulated snow when the snowbank(s) encroach into the travel lane(s) in excess of 45 cm. Permission to perform the work is to be granted by the District. b) Procedures snow removal operations will normally be performed at night from 7:00p.m. to 12:00a.m. and will not be conducted on Saturdays, Sundays, or Statutory Holidays. The responsible Area Municipality, or Contractor on its behalf, will supply, erect, maintain and remove all required traffic control devices such as signs,

98 barricades, flagpersons, traffic cones, flashing lights, etc., in accordance with OTM Book 7 requirements in order to adequately protect all vehicular and pedestrian traffic while snow removal operations are being performed. 7.7 General a) Criteria During storm conditions, spreader routes shall be configured to not exceed the following time criteria, based on spreader operating speeds of 32 km/hr: Bare Pavement Roadways (greater than 900 A.A.D.T) hours Snow Packed Roadways (less than 900 A.A.D.T) hours b) Procedures Winter road patrol shall be carried out by designated personnel a minimum of once per day on a representative road and more often as required during threatening or actual storm conditions. Accurate and legible diaries and records shall be kept of all road conditions and operations whenever road patrol activities are performed. Inspections by road patrols shall cover all routinely observed road conditions; in addition to ensuring that winter Levels of Service are achieved and maintained. When highways appear to be reaching an impassable or blocked condition due to snow, ice or lack of visibility, the O.P.P. and District Office shall be alerted immediately. Information which should be passed on includes: location, length of impassable or blocked section, visibility, number of stranded vehicles, additional equipment required, etc. NOTE: The District or the Area Municipality does not formally close roads to traffic. This is the responsibility of the O.P.P. police force. Area Municipality forces shall support actions taken by the O.P.P. in this regard, with resources available. The roadway shall be opened only upon receipt of authorization by the O.P.P. Once the O.P.P. close a section of road, the Area Municipality or Contractor shall be responsible for placing and removing the appropriate road closed signs. Employees coming upon stranded motorists in isolated areas should enquire if assistance for towing or other services is required. If the incapacitated vehicle is posing a hazard to other vehicular traffic, e.g. on a hill or curve or in/at an intersection, it should be removed immediately by calling the Ontario Provincial Police at for their assistance.

99 Abandoned vehicles which interfere with snow clearing operations are to be reported to the applicable Deputy District Municipal Law Enforcement Officer (appointed Area designate) as established in Schedule 'A' of District by-law # , as amended annually, for action. 7.8 Winter Drainage a) Criteria Snow and ice conditions resulting in the blockage of drainage systems and potentially causing flooding of property and/or the road must be cleared. The responsible Area Municipality, or contractor on its behalf, is responsible for completing all necessary work such as snow ditching, culvert thawing, etc., to ensure flooding does not occur on any portion of a roadway. b) Procedures Upon being aware or alerted by District of Muskoka staff, the responsible Area Municipality, or contractor on its behalf, is responsible for immediately taking all actions required to eliminate a flooded or potentially flooded, condition.

100 Activity: SNOWPLOWING Number Effective Date November, 2016 Page 1 of 1 Description: The clearing of snow from the travelled surface or shoulder of the road. Includes the application of winter sand or salt material at spot locations when combination plow/spreader equipment is used and plowing is the main operation. Purpose: 1. To reduce the hazards of icy road conditions to traffic. 2. To facilitate handling of emergencies by fire, police, and ambulance services. 3. To maintain safe, passable school bus routes and winter recreation routes. 4. To reduce economic losses to industry and the community. Method And Procedure: GENERAL: PLOWING: 1. From "Winter Operations guideline, determine the appropriate actions to be taken based on weather, forecast temperatures, and road conditions for each stage of the storm (beginning, during, and after). 2. Know the Winter Service Level for each road per Schedule A and follow the designated routes. 1. When conditions permit, maintain sufficient speed to throw snow from road surface. 2. Reduce plowing speed in built-up areas or areas where snow will have to be removed. 3. Extreme care should be taken to avoid peeling the surface of surface-treated roads. 4. Exercise care in plowing around signs, delineators, mailboxes, etc., to minimize damage. 5. Generally, the second plow through an intersection should remove the windrow. If windrowed snow presents a safety hazard, the first plow should remove the hazard. 6. All railroad crossings should be cleared exercising care not to damage the tracks. Any damage is to be reported to the railway company. 7. When plowing operations cause unsafe or "blind" conditions for following traffic, pull off the road periodically and allow vehicular traffic to clear. 8. Change plow blades between storms and before damage or wear occurs to the plow. END OF SHIFT: 1. Ensure equipment is in good operating condition. Arrange for needed repairs. 2. Fill fuel tanks to reduce condensation in the tanks. 3. Submit completed plowing log sheet or report. Accomplishment: Pass kilometre plowed or winged back Productivity: 175 pass kilometres per day Personnel: 1 - Truck or Grader Operator Equipment: 1 - Plow Truck or Grader with Wing Unit Materials: Winter sand and salt (if applied). Hand Tools: Not Applicable.

101 Activity: SNOW REMOVAL Number Effective Date November, 2016 Page 1 of 2 Description: The removal of accumulated snow from road surfaces, shoulders, intersections, bridges, and guiderail installations. Includes all associated work where it is part of the main operation. Purpose: 1. To create storage for future snowfall accumulations. 2. To maintain safe visibility conditions. Quality Guideline: The Level Of Service for SNOW REMOVAL shall be in accordance with the following: - The removal of accumulated snow from the central business sections and/or full urban sections of Muskoka roads shall be performed when the snow banks) encroach into the travelled lane(s) in excess of 30 cm (12 inches) and when permission to perform the work is granted by the District. - These snow removal operations will normally be done at night from 7:00 pm. to 12:00 am. and will not be done on Saturdays, Sundays, or Statutory Holidays. - The Area Municipalities and Contractors involved in snow removal operations will supply and erect all required traffic control devices in accordance with OTM Book 7 requirements, i.e. for signs, barricades, flag people, traffic cones, flashing lights, etc., to adequately direct and protect all vehicular and pedestrian traffic while snow removal operations are being performed. - Snow banks at intersections that impede visibility shall be removed, pushed back, or loaded and hauled away if visibility cannot be accomplished by lowering the banks with snowplow equipment. These snowbanks shall not exceed a height of 1.2 metres above the height of the driving surface. - Snow removal from bridge decks, overpasses and approaches shall be done as required to maintain adequate driving lane width and to prevent snow from falling off the bridge deck or overpass. - Snow removal at guiderail installations shall only be performed when the snow banks encroach into the travel lane in excess of 45cm. (18 inches) and when approved by District personnel. Sidewalk snow shall not be plowed or blown onto the travel portions of the road and wherever possible shall be plowed or blown behind the sidewalk.

102 Method And Procedure: 1. Place required safety devices and signs as needed, per OTM - Book 7 requirements. 2. Windrow snow from curb with grader or loader. 3. Pick up windrow with loader or blower and load directly into dump truck. 4. Haul and dispose of material at nearest approved disposal site. NOTES: a) The number of dump trucks required for hauling will depend on the haul distance to the disposal site. The number of dump trucks used should be the minimum required to fully utilize the loading equipment without having more than one truck waiting to be loaded at any time. b) Disposal sites should be chosen as close to the loading sites as possible. Accomplishment: Loads of snowed hauled away and disposed of. Productivity: 120 loads per day Personnel: 1 - Loader or Blower Operator 5 - Truck Operators 1 - Supervisor 2 - Labourers/Flag people Equipment: 1 - Loader or Blower Unit 5 - Dump Trucks 1 - Grader 1 - Pickup Truck Materials: Not Applicable. Hand Tools: Not Applicable.

103 Activity: SANDING Number Effective Date November, 2016 Page 1 of 1 Description: The application of District approved winter sand material to the road surface. Includes loading of sand at the source. Purpose: 1. To reduce the hazards of icy road conditions to traffic. 2. To facilitate handling of emergencies by fire, police, and ambulance services. 3. To maintain safe, passable school bus routes and winter recreation routes. 4. To reduce economic losses to industry and the community. Method And Procedure: GENERAL: SANDING: 1. From "Winter Operations guideline, determine the appropriate actions to be taken based on weather, forecast temperatures and road conditions for each stage of the storm (beginning, during, and after). 2. Know the Level Of Service for each road and follow the designated routes. 1. The discharge spinner should be turning only fast enough for the sand to be spread in a 1.8 to 2.4 metre (6 to 8 ft.) path down the centre of the road. 2. Use District approved material from designated stockpiles only to minimize deadheading. 3. Sand should not be applied within 3 metres (10 ft.) of railway crossing tracks. 4. Do not add additional salt to the sand load unless the route and Level Of Service dictate. 5. Sanding, when required, should normally follow after the plowing operation to minimize the amount of sand being removed to the side of the road. 6. Generally, spot sanding at hills, curves, and intersections is the primary sanding method. Continuous sanding will only be done when the entire road surface has become "polished" and very slippery, or ice covered due to freezing rain. END OF SHIFT: 1. Ensure equipment is in good operating condition. Arrange for needed repairs. 2. Equipment should be cleaned after use to prevent corrosion. 3. Fuel tanks should be filled to prevent condensation in the tanks. 4. Submit completed sanding log sheet or report. Accomplishment: Tonnes of sand applied Productivity: 60 tonnes per day Personnel: 1 - Truck or Operator Equipment: 1 - Truck with Hopper Type, Side Dump, or Reverse Dump Spreader Unit Materials: District approved winter road sand. Hand Tools: Not Applicable.

104 Activity: SALTING Number Effective Date November, 2016 Description: The application of winter salt material to the road surface. Includes loading of salt at the source. Purpose: 1. To reduce the hazards of icy road conditions to traffic. 2. To facilitate handling of emergencies by fire, police, and ambulance services. 3. To maintain safe, passable school bus routes and winter recreation routes. 4. To reduce economic losses to industry and the community. Method And Procedure: Page 1 of 1 GENERAL: SALTING: 1. From "Winter Operations guideline, determine the appropriate actions to be taken based on weather, forecast temperatures, and road conditions for each stage of the storm (beginning, during, and after). 2. Know the Level Of Service for each road and follow the designated routes. 1. Try to apply salt before snow accumulates on the pavement surface so that a "brine sandwich" develops. This will prevent snow from sticking to the pavement, make snow removal easier and result in a bare pavement surface. Do not make a second application before the first one has had a chance to work, usually about 1 hour. 2. Do not use the spinner to apply salt. Allow salt to drop in a narrow strip (about Ift. wide) on the crown of the road. On right-hand curves, "hug" the centreline. On lefthand curves, "hug" the shoulder so the salt will be on the high side and move to the low side. 3. Do not speed up or slow down on hills. Try to keep the speed as constant as possible. 4. Take full advantage of sun and traffic on already salted pavement before plowing or applying a second application of salt. Use Pre wet if equipped and relevant. 5. Spot salting should be done at intersections, on hills, and areas where freezing runoff has created hazardous conditions or on wide pavements where one pass is not enough. END OF SHIFT: 1. Ensure equipment is in good operating condition. Arrange for needed repairs. 2. Equipment should be cleaned after use to prevent corrosion. 3. Fuel tanks should be filled to prevent condensation in the tanks. 4. Submit completed sanding log sheet or report. Accomplishment: Tonnes of salt applied Productivity: 30 tonnes per day Personnel: 1 - Truck or Operator Equipment: 1 - Truck with Hopper Type, Side Dump, or Reverse Dump Spreader Unit Materials: District approved winter road salt. Hand Tools: Not Applicable.

105 Activity: WINTER ROAD PATROL Number Effective Date November, 2016 Page 1 of 2 Description: The routine inspection of representative roadways to determine defects or potential hazards, establish immediate work priorities, monitor driving conditions and direct snow and ice control procedures. Includes spot plowing, spot sanding and spot salting when performed while patrolling. Purpose: 1. To ensure routine inspection of all representative Muskoka roads. 2. To ensure required and proper actions are taken during winter operations. 3. To observe and record defects requiring action. 4. To ensure the road is maintained in a safe condition. Method And Procedure: 1. At least once per day in each patrol zone identified in the District s Winter Operations guideline, perform patrolling by driving on a representative District road in accordance with the document titled A Guideline for Patrolling Representative Roads in Winter published by the Ontario Good Roads Association. Areas on Muskoka roads known to have recurring problems shall be patrolled more often as required. 2. District Roads are considered to be representative of all District roads within the patrol zone in which they are located. Roads within one patrol zone are not considered to be representative of roads in any other patrol zones. Information regarding priorities and routes to follow should be posted at each Patrol Yard. 3. Patrol using a pickup truck is the preferred method, however using a loaded combination plow/sander/salter truck unit is acceptable only if spot plowing, spot sanding or spot salting is required while on winter road patrol. 4. Notations of road conditions and actions taken are to be recorded on the applicable form and submitted to the Supervisor at the end of the patrol. 5. Monitor current and 24 hour weather forecast a minimum of once every shift, or three times per day, whichever is more frequent. 6. Advise Supervisor immediately of any significant change in weather or road conditions encountered. 7. Advise Supervisor of any problems, e.g. disabled vehicles, etc. or when leaving vehicle for whatever reason, e.g. lunch break, etc. 8. Road conditions, deficiencies, work requirements, and actions taken are to be recorded on the District's "Standard Road Surface Condition Report (Winter) - FORM B. 9. Special investigations performed as a result of potential litigation incidents, or as a result of damages claims, shall be documented on the District's "Standard Incident Report - FORM - D".

106 Accomplishment: Pass kilometres of road patrolled. Personnel: 1 - Patrol Person or Equipment Operator Equipment: 1 - Pickup Truck or Truck with Plow and/or Spreader Unit Productivity: 250 pass kilometres per day Materials: District approved winter sand and salt products if used. Hand Tools: As required.

107 Activity: OTHER WINTER MAINTENANCE Number Effective Date November, 2016 Page 1 of 1 Description: General winter maintenance work not otherwise covered by an assigned activity, e.g. erect or remove snowplow markers at guiderail systems, debris pickup, etc., during the winter season. Purpose: Method And Procedure: 1. Depending upon the work to be done, utilize available human and other resources to effectively and efficiently to complete the task. Accomplishment: Hours of work. Productivity: 8 hours per day. Personnel: 1 - Labourer (More as required) Equipment: 1 - Pickup Truck (Other equipment as required) Materials: As required. Hand Tools: As required.

108 SCHEDULE A

109 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN THE TOWN OF BRACEBRIDGE and THE DISTRICT MUNICIPALITY OF MUSKOKA Muskoka Road MMS Class 3 (Winter Service level Bare Pavement) Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 4 Muskoka Road 118W (Monck Rd.) to Muskoka Road MR 14 Muskoka Road 37 to East Limit of Highway 11 Overpass MR 15 Muskoka Road 118W (Wellington Street) to Brobst Lane MR 16 Muskoka Road 37 at Ontario Street to Stuart Street MR 35 Muskoka Road 4 to MTO Highway MR 37 Hugh Campbell Drive to Muskoka Road 4 at MacDonald Street MR 42 Muskoka Road 37 (Manitoba St.) to Highway 11 (North Exit) MR 118 Highway 11 to West Mall Road MR 50 Highway 11 to Muskoka Road SUB TOTAL Equivalent Centre line Kms.* Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 14 East Limit of Highway 11 Overpass to End of Muskoka Road MR 15 Brobst Lane to Muskoka Road 118W MR 16 Stuarts Street to End of Muskoka Road 16 at Public Dock MR 17 Muskoka Road 118W to Ennis Bay Road MR 20 MTO Highway 118 to Hunt Club Road MR 46 Muskoka Road 117 to Stephenson Road SUB TOTAL Equivalent Centre line Kms.* TOTAL ALL ROADS, YEAR ROUND MAINTENANCE *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes.

110 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN THE TOWN OF GRAVENHURST and THE DISTRICT MUNICIPALITY OF MUSKOKA MMS Class 3 (Winter Service level Bare Pavement) Muskoka Road Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 1 MTO Highway 118 to Muskoka Road 6 at MTO Highway MR 6 Muskoka Road 1 at MTO Highway 11 to Muskoka Road MR 17 Muskoka Road 18 to Muskoka Road MR 17 Winewood Ave. to Muskoka Sands Resort (North Entrance) MR 18 MTO Highway 11 to end of Muskoka Road MR 36 Muskoka Road 1 to Beaver Creek Institute Entrance MR 41 Muskoka Road 169 (Brock St.) to Muskoka Road MR 169 North Muldrew Lake Road to Muskoka Road 18 at MTO Highway SUB TOTAL Equivalent Centre line Kms.* Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Cente Lane r line Kms. Kms. MR 6 Muskoka Road 20 to MacArthur Sideroad MR 13 MTO Highway 11 at Severn Bridge to Nine Mile Lake Road MR 17 Muskoka Sands Resort (North Entrance) to Ennis Bay Road MR 19 MTO Highway 11 to Muskoka Road MR 20 Muskoka Road 6 to Hunt Club Road MR 49 Muskoka Road 13 to Severn River Swing Bridge SUB TOTAL Equivalen t Centre line Kms.* TOTAL ALL ROADS, YEAR ROUND MAINTENANCE *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes

111 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN THE TOWN OF HUNTSVILLE and THE DISTRICT MUNICIPALITY OF MUSKOKA MMS Class 3 (Winter Service level Bare Pavement) Muskoka Road Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 2 Muskoka Road 45 to Locks Bridge MR 3 MTO Highway 11 at Big East River to Huntsville / Township of Muskoka Lakes Boundary MR 10 MTO Highway 11 to Muskoka Road MR 23 MTO Highway 60 to Canal Bridge MR 44 Muskoka Road 10 at Muskoka River Bridge to MTO Highway SUB TOTAL Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 2 Muskoka Road 45 to Muskoka / District of West Parry Sound Boundary MR 10 Muskoka Road 2 to Muskoka Road MR 31 Muskoka Road 3 to Muskoka / District of West Parry Sound Boundary MR 45 Muskoka Road 2 to Muskoka Road MR 46 Muskoka Road 10 in Port Sydney to Stephenson Road 1 (Bonnie Lake Road) SUB TOTAL Equivalent Centre line Kms.* Equivalent Centre line Kms.* TOTAL ALL ROADS, YEAR ROUND MAINTENANCE *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes

112 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN TOWNSHIP OF GEORGIAN BAY and THE DISTRICT MUNICIPALITY OF MUSKOKA MMS Class 3 (Winter Service level Bare Pavement) Muskoka Road Road Section Location Description Section Lengths Center line Kms. Lane Kms. Equivalent Centre line Kms.* MR 5 Muskoka / Simcoe County Boundary in Port Severn to Honey Harbour Road MR 11 Lake Joseph Road to Muskoka / District of West Parry Sound Boundary SUBTOTAL Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 12 MTO Highway 400 to Moose Deer Point First Nations MR 32 MTO Highway 400 to end of Muskoka Road MR 33 MTO Highway 400 to end of Muskoka Road MR 34 MTO Highway 400 to Muskoka / Simcoe County Boundary MR 48 MTO Highway 400 to Muskoka Road SUBTOTAL Equivalent Centre line Kms.* TOTAL ALL ROADS, YEAR ROUND MAINTENANCE *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes

113 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN TOWNSHIP OF LAKE OF BAYS and THE DISTRICT MUNICIPALITY OF MUSKOKA Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Center Lane line Kms. Kms. MR 8 MTO Highway 60 to end of Muskoka Road MR 9 Muskoka Road 2 to MTO Highway MR 21 MTO Highway 35 to Echo Bay Road MR 22 Muskoka Road 21 to Elder Drive MR 23 Muskoka Road 9 to Canal Bridge MR 39 MTO Highway 35 at Dorset to Muskoka Road 117 (some of this maintenance is share with Sherbourne/McLintock Township) MR 51 Muskoka Road 117 to South Ril Lake Road TOTAL ALL ROADS, YEAR ROUND MAINTENANCE Equivalent Centre line Kms.* *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes

114 SCHEDULE A TO MAINTENANCE AGREEMENT BETWEEN TOWNSHIP OF MUSKOKA LAKES and THE DISTRICT MUNICIPALITY OF MUSKOKA Muskoka Road MMS Class 3 (Winter Service level Bare Pavement) Road Section Location Description Section Lengths Center line Kms. Lane Kms. Equivalent Centre line Kms.* MR 3 District of West Parry Sound/ Muskoka Lakes Township Boundary to Huntsville/ Muskoka Lakes Township Boundary MR 7 Muskoka Road 118W to Muskoka Road 28 at Minett SUB TOTAL Muskoka Road MMS Class 4 (Winter Service level Snow Packed) Road Section Location Description Section Lengths Center line Kms. Lane Kms. MR 4 Muskoka Road 35 to Fife Avenue in Windermere MR 7 Muskoka Road 28 at Minett to Muskoka/District of Parry Sound Boundary MR 13 Muskoka Road 169 at Torrance to Nine Mile Lake Road MR 24 MTO Highway 141 to Muskoka Road MR 25 Muskoka Road 4 to Muskoka Road 118W MR 26 Muskoka Road 169 to Muskoka Road 118W MR 27 Muskoka Road 118W in Port Carling to Robert Johnston Road MR 28 Muskoka Road 7 at Minett to Morinus Road MR 29 Muskoka Road 169 to Innisfree Road MR 30 Muskoka Road 169 to Broadley Road MR 47 Muskoka Road 118W to Muskoka Road SUB TOTAL Equivalent Centre line Kms.* TOTAL ALL ROADS, YEAR ROUND MAINTENANCE *Equivalent Centreline Kms is defined as: as total centre kilometres plus the length of any auxiliary lanes

115 12/00tpu NOTES: 1. During storm conditions, plowing should be undertaken to ensure that the snow accumulation on the road surface DOES NOT EXCEED 6.0 cm. for Priority I Level of Service. 2. After the storm, plowing should continue to achieve Bare Pavement or to achieve baring of the centre 2.5 metres of pavement within 24 hours, whenever possible, then bared full width when favourable weather prevails. Winging back of the roadway shoulder areas should usually be done only ONCE after the storm. 3. Recommended treatment for various conditions shown on this chart should be used IN MOST CASES however, unusual circumstances may necessitate departure from the recommended treatment. 4. Temperature rising means temperature to remain in or rise above th temperature range shown. 5. Temperature falling maens temperature to remain in or fall below the temperature range shown. TEMPERATURE TYPE ROAD RECOMMENDED TREATMEN TS RANGE OF SURFACE ACT I V I T Y LEVEL II - SNOW PACKED ROADWAY LEVEL OF SERVICE (Celcius) PRECIPITATION CONDITION BEGINNING OF S TORM DURING S TORM (1) AFTER STORM (2) 1 Any Temperature Dry or Wet Snow Snow Packed Plowing YES: CONTINUOUS (Maintain Snow Packed Condition) YES: Wing Back Shoulder Areas; Scarify FOR Slippery Sections; Cleanup Sanding NO ONLY IF REQUIRED: On Hills, Curves, Hazardous Locations, and Slippery Sections Salting NO NO NO: on Gravel Surface; YES: on Paved Surface If Temperature -12 O C. and Rising 2 Any Temperature Sleet or Possible Plowing NO NO YES: Scarify Slippery Sections Freezing Rain Icing Sanding NO YES: SLIPPERY SECTIONS ONLY Salting NO NO NO: on Gravel Surface; YES: on Paved Surface If Temperature -12 O C. and Rising 3 Any Temperature No Drifting Plowing YES: Cleanup (Maintain Snow Packed Condition) After Storm Precipitation Sanding YES: SLIPPERY SECTIONS ONLY Salting NO NOTES: 1. Recommended treatment for various conditions shown on this chart should be used IN MOST CASES however, unusual circumstances may necessitate departure from the recommended treatment. 2. During storm conditions, plowing should be undertaken to ensure that the snow accumulation on the road surface DOES NOT EXCEED 7.5 cm. for Priority II Level of Service. 3. W i n g i

116 ng back of the roadway shoulder areas should usually be done only ONCE after the storm. 12/00tpu

117 SCHEDULE B

118 WINTER OPERATIONS CONTROL GUIDELINE CLASS 3 -- BARE PAVEMENT ROADS AADT GREATER THAN 900 Section Lengths WINTER LEVEL OF SERVICE MUSKOKA ROAD No. AADT ROAD SECTION LOCATION DESCRIPTION Road Lane Equiv alent Kms. Kms. 2 lane kms. M.R. 2 1,200 Muskoka Road 117. (Baysville.) to Locks Bridge BARE PAVEM ENT ROADWAY (Minimum Centre-bare or) M.R ,690 Highw ay 11 to Highw ay (Wheel-track Bare Within) M.R. 118 (24 Hours After Storm) 3,790 Muskoka Road 169. to West Mall Road in Bracebridge M.R ,750 Highway 69 at Foote's Bay to North Muldrew Lk. Road MAXIMUM ALLOWABLE SNOW M.R. 38 1,270 Highway 69 to Muskoka Road ACCUMULATION 6.0 cm. ( 2.4 inches ) TOTAL CLASS 3 - BARE PAVEMENT KMS

119 -1- tl'ltlrt,,,, THE D1STR1cr :M..0F MusKoKA 1 ". ' --.1 Town of Brace bridge w- -, s Legend - Level 1 Bare Pavement Roads - Level 2 Snow Racked Roads - Provincial Highway -Township Roads

120 C]Wards B Lakes

121 .,, THLDIST R IC T *ru..m ' --/ USKOKA Town of Gravenhurst w*n s, Legend - Level 1 Bare Pavement Roads - Level 2 - Snow Racked Roads C. J wards - Provincial Highway Township Roads

122 [;, Lakes

123 Town of Huntsville - Level 1- Bare Pavement Roads - Level 2 - Snow Racked Roads - Provincial Highway f Township Roads j Wards [;:, Lakes

124 Township of Georgian Bay Legend - Level 1- Bare Pavement Roads - Level 2 - Snow Racked Roads - Provincial Highway f Township Roads lwards [;, Lakes

125

126 Township of l ake of Bays Enlargement: Dorset, Ontarfo Legend - Level 1 Bare Pavement Roads - Level 2 Snow Racked Roads - Provincial Highway C]wards 0 Lakes Township Roads

127 Township of Muskoka Lakes Legend - Level 1- Bare Pavement Roads - Level 2 - Snow Racked Roads - Provincial Highway Township Roads CJ wards 0 Lakes

128 SCHEDULE C STREET CLEANING SCHEDULE

129 Schedule C To Street Cleaning Quality Guideline STREET CLEANING SCHEDULE (EFFECTIVE JUNE 1 to OCTOBER 31) (Revised November 2016 Roads Swept Once per Month Muskoka Road #17 - Gravenhurst - From Dist. Rd. #18 at Winewood Ave. to Dist. Rd. #41 (Bethune Dr.). Muskoka Road #18 - Gravenhurst - From District Road #169 (Hwy # 11) to Lofty Pine Road. Muskoka Road #169 - Gravenhurst - From District Road #41 (Bethune Drive) to Sagamo Drive. Muskoka Road #37 - Bracebridge - From Dist. Rd. #16 at Ontario St. to Dist. Rd. #4 at MacDonald St. Muskoka Road #2 - Huntsville - From District Road #3 (Main Street) to Townline Road. Muskoka Road #2 - Huntsville - From District Road #3 (Main Street) to Hanes Road. Muskoka Road #3 - Huntsville - From Highway #60 to Ferguson Road. Muskoka Road #118 - Bracebridge - From Robert Dollar Drive to Wellington Street North. Muskoka Road #10 - Port Sydney - From Bellview Avenue to District Road #46 (Deer Lake Road). Muskoka Road #14 - Bracebridge - From Old Highway #11 to end of curb and gutter. Muskoka Road #15 - Bracebridge - From District Road #118 (Wellington Street) to Santa's Village Ent. Muskoka Road #16 - Bracebridge - From Dist. Rd. #37 (Ontario St.) to Dist. Rd. #118 (Wellington St.). Muskoka Road #37 - Bracebridge - From Bowman Street to Manitoba Street. Muskoka Road #118 - Bracebridge - From Dist. Rd. #118 (Wellington St.) to traffic lights at Dairy Queen. Muskoka Road #42 - Bracebridge - From District Road #37 (Manitoba Street) to Pine Street. Muskoka Road #118 - Port Carling - From Cares Road to East Lee Valley Drive. Muskoka Road #50 - Bracebridge - From Muskoka Road #4 to Hwy #11. Intersections Swept Twice per Year Muskoka Road # From Hwy # 11 to Hwy # 35. Muskoka Road # From Muskoka Road # 169 to West Mall Road in Bracebridge. Muskoka Road # From Hwy # 69 at Foots Bay to North Muldrew Lake Road.

130 SCHEDULE D FORMS

131 FORM A STANDARD ROAD MAINTENANCE CONDITION REPORT AREA MUNICIPALITY: Start Time: am. pm. Finish Time: am. pm. Date: District Road No. Road Section Description From: To: CONDITION CODE Road Surface Shoulders Drainage Roadside Safety Devices Note # NOTE # AC NOTES: -- (Use reverse side of Form for more space) TIME AC -- Action Codes 1 AF Advised Foreman 2 WO Filed Work Order 3 NB Took Note 4 RP Restored on Patrol 5 CC--Condition Codes 6 A Acceptable 7 D Deteriorating 8 S Needs Service 9 G Good Condition 10 DISTRICT MUNICIPALITY OF MUSKOKA THIS REPRESENTS A SUMMARY OF CONDITIONS FOUND ROADS AND TRAFFIC DEPARTMENT, AND ACTIONS TAKEN BY THE UNDERSIGNED: MAINTENANCE SECTION, 70 PINE STREET, BRACEBRIDGE, ONTARIO P1L 1N3 TEL: (705) : FAX: (705) (SIGNATURE) 02/97

132 STANDARD STRUCTURE CONDITION REPORT FORM Start Time: am. pm. Date: AREA MUNICIPALITY: GENERAL CONDITION REPORT FOUNDATION/SUBSTRUCTURE CC NOTE # STRUCTURE CC NOTE # Undermining Bearing Seats Tipping/Settlement Rust/Perforation Cracking (illustrate) Paint Condition Spalling (illustrate) Damage Graffiti STREAM FLOW CC NOTE # Deformations Debris Interference Vegetation Obstructions Upstream Conditions Downstream Conditions MISCELLANEOUS CC NOTE # Shoulder Erosion DECK/RIDING SURFACE CC NOTE # Approach Settlement Surface Condition Underside Condition Approach Profile Guiderail Security Deck Drains Pedestrian Facilities Expansion Joints Signage NOTE # AC NOTES: -- (Use reverse side of Form for more space) TIME AC -- Action Codes 1 AF Advised Foreman 2 WO Filed Work Order 3 NB Took Note 4 RP Restored on Patrol 5 CC--Condition Codes 6 A Acceptable 7 D Deteriorating 8 S Needs Service 9 G Good Condition 10 DISTRICT MUNICIPALITY OF MUSKOKA THIS REPRESENTS A SUMMARY OF CONDITIONS FOUND ROADS AND TRAFFIC DEPARTMENT, AND ACTIONS TAKEN BY THE UNDERSIGNED: MAINTENANCE SECTION, 70 PINE STREET, BRACEBRIDGE, ONTARIO P1L 1N3 TEL: (705) : FAX: (705) (SIGNATURE) 02/97

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134

135 Andrew Betts