REPORT NO. 131-16794
KING TOWNSHIP - TRAFFIC CALMING
POLICY
FINAL
May 2015
KING TOWNSHIP - TRAFFIC
CALMING POLICY
FINAL
King Township
Project no: 131-16794
Date: May 2015
WSP Canada Inc.
600 Cochrane Drive, 5th Floor
Markham, ON L3R 5K3
Phone: 905-475-7270
Fax: 905-475-5994
www.wspgroup.com
v
TABLE OF CONTENTS
1
TOWNSHIP OF KING TRAFFIC CALMING POLICY ..................... 1
1.1
INTRODUCTION ................................................................................................... 1
1.2
BACKGROUND..................................................................................................... 1
1.3
TYPES OF TRAFFIC CALMING ........................................................................... 2
1.4
TRAFFIC CALMING PRINCIPLES ....................................................................... 3
1.5
PROPOSED TRAFFIC CALMING POLICY PROCESS ....................................... 4
1.5.1
REQUEST .............................................................................................................. 4
1.6
IDENTIFICATION OF APPLICABLE POLICIES .................................................. 5
1.7
DATA COLLECTION ............................................................................................ 5
1.8
ANALYSIS AND IDENTIFICATION OF ISSUES .................................................. 5
1.9
IDENTIFICATION AND EVALUATION OF MEASURES ..................................... 5
1.10
DECISION.............................................................................................................. 6
1.11
RESIDENT POLLING ............................................................................................ 6
1.12
IMPLEMENTATION .............................................................................................. 6
1.13
FOLLOW-UP AND EVALUATION ........................................................................ 6
1.14
PROPOSED TRAFFIC CALMING WARRANTS .................................................. 6
1.15
TRAFFIC CALMING TOOLBOX ........................................................................... 8
1.16
MAIN STREET....................................................................................................... 8
1.17
REGIONAL ROAD/ARTERIAL ROAD ................................................................. 8
1.18
RURAL ROAD ....................................................................................................... 8
1.19
COLLECTOR ROADS .......................................................................................... 8
1.20
LOCAL ROADS..................................................................................................... 9
King Township - Traffic Calming Policy
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TABLES
TABLE 1: SUMMARY OF STREET TYPOLOGIES .................................................................. 2
TABLE 2: TRAFFIC CALMING WARRANTS............................................................................ 7
TABLE 3: TRAFFIC CALMING TOOLBOX ............................................................................. 10
TABLE 4 GEOMETRIC REQUIREMENTS, BENEFITS, LIMITATIONS AND COSTS .......... 12
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1
1.1
TOWNSHIP OF KING TRAFFIC CALMING
POLICY
INTRODUCTION
The primary objective of traffic calming is to ensure that drivers adopt a behaviour that is appropriate for
the area, the type of street and its intended function, which will in turn improve conditions for other street
users such as residents, pedestrians and cyclists.
Some traffic calming measures are used to reduce excessive speeding while others may be used to
reduce through traffic on local streets, however managing speeds and reducing traffic volumes are not
the only benefits. Traffic calming may also have positive impacts on: air pollution, noise and vibrations,
accidents and pedestrian safety. Successful implementation of measures will lead to streets that are less
dependent on enforcement to ensure users adopt appropriate driving behaviour, as demonstrated within
the diagram below.
Source:
Salem
Spitz, How Much is Too Much (Traffic), ITE Journal, May 1982
1.2
BACKGROUND
A traffic calming policy for King Township was previously developed by Giffels in 2004, however some of
the existing (Schomberg) traffic calming applications are inconsistent and combined with on-street
parking that creates additional operational issues. In accordance with the Township’s current Traffic
Calming Policy, a minimum of 70 percent community support is required to satisfy the warrant. Several
warrants follow to decide the various types of traffic calming applications. However, existing policy can be
modified to better address the Township’s local residents’ needs. Therefore, a revised traffic calming
policy is required.
The sporadic implementation of traffic calming measures throughout the Township is likely to be
attributable to the fact that warrants required very specific criteria to be met, which encourages piecemeal
implementation of measures rather than facilitating the implementation of a coordinated traffic calming
strategy for the entire Township.
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The implementation of traffic calming measures must also be consistent with current design guidance and
current policies adopted by King Township.
Traffic calming techniques range from simple signage and pavement markings to physical (constructed)
measures that change the driver’s behaviour and reduces the travelling speed. It is important to note that
traffic calming measures are site-specific and, therefore, measures or devices that may have worked in
one area may not necessarily work in another.
Several well-known and widely-used traffic calming measures can be selected for the Township’s for
consideration for local collector roads.
A summary of the key street typologies applicable to King Township is provided in Table 1 for
completeness.
Table 1: Summary of Street Typologies
Road Typology
Main Street
Connector
Primary
Transportation
Function
e.g. King Road at King City
e.g.Dufferin btwn Steeles &
Rutherford
e.g. Davis Drive btwn YorkDurham Line and Hwy 404
e.g. Kleinburg, Holt
Active transportation
supportive, transit supportive,
vehicular movement
Goods movement priority,
transit priority, active
transportation supportive,
vehicular movement
Vehicular movement, goods
movement, active
transportation supportive agricultural
movement
Vehicular movement, active transportation
supportive
Uninterrupted flow except at signals, stop
signs, roundabouts and controlled cross
walks
Uninterrupted flow except at signals, stop
signs, roundabouts and controlled cross
walks
Uninterrupted flow except at signals, stop
signs, roundabouts and controlled cross
walks
Interrupted flow by passive traffic calming
Flow
(narrow lanes, on-street parking, mid-block
Characteristics
crossings) and signals.
Travel Speed
Local Street
Connectivity
Cycling
Provisions
Pedestrian
Clearway
Rural Hamlet
Street Typologies
Thumbnail
Example
Rural Road
40-50
60 - 70
70 - 80
40 - 50
Highly porous
Moderately Porus
Not Porous
Within hamlet, highly porous
Bike Lane
Cycle track or multi-use trail
Paved shoulder or multi-use trail
Bike lane
3.45m min.
2.0m min.
No
2.0m min.
Crosswalks
Pedestrian crossings formalized only as
controlled crosswalks. Dedicated cycle
crossing facilities on route with cycle track/
multi-use trail.
Pedestrian crossings formalized only as
controlled crosswalks. Dedicated cycle
crossing facilities on routes with cycle
track/multi-use trail.
Pedestrian crossings at signalized
intersections.
Pedestrian crossings formalized only as
controlled crosswalks.
On-Street
Parking
Dedicated
No
No
Dedicated
The above typology provides a typical example from which to revisit the traffic calming policy for King
Township, with the aim of delivering a coordinated strategy to ensure consistent applications throughout
the township, with specific focus on rural and urban transition issues and urban design guidelines for
each set of street typologies and transport corridors.
1.3
TYPES OF TRAFFIC CALMING
There are two forms of traffic calming, “active” and “passive”, which are defined as follows:
 Active measures are physical treatments that are typically applied after a street has been
constructed with the purpose of correcting instances where driver behaviour is not appropriate for the
context of the area, street typology and the intended function of the highway. There are generally
three types of active traffic calming measures, vertical deflections, horizontal deflections,
obstructions; and signage. Active measures are not appropriate for the arterial network as they
conflict with the primary function of arterials which is to move larger volumes of vehicles
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 Passive measures typically relate to the design of the environment within the streetscape and its
ability to influence driver behaviour, using measures such as the placement of street trees, medians,
narrower lane widths, intersection design, on-street parking, wider footways, and facilities for
pedestrians and cyclists including crossing facilities, street furniture, bike parking and bike lanes.
Each of these elements has the tendency to slow vehicle speeds without actually restricting or
interfering with the flow of traffic, particularly when used as part of a package of passive traffic
calming treatments within an area. Accordingly, passive traffic calming measures can be applicable to
both the arterial and local road networks.
Both active and passive measures should be applied carefully to ensure they are appropriate for the
particular context and function of the street. Key factors to take into account include the role of the street
within the road hierarchy, the volume of vehicular traffic and pedestrian activity; the traffic composition;
on-street parking requirements and enforcement, and the design speed.
1.4
TRAFFIC CALMING PRINCIPLES
Wherever possible, passive traffic calming measures should be included in the initial design of all new
streets and developments within the Township. The package of passive traffic calming measures
selected should reflect the function of the street and driver behaviour desired.
For example, several proposed new road planning and classification strategies, which focus on a contextzone approach to reflect local conditions, propose to include on-street parking on regional corridors. This
represents an opportunity to introduce and promote “on-street” parking on regional roads in at least in the
three major town centres within the Township. The opportunity to refine the road classification system will
open a window to provide targeted on-street facilities on regional roadways near town centres. Bicycle
parking provisions will encourage land developers and employers to provide alternative options to driving
within neighbourhood destinations.
However, where retrospective action is required to change driver behaviour, a number of guiding
principles should be followed in order to ensure that the application of traffic calming measures is
transparent, coherent, effective and consistent throughout King Township. These principles are set out
below:
 Ensure community involvement at regular intervals in the investigation and design process to gain
public support and facilitate success of the selected package of traffic calming measures;
 Traffic calming measures should only be considered after:

A demonstrated driver behaviour issue (speed, through traffic, safety) has been raised by the
general public or observed by the Township staff; and

Alternative measures to resolve the observed issue such as education, enforcement have been
exhausted.

The operation of the arterial road network has been reviewed since speeding and cut-through
traffic on local streets can be an indicator that the arterial network is not functioning properly.
Measures such as signage improvements and signal optimisation should be considered.
 An assessment of an area-wide solution versus a street-specific plan should be made when
considering the most appropriate package of traffic calming measures – an area wide plan should be
considered if a street-specific plan would likely result in displacement of traffic onto adjacent streets;
 When implementing physical traffic calming measures less restrictive measures should be considered
before resorting to road closures and other route modifications. Consideration should also be given to
accommodating emergency services, snow removal and service vehicle access;
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 Traffic calming measures should not negatively impact non-motorized modes of transportation, and
should aim to deliver improvements for pedestrians and cyclists wherever practicable. Reasonable
automobile access to Township roads, particularly for local access, should also be maintained.
 Ensure that physical traffic calming measures do not impact emergency services;
 Ensure that vertical measures are not installed on roads where transit services exist or on roads
designated for transit unless alternate measures are formally agreed upon. York Regional Transit
should be consulted at the earliest stage of development of traffic calming schemes, where
concerned;
 Ensure that vertical measures are not installed on roads identified as emergency vehicle route, police
and fire services need to be consulted at the earliest stage of development of traffic schemes to
identify where emergency access is critical;
 Traffic calming measures should only be implemented once a detailed assessment of the existing
traffic conditions has been undertaken and the necessary approvals, including a safety audit of the
proposed solution, have been received;
 The implementation of traffic calming measures should be co-ordinated with planned street
improvement or development projects where possible;
 Evaluations will be undertaken to monitor the effectiveness of the implemented traffic calming
measures, with modifications being made where appropriate. The outcomes of such studies should
be communicated to the local community and relevant stakeholders.
1.5
PROPOSED TRAFFIC CALMING POLICY PROCESS
The following process will be used to analyze traffic calming requests. The guiding principles set out
within section 4 of this document should be referred to through this process to ensure that it is
transparent and applied consistently to avoid precedents. In addition, this process may also be used to
improve the design of a street that will be undergoing reconstruction.
1.5.1
REQUEST
The Engineering and Public Works department receives the request/complaint. All requests must be
submitted in writing to the manager of the Engineering and Public Works department. Requests can be
lodged by residents of King Township, merchants of King Township, elected officials, administration of
King Township, police (York Regional Police), fire services (King Volunteer Fire Department) and the
general public. The Engineering and Public Works department will verify if there are any other related
outstanding requests. If so, related requests will be combined. The Engineering and Public Works
department may expand the scope of the request to extend the study area to examine an entire corridor
or area. The scope of a study should be expanded when measures will likely impact other adjacent
streets, as in through-traffic issues. All requests will contain the following information:
 Description of issue(s).
 Reason for the request.
 Location of issue(s).
 Time when issue(s) occurs.
 Name, address and contact information of submitter.
The Engineering and Public Works department may request additional information and/or conduct a site
visit with concerned stakeholders to better understand the problem.
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1.6
IDENTIFICATION OF APPLICABLE POLICIES
Relevant policies and the context will be identified for the sector under study to ensure that proposed
solutions are coherent. Traffic calming decisions should be consistent with other policies including
Context-Sensitive Solutions (CSS) guidance for all Regional roads published by the Region of York
(2013) and relevant design guidance including the ITE manual for Traffic Calming (1990) and the ITE
Neighbourhood Street Design Guidelines (2010). In addition, the hierarchy, speed limit, fire routes, transit
routes, cycling corridors and school zones will all be identified. Upcoming public works projects in the
area will also be identified.
1.7
DATA COLLECTION
The Engineering and Public Works department will be responsible for data collection. The type of data
collection will depend on the type of request. Data collection can include: traffic counts, speed radar
checks, pedestrian counts, bicycle counts, truck counts, accident data, visibility and any other relevant
information.
1.8
ANALYSIS AND IDENTIFICATION OF ISSUES
Relevant collected data will be analyzed by the Township Administration. Any issue(s) will be identified if
implementation warrants A, B and/or C are met, as outlined in Table 2 of Section 1.14. Other relevant
issues should also be identified (pedestrian safety, cycling conditions, waiting conditions at bus stop,
etc.). These issues should also be addressed as part of the process.
The results of this analysis will be presented to the Director of the Engineering and Public Works
department (hereinafter called the “Director”). If warrants A (speed), B (volume) or C (safety) are not met,
the file will be closed. If either one or more of warrants A, B or C are met, the process will continue.
Minutes will be kept during each meeting with the Director, and will be forwarded to the Township
Council.
1.9
IDENTIFICATION AND EVALUATION OF MEASURES
Once the issue has been identified and validated through analysis of site specific data, effective and
applicable measures (if any) will be identified for consideration by the Township.
In accordance with the Townships guidance principles, consideration should be given to alternative
solutions such as education programs, driver awareness initiatives, enforcement and a review of the
conditions on the arterial road network prior to reviewing physical traffic calming measures.
The traffic calming toolbox (see Table 3 in Section 1.15) can then be used as a starting point for
reviewing appropriate traffic calming solutions. The toolbox outlines what types of measures are
applicable for each street typology and provides details of geometric requirements, benefits, limitations
and costs for key measures.
Other measures from best practice guides may also be considered from time to time. Analysis of various
issues should take into account possible impacts on adjacent streets. Potential measures will be broadly
evaluated before being discussed and presented to concerned residents. Possible measures will be
evaluated based on the following criteria:
 Effectiveness of measure to address identified issue(s);
 Impacts on adjacent streets (traffic volumes);
 Impacts on on-street parking;
 Potential to improve the streetscape;
 Sustainability opportunities.
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The analysis will also evaluate potential measures according to the warrants contained in Table 2, and a
full safety audit should be undertaken to ensure that the road safety implications of the proposed traffic
calming solution are fully considered for all users of the street.
1.10
DECISION
The Township will consider each request based on applicable policies, the analysis of the issue and other
relevant information.
The Township will then decide based on the criteria and considerations contained in section 6 whether
traffic calming measures are warranted or not. The Township staff will inform concerned residents of its
decision. Any recommended measures will then be forwarded for funding. Any measure on a street
scheduled for major roadwork in the next three years will be deferred and combined to this scheduled
roadwork. The request will end at this point if it has not been approved by the Township after residents
have been informed. If the Township determines that immediate action is required for safety reasons, the
Engineering and Public Works department will proceed with the implementation of a mitigating measure
considering consensus.
1.11
RESIDENT POLLING
Residents on a street block on which one or more traffic calming device(s) is (are) considered will be
polled. Concerned residents and property owners will be informed by mail and given sufficient time to
respond. Any measure not supported by 70% of responding residents will not be considered by the
Township.
1.12
IMPLEMENTATION
The Engineering and Public Works Department will be responsible for the design and implementation
approved measures. A temporary measure may be installed before it becomes permanent to assess
effectiveness (if applicable) or if implementation is deferred.
1.13
FOLLOW-UP AND EVALUATION
Following implementation, the Township will evaluate if the measure or measures are effective. If
necessary, modifications will be implemented accordingly.
1.14
PROPOSED TRAFFIC CALMING WARRANTS
These criteria found in the following table will be used to warrant the implementation of measures. These
warrants must be met to allow the implementation of physical traffic calming measures, as outlined in
Table 2. Warrants A, B and C are used to determine if there is a problem and justify an intervention. At
least one of warrants A, B or C must be met. Warrants D through G are implementation warrants; each
intervention must meet all of these warrants. In addition, constraints and criteria outlined in the traffic
calming toolbox for specific measures must also be respected.
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Table 2: Traffic Calming Warrants
Warrant
Description
Justification Warrants
A – Speed
The 85th percentile speed of vehicles on a street must be at
least 10 km/h above the posted speed limit.
B – Through Traffic
Through traffic on a street segment or area must represent at
least 20% of daily or peak period volumes.
And
Measures cannot increase traffic volumes on any other local
streets by more than 10%.
And
This warrant is only applicable to streets of a local nature.
C – Safety1
Intersections/streets with one or more accidents with a fatality
or serious injury which could have been prevented by a traffic
calming measure.
Or
Intersections/streets with more than three injuries in the past
five years which could have been prevented by a traffic
calming measure.
Specific Measure Warrants
1
D – Resident Support
The support of at least 70% of responding impacted
households and property owners is necessary
E – Emergency Response
Impacts on emergency vehicles cannot be significant.
Emergency services will be consulted prior to implementing
measures.
F – Transit
Traffic calming measures cannot have significant impacts on
scheduled transit services. The YRT will be consulted when
measures are proposed on street segments with transit service
to determine the impacts.
G – Hierarchy
Certain measures are not suitable for implementation on
collector or arterial streets, as outlined in the traffic calming
toolbox (Tables 3 & 4).
In the case of safety issues, the Engineering and Public Works department may choose to expand the solutions
beyond traffic calming measures.
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1.15
TRAFFIC CALMING TOOLBOX
Where issues are identified by the above warrants, the toolbox of traffic calming measures identified
within Table 3 and Table 4 should be considered. It is important to note that this list is by no means
exhaustive and that an appropriate package of traffic calming can only be determined after undertaking a
site specific study of the issues, constraints and opportunities at each identified location.
Table 3 also indicates the suitability of each measure to the common street typologies within the
Township. Definitions of the characteristics of each street typology are also provided below for
completeness:
1.16
MAIN STREET
The primary function of Main Streets are to support local transit connections, active transportation,
vehicular movement to support a mix of land-uses including residential, commercial, institutional, open
space and historical uses. Features include, bike lanes, dedicated or off-peak on-street parking, and low
to moderate road speeds.
1.17
REGIONAL ROAD/ARTERIAL ROAD
The primary function of Arterial Roads are to provide regional vehicular movement, goods movement,
transit priority and active transportation to support residential, commercial and industrial (suburban) uses.
Features include, cycle tracks or multi-use paths, rapid transit, goods movement supportive, limited
private access (consolidation of accesses), and moderate to high road speeds. Using York Region’s
nomenclature this type of road would be called Arterial Road.
Active traffic calming measures are not appropriate for use on Arterial Roads as they conflict with the
primary function of the road, which is to move larger volumes of vehicles throughout the region.
1.18
RURAL ROAD
The primary function of Rural Roads are to provide regional and inter-regional vehicular movement,
goods movement, active transportation to support agricultural, institutional, industrial and open space
uses. Features include goods movement and farming supportive, paved shoulders or multi-use paths,
and higher road speeds.
Active traffic calming measures are not appropriate for use on Arterial Roads as they conflict with the
primary function of the road, which is to move larger volumes of vehicles throughout the Township.
1.19
COLLECTOR ROADS
The primary function of Collector Roads is to connect local areas to Arterials Roads. They are typically
used by local traffic with limited through traffic. Trucks are sometimes permitted during the day. Private
accesses and parking can also be permitted if required. Collector roads also accommodate the needs of
pedestrians and cyclists through the provision of cycle lanes, footways and associated facilities. This type
of road would be a subclass of York Region’s Rural Hamlet roads classification, together with Local
Roads.
Active traffic calming measures can be considered on Collector Roads, however, vertical measures
should implemented with care to ensure that they do not compromise fire or transit routes.
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1.20
LOCAL ROADS
Local Roads mostly serve local traffic. Trucks are permitted for local deliveries only and there are usually
no bus routes. Cyclists share road space with vehicles and pedestrian facilities can vary depending on
the environment. Given the low traffic volumes on these roads, cycle lanes are not necessary. Private
accesses are permitted and intersections are typically controlled by stop or yield signs. This type of road
would be a subclass of York Region’s Rural Hamlet roads classification, together with Collector Roads.
Both active and passive traffic calming measures are suitable for implementation on Local Roads.
Common traffic calming measures include speed humps and raised crossings and intersections.
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Table 3: Traffic Calming Toolbox
TRAFFIC CALMING MEASURES
Traffic Calming
Measure
Description
Chicane
A series of curb extensions on alternating sides of a roadway, which
narrow the roadway and require drivers to steer from one side of the
roadway to the other to travel through the chicane. Typically, a series of
at least three curb extensions is used.
Curb
Extension
A horizontal intrusion of the curb into the roadway resulting in a narrower
section of roadway.
Curb
Radius
Reduction
On-Street
Parking
The reconstruction of an intersection corner using a smaller radius,
usually in the 3.0 m to 5.0 m range - not suitable for intersections on
transit or with high volumes of trucks.
The reduction of the roadway width available for vehicle movement by
allowing motor vehicles to park adjacent and parallel to the curb.
Raised
Crosswalk
A marked pedestrian crosswalk at an intersection or mid-block location
constructed at a higher elevation than the adjacent roadway.
Raised
Intersection
An intersection – including crosswalks – constructed at a higher elevation
than the adjacent roadway.
Raised
Median
Island
Right-in/
Right-out
restrictions
Rumble
Strips
An elevated median constructed on the center-line of a two-way roadway
to reduce the overall width of the adjacent travel lanes.
Sidewalk
Extension
A sidewalk is extended into the street to narrow the carriageway and reassign space to pedestrians. Consideration should be given to the most
appropriate form of side walk extensions – “raised” or “unraised”.
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Main
Street
Street Typology
Regional Rural
Collector
Road
Road
Road
/Arterial
Road
Local
Roads
To prohibit left turns and through movements to and from the intersection
street or driveway.
Raised buttons, bars or grooves closely spaced at regular intervals on
the roadway that create both noise and vibration in a moving vehicles
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TRAFFIC CALMING MEASURES
Traffic Calming
Measure
Description
Bike Lanes
Introduction of dedicated bike lanes on the carriageway to re-allocate
road space, achieve localized narrowing to control speeds and improve
safety for cyclists.
A raised area of a roadway, which deflects both the wheels and frame of
a traversing vehicle – most suitable for local roads where speeding and
cut-through traffic issues are observed.
Speed cushions should be used in place of speed humps on transit
routes.
A crosswalk incorporating a textured and/or patterned surface which
contrasts with the adjacent roadway.
Speed
Humps
Textured
Crosswalk
Signage
Truck
Route
Signing
Schemes
Variable
speed
signs
Road
markings
Main
Street
Street Typology
Regional Rural
Collector
Road
Road
Road
/Arterial
Road
Local
Roads
Indicating changes in speed limits or warnings of approaching hazards or
zones such as schools, pedestrian crossings or changes to horizontal
alignment. Whilst signs are not self-enforcing and do not guarantee
compliance; they do aid the drivers decision making process.
Placement of signs along streets at appropriate intervals to designate
truck routes or restrict truck traffic. Such measures can be useful for
removing truck through traffic from towns by re-directing them to the
arterial roads.
Informs the driver of their actual speed to deter speeding.
Create localized narrowing and notify drivers of existing features or
hazards ahead, or that they are entering an area with changing traffic
characteristics.
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Table 4 Geometric Requirements, Benefits, Limitations and Costs
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Appendix A
ABBREVIATIONS AND UNITS
APPENDIX A-1
ACRONYMES
ACRONYMES
DESCRIPTION
HOV
High Occupancy Vehicle
ITE
Institute of Transportation Engineers
TWLTL
Two-way Left-turn Lane
MTO
Ontario Ministry of Transportation
MNR
Ministry of Natural Resources
OPSS
Ontario Provincial Standards
APPENDIX A-2
UNITS
ABRÉVIATION
DESCRIPTION
v/c
Volume to capacity ration
AADT
Average annual daily traffic
km/h
Kilometres per hour
m
Metre
s
Second
s/veh
Second per vehicle
veh/h
Vehicles per hour
veh/d
Vehicles per day
M
Million
B
Billion
$
Canadian Dollar
Appendix B
CONCISE TITLE OF THE APPENDIX
Appendix C
CONCISE TITLE OF THE APPENDIX
Appendix D
CONCISE TITLE OF THE APPENDIX
Appendix E
CONCISE TITLE OF THE APPENDIX