What is a roundabout?

    A roundabout is an intersection at which all traffic circulates counter-clockwise, to the right of a central island. Entering vehicles must yield to all traffic already in the roundabout. This traffic model has been shown to reduce injury collisions and unnecessary stops, keep traffic moving, reduce unnecessary idling and air pollution and improve intersection appearance.

     

    Roundabouts, rotaries, traffic circles — they’re all the same, aren’t they?

    No. Other than sharing a circular shape, a modern roundabout operates much differently than other traffic circles, including rotaries. A modern roundabout requires entering traffic to yield the right–of–way to traffic already in the roundabout. This keeps the traffic in the roundabout constantly moving and prevents much of the gridlock that plagues rotaries. 

    Modern roundabouts are also much smaller than rotaries and thus operate at safer, slower speeds. The design of a modern roundabout allows capacities comparable to signals but with generally a higher degree of safety. Rotaries and traffic circles were often large circles and some had traffic signals and even stop signs to control traffic coming into and circulating in the intersection.

    Who says that roundabouts are safer?

    National collision statistics produced by Transport Canada reported 2,500 fatal collisions and 145,000 injury collisions each year in Canada. In 2006, about 28 per cent of road users killed and 40 per cent of those seriously injured resulted from intersection related crashes.  

    The most recent study completed by the National Cooperative Highway Research Program (NCHRP Report 572), which identified 26 multi-lane intersections that were converted to multi-lane roundabouts, showed a 67 per cent overall reduction in collisions when a signalized intersection was converted to a roundabout. 

    There are several other studies that show the installation of roundabouts at intersections previously operated by all-way stop or traffic signals were improved. Some of those studies are posted online at http://www.halifax.ca/roundabouts/AdditionalRoundabouts.html

    Transport Canada is recommending that Canadian jurisdictions consider converting signalized intersections to roundabouts, wherever appropriate. Their findings concluded that the countries showing reduced intersection collisions had implemented roundabouts.

    Why is this project happening now?

    The intersections at North Park/Cogswell/Rainnie/Trollope/Ahern streets and North Park/Agricola/Cunard streets need to be upgraded. Neither of these intersections meets national transportation standards and both suffer from aging infrastructure, problematic traffic flow, frequent collisions and poor connectivity. HRM has explored options for the redesign of these two intersections. Replacing the existing traffic signals with roundabouts provides the maximum benefits for a diverse group of users. Staff members received positive feedback from the first round of public engagement and were directed to move forward with the design request for proposal.

    Why doesn’t HRM upgrade and realign the existing signalized intersection?

    Replacing the currently traffic signals in their current configuration is not an option. Both intersections would require significant enhancements in order to meet national transportation standards, alleviate problematic traffic flows, reduce the high number of collisions and best improve connectivity.

    What are the design plans for the new Rainnie Drive corridor?

    At this stage of the design, access to Rainnie Drive will be provided directly off of Cogswell Street. It is expected to be a one-way street between North Park Street and Gottingen Street with parallel parking on the north side. The existing sidewalks will remain on both the south and north side and a width of asphalt will be dedicated to an active transportation trail. Details of the access at Gottingen Street are still being worked out. Overall, this plan provides opportunities for future redesign, while improving current use of the space with relatively minimal reinstatement costs.

     

    Why is Rainnie Drive being reconfigured?

    Changes to Rainnie Drive will ensure the roundabout operates safer and more smoothly by reducing the complexity and size requirements of the intersection at North Park and Cogswell streets. Closing off access to Rainnie Drive from this intersection will simplify the intersection from a five-leg roundabout to a four-leg roundabout. This will make negotiating the roundabout easier for pedestrians because there will be fewer crossings and it will also improve overall safety because of the reduced number of driver decision points and intersection complexity. Such changes also provide an opportunity to increase active transportation systems and green space, while still providing parking in the area.

    If Rainnie Drive is expected to carry less traffic, where will the other traffic go?

    Reconfiguration of the affected section of Rainnie Drive is expected to have the most critical impacts at the North Park/Cogswell and Gottingen/Cogswell intersections. Cogswell Street, which runs roughly parallel to Rainnie Drive, would be required to accommodate the majority of traffic redistributed from Rainnie. Given the assumed increase in traffic volumes, additional capacity will be required at the intersection of Gottingen and Cogswell. 

    Interim intersection upgrades have been reviewed and the recommendation is to modify the Gottingen northbound approach from a shared left-through with exclusive right turn lane, to an exclusive left with a shared through-right turn lane. An eastbound right turn channel on Cogswell will also be implemented. Signal timings will be adjusted accordingly. These upgrades will enable the intersection to accommodate volumes in the short-term (5-10 years) with relatively minimal associated costs. In the longer term, it is expected that additional lane capacity will be required to accommodate additional traffic growth. Diverted traffic will also be anticipated to impact Cornwallis and Cunard streets, but to a much lesser degree than that of Cogswell Street.

    How will a roundabout impact the service dog exercise area on Rainnie Drive?

    With the extension of the Citadel Hill driveway, the fenced exercise area will be reduced in size. This area was not originally located on the Common or HRM parkland because a fenced off area exclusively for service dogs would be an alienating use of the Common and contrary to current land use policies for parks.  If it is determined that the reduced size is too small, and there is still a need for this service,  then HRM staff will work with the Accessibility Advisory Committee to find another suitable location.

    How will a roundabout accommodate pedestrians and cyclists?

    For pedestrians, marked crosswalks will be provided on all approaches to the roundabouts. The crosswalk at Cornwallis Street will also remain, although the crossing distance will be reduced from 24 metres to a six-metre and seven-metre crossing, with a 3.7-metre pedestrian refuge median.  Between the two roundabouts, pedestrians will have the option of using the multi-use trail on the west side of North Park Street or the existing sidewalk on the east side. 

    Cyclists can either remain on the street by merging with traffic before each roundabout to “claim the lane,” or they can exit the street using the provided ramps to use a combination of multi-use trails and/or sidewalks and pedestrian crosswalks. Designated multi-use paths will be provided on the west side of North Park Street and around the roundabouts, but cyclists will have to dismount and walk to use the marked crosswalks.  Between the two roundabouts, bicycle lanes or wide travel lanes will be provided on the roadway.

    When will construction start and how long is it expected to last?

    If this project is approved by Regional Council in the 2014/15 budget, construction is expected to start in May 2014. Construction will be split into two separate construction seasons, with anticipated completion at the end of the 2015 construction season.

    I commute every day using North Park Street. What will the impact be for users during construction?

    There will be lane closures, parking restrictions and some temporary intersection closures.  Pedestrian access may be relocated during some phases. Access to all homes, businesses and the Halifax Common will be maintained at all times. Construction is expected to begin in the spring of 2014 and continue again in 2015. The road surface will be reinstated in the fall for the winter. More details will be available at the 90 per cent design stage.

     

    I am visually impaired. As a pedestrian, how do I use a roundabout?

    HRM has researched best practices for making pedestrian crossings at roundabouts safe for visually impaired citizens, and has been in discussions with several members of the visually impaired and blind community (Canadian National Institute for the Blind (CNIB), Visually Impaired Safe Travel Advocates (VISTA), and Canadian Council for the Blind (CCB).  These groups have been involved in this project since the onset and HRM continues to engage these groups. 

    HRM has made significant strides forward with respect to accessibility, most recently at the Metro Transit Bridge Terminal, which has been publicly applauded by CNIB for its many accessibility features. 

    HRM plans to integrate as many accessible design features as possible in the modern roundabouts to increase pedestrian safety for visually impaired citizens.  Design features such as tactile surfaces at all crossing locations, defining walkway edges and providing sufficient lighting will be included. HRM will also promote other mitigation measures for anyone uncomfortable with crossing through the roundabouts, such as the mid-block crossing on North Park Street at Cornwallis Street.

    What is the cost to build roundabouts versus upgrading the traffic signals at these intersections?

    A cost comparison between the implementation of a new signalized intersection and a new roundabout typically yields the same construction costs. Within HRM, if a roundabout were to be implemented it would generally replace a signalized intersection. A retrofit of a signalized intersection with a roundabout will generally cost more if just the construction costs were compared. 

    The projected construction cost and costs for neighbourhood improvements, like trees, new active transportation trails, new street lighting, the undergrounding of overhead utilities, upgrades to the North Common and outdoor art, are still preliminary at this point. All of those things will be discussed as part of the capital program over the coming weeks, and the final cost of the project will be subject to Council’s approval of the 2014/15 budget. 

    It’s important to note that the higher initial cost for a roundabout project does not factor in the following cost savings: 

    • Safety (increased safety means lower emergency response, health-care and other societal costs, as collisions are less severe at roundabouts)
    • Traffic delays (the cost of commuters’ time)
    • Environmental impacts (societal cost of fuel consumption and vehicle emissions are lower at roundabouts)
    • Maintenance costs (significant reduction in ongoing maintenance costs, no signals to maintain)

    Roundabouts do not require maintenance like traffic signals, and there is no need to be concerned with power outages. The replacement of traffic signals can be significant at the end of their lifecycle. These intersections are more than 60 years old and are in need of replacement. Therefore, the life cycle cost of a roundabout at any of these locations would be a less expensive option than signals with all things considered. 

    All of these cost savings are harder to quantify but will exist and should be considered. If those costs are factored in, the cost of a roundabout would often be less expensive than a signalized intersection.

    I understand that roundabouts allow for smoother traffic flow. Does that mean installing a roundabout will encourage more vehicle traffic downtown?

    Roundabouts are intended to provide more efficient and continuous flow for users. This does not necessarily mean that traffic will increase throughout the area. As the number of lanes is being reduced along North Park Street, it is unlikely that traffic patterns will noticeably change.

    I find the Armdale Roundabout confusing and hard to use. Will this be different?

    The Armdale Roundabout is a significantly larger and busier intersection that deals with more than twice the traffic (about 55,000 vehicles a day) that would normally come through the North Park Street intersections. Roundabouts at North Park would have fewer lanes feeding in, opportunities to introduce active transportation lanes or trails along North Park Street, increased green space and improved area aesthetics through outdoor art and other public amenities.